Ballast Water Treatment Technology 2019 by rivieramaritimemedia

This issue of Ballast Water Treatment Technology Magazine is sponsored by

2019 A supplement to Marine Propulsion & Auxiliary Machinery

, yJ. ,'. - .

...,. -

- .,. /

.•JI..

,... , . .. .,.,,, ,,,,···· - -• , . -.r: .. ,, /

,·

:..-

.,,

,,.•·

:·.·.""

.........-....

II •' .

,.,..-

,·

Scan the QR Code to visit SW E&T website

US REGULATIONS USCG type-approval reaches critical mass

. SHINWOO E&T

All available at one company

CASE STUDY Lessons learned from tanker fleet retrofit

292-19, SHINHO-DONG, GANGSE-GU, BUSAN, KOREA E-mail : shinwoo_bwts@swnkcf.com

SAMPLING Sampling clarity required

Tel: +82.51.971.0460 Website: www.swent.co.kr DIRECTORY Comprehensive BWTT directory

TOTAL SOLUTIONS

PROVIDER MANPOWER A / S SERVICE

ENGINEERING PRODUCT

PRODUCTIVITY

We are BWMS total solutions provider. Having played a leading role in BWMS industry since the world's ďŹ rst IMO basic approval in 2006, Techcross continue to pioneer the industry standards suggesting the way forward. Based on the technologies and experiences accumulated for the past 10 years, Techcross have been set to provide total solution with safer, simpler and more varied & economical options to address the diverse needs from customers and lead them to the best service they have never experienced before.

www.techcross.com

TECHCROSS

ECS

Contents Published May 2019

www.ballastwatermanagement.co.uk

Regulars

5 COMMENT 61 BWTT DIRECTORY

US regulations

6 The US Coast Guard is a full military organisation, which gives it plenty of power to prevent invaders hidden among the ballast water

IMO regulations

11 Will the September implementation date of IMO’s Ballast Water Management Convention finally bring to an end years of prevarication?

Suppliers forum

14 Who stands to profit from the expansion of the ballast water treatment

Insight interviews

19 Mark Hadfield of Flow Water Technologies discusses the solution's carbonneutral possibilities 22 Benoît Gillmann of water treatment specialist BIO-UV talks about the company’s approach to ballast water treatment and management

Technology updates

25 Developments in the world of ballast water treatment

System selection

28 The LNG carrier sector has shown that BWMS can be avoided if approached in the correct manner

Case study

32 How Scorpio Tankers intends to complete the first of 55 planned BWMS retrofits over the next five years

Shipyards

34 The race is on to achieve retrofits in time for the IMO deadline

Ship operator forum

36 Thome Ship Management’s experience of installing and operating ballast water treatment systems

Sampling

38 A look at the regulations and guidelines on how samples are taken and tested

www.ballastwatermanagement.co.uk

Ballast Water Treatment Technology 2019

Contents Published May 2019

www.ballastwatermanagement.co.uk

Port and flag states

Tankers & Markets Editor: Craig Jallal t: +44 20 8370 1717 e: craig.jallal@rivieramm.com

40 Why Nigeria has proposed that crude oil tankers be granted exemptions from the BWM Convention 41 Is the trend for deficiencies in those water treatment systems inspected by the Paris MoU likely to increase?

Finance

42 How best to finance the installation of a ballast water treatment system?

Filtration

44 Filtration has developed into a specialist sub-sector of the industry, but it is not a universal

Environment

48 How popular opinion and environmental concerns are driving a revolution in shipping

Containerised systems

53 The containerised ballast water treatment system offers a smart solution to a tricky problem

Class societies

Production Editor: Kevin Turner t: +44 20 8370 1737 e: kevin.turner@rivieramm.com Sales Manager: Paul Dowling t: +44 20 8370 7014 e: paul.dowling@rivieramm.com Head of Sales – Asia: Kym Tan t: +65 6809 1278 e: kym.tan@rivieramm.com Creative Manager: Ram Mahbubani t: +44 20 8370 7010 e: ram.mahbubani@rivieramm.com Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Head of Content: Edwin Lampert Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

56 How Class societies can help operators with concerns over newly fitted BWTS

You don’t need more information, you need the right information A year’s subscription to Marine Propulsion & Auxiliary Machinery costs [from] £299 and gets you:

• Six issues of Marine Propulsion & Auxiliary Machinery • Access to the latest issue content on your digital device • Annual supplements: Fuels, Lubes and Emissions Technology and Ballast Water Treatment Technology • free industry yearplanner including key dates • Access to www.mpropulsion.com and its searchable archive Subscribe online: www.mpropulsion.com

Ballast Water Treatment Technology 2019

Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

www.ballastwatermanagement.co.uk

Take a well-deserved diving vacation.

invasivE spEciEs stoppEd. hEalthy marinE EnvironmEnt EnsurEd.

EnvironmEntal compliancE EnsurEs that you havE a global passport to tradE.

WE havE thE right ballast WatEr managEmEnt systEm for all ships, including yours.

WÄRTSILÄ CONNECTS THE DOTS

Wärtsilä have the solutions you need to ensure environmental compliance – and opportunity to operate wherever you want. We help you find the right Ballast Water Management System for your individual needs, offering both Wärtsilä Aquarius UV and Wärtsilä Aquarius EC. Let Wärtsilä connect the dots that make your life both more profitable – and relaxing. Read more at www.wartsila.com/ballastwater

BaLLaST WaTER MaNagEMENT SySTEM

COMMENT | 5

The imminent weaponisation of environmental legislation

O Craig Jallal, Tankers and Markets Editor

THE US HAS JUST ENTERED INTO ANOTHER TARIFF DISPUTE WITH A TRADING PARTNER”

ver the last six months I have had good cause to be grateful to those who have patiently explained to me the various aspects of ballast water treatment technology. It has quickly became apparent that this is not one subject, but many technologies, sciences and engineering disciplines grouped under one heading. To my mind, the approach of pushing the responsibility for treating ballast water onto the ship was like forming an Olympic ice hockey team from professional footballers, boxers, golfers and cricketers – all skilled at their particular disciplines, but not as good as starting off with members of the NHL. This tortured sports analogy came to mind after reading Nigeria’s paper to be presented at MEPC 74 – ballast water treatment in ports. Many of the ballast water treatment technologies I have seen at trade shows and visited in factories were derived from land-based technologies for the treatment of swimming pools and sewage plant water. Surely the application of scale to the treatment of ballast water from many ships in a port would have been more efficient? And owners and operators would have been able to pass the cost onto the consumer, as with any other port expense, rather than the dead money of an imposed capital expense. But this is the opinion of someone new to the business, and I am sure there were perfectly good arguments as to why port-based treatment of ballast water was not an option. Which brings us to the present day. There are indications that there will not be enough slots in shiprepair yards to retrofit the large portion of the global fleet that does not have ballast water treatment systems fitted. This could lead to competition for slots, a bonus

www.ballastwatermanagement.co.uk

for yards, and for manufacturers of readily available, type-approved ballast water treatment systems. In the short term, there is now a wide range of IMO and/or United States Coast Guard (USCG) type-approved systems to suit most types of vessels. I noted in this supplement that there are 35 combinations of technologies available, and at the time of writing there are 17 USCG type-approved systems and another 12 systems on the horizon. I am confident these will all join the type-approved list. I am less confident that the USCG will bow to Senate pressure and the VIDA Bill to accept IMO-type testing. It has been 180 days since the military organisation was instructed to provide a draft policy letter. Perhaps it was delayed in the post due to the federal government slowdown during President Trump’s standoff over funds to build a wall along the border with Mexico. Which brings me to my future concerns regarding ballast water treatment and US environmental legislation. The US has just entered into another tariff dispute with a trading partner. The cynical may say the latest spate with China is an attempt to divert attention away from domestic issues, but if there is one skill this US president consistently displays, it is the ability to exert leverage with all the tools available – and strict application of environmental rules on foreign ships has many attractions. The legislation is already in place (no need to deal with those pesky Democrats), the environment is highly topical, and protecting the borders plays to his fan base. It would place ballast water treatment in the public spotlight, an uncomfortable place to be, but as difficult as playing ice hockey in football boots. BWTT

Ballast Water Treatment Technology 2019

6 | US REGULATIONS

Where the power lies The US Coast Guard is mandated to protect the littoral from invaders – and that includes those in ballast water

n any organisation, there is the official organigram showing those people and titles assigned positions of power, and there is the unofficial shadow organigram known to insiders that reveals where the power really lies. The shipping industry is in a similar situation. Officially, IMO wields the power over the shipping industry through a convoluted process of conventions, annexes and amendments. But crucially, IMO has no direct way of imposing sanctions. There is no IMO police (the United Nations has Interpol, but it is rarely used within shipping). The US has the US Coast Guard (USCG), which is a full (i.e., not quasi) military organisation equal in status to the Navy, Air Force, Army and Marines. As the US continues to be one of the most important trading partners with most nations, the regulations that are enforced by the USCG are de facto the ones that govern a large portion of global trade. In the world of ballast water treatment management, this resulted in a serious rift over the acceptable viability of organisms expelled in the ballast under IMO regulations and the regulations the USCG was enforcing. The IMO regulations specify that organisms must not be ‘viable’ (that is, they must not be able to replicate in future), whereas the USCG’s regulations go further, insisting that organisms must have been completely destroyed before the water is discharged. In October 2018, the US Senate passed the Vessel Incidental Discharge Act (VIDA), which means that organisms that cannot reproduce are considered as being dead for the purposes of the regulation. This paves the way for UV-based ballast water treatment systems to gain US type-approval and will harmonise the USCG’s approach with that of IMO. It also simplifies internal US regulations, where there are inconsistent and duplicative vessel discharge regulations from 25 states and two federal agencies. The biggest practical change is that the USCG typeapproval methodology will fall into line with that of IMO. Under the VIDA Bill, the legislative language amends the USCG regulations to allow for the use of reproductive methods for the testing and approval of ballast water management systems by explicitly expanding the definition of “living” to ensure that organisms that can’t reproduce (nonviable) are not considered to be living. In simple terms, the change is that not being able to reproduce is now

Ballast Water Treatment Technology 2019

Trojan Marinex will be one of the beneficiaries of the VIDA Bill changes

regarded as the same as dead. Under the VIDA Bill the USCG is required to develop a draft policy letter detailing reproductive methods based on best available science, and the USCG must consider typeapproval testing methodologies that utilise organism growout and most probable number (MPN) analysis to determine the number of viable organisms in ballast water that are capable of reproduction.

www.ballastwatermanagement.co.uk

US REGULATIONS | 7

In the past there have been appeals to the USCG to allow the use of the MPN method of analysis, and the USCG has published on its website the appeal letters submitted by four manufacturers. One of these manufacturers is Trojan Marinex, whose product manager, Allison Miller, said: “We are very encouraged with the US Senate’s passage of the Bill and look forward to the US House of Representatives’ passage also. The Bill unequivocally requires the USCG to adopt a reproductive method based on best available science. As many know, the rest of the world through the IMO adopted the MPN method as the best available science for a reproductive method in July 2017. We believe this harmonisation is a major step forward for shipowners around the world as it allows for the appropriate and cost-effective use of UV treatment for ballast water management systems.” The achievement of the VIDA Bill is believed to be the result of years of lobbying by interested parties, and one significant part of the victory is contained in the final part of the text, where a key barrier has been removed. The administration is obliged to “take into consideration a testing method that uses organism grow-out and most probable number statistical analysis to determine the concentration of organisms in ballast water that are capable of reproduction; and … shall not take into consideration a testing method that relies on a staining method that measures the concentration of … organisms greater than or equal to 10 micrometers; and … organisms less than or equal to 50 micrometers.” One of the UV-based ballast water treatment systems that has already achieved USCG type-approval in BIO-SEA B from BIO-UV Group of France, whose business director Xavier Deval welcomed the VIDA Bill, but added a note of caution: “The development could theoretically open the US Coast

USCG approval has become a prerequisite for any successful ballast water treatment system

www.ballastwatermanagement.co.uk

Guard’s door to the type-approval of systems that would otherwise have failed.” “The lower performance criteria will certainly increase competition in the marketplace and help towards reducing the energy UV lamps need to treat ballast water in line with the requirement, but shipowners will need to very carefully evaluate system performance and limitations against their vessels’ operational scope,” said Mr Deval. Mr Deval added that “BIO-SEA has been certified to meet earlier, more stringent requirements that are a veritable boon for owners looking for evidence of performance reliability.” As stated above, the timeline in the VIDA Bill is very clear, but this has been muddied by the battle between the Democrat controlled-Congress and President Trump’s desire for federal funding for the border wall. One result was the partial shutdown of the US Government. As part of the US military, the USCG is funded by the federal government, which had to suspend payments to service personnel during its more than month-long wait for funding. The USCG continued to operate in its first responder role, an “essential service” deemed necessary for public safety, with USCG servicemen and -women paid upon the enactment of funding appropriations. As USCG commandant Admiral Karl Schultz said in a video message to his sailors: “Thank you for continuing to stay on the watch." President Trump appointee Admiral Schultz also included a strong message for those behind the shutdown: “I find it unacceptable that Coast Guard men and women have to rely on … donations to get through day-to-day life as service members.” The furloughing and delayed pay associated with the shutdown also extended to the civilian scientists and technicians engaged in the BWMS type-approval process. At the time of going to press, the impact of the delay on the draft policy letter is unknown. Despite the delays that resulted from the shutdown, the USCG has continued to issue type-approval certificates (see table). By April 2019, the number of ballast water management systems type-approved by the USCG reached 17 with the announcement that DESMI Ocean Guard’s CompactClean has been added to the list. The approval is valid for all salinities and seawater temperatures, and has no requirement for a special operating mode in US territory. According to DESMI, this means the system is fully approved and certified for discharge of ballast water anywhere in the world, no matter if it is fresh water, brackish water, marine water, cold water or warm water. DESMI Ocean Guard chief executive Rasmus Folsø commented: “It is a significant achievement that the CompactClean system does not need a special US operation mode to meet the USCG requirements in US territory. With just one operation mode used globally, there is no need for knowing the deballast location at the time of ballast uptake, in order to determine if the BWMS should be operated in IMO or US mode.” Zero holding time has become a major marketing point for

Ballast Water Treatment Technology 2019

8 | US REGULATIONS

BWMS manufacturers, and the IMO type-approval certificate awarded to DESMI Ocean Guard’s CompactClean is without any minimum holding-time requirement. The company states that additional testing has recently been performed, and expects that an amended USCG type-approval certificate with a close to zero holding-time requirement will be issued in the near future. DESMI Ocean Guard’s CompactClean is also approved according to ATEX and IECEx requirements for installation in hazardous zones such as oil and chemical tankers, and this is also expected to be added to both IMO and USCG typeapproval certificates soon. The CompactClean system consists of an automatic backflushing filter, a UV unit, valves, sensors, and controls. It comes in 14 different flow-rate sizes, with the smallest having a maximum flow rate of 35 m3/hour, and the largest having a maximum flow rate of 3,000 m3/hour. The first ballast water treatment system to receive USCG type-approval in 2019 was one that treats the ballast water in the ballast water tank itself, leaving port activities unchanged. The inTank ballast water treatment system uses a dispersion system patented by the US Geological Survey and developed by marine engineering firm Glosten for mixing the active substance in the ballast tanks. According to Envirocleanse LLC, a division of Charter Brokerage LLC, which is a company in the Berkshire Hathaway group, the lack of intake processing removes operational and commercial risks associated with ballast treatment during cargo operations. The inTank system treats and neutralises in the tank, achieving USCG technical type-approval compliance discharge. It follows that inTank also

allows the vessel to actively control any regrowth potential for as long as ballast remains in the tanks. As the table below shows, there are now 17 ballast water treatment systems type-approved by the USCG and another 10 with “pending” status. The 17 USCG type-approved ballast water treatment systems took an average of 170 days between application and approval. On the basis of this average, all the ballast water treatment systems with “pending” status should be USCG certified as type-approved by the end of 2019. In addition, there are around 30 or so other manufacturers that have systems at various stages of development. Some, like Hyde, Flowwater, and ColdHarbour Marine, are at a highly advanced stage, with ballast water treatment systems already on vessels, but have not yet (to our knowledge) applied for USCG type-approval. New entrants to the ballast water treatment market, such as the Swedish engineering giant SKF, or Atlantium, a supplier of water treatment systems for the Hoover Dam, have expressed a desire to achieve USCG type-approval. These companies are already active in the water treatment market outside the marine sphere and/or already provide systems in local markets. For these companies it is a question of waiting for the criteria to be specified in the final version of the USCG policy letter. Altogether, that would give a pool of around 60 different USCG-compliant ballast water treatment systems offering a wide range of techniques, flow rates and footprints to suit most vessel types. From that point on it will be hard for any owner to justify non-compliance in US waters. BWTT

USCG approval has become a prerequisite for any successful ballast water treatment system

Ballast Water Treatment Technology 2019

www.ballastwatermanagement.co.uk

US REGULATIONS | 9

UNITED STATES COAST GUARD MARINE SAFETY CENTER TYPE-APPROVED AND PENDING BALLAST WATER TREATMENT SYSTEMS Manufactuer

Model

Country

System Type

Capacity min (m³)

Capacity max (m³)

USCG Status

USCG Issued

USCG Amended

Optimarin

OBS/OBS ex

Norway

Filtration and UV

167

3,000

Approved

02 December 2016

03 November 2018

Alfa Laval

PureBallast 3

Sweden

Filtration and UV

150

3,000

Approved

23 December 2016

21 December 2017

TeamTec OceanSaver AS

OceanSaver MK II

Norway

Filtration and Electrodialysis

200

7,200

Approved

23 December 2016

18 October 2017

SunRui

BalClor

China

Filtration and Electrolysis

8,500

Approved

06 June 2017

05 January 2018

Ecochlor

Ecochlor BWTS

USA

Filtration and chemical injection

500

16,200

Approved

10 August 2017

26 April 2018

Erma First

Erma First Fit

Greece

Filtration and Electrolysis

100

3,740

Approved

18 October 2017

25 September 2018

Techcross

Electro-Cleen

South Korea

Electrolysis

150

12,000

Approved

05 June 2018

Pending

Samsung

Purimar

South Korea

Filtration and Electrolysis

250

10,000

Approved

15 June 2018

20 July 2018

BIO-UV Group

Bio-Sea B

France

Filtration and UV

1,400

Approved

20 June 2018

Wärtsilä Marine Solutions

Aquarius EC

Finland

Filtration and Electrolysis

250

4,000

Approved

30 August 2018

Hyundai

HiBallast

South Korea

Filtration and Electrolysis

10,000

Approved

26 October 2018

Headway Technology

OceanGuard

China

Filtration and Electrolysis

5,200

Approved

06 November 2018

JFE Engineering Corp

BallastAce

Japan

Filtration and chemical dosing

500

3,500

Approved

13 November 2018

Panasia

GloEn-Patrol

South Korea

Filtration and UV

6,000

Approved

14 December 2018

De Nora

Balpure

USA

Filtration and Electrolysis

400

7,500

Approved

19 December 2018

Envirocleanse

inTank

USA

Chemical injection

200,000

Approved

01 February 2019

Desmi Ocean Guard

CompactClean

Denmark

Filtration and UV

135

1,500

Approved

17 April 2019

Cathelco

Evolution

Filtration and UV

1,500

Pending

NK BMS

NK-O3 BlueBallast II

South Korea

Ozone (BWTT says chemical)

200

8,000

Pending

NK BMS

NK-O3 BlueBallast II Plus

South Korea

Ozone (BWTT says chemical)

200

8,000

Pending

Miura

HK-S€

Japan

Filtration & UV

200

900

Pending

Alfa Laval

PureBallast 4

Sweden

Filtration and UV

150

3,000

Pending

Optimarin

OBS/OBS ex

Norway

Filtration and UV

167

3,000

Pending

Semb-Eco Pte

LUV U1

Singapore

Filtration and UK

500

Pending

indirect electrolysis

150

12,000

Pending

Techcross

ECS-Hychlor

South Korea

Wärtsilä Marine Solutions

Aquarius EC

Finland

Filtration and Electrolysis

250

4,000

Pending

Wärtsilä Marine Solutions

Aquarius UV

Finland

Filtration and UV

1,000

Pending

Source: US Coast Guard Marine Safety Center, April 2019

www.ballastwatermanagement.co.uk

Ballast Water Treatment Technology 2019

Approved by: A Better Ballast Water Treatment System… Efficient, sustainable and effective, the Envirocleanse inTank™ ballast water treatment system is the most advanced and sustainable system on the market. Our inTank™ solution does not require filters or changes to your current ballasting operations. Unlike in-line treatment systems, the Envirocleanse in-Tank™ system works in transit. This saves both time and money because it eliminates time-critical failures and significantly reduces the electrical power needed during port operations when energy demands are at their peak.

Guaranteed compliance every time and in every location. No impact to cargo operations

• No filters means no backwashing and no downtime in port • Treatment process takes place in transit

Minimal Crew Interface

LOWER COST LESS POWER DEMAND N O F I LT E R S

• Ease of system operations • Does not require attention of crew while in port

Power Supply Not Impacted

• Continual dosing in transit allows smaller operating unit • Uses power during non-peak demand times • No need to repower a ship

Circulation Return EC Generator Assembly Bulk Chemical Assembly

Guaranteed Compliance

Nozzle Supply

• No regrowth potential in transit • Able to meet demands of challenging water

Seachest Dosing Module

Visit eco-enviro.com for more information and download our informative brochure. Call or click today!

(713) 840-0404 info@eco-enviro.com

A division of Charter Brokerage LLC

IMO REGULATIONS | 11

The application of IMO’s BWM Convention: now the hard work begins September 2019 marks the final implementation of the application of IMO’s Ballast Water Management Convention and brings to an end years of prevarication

s of 8 September 2019, IMO’s Ballast Water Convention will be extended to cover existing vessels as well as newbuildings. On that date all vessels will be required to comply by the time of their first International Oil Pollution Prevention Certificate (IOPPC) certificate renewal following that date. This is the final stage of a decades-long process of complex negotiations between IMO member states. The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) was adopted by consensus at a Diplomatic Conference held at IMO Headquarters in London on 13 February 2004, but was not signed into force until ratification in 2016. The BWM Convention came into force in September 2017. It has now been ratified by 81 countries, representing 80.7% of the global shipping fleet (source: IMO April 2019).

What is the IMO BWM Convention?

The BWM Convention requires all ships to implement a ballast water management plan, carry a ballast water record book and carry out ballast water management procedures to a given standard. The BWM Convention consists of a number of regulations supported by guidelines. There are two regulations covering standards, D-1 and D-2. D-1 requires ships to exchange their ballast water in open seas, away from coastal areas. Ideally, this means at least 200 nautical miles from land and in water at least 200 metres deep, achieving 95% exchange of ballast water by volume. This is said to apply to vessels of 400 gt or less, but from the date the BWM Convention came into force all new ships must comply with Regulation D-2. D-2 is the standard that must be achieved by the appropriate technologies, which are reviewed at IMO’s Marine Environment Protection Committee (MEPC). D-2 states that ships conducting ballast water management shall meet the following criteria: • less than 10 viable organisms per cubic metre which are greater than or equal 50 micrometres in minimum dimension • less than 10 viable organisms per millilitre which are between 10 micrometres and 50 micrometres in minimum dimension • less than 1 colony-forming unit (cfu) per 100 millilitres of Toxicogenic Vibrio cholerae • less than 250 cfu per 100 millilitres of Escherichia coli

www.ballastwatermanagement.co.uk

BWM Convention: The product of years of discussion at IMO

• less than 100 cfu per 100 millilitres of Intestinal Enterococci. The targets of the BWM Convention are enshrined in Regulation D-3, which requires that ballast water management systems used to comply with the Convention must be approved by the flag/state administration taking into account the guidelines for approval of ballast water management systems. According to IMO, there are two broad types of ballast water treatment technology: those that use chemicals or biocides, which IMO terms an ‘active substance’, and those that do not use an active substance. These are governed by separate procedures: G-9 covers active substances and G-8 covers all other types of treatment.

Active substances

G-9 consists of a two-tier type-approval process – Basic and Final Approval (see Directory listings) – and the decision to approve a ballast water treatment system using active substances is taken at MEPC based on the advice of a group of experts (known as GESAMP). Somewhat confusingly, the class/ flag administration can submit on the behalf of manufacturers, and some ballast water management systems that achieved G-9 Basic approval were later given non-active substance status on

Ballast Water Treatment Technology 2019

12 | IMO REGULATIONS

the basis of information from administrations. The G-8 guidelines were revised in 2016 and converted into a mandatory Code for approval of ballast water management systems (BWMS Code), which was adopted by MEPC 72 (April 2018) and enters into force in October 2019.

class society ABS shows, all vessels that do not qualify for D-1 ballast water exchange will from September 2019 have to have a ballast water treatment system that is approved under IMO G-8 or G-9.

Current situation

Now that the BWM Convention is in force, it steps into the next level of IMO regulatory framework of amendments to conventions. In the case of the BWM Convention, any amendments would be proposed and approved at MEPCs. There are still some outstanding/underdeveloped aspects of the BWM Convention, including: • Making the IMO type-approval process more robust – consistency of application of guidelines • Sampling guidelines and protocol – safe sampling of ballast water in port and the accuracy of the sampling methodology • IOPPC loophole – delays and extensions being granted on the date of IOPPC survey • Same risks areas – recognition of these regions of shortsea traffic and granting of exemptions for vessels that only operate in these regions The consistency of the application of guidelines for type approval and sampling are believed to be on the agenda for the next MEPC (13-17 May 2019). The agenda also states there will be a review of data and operating standards for the use of ballast water treatment systems. Looking ahead, there is unlikely to be a wholesale adjustment of the BWM Convention, but rather an incremental approach of MEPC adjustment based on practical application and data-based science from the experience of actual operation of ballast water treatment systems. BWTT

According to IMO the current situation is: All ships must have: • A ballast water management plan; • A ballast water record book; and • An International Ballast Water Management Certificate. New ships must meet the D-2 standard. Existing ships must meet at least the D-1 (ballast water exchange) standard. IOPPC Renewal survey after 8 September 2019 • A ship undergoing a renewal survey linked to the ship’s International Oil Pollution Prevention Certificate after 8 September 2019 will need to meet the D-2 standard by the date of this renewal survey. • For vessels without an IOPPC survey date, the D-2 standard has to be met at a date determined by its flag state, but not later than 8 September 2024. Following the completion of all the work needed to put the regulation in place, at MEPC 71 it was decided to delay implementation for two years. This had a huge impact on ballast water treatment system providers, with at least one citing this as the reason for the company’s insolvency (the technology has since re-emerged under a new name). Under the revised timeline the implementation is scheduled for September 2019. As the timeline illustration provided by US

What happens next?

TIMELINE OF THE BWM CONVENTION BWMC Entry Into Force 8 Sep 14 8 Sep 15 8 Sep 16 8 Sep 17 8 Sep 18 8 Sep 19 8 Sep 20 8 Sep 21 8 Sep 22 8 Sep 23 8 Sep 24 Ships not subject to IOPP Certification D-2 Compliance not later than 8 Sep 2024

IOPP Ren Svy completed

1st IOPP Ren Svy completed > EIF D-2 Compliance 1st IOPP Ren Svy completed > EIF D-2 Compliance

1st IOPP Ren Svy completed > EIF*

2nd IOPP Ren Svy completed > EIF* D-2 Compliance

Reg B-3/5

Reg B-3/10.1.1 OR Reg B-3/10.1.2

Reg B-3/10.2 applies only if Reg B-3/10.1.2 does not apply

*Entry into force (credit: ABS)

Ballast Water Treatment Technology 2019

www.ballastwatermanagement.co.uk

Rethink what you know about UV Today you can think smaller â&#x20AC;&#x201C; and smarter It was once common wisdom that UV ballast water treatment systems were better for smaller flows, while electrochlorination was more practical for larger flows. Today, however, UV treatment is highly competitive in any flow range. Alfa Laval PureBallast 3 can be not only more compact than electrochlorination systems â&#x20AC;&#x201C; but also safer, simpler and far more cost-efficient. In fact, though it provides coverage for flows up to 6000 m3/h, Alfa Laval PureBallast 3 Compact Flex has the smallest footprint on the market. Get the facts about UV and large flows at www.alfalaval.com/pureballast

14 | SUPPLIERS FORUM

Who stands to profit from the BWM Convention? The ballast water treatment market should expand rapidly in the run up to the 2024 BWM Convention cut-off, but who will profit?

ccording to Clarkson Research Services, as at the beginning of May 2019, there were 6,517 vessels delivered with ballast water treatment systems installed and another 2,391 vessels on the orderbook with ballast water treatment systems nominated for installation upon delivery. Clarkson Research Services has also recorded a further 1,200 vessels that have had ballast water treatment systems retrofitted, and another 950 contracted. This indicates that there is a sub-set of 11,058 vessels that have or shortly will have ballast water treatment systems, out of a current world cargo fleet of 59,175 vessels. In theory, the potential market for ballast water treatment systems is the remaining 80% of the world cargo fleet, which, all things being equal, will need to have been retrofitted with ballast water treatment systems by the end of the expiry of their IOPP certificates or 2024. Of course, not all of the world cargo fleet will still be sailing by 2024. The cost of purchase and retrofit of ballast water treatment systems will not be economically feasible for some older ships, and owners may choose to disinvest at that point.

6,517 vessels with BWTS from new

Ballast Water Treatment Technology 2019

Ecochlor is ramping up production by 200 units per annum

During the boom phase of the shipping cycle from 2004 to 2008 there was a surge in ordering and new vessels continued to pour out of the shipyards long after the start of the global financial crisis that started in 2008. As a result, in most shipping sectors the fleets are relatively young. For instance, in the crude oil tanker sector the average age of the fleet is 10 years old, and only 22% of the fleet is 15 years

2,392 on order with BWTS

old or older. To a large extent, there is little incentive to order new crude oil tankers, and the orderbook is a relatively small 9% of the current fleet. These statistics suggest there needs to be a significant ramping up of production if global manufacturers are going to meet the demand to install ballast water treatment systems. In early 2019, Ecochlor announced the opening of a new factory in North

1,200 BWTS retrofits

www.ballastwatermanagement.co.uk

SUPPLIERS FORUM | 15

Haven, Connecticut, for production of the chlorine dioxide generator for its ballast water management system. Ecochlor noted that this was required due to a significant upsurge in orders. ProFlow Inc, Ecochlor’s manufacturing partner, was able to quickly increase production capacity and efficiency by simultaneously incorporating lean manufacturing procedures and maintaining its ISO 9001 certification. ProFlow’s production space has surpassed 30,000 ft2, and the new factory will be exclusively used to manufacture the generators. ProFlow has been building the Ecochlor ballast water management system generator since 2001. “This past year we have seen increased orders from Ecochlor, so our manufacturing volume had to grow to match the high demand. With this additional factory space, we are able to move from one-off customised deliveries to volume-production assembly cells. In addition, we have built up an inventory of components and sub-assemblies for faster delivery times. These changes in our production process have allowed us to reduce our manufacturing time by more than 25% while also increasing our productivity,” said ProFlow president Kurt Uihlein. Additionally, the manufacturing site and new assembly procedures have allowed Ecochlor to boost deliveries to over 200 units per year. The new assembly process has each generator unit in a production cell for approximately two to three days, followed by state-ofthe art factory acceptance test (FAT) cells that allow for multiple generators to be tested simultaneously. The factory’s location was chosen strategically, as it is situated near the Ecochlor corporate engineering offices and an additional ProFlow manufacturing site for the generator’s sub-assemblies. Ecochlor chief executive Steve

Candito stated: “This new factory is a reflection of Ecochlor’s dedication to providing an exceptional product to our customers in a timely manner. The additional production cells and workspace in the factory, along with increased staffing, has allowed ProFlow to more than double our delivery capacity from last year. We are happy to collaborate with a company that is committed to hiring talented people and building high-quality products using the best available means.” TWO-WAY AGREEMENT While Ecochlor made the decision to manufacture in the US, Wärtsilä signed a manufacturing license agreement with Jiujiang Precision Measuring Technology Research Institute, a subsidiary of China State Shipbuilding Corporation (CSSC), based in Jiujiang, China. The twoway agreement provides CSSC with access to technology and the rights to manufacture the Wärtsilä Aquarius EC ballast water management system under license for applications to CSSC customers. In return, Wärtsilä gains access to CSSC’s new manufacturing facility, thereby further supporting supply and demand needs for the Wärtsilä ballast water management system direct to Wärtsilä customers. Wärtsilä retains ownership of the Aquarius Electro-Chlorination technology and all associated intellectual property rights, while CSSC will manufacture the system for sale and installation with CSSC newbuild and retrofit projects. CSSC is the largest group of shipbuilding companies in the world with a significant need for robust ballast water management system technology for its Chinese and international customers. The system will be supplied

with Wärtsilä Type Approval. “This is another landmark agreement forming an important new partnership in China. It facilitates the supply of Wärtsilä Aquarius EC ballast water management systems to a significant provider in the Chinese marine market, both for new shipbuilding and retrofit projects. By combining the strengths of our two companies, we can more effectively meet the growing demand for electrochlorination ballast water management system for medium to large vessel applications. Our combined global service networks also ensure that the BWMS units are fully supported wherever and whenever needed,” said Wärtsilä Marine Solutions director of ballast water management systems, Dr Joe Thomas. “As a subsidiary of CSSC, our institute has strong design and manufacturing capabilities. We have easy access to the resources concerning shipbuilding and retrofits for marketing and sales of ballast water management systems, and Wärtsilä, as a significant global marine equipment supplier, has great advantages in technical support and global aftersales service. This milestone event represents a promising start to our two companies’ partnership. The signing of this agreement will promote further co-operation between the two companies,” said Jiujiang Precision Measuring Technology Research Institute director Mr Zou Xiubin. Both the Ecochlor and this particular Wärtsilä solution (it also produces a UV system) feature electrochlorination, which is one of 35 different combinations of methodologies used in the ballast water management systems currently available. Ballast Water Treatment Technology estimates that there are currently around 100 different

950 BWTS retrofits contracted

11,058 vessels BWTS ready

World cargo fleet = 59,175 vessels

www.ballastwatermanagement.co.uk

Ballast Water Treatment Technology 2019

16 | SUPPLIERS FORUM

systems actively being marketed. Which ones will survive and profit from the surge in orders to meet the deadline is difficult to predict, but one indication is to analyse the popularity of the methodology and the granting or application for USCG type-approval. The most popular combination is filtration and UV, which is used in 31 different ballast water management systems. It should be noted that seven of the 17 ballast water management systems that have achieved USCG typeapproval used this methodology: • Alfa Laval, PureBallast • BIO UV, Bio Sea • Desmi Ocean Guard, CompactClean • Hyundai HI, EcoBallast • Optimarin, OBS/OBS Ex • Panasia, GloEn Patrol • Wärtsilä, Aquarius UV The second most often used combination is that of filtration and electrolysis/electrochlorination, which is a feature of 17 of the ballast water management systems listed. Five ballast water management systems using this methodology have achieved USCG type-approval: • De Nora, BalPure

• Erma First, FIT • Samsung HI, Purimar • SunRui, BalClor • Wärtsilä, Aquarius EC After these two large sub-sets, there are 33 other methodologies that have five or fewer adherents. Using an indicator of USCG applied for or achieved type-approval reveals seven other methodologies: • Filtration, Chlorination (Ecochlor – USCG type-approved; JFE Engineering – USCG type-approved) • Filtration, UV, ULF Wave (Semb-Eco LUV – USCG type-approval applied for) • Filtration, Advanced Oxidation, Electrocatalysis (Headway Technology (Qingdao) – USCG type-approved) • Ozonation (NK Co – two systems USCG type-approval applied for) • Filtration, Electrolysis/ Electrochlorination, De-oxygenation (TeamTec (OceanSaver) – USCG type-approved) • Filtration, Electrochlorination (Techcross ECS-HyChlor – USCG type-approved) • Electrolysis/Electrochlorination (Techcross Electro-Cleen – USCG type-approved)

TABLE OF AMS EXPIRATION BY YEAR: RENEWED USCG AMS BY YEAR OF EXPIRY 10 9

8 7

7 6

4 3 2

2018

2019

2020

Source: USCG, May 2018

Ballast Water Treatment Technology 2019

2021

2022

2023

2024

Another indicator is the willingness of the USCG to grant Alternative Management System or AMS. According to the USCG, the AMS determination is an interim measure that allows foreign-administrationapproved ballast water management systems, installed prior to the availability of Coast Guard typeapproved ballast water management, to be used on a vessel for up to five years after the vessel would otherwise be required to comply with the discharge standard. Under the Coast Guard regulations, an AMS may not be installed if a typeapproved system is available for a given class or type of vessels, or for a specific vessel. In 2018, the USCG indicated that there would be no more extensions of AMS. It was felt that there were enough different types of ballast water management systems available to cover most vessel types. Indeed, as at May 2019, it is likely that all the ballast water management systems currently under review will be granted typeapproval status, bring the number of available ballast water management systems to 30. So it was something of a surprise to see that in April 2019 three ballast water management systems had been granted AMS, which in theory gives them until 2024 to be type-approved. Conversely, several ballast water management systems have lapsed AMS dates. In the majority of cases this is due to the ballast water management systems having achieved USCG typeapproval status, but at least one ballast water management system appears to be dormant (AMS expired, no application for USCG type-approval). In theory, a vessel with this ballast water management system would not be allowed to de-ballast in US waters. The table “Renewed USCG AMS by Year of Expiry” shows the timeline of AMS expiry by year, which indicates the fall off of AMS status in the run up to the 2024 BWM Convention. It is presumed the USCG will not grant AMS beyond that date. BWTT

www.ballastwatermanagement.co.uk

Reliable Consistent in quality, service and performance.

Ballast Water Management System

â&#x20AC;&#x153;The Ecochlor system has worked well for us... it uses an almost negligible amount of electrical power and works effectively in all water conditions, including the sediment filled, biologically saturated waters off Chittagong, Bangladesh. Ecochlor has shown their commitment to our system by reliably providing support, scheduled service and chemical resupply as needed.â&#x20AC;? - Chief Engineer, BWMS Retrofit 2005

www.ecochlor.com

The ideal solution for retrofit ballast water systems DE NORA BALPURE® BALLAST WATER TREATMENT SYSTEMS

BALPURE® Ballast Water Treatment System • Ensuring compliance - USCG Type Approved - IMO Type Approved

• Ideal for retrofits and new builds • De Nora electrochemistry experience: - 90+ years and more than 6,000 electrochlorination installations - Owner of the slip stream technology patent

• Operating advantages: - Patented slip stream design increases flexibility - Self-cleaning electrode design with optimized power usage - Suitable for both safe AND hazardous zone installation

DE NORA WATER TECHNOLOGIES • info.dnwt@denora.com • www.denora.com

Mark Hadfield INSIGHT INTERVIEW | 19

New solution targets pollution in air and sea Flow Water Technologies is targeting ballast water treatment type-approval with a system that claims carbon-neutral possibilities

Flow Water Technologiesâ&#x20AC;&#x2122; ballast water treatment system â&#x20AC;&#x201C; the company is aiming for a carbon-neutral goal

ark Hadfield is the chief executive and founder of Flow Water Technologies, a dedicated ballast water management system provider based in Cyprus. Ballast Water Treatment Technology caught up with him at the Tanker Shipping & Trade Conference, Exhibition and Awards in London in November 2018. Flow Water Technologies has designed a filterless compact ballast water treatment system that is undergoing IMO and United States Coast Guard (USCG) compliance

www.ballastwatermanagement.co.uk

testing. The system is based on the combination of an ultra-low frequency generator on the main ballast water fill-line, eliminating the need for filtration, and the production of concentrated sodium hypochlorite from seawater or fresh water using high-capacity electro-activation. Ballast Water Treatment Technology: What are the latest developments at Flow Water Technologies? Mark Hadfield: As you know, our FlowSafe system uses a combination of concentrated sodium hypochlorite and a low-energy frequency generator

working on the seawater intake. We have applied this technology to fuel lines, and one of the side effects was actually a fuel saving. Ballast Water Treatment Technology: How does it work? Mark Hadfield: We experimented for a long time to find the [ultralow frequencies] to manipulate the molecules of the fuel, allowing it to burn easier, provide a cleaner burn and increase power delivery. The ship can throttle back and achieve a fuel saving. Ballast Water Treatment Technology: What sort of fuel savings are we

Ballast Water Treatment Technology 2019

20 | INSIGHT INTERVIEW Mark Hadfield

talking about? Mark Hadfield: Not fantastic, only in the order of 0.1% to 0.5%, but that fuel saving is more than the FlowSafe ballast water treatment system requires in converted power to operate. In energy terms, it is a net saving. Flow Water Technologies is now in the process of applying for the approval as a carbon offset technology. Ballast Water Treatment Technology: What is the power consumption? Mark Hadfield: The power consumption is 7 kW, which is marginal. It is a technology transfer. We developed a filterless ballast water treatment system for tankers using the ultra-low frequency technology. It doesn’t require explosion-proof approval. Ballast Water Treatment Technology: Why the focus on filterless? Mark Hadfield: This was prompted by feedback from the industry, especially the tanker sector, which wished to have no interference with the current ballasting arrangements. There is a small holding tank, but the system is modular and can be fitted anyway. We just surveyed a vessel to fit the module

in the steerage section. It can also be on the deck and is suitable for use with Framo pumps. Ballast Water Treatment Technology: Do you undertake the installation? Mark Hadfield: That is under negotiation with global agents and will be part of a service package. Ballast Water Treatment Technology: Do you undertake training? Mark Hadfield: Yes, in fact, Flow Water Technologies has teamed up with Frederick University of Cyprus to launch the first academic and practical crew- training ballast water treatment technology course in the world. The academy is based at Flow Water Technologies’ facilities in Limassol, and will use the same low-frequency FlowSafe unit that was sent to Denmark for type-approval testing. It is modified to incorporate all the current ballast water treatment methodologies to include filters, UV and electro-chlorination. Ballast Water Treatment Technology: What was the driving force behind the academy? Mark Hadfield: I want to give something back to the industry. This

From left to right: Dr. Angelos Menelaou (Head of the Department of Maritime Transport and Commerce at Frederick University), Mark Hadfield (CEO, Flow Water Technologies), Captain Eugen-Henning Adami (Lecturer at the Department of Maritime Studies of Frederick University teaching ship management and owner/managing director of the Cyprus-based shipping company Mastermind Shipmanagement Ltd)

Ballast Water Treatment Technology 2019

WE HAVE TEAMED UP WITH A GAMING SOFTWARE COMPANY TO PROVIDE ACCESS TO DRAWINGS AND VIEWS, EVEN ON MOBILE PHONES”

is a not-for-profit exercise. Flow Water is based in the centre of the Limassol maritime hub, and it makes sense for crew to train here using an adapted FlowSafe unit. The education side is run by six qualified Frederick University tutors and can handle up to 20 pupils at a time. The cost of the course is discounted for Flow Water users, but the adaptations to the FlowSafe unit means it can be used to train crew and inspectors on a wide range of treatments. Ballast Water Treatment Technology: You also provide online training, too? Mark Hadfield: We have teamed up with a gaming software company using SolidWorks [solid modelling computeraided design and computer-aided engineering computer program] to provide modern technology access to drawings and views, even on mobile phones. Ballast Water Treatment Technology: Flow Water Technologies is a bit later to the market than other manufacturers? Mark Hadfield: We wanted to come to the market with a single-generation system. We took our time to engineer one version which will meet all the standards. There will not be a need for a Mark I or a Mark II. We are also ISO standard for manufacturing. We have not converted a piece of equipment; it is purpose designed for the maritime market. BWTT

www.ballastwatermanagement.co.uk

The French BWT specialist IMO & USCG type approved From skid to modular version For retrofits and new building projects A wide range of systems integration possibilities supported by engineering studies capabilities

biosea@bio-uv.com

www.ballast-water-treatment.com Tug&OSV_Nov-Dec 2018.indd 1

The new benchmark in smart UV driver technology

11/10/2018 14:49

World leader in UV lamp driver technology



Bluetooth connected



Ground leakage detection in idle mode



IMO and USCG approved technology



Optimized for high Power Factor and low THD for improved efficiency and higher reliability

Connected for ease of maintenance

Nedap UV Driver Diagnostics App: pro-active system monitoring

small cabinet footprint

smart rack mount design

www.nedap-uv.com

22 | INSIGHT INTERVIEW Benoît Gillmann

Explaining the philosophy behind BIO-UV BIO-UV was well-established in the global water treatment sector before applying fresh eyes to ballast water treatment on ships

THE FILTRATION IS VERY IMPORTANT; IT LESSENS THE POWER REQUIRED BY THE LAMPS”

allast Water Treatment Technology had the pleasure of interviewing BIO-UV Group’s president and chief executive Benoît Gillmann at the company’s headquarters in Lunel, in the South of France. The publically quoted company manufactures a wide range of water treatment systems for leisure and industry use, and entered the ballast water treatment sector in 2010. BIO-UV Group’s product ranges use powerful lamps, the result of leading-edge technology, that emit UV-C rays at 254 nanometres, the optimum wavelength for destroying micro-organisms (viruses, bacteria, algae, yeasts, mould) including Legionella and Cryptosporidium. The UV-C rays penetrate the heart of DNA and disturb the metabolism of cells until they are totally destroyed. Ballast Water Treatment Technology: What is the company’s philosophy when it comes to ballast water treatment? Benoît Gillmann: Our philosophy regarding ballast water treatment is different from other manufacturers. We do not consider if the water is fresh water, brackish or seawater. We only consider it as water treatment. It is not so complicated. Ballast Water Treatment Technology: How did you approach ballast water treatment compared to other situations? Benoît Gillmann: With ballast water there are certain parameters. We designed the system from the outset to meet these parameters under all conditions. But for many years we have been making systems for drinking water treatment, where the standards are much higher. For example, the standard for Cryptosporidium in drinking water is far more rigorous than that applied in the ballast water standards. Ballast Water Treatment Technology: How does that impact the design?

Ballast Water Treatment Technology 2019

Benoît Gillmann (BIO-UV Group): Estimates the potential market for UV ballast water management systems at US$7.5Bn

Benoît Gillmann: With drinking water treatment, the lamps can be further apart as the water is relatively clear. With seawater the lamps are closer together, and at the design stage there has to be careful fluid dynamics analysis to ensure all the water is treated. Ballast Water Treatment Technology: Does the design include a filter? Benoît Gillmann: The filtration is very important. It lessens the power required by the lamps. The filter is a 20 micron mesh with an automatic backflush system. The

www.ballastwatermanagement.co.uk

Benoît Gillmann INSIGHT INTERVIEW | 23

backflush operates for only 20 seconds as and when the system detects the change in pressure. There is no disturbance to the filtration process and there is no input required from the crew. They can continue to work cargo as normal. Ballast Water Treatment Technology: Is the backflush an optional extra? Benoît Gillmann: It is not an option. It is part of the filtration system and cannot be dropped. We don’t believe that this should be a point to be negotiated. In our opinion it is too risky to expect that there will always be enough pressure. If you don’t have a good backwash, the filter doesn’t clean properly and eventually it will clog. Ballast Water Treatment Technology: Why are the UV lamps so long and how are they cleaned? Benoît Gillmann: We have been making water treatment for many years, and some of our older designs featured stacks of multiple lights. Designing for ballast water treatment from scratch allowed us to use modern technology and computational fluid dynamics to arrive at a UV reactor that is 1.8 m long. The ballast water spends a long time passing through. The UV lamp is not directly exposed. It is in a sleeve. However, with older ships the pipes are a little rusty and iron can coat the sleeve. We use citric acid to clean the sleeve. It is an automatic system. Ballast Water Treatment Technology: Why does the ballast water pass back through the UV reactor when de-ballasting? Benoît Gillmann: You don’t know what else is in the ballast tank. By passing through the UV reactor on the way out, you can be sure everything is affected [by the UV]. The filter is automatically bypassed. Ballast Water Treatment Technology: What is the potential of the ballast water treatment market? Benoît Gillmann: We estimate the potential market for UV ballast water management systems between 2017 and 2024 to be about US$7.5Bn. We will be happy to achieve a small percentage of those sales to around US$150M. It’s only 2% and is a reasonable possibility. Already in 2019 (February) we have a backlog of sales of US$5.6M versus US$5.2M in all of 2018. Ballast Water Treatment Technology: What is the split between newbuildings and retrofits?

www.ballastwatermanagement.co.uk

Benoît Gillmann: In 2018 the sales split between newbuildings and retrofit was 20:80, and will continue like that in 2019. We have a big CMA CGM order and this impacts the ratio. Looking ahead, there will be a rush for systems in 2024. We see steady demand for UV ballast water treatment system up to 2023 and then a big rush in 2024. Ballast Water Treatment Technology: How will you cope? Benoît Gillmann: We are looking at strategic partnerships. This could be joint ventures in Asia for local assembly of our UV ballast water treatment systems or a distribution partnership. Certain parts of the world are interesting from a sector point of view, like the Middle East for the offshore sector. Ballast Water Treatment Technology: And the US? Benoît Gillmann: No, there are very few owners, only Carnival. Of course, US Coast Guard approval is very important (BIOSEA is a type-approved system) but the system is treated as a whole. You have to design once like we did, otherwise every change is a new approval. Ballast Water Treatment Technology: What is your core market? Benoît Gillmann: Our UV ballast water treatment systems range from range is 10 m3 to 2,000 m3 per hour and for the 22,000 teu CMA CGM container ships we are providing two 1,500 m3 per hour units. The main market for us is the 200 m3 to 500 m3 range. This is the highly competitive OSVs, mega yachts, cruise ships, car carriers, small bulk carriers, dredgers and pipe layers. There are lots of ships in this category, which is why we don’t produce an explosive-proof system. Ballast Water Treatment Technology: Outside of shipping, what are the notable achievements? Benoît Gillmann: We provide the water treatment systems for the pools at the Louvre and the Burge Kalifa, but we are also proud to have developed a drinking water purifier for undeveloped regions. This is a solar-powered drinking water purifier. The solar panel powers the UV lamp that disinfects the water. If there is no water pressure there is a unit with four solar panels and a pump to provide pressure. BWTT

OUR UV BALLAST WATER TREATMENT SYSTEMS RANGE FROM 10 M3 TO 2,000 M3 PER HOUR AND FOR THE 22,000 TEU CMA CGM CONTAINER SHIPS WE ARE PROVIDING TWO 1,500 M3 PER HOUR UNITS”

Ballast Water Treatment Technology 2019

OUR BALLAST WATER SOLUTIONS ARE PURE AND SIMPLE

We will help you to clear things up! UniBallast can retrofit your vessel(s) by building in a ballast water treatment system. Or just install our Universal Ballast Water Port Connector (UBPC) for easy discharge of your ballast water to any treatment facility according to the latest USCG/IMO standards. Just contact us for conclusive advice and a simple & effective solution. Whatever fits your needs. www.uniballast.nl

UB_Adv_BWTTguide_120319.indd 1

12-03-19 16:59

TECHNOLOGY UPDATES | 25

What next for ballast water treatment technology? With nearly 20 different variations of technology on offer, scientists continue to develop new ways to treat ballast water

allast Water Treatment Technology’s analysis of the 100 or so available systems shows a wide variety of technologies have been applied to the problem of meeting IMO and United States Coast Guard (USCG) ballast water treatment requirements. The Ballast Water Treatment Technology database contains 19 individual technologies currently providing ballast water treatment: • UV • Electrolysis/Electrochlorination • Chlorination • Ozonation • Chemical • Peraclean disinfectant • Plasma • Heat • Flocculation • Advanced oxidation • Cavitation • Chlorination • De-oxygenation • Pressure vacuum • Ferrate • Cyclonic • Hydrocyclone • ULF wave • Membrane filtration Most of these technologies are also used in combination, and may also include a filter, giving 35 identifiable combinations. A manufacturer would really have to be “thinking outside the box” to find a new technology. Thinking inside the box is the approach of Ballast Water Containers, which engineers IMO and/or USCG type-approved ballast water management systems into shipping containers. With the demand for ballast water management systems increasing in the run up to the 2024 deadline, Ballast Water Containers is offering a deckhouse version for retrofitting. Ballast Water Containers Ltd chief executive Richard Lawson said: “The fully fabricated floored deckhouse with all ballast water treatment components pre-installed provides a cost-effective alternative to retrofitting, providing the following benefits: cost control (stay within the project budget

www.ballastwatermanagement.co.uk

OUT

BW MEASURING & MONITORING MODULE

CONTROLLER

MAGNETIC FLOWMETER IN

BW SAMPLING PUMP

A ballast water treatment system with no UV, no electrification, no active substances, no de-oxygenation and no pasteurisation

by avoiding retrofit variation orders); reduction in shipyard time (unit arrives pre-fabricated with components installed); and type-approval (systems are available with IMO and USCG type-approvals). One new ballast water management system company that truly thinks ‘outside the box’ is BOS Natural Ballast, which was launched at SMM in 2018 to market an alternative to current ballast water treatment systems. Jerry Ng, the chief executive of the company behind the process, Singaporebased BOS (Global)*, described it as 'disruptive technology'in an interview with Ballast Water Treatment Technology. He said that a number of shipping companies had expressed interest in the system. Its online brochure promises that the BOS Natural

Ballast Water Treatment Technology 2019

26 | TECHNOLOGY UPDATES

Ballast equipment uses no UV, no electrification, no active stop and clean the lamps, and a more environmentally friendly substances, no de-oxygenation and no pasteurisation. performance, as no chemicals are discharged along with the Instead, Mr Ng revealed, it relies on ballast water exchange ballast water. Ultrasound is commonly used as a cleaning in mid-ocean with the equipment performing constant method and is routinely used by opticians on new glasses. checks that the water taken on board meets IMO's D-2 The new system can be used at flow rates of up to 1500 discharge standard. That is the critical requirement of both m3 per hour, meaning it can be applied to many different IMO and USCG legislation, he said, and both organisations types of vessel. SKF is confident that the efficiency of this are open to new methods of meeting the ballast water system, coupled with greater environmental awareness discharge standard. “Mid-ocean water is definitely way on the part of shipowners and operators, will make it an below the D-2 standard,” he added. attractive option. Mr Ng said that, with traditional type-approved ballast According to SKF, pre-2017 vessels are most in need water management systems, it is assumed that the systems of ballast water systems. SKF's new BlueSonic BWMS will meet the standard. But the BOS Natural Ballast system just passed land-based tests need for approval by IMO uses what he described as a quick and reliable way of testing and USCG and is now tested at sea. Full certification and water that “positively ensures that the discharged water meets commercialisation is planned for 2020. This will be in plenty the standard.” of time for the 2024 cut-off date for retrofitting a ballast The system tests prior to ballast water exchange and water management system. “only when the uptake water is clean can you do the ballast Atlantium is an Israeli company that provides innovative water exchange.” It continues to test the water once it has technology that has successfully helped the US Bureau been loaded. of Reclamation, Lower Colorado Dam Office to prevent Mr Ng would not go into detail about how the testing invasion and infestation of mussels at the Hoover, Davis and process works, but said it was a patented robotic system built Parker dams. Atlantium says its Hydro-Optic UV system is from proprietary parts. Although that part of the process is unique in its ability to automatically and efficiently maintain labelled in a diagram provided by the company a UV dose to meet application-specific needs by recycling as a “BW management system”, it differs from UV light energy within the UV chamber. current ballast water exchange arrangements The Atlantium Purestream ballast water treatment by providing “measurement, monitoring and technology uses filtration in combination with Atlantium’s verification” rather than treatment. “There proven medium-pressure UV technology capable of treating is no need to treat if the water is clean,” Mr ballast water with a single pass. Atlantium’s proprietary Ng said. One-pass approach requires operation of the technology The system’s control unit records data only during ballasting. There are no requirements for about the ballast exchange, including the operation during de-ballasting. This is said to be ship's position, water depth, how long the unique attribute of Atlantium’s technology, the exchange lasted, water temperature which reduces its overall power consumption and turbidity, quality of the ballast by 50% when compared with traditional water, salinity and other parameters. UV-based ballast water management systems The company’s literature states that must treat during the ballasting and dethat the system is suitable for ballasting steps to ensure a discharge ships of all types and sizes, effluent that is in regulatory and consumes less than 10 compliance. The Purestream kW of power. It is said to have system is validated to operate a smaller footprint than any at minimum retention BWMS and one size fits all, its times (24 hours) following brochure notes. It is a beautiful and treatment of 100% of the very simple concept, Mr Ng said. maximum flow under difficult Launched in 2019, the SKF water conditions with UV ballast water treatment system uses transmittance as low as 40% technology to solve a frequent problem UVT. BWTT with UV-based systems: cleaning the surface of the lamps. *BOS (Global) was set up SKF has developed a new UV-based in June 2018 to develop this system called BlueSonic BWMS, technology. The system should which uses ultrasound to clean not be confused with COSCO’s the lamps. This ensures constant Atlantium Purestream is based on Blue Ocean Shipping ballast water operation, as there is no need to technology used in the Hoover Dam management system.

Ballast Water Treatment Technology 2019

www.ballastwatermanagement.co.uk

Sometimes innovation is about thinking inside the box. DAMEN INVASAVE 300

InvaSave, Damen's unique, mobile ballast water reception container is available in more and more ports and from stock. Our IMO type-approved ballast water treatment unit, InvaSave 300, provides port operators, waste-disposal companies and ship owners with a new value-adding service. The InvaSave is an alternative for on-board treatment and completely self-sufficient. With InvaSave technology, ballast water only needs treating at the point of discharge, in contrast to on-board installations.

DAMENGREEN.COM

28 | SYSTEM SELECTION

No easy route to system selection Examples from the LNG carrier sector show that ballast water management systems can be avoided and also provide experience of the requirements of larger vessels Kairos LNG bunker supply vessel: careful design eliminates the need for ballast

he first question to ask when selecting a ballast water treatment system is: Does the vessel require a ballast water treatment system? If the operator is in the fortunate position of being able to design a vessel from scratch for a particular trade or operating parameters, there may be ways around the requirement. This was the case with Kairos, an

Ballast Water Treatment Technology 2019

LNG bunker supply vessel owned by Babcock Schulte Energy (BSE), a joint venture between Babcock International Group and Bernhard Schulte Shipmanagement. Kairos was developed using Babcock’s Fuel Gas Supply Vessel Zero technology, which eliminates the release of boil-off and flash gas to the atmosphere during normal operations. Nauticor, a provider of LNG for maritime customers, is chartering Kairos

to serve marine clients in the North Sea and Baltic Sea, the Klaipëda LNG fuelling station in Lithuania and the Linde LNG terminal in Nynäshamn. The designers have taken the bold step of not incorporating a BWTS by moving the accommodation forward to overcome LNG bunker vessel design constraints relating to line-of-sight from the wheelhouse. That also had the benefit of longitudinally balancing

www.ballastwatermanagement.co.uk

SYSTEM SELECTION | 29

the ship, reducing the need to transfer ballast. Coupled with the low-density LNG cargo, this design removed the need for seawater ballast and associated treatment systems. Only a limited volume of permanent fresh-water ballast is used for trim purposes. As the number of vessels using LNG as a marine fuel increases, this design could become the template for a new generation of bunker vessels. LNG PRO Bunkers chief executive Alexander Prokopakis told Ballast Water Treatment Technology that the company is examining its options, with 20 designs on the table, of which three are ballast-free. Some vessels require relatively little ballast water, and Turkey has proposed to MEPC 74 that rescue tugs and other specialised vessels be considered for special treatment. The Turkish paper notes that rescue tugs do not draw in harbour or seawater or expel ballast water on a regular basis. The main use of ballast water is to trim the rescue tug for towing operations. A survey of 1,000 operations within the Turkish tug boat fleet revealed only 20 trimming events. There is very limited space within a rescue tug to fit even the most modular of ballast water treatment systems, and the impact on fulfilling the BWM Convention would be to remove a large proportion of the Turkish tug fleet from operation. One proposal is to trim the tug by transferring drinking water from tank to tank. This drinking water is usually transferred from the land, and not generated from seawater. Under the Turkish proposal a guidance document would supplement the BWM Convention for those specialist vessels that rarely discharge ballast water. For larger vessels, the selection process is guided by cost and the trading of the vessel. For instance, the owners and operators of large LNG carriers (LNGC) have certain advantages over other shipping sectors when it comes to the fitment of ballast water treatment systems. As in the case of the rescue tugs, smaller vessels have limited room among their machinery spaces and

www.ballastwatermanagement.co.uk

Nitesh Ranvah (21 Knots): Operators need to consider the engineering first, before the make of ballast water treatment system

The vessel will be closer to the original spec, but even series-built sister ships will have significant differences in the machinery spaces (see Case Study), which is where the planning of ballast water treatment systems requires careful thought. Marine engineering firm 21 Knots has undertaken the planning, engineering and retrofit of several types of ballast water treatment systems, and founder and chief executive Nitesh Ranvah notes that the same issues occur. Mr Ranvah notes that owners tend to spend months visiting trade shows, talking to manufacturers and negotiating price. In his opinion, deciding the make and model should be a low priority compared with scanning the available space and sourcing the engineering. Otherwise millions of dollars of income could be lost through time wasted fitting a compromised system.

USCG approval is key

so may need to use a modular ballast water treatment system. This is not necessarily a negative, but it does demand more planning. And while ballast water treatment systems have various power requirements, some LNGCs have a source of relatively cheap energy from the boil-off gas. Another important consideration for LNGCs is the training and safety culture required for the crew. It is a step change for a bulk carrier crew to go from the culture required to operate a large but relatively benign vessel to the more complex analysis required with some ballast water treatment systems. On a sophisticated ship like a chemical carrier or LNGC, the training and operation demands required of a crew are already of a higher level, and the operation of a ballast water treatment system may be less daunting. LNG carriers also tend to be younger and are less likely to have undergone refits and alterations in their short lives.

A key concern for any choice of ballast water treatment system on a large LNGC is the potential to trade into US waters. Few operators predicted the rate at which US LNG exports would grow. At an output of 8.9Bn ft3 by the end of 2019, up from a predicted 4.9Bn ft3 in 2018 (according to the US Energy Information Administration), the export capacity of the US will soon be the third-largest in the world, behind only Australia and Qatar. As a consequence, four additional export terminals have received all necessary approvals from the Federal Regulatory Commission and the Department of Energy, amounting to a combined additional LNG export capacity of 7.6Bn ft3. Under current and future US LNG export scenarios, being able to de-ballast in US waters is a requirement, which means choosing a US Coast Guard typeapproved system. Similarly, the de-ballasting must be able to take place in a manner that does not interfere with the cargo-loading procedure. American company Ecochlor was one of the first to receive USCG

Ballast Water Treatment Technology 2019

30 | SYSTEM SELECTION

type-approval for its filtration and treatment with the ClO2 BWTS. Ecochlor’s newly appointed vice president of business development Andrew Marshall outlines the specific demands of the LNGCs when it came to ballast water treatment. “The challenges facing LNGCs are similar to those of any vessel with a high ballast-pumping rate. Specifically, finding a ballast water management system that has the ability to reliably meet those high rates over an extended ballasting period,” he says. “In some LNG vessel designs there are constraints on available space for the integration of piping and treatment units, but with proper planning and selection of the right BWMS, these issues can be overcome.” The design of a newbuilding would naturally take into consideration the space required for modern compliance equipment, from ballast water management systems to exhaust gas scrubbers, but space can be at a premium when retrofitting a ballast water treatment system.

Mr Marshall notes that a modular system could have a smaller footprint. “A compact, modular system with minimal footprint provides several options for placement on the vessel,” he says. The Ecochlor system starts with precursor tanks that have a footprint of 12.7 m2 and treatment systems with a footprint from 0.3 m2 upward. The pumping rate is another factor when assessing a ballast water treatment system for a large LNGC: “The maximum flow-rate capacity of an Ecochlor ballast water management system is up to 16,200 m3 per hour, with an option for up to three ClO2 injection points,” says Mr Marshall. For a 150,000 m3 LNGC, Mr Marshall says only one ballast water management system is needed for the entire vessel. Elsewhere, Erma First of Greece secured a fleet-wide agreement from Norway’s Golar LNG in December 2017 to supply its USCG type-approved BWTS Fit system. Erma First uses filtration, electrolysis and electrochlorination as its treatment method. The company said in a statement that its equipment would be installed “on up to 16 LNG vessels”, which potentially covers the whole Golar fleet. Alfa Laval’s USCG type-approved UV-based ballast water management system was specified by Nakilat, the Qatari shipping and maritime company with the world’s largest LNG fleet. Two of Alfa Laval’s PureBallast 3.1 systems of 2,000 m3/h will be retrofitted. PureBallast 3.1 was selected, stated Alfa Laval head of PureBallast Anders Lindmark, for its small footprint, simple installation and ease of use.

Innovative solutions

Andrew Marshall (Ecochlor): A ballast water treatment system needs to be able to consistently match the loading rate of an LNG carrier

Ballast Water Treatment Technology 2019

A ballast water treatment system needs to be able match the loading rate of large bulk carriers and tankers. This is the approach offered by Coldharbour Marine and Environcleanse, among others. Environcleanse’s inTank model is an electrolysis and chemical injection ballast water management system. The Environcleanse treatment methodology is relatively simple: all

THE CHALLENGES FACING LNGCS ARE SIMILAR TO THOSE OF ANY VESSEL WITH A HIGH BALLASTPUMPING RATE”

port-based ballasting and de-ballasting activities are completed as normal. There is no filtration, no increase in power demand and no concern for ballast water quality. During the voyage, an electrochlorination cell uses clean seawater to create sodium hypochlorite. At the same time, ballast water is circulated and the newly created disinfectant is injected into the circulation loop. The mixture is then returned to the ballast tank through the in-tank mixing nozzles, which diffuse the biocide in the tank. The levels of biocide are monitored and confirm the lack of new growth during the voyage. It is not a requirement for ballast water management system to have USCG type-approval for global operation, but it has become a de facto standard by which many systems are judged. Ballast Water Treatment Technology maintains a database that contains 101 ballast water management systems. Of these, at the time of writing, 17 have been type-approved by the USCG and a further 10 are under review pending type-approval. In some cases, a ballast water management system has already been approved in its original form, but variations, such as the fitment of a different filter system or a request to change the power setting of UV lamps, triggers another review. BWTT

www.ballastwatermanagement.co.uk

AVAILABLE | SAILS

EVERYWHERE FITS | PERFORMS

Make the difference. Be ready.

32 | CASE STUDY

How to approach a fleet-wide BWMS retrofit programme In early 2019, Scorpio Tankers chose Choice Ballast Solution to assist with completion of the first of 55 planned ballast water management system retrofits, scheduled to take place over the next five years

results in an efficient, less costly option for the owner. The STI Duchessa and STI Opera were both retrofitted in China within five days of each other. This allowed for a smooth transition of the experienced installation team from one ship to the next. Mr Dooley added: “We deployed one engineering project manager for both vessels, ensuring consistency and continuity during the installation of the STI Duchessa and the STI Opera. In addition, the BWMS manufacturer sent an installation supervisor for each vessel to ensure that the details of the installation were carried out according to specifications.”

3D scans and survey

roduct tankers STI Duchessa and STI Opera were fitted with the Ecochlor Ballast Water Management System (BWMS), which was selected for its proven reliability and durability. Choice Ballast Solutions (hereafter Choice), a highly experienced consulting, integration engineering and project management company, was selected to undertake the engineering for all 55 retrofits.

Pre-installation planning

Choice president John P. Dooley explained how the process came together.“In preparation for the Scorpio

fleet of BWMS installations, Choice looked at the entire installation process for each vessel type and assigned technicians and design engineers. Considerations included class of vessel, scheduled surveys, 3D scanning, and conceptual design. Choice also met with Ecochlor, the vessel manager and the shipyard to begin the basic design, prior to preparation of the detailed design, class documentation and installation specifications.” The first two installations were completed successfully and illustrate clearly that using a firm that can offer a full range of BWM integration services

STI Opera in the drydock awaiting a BWMS retrofit – proper forethought and management can save considerable time and cost

“The approach requested by Scorpio for the STI Duchessa and STI Opera was to survey and scan them as being the first of a class vessel and then to apply the design to the sister vessels in the class. This meant that we had to verify that the sisters were indeed true sisters. STI Duchessa and STI Opera have an additional 10 sister vessels. Verification on board for the two sisters revealed that they were in fact not true sisters and needed to be treated as individual projects. If we had not taken the time to inspect the vessels properly and just assumed that they were sisters, then we would have given ourselves some major problems during the installation,” Mr Dooley explained. Ecochlor installation manager Tyler Harvey recommends that, even when sister status is confirmed, the shipowner document and maintain accurate records of required changes from the initial ship design after construction. He explained that “sister vessels aren’t exactly the same, but typically, unless radical modifications have been made, many of the issues seen on the first vessel can be avoided on future installations.”

Installation engineering design

Organisation, management and innovation are essential to the success of any retrofit. Both Ecochlor and Choice have significant retrofit

Ballast Water Treatment Technology 2019

www.ballastwatermanagement.co.uk

CASE STUDY | 33

installation experience. The companies were able to bring together engineers and project managers that could draw on a large bank of knowledge in order to execute the Scorpio BWMS projects. The owner’s superintendent also has a major role to play during the installation.“Working with the superintendent is a critical part of the integration specialist’s responsibilities while at drydock,” said Mr Dooley. “The superintendent has a million and one other things to do, and each shipyard has their own approach to things. So as the onsite BWMS engineering firm, we act as an interface to interpret requirements, provide clarification and ensure a smooth installation.” Prior to the drydock period, the Ecochlor BWMS equipment was delivered to the shipyard premounted on skid frames. It was prewired, painted and FAT shop tested. For both the STI Duchessa and STI Opera the installation program included a new deckhouse to house the chlorine dioxide (ClO2) generator and chemical storage tanks, which are at the heart of the Ecochlor BWMS. The Ecochlor system is approved for installation on both US flag and foreign flag vessels in hazardous zones rated Zone 1 or Zone 0. The treatment system deckhouses were installed aft of the accommodation stack, in a non-hazardous area. Both vessels use submerged ballast pumps, located in the ballast tanks, meaning that there was no pump room to accommodate the filters. To overcome this situation, the Ecochlor BWMS filter units were installed in a Zone 1 space within a deckhouse on the main deck. Piping then connected the filtration system deckhouses to the treatment system deckhouse, where the ClO2 injection points are located. A hazardous boundary loop seal was used where the ClO2 solution piping passes from the non-hazardous to the hazardous areas. Tyler Harvey commented, “Typically, the chemical fill station is located above the treatment system so as to allow easy access for the Ecochlor representative

www.ballastwatermanagement.co.uk

allow for the chemical IBCs to drain properly. The cradle was installed backwards, which made the hose connections inaccessible. To fix this issue the crew had to cut the treatment cradle and rotate it 180 degrees so that it would work correctly.”

Lessons learned

Filter deckhouse (gold structure) ready for painting

to carry out the resupply of the chemicals once or twice per year. The entire process is closed, using specially selected equipment and Ecochlortrained personnel. The ship’s crew have no role to play in the resupply, other than to operate the ship’s crane to lift the chemicals on board the ship. Ecochlor technicians take care of the actual chemical transfer, but even here there is absolutely no human contact with the chemicals.”

Expect the unexpected

Good planning and preparation meant that there was some spare capacity when unexpected issues occurred. Ecochlor’s Mr Harvey shared some of the day-to-day experiences during the STI Duchessa installation: “When the flush pump was delayed in delivery at customs for eight days, the shipyard continued laying the piping to where the pump would be installed using a model of the missing equipment. Once the missing pump arrived, they carried out the necessary final modifications without any change to the schedule.” Additionally, during one of Ecochlor’s regular project inspections, Mr Harvey noticed the chemical resupply cradle was installed incorrectly. “The cradle is angled to

Mr Dooley said: “Working together with Scorpio, Ecochlor and the shipyard, we identified many opportunities to improve the next group of installations. Since completing the first Scorpio retrofit, the STI Duchessa, we have implemented design revisions for all upcoming installations based on these lessons. Two of the key findings had to do with the filter deckhouse construction and piping arrangement. Choice realised that the filter deckhouse could be redesigned to save both weight and cost. In the case of the piping, we designed it to allow field-fit for the final connections. However, the shipyard preferred isometric drawings for 100% of the piping to allow for prefabrication. This requirement is a shipyard preference, and we have found that each shipyard has a different approach. The lesson learned is to have extensive conversation with the shipyard prior to final drawing release.” Mr Harvey offered: “Every installation is a learning event, and Ecochlor is able to draw on these experiences to better prepare for, and improve, future BWMS installations.” “We are delighted to be working on Scorpio’s BWMS retrofits for their fleet of tanker vessels. Scorpio has made a commitment to actively pursue environmental compliance for the entire lifecycle of their fleet. The Ecochlor BWMS was chosen for the reliability of the system and our regulatory compliance commitment including a robust service network. Along with continued communications with the ship’s crew for every ballasting operation, together we can ensure the ship’s ballast water treatment compliance,” said Ecochlor chief executive Steve Candito. BWTT

Ballast Water Treatment Technology 2019

34 | SHIPYARDS

Shipyards benefit from retrofitting Shipbuilding and repair group Sembcorp Marine has taken full ownership of technologies developed in partnership with Ecospec

allast water management system manufacturers are one of the main beneficiaries of shipowners investing in ballast water treatment systems. The other beneficiaries are those involved in the installation, especially the shipyards. According to Clarkson Research Services, as of the beginning of May 2019, there were 6,517 vessels delivered

OWNER INSTALLATION COMPANY

CLASS

YARD

PROJECT MANAGER

ENGINEERING COMPANY

SALES SUPPORT

FACTORY

TECHNICAL SUPPORT PROJECT MANAGER BWMS installation is a complex process requiring a strong project manager (credit: Alfa Laval)

Ballast Water Treatment Technology 2019

with ballast water treatment systems and a further 1,200 vessels that have had ballast water treatment systems retrofitted, and another 950 contracted. This leaves around 40,000 vessels in the current world cargo fleet that did not have ballast water treatment systems fitted as a newbuilding or as a retrofit, and will require one to be installed by the expiry of the IOPP certificate or 2024. Clarkson Research Services has also recently analysed the shiprepair market and found that it recorded 20,000 repair events at 600 repair yards over the past three years, with the top-ten busiest shiprepair yards in 2018 being: • CIC Changxing • Drydocks World Dubai • CMHI (Shenzhen) • Huarun Dadong • Fujian Huadong SY • Shanhaiguan SB • Zhoushan Xinya • Besiktas Shipyard • Longshan Shipyard • IMC-Yongyue If the current “fleet” of shiprepair yards managed 20,000 major events (mainly drydockings) in a threeyear period, this suggest that all things being equal, the installation of ballast water treatment systems on 40,000 vessels will require six years – good news if you are an investor in a repair yard, but not such good news for owners that have not yet organised an installation. Alfa Laval has issued a paper on the process required to retrofit a ballast water treatment system. It warns that the installation will be complex because it was not considered during the original construction of most vessels, and as a result there is no dedicated space for the new system. It reports the typical dock time is two weeks, which means a loss of income on top of the capital cost of the equipment and installation cost. Furthermore, the installation will impact across other systems on the vessel, leading to unexpected complications. As with any complex project, strong communication and flexibility among all

www.ballastwatermanagement.co.uk

SHIPYARDS | 35

parties (controlled by a dedicated project manager) are required. Alfa Laval recommends that the process starts with the selection of the equipment, but given the potential shortage of shiprepair slots indicated above, the process should probably begin with the booking of the engineering company to assess the available space, and consultation on available slots. With this knowledge, the owner can begin the fun part of attending trade shows and negotiating the price of the ballast water management system that will fit the vessel and its trading patterns. As a supplier, Alfa Laval has a great deal of experience of retrofit installations and, as in the Case Study, it has found that there is really no such thing as true sister ships. Every vessel has small differences that over time manifest as significant changes, and no assumptions can be made on the scale of economies from

installations across a range of vessels. Alfa Laval warns that it is important to specify in advance the level of accuracy required when performing an internal 3D scan. A scan for general machine arrangement will not have the millimetre accuracy needed to fabricate pipework to fit. According to Alfa Laval and engineering firms, the time spent in the shipyard is around two weeks. It is usually timed to fit with the Special Survey and with maintenance. At the drydocking, it is estimated that only 10 days are available for the actual installation of the ballast water treatment system. This includes the post-installation verification, approval and compliance. This is often the point at which the crew members are given training on the operation and maintenance of the system. A fleet of VLCCs that has gone in for work to retrofit scrubbers and ballast water treatment systems is a

sign of what is ahead, according to the shipyard that won the contract. Nakilat-Keppel Offshore & Marine (N-KOM) has not revealed the tanker owner that awarded the contract in 2018 – although various companies are known to be using the facilities. The first tanker entered the yard in September 2018 for both scrubber and ballast water treatment system retrofitting, but the majority of the work to be done to fulfil the contract is scheduled for 2019. Further VLCCs from that fleet are due to enter the yard in Q1 2019. The second and third VLCCs of the series will undergo routine dockings and retrofit of an unnamed inline-type scrubber and an unnamed ballast water treatment system. The yard said it expects to see continued strong interest in retrofits in 2019, but is preparing itself to deliver other emissions abatement solutions, as well. BWTT

Shipyard acquires rights to ballast water treatment technology Sembcorp Marine is vertically integrating itself into the installation process having purchased the rights to Ecospec ballast water treatment technology, which is now marketed as Semb-Eco. Semb-Eco ballast water treatment sits alongside the company's EIMag cathodic protection, BioMag fouling control, ScaMag boiler water treatment and CSNOx emissions abatement technologies. All these technologies deploy ultra-low frequency (ULF) wave technology patented by Ecospec. As part of a share swap, Sembcorp Marine will both relinquish its investment in Ecospec and acquire intellectual property around these technologies. A Sembcorp Marine spokesman said that the company has been working with Ecospec to develop scrubbers and ballast water treatment systems since 2012. “As we scale up our efforts, we have come to an agreement for Sembcorp Marine to drive the process forward,” he said. “Through this transaction, Sembcorp Marine further strengthens its intellectual property and knowledge to facilitate research and development of solutions for the global offshore and marine sectors,” said Sembcorp Marine president Wong Weng Sun. “This in turn supports our

www.ballastwatermanagement.co.uk

efforts to move up the value chain so that we can do more for our customers.” The environmental technologies complement Sembcorp Marine’s retrofitting business, which includes installing scrubbers and ballast water management systems. The company provides project management, vessel survey, integration design engineering and green-technology equipment supply, as well as retrofitting, conducted within scheduled drydockings. A spokesman confirmed that the UV-based Semb-Eco ballast water management system – the only such system to be researched, developed, manufactured, and factory tested in Singapore – is expected to receive US Coast Guard type-approval certification “in the coming months.” The introduction of IMO’s global sulphur cap and the ongoing installation timeframe for the BWM Convention are responsible for driving a boom in shiprepairs, noted by several brokers in the first weeks of 2019. In September 2018, Maran Tankers contracted with Sembcorp Marine for the installation of marine scrubbers and ballast water management systems on 13 vessels – the yard group’s biggest environmental retrofitting deal to date.

Ballast Water Treatment Technology 2019

36 | SHIP OPERATOR FORUM

BWMS retrofitting: doing it the right way Thome Ship Management technical manager Rajiv Malhotra relays his experience of installing and operating ballast water treatment systems

ollowing the Ballast Water Management Convention, which entered into force on 8 September 2017, the number of projects involving ballast water treatment systems (BWTS) is on the rise. All existing vessels need to have a BWTS by the vessel’s first IOPP renewal survey after 8 September 2019. Compliance dates are even earlier for those vessels trading in the US, due to the requirement to install a system by a vessel’s first drydocking after 1 January 2016 and, with few exemptions being granted by the United States Coast Guard (USCG), the rush for installations has increased even more. Due to the high level of demand, this has resulted in challenges with respect to the availability of yards and engineering companies coupled with lengthening delivery periods from system makers. This situation may get even tougher in the coming years, at least until 2024.

System installation

Snapshot CV

Rajiv Malhotra

Technical Manager (Thome Ship Management Pte Ltd) Mr Malhotra is a technical manager in the Technical Support and Innovation Department at Thome Ship Management Pte Ltd. He has over 26 years’ experience in the maritime industry, and has been involved in shipmanagement for the last 10 years. He qualified with a B. Tech. Honours degree in mechanical engineering, an MBA and as a Chief Engineer Marine (Motor and Steam). Mr Malhotra started out at sea as a marine engineer on a wide range of merchant vessels, and worked his way up through the ranks to chief engineer. His other experience includes training seagoing officers, and he has helped with the development of training simulators.

Ballast Water Treatment Technology 2019

The timely initiation of the project and thorough planning are essential not only to ensure that the installation is carried out economically and smoothly, but also for subsequent system reliability and economy of operations. While preparations should be started as early as possible, a minimum of eight months should be allowed for the installation project. This enables system selection after proper evaluation, timely ordering of the system (considering the minimum lead time is around 20 weeks), transportation using an economical means of sea freight, and the timely engagement of a competent and experienced yard. A prompt start allows for a thorough onboard survey, 3D scanning, and engineering review, to identify all material requirements, including pipelines, valves, electrical cables and so on. There also needs to be a proper assessment of the impact on the vessel’s other systems, including electrical power, main switchboards, ballast pumps, alarm monitoring systems, valve control systems and other systems that require electrical power. It is essential to maintain close co-ordination between all the involved parties (manufacturer, designer, classification society, owner, shipyard, contractors for auxiliary equipment, etc.) to ensure a smooth execution, with all ancillary requirements

www.ballastwatermanagement.co.uk

SHIP OPERATOR FORUM | 37

arranged and key aspects addressed. Any need for upgrading the ballast pumps should be carefully assessed through pressure calculations for added resistance, and the solution identified and organised, in advance. The revision of the vessel’s Ballast Water Management Plan and a review of the loading software and additional fire-fighting provisions, in the case of deckhouse construction, should be addressed in advance. During the installation and commissioning, additional supervision focusing on the BWTS project should be arranged, such as ensuring that the drydocking superintendent has adequate support for ensuring that all requirements related to BWTS are well executed in accordance with the design, and approved drawings. Additionally, it should be ensured that ballast tanks are thoroughly cleaned, and the system pipelines are fully flushed through to prevent debris from damaging the system upon commissioning. All newly introduced components, including all remote-operated valves, should be function tested to ensure satisfactory operations. Commissioning should be accompanied by proper crew training and with tests by a competent service provider for establishing compliance with IMO D-2 standards.

better adaptation to smaller spaces. Compliance testing requirements for UV systems are less than those for an electrolysis-type system. Electrolysis-type systems pose limitations for operations in fresh water (or seas with low salinity) or low temperature waters, and may need to be complemented with provisions for salt-water injection or heating. For vessels trading in turbid or muddy river waterways, using UV systems may pose a challenge due to inadequate UV transmittance. Chemical-injection systems would not be suitable for vessels trading in areas having limited supplies of the dosing chemicals, as regular top-ups of these are essential for seamless operations.

IT IS ESSENTIAL TO MAINTAIN CLOSE CO-ORDINATION BETWEEN ALL THE INVOLVED PARTIES”

System selection

System selection needs to take into account various factors like a vessel’s type, size, trading area, trading pattern, available space, available spare electric power, experience with the system and the maker’s service and spares network, delivery time, the system limitations identified on the typeapproval certificate, vessel age, system operational costs, installation costs, etc. This makes choosing the right system very challenging for owners and technical managers. While everyone would prefer to have a reliable system that poses minimum maintenance and operational requirements, and that has good service support from the makers, owners would naturally want to weigh the hardware cost against the earning potential from the remaining life of the vessel. This would also impact the configuration. If back-up/redundancy is provided, hardware costs would be almost double. A tanker with deepwell ballast pumps (without a pump room) may need to install the system in a deckhouse or container module with characteristics suitable for operation in a hazardous area. At the same time, installation of an additional system of smaller capacity may be needed in the engineroom, for the aft peak tank. A vessel with very short voyages may need to consider systems with no holding time, or a very short holding time. If a vessel has constraints regarding spare electric power, an electrolysis- or chemical injection-type system with lower power consumption might be more suitable. Larger vessels requiring the handling of high ballast rates may find constraints in installing UV systems, as these will require higher power consumption. On the other hand, UV-type or chemical injection-type systems, being compact, may offer

www.ballastwatermanagement.co.uk

Vessels that need a system that is suitable for the management of ballast water during a very short port stay during cargo-loading operations may find an electrolysis system more favourable, since this will not require BWTS operation during de-ballasting, as only treatment during a ballast intake would suffice for such systems, while many UV systems require treatment both ways (during ballasting as well as de-ballasting). For vessels where the management during port operations is challenging due to hectic activity, chemical injection-type systems that allow treatment during the voyage may offer a preferable solution.

System operations and crew engagement

On introducing BWTS, procedures should be reviewed for accommodating the additional operational needs. Vessels should have well drafted equipment operation procedures, contingency plans, reporting formats for the interested parties and port authorities, and procedures for the handling of any chemicals and reagents required for system operation. A ballast operations log should be maintained regularly and should also be closely monitored by the office. The planned maintenance system should be enhanced to accommodate the new systems and ancillary equipment. A minimum level of critical spares should be identified and maintained on board, in consultation with the makers. Resources for regular system evaluation by the manufacturers, calibration, testing for compliance, crew training, and supply of spares and consumables should be accounted for in the vessel’s operating budget. BWTT

Ballast Water Treatment Technology 2019

38 | SAMPLING

Stakeholders require standards for ballast water testing and monitoring Regulations and guidelines on how samples are taken, who can access samples, who tests the samples and what those tests include are a concern for the industry

he issues surrounding the sampling and testing of treated ballast water are neatly summed up by De Nora general manager Dr Stelios Kyriacou: “There are still so many outstanding questions when it comes to regulatory compliance and ballast water indicative sampling and monitoring/analysis instrument certification. Shipowners, port state control and port authorities require guidance that has been hitherto absent to make an informed decision when it comes to ballast water testing and performance monitoring. IMO needs to debate and decide how sampling should take place, with pivotal factors including the parameters for accessing samples, agreeing who completes the sampling and, importantly, how the sample evaluation is carried out.” Dr Kyriacou explains that De Nora believes that “impartiality throughout the process can only be guaranteed by independent assessors, and regulated

Ballast Water Treatment Technology 2019

indicative sampling testing kits with clear, evidenced-based reasoning behind the methodology.” He notes that while there is a need to debate sampling and indicative analysis methodologies, as well as the science and the interpretation of results, the ballast water treatment industry needs certainty: “When it comes down to it, ballast water sampling needs to be standardised and indicative analysis methods formally approved by IMO. Regulations must be drawn up, adhered to, consistently applied and enforced in order for the efforts to hold water,” he said. The fear for many manufacturers and stakeholders in the ballast water industry is that history will repeat itself and that there will be years of debate around the subject. Already the timeline is looking somewhat stretched, having been raised at MEPC 67 (October 2014), which called for the development of provisions for indicative and detailed analysis of ballast water to verify compliance with the requirements of the BWM Convention. At MEPC 68 (May 2015), the committee approved the revised Guidance on ballast water sampling and analysis for trial use in accordance with the BWM Convention, where available methods for indicative and detailed analysis of ballast water samples are listed. In October 2018, MEPC 73 approved BWM.2/Circ.70 on Guidance for the

Dr Stelios Kyriacou (De Nora): “So many outstanding questions when it comes to regulatory compliance”

www.ballastwatermanagement.co.uk

SAMPLING | 39

THIS NEW GUIDANCE MEANS THAT A BALLAST WATER TREATMENT SYSTEM CAN NO LONGER BE CERTIFIED FOR OPERATION UNLESS COMPLIANCE HAS BEEN VALIDATED AS PART OF THE COMMISSIONING PROCESS”

commissioning testing of ballast water management systems, which includes procedures on sampling and analysis based on Guidelines for ballast water sampling (G2) and BWM.2/Circ.42/ Rev.1. Noting that testing should cover all size classes defined in regulation D-2. At MEPC 73 it was agreed that testing methods should be used to show a new vessel’s ballast water treatment system is working properly. Sample instrument manufacturer LuminUltra chief executive Pat Whalen said at the time: “We fully support this decision by the committee. This new guidance means that a ballast water treatment system can no longer be certified for operation unless compliance has been validated as part of the commissioning process, which is good news for shipowners and the environment.”

Then there is the question of the type of sampling – direct or indicative. Direct sampling is the actual examination of organisms, which is both expensive and time consuming. The marine engineers’ organisation IMarEST has submitted a paper to MEPC 74 detailing its findings of a review of the available indicative sampling units on the market. This was conducted with the co-operation of the brands, and the table is reproduced below. IMarEST found there was a wide range of instruments available, which gives owners and operators options of which one to use on board, depending on the trade of the vessel. Some units have short processing times more suitable for vessels that spend only a short period of time in port. BWTT

ImarEST TABLE OF PORTABLE BALLAST WATER INDICATIVE ANALYSIS INSTRUMENTS MODEL

MEASUREMENT

MINIMUM SAMPLE

RESULT TIME

COST US$

Ballat Water Monitoring

bw monitor

Active Fluorescence, Light scattering

Flow through

< 3 seconds

> 20,000

bbe Moldaenke GmbH

10 cells

Active Flourescence

1-50 mL

< 1 minute

5,000-10,000

Chelsea Technologies Group (1)

FastBallast

Fluorescence, Single Turnover Active Fluorometry

20 mL

< 10 minutes

Not indicated

Ballast Water Checker

Active Fluorescence

N/A

BW680

Active Fluorescence

2 mL

< 3 minutes

< 5,000

100 mL

18-24 hours

< 5,000

BRAND

Euro Tech (Far East) Ltd Hach IDEXX (2,3)

Colilert-18 & Enterolert-E with QuantiTray System

LuminUltra Technologies

B-QUA

ATP

up to 1 L

40 minutes

5,000–10,000

BallastWISE

MFA

up to 1.2 L

22 minutes

> 20,000

P.Counter

Fluorescence & Image Processing

1 drop – 500 mL

< 1 minutes

10,000-20,000

Ballast Eye

Pulse Counting FDA

up to 100 mL

16 minutes

> 20,000

SixSenso Technologies 3 Integrated Ballast Testing

Cytometry

250mL, Flow through

< 1 hour, 2-4 hours

> 20,000

Fluorescence, Active Fluorescence

3 mL

< 1 minute

< 5,000

MicroWISE (3) Oceantech Co., Ltd Satake 3

Turner Designs

BallastCheck 2

(credit: IMarEST)

www.ballastwatermanagement.co.uk

Ballast Water Treatment Technology 2019

40 | PORT AND FLAG STATES

Proposal to treat ballast water in port Nigeria has proposed that crude oil tankers should be granted exemptions from BWM Convention if they use a port-based ballast water treatment solution

he solution to ballast water treatment proposed by Nigeria at MEPC 74 is called “Ports with acceptable risks,” and is aimed at the large tankers that call at Nigerian ports to load crude oil. In general, these large tankers (Aframax, Suezmax and VLCCs) trade between Nigeria and a limited number of oil terminals. The Nigerian proposal seeks to take advantage of the exemptions in BWM Convention regulation B-3 (resolution MEPC.297(72)), that the D-2 standards currently are mandatory for all new ships constructed/keel laid on or after 8 September 2017. For existing ships or ships constructed prior to 8 September 2017, compliance deadlines shall be through a phase-in schedule linked to the ship’s IOPPC renewal survey up to the year 2024. The Nigerian paper also refers to the language in regulation B-3.7 that permits the use of other methods of ballast water management to achieve at least the same level of protection of the environment, human health, property or resources as described in regulations B-3.1 to B-3.5, and approved in principle by the MEPC. The proposal is for ports to use a type-approved onshore ballast water treatment system. The Nigerian paper proposes two methods. The first method is described as: “The hypothetical case of crude oil trade route between only ports with onshore (pre- and post-loading) ballast water treatment systems. Crude oil is loaded from a hypothetical port that has an onshore treatment system somewhere in Nigeria and transported to any of the following hypothetical locations (or ports) which also have onshore systems: the

The narrow Kattefat gap between Denmark and Sweden is a ballast water conundrum

Ballast Water Treatment Technology 2019

United States, South Africa and India. After cargo has been discharged, treated ballast water from the onshore treatment system is loaded to the ship. The ballast water may be discharged at the next port of call without management, provided no mixing with unmanaged seawater and sediments from other areas has occurred.” The conditions ascribed in the paper are: • Frequent voyages on a specific route. • Operates exclusively between specified ports or locations with onshore treatment systems. • No mixing of the ship’s ballast water (except where an approved onshore post-voyage treatment system/reception facility is available). One advantage of the ports with acceptable risks proposal is that the exemption would give operators significant capital and operating cost savings over fitting a ballast water treatment system. Another advantage is the removal of the uncertainties and risks associated with a malfunctioning system. The second exemption concept proposed by Nigeria is the Pre-loading Onshore Ballast Water Treatment System. This concept requires harbour water to be pumped ashore at a ballast water treatment facility in the port, and stored in a tank farm. During cargo operations, vessels in the port will not pump in raw harbour water to maintain stability and trim but connect directly to the tank farm and take on the treated harbour water as ballast. It should be noted that this is not the same concept as the Danish, Swedish and INTERFERRY paper on same risk area (SRA) activities, which presented the results of a study on assessing risk in SRAs to MEPC 74. The SRA concept was approved by MEPC 71 as a risk-assessment mechanism under the 2017 Guidelines for risk assessment under regulation A-4 of the BWM Convention (G7) (resolution MEPC.289(71)). The need to treat ballast water is a great concern to the operators of ferries between Sweden and Denmark, namely the Kattegat and the Danish Straits connecting the North Sea and the Baltic Sea. Several ropax ferry lines operate between Denmark and Sweden, and a small number of coastal operators trade between ports in the two countries. An original key driver of the SRA concept is the busy ferry lines operated between the ports of Helsingborg in Sweden and Elsinore in Denmark, where the less than 5,000 metres distance is crossed by ferries leaving port every 15 minutes for most of the day and night. BWTT

www.ballastwatermanagement.co.uk

PORT AND FLAG STATES | 41

Paris MoU: deficiencies a growing concern In 2018 there was a steep rise in ballast water treatment system deficiencies in vessels inspected by the Paris MoU, a trend that is likely to grow

ince September 2017 the Paris Memorandum of Understanding (MoU) on Port State Control, which consists of 27 participating maritime administrations and covers the waters of the European coastal States and the North Atlantic basin from North America to Europe, has added the results of ballast water treatment system inspections to its public database of detainable deficiencies and deficiencies. Paris MoU undertakes around 18,000 inspections each year. In 2018, the first full year of ballast water system pollution prevention inspections, it recorded a total of 564 deficiencies, seven of which were sufficiently serious to be detainable deficiencies. The main source of deficiencies was the Ballast Water Record Book, followed by Ballast Water Exchange, but the detainable deficiencies seemed to stem from crew training-related incidents (detainable deficiencies in parentheses below): • Ballast Water Record Book: 272 • Ballast Water Exchange: 128 • Ballast Water Management Plan: 98 (3 detentions) • Crew Training and Familiarisation: 35 (3 detentions) • Ballast Water Discharge Violation in Port: 13 • Other BWM: 14 (1 detention) • Ballast Water Management System: 2 • Construction Dates Applicable to BWM: 1

www.ballastwatermanagement.co.uk

Training 0% Submission of Report 11% Sediments 1%

Alternative Management Method 21%

Mandatory Practices 13%

Extraordinary Condition Claims 1%

Ballast Exchange 14%

Ballast Water Reporting Form 5%

Management Plan 10% Water Management 3% Ballast Water Logs/Records 6%

Ballast Retention 1%

Ballast Water Discharge 14%

The range of ballast water compliance failings found by the USCG

• Prototype BWM: 1 Comparing year-on-year ballast water system deficiencies is only possible between September and December of 2017 and 2018. This reveals that the number of deficiencies related to ballast water on average doubled. In part, this could be assigned to the increase in the number of newbuildings with ballast water treatment systems fitted and an increase in the number of retrofitted systems on vessels calling at Paris MoU ports. Whatever the underlying causes of the trend, it appears to be upwards, with the annualised three months trend for 2019 showing a significant growth over 2018. According to its 2018 annual report, the US Coast Guard (USCG) conducted 8,140 ballast water examinations, a similar number to that undertaken in 2017 (8,229). In 2018, the USCG identified 119 BWM deficiencies. The majority of the deficiencies were related to inoperable systems (mandatory practices or alternative management method), ballast water exchange, and

the discharge of untreated ballast water into US waters. Each event was treated on a caseby-case basis with the USCG offering a range of remedies. In some cases vessels were required to modify their cargo-loading plan to facilitate safe and compliant ballast water discharges to be conducted offshore. The USCG noted that many of the interventions associated with ballast water management systems were attributed to vessel crews not actively using the system when trading outside US waters. The annual report states that operators are encouraged to include ballast water management systems in their vessels’ Safety Management System and continue to use the system to maintain crew members’ proficiency in using this equipment. The chart shows the range of deficiencies. There are some common themes with Paris MoU, including crew familiarisation, untreated discharge in port and errors and omissions in documentation. BWTT

Ballast Water Treatment Technology 2019

42 | FINANCE

Ballast water treatment systems – dead money or cash cow? Shipowners have little choice but to fit ballast water treatment systems, while deriving little income – or do they?

Spliethoff BV accessed green initiatives to fund BWMS retrofit

he fitment of a ballast water treatment system is an investment that is a legal requirement and offers little upside potential, other than that not having a ballast water treatment system fitted would impact the second-hand value of the vessel. Not surprisingly, many owners regard the investment as dead money. The shipowner is faced with a range of finance options. The first is to pay with cash from company funds, which after years of poor freight markets is an unlikely option for most owners, no matter what the sector. The next option is the bank, which for a newbuilding or for a series of newbuildings is a viable option. The traditional shipping finance bank is aware of the peaks and troughs of the shipping cycle and the external inputs that can cause unexpected but necessary expenditure, be it the

Ballast Water Treatment Technology 2019

prevention of pollution using doublehulls on tankers or the current concerns about emissions above or below the waterline. In the case of ballast water treatment system retrofit, this is likely to be treated on a case-by-case basis and fall under the category of corporate finance. An owner may find there is a strong case for refinancing a vessel that is already under a secured loan with the bank. The loan documentation is already in place, and the ballast water treatment equipment installation can be rolled into the Special Survey drydocking and scrubber retrofit, if required. In addition, the scanning, engineering and retrofitting costs can be rolled into the loan. For larger shipping companies and those in the public markets, there is another way to finance the purchase – invest in a ballast water treatment company. This fulfils

several requirements. First, it shows to shareholders that management has a plan to meet the IMO BWM convention deadline. Second, the investment in the ballast water treatment system manufacturer could prove to be a smart move, and if demand soars, that investment could be a cash cow. Third, the investment secures the shipowner a supply of ballast water treatment systems. Owners that have gone down this route include publically quoted Scorpio Tankers, which in 2018 agreed a contract for 55 Ecochlor ballast water management systems and became a minority investor in Ecochlor. Scorpio Tankers environmental compliance director Ole Christian Schroder said that the systems will be fitted to 55 tankers that had been delivered without any units on board. Ecochlor chief executive Steve Candito said the company was “honoured to have been selected by Scorpio Tankers as their BWMS compliance partner and welcome Scorpio Tankers as a shareholder in our company.” The statement did not say what proportion of the company Scorpio Tankers had acquired or the amount paid. But in general, shipping banks and the public markets have been sparse sources of capital since the financial crisis that started in 2008. In the last decade, alternative investment management funds, or private equity as it is often known, has made a foray into the ship finance arena. There are three basic reasons for private equity to take a stake in a company. The first is ‘distress for control’, which is buying the company’s debt and taking over. The second is structured equity, providing funds in exchange for equity

www.ballastwatermanagement.co.uk

FINANCE | 43

at a later date via warrant options and other instruments. The third approach is direct equity investing: buying a substantial stake in the target to support a management team that presents an opportunity in a ‘dislocated industry’. To support these processes private equity would need support from the shipowner’s clients, which suggest this financing of ballast water treatment systems steps into a complex multilateral arrangement between the owner, private equity, charterers and possibly the ballast water treatment system supplier. An equally complex financing method that has produced a remarkable result was to bring together the loans and assistance available through third parties. In an example in 2019, Dutch bank ING and the European Investment Bank (EIB) signed a €110.4M loan agreement to finance Dutch shipmanagement company Spliethoff’s Bevrachtingskantoor for the retrofitting of 42 vessels in its fleet with exhaust gas cleaning systems and ballast water management systems. The EIB loan is supported by the European Fund for Strategic Investments (EFSI), the main pillar of the Investment Plan for Europe, as well as the Connecting Europe Facility (CEF). The loan is part of the ING and EIB €300M Green Shipping partnership signed in

2018, to support sponsors of green and sustainable projects in the maritime transport sector with advantageous financial terms. The EIB will contribute €49.5M to a €110.4M ING Bank arranged facility to finance the installation of both exhaust gas cleaning systems and ballast water management systems on 17 vessels, exhaust gas cleaning systems on five vessels and ballast water management systems on 20 vessels. EIB vice-president Vazil Hudak stated: “Our joint programme with ING shows that greening the transport sector makes business sense, other than just being important for the environment. The support from the European Commission helps to make the maritime transport sector easier to finance for the Bank, a good example of cross-European teamwork.” Spliethoff Group chief financial officer Michel Fransen said: “We have been installing scrubbers on our fleet since 2013 and are very happy with the results so far. Scrubbers are a very environmentally friendly solution to comply with the 2020 regulations. LNG or hydrogen may have the potential to become even better alternatives in the future, but only in the longer term. The investment in scrubbers also safeguards the interest of our shareholders against uncertainties in

EXAMPLE OF A DEFERRED PAYMENT PLAN ON MAINTENANCE AND BWTS RETROFIT ON A FIVE-YEAR OLD, 52,000 DWT LR TANKER ITEM Dry docking Owner’s Extras (spare parts, paint supply Specialist works (shaft and propeller turbocharger)

US$ 300,000 110,000 40,000

Retrofit ballast water treatment system

200,000

Total maintenance costs

650,000

DEFERRED PAYMENT TERMS Payment due prior to vessel re-delivery (40% of total costs) 12 monthly payments Approximate daily payments Source: Newport Shipping

www.ballastwatermanagement.co.uk

US$ 260,000 32,500 1,100

fuel availability and pricing.” ING Shipping global head Stephen Fewster said: “Sustainability is an important strategic priority for ING. As a bank, we make the most impact through our financing. Therefore we are very proud to partner with the EIB to provide financing to Spliethoff to support their transition to a more sustainable business model while also meeting increasing environmental standards.” Where the owner is unable to take advantage of such schemes, then sometimes the supplier of the BWMS is a potential source of credit. Supplier’s credit is a well-established source and some of the providers of ballast water treatment equipment are part of large, sometime publicly quoted, conglomerates with access to funds at a far lower cost than most shipowners. The question here would hinge on the creditworthiness of the purchaser. Shipping companies are, sadly, rarely investment grade, and it would depend on how comfortable the supplier would be in taking on low-grade debt. An intriguing finance option is offered by Newport Shipping, whose chief risk officer Colin Manchester spent 30 years with Royal Bank of Scotland, which before the financial crisis was the biggest financial supporter of the Greek shipping community. Newport Shipping is a provider of comprehensive drydocking services for shiprepair work, including the purchase and timely delivery of owners’ extras (spare parts, paint supply), specialised maintenance, and equipment upgrades (BWTS, scrubbers). Newport Shipping operates through a network of 12 shipyards with 28 docks capable of handling all vessel sizes and approximately 2,100 dockings annually across the Atlantic and Pacific trading zones. The Newport Shipping finance offer is a deferred payment plan for up to 60% of the payments on a drydocking and associated work, which releases working capital. In addition, the company provides a single invoice for all work, making it a one-stop shop for the owner’s needs. BWTT

Ballast Water Treatment Technology 2019

44 | FILTRATION

The art of filtration Filtration is a natural starting point for ballast water treatment systems and has developed into a specialist sub-sector of the industry, but it is not a universal

t is estimated that between 10 and 12 billion tonnes of ballast water is transported around the globe each year, with the potential to carry bacteria, plankton, viruses, small fish, crabs or jellyfish into foreign ecological systems. In the early days of ballast water treatment it was assumed that a simple filter on the intake would prevent the majority of organisms entering the ballast tanks. But research showed the mesh required would have to be much finer, which leads to clogging unless highly sophisticated technology is employed. The BWM Convention D-2 performance standards specify an organism with a maximum dimension of 50 μm, which is a technological challenge compared with a simple mesh filter. There is still a need to filter large matter at the intake stage, and the majority of the systems require automatic prefiltration of the seawater taken on board. Therefore a fine filter is installed between a coarse separator and the chemical or physical disinfection units. The filter’s task is to remove animal and vegetable organisms, as well as sediment from the

ballast water. It must operate in a marine environment while overcoming the following challenges: • adhere to the degree of separation required (D-2 maximum dimension of 50 μm) • combine the required filter fineness with high volume flows and long operating times • exclude blockages of the filter mesh, despite high pollution of the ballast water • withstand the aggressiveness of the seawater • be easy to install, retrofit, operate and maintain • and have a low footprint and low operating costs. The stipulation of the organism size does not take into account the flexibility of being able to squeeze through the regulatory filter opening, nor the tendency of scientific techniques to progress, revealing ever smaller and equally aggressive forms of life in ballast water. Boll & Kirch Filterbau manufactures filters for a wide range of industries and supplies its Bollfilter brand into the ballast water treatment market. In 2017, Boll & Kirch

Erma First ballast water treatment system, USCG type-approved with Filtrex filters

Ballast Water Treatment Technology 2019

www.ballastwatermanagement.co.uk

FILTRATION | 45

launched the Bollfilter AquaBoll model, which has a filtration capability down to 20 μm. AquaBoll is an automatic backwash filter model and is said to significantly increase overall plant efficiency through optimised functionality and adaptability. It is based on a novel platform concept, which uses a multi-part housing that can be adapted to suit a range of installations, even in small spaces. Filter elements, variable connection-flange positions and different housing materials support its flexibility to match the filter to application-specific filtration requirements. The AquaBoll filter is available in seven sizes, covering throughputs ranging from 50 m3/h to 1,250 m3/h. The smaller sizes have a cast pressure vessel, with its two halves bolted together, making it possible to orientate the inlet and outlet to suit the installation. For the larger sizes, the vessel is made from welded steel, because of the higher pressures involved. Boll & Kirch’s Bollfilter brands also include the Bollfilter 6.18.3, which has already received United States Coast Guard (USCG) approval. It is available with optional 30 µm, 40 µm or 50 µm filtration. Customers include SunRui and its BalClor ballast water treatment system, and the Norwegian ballast water management system provider Optimarin. Optimarin was the first ballast water system manufacturer to achieve USCG type-approval, and its systems are now available with 40 µm filters from Bollfilter, Filtrex of Italy, and Filtersafe. Alfa Laval reports promising results from using Filtrex filters in its PureBallast 3.1, in two separate papers. The first, conducted for dredging contractor Van Oord at Dutch research facility Marine Eco Analytics (MEA-nl), demonstrated the ability to handle 250 mg/L of sediment, which is equivalent to samples taken by the Van Oord in the very muddy waters of Mumbai. The second study, an onboard comparison performed on a large container ship, established that the Filtrex basket filter with enhanced cleaning has 10 times greater backflushing efficiency than a standard filter. More recently, Greek company Erma First’s current USCG Certificate was amended with the series of FILTREX filters (Alternate filter under the USCG Regime) and all models of Erma First ballast water treatment system FIT will have options of Filtrex or Filtersafe filters as per its current IMO Type Approval. Filtersafe filters were used in the first chemical injection treatment system to receive USCG Type Approval. This was the Ecochlor ballast water system, which was approved in 2017 for a range of maximum treatment rated capacities between 500 m3/h and 16,200 m3/h. At the time the USCG issued a statement stating: “DNV GL’s evaluation and recommendation that Ecochlor be approved for use with all filter models of the Filtersafe BS-series. Filtersafe Standard and Turbo BS-series filters may be used with no limitation to their associated treatment rated capacity.” As well as Ecochlor, Filtersafe lists its partners in the ballast water treatment industry as:

www.ballastwatermanagement.co.uk

The Erma First Fit BWMS uses 40 μm backwashing filters (credit: Erma First)

• De Nora • Bio UV • Cathelco • Wärtsilä • Doosan • Headway • Sunrui • Optimarin • Erma First Among the other manufacturers of filters, HYDAC of Germany is a provider of pre-filter systems for ballast water treatment systems, namely its Hysteam back filter. This has a filtration point of below 40 µm according to the manufacturer’s specifications. Of the 100 or so ballast water treatment systems currently in the Ballast Water Treatment Technology database, 70 use a form of standard filtration. Given that in some cases these ballast water treatment systems have been in development and production for 20 years, there are clearly many positives from using pre-filters and filters to protect and enhance ballast water treatment systems. But there are drawbacks, too. Nearly all filters used in ballast water treatment systems incorporate some form of cleaning regime, usually a backflushing process. This has been automated, but there is the underlying fear of filter clogging, real or otherwise. This is one of the memes used in the marketing of ballast water systems without filters. The 30 non-filter ballast water treatment systems use a variety of processes: 1. Electrolysis/electrochlorination (AquaStar, Hwaseung, Panasonic, STX, Techcross) 2. Chemical (Envirocleanse inTank, Kurita) 3. Ozonation (NK Co Nk-Cl BlueBallast, SunBo Industries BlueZone) 4. Peraclean disinfectant (Evonik Avitalis, NYK SkySystem) 5. Heat, de-oxygenation (Bawat) ⊲

Ballast Water Treatment Technology 2019

46 | FILTRATION

⊲ 6. Ultrasound, de-oxygenation (Coldharbour Marine)

7. Cyclonic, electrolysis/electrochlorination (Erma First ESK) 8. Ferrate (Ferrate) 9. UV (Bawat) 10. Pressure vacuum, UV (Knudsen KBAL) 11. De-oxygenation (MH Systems) 12. Membrane filtration (Mitsui Engineering FineBallast) 13. De-oxygenation, cavitation (NEI Treatment Systems VOS) 14. Ultrasound, UV (BlueSonic) 15. Heat (Ulmatec Pyro) 16. Fresh water, chlorination (Van Oord) The above use a variety of processes. De-oxygenation is achieved either by removing oxygen from the ballast water, such as in NEI Treatment System’s venturi stripping, or by adding inert gases from the ship’s engines or produced by a nitrogen generator in sufficient quantities to bring the oxygen content below that needed to support life, as in the Coldharbour Marine method. This method is particularly suited to tankers where inert gases are already used as a blanket in the tanks to prevent fire and explosions. The lack of oxygen in the ballast water will also help to inhibit corrosion in the ballast tanks, especially where the tanks have not been coated. Cavitation will inflict shock damage to living organisms. This may kill the organism outright, but is designed in any case to inflict damage that will make subsequent treatment by other methods more effective. Although not exactly making use of heat by direct application, the Knutsen KBAL system does make use of a lowpressure boiling phenomenon to achieve disinfection. Treatment in the type-approved KBAL system is a two-stage process that does not include any filtration. The first stage involves a

USCG type-approval for Sunrui ballast water treatment system with Boll & Kirch filters

Ballast Water Treatment Technology 2019

pressure vacuum reactor working in combination with a vertical ballast water drop line to create a low-temperature boiling condition that eliminates the majority of the organisms. Any remaining bacteria are then eliminated by the UV chamber mounted downstream of the pressure vacuum reactor. The Ferrate treatment is a unique process owned by Ferrate Treatment Technologies that uses a specialised molecule of iron in its plus-6 oxidation state and known as iron VI. The disinfection process employs oxidation and, although the end product is non-toxic, making the special iron molecule on board in a device called the ferrator involves the use of hazardous chemicals. Using pre-treated water is an option that has been given a lot of thought but passed over mostly because of cost. However, Dutch dredging specialist Van Oord was given basic approval for its system at MEPC 65. Designed for ships such as dredgers with a minimal ballast capacity and which do not ballast regularly, the system makes use of potable water supplied from shore or generated on board. Such water would be free of organisms larger than 10 microns, but might need additional chlorine such that the maximum concentration of 5 mg chlorine per litre of ballast water is achieved. The filterless Kurita ballast water treatment system from Japan is now going to be handled by TeamTec. Under a new distribution agreement, TeamTec will provide worldwide sales and marketing, as well as handling project execution, delivery and lifecycle service. Kurita Water Industries of Japan, the developer of the system, is a company that supplies chemicals to produce industrially clean water for manufacturing processes. It is said to be unique in that it does not use filters but only water treatment chemicals (sodium hypochlorite) to eliminate aquatic organisms in the ballasting process and neutralise the ballast water in the deballasting process. The configuration is simple: no filter, chemical storage tanks, equipment for feeding chemicals and controlling equipment. The system is IMO G8/G9 approved and currently is in the process of obtaining both revised G8 approval and USCG type-approval. According to Kurita, the ballast water treatment system does not need large-scale reconstruction work. The system’s notable advantage is that it can be retrofitted during a regular inspection of the ship. TeamTec head of sales and projects Edvin Tunheim Tønnessen said: “from customers with older vessels we have seen an increasing demand for ballast water management systems that do not use filters and generally are easier to install. Kurita BWMS will enable us to offer a system with a very low system installation cost, as well as give us a good alternative for vessels with low ballast water-flow rates.” TeamTec is a subsidiary of the IMS Group of Norway, which in 2017 purchased the rights to Oceansaver ballast water treatment system after the original company went bankrupt. The IMS Group continues to manufacture and support the Oceansaver BWMS, now sold under the name TeamTec Oceansaver ballast water treatment system. BWTT

www.ballastwatermanagement.co.uk

48 | ENVIRONMENT

Public service: why shipping must listen to the global voice A year ago shipping made a public statement about the environment. This year, the public made an environmental statement about shipping

SeaHow Smart Buoy deployment: active real time 24/7 water and air quality testing (Credits: Seppo Virtanen/Meritaito Ltd)

n October 2018 IMO wished to show the general public it was acting on the environmental issues surrounding the question of air quality and ship emissions. IMO’s Marine Environment Protection Committee (MEPC) set out an agenda of action points for its member states as they begin to discuss and attempt to define the measures they will take to meet the initial greenhouse gas (GHG) emissions-reduction framework targets agreed at MEPC 72 in April 2018. The preliminary ‘programme of follow-up actions’ is intended to develop the necessary range of short-, mid- and long-term measures required under the initial GHG framework. The short-term measures that would chart a course to at least halve global

Ballast Water Treatment Technology 2019

emissions from shipping by 2050 could be finalised and agreed between 2018 and 2023; mid-term measures, between 2023 and 2030; and long-term measures, beyond 2030. Saying the actions send “a clear signal” on how to make progress on GHG reductions in shipping, IMO secretary-general Kitack Lim charged the member states of IMO to go further and move more swiftly to meet greenhouse gas reduction targets. “I understand that you have a heavy workload ahead,” he said. “I am convinced that … you will be able to deliver and even accelerate the pace of actions and tackle this immense and global challenge.” Events have since overtaken that statement. Many people will point to the impact of David Attenborough’s Blue

Planet series, where the veteran natural history presenter lamented the decline of species during his 50-year career. In May 2019, a 16-year-old Swedish climate change activist helped bring the main thoroughfares of London to a standstill as Extinction Rebellion operated a wellco-ordinated protest. Over 1,000 people were arrested. IMO headquarters in London was one of the targets of the Extinction Rebellion protest, with its doorway becoming a stage as a dance troupe performed a haunting rendition of a dying ecosystem to the arriving delegates. If IMO had not understood the message that it was under public scrutiny, it did now. But elsewhere the good intentions of the EU environmental lobby fail to comprehend the realities of the global shipping business. In an open letter to the industry, BIMCO secretary general and chief executive officer Angus Frew explains his concern over the impact and implications of the newly introduced EU regulation on ship recycling: “I strongly advocate global regulations for the global shipping industry and I believe that we should all vehemently oppose regional regulations when they override existing global regulations developed by IMO. The EU regulation on ship recycling that entered into force in 2013 is an example of how regional bureaucrats can create rules that make life difficult and uncompetitive for shipowners. On the one hand the EU wants more ships under EU flag, but on the other, they require that all EU-flagged ships be recycled at an EU-approved facility where the shipowner is likely

www.ballastwatermanagement.co.uk

ENVIRONMENT | 49

only to receive a fraction of the price that they would have achieved from a recycling facility in, for example, India or Pakistan. BIMCO employed a consultancy to investigate the list published in December 2018 of EU-approved recycling facilities. It turns out that only nine of the 26 approved facilities are realistically open for ship recycling, and only three of those are able to recycle a Panamax-size ship (or larger). If you are a facility located inside the EU, you can apply to the European Commission for automatic inclusion on the EU list. Late last year, I personally rang one of the ‘facilities’ on the EU list and they told me that they had not started building the facility at that point, but were intending to start sometime in 2019. Laughable though it may seem, I would have thought it should be a minimum criteria that EU-approved yards should be open for business! If you own a shipyard outside the EU, you must apply to get on the EU list, your facility must be physically inspected as part of the process, and you must prove ongoing compliance. As of December 2018, 27 facilities outside of the EU had submitted applications but only three had been approved (two in Turkey and one in the US). Currently, over 90% of recycling is performed in facilities in Asia (excluding Turkey); 17 of the applications were facilities from that region but only two had been inspected, or inspections were underway. It is important that both the people working at the recycling facilities and the environment be protected. If the EU is interested in improving conditions at non-EU facilities, it should at least provide relevant assistance and guidance to the applicants and could even help the facilities achieve full compliance. In summary, the EU rules are a suboptimal solution. Ratification of IMO’s Hong Kong International Convention on Safe and Environmentally Sound Recycling of Ships is the best way forward. This will retain a level playing field for both shipowners and ship

www.ballastwatermanagement.co.uk

recycling facilities, at the same time ensuring that ships are recycled in a safer and more environmentally friendly manner. The goal of the rules is – at least in part – to make sure ships are recycled in an environmentally friendly and safe manner. I fully approve of that goal, and so does BIMCO. But the way the EU regulation has been implemented to date is detrimental to EU-flagged ships and appears to heavily favour European recycling facilities at the expense of those Asian facilities that currently recycle 98% of world tonnage.”

The battle below the waterline

The talk at IMO, the actions of Extinction Rebellion and the new law on ship recycling in the EU all tackle the visible emissions and debris from ships, but it is below the waterline where the next battle will be fought. In many respects, the ballast water treatment industry is already at the forefront of preventing the spread of invasive species from inside the ship. On the outside, new techniques in antifouling are having remarkable results. A Team Tankers International MR tanker’s hull experienced no soft fouling coverage after a 40-month

Philip Chaabane (I-Tech): “The independent data analysis coupled with the underwater hull inspection prove that Selektope delivers strong protection from hard fouling.”

trial of an antifouling coating. The Bermuda-based owner and operator coated Team Calypso’s vertical sides with Chugoku Marine Paints’ SEAFLO NEO CF-Premium antifouling coating, which contains a non-lethal agent called Selektope, during drydocking at Sembcorp’s Singapore shipyard in 2015. During the trial, the vessel was in active operation across a wide range of trade routes, often operating in global biofouling hotspots with water temperatures between 25°C and 32°C, and spent several extended periods idling in these zones. An inspection carried out during Team Calypso’s inwater survey scheduled 35 months after the coating was applied showed the hull to be virtually barnacle-free with no soft fouling coverage. Third-party data analysis verified the performance of the coating, showing that at month 40, total added resistance on the vessel’s hull and propeller due to fouling was 16%, compared with an expected 30% for a reference ship of a similar age, size and trading patterns. The development of added resistance was calculated at a rate equivalent to 0.4% per month, compared with an expected rate of between 0.5% and 1.5%. Developed by Swedish biotech firm I-Tech AB, Selektope works by activating the octopamine receptor of barnacle larvae, which keeps them in swimming mode and prevents them from attaching to the hull. As a result of the successful performance, Team Tankers International has committed to applying the coating to a further four vessels, Team Tapatio, Team Toccata, Team Tosca and Team Leader. Team Tankers performance and environmental manager Captain Pär Brandholm said: “Team Calypso has operated for over three years since its last drydock, and we can conclude that the fouling of the hull remains at a very low level. We hope the trend will continue being flat. “We anticipate similar performance for our vessels Team Tapatio, Team Toccata, Team Tosca and Team Leader using the same hull coating containing Selektope.” I-Tech AB chief executive Philip

Ballast Water Treatment Technology 2019

50 | ENVIRONMENT

Chaabane comments: “This tanker owner is reaping the fuel-saving benefits associated with a Selektopepowered antifouling coating. The independent data analysis coupled with the underwater hull inspection prove that Selektope delivers strong protection from hard fouling, whatever the vessel’s activity or trading pattern.” Biofouling of hulls and propellers can substantially increase frictional resistance and power requirements, in turn increasing fuel consumption and emissions generated. As well as the impact on fuel consumption and maintenance costs, operators face external pressure to act to minimise biofouling. Vessels could be denied entry to ports in certain regions, as authorities take regulatory action against transporting invasive aquatic species via ships’ hulls. And as average global water temperatures rise, the number and intensity of biofouling hotspots increases. Owners of tankers that trade or idle in these waters, particularly in subtropical and tropical areas, will therefore increasingly demand antifouling coatings that will guarantee protection even if activity or trading patterns change. In 2016, I-Tech’s Selektope solution was recognised at the Tanker Shipping & Trade Conference & Awards in London, where it won the Environmental Award.

Partners for the series of four shuttle tankers under construction at Samsung Heavy Industries (SHI) in South Korea. The Norwegian Export Credit Guarantee Agency provided guaranteed loans of US$165.5M in addition to Nkr133M (US$15.28M) from Enova. Teekay Offshore Group chief executive Ingvild Saether claimed the newbuild vessels would be “the most environmentally friendly shuttle tankers ever built”. “What makes me particularly proud is that bunkering requirements and CO2 emissions will be reduced by approximately 50%, thereby reducing the environmental footprint of our operations significantly,” he said. The new ‘E-Shuttle’ tankers will operate on liquefied natural gas (LNG) as the primary fuel, and a mixture of LNG and recovered volatile organic compounds (VOCs) as secondary fuel. Technology on board the ships removes up to 100% of VOC emissions, according to manufacturer-supplier Wärtsilä. The VOC recovery system converts VOC emissions into liquid gas, feeding the gas into a secondary fuel tank on board the vessels, reducing annual fuel bunkering by up to 3,000 tonnes, according to the manufacturer.

Tanker Shipping & Trade Conference & Awards 2018: Environmental Award winners

One innovation that could completely change the detection of emissions above and below the water has been proposed by Finnish buoy maker SeaHow. The extreme conditions of the Baltic Sea and the ice pack of the inland lakes in Finland demand a completely different shape and material from the traditional spherical metal buoy. SeaHow has manufactured over 30,000 tall cylindrical polyethylene buoys and navigation aids. SeaHow’s Smart Buoy uses the hollow space of the buoy to carry a range of instruments to analyse water quality and air quality. The robust polyethylene buoy with monitoring

The winner of the Environmental Award at last year’s Tanker Shipping & Trade Conference & Awards in London was the Teekay and Wärtsilä Marine Solutions’ shuttle tanker project. These innovative vessels will operate in the North Sea and have attracted additional funding from the Norwegian Ministry of Climate and Environment funding vehicle Enova, which contributes to Norway’s transition towards a lowemission society. Altogether, Norwegian funding sources have extended more than US$180M in financing and subsidies to US-listed Teekay Offshore

Ballast Water Treatment Technology 2019

Breakthrough in aboveand below-the-waterline emissions detection

VESSELS COULD BE DENIED ENTRY TO PORTS AS AUTHORITIES TAKE REGULATORY ACTION AGAINST TRANSPORTING INVASIVE AQUATIC SPECIES VIA SHIPS’ HULLS”

sensors and mobile data transmission collects real-time oceanographic data from the sea, online 24/7. The Smart Buoy concept has been used in measuring water quality. The main applications where buoys have been used are turbidity spreading during harbour dredging and dumping operations, current magnitude and direction monitoring, and wave monitoring. In addition, multiple systems have been used for blue-green algae, salinity, temperature and oxygen monitoring in the Gulf of Finland and Archipelago Sea. In 2016, a Smart Buoy with oil detecting sensor was installed for test use near the Neste Refinery in Porvoo. This smart-navigation ice buoy system delivered real-time data on oil in water in that coastal Gulf of Finland station during the winter. The Smart Buoy technology for monitoring of oil was developed within the EU Horizon 2020 funded project GRACE, coordinated by the Finnish Environment Institute SYKE. The Finnish company Meritaito Ltd and subcontractor Luode Consulting Oy were responsible for the Smart Buoy development work. In theory, with the correct instrumentation, a Smart Buoy could fulfil its passive role as a navigation aid at sea while actively analysing exhaust content for sulphur content from passing ships. BWTT

www.ballastwatermanagement.co.uk

STEADFAST QUALITY UNMATCHED SERVICE The Marshall Islands Registry consistently performs. The record speaks for itself. Choose to fly the world’s local flag.

International Registries (U.K.) Limited in affiliation with the Marshall Islands Maritime & Corporate Administrators

blog.register-iri.com www.register-iri.com london@register-iri.com

Visit Us During Nor-Shipping 2019 at BOOTH D02-13

THE HEART AND SOUL OF YOUR UV BWTS EQUIPMENT – MADE IN GERMANY – The heart: Our medium pressure UV lamps We develop and manufacture most powerful UV lamps to the highest quality standards to achieve excellent lifetime and utmost UV efficiency. The soul: Our electronic lamp controls The ELC® X series combines excellent lamp control performance with highest reliability in marine environment applications. The body: Our electronic lamp control cabinets The ELC® X cabinet series builds the perfect frame for our ELC® including power distribution and EMC filtering. Connect a bus cable with PLC and get started!

15-16 October 2019, Singapore

BOOK NOW

Our highly flexible engineering and manufacturing guarantees perfect integration into your UV ballast water treatment system.

PROGRAMME HIGHLIGHTS

• What is the right fuel choice? • What role can enginebuilders play in aiding compliance and how are their designs and plans affected by the cap? • What are the technological problems posed by new fuels? • Will there be sufficient compliant fuel available? • Will fuel quality be maintained? • Are scrubbers an efficient and cost-effective solution? • How is lube choice affected by the cap? • Will we see large-scale adoption of LNG post-2020? • How will shipowners’ operations and bottom lines be affected? For more information please contact Tom Kenny on +44 7432 156339 or at tom.kenny@rivieramm.com

www.asian.sulphurcap2020.com

eta plus electronic gmbh www.eta-uv.com

Tanker Shipping & Trade

Conference | Awards | Exhibition 26-27 November 2019, London

The Tanker Shipping & Trade Conference, Awards & Exhibition returns on 26-27 November at the Amba Hotel, Marble Arch, London. Join 200 delegates, including more than 50 owners, from across the global tanker industry for the industry’s premier commercial tanker conference. After several false starts the tanker market looks like it is climbing out of the recovery phase of the shipping cycle and entering the foothills of the next boom phase. But, the regulatory hurdles are approaching fast, and the November 2019 Tanker Shipping & Trade Conference will be the last before the IMO 2020 global sulphur cap is introduced on 1 January 2020. By November 2019, owners and operators will be completing their fuel compliance preparations and looking to share and learn from their peers. This combination means that Riviera’s Tanker Shipping & Trade Conference, Awards & Exhibition is a must-attend for anyone operating or associated with tankers.

What the industry says: “Very useful content – issues were addressed head-on and solutions proposed” Sanjay Patil, Eaglestar “Excellent range of topics covered in sufficient depth by experts” Faisal Al-Thinsseini, Bahri Chemicals “Well organised, informative and good networking” Gordon Cooper, Future Care

Visit www.tankershippingconference.com or for more information please contact Chris Tims on +44 20 8370 7015 or at chris.tims@rivieramm.com

Platinum sponsor

Gold sponsors

Silver sponsors

Supporting media

Organised by

CONTAINERISED SYSTEMS | 53

The rise of the containerised ballast water treatment system The containerised ballast water treatment system is a clever engineering solution to a tricky problem

he containerised ballast water treatment system answers the question: what if the vessel’s own ballast water system has failed and the vessel still needs to discharge? One answer is for the vessel to perform an IMO BWM convention D1 ballast water exchange 200 nautical miles from the coast, which would almost certainly result in losing the berth and incurring extra costs and time on the voyage. These costs in money and time could, in theory, be reduced by a portbased solution such as a ballast water treatment system on a barge or the quayside. This is exactly the system demonstrated by global shipbuilding conglomerate Damen. Damen Green Solutions produces three models of ballast water treatment systems. The Damen LoFlo is a skid-mounted standard in vessel D-2 certified low-capacity system available with a maximum flow rate of 90 m3/ hour for small yachts, naval vessels, and offshore vessels. According to Damen literature, this system is based on a filtration and UV light Bio Sea unit from France. There are two containerised Damen Green Solutions systems. The BalCon is a smaller ballast water treatment system that fits inside a standard 20-ft container for ease of transportation. It

www.ballastwatermanagement.co.uk

has a maximum flow rate of 3,000 m3/ hour and can be attached to the deck of a ship or from the quayside. Damen Green Solutions also offers a worldwide (D-2 certified, US waters excluded) ballast water treatment response service, InvaSave 300. This has been developed inhouse by Damen and is claimed to be the only ballast water treatment system that offers a single-pass ballast water treatment service at the intake or the discharge port of the vessel. There is no backwash and no holding. The InvaSave modular unit operates at up to 300 m3/hour (other units can be added to increase flow rate), contained in a 40 foot shipping container. One application of InvaSave 300 particularly pertinent to a shipbuilder like Damen is the case where a newbuilding is to be delivered but is not fitted with a ballast water treatment system due to its limited area of operation. In July 2018, Damen shipyard produced a 5,000 dwt newbuild product

tanker, Elena H, which was loaded with clean ballast water from a Damen Green Solutions InvaSave containerised treatment system for the vessel’s delivery voyage from the Netherlands to Argentina, where the vessel will be operated by Navios Logistics, a subsidiary of Navios Maritime. Elena H made the maiden voyage from the Netherlands to Argentina on its own keel but, once in service, will remain permanently in local waters and will not need to treat its ballast water. Damen Green Solutions explained that instead of installing a ballast water management system for this single international trip, its InvaSave system supplied clean ballast water that met IMO’s D-2 standard for the ballast voyage from the Netherlands. Damen Green Solutions sales manager Philip Rabe said in a company statement that InvaSave has proved itself to be “a versatile tool to treat ballast water of vessels without the need to install a BWMS.” He said the company’s goal “is to build up

Damen InvaSave is fully road mobile by a single truck (image: Damen Green Solutions)

Ballast Water Treatment Technology 2019

54 | CONTAINERISED SYSTEMS

a reliable worldwide ballast water service network” and that it is in talks with several yards and harbour service providers around the world. During 2019, the Damen Green Solutions InvaSave box is on a tour of European ports to demonstrate its effectiveness as an emergency ballast water treatment service. This includes being installed at Las Palmas de Gran Canaria for a demonstration programme as part of the 'Atlantic Blue Port Services’ project. In the demonstration, the unit was connected to a vessel’s ballast water discharge manifold and the water treated during de-ballasting. Damen Green Solutions sales manager Philip Rabe said: “We are delighted to contribute to this important project. The importance of adequate port-reception facilities to a cleaner maritime industry is crystal clear and InvaSave can make important contributions in this regard.” According to Damen Green Solutions, InvaSave is the world’s only land-based ballast water management system that is IMO-certified to carry out such a job in a single treatment step, without any holding times or chemicals. The Damen ballast water treatment systems are certified to D-2. When

asked if the Damen systems would be USCG certified, a company representative explained the company was in talks with the authorities. Ballast Water Containers (BWC) has taken a different approach, in that it has teamed up with several USCG type-approved manufacturers to offer a range of solutions. BWC currently collaborates with the following BWT manufacturers: Alfa Laval, Ecochlor, Optimarin and Wärtsilä. All BWT solutions provided by BWC are available with USCG type approval. Early in 2019, BWC and Erma First announced a collaboration that will increase the ballast water management system options available to the shipping industry. BWC chief executive Richard Lawson commented: “We were delighted to be contacted by Erma First, and after working closely with their technical team over the past three months we are now extremely pleased to be able to offer a containerised version of the Erma First FIT system. A shipowner can now reduce yard installation time and achieve a better control of their budget by ordering a prefabricated, preinstalled BWC Erma First container or deckhouse.” Erma First managing director

BWC has engineered a skid-mounted Erma First FIT to fit inside a container

Ballast Water Treatment Technology 2019

Konstantinos Stampedakis stated: “We are very eager to start our co-operation with Ballast Water Containers and we are proud to have such a wellestablished company as a part of our team. Our aim has always been to satisfy our customers, offering them innovative, high-quality systems and services. In this sense, we believe that this containerised version of our system will facilitate our clients as well as the installation process.” Another container-based ballast water treatment concept is being explored by UniBallast of the the Netherlands. Under the UniBallast proposal, a vessel arriving in port would discharge ballast directly into a tank barge, which would transport the ballast water for treatment at a shore based facility – including a containerbased ballast water treatment system. UniBallast has developed an IACS type-approved Universal Ballast Water Port Connector (UBPC) for discharge from ship to the collection barge. The UBPC is available in various sizes from 4″ to 12″, or 20” or more upon request, depending on the flow capacity needed, and can be installed in the ship’s hull or on deck. Outside a flexible rubber hose connects the ship to a treatment facility, e.g. a collection barge, portable treatment container or other port reception facility. Inside the UBPC has a tie-in to the existing piping of the ship’s ballast water system. The ship’s own ballast water pump is used, so there is no loss of flow capacity compared with the normal ship’s ballast water discharge operation. UniBallast claims the advantages are that ships do not have to wait for treatment when de-ballasting, and that the concept ensures that deballasting flow for treatment is similar to the ballast water pump’s pumping capacity, ensuring that ship operations are not limited by the in-port treatment operations. The ship owner’s responsibility ends immediately after discharge, and vessels are not required to wait for actual treatment and IMO/ USCG required holding times for discharge. BWTT

www.ballastwatermanagement.co.uk

CUC Independent Laboratory IMO and USCG type approval is crucial for BWMS manufacturers. Control Union Certifications and its sublabs are a US Coast Guardaccepted Independent Laboratory for testing of BWMS in accordance with 46 CFR 162.060.

USCG AND IMO BWMS CODE/G9 APPROVAL Contact: Cees van Slooten IL Coordinator E cvslooten@controlunion.com T +31 6 2248 1236 W controlunion.com/ballastwater

We offer hybrid IMO/USCG projects to obtain USCG type approval in parallel with IMO BWMS CODE and/or G9 approval at a national administration of your choosing. We ensure the quality of your project – on schedule – through transparent communication, personal commitment, flexible planning and clear accountability.

One-stop Global VGP Monitoring Peterson Vessel Performance Centre, your partner for environmental compliance and superior vessel performance. We offer a one-stop Port locations

Local offices

solution to help your good vessel’s sampling and analysis activities in accordance with EPA’s Vessel General Permit 2013 compliance with our Global VGP Monitoring service.

Worldwide network coverage In 45 key ports along all major trade-routes and offices in 70+ countries: • Shipboard sampling, • Laboratory services, and • Local support

State-of-the-art laboratories 100% quality assurance for VGP compliance, through Control Union Water-affiliate and recognition as Independent Laboratory (IL) by the US Coast Guard

Integrated coordination and reporting Central team of experts helps to: • Minimize interruptions to operations, • Offer at short notification time, and • Be a single point of contact

Contact: E info@vesselperformancecentre.com T +31 10 282 333 W vesselperformancecentre.com

Secured IT platform ISO27001 certified cloud-based IT platform accessible 24/7, offering differentiated levels of access—to crews, superintendents, and shore-staff— to securely share results and report real-time

56 | CLASS SOCIETIES

Class societies report their experiences with ballast water treatment systems Class societies are finding that operators have concerns with newly fitted ballast water treatment systems

William H Burroughs (ABS): Owners and operators report “operationally problematic” ballast water treatment systems

Ballast Water Treatment Technology 2019

BS director and senior principal engineer William H Burroughs reports that substantial operating challenges lie ahead for those operators with retrofitted ballast water management systems. In its latest survey of almost 500 vessels installed with retrofitted ballast water management systems, the class society found the proportion of users who considered their systems to be ‘inoperable’ to have fallen to 6%, from 14% in a similar ABS audit from late 2017. However, the number of owner/ operators that reported their systems to be “operationally problematic” jumped to 59% from 29%. While this is a worrying trend, it also reflects the operational learning curve inherent in operating systems. About 35% of the installed ballast water management systems on the vessels were deemed to be operational at the time of the survey. That said, with compliance requirements already in force for US ballast water discharges and soon to be in force for more of the global fleet, owners and operators are still trying to gain critical experience with assorted ballast water management systems and the associated technologies. In the survey, seven different types of ballast water management systems were examined, including those using: • Filtration + Side-stream EC + Neutralisation (used by 29% of respondents)

• Filtration + UV treatment (20.7%) • Ozone treatment + Neutralisation (19.9%) • Filtration + Full flow (In-line) EC + Neutralisation (17.8%) • Full flow (In-line) EC (7.5%) • Filtration + Chlorination via chemical addition (5%) •Filtration + De-oxygenation (0.2%) The questionnaire’s findings, which were supported by a series of workshops conducted in New Orleans, Shanghai, Hong Kong, Singapore and Athens, included feedback from owners of bulk, gas, product, heavylift and vehicle carriers, as well as container ships. The workshops shared the current best practices that support the integration of BWM systems, exploring the challenges of different technologies, ship types and sizes, operational and environmental conditions, operating frequencies, crew competencies and system-maintenance requirements. Results varied among ballast water management technologies, but the feedback broadly revealed growing concerns among shipowners about the operational reliability of the systems, the operating expenses being as expected, the availability of vendor support, the quality of associated control software and adequate levels of crew training. The questionnaire often exposed lengthy periods for full adoption of ballast water management system technology, which suggests the need for owners to urgently start the selection process and for them to resist the temptation to make cost their sole criterion. In addition to many crews being unfamiliar with the systems they were tasked with operating, the

www.ballastwatermanagement.co.uk

CLASS SOCIETIES | 57

questionnaire and seminar feedback found widely disparate levels of technical support being offered by the vendors. These findings in particular should encourage shipowners to assign at least one company engineer to participate in the installation process, and to operate it as much as possible before the compliance deadline to build corporate and crew familiarity. Owners of large fleets would also be well advised to nominate one ship as the training platform; more resources may have to be spent on operating and training for that ship, but it would help build operational reliability by familiarising other crews before they deploy. Just over 70% of the vessels surveyed had their ballast water management systems installed during construction, against almost 4% having been retrofitted during drydocking. Almost one quarter did not reveal where their ships’ systems were installed. Across all technologies, about one third of respondents were happy with the reliability of the systems they had installed. Isolating with any certainty the predominant source of the perceived unreliability proved difficult, though, as it varied based on ballast water treatment technologies used. Certainly, post-installation vendor support has proven difficult to secure, particularly for owners domiciled outside the country of original manufacture. Other feedback suggested that of the under-performance ratings for what is essentially new technology, some were attributable to the skillsets of the crews operating the systems. Some of the highest levels of dissatisfaction came from owners whose personnel received training ‘on the fly’ during commissioning, as on-board-acceptance testing was conducted. About 40% of owners considered their systems to be ‘user friendly’, though given that this is a subjective evaluation, it is entirely possible that any two owners could judge the same

www.ballastwatermanagement.co.uk

DISTRIBUTION OF BWMS SALES BY SUPPLIER TYPE 4%

13%

70% Independent

Marine Equipment supplier

Shipyard related

Owner/Operater related

Water treatment specialist

A high proportion of sales by Asian domestic manufacturers supplying local yards (credit: LR)

treatment system from opposite sides of the spectrum. But the measure does speak to overall industry comfort levels with the technology. Commenting on ABS’s efforts to assess the issues through its workshop and questionnaire, Crowley Maritime Corp director of engineering contracts Roy Choudhury said: “We commend ABS for taking the lead on this topic and facilitating dialogue on such a critical issue to the industry. By participating in the questionnaire and the workshop, we were able to hear from others in the industry who are experiencing similar challenges and share strategies that can benefit the broader marine industry, helping us all meet and achieve environmental compliance objectives.”

Time is running out for operators

ClassNK of Japan found a different but equally pressing set of issues in its own recent survey. In an analysis of the dates of expected retrofit of ballast water treatment systems among vessels under its class, it found that the data is heavily skewed towards 2022. ClassNK found there are 7,315 ships on the ClassNK register that are obligated to install ballast water management systems in compliance with the BWM Convention by 2024. Of this number, 1,915 ships have completed the installation, leaving 5,400 ships that still require attention. By the end of the years below, owners are obliged to retrofit ballast water management systems: • 2019 = 92 vessels

Ballast Water Treatment Technology 2019

58 | CLASS SOCIETIES

• 2020 = 662 vessels • 2021 = 795 vessels • 2022 = 2,832 vessels • 2023 = 558 vessels • 2024 = 461 vessels ClassNK warns owners and operators to submit vessels before the deadline to avoid a bottleneck in vessels requiring approval, although the class society also notes that in the case of some vessels, it may be uneconomic to retrofit ballast water treatment systems.

Domestication of ballast water treatment systems

There is very little data on the sales of ballast water treatment systems or complete ballast water management systems, but Lloyd’s Register (LR) has posted some data on its website that gives an indication of sales. An analysis of the data shows the importance of the relationship between domestic ballast water treatment technology manufacturers and shipyards. According to Ballast Water Treatment Technology’s analysis of the LR data, approximately 70% of the recorded sales can be assigned to manufacturers that have a close link with shipyards. This indicates that the analysis is likely to be skewed by the number of sales linked to newbuildings in Asia. In the run up to 2024, there will have to be a surge in retrofits among the existing fleet, which may overturn the historical dominance of ballast water management systems from local domestic suppliers in Asia.

Retrofit advice

The surge in ballast water management system retrofits is going to be a challenge to operators and to class. To smooth the way, in March 2019 DNV GL issued a guide to approval of retrofit ballast water management systems installation on ships and offshore vessels. Any retrofit of a ballast water management system starts with the impact on the engineering and pipework. DNV GL notes that the approval is dependent on an updated Pipework and Instrumentation Diagram (P&ID) that should include all the components and include details of the sampling port as laid down in the BWM Convention. For electrolysis, ozone, heat treatment or de-oxygenation ballast water treatment systems, a separate P&ID is required showing the auxiliary systems. The arrangement of drip trays, ventilation, gas detection, pressure and temperature monitoring for tanks must be shown for chemical injection ballast water management systems. Any other type of system must show its auxiliary units and connections, too. Under the BWM Convention a Ballast Water Record Book, an Approved BWM Plan according to D1 and/or D2 standard and an International Ballast Water Management Certificate must be kept on board, and for the approval of the retrofit DNV GL provides a Ballast Water Management template which

BWMS SALES DISTRIBUTION MANUFACTURER TYPE

% SALES

SOLD

Independent

943

Marine Equipment supplier

13%

1,372

460

70%

7,676

468

100%

10,919

Owner/Operater related Shipyard related Water Treatment specialist GRAND TOTAL

(credit: LR)

Ballast Water Treatment Technology 2019

operators can use to specify how the ballast water management system is going to be operated. It should reflect the changes made and include operational details such as filtration, pumps and limits on the use of the ballast water treatment system such as water salinity and temperature. DNV GL requires that the operating manual is submitted separately along with the flag authority type-approval certificate. The commissioning of the retrofitted ballast water treatment system should take place with a DNV GL surveyor present, and any system using and/or producing hazardous chemicals must have a risk assessment submitted. A retrofitted ballast water treatment system is going to draw power from the vessel; the amount required will depend on the system fitted. To achieve approval, DNV GL requires that the documentation detailing the changes to the electrical system be submitted as a single package. This will include details on how the retrofitted ballast water management system interfaces with the control systems on the vessel. The alarms connected to the control system will be tested by the DNV GL surveyor. Operators should also be aware that if the ballast water treatment system is installed in a space redefined as a machinery space, then this space will have to be re-evaluated by DNV GL for fire safety. The weight and the position of the retrofitted ballast water treatment system will have an impact on the trim and stability of the vessels. DNV GL notes that if the lightweight change exceeds 2%, then a new trim and stability booklet must be submitted for approval by DNV GL. This may require another inclining test. The mass of the new unit also has to be assessed, especially if there is an increase in deck loadings. DNV GL will require documentation on the foundation of the structure and the impact on the bending moment. Overall, a ballast water treatment system retrofit could require the submission of 40 or more documents and drawings. BWTT

www.ballastwatermanagement.co.uk

Maritime Hybrid & Electric Conference 4-5 September 2019, Bergen

Achieving significant reductions in fuel consumption, maintenance costs and emissions The electric revolution is here, the maritime industry has embraced innovations in hybrid and electric power and propulsion technologies. Scandinavia is leading the world in the development and operation of electric powered vessels. This two day conference will discuss the latest innovations in hybrid and electric technologies and how they can provide significant reductions in fuel consumption, maintenance costs and emissions. PROGRAMME HIGHLIGHTS • The potential of hybrid and electric power as clean energy and in creating a green footprint • How big is the hybrid and electric market? • China is a big player in providing competitively priced solutions – how are they forging ahead? • How is Europe leading the world with its green initiatives? • How are hybrid and electric technologies being regulated? • Hydrogen fuel cells versus lithium-ion batteries • How can hybrid and electric solutions be used for various types of vessels and maritime applications? • Energy density considerations and analysis • How do you go about replacing auxiliary engines with a battery solution? • Assessing the number of battery packs required over the life-cycle of a vessel • The price of batteries and how manufacturers are looking to reduce costs • Managing risks and ensuring safety • Can hybrid systems and batteries achieve zero emissions shipping? This conference will demystify how hybrid and electric technologies benefits maritime operations. Industry leaders will make transparent the costs involved and the efficiencies that are realistically attainable. For more information please contact Rob Gore on +44 20 8370 7007 or at rob.gore@rivieramm.com Supporting media

www.hybridelectricship.com

Organised by

DIRECTORY | 61

Ballast water treatment systems WEBSITE

COUNTRY

BWMS NAME

PROCESS

ACTIVE SUBSTANCE APPROVAL*

SYSTEM TYPE APPROVAL

REVISED G8 TYPEAPPROVAL

USCG TYPEAPPROVAL

AMS**

www.21csb.en.ec21.com/

China

ARA Ballast Water Management System

Filtration, Plasma, UV

Final 2010/10

Yes 2012/07

Alfa Laval

www.alfalaval.com

Sweden

PureBallast

Filtration, UV

N/A

Yes 2011/03

15/04/2013

Alfa Laval

www.alfalaval.com

Sweden

PureBallast 2.0

Filtration, UV

Final 2011/03

Yes 2011/03

15/04/2013

Alfa Laval

www.alfalaval.com

Sweden

PureBallast 3.0/3.1

Filtration, UV

N/A

Yes 2014/02

Yes 2018/02

2016/12

11/08/2017

Alfa Laval

www.alfalaval.com

Sweden

PureBallast 3.2

Filtration, UV

N/A

Yes 2018/02

Final 2012/03

Yes 2012/06

07/01/2014

BWMS MANUFACTURER 21st Century Shipbuilding

AquaStar (ex Aqua Engineering)

Applied for 2019/03

www.aquastar.kr

Korea

AquaStar (MacGregor)

Electrolysis/ Electrochlorination

www.atlantium.com

Israel

Purestream

Filtration, UV

Unknown

www.acgmarine.com

Italy

ELCOLCELL BTs

Filtration, Electrolysis/ Electrochlorination

Basic 2014/03

www.bawat.dk

Denmark

Bawat

Heat, Deoxygenation

N/A

Yes 2014/10

12/02/2015

Bio UV

www.ballast-watertreatment.com

France

Bio-Sea

Filtration, UV

N/A

Yes 2013/02

2018/06

18/04/2018

Bio UV

www.ballast-watertreatment.com

France

Bio-Sea Low flow

Filtration UV

N/A

Yes 2015/12

18/04/2018

Cathelco

www.cathelco.com

Cathelco

Filtration, UV

N/A

Yes 2014/05

Applied for 2018/10

19/09/2016

www.coldharbourmarine.com

GLD

Ultrasound, Deoxygenation

N/A

Yes 2015/02

16/05/2015

www.en.wecosco.com/ archives/37

China

Blue Ocean Shield

Cyclonic, Filtration, UV

Basic 2009/10

Yes 2011/02

22/03/2017

www.dlmu.edu.cn

China

DMU-OH

Filtration, Advanced oxidation

Basic 2012/03

www.damengreen.com

Netherlands

Invasave 300 (Container)

Filtration,UV

N/A

Yes 2017/03

www.balpure.com

USA

BALPURE

Filtration, Electrolysis/ Electrochlorination

Final 2010/10

Yes 2011/07

2018/12

16/11/2015

Desmi Ocean Guard

www.desmioceanguard.com

Denmark

CompactClean

Filtration UV

Unknown

2019/04

Desmi Ocean Guard

www.desmioceanguard.com

Denmark

CompactClean

Filtration UV

Unknown

Applied for 2019/03

Desmi Ocean Guard

www.desmioceanguard.com

Denmark

Oxyclean

Filtration, UV, Ozonation

Final 2012/10

Yes 2012/11

11/10/2013

Desmi Ocean Guard

www.desmioceanguard.com

Denmark

Rayclean

Filtration, UV

N/A

Yes 2014/09

30/01/2015

www.dow.com

Singapore

Dow Pinnacle

Filtration, Ozonation

N/A

https://ecochlor.com

USA

Ecochlor

Filtration, Chlorination

Final 2010/10

Yes 2011/11

2017/08

15/04/2013

www.hitachizosen. co.jp/english/ news/2014/04/001240.html

Japan

Ecomarine-EC

Filtration, Electrolysis/ Electrochlorination

Final 2015/04

Atlantium Azienda Chimica Genovese Bawat

Coldharbour Marine

COSCO Dalian Maritime University Damen Green Solutions* De Nora

Dow Chemical Pacific Ecochlor Ecomarine Technology Research Association

*Systems with ‘active substance approval status’ under IMO’s G9 requirements have either Final or Basic approval or None. For systems following IMOs G8 route, which do not need this approval, this column is blank. **USCG AMS status is indicated but without any date, since some systems have multiple dates depending on system variants. (1) Intended as a port-based system but can be fitted to ships. (2) This table was update before MEPC 74 in May 2019 (3) This table was updated after MEPC 72 in April 2018 www.ballastwatermanagement.co.uk

Ballast Water Treatment Technology 2019

62 | DIRECTORY

WEBSITE

COUNTRY

BWMS NAME

PROCESS

ACTIVE SUBSTANCE APPROVAL*

SYSTEM TYPE APPROVAL

REVISED G8 TYPEAPPROVAL

USCG TYPEAPPROVAL

AMS**

www.hitachizosen.co.jp

Japan

Ecomarine-EC

Filtration, Electrolysis /Electrochlorination

Final 2015/04

Yes 2014/06

www.ecospec.com

Singapore

Semb-Eco LUV

Filtration, UV, ULF Wave

N/A

Yes 2016/07

Applied for 2018/11

08/01/2018

www.bwts.cn

China

Seascape

Filtration, UV

N/A

Yes 2013/12

11/02/2019

www.eco-enviro.com

USA

inTank BWTS

Chemical Injection

Final 2018/10

Final 2018/12

2018/12

2019/02

Envirotech

www.blueseas.com.sg

Singapore

BlueSeas

Filtration, Electrolysis/ Electrochlorination

Basic 2011/07

Envirotech

www.blueseas.com.sg

Singapore

BlueWorld Filtration, Chlorination

Basic 2011/07

Erma First

www.ermafirst.com

Greece

ESK Engineering

Cyclonic, Electrolysis/ Electrochlorination

Final 2012/03

Yes 2012/05

31/12/2018

Erma First

www.ermafirst.com

Greece

FIT

Filtration, Electrolysis/ Electrochlorination

Final 2015/01

Yes 2015/01

2017/10

www.corporate.evonik.com

Germany

Avitalis (using Peraclean Ocean)

Peraclean disinfectant

Final 2014/04

Unknown

Evoqua Siemens

www.evoqua.com/seacure

Germany

Seacure

Filtration, Electrolysis/ Electrochlorination

N/A

Yes 2014/02

19/12/2018

Ferrate Treatment Technologies

www.ferratetreatment.com

USA

Ferrate

Unknown

www.flowwatertechnologies.com

Cyprus

FlowSafe

Filtration, Electrochlorination

N/A

GEA Westfalia

www.gea.com/en/index.jsp

Germany

BallastMaster EcoP

Filtration, Electrolysis/ Electrochlorination

Basic 2011/07

GEA Westfalia

www.gea.com/en/index.jsp

Germany

BallastMaster UltraV

Filtration, UV

Unknown

Yes 2011/12

20/11/2017

www.gensysgroup.com

Germany

BAWAC

Unknown

www.hanlaims.com

Korea

EcoGuardian

Filtration, Electrolysis/ Electrochlorination

Final 2013/05

Yes 2015/05

22/01/2016

www.headwaytech.com

China

OceanGuard

Filtration, Advanced oxidation, Electrocatalysis

Final 2010/10

Yes 2011/03

2018/11

24/03/2017

www.hitachi.com

Japan

ClearBallast Filtration, Flocculation

Final 2009/07

Yes 2010/03

www.hydemarine.com

USA

Hyde Guardian /Gold

Filtration, UV

N/A

Yes 2009/04

24/04/2019

Hyundai HI

www.hhi.co.kr

Korea

EcoBallast

Filtration, UV

Final 2010/03

Yes 2011/03

2018/05

05/12/2014

Hyundai HI

www.hhi.co.kr

Korea

EcoBallast

Filtration, UV

Final 2010/03

Yes 2011/03

Applied for 2019/03

04/03/2014

Hyundai HI

www.hhi.co.kr

Korea

HiBallast

Filtration, Electrolysis/ Electrochlorination

Final 2011/07

Yes 2011/11

05/12/2014

JFE Engineering

www.jfe-eng.co.jp

Japan

BallastAce Filtration, Chlorination

Final 2010/03

Yes 2013/06

2018/11

31/03/2015

JFE Engineering

www.jfe-eng.co.jp

Japan

NeoChlor Marine Filtration, Chlorination

Final 2012/10

Yes 2013/06

www.kalf.sg

Singapore

ElysisGuard

Filtration, Electrochlorination

Basic 2014/10

www.katayama-chem.co.jp

Japan

SPO System

Filtration, Chemical, Cavitation

Basic 2011/07

BWMS MANUFACTURER Ecomarine Technology Research Association Ecospec/Sembcorp Marine Elite Marine BWTS Corp Envirocleanse LLC

Evonik Industries AG

Flow Water Technologies

Gensys

Hanla IMS Headway Technology (Qingdao) Hitachi Hyde Marine

KALF Engineering

Katayama Chemical

Ballast Water Treatment Technology 2019

www.ballastwatermanagement.co.uk

DIRECTORY | 63

BWMS MANUFACTURER

WEBSITE

COUNTRY

BWMS NAME

PROCESS

ACTIVE SUBSTANCE APPROVAL*

SYSTEM TYPE APPROVAL

REVISED G8 TYPEAPPROVAL

USCG TYPEAPPROVAL

AMS**

Katayama Chemical/ Nippon Yuka Kogyo

www.katayama-chem.co.jp

Japan

Sky System

Chemical

Final 2014/04

Yes 2014/10

Knutsen Technology

www.knutsenoas.com

Norway

KBAL

Pressure vacuum, UV

N/A

Yes 2013/11

12/12/2016

Kuraray

www.kuraray.co.jp

Japan

Microfade Filtration, Chlorination

Final 2012/03

Yes 2012/05

10/10/2014

Kuraray/Kashira

www.kuraray.co.jp

Japan

Microfade II

Filtration, Chemical

Basic 2017/07

Unknown

www.kurita.co.jp

Japan

KURITA

Chemical

Final 2014/10

Yes 2017/01

Kwang San

www.kwangsan.com

Korea

EnBallast

Filtration, Electrolysis/ Electrochlorination

Basic 2010/03

Kwang San

www.kwangsan.com

Korea

BioViolet

Filtration, UV

Unknown

Yes 2015/04

18/11/2015

www.mahle.com/en/about-mahle/ mahle_chronicle_/index.jsp

Germany

Ocean Protection System OPS

Filtration, UV

N/A

Yes 2011/04

20/01/2017

www.mhsystemscorp.com

USA

Deoxygenation

Unknown

Mitsui Engineering

www.mes.co.jp

Japan

FineBallast OZ

Filtration, Ozonation, Cavitation

Final 2010/10

Yes 2011/07

Mitsui Engineering

www.mes.co.jp

Japan

FineBallast MF

Membrane Filtration

N/A

Yes 2013/11

15/09/2014

MIURA

www.miuraz.co.jp

Japan

HK-S E

Filtration, UV

N/A

Yes 2014/03

Applied for 2019/01

30/01/2018

MIURA

www.miuraz.co.jp

Japan

HK-E C

Filtration, UV

N/A

Yes 2014/03

Applied for 2019/04

30/01/2018

www.mmcgt.no

Norway

MMC

Filtration, UV

N/A

Yes 2012/12

28/04/2017

www.nei-marine.com

USA

VOS

Deoxygenation, Cavitation

N/A

Yes 2011/08

22/01/2016

NK Co

www.nkcf.com

Korea

Nk-Cl BlueBallast II

Ozonation

Final 2016/04

Yes 2009/11

Applied for 2018/08

15/04/2013

NK Co

www.nkcf.com

Korea

Nk-Cl BlueBallast II Plus

Ozonation

Final 2016/04

Yes 2009/11

Applied for 2018/09

NYK

www.nyk.com

Japan

Sky-System using Peraclean (container)

Peraclean disinfectant

Final 2014/04

Unknown

16/06/2016

NuTech O3/NK Co

www.nkcf.com

Korea

BlueBallast

Ozonation

Final 2009/07

Yes 2009/07

www.teamtec.no

Norway

MkII

Filtration, Electrolysis/ Electrochlorination, Deoxygenation

Final 2008/10

Yes 2011/12

2016/12

22/01/2017

www.optimarin.com

Norway

OBS / OBS Ex

Filtration, UV

N/A

Yes 2009/11

2016/12

11/02/2019

Panasia

www.worldpanasia.com/english/02_ business/ship.php

Korea

GloEn-Saver

Filtration, Electrolysis/ Electrochlorination

Basic 2012/10

Panasia

www.worldpanasia.com/english/02_ business/ship.php

Korea

GloEn-Patrol

Filtration, UV

Final 2010/03

Yes 2009/12

2018/12

08/12/2016

www.panasonic.co.jp

Japan

ATPS-Blue

Electrolysis/ Electrochlorination

Final 2016/04

Yes 2017/03

15/09/2017

www.rwo.de

Germany

CleanBallast

Filtration, Electrolysis /Electrochlorination

Final 2009/07

Yes 2010/09

15/04/2013

www.samkunok.com

Korea

ARA

Filtration, Plasma, UV

Final 2010/10

Yes 2012/06

15/04/2015

Kurita Water Industries

Mahle

MH Systems

MMC Green Technology NEI Treatment Systems

TeamTec (OceanSaver)

Optimarin

Panasonic Environmental Systems & Engineering RWO

Samkun Century

www.ballastwatermanagement.co.uk

Ballast Water Treatment Technology 2019

64 | DIRECTORY

WEBSITE

COUNTRY

BWMS NAME

PROCESS

ACTIVE SUBSTANCE APPROVAL*

SYSTEM TYPE APPROVAL

REVISED G8 TYPEAPPROVAL

USCG TYPEAPPROVAL

AMS**

Samsung HI

www.shi.samsung.co.kr

Korea

Neo-Purimar

Filtration, Electrolysis/ Electrochlorination

Final 2012/03

Samsung HI

www.shi.samsung.com

Korea

Purimar

Filtration, Electrolysis/ Electrochlorination

Final 2011/07

Yes 2011/10

2018/06

12/02/2015

Shanghai Cyeco Environmental Technology

www.cyecomarine.com

China

Cyeco

Filtration, UV

N/A

Yes 2013/11

03/07/2014

www.sh-hengyuan. equip4ship.com/

China

HY-BWMS

Filtration, UV

N/A

Yes 2013/08

02/07/2014

www.sh-lees.com

China

LeesGreen

Filtration, UV

N/A

Yes 2016/01

SKF

www.skf-marine.com

Sweden

BlueSonic

Ultrasound, UV

Unknown

STX

www.stxmetal.co.kr

Korea

SmartBallast

Electrolysis/ Electrochlorination

Final 2012/10

Yes 2013/10

07/01/2014

www.sunboind.co.kr

Korea

BlueZone

Ozonation

Final 2014/10

Yes 2015/09

15/06/2016

www.sunrui.net

China

BalClor

Filtration, Electrolysis/ Electrochlorination

Final 2010/10

Yes 2011/01

Yes 2018/04

2018/01

01/05/2013

Techcross

www.techcross.com

Korea

ECS-HyChem

Filtration, Chemical

Final 2016/10

Techcross

www.techcross.com

korea

ECS-HyChlor

Filtration, Electrochlorination

Final 2016/04

Applied for 2018/10

Techcross

www.techcross.com

Korea

ECS-Hybrid

Filtration, UV, Electrolysis/ Electrochlorination

Final 2017/07

Techcross

www.techcross.com

Korea

Electro-Cleen

Electrolysis/ Electrochlorination

Final 2008/10

Yes 2008/12

2018/06

08/06/2016

www.trojanmarinex.com

Canada

Marinex

Filtration, UV

N/A

Yes 2013/11

28/06/2018

Ulmatec Pyro

www.ulmatec.no

Norway

Pyro

Heat

Unknown

University of Strathclyde

www.strath.ac.uk

ClearBal

Chemical

Basic 2016/10

Van Oord BV

www.vanoord.com

Netherlands

Van Oord

Fresh water, Chlorination

Basic 2013/05

Yes 2015/11

Wärtsilä

www.wartsila.com

Finland

Aquarius UV

Filtration, UV

N/A

Yes 2012/12

Applied for

2019/05

09/08/2017

Wärtsilä

www.wartsila.com

Finland

Aquarius EC

Filtration, Electrolysis/ Electrochlorination

Final 2013/05

Yes 2013/12

Applied for

2018/08

09/08/2017

Wärtsilä

www.wartsila.com

Finland

Aquarius EC

Filtration, Electrolysis/ Electrochlorination

Final 2013/05

Yes 2013/12

Applied for

Applied for 2018/12

09/08/2017

www.bsky.cn

China

BSKY

Filtration, UV, Hydrocyclone

N/A

Yes 2011/03

02/12/2016

www.zjyingpeng.com

China

YP-BWMS

Filtration, UV

N/A

Yes 2015/02

16/11/2015

BWMS MANUFACTURER

Shanghai Hengyuan Marine Equipment Shanghai Leesw Fuda Electromechanical Science & Technology Co

SunBo Industries

SunRui

Trojan

Wuxi Bright Sky

Zhejiang Yingpeng

If you wish to update an entry please email: craig.jallal@rivieramm.com

Ballast Water Treatment Technology 2019

www.ballastwatermanagement.co.uk

ACB Ballast Water Filter Pay close attentions to details

• • • • • • • • • • •

Bronze Aluminium Construction Electric Motor IE3 RAL 5010 Han-Drive Connection ATEX Gear reducer 31 &L Gear shaft and keys 31 &L Lifting eyes 31 &L Bolting 31 &L DP valves, joint and piping 316L Pre-filter 31 &L 3 sides socket head plugs Orientable basefr=-"'a and backw;,".

Quality makes a big difference

FILTREX Headquarters: Via R. Rubattino 94/B - 20134 Milano (ITALY) tel: +39 027 533 841- fax: +39 027 531 383 - www.filtrex.it - info@filtrex.it

NO POWER. NO BALLASTING. TM With PowerCare PowerCare Solution SolutionTM your ballast With ,, your ballast water water management management system will will always always have have a a highly highly reliable system reliable power power supply. supply. This ensures that you can run smoother operations This ensures that you can run smoother operations and and always meet meet the the tough tough demands demands from always from IMO IMO and and USCG USCG concerning ballast ballast water water treatment. treatment. concerning

Get the the full full story story at at kraftpowercon.com kraftpowercon.com Get