Cruise ship pollution

Cruise ships generate sewage, greywater, hazardous wastes, oily bilge water, ballast water, solid waste, and air pollutants. If released without proper treatment, these wastes can put pathogens, nutrients, and toxic substances into the environment that could threaten human health and aquatic life.

Cruise ships represent a small portion of the international shipping industry, and the waste streams described here are not unique to them. But cruise ships and their passengers and large crews generate more than average amounts of sewage, greywater, and solid waste. They may also have an outsized effect on the subset of ports and coastal areas that see much cruise-ship activity.

Blackwater

Blackwater is sewage, wastewater from toilets and medical facilities, which can contain harmful bacteria, pathogens, viruses, intestinal parasites, and harmful nutrients. Discharges of untreated or inadequately treated sewage can cause bacterial and viral contamination of fisheries and shellfish beds, producing risks to public health. Nutrients in sewage, such as nitrogen and phosphorus, promote excessive algal blooms, which consumes oxygen in the water and can lead to fish kills and destruction of other aquatic life. A large cruise ship (3,000 passengers and crew) generates an estimated 15,000 to 30,000 gallons per day of blackwater waste.The Ocean Conservancy, “Cruise Control, A Report on How Cruise Ships Affect the Marine Environment,” May 2002, p. 13.]

Graywater

Graywater is wastewater from the sinks, showers, galleys, laundry, and cleaning activities aboard a ship. It can contain a variety of pollutant substances, including fecal coliforms, detergents, oil and grease, metals, organic compounds, petroleum hydrocarbons, nutrients, food waste, and medical and dental waste. Sampling done by the EPA and the state of Alaska found that untreated graywater from cruise ships can contain pollutants at variable strengths and that it can contain levels of fecal coliform bacteria several times greater than is typically found in untreated domestic wastewater. [EPA Draft Discharge Assessment Report, pp. 3-5 - 3-6.] Graywater has potential to cause adverse environmental effects because of concentrations of nutrients and other oxygen-demanding materials, in particular. Graywater is typically the largest source of liquid waste generated by cruise ships (90%-95% of the total). Estimates of graywater range from 30 to 85 gallons per day per person, or 90,000 to 255,000 gallons per day for a 3,000-personcruise ship. [Cruise Control, p. 15.]

olid waste

Solid waste generated on a ship includes glass, paper, cardboard, aluminium and steel cans, and plastics. It can be either non-hazardous or hazardous in nature. Solid waste that enters the ocean may become marine debris, and it can then pose a threat to marine organisms, humans, coastal communities, and industries that utilize marine waters. Cruise ships typically manage solid waste by a combination of source reduction, waste minimisation, and recycling. However, as much as 75% of solid waste is incinerated on board, and the ash typically is discharged at sea, although some is landed ashore for disposal or recycling. Marine mammals, fish, sea turtles, and birds can be injured or killed from entanglement with plastics and other solid waste that may be released or disposed off of cruise ships. On average, each cruise ship passenger generates at least two pounds of non-hazardous solid waste per day and disposes of two bottles and two cans. [The Center for Environmental Leadership in Business, “A Shifting Tide, Environmental Challenges and Cruise Industry Responses,” p. 14.] With large cruise ships carrying several thousand passengers, the amount of waste generated in a day can be massive. For a large cruise ship, about 8 tons of solid waste are generated during a one-week cruise. [Bluewater Network, “Cruising for Trouble: Stemming the Tide of Cruise Ship Pollution,” March 2000, p. 5. A report prepared for an industry group estimated that a 3,000-person cruise ship generates 1.1 million gallons of graywater during a seven-day cruise. Don K. Kim, “Cruise Ship Waste Dispersion Analysis Report on the Analysis of Graywater Discharge,” presented to the International Council of Cruise Lines, September 14, 2000.] It has been estimated that 24% of the solid waste generated by vessel worldwide (by weight) comes from cruise ships. [National Research Council, Committee on Shipboard Wastes, Clean Ships, Clean Ports, Clean Oceans: Controlling Garbage and Plastic Wastes at Sea (National Academy Press, 1995), Table 2-3, pp. 38-39.] Most cruise ship garbage is treated on board (incinerated, pulped, or ground up) for discharge overboard. When garbagemust be off-loaded (for example, because glass and aluminium cannot be incinerated), cruise ships can put a strain on port reception facilities, which are rarely adequate to the task of serving a large passenger vessel (especially at non-North American ports). [Ibid., p. 126.]

Hazardous waste

Cruise ships produce hazardous wastes from a number of on-board activities and processes, including photographic processing, dry cleaning, and equipment cleaning. Types of waste include discarded and expired chemicals, medical waste, batteries, fluorescent lights, and spent paints and thinners, among others. These materials contain a wide range of substances such as hydrocarbons, chlorinated hydrocarbons, heavy metals, paint waste, solvents, fluorescent and mercury vapor light bulbs, various types of batteries, and unused or outdated pharmaceuticals. Although the quantities of hazardous waste generated on cruise ships are small, their toxicity to sensitive marine organisms can be significant. Without careful management, these wastes can find their way into graywater, bilge water, or the solid waste

Bilge water

On a ship, oil often leaks from engine and machinery spaces or from engine maintenance activities and mixes with water in the bilge, the lowest part of the hull of the ship. Oil, gasoline, and by-products from the biological breakdown of petroleum products can harm fish and wildlife and pose threats to human health if ingested. Oil in even minute concentrations can kill fish or have various sub-lethal chronic effects. Bilge water also may contain solid wastes and pollutants containing high amounts of oxygen-demanding material, oil and other chemicals. A typical large cruise ship will generate an average of 8 metric tons of oily bilge water for each 24 hours of operation. [“Shifting Tide,” p. 16.] To maintain ship stability and eliminate potentially hazardous conditions from oil vapors in these areas, the bilge spaces need to be flushed and periodically pumped dry. However, before a bilge can be cleared out and the water discharged, the oil that has been accumulated needs to be extracted from the bilge water, after which the extracted oil can be reused, incinerated, and/or offloaded in port. If a separator, which is normally used to extract the oil, is faulty or is deliberately bypassed, untreated oily bilge water could be discharged directly into the ocean, where it can damage marine life. A number of cruise lines have been charged with environmental violations related to this issue in recent years. [Cite news | title = Cruise ship pollution fine draws criticism | last = Adams | first = Marilyn | date = 2002-11-07 | publisher = USA Today | url = http://www.usatoday.com/travel/news/2002/2002-11-08-cruises-1acover.htm] [Cite news | title = Liner may have dumped oily water, reports say | last = Huettel | first = Steve | date = 2004-04-14 | publisher = St. Petersburg Times | url = http://www.sptimes.com/2004/04/14/Business/Liner_may_have_dumped.shtml]

Ballast water

Ballast water is often taken on in one region and discharged in another, and often contains non-native, nuisance, exotic species that can cause extensive ecological and economic damage to aquatic ecosystems. Ballast water discharges are believed to be the leading source of invasive species in U.S. marine waters, thus posing public health and environmental risks, as well as significant economic cost to industries such as water and power utilities, commercial and recreational fisheries, agriculture, and tourism. [Statement of Catherine Hazelwood, The Ocean Conservancy, “Ballast WaterManagement: New International Standards and NISA Reauthorization,” Hearing, House Transportation and Infrastructure Subcommittee on Water Resources and Environment, 108th Cong., 2nd sess., March 25, 2004.] These problems are not limited to cruise ships, but there is little cruise-industry specific data on the issue, and further study is needed to determine cruise ships’ role in the overall problem of introduction of non-native species by vessels.

Air pollution

Air pollution from cruise ships is generated by diesel engines that burn high sulfur content fuel, producing sulfur dioxide, nitrogen oxide and particulate, in addition to carbon monoxide, carbon dioxide, and hydrocarbons. Diesel exhaust has been classified by EPA as a likely human carcinogen. EPA recognizes that these emissions from marine diesel engines contribute to ozone and carbon monoxide nonattainment (i.e., failure to meet air quality standards), as well as adverse health effects associated with ambient concentrations of particulate matter and visibility, haze, acid deposition, and eutrophication and nitrification of water. [68 Federal Register 9751, 9753, February 28, 2003.] EPA estimates that large marine diesel engines accounted for about 1.6% of mobile source nitrogen oxide emissions and 2.8% of mobile source particulate emissions in the United States in 2000. Contributions of marine diesel engines can be higher on a port-specific basis. Ultra-low sulfur diesel (ULSD) (also spelled “sulphur”) is a term used to describe a standard for defining diesel fuel with substantially lowered sulfur contents. As of 2006, almost all of the petroleum-based diesel fuel available in Europe and North America is of a ULSD type.

One source of environmental pressures on maritime vessels recently has come from states and localities, as they assess the contribution of commercial marine vessels to regional air quality problems when ships are docked in port. For instance, large marine diesel engines are believed to contribute 7% of mobile source nitrogen oxide emissions in Baton Rouge/New Orleans. Ships can also have a significant impact in areas without large commercial ports: they contribute about 37% of total area nitrogen oxide emissions in the Santa Barbara area, and that percentage is expected to increase to 61% by the year 2015. [Ibid., pp. 9751, 9756.] Again, there is little cruise-industry specific data on this issue. They comprise only a small fraction of the world shipping fleet, but cruise ship emissions may exert significant impacts on a local scale in specific coastal areas that are visited repeatedly. Shipboard incinerators also burn large volumes of garbage, plastics, and other waste, producing ash that must be disposed of. Incinerators may release toxic emissions as well.

ee also

*Cruise ship pollution in the United States
*Marine Environmental Protection
*Ship pollution

References

This article is based on a public domain Congressional Research Service report: Copeland, Claudia. [http://www.ncseonline.org/NLE/CRSreports/07Dec/RL32450.pdf "Cruise Ship Pollution: Background, Laws and Regulations, and Key Issues"] (Order Code RL32450). Congressional Research Service (Updated February 6, 2008).