Sacrificial Anodes, Merchant Shipping

Emission estimates for diffuse sources Netherlands Emission Inventory
Sacrificial anodes, merchant shipping and fisheries

Version dated June 2008
NETHERLANDS NATIONAL WATER BOARD - WATER UNIT in cooperation with DELTARES and TNO
Anodes, Shipping & Fisheries
Table of Contents
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1 2 2.1 2.1.1 2.1.2 2.1.3 2.2 3 3.1 3.2 3.2.1 3.2.2 3.3 3.3.1 3.4 4 4.1 4.2 4.3 4.4 4.5 5 6 6.1 6.2 6.3 6.4 7 7.1 7.2 7.3 8 8.1 9 9.1 10 10.1 10.2 10.3
Introduction and scope Description of emission source Causes Passive protection by means of sacrificial anodes Active protection by means of impressed current Ballast tanks Measures Explanation of calculation method Exterior of vessel Wet surface area Calculation of surface areas based on volume Correction for incomplete draught Corrosion rate Emissions at sail Interior of vessel Activity Rates Assessment using statistical data Interior of vessel Time series, 1990-present Time series, present-2027 Annual data setting Description of emission pathways to water Emission factors Emission factors Application percentages Time series, 1990-present Annual data setting Emissions calculated Emission figures 2004 Emissions 1990-2006 Emissions forecast, 2009-2027 Comments and changes in regard to previous version Difference in figures due to mathematical errors Accuracy and indicated subjects for improvement Most significant areas for improvement Spatial allocation Seagoing vessels and fishing vessels on NCP Seagoing vessels in Dutch territory Fishing vessels in ports
11 21 21 21 23 24 25 31 31 32 34 35 36 38 39 41 41 43 44 44 46 58 61 61 62 62 62 71 71 71 73 85 85 91 91 101 101 103 104
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References
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1 Introduction and scope

............................................................................... The source of the emissions is the anode material placed on the exterior and interior (in the ballast tanks) of seagoing merchant vessels and fishing vessels for the purpose of cathodic protection of metal surfaces. In the National Emission Inventory, this emission is assigned to the governmental target sector Transport. The emissions in question are zinc, aluminium and cadmium. Cadmium is present as a contaminant in the zinc, and is released when zinc anodes decay. This report is based on a previous quantification of emissions of anodes in shipping and fisheries for the Dutch Continental Shelf (NCP) and in ports conducted for the Traffic and Transport Advisory Service (AVV) under the EMS (Emission Inventory and Monitoring for the Shipping Sector). The quantification in this report can be considered to be an update of two EMS protocols: - EMS protocol for Emissions by Shipping and Fisheries: Anodes on ships on the NCP (Kuiper, 2003a) - EMS protocol for Emissions by Shipping and Fisheries: Anodes on ships in ports (Kuiper, 2003b) Here, the quantification of emissions for NCP and ports is integrated into a single report. The method of quantification of the two types of emissions is different, however, and consequently this distinction will be referenced frequently throughout this report.
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This quantification implements a number of recommendations for improvement of emissions assessment from the protocols listed above, and also incorporates a few new insights. The most significant changes in reference to the protocols are: - Calculation of the Wet Surface Area (WSA) is improved, with a WSA computed for each individual ship in Dutch waters, taking partial loading of the ship into account; - A traffic and transport database based on the Lloyds traffic file has been created for the NCP, which, in combination of the WSA per ship, was used to compute the total average WSA present in Dutch waters; - Emissions from floating tank cooling1 appear to play a much smaller role than described in the protocols. Floating tank cooling is a cooling system used primarily in inland waterway shipping and possibly a few smaller seagoing vessels. Larger seagoing vessels have pipe or plate cooling systems. Consequently, emissions from floating tank cooling are not reported separately in this report; - Along with historical development in emissions, this report provides a forecast of emissions up to the year 2027; - The emissions are spatially allocated by body of water identified in the Water Framework Directive. This data is provided as a separate database.
Cooling system for ship engines involving a steel tank welded to the hull, in contact with the
water, and containing a bundle of thin, corrosion-proof pipes. In some versions, the tank is an inverted box on the bottom of the ship with an opening in the bottom. The tank contains a heat exchanger consisting of a package of many thin tubes that come into contact with the outside water on all sides.
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2 Description of emission source

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2.1 Causes
Ships are coated to prevent corrosion. This protective layer, however, is not sufficient to fully protect the ship from corrosion. For this reason, as well as to protect the uncoated sections of a ship (screw, damage, etc.) and ensure that the ship remains protected as the coating deteriorates, cathodic protection is used.
............................... figure 1 Functioning anode
If two metals are electrically connected in an electrolyte (such as seawater), the electrons of a base metal will flow to another, more noble metal. This is due to the difference in electrical potential. The more noble metal is referred to as the "cathode" and the other as the "anode." As the anode supplies electrons to the cathode, it gradually dissolves into ions, with the result that the cathode becomes negatively polarised and thus protected against corrosion. See figure 1. Cathodic protection can be classified as passive or active. This is explained in more detail in the following subsections.
2.1.1
Passive protection by means of sacrificial anodes
Passive cathodic protection of a ship involves the use of "sacrificial anodes". As already indicated, these sacrificial anodes must be of a metal that is less noble (more base) than the metal to be protected. The two metals used as anodes in shipbuilding are zinc and aluminium. Table 1 shows the various metals in order of nobility. The effectiveness of the anode material in seawater is determined by the composition of the alloy. Because the anodes dissolve in the seawater, the blocks must be replaced at regular intervals. On average, the blocks are replaced every two to two-and-a-half years, when approximately 15% of the original weight remains. For fishing vessels, the ratios are different. A fishing vessel goes into dry-dock every year, and so the blocks are replaced every year, when some 30% of the original weight remains.
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............................... table 1 Metals in order of nobility
Zinc anode The most commonly material used for cathodic protection of seagoing vessels is zinc. The electrical capacity (also indicated by the symbol , see chapter 4.1) of a zinc anode in seawater is 780 Ah/kg (Ampere per hour per kg of zinc anode). This is a function of the amount of valence electrons that can be moved from the zinc to the less noble metal per hour. If the amount of valence electrons the metal to be protected gives off under the influence of seawater is known, the rate at which the zinc anode dissolves can be calculated. The zinc anodes installed in ships are generally designed for a lifetime of between 1 and 3 years. Aluminium anode Aluminium is being used as an anode material more and more frequently. The electrical capacity of an aluminium anode in seawater is 2,600 Ah/kg. Aluminium anodes perform better than the zinc anodes (2,600 valence electrons per hour per kilogram versus 780 for zinc), and as such require fewer to achieve the same effect. Although aluminium is a more expensive material than zinc, the end cost of aluminium anodes is less because they require 3.33 times less material. Another significant environmental advantage is that the aluminium alloys used do not contain cadmium, unlike the zinc alloys used (and prescribed by standardization; see chapter 3.2).
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Nobility of various metals
Nobility of various metals Metal Symbol Potassium K Sodium Na Calcium Ca Magnesium Mg Aluminium Al Zinc Zn Iron Fe Chromium Cr Nickel Ni Tin Sn Lead Pb Copper Cu Mercury Hg Silver Ag Platinum Pt Gold Au
2.1.2
Active protection by means of impressed current
In addition to passive protection, active cathodic protection is an increasingly common method of protection. The impressed current (IC) system moves potentials to protect the metal. An IC system uses a transformer, an adjustable rectifier as a power source and inert, or "non-consumable", anodes. The adjustable rectifier can be set so that the connected anode(s) provide exactly the protective current to provide the desired protection potential. See figure 2. Theoretically, an IC system could be used to protect the entire exterior of a vessel, but in practice this system is often used in combination with passive anodes. The parts of the vessel fitted with passive anodes are the bow thruster tunnel, the screw and the rudder. These parts require a higher level of protection because they use unfinished metal (screw), the coating on these parts has a higher breakdown factor, and the speed of the water that passes along these parts is higher than at other parts of the hull. IC systems are not used in ballast tanks, because the generation of hydrogen gas (H2) constitutes a risk of explosion, certainly in combination with the electrical system.
............................... ............................... figure 2 Operation and placement of impressed current system
Because IC systems do not release metal ions into the water, this is the most environmentally friendly cathodic protection method. The system also allows online measurement of the state of the coating, and reduces organism growth, thereby contributing to reduced fuel use.
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2.1.3
Ballast tanks
Protection of the ballast tank of a vessel is more complex than the protection of the hull, for a number of reasons: While the ballast tank may be a tank solely used for ballast water, in many cases the cargo area is also used as a ballast tank, and this causes the anodes to become soiled and no longer function properly The ballast tank is not always in ballast The ballast tank is difficult to reach and consequently difficult to check; The form and structure of a ballast tank (many crossbeams, holes, etc.) require more anode material to keep the less accessible locations (the places not easily reached by cathodic protection) protected
............................... figure 3 Placement of sacrificial anodes in ballast tanks
Ballast tanks are constructed primarily of aluminium, presumably due to the longer lifetime of aluminium at the same weight. As indicated above, the anodes in the ballast tank are difficult to replace. See figure 3 for the placement of anodes in the ballast tanks.
For ships with explosive cargo (oil, gas, etc.), ballast tanks are subject to special requirements governing the placement and type of anode material used: Aluminium may not be used in ballast tanks for ships transporting flammable cargo. Anodes coming loose and falling can cause sparks; Likewise, IC systems cannot be used due to the risk of fire/explosion due to the formation of hydrogen gas (H2) in combination with the electrical system. Consequently, in certain cases zinc is used for the anodes mounted higher in the ballast tank (combining zinc and aluminium anodes is permitted).
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The average lifetime of anodes in ballast tanks is calculated at 4-6 years.
2.2 Measures
Government policy is focused on reducing the concentrations of toxic substances to target values. To do this, emissions of many of these substances must be reduced. Between 1985 and 1995, copper impact on surface water had to be reduced 50%, and cadmium 70% (North Sea Action Plan). These goals were met and exceeded. For cadmium, a priority substance, minimization of discharge is a goal. Zinc, copper and cadmium are of significance for fresh surface water sources, primarily in relation to the contamination of the sediments. Although cadmium levels in zinc have been lowered in recent years (0.001-0.005%), this reduction was not and is not in effect for anode material, which uses higher contents (NEN, 1996; DNV, 1993; USMilitary specification, 1987) because of the quality requirements set on the anode material (relating to the composition of the alloy). The issue is that the anodes must corrode evenly, which requires cadmium contents between 0.025 and 0.07 percent. Higher contents may also be found in anodes from less scrupulous suppliers, but there are no figures available on this. The emission of zinc and cadmium from anodes was addressed in a 1996 OSPAR report (OSPAR, 1992), which recommended monitoring emissions. If an increase in the use of zinc is observed, then supplemental measures should be considered in regard to this cadmium emission. The fishery sector has seen a large-scale shift towards replacing anodes with IC systems. One important reason behind this is that anodes on the ship's shell increase resistance when sailing, resulting in lower sailing speed and higher fuel consumption. Since 2000, the acquisition of IC systems in the fishery sector has been included in the VAMIL2 regulations (a financial environmental regulation system mandated by the Ministry of Housing, Spatial Planning & the Environment).
VAMIL stands for "voluntary amortization of environmental investment." The VAMIL was
established by the Ministry of Housing, Spatial Planning & the Environment.
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3 Explanation of calculation method

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The calculation system used is addressed in general terms in the "method" section. Chapters 5, 6 and 7 cover the activity rates, the emission factors and the emissions.
3.1 Exterior of vessel

This chapter addresses the method of calculation used to arrive at the emission assessment. Emissions are ultimately calculated as the product of an activity rate and an emission factor. emission = activity rate * emission factor The emission is expressed in tonnes per year. The activity rate is the wet surface area (WSA) (in m2) on average present in Dutch waters at any given time. The total ship area is the product of the total number of ships found in the NCP and the wet surface of a seagoing vessel, taking type and tonnage into account. The traffic and transport database of the risk model SAMSON (Glansdorp, Van der Tak, 1993) was used to calculate the number of ships sailing on the NCP and the calculation of the underwater ship area. The basic data for this database were derived from Lloyds for the year 2000. For other years, a comparison with figures from Statistics Netherlands of ship calls at Dutch ports was used. In the calculations, the activity rate for different years was estimated taking into account the trend in wet surface area and application rates of the various technologies of cathodic protection.-{}ARx,c = ARy x APPx,c x TRENDxy Where: AR x,c = activity rate of technology (t) in year (x) AR y = total of activity rates in base year (y) APPx,c = application fraction of technology (t) in year (x) TRENDxy = trend factor of AR in year x in relation to base year (y) The emission factor is the leaching rate of aluminium and zinc, expressed here in g cm-2 day-1 . These leaching rates used in the calculations are taken from the report Uitloging anodemateriaal van zeeschepen, produced by BECO for RIZA, the Netherlands Centre for Water Management (Willems, 2003; see chapter 4.4).
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3.2 Wet surface area

If the dimensions of the ship are known, the wet ship area can be calculated by any of several different methods: The Denny-Mumford equation (Man-Diesel, 2002; Kuiper, 2003a,b) was derived by Mumford at the end of the 19th century using tests of ship models in Denny's experimental (1750 m3) water tank in Scotland. In Denny-Mumford, the wet ship area is calculated from the length, depth and a block coefficient (the ratio of the actual volume of the hull and the product of length x width x depth) The Komsi comparison (Koivisto, 2003; OECD, 2005) based on measurements of ships in Finland The Holtrop-Mennen equation (Holtrop, 1977) is the most recent method for determining the wet ship area. This formula is based on the same type of measurements as DennyMumford, factoring in additional insights from hydrological theory. The Holtrop-Mennen coefficients are obtained through regression analysis of MARIN model tests The ratio from Van Hattum et al. (2002) is more of a first order approach to the wet ship area, based on a simplified ship model. In this study, the methods are compared for the group of Bulk Carriers in the Lloyds register. The results of the comparison are shown in the figure below. The volume of all ship's enclosed spaces is expressed in GT (gross tonnage) to the power of two-thirds.
............................... Figure 4 Comparison of the results of different methods of establishing wet ship area for the group bulk carriers
Bulkers: GT^2/3 vs. oppervlak
35000 30000 25000 20000 15000 10000 5000 0 0 500 1000 1500 2000 2500 3000 3500 grootte^2/3 (GT)
Denny Mumford Van Hattum Komsi Holtrop-Mennen
............................... Table 2 Comparison of the results of different methods of establishing wet ship area
oppervlak (m2)
Average surface Denny-Mumford Van Hattum Komsi Holtrop-Mennen 9072 7735 9250 9223
% of Holtrop Mennen 98% 84% 100% 100%
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For bulk carriers, the results using Denny-Mumford, Holtrop-Mennen and Komsi are very similar. The Van Hattum model produces different results. Because Holtrop-Mennen seems to be the most theoretically sound, the most recent and in keeping with Komsi and DennyMumford, this model is recommended. calculates the wet ship area as follows:
............................... Equation 1 The Holtrop-Mennen compariso
WSA = L(2D+W) x sqrt(CM) x (0.530+0.632CB-0.360(CM-0.5)0.00135L/D) Where: WSAmax : wet ship area at design draught D : design draught of the ship L : length of the ship measured between midship perpendiculars W : width of ship at widest point : surface area coefficient of the largest rib: the transverse CM section measured at the widest rib of the ship divided by the surface area defined by W x D at the largest rib CB : the block coefficient of the ship: volume of the ship divided by the block defined by L x W x D Values for CM and CB for the various vessel types are shown in table 3 (Man-Diesel, 2002).
............................... Table 3 Coefficients for use in Holtrop-Mennen equation
Vessel type Barge Bulk carrier Tanker General cargo Container ship Ferry
CB 0,9 0,85 0,85 0,75 0,7 0,7
CM 0,98 0,98 0,98 0,95 0,95 0,95
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3.2.1 Calculation of surface areas based on volume The current standard of ship measurement is gross tonnage (GT3). A ship twice as long is generally also approximately twice as wide and twice as deep. The relationship between volume and vessel length is therefore a third exponent. The relationship between surfaces and length is a second exponent. Taken together, all this suggests a relationship between surface and vessel volume to the power of twothirds: WSAmax ~ Volume2/3 Where WSAmax is the wet surface area at design draught. Upon further elaboration, this is also shown to apply for most vessel types across a very wide range of vessel sizes. The wet surface can therefore be expressed as a function of ship size in GT: WSAmax = C GT2/3 The value of the constant C differs from vessel type to vessel type. Table 2 presents an overview of the results.
Ship size is often expressed in gross tonnage (GT). This gross tonnage is calculated as K * V,
where V is the gross volume of the ship and K a correction, calculated as 0.2 + 0.02 10 logV .
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............................... Table 4 calculation of wet ship areas when fully loaded, for each vessel type
type no. 1
Vessel types (Samson description 2006) Tankers (single and double-walled)
surface area WSAmax = 9,62 GT2/3 WSAmax = 9,35 GT2/3 WSAmax GT2/3 WSAmax GT2/3 WSAmax GT2/3 WSAmax GT2/3 WSAmax GT2/3 WSAmax GT2/3 WSAmax GT2/3 WSAmax GT2/3 WSAmax GT2/3 = 7,47 = 9,70 = 8,57 = 8,76 = 5,20 = 6,60 = 10,2 = 8,40 = 8,63
2a 3 4 5 6 6a 7 8, 9, 0
Chemical tankers (single and double-walled) LPG tankers LNG tankers Bulk carriers Container ships General dry cargo Passenger ships and ferryboats Unitised Ro-ro Reefers Other; supply ships; noncommercial ships Fishing vessels
3.2.2
Correction for incomplete draught
The wet ship areas above are wet areas when fully loaded, which also puts the ship at design draught. If draught is not full, actual wet area can be calculated from the actual wet area and the percentage draught (%T)4:
Derivative; the average ratio of maximum draught (Tmax) and vessel width (B) is 1:2.6. The maximum wet area can initially be estimated as WSAmax = constant * (2Tmax + )B = constant * (2Tmax + 2.6Tmax) = constant * 4.6Tmax. Tmax = WSAmax/(constant * 4.6) In the same way, the actual wet ship area (WSA) is equal to constant * (2Tmax * %T + B) = constant * (2Tmax * %T + 2.6Tmax) = constant * Tmax (2%T +2.6). Combining the two comparisons results in WSA = WSAmax (2 * %T +2.6)/4.6
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............................... Equation 2 Correction for incomplete draught
WSA = WSAmax (2 * %T +2,6)/4,6
Estimates of relative draught for the various ship types upon arrival and departure are obtained from MARIN (Van der Tak, 2006).
3.3 Corrosion rate

The draft of the "anode plan" or cathodic protection plan (CB plan) for the ship takes into account factors such as susceptibility to corrosion of the type of vessel and the individual parts of the ship. The areas around the screw and on the rudder, for example, have more anodes placed on them than on the rest of the ship (see figure 5). The draft assumes recommended electrical current density per m2 (ic) to prevent corrosion (Norsok, 1997; DNV, 1993; British Standard, 1991). The number of anodes to be installed is derived from these current densities. For untreated steel in North Sea water, electrical current density must be approximately 85 mA/m2 to prevent corrosion. This figure applies at a temperature between 5o C and 20o C (fluctuation in North Sea between 1990 and 1999, with average of 11.8o C) and a draught between 0 and 30 metres.
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Figure 5 Anodes on the rudder and around the screw
The amount of anode material that dissolves in water over a given period of time (such as one year) can be calculated from the voltage density and the electrical capacity of the anode material, using Dwight's equation. This equation is:
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Equation 2 Dwight's equation for the calculation of the number of anodes required on a ship
(( A ic ) / 1000) t am = m u
Where:
Parameter M A ic t {} u am Unit Kg m2 mA/m2 Hours Ah/kg Factor Factor Description Amount of anode material that corrodes in time t Wet surface Required electrical current density Time spent in water, in hours Electrical capacity of anode in seawater Utilization factor; for emission calculations, u=1 Fraction that anode material (zinc or aluminium) used represents in relation to total use of anodes (total of zinc and aluminium anodes)
The electrical capacity of a zinc anode in seawater is 780 Ah/kg (Ampere-hours per kg of zinc anode) and 2,600 Ah/kg for aluminium anodes. The utilization factor is used to introduce an extra margin for the use of anodes. Assuming a given lifetime of two years, a utilization factor of 0.9 results in a theoretical overcapacity of approximately 10%. For emission calculations, the utilization factor is 1. The factor am indicates the fraction of zinc or aluminium in relation to the total anode use in shipping or fisheries. Table 5 shows the required current densities per component and per type of vessel (Willems et al., 2003).
............................... Table 5 Required electrical current density by component of and by type of ship Required current density (mAmp/m 2) Hull Bulk Carrier VLCC (Very Large Crude oil Carrier) Coaster Ro/Ro Ferries Fishing Supply Vessel Work vessel Ice class vessel Container Reefer Destroyer Naval vessel 12 12 12 12 18 18 40 20 12 12 12 12 Screw 700 700 700 700 1000 1000 1400 1400 1400 700 700 700 Rudder 150 150 250 150 250 250 250 250 250 150 150 150 Turbine 120 120 120 120 120 120 120 120 120 120 120 120 bow thruster 700 700 700 700 700 700 700 700 700 700 700 700
The table above can be used to calculate the leaching of anode material. Because the surface area and number of screws, rudders, turbines and bow thrusters is not known for each vessel type, table 6 is provided to be used for estimates (Willems et al., 2002). This table shows the required current density for the hull including what is necessary to protect the screws, rudders, turbines and bow thrusters.
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Table 6 Average required electrical current density for hull, stern and bow thrusters, by type of vessel
Required current density (mAmp/m 2) Type of vessel OBO carrier Tankers Bulk Carrier Container Ro-ro General Cargo Reefer Passenger Work vessels Supply Fishing Hull 15 15 15 15 20 20 15 20 35 22 24
Equation 2 (Dwight's equation) in combination with the recommended voltage densities allows calculation of both the number of anodes and the corrosion rate. Dwight's equation can be used to directly derive the formula for the corrosion rate in g/cm2 -day, which is:
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Equation 3 Equation for the calculation of the corrosion rate of anodes
ic 2400 = corrosion rate
3.3.1 Emissions at sail For corrosion rate, the emission estimate distinguishes between seagoing vessels, Ro-ro, passenger/ferryboats and fishing vessels (current density 25 mA/m2 ). See table 7 (EPA, 1996).
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Table 7 Current densities and corrosion rates for anodes on sea vessels
Current density and corrosion rate, vessel exterior Type of vessel Tankers, bulk carriers, container ships Ro-ro, supply, passenger, ferry Fishing vessels Current density ic in mA/m2 15 20 25 corrosion rate in g/cm2 /day zinc aluminium 46 13,3 61,5 77 17,8 22,2
3.3.2 Emissions in ports The literature shows that the corrosion rate in port is less than at sail by a factor of 3-5 (EPA, 12). For this reason, the calculation of the corrosion rate in ports uses an emission factor reduced by a factor of 4 in comparison to the emission factor at sail. The results of this exercise are shown in table 8 (EPA, 1996; Kuiper 2003a,b).
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Table 8 Current densities and corrosion rates for anodes on sea vessels in port
Type of vessel
Current density i c in mA/m2

3,8 6,3
corrosion rate in g/cm2 /day zinc aluminium

3,3 5,6 11,5 19,3
Seagoing vessels Fishing vessels
3.4 Interior of vessel

For the ballast tanks, the same approach is used as for the exterior of the ship. To do this, the surface area of the interior of the ballast tanks is estimated, as well as the corrosion rate and the exposure time of the ballast water. Ballast water is changed offshore, in part to prevent contamination by exotic organisms. For this reason, the emission takes place primarily on the NCP. The total number of ship tonnage on the NCP is known from the SAMSON database. Table 9 shows the maximum ballast capacity in Deadweight Tonnage (DWT) (Willems et al., 2003). This allows a maximum ballast capacity to be calculated, in m3 , for each type of vessel. From this, the internal surface area of the ballast tanks can be estimated by multiplying the volume by a factor. This factor depends on the shape of the ballast tank, and varies from 1 to 5. This report uses an average factor of 2.5.
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Table 9 Activity rate factor, exterior of ships, at any moment, for year 2000
Type of vessel OBO carriers Tankers > 80.000 Tankers > 80.000 Chemical tankers LNG/LPG tankers Bulk carriers Container Ro-ro Reefer General Cargo Passengers Work vessels Supply Fishing vessel
Ballast water capacity in % of DWT 30 30 20 20 25 30 20 30 20 25 10 - 15 10 15 10 -15 10 -15 10 -15 10 -15
The corrosion rate in g/cm2 -dag can be calculated using equation 3. According to a statement in the BECO report, an average current density of 90 mA/m2 can be maintained for ic (this varies from 86 to 120 mA/m2 , depending on the type and shape of the ballast tank). For the anodes in the ballast tanks, the corrosion rate is:
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Table 10 Corrosion rate of anodes in ballast tanks
Current density i c in mA/m2 All vessels 90
Corrosion rate in g/cm2/day zinc 276 aluminium 79,8
For the fraction of the time that ballast water is in the ballast tank, BECO estimates a factor of 0.35. An estimate of the discharge on the NCP is made as follows. In practice, not all ships will change ballast water on the NCP. It is assumed that of all ships on the NCP, a maximum of 50% sail to ports in the Netherlands, while the other half sailed from Dutch ports. A few will not call in the Netherlands at all. Consequently, it is assumed that a maximum of 50% of the ships change their ballast water on the NCP (these being the ships that sailed to Dutch ports in ballast to pick up cargo).
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4 Activity Rates
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4.1 Assessment using statistical data

The method for assessment of the activity rates is taken directly from the previous versions of this protocol (Kuiper, 2003). This means that the wet surfaces are estimated by means of the number of vessels according to the Statistics Netherlands, multiplied by the average surface per ship. The wet surface area in 2004 was calculated in detail from the geographic files. See chapter 10 for the derivation of this figure. The result is considered determinated for the base year in question. This means that all other emissions are scaled against this result. Here, too, the number of vessels is taken from Statistics Netherlands. This revealed that minor changes in the files have been introduced since 2003.
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Table 11 Activity rate (AR) for Seagoing Vessels and Fishing Vessels on North Sea
Year
NCP Seagoing vessels 2004 = 735709 Number AR(m2) 766976 735843 702955 735709 721362 735091 Trend 1.04 1.00 0.96 1.00 0.98 1.00 45920 44056 42087 44048 43189 44011 639 563 546 473 441 440
NCP Fishing vessels 2000 = 65551 Number AR(m2) 76716 67592 65551 56787 52945 52825 Trend 1.17 1.03 1.00 0.87 0.81 0.81
1990 1995 2000 2004 2005 2006
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Table 12 Activity rate (AR) for Seagoing Vessels and Fishing Vessels on North Sea
Year
Number 1990 1995 2000 2004 2005 2006 45920 44056 42087 44048 43189 44011
NCP Seagoing vessels 2004 = 735709 AR(m2 ) Trend 157792 151387 144621 151360 148408 151232 632284 606618 579506 606508 594680 605998
Number 1,04 1,00 0,96 1,00 0,98 0,99
NCP Fishing vessels 2000 = 65551 AR(m2) Trend 639 563 546 473 441 440 173677 153021 148400 128559 119862 119590 1,35 1,19 1,15 1,00 0,93 0,93
The figures above are compiled from the totals of the figures for Dutch seaports. This total is higher than the annual total figure published by Statistics Netherlands, because a ship may call at multiple ports. The figures above include all calls. The data goes back to the year 1996. For years prior to 1996 Statistics Netherlands does not publish online statistics, so these figures are estimates. The following ports are included: Amsterdam, Delfzijl en Eemshaven, Dordrecht, Harlingen, IJmuiden, Klundert, Moerdijk, Rotterdam, Scheveningen, Terneuzen, Vlaardingen, Vlissingen, Zevenbergen and Zaanstad.
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4.2 Interior of vessel

The activity rate factor for the ballast tanks is the internal surface area of the tanks in the ships present on the NCP on average permanently. The calculation of this surface area assumes that 50% of ships are transporting ballast water, and change this ballast water on the NCP. The calculation of the wet surface of ballast tanks is directly related to the wet surface of the ships.
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Table 13 Activity rate for seagoing vessels and fishing vessels from ballast tanks in 2004
Vessel type Anchored vessel Bulker Chemical Container General Dry Cargo Gas tanker (LPG/LNG) Miscellaneous Ore/Bulk/Oil Oil Pass./Ferry Roll-on/Roll-off (roro) Tug/supply Floating workstation Fishery Total
AR (m2) 150421 79728 67290 107886 131388 14763 7191 5574 73725 13153 70749 3416 10423 56787
Factor % 10 20 20 25 10 25 10 25 25 10 20 10 10 18
WSA ballast (m2 ) 15042 15946 13458 26971 13139 3691 719 1394 18431 1315 14150 342 1042 10222
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4.3 Time series, 1990-present

The table below shows the time series for the activity rates for the internal surface area of the ballast tanks.
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Table 14 Activity rates for ballast tanks for the years 1990-2006
Year
Trend
1990 1995 2000 2004 2005 2006
1,04 1,00 0,96 1,00 0,98 0,99
Seagoing vessels AR(m2 ) 128874 123643 118117 123620 121210 123516
Trend
Fishing vessels AR(m2 ) 11963 10540 10222 8855 8256 8237
1,35 1,19 1,15 1,00 0,93 0,93
The 2004 figures for the above table were determined using the spatial allocation database. The other figures were determined based on the trends in number of seagoing vessels and fishing vessels.
4.4 Time series, present-2027

The trend in the activity rate (wet ship area) is dependent on two factors: - trends in ship activities - trends in ship size
Ship activities
A forecast for trends in ship movements can be based on CPB scenarios. The scenario document Welvaart en leefomgeving (CPB et al., 2006) outlines a trend in the quantity of goods stored in the ports. The trend in ship movement (in tonne-km) is assumed to be directly related to this stored quantity of goods. The Global Economy scenario is selected, which entails the assumption that during the period from 2002 to 2040, shipping activities will more than double (2% growth per year). In the same period, the fisheries sector is expected to shrink 50% (2% per year until 2040).
Trend in vessel size

Trends in vessel size are important for tracking the development of emissions from anodes. Growth in average vessel size means a decrease in total wet surface (at equal total tonnage), because larger ships have relatively less surface area than smaller ships. The development of vessel size per vessel type is based on trends in average vessel size over the past 20 years. Looking at these trends reveals that for a number of vessel types, there has been no growth in this period, while others have grown by 20-30%. - Vessel types that have seen no significant growth are: Tankers for chemicals and oil products, bulk carriers, reefers and
44
miscellaneous, non-merchant. For these vessel types, no growth will be assumed for the coming 20 years. Vessel types that have seen growth are: oil tankers, OBO, container ships, general dry cargo ships, ferryboats, passenger ships/ro-ros and fishing vessels. For these vessel types, a 20% growth in vessel size will be assumed for the coming twenty years.
Trends in wet ship surface:

Combination of the growth in vessel activities and average vessel size results in the index figures as compared to 2004 shown in the table below. The result of growth in average vessel size is that ultimately, the growth in WSA will be curtailed somewhat. This is because larger ships have slightly less surface area per unit of cargo capacity than smaller ships.
...................................
Table 15 Activity rates for the years 2004 through 2007
Year
2004 2009 2015 2021 2027

1) 2)
Index figure WSA vessels with no significant vessel growth1 100 110 124 139 156
Index figure WSA vessels with significant vessel growth2 100 107 116 125 135
Index figure WSA fishing vessels
100 88 76 65 56
Tankers for chemicals and oil products, bulk carriers, reefers and miscellaneous, non-merchant. Oil tankers, OBO, container ships, general dry cargo ships, ferryboats, passenger ships/ro-ros and fishing vessels.
45
4.5 Annual data setting

Source for annual updating of data The assumed data on the number of calling ships and the size of the fishery fleet are updated annually against actual figures from Statistics Netherlands. The emissions calculated can be easily updated based on recent annual figures of the number of calls of seagoing and fishing vessels. These figures are published annually by Statistics Netherlands. Description of data supply pathway The data can be obtained from Statistics Netherlands in two ways. The first is with the assistance of Statistics Netherlands help desk, which is available to take questions on any published figures by phone and email. The second method is to use Statistics Netherlands's StatLine database, which can be accessed via the internet. The data required are found under the main group Bedrijfsleven ("Industry") by selecting the sub-groups Verkeer, vervoer en communicatie ("Traffic, transport and communication" and then Personen- en goererenvervoer ("Passenger and goods transport"). Under this group, select zeevaart ("sea transport") and then zeevaart, kwartaalcijfers ("sea transport, quarterly figures"). To obtain the correct figures, under the Periodes ("Periods") tab select the annual totals from 1996 through 2006, and under the Belangrijkste Nederlandse havens ("Biggest Dutch ports") tab, select all afzonderlijke zeehavens ("individual seaports"). Do not select Nederland totaal (All Netherlands) under the "Biggest Dutch ports" tab (this would exclude duplicate records). For the fishery fleet, select the main group Bedrijfsleven ("Industry") and then the group Landbouw en visserij ("Agriculture and fisheries"). Then select Visserij ("Fisheries"). Under this group, select Zee- en kustvisserij ("Sea and coastal fisheries"). To obtain the correct figures, under the tab Onderwerpen ("Subjects"), select Vloot ("Fleet") and then Aantal schepen ("Number of ships"). All types must be selected. Under the Periodes ("Periods") tab, select the desired years. Use of this database and the help desk is free. StatLine does not include any figures for sea transport and traffic from before 1996. Older figures may be requested from the information desk.
46
Sources for updating of spatial distribution data If the spatial allocation must be updated, two data sources are required: 1. For the Dutch shipping lanes and ports, the database for calculation of air emissions must be used. To update spatial distribution data on the NCP, the MARIN 2. traffic and transport database must be used. Both of these functions will most likely require specialist assistance. For the calculation of the underwater surface area on the NCP, the traffic and transport database from the risk model SAMSON is the source for periodic updating against actual figures. Calculation of the wet surface area of the ships relies on the data from the SAMSON traffic and transport database. The basic data for the traffic and transport database over the year 2004 were derived from Lloyds. In view of their high cost, these basic data will only be purchased periodically. Updating of the Lloyds database does not result in major changes in wet ship area. MARIN converts the Lloyds data into a traffic and transport database. In the future, this database will be based on AIS data (whether or not this data will still have to be acquired from Lloyds is uncertain). The traffic and transport database is available from MARIN or the Traffic and Transport Advisory Service AVV (E. Bolt). Up to now, the Lloyds database has been used to create a new traffic and transport database approximately once in four years.
47
5 Description of emission pathways to water

............................................................................... The anodes emissions source has the spatial character of a diffuse source. As a whole, the emission source can be essentially considered a line source along the seaways on the NCP, with the strength proportional to the annual wet ship area travelling those pathways annually. The fisheries sector is an additional diffuse source. Depending on size, the ports can be considered a point source (small ports) or an area source (large ports).
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6 Emission factors
...............................................................................
6.1 Emission factors

For the ships shell and ballast tanks, the emission factor is compiled from the corrosion rate of the anode material and the factors exposure time and level of application of the anode material in question (zinc or aluminium). The emission factors for the various components are shown in table 16.
...................................
Table 16 Emission factors for anodes on the exterior and interior of the vessel
Type of vessel
corrosion rate in g/cm2/day zinc aluminium
Exposure Days/year
Application factor zinc aluminium
Emission factor kg/m2-year zinc aluminium
Exterior of vessel Tankers, bulk carriers, container ships Ro-ro, supply, passenger, ferry Fishing vessels Ballast tanks All vessels Table 17 Emission factors for anodes on sea vessels in port 276 79,8 128 0,1 0,3 0,0353 0,0306 77 22,2 365 0,2 0,1 0,1967 0,1013 61,5 17,8 365 0,7 0,125 0,1571 0,0812 46 13,3 365 0.7 0.125 0,1175 0,0607
Type of vessel Seagoing vessels Fishing vessels
corrosion rate in g/cm2/day zinc 11,5 19,3 aluminium 3,3 5,6
Exposure Days/year
application factor zinc aluminium 0,125 0,1
Emission factor g/m 2/year zinc 0,12 6,16 aluminium 0,0062 0,88
(~ 1,5)* (~160)*
0,7 0,2
*) See chapter 10
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6.2 Application percentages

In practice, zinc and aluminium anodes are used. Additionally, IC systems are used, and these systems cause no emissions. Percentages used on the exterior of seagoing vessels are as follows (Willems et al., 2003): 70.0% zinc anodes 12.5% aluminium anodes 17.5% ICCP systems
The proportion of cathodic protection systems in use by fishing vessels is different than that of other seagoing vessels. IC systems are used in 70% of cases. For fishing vessels, the percentages are (Willems et al., 2003): 20% zinc anodes 10% aluminium anodes 70% ICCP systems
Not all ships use anodes in their ballast tanks. 40% of ballast tanks are equipped with anodes, while the other 60% use only coating protection. Of the ballast tanks equipped with anodes, some are coated and some are not. No information is available on percentages. The percentages of anode materials in ballast tanks are (Willems et al., 2003): 60% no anodes 30% aluminium anodes 10% zinc anodes
6.3 Time series, 1990-present

Ascertaining trends in application percentages will require further research, mainly in the degree of use of materials. Such research could be carried out by means of a survey among ships. This would require considerable effort. So far, figures for the years from 1990 to the present have been based on an assumption of the emission factors in tables 16 and 17.
6.4 Annual data setting

There are no other estimates for the emission of zinc originating from the corrosion of anode material on vessels for the NCP. In the coming years, attention can be devoted to the trend in the application of the type of cathodic protection (zinc, aluminium, IC systems) as well as methods of handling ballast water.
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7 Emissions calculated
...............................................................................
7.1 Emission figures 2004

Emissions for 2004 for the ships of the spatial distribution database are as follows:
.............................
Table 18 Emission by anodes on the exterior and interior of the vessel in 2004 (kg/year)
Process description Anodes on exterior of seagoing vessels sailing on NCP Anodes on ballast tanks of seagoing vessels sailing on NCP Anodes on exterior of seagoing vessels sailing from/to/in ports Anodes on exterior of seagoing vessels in port Subtotal, seagoing vessels Anodes on exterior of fishing vessels sailing on NCP Anodes on ballast tanks of fishing vessels sailing on NCP Anodes on exterior of fishing vessels in port Subtotal, fishing vessels
Zinc 90625 4367 18269 17831 131093 3193 361 1811 5204
Cadmium 45 2 9 9 66 2 0,2 1 3
Aluminium 4680 3788 943 910 10321 460 313 263 897
7.2 Emissions 1990-2006

Tables 19, 20 and 21 show emissions by the anodes on the exterior and interior of the vessel for the years 1990 through 2006.
.............................
Table 19 Emission of zinc by anodes on the exterior and interior of the vessel since 1990 (kg/year)
Process description Anodes on exterior of seagoing vessels sailing on NCP Anodes on ballast tanks of seagoing vessels sailing on NCP Anodes on exterior of seagoing vessels sailing from/to/in ports Anodes on exterior of seagoing vessels in port Subtotal, seagoing vessels Anodes on exterior of fishing vessels sailing on NCP
1990 94477 4553 19045 18589 136664 4313
1995 90642 4368 18272 17835 131117 3800
2000 86591 4173 17456 17037 125257 3685
2005 88858 4282 17913 17484 128536 2977
2006 90549 4364 18253 17816 130983 1685
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Anodes on ballast tanks of fishing vessels sailing on NCP Anodes on exterior of fishing vessels in port Subtotal, fishing vessels
.............................
488 2447 7031
430 2156 6195
417 2091 6008
337 1689 4852
291 2573 4549
Table 20 Emission of cadmium by anodes on the exterior and interior of the vessel since 1990 (kg/year)
1990 47 2 10 9 68 2,2 0,2 1,2 3,5
1995 45 2 9 9 66 1,9 0,2 1,1 3,1
2000 43 2 9 9 63 1,8 0,2 1,0 3,0
2005 44 2 9 9 64 1,5 0,2 0,8 2,4
2006 45 2 9 9 65 1,3 0,1 0,8 2,3
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.............................
Table 21 Emission of aluminium by anodes on the exterior and interior of the vessel since 1990 (kg/year)
1990 4879 3949 983 948 10760 622 423 355 1212
1995 4681 3789 943 910 10323 548 373 313 1068
2000 4471 3619 901 869 9862 531 362 303 1035
2005 4589 3714 925 892 10120 429 292 245 836
2006 4676 3785 943 909 10312 370 252 244 868
7.3 Emissions forecast, 2009-2027

Tables 22, 23 and 24 show the forecasts for emissions by the anodes on the exterior and interior of the vessel for the years 2009 through 2027.
.............................
Table 22 Emission of zinc by anodes on the exterior and interior of the vessel for 2009 through 2027 (kg/year)
2009 97797 4703 19870 19224 141595 2813 318 1596 4585
2015 107187 5142 21984 21046 155359 2416 273 1371 3939
2021 117513 5623 24331 23047 170513 2075 235 1177 3383
2027 128873 6151 26937 25246 187206 1783 202 1011 2906
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.............................
Table 23 E mission of cadmium by anodes on the exterior and interior of the vessel for 2009 through 2027 (kg/year)
.... .........................
2009 49 2 10 10 71 1,4 0,2 0,8 2,3
2015 54 3 11 11 78 1,2 0,1 0,7 2,0
2021 59 3 12 12 85 1,0 0,1 0,6 1,7
2027 64 3 13 13 94 0,9 0,1 0,5 1,5
Table 24 E mission of aluminium by anodes on the exterior and interior of the vessel for 2009 through 2027 (kg/year)
2009 5050 4080 1026 981 11137 405 276 232 790
2015 5535 4460 1135 1074 12204 348 237 199 679
2021 6068 4877 1256 1176 13378 299 204 171 583
2027 6655 5335 1391 1288 14669 257 175 147 501
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8 Comments and changes in regard to previous version

The methodology for determining the emissions is the same as the previous version of the fact sheets (Kuiper, 2003a and 2003b). A few mathematical errors in the calculation of the emissions from the ballast tanks and fishing vessels were corrected. Additionally, the emissions from ships sailing from/to/in Dutch ports were added, applying the same emission factors as applied on the NCP. The emissions from floating tank cooling were removed, because the floating tank cooling system is not in general use. No changes in the methodology were made for the 2008 emission round.
8.1 Difference in figures due to mathematical errors

The tables below show the differences in figures for the years 1999 and 2000. Principally, the differences can be traced back to mathematical errors in the derivation and/or application of the emission factors presented in the previous version. This version uses the same corrosion rates as the previous version. This addresses the mathematical errors referred to in section 7.4.
.............................
Table 19 Emission of zinc by anodes on the exterior and interior of the vessel since 1990 (tonnes/year)
1990 old 100,8 17,0 24,6 142,4 4,5 2,5 17,4 24,4
1990 new 94,5 4,6 19,0 18,6 136,7 4,3 0,5 2,4 7,2
2000 old 95,3 16,1 23,2 134,6 3,7 2,3 14,4 20,4
2000 new 86,6 4,2 17,5 17,0 125,3 3,9 0,4 2,1 6,4
85
. . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
Table 20 Emission of cadmium by anodes on the exterior and interior of the vessel since 1990 (kg/year)
1990 old 50 8 12 70 2,6 1,2 9 12,8
1990 new 47 2 10 9 68 2,2 0,2 1,2 4,1
2000 old 48 8 12 68 2 1,1 7 10,1
2000 new 43 2 9 9 63 1,8 0,2 1,1 3,5
86
.............................
Table 21 Emission of aluminium by anodes on the exterior and interior of the vessel since 1990 (kg/year)
Process description Anodes on exterior of seagoing vessels sailing on NCP Anodes on ballast tanks of seagoing vessels sailing on NCP Anodes on exterior of seagoing vessels from/to/in ports Anodes on exterior of seagoing vessels in port Subtotal, seagoing vessels Anodes on exterior of fishing vessels sailing on NCP Anodes on ballast tanks of fishing vessels sailing on NCP Anodes on exterior of fishing vessels in port Subtotal, fishing vessels
1990 old 5,4 14,8 1,3 21,5 0,7 2,1 1,6 4,4
1990 new 4,9 3,9 0,9 0,9 10,6 0,6 0,4 0,4 1,4
2000 old 5,2 14,2 1,3 20,7 0,6 2,0 1,4 4
2000 new 4,7 3,8 0,9 0,9 10,3 0,5 0,4 0,3 1,2
There are also known studies for other areas. These studies usually assume the estimated amount of anodes on a ship, the estimated lifetime of the anodes and the amount of anode material still present at the end of the lifetime (or at time of replacement). Comparison with an American study (EPA, 1996) by this method reveals results very much similar results compared to the emission findings of this report. Based on the previous version of this protocol, an estimate was made of emissions on the entire North Sea (Walraven, 2006) using the number of seagoing vessels calling in other countries. For the year 2000, the emissions of zinc in the entire North Sea were estimated at just under 1,800 tonnes. In view of the intensity of shipping traffic on the NCP and the ratio of the areas of the entire NCP and the entire North Sea, this estimate on the part of Walraven appears to be too high. This apparent overestimate is most likely due to the very high total number of seagoing vessels calling at Danish and English seaports. The size of vessels and time spent in port were not accounted for in that study.
87
9 Accuracy and indicated subjects for improvement

............................................................................... The above can be expressed in the classification system used in the Emissieregistratie publication series (Van Harmelen, A.K., 2001). This method is based on the CORINAIR (CORe emission INventories AIR) methodology. CORINAIR uses the following quality classifications: A: a value based on a large number of measurements from representative sources B: a value based on a number of measurements from some of the sources that are representative of the sector C: a value based on a limited number of measurements, together with estimates based on technical knowledge of the process D: a value based on a small number of measurements, together with estimates based on assumptions E: a value based on a technical calculation on the basis of a number of assumptions The number of seagoing and fishing vessels on the NCP is carefully tracked, which means a classification of A for that component of the activity rate. The wet surface of the ships on the NCP is derived from model-based estimates. In total, this results in a classification of B for the activity rate. The emission factors are based on recommendations drafted based on technical knowledge and experience from practice. This means that we can classify the emission factors in category C. As far as the distribution of emissions among individual compartments and emission pathways to water is concerned, it is clear that all the emissions directly enter the surface water, so category A applies here. Spatial allocation is further explained in chapter 10. Because this is fairly detailed, it can be classified as category B. Element of emission calculation Activity rates Emission factors Distribution among compartments Emission pathway to water Spatial allocation Classification B C (E for ballast water) A A B
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The number of ships on the NCP in this study is established for the year 2004. So as to also be able to present figures for the years 1990 through 2006, this figure was compared to the Statistics Netherlands annual figures for the total number of seagoing vessels calling at Dutch ports. Both the figures of the Statistics Netherlands and Lloyds were considered reliable, but a linear relationship between the number of ships on the NCP and the number of ships calling at Dutch ports is not assured. There are no good data available on trends in the application of the various alternatives for cathodic protection (choice of zinc, aluminium or IC). The precise degree to which ballast water is changed on the NCP is not known. Information on the number of vessels on the NCP and their underwater surface area is only known for the year 2004, and this data comes from the Lloyds database. So as to still be able to present figures for the years 1990 through 2006, a constant average surface (that for the year 2004) per ship was assumed. Both the figures of the Statistics Netherlands and Lloyds were considered reliable, but whether the data on the ships on the NCP can be directly projected onto the ships in port is uncertain.
9.1 Most significant areas for improvement

Simply based on the above, the most significant areas for improvement can be identified as follows (in order of importance): In a subsequent year, a study can be set up to establish trends in the use of the various different types of cathodic protection over time; An attempt can be made to obtain a better picture of the exchange of ballast water on the NCP and the use of zinc and aluminium anodes.
91
10 Spatial allocation
...............................................................................
10.1 Seagoing vessels and fishing vessels on NCP

The emissions per 5x5 km map square are determined using the wet surface area (WSA) calculated per vessel type by MARIN using the Lloyds traffic and transport database for the year 2004. The traffic types this includes are: - Route-specific shipping transport - Ships at anchor - Fishing vessels - Work ships For every ship sailing on the Dutch Continental Shelf (NCP), the maximum wet surface area is calculated using the vessel dimensions known from the Lloyds ship register. Where possible, this calculation was based on the Mennen-Holtrop equation (equation 1); where this was not possible due to the lack of data, calculation was based on the derived method for determining WSA based on ship size in GT (equation 2). The actual wet ship area was obtained after correction for actual cargo using equation 3. MARIN then applied this data to the traffic and transport database after first averaging across the SAMSON vessel types and SAMSON vessel size classes. Next, a determination of the location of each kilometre square (in which water body defined in the Water Framework Directive the square is situated) was made. The emissions were then calculated for each Water Framework Directive water body.
101
Figures 7 through 11 below show the wet ship area of the four types of shipping traffic in spatial terms.
............................... Figure 7 Distribution of the total wet underwater surface area of ships on the Dutch Continental Shelf (NCP).
............................... Figure 8 Distribution of the wet underwater surface area of route-specific ships on the Dutch Continental Shelf (NCP).
............................... . Figure 9 Distribution of the wet underwater surface area of ships at anchor on the Dutch Continental Shelf (NCP).
.................... Figure 10 Distribution of the total wet underwater surface area of fishing vessels on the Dutch Continental Shelf (NCP).
..................... Figure 11 Distribution of the total wet underwater surface area of work ships on the Dutch Continental Shelf (NCP).
102
10.2 Seagoing vessels in Dutch territory

Spatial allocation of the shipping emissions calculated was performed based on the data on seagoing vessels calling at the major seaports. In this calculation, a distinction is made by vessel type and the phase the ship is in: sailing in, manoeuvring and in port. All basic data are drawn from the EMS models for the calculation of air emissions. The activity rates from the air module are expressed for these phases in GTkm for sailing in, GT-hours for manoeuvring and GT for in port. These quantities are assigned per port and per phase to shipping lane segments from the database Nationaal Wegenbestand (NWB, a publication of the Traffic and Transport Advisory Service, an agency of the Ministry of Public Works & Water Management). The activities are assigned to each port in proportion to the length of the shipping lane segments traversed. For each phase that the vessels sail in Dutch territory, a different formula is used for the calculation of the average wet ship area (WSA) present. The formula for conversion of ships in port is: GT * WSA/GT * Time in port / 8760 The GT of ships in port is derived from the file supplied by AVV for the calculation of air emissions.
The formula for conversion of ships at sail is: GT-km / Speed * WSA/GT / 8760 The GT-km of sailing ships is calculated using the model with which the air emissions of sailing ships are calculated. The formula for conversion of manoeuvring ships is: GT-hours * WSA/GT / 8760 The GT-hours of manoeuvring ships is calculated using the model with which the air emissions of manoeuvring ships are calculated. Table 22 shows the factors used for conversion from GT to WSA.
............................... Table 22 Conversion factors for ships in port, manoeuvring and at sail, by wet surface
Vessel type
WSA/GT (m2 /GT) 0,23 0,43 0,24 0,25 0,54 0,18 0,51 0,5
Oil Tankers (Crude) Other Tankers (Juice, Chemical) Bulk carriers Container Ships Conv. General Cargo Ferries/Ro-ro Reefers Other Ships
Time in port (hours) 28 24 52 21 25 24 31 46
Speed (km/hour) 17,3 19,2 20 20,2 20,2 23,1 24,8 26,3
103
The red lines5 on the map below (figure 12) indicate which line segments from the NWB are linked to the emissions from seagoing vessels in port. GIS was used to determine what portion of a given shipping lane segment falls within a given Water Framework Directive water body. These segments were used to assign the emission to a Water Framework Directive water body.
............................... Figure 12 : Seagoing vessels en route to ports and in Dutch ports and Emden
10.3 Fishing vessels in ports

The underwater surface area of fishing vessels in fishing ports is determined using the LEI's VIRIS system, which records all fishing vessel movements at sea. VIRIS does not record the number of days in port directly. The number of days in port is 365.25 days (number of days in the year) minus the number of sailing days. A ship may call at multiple ports in the course of a year. The number of days in a specified port is computed by multiplying the ratio of total number of journeys per year to number of journeys from the port in question by the number of days in port as calculated above. The number of days in a port is multiplied by 24 to obtain the number of hours in that port. The number of hours in a port is multiplied by 1.0*GT of ship to obtain the underwater surface area. The underwater surface area is then aggregated per port and divided by 8760 (hours per year).
5
The protruding line segments at Scheveningen and GoereeOverflakkee were left out of the database.
104
Table 23 shows the underwater surface area per fishery port in 2005, and figure 13 shows the locations of the ports. The Water Framework Directive area of each port is known. Not all ports are located in Water Framework Directive areas that are classified as saline.
............................... Table 23 Average wet surface of fishing vessels present in fishing ports in 2005, (m2)
Port Oostburg - Breskens Schouwen Duiveland Delfzijl Harlingen Den Helder Hemelumer-Oldeferd (municipality of Nyefurd) IJmuiden Katwijk Ulrum - Lauwersoog Terneuzen Scheveningen - Den Haag Goedereede - Stellendam Stavoren (municipality of Nyefurd) Terschelling Texel Urk Vlissingen Wonseradeel Wieringen Yerseke Zierikzee
WSA6 952 51 1770 19569 9199 20 52300 3 5559 19 14577 6369 98 158 4320 253 10309 116 2522 385 10 128559
Corrected for calls of foreign fishing vessels (approx. 30 percent)
105
............................... Figure 13: Location of Fishing Ports
106
11 References
............................................................................... British Standard, (1991) BS 7361 Cathodic Protection, Part.1 Code of
practice for land and marine applications

Centraal Bureau voor de Statistiek. (2003) Elektronische database Statline. Internetapplicatie. CPB, MNP, RPB (2006), Welvaart en leefomgeving, een scenariodocument voor Nederland in 2040, Centraal Planbureau, Milieu- en Natuurplanbureau en Ruimtelijk Planbureau, ISBN-13: 97890-6960-149-6 Det Norske Veritas (1993) DNV RP B401 Recommended Practice
Cathodic Protection Design

Environmental Protection Agency. (1996) Nature of discharge report
Cathodic Protection
Glansdorp, C.C., Tak, C. van der. (1993) Modellering van de functie "scheepvaart"in het MANS-project. MARAN&MSCN. Harmelen, A.K. van et al . November 2001. Emissiemonitor, jaarcijfers 1999 en ramingen 2000 voor emissies en afval. Rapportage reeks milieumonitor nr. 2. Hattum, B. van, Baart, A.C., Boon, J.G. (2002) Computer model to generate predicted environmental concentrations (PECs) for antifouling in the marine environment, 2nd edition accompanying the release of Mam-Pec version 1.4. rapportnr. E-02-04 / Z3117. IVM, Amsterdam WL, Delft. Holtrop J., A (1977) Statistical Analysis of Performance Test Results. International Shipbuilding Progress, 1977, Vol 24, No. 270. Kuiper, P.J.C. (2003a) EMS-protocol Emissies door Zeevaart en Visserij, Anodes op schepenop het NCP. RIZA-werkdocument nr. 2003.153X. Kuiper P.J.C. (2003b), EMS-protocol Emissies door Zeevaart en Visserij, Anodes op schepen in havens. RIZA-werkdocument nr. 2003.153X. Koivisto, S. (2003), Proposal for Finnish exposure scenarios for antifouling products, Finnish Environment Institute, 2003 Man-Diesel (2002) Basic principles of ship propulsion, Man-Diesel document P-254-04-04; http://www.manbw.com/article_003859.html
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Nederlands Normalisatie-instituut (1996). NEN-EN 12496 Opofferingsanodes voor kathodische bescherming in zeewater , Norsok. (1997) Norsok Standard M-503 Cathodic protection OECD (2005) Emission scenario document on antifouling products, OECD Environmental Health and Safety Publications Series on Emission Scenario Documents No. 13, Environment Directorate Organisation for Economic Co-operation and Development, Paris, France OSPAR (1992). Zinc inputs to the environment from sacrificial anodes used offshore and inland. Roovaart, J.C. van den. (2002) Uitloging zeeschepen in havens. RIZAwerkdocument nr. 2001.088X, volgnr. 3. Tak, K van der (2006), personal communication, MARIN, Wageningen. U.S. Military Specification (1987). MIL-A-18001J Anodes, Corrosion Preventive, Zinc; Slab, Disc and Rod Shaped Walraven, N., Assessing the input of various sources (riverine, direct discharge, atmospheric and sea shipping) of Cu, Zn, Cd, TBT and biocides to the Greater North Sea, Annex 1 of INPUT 06/4/1E(L),OSPAR (January,31-February,2, 2006)
Willems, M. et al. (2003) Uitloging van anodemateriaal van zeeschepen. BECO Groep BV, Rotterdam. Willemsen P.R., Ferrari, G.M. (1992) Emissies van organotin naar Nederlandse oppervlaktewateren. TNO-rapport, rapportnr. C 92.1003. Wulffraat, K.J. et al (1993). De belasting van de Noordzee met verontreinigende stoffen 1980 1990. Rapport DGW 93-037.
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Sacrificial Anodes, Merchant Shipping

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Emission estimates for diffuse sources Netherlands Emission Inventory

Sacrificial anodes, merchant shipping and fisheries

Anodes, Shipping & Fisheries

11 21 21 21 23 24 25 31 31 32 34 35 36 38 39 41 41 43 44 44 46 58 61 61 62 62 62 71 71 71 73 85 85 91 91 101 101 103 104

Anodes, Shipping & Fisheries

Anodes, Shipping & Fisheries

1 Introduction and scope

Anodes, Shipping & Fisheries

Anodes, Shipping & Fisheries

2 Description of emission source

Passive protection by means of sacrificial anodes

Anodes, Shipping & Fisheries

............................... table 1 Metals in order of nobility

Anodes, Shipping & Fisheries

Nobility of various metals

Active protection by means of impressed current

Anodes, Shipping & Fisheries

Anodes, Shipping & Fisheries

The average lifetime of anodes in ballast tanks is calculated at 4-6 years.

established by the Ministry of Housing, Spatial Planning & the Environment.

Anodes, Shipping & Fisheries

3 Explanation of calculation method

3.1 Exterior of vessel

Anodes, Shipping & Fisheries

3.2 Wet surface area

Bulkers: GT^2/3 vs. oppervlak

Denny Mumford Van Hattum Komsi Holtrop-Mennen

% of Holtrop Mennen 98% 84% 100% 100%

Anodes, Shipping & Fisheries

............................... Table 3 Coefficients for use in Holtrop-Mennen equation

CB 0,9 0,85 0,85 0,75 0,7 0,7

CM 0,98 0,98 0,98 0,95 0,95 0,95

Anodes, Shipping & Fisheries

Anodes, Shipping & Fisheries

Vessel types (Samson description 2006) Tankers (single and double-walled)

Correction for incomplete draught

Anodes, Shipping & Fisheries

............................... Equation 2 Correction for incomplete draught

WSA = WSAmax (2 * %T +2,6)/4,6

3.3 Corrosion rate

Figure 5 Anodes on the rudder and around the screw

Anodes, Shipping & Fisheries

Anodes, Shipping & Fisheries

Equation 3 Equation for the calculation of the corrosion rate of anodes

ic 2400 = corrosion rate

Anodes, Shipping & Fisheries

Current density i c in mA/m2

corrosion rate in g/cm2 /day zinc aluminium

Seagoing vessels Fishing vessels

3.4 Interior of vessel

Ballast water capacity in % of DWT 30 30 20 20 25 30 20 30 20 25 10 - 15 10 15 10 -15 10 -15 10 -15 10 -15

Anodes, Shipping & Fisheries

Table 10 Corrosion rate of anodes in ballast tanks

Current density i c in mA/m2 All vessels 90

Corrosion rate in g/cm2/day zinc 276 aluminium 79,8

Anodes, Shipping & Fisheries

4.1 Assessment using statistical data

1990 1995 2000 2004 2005 2006

Anodes, Shipping & Fisheries

Number 1,04 1,00 0,96 1,00 0,98 0,99

Anodes, Shipping & Fisheries

4.2 Interior of vessel

Anodes, Shipping & Fisheries