Ballast Water Treatment

APRIL 2014

ShipInsight • CRITICAL INFORMATION ON MARITIME TECHNOLOGY AND REGULATION • SPONSORED BY

BALLAST WATER TREATMENT • A guide to regulation and technology •

TECHNOLOGIES Many ways to meet the rules

US RULES Contemporary measures in place

REGULATIONS A convention in limbo

PRACTICAL Weighing up the pros and cons

G9 SYSTEMS Making use of active substances

BALLAST WATER TREATMENT

XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.

Fortunately, large vessel owners do have an efficient, non-chemical treatment option.

One with a low and consistent power draw, and compact footprint.

XX caption

trojanmarinex.com ii | APRIL 2014

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ďƒ¨ | INTRODUCTION

A

YEAR HAS PASSED since the first issue of this guide and despite attempts by the IMO to try and establish a new timetable aimed at encouraging reluctant states to add their signatures to the Ballast Water Convention it still remains in limbo. Exactly when it will finally gather the requisite number of signatures is purely a matter of conjecture. It could happen any day if Panama deigns to sign or it could remain tantalisingly close for months or years to come.

In the US, which has decided to go its own way, ballast water treatment is now already regulated and makers of systems are finally beginning to see their patience paid off with orders beginning to trickle in. However, even here things are not quite progressing to plan and while some systems are recognised under a temporary measure, no system has as yet been granted full approval by the US authorities.

For owners and operators confusion reigns and with so many uncertainties involved, only a few brave pioneers are committing to having systems installed on newbuildings and very few owners have yet begun putting in place a programme of retrofitting their existing fleets. Even so, new makers are joining the fray and the number of available systems both approved and in the process of obtaining approval is increasing at a steady rate.

This guide has been expanded to cover the new systems being developed alongside those that are already in place. We trust it will help operators navigate their way through the regulations and practicalities and show the wide range of options they have to chose from.

Malcolm Latarche

Malcolm Latarche APRIL 2014 Â | 3

 BALLAST WATER TREATMENT

CONTENTS

06 | CHAPTER 1 - IMO Regulation A convention in limbo 16 | CHAPTER 2 - US Rules Contemporary measures in place

XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.

24 | CHAPTER 3 - Technologies Many ways to meet the rules 34 | CHAPTER 4 - RWO Making the right choice 40 | CHAPTER 5 - Practical Considerations Weighing up the pros and cons 50 | CHAPTER 6 - G8 Systems All the systems described 70 | CHAPTER 7 – G9 Systems Making use of active substances

Editor: Malcolm Latarche malcolm@shipinsight.com Head of Design: Chris Caldwell Layout & Production: Steven Price Advertising Sales: advertising@shipinsight.com Address: ShipInsight, 12 - 14 Bridge Steet Leatherhead, Surrey, KT22 8BZ, UK www.shipinsight.com

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XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS. FEBRUARY APRIL 2014 | 3 5

BALLAST WATER TREATMENT

ďƒ¨ | CHAPTER 1: IMO REGULATIONS

Invasive species in the Great Lakes

A

LMOST EVERY OFFICIAL and unofficial text on the subject of ballast water begins by detailing the vast quantity of the stuff that is carried on board ships every year. The figures quoted may well be correct but they can only ever be an estimate because the exact amount will depend upon the amount of time ships spend in a ballast condition.

Slow steaming and higher tonne/mile usage of ships will tend to reduce the amount carried in any given year. Another factor that is sometimes overlooked is that ships sailing between ports in the same geographical region are not really transporting alien species as the local ecology at different ports in the region is likely to be identical.

Water ballast has been in use on ships for more than 200 years ago, but it was not until the 1982 UN Convention on the Law of the Sea (UNCLOS) that control of species transfer became a topic of international concern. Some ten years later, the 1992 United Nations Conference on Environment and Development (UNCED) requested the International Maritime Organization (IMO) to consider the adoption of appropriate rules on ballast water discharge. The ballast water treatment convention was to be a further 12 years under discussion before its final Adoption in February 2004. Adoption did not mean that the convention automatically came into force; for that to happen there has to 6 | APRIL 2014

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be ratification by at least 30 states representing 35% of the world merchant shipping fleet by gross tonnage.

As of February 2014, the required number of states had been reached with 38 signatories but the percentage of the world fleet covered was 30.8% and therefore an almost 5% shortfall. The fact that only two nations representing just over 1% of the world fleet had been added throughout 2013 highlights the difficulty the IMO is facing in getting it ratified.

Panama, Japan and many European nations have not so far ratified the convention and neither has the US although it has introduced its own federal regulation very similar to that of the IMO Convention. The US regulation has meant that the potential for individual states in the union introducing their own local laws has been averted but all vessels intending to trade to the US will now have to fit a treatment system even though the requirement does not yet exist in most other parts of the world. The differences between US and IMO regulations are explained later.

Although it is generally accepted that the requirements of the convention will eventually become standard practice, parties to it are given the right to take, individually or jointly with others ‘more stringent measures with respect to the prevention, reduction or elimination of the transfer of harmful aquatic organisms and pathogens through the control and management of ships’ ballast water and sediments, consistent with international law’. However, this has been tempered by adding a clause saying that ‘Parties should ensure that ballast water management practices do not cause greater harm than they prevent to their environment, human health, property or resources, or those of other States’.

The Convention – which applies only to ships of 400GT and above which carry ballast water – allows for two means of meeting the requirements and these are contained in Section D – Standards of Ballast Water Management. The methods are Ballast Water Exchange (Regulation D-1) or Ballast Water Management (Regulation D-2); with the latter requiring some form of treatment system. The convention has detailed requirements for both methods.

NOT UNTIL THE 1982 UN CONVENTION ON THE LAW OF THE SEA (UNCLOS) THAT CONTROL OF SPECIES TRANSFER BECAME A TOPIC OF INTERNATIONAL CONCERN. APRIL 2014 | 7

BALLAST WATER TREATMENT

Regulation D-1 Ballast Water Exchange Standard Ships performing Ballast Water exchange shall do so with an efficiency of 95% volumetric exchange of Ballast Water. For ships exchanging ballast water by the pumping-through method, pumping through three times the volume of each ballast water tank shall be considered to meet the standard described.

Pumping through less than three times the volume may be accepted provided the ship can demonstrate that at least 95% volumetric exchange is met.

Regulation D-2 Ballast Water Performance Standard Ships conducting ballast water management shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations.

The indicator microbes, as a human health standard, include, but are not be limited to: A. Toxicogenic Vibrio cholerae (O1 andO139) with less than 1 colony forming unit (cfu) per 100 millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples ; B. Escherichia coli less than 250 cfu per 100 millilitres; C. Intestinal Enterococci less than 100 cfu per 100 millilitres.

Ballast Water Exchange method was conceived as an interim measure that would be allowed only to existing ships with ballast capacities up to and including 5,000m3 built before 2009 and for vessels with ballast capacities over 5,000 m3 built before 2012.

Those ships allowed to perform ballast exchange as a means of compliance would be permitted to do so only for a limited period depending upon construction date and ballast capacity. By 2017 the permission will expire for all vessels and only ballast water management will be permitted.

Under Regulation B-4 (Ballast Water Exchange) of the 8 | APRIL 2014

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IMO REGULATIONS

convention, all ships using ballast water exchange should: • whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land and in water at least 200 metres in depth, taking into account Guidelines developed by IMO; in cases where the ship is unable to conduct ballast water exchange as above, this should be as far from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water at least 200 metres in depth.

When these requirements cannot be met areas may be designated where ships can conduct ballast water exchange.

All ships shall remove and dispose of sediments from spaces designated to carry ballast water in accordance with the provisions of the ships’ ballast water management plan (Regulation B-4).

As well as being contained in the convention, ballast water exchange has also been made mandatory under local regulations in many parts of the world as governments saw it as an interim way of tackling the issue of invasive species and disease control. Reasons why ballast water exchange was considered only a temporary measure include doubts as to its effectiveness in removing all viable organisms from ships’ ballast tanks and also concerns over safety.

The latter reason was starkly highlighted in July 2006 when the car carrier Cougar Ace almost capsized following a problem during ballast exchange. Salvage of the vessel was eventually achieved but only after the tragic death of one of the salvage surveyors. Several other less serious incidents have also been reported over time.

The IMO BWM Convention 2004

STRETCHING TIME – THE SHIFTING TIMETABLE

When the IMO Convention was adopted in 2004, treatment systems were in their infancy although much time and money was being spent in their development. Consequently, the first date requiring some ships to be equipped with a ballast water treatment system was set for 2009 in anticipation of the requisite ratifications being achieved before that date.

APRIL 2014 | 9

BALLAST WATER TREATMENT

COMPLIANCE SCHEDULE BALLAST WATER CONVENTION 2004 COMPLIANCE SCHEDULE (APPLIES ONLY TO VESSELS 400GT AND ABOVE THAT CARRY BALLAST) BALLAST CAPACITY (M3) UP TO 1,500M

3

>1,500M3 TO 5,000M3

>5,000M3

VESSEL BUILD DATE <2009 >2009 <2009 >2009 <2012 >2012

EARLIEST OF FIRST INTERIM RENEWAL SURVEY ANNIVERSARY OF DELIVERY AS BELOW 2009

2010

2011

2012

2013

2014

D1 OR D2

2015

2016

2017 D2

D2 D1 OR D2

D2

D2 D1 OR D2

D2 D2

From the table it is clear that, at this point in time (January 2013), at least three categories of ships would be restricted to the D2 process and should have a ballast treatment system on board.

However, since the convention has still to be ratified, no ship can be considered non-compliant if the owner has chosen not to install a ballast treatment system so far.

As the first deadline was reached in 2009 and it was clear that the required signatures had not been gathered, the IMO agreed to a one year extension for newbuildings and until late in 2012 had stuck rigidly to that position.

At the 64th meeting of the Marine Environment Protection Committee (MEPC) held in October 2012 and generally referred to as MEPC64, the IMO finally accepted industry arguments that the timetable had become unworkable. As a result it was agreed that a Correspondence Group headed by Japan would be set up to examine what options there are for implementation of the Convention for existing ships.

The biggest problem facing the IMO is that under the rules governing conventions, texts cannot be changed between adoption and coming into force dates. As a consequence, the timetable cannot be further amended and in attempt to address this and to encourage more states to add their signatures it was decided at MEPC 65 in May 2013 that when the convention finally comes into force, a relaxed installation regime would be 10 | APRIL 2014

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IMO REGULATIONS

recommended. Although on the face of it this would seem to be a workable proposal it does not alter the fact that it is only a recommendation and individual states would not be obliged to implement the new timetable.

Under the revised schedule most ships constructed before the entry into force of the convention will be required comply by the time the first renewal survey after the conventions into force. The proposal clarifies that the term renewal survey refers to the IOPP Certificate required under MARPOL Annex 1 and not any certificate relating to the ballast water system itself. This would have the effect of spreading the installation program over a period of five years from when the convention comes into force.

Not surprisingly the proposal has been given a less than enthusiastic reception by industry bodies representing ship owners and operators. The International Chamber of Shipping has gone as far as calling upon governments not to ratify the convention until problems surrounding type approval and port state control inspections have been resolved.

THE APPROVAL PROCESS

The continued delay in implementing the schedule is wholly a result of the convention not having been ratified by sufficient states rather than insufficient treatment systems having become commercially available. To date, more than 30 systems have been given final type approval and many more are in the process of testing. However, the delay has been useful in that certain problems have been identified with some approved systems and technologies and that has lead to calls for a tightening up of the whole approval process.

To become type approved, systems have to undergo a series of shore-based tests followed by a further testing period onboard a ship under normal operational conditions. In addition, systems that use an ‘active substance’ as part of the treatment process must also have that substance approved by the IMO. Approving an active substance is a two step process with Basic Approval followed by Final Approval. The Basic Approval is based upon data supplied by the manufacturer to the IMO following

THE PROPOSAL HAS BEEN GIVEN A LESS THAN ENTHUSIASTIC RECEPTION BY INDUSTRY BODIES REPRESENTING SHIP OWNERS AND OPERATORS. APRIL 2014 | 11

BALLAST WATER TREATMENT

IMO REGULATIONS

laboratory testing. Final Approval requires the substance to be tested under full-scale operation on the system test bed.

What constitutes an active substance has been the subject of much debate. In the early days of system development, some systems that made use of UltraViolet (UV) irradiation of the ballast water were considered to be making use of an active substance as the UV process produces short-lived hydroxyl radicals in the ballast water. Later, following some challenges to individual governments, this was changed. As a result some systems employing UV have active substance approval and others do not.

Full details of the procedures for testing and performance standards are laid out in IMO guidelines to the Convention. The process for systems not making use of an active substance is set out in G8 and for those that do, the relevant process is G9. These terms will frequently be met when looking through system literature from manufacturers.

It is fair to say that some systems that have been given type approval have experienced some difficulties when installed on ships operating in different regions or circumstances to those prevailing when the system underwent onboard testing. This has been recognised at the IMO and work is underway to improve the guidelines for testing set out in the IMO circular BWM.2/Circ.28.

The IMO has also determined that the type approval certificates for systems should include more information on operational limitations.

In addition the IMO has asked for case studies where treatment systems are not working properly and the fault is attributable to the technology employed rather than poor installation or incorrect usage.

ADDITIONAL REQUIREMENTS OF THE CONVENTION

As with most regulation, the core elements are supplemented by further requirements and the Ballast water Convention is no different in this regard. There are further requirements for shipowners, port states and flag states.

For shipowners this entails drawing up a ship-specific ballast water management plan for vessels engaged in international trade and all ships subject to the convention will also have to 12 | APRIL 2014

SOME SYSTEMS THAT HAVE BEEN GIVEN TYPE APPROVAL HAVE EXPERIENCED SOME DIFFICULTIES WHEN INSTALLED ON SHIPS OPERATING IN DIFFERENT REGIONS.

THE PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS. APRIL 2014 | 13

BALLAST WATER TREATMENT

carry a Ballast Water Record Book and an international ballast water management certificate. Many of the systems developed to treat ballast water make use of electronic logging of ballast water operations and the data recorded will in many cases be used as either the basis for the entries in the record book or as a substitute for it. The exact requirements will be determined by flag states.

Under Article 5 of the convention, signatory states undertake to ensure that ports and terminals where cleaning or repair of ballast tanks occurs, have adequate reception facilities for the reception of sediments. There is no mention of who is responsible for the cost of such facilities but if similar arrangements apply as for oil waste and garbage then it is likely that the charges will fall upon the shipowner whenever they are used.

Under Article 13 Parties undertake, directly or through the IMO and other international bodies, as appropriate, to aid other Parties with technical assistance, co-operation and regional co-operation.

This should not affect shipowners but may find resistance from system suppliers who have expended vast sums on research and development and obtaining patents for some aspects of their systems.

STUMBLING BLOCK

Article 6 which applies to states rather than shipowners, calls on them individually or jointly to promote and facilitate scientific and technical research on ballast water management; and monitor the effects of ballast water management in waters under their jurisdiction. Ships are required to be surveyed and certified under Article 7 and may be inspected by port State control officers under Article 9.

PSC Inspectors should verify that the ship has a valid certificate; inspect the Ballast Water Record Book; and/or sample the ballast water. If there are concerns, then a detailed inspection may be carried out and â&#x20AC;&#x153;the Party carrying out the inspection shall take such steps as will ensure that the ship shall not discharge Ballast Water until it can do so without presenting a threat of harm to the environment, human health, property or resources.â&#x20AC;? Under Article 14 | APRIL 2014

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IMO REGULATIONS

12, there is a requirement upon PSC regimes not to unduly delay vessels.

The issue of testing by PSC has provoked a lot of debate at recent IMO meetings not least because there has been a divergence in the testing standards for type approval of systems and the standards likely to be used by PSC inspectors when the convention comes into force. At the centre of the debate is how to ensure that samples taken of ballast water are representative of all the ballast contained in a ship’s tanks.

Many believe that this divergence and the problems it will cause for operators are preventing some states from ratifying the convention. Currently, the PSC testing procedures fall under the auspices of the IMO’s Bulk Liquid and Gases (BLG) sub-committee.

However, something of a breakthrough was achieved at BLG17 in February 2013 when agreement was reached for a two-year moratorium on PSC action against ships for non-compliance with discharge standards providing the ship could prove that its treatment system was being operated in full accord with the manufacturer’s instructions.

Under the IMO restructuring of 2013, the BLG sub-committee was dissolved and its work spread over other sub-committees.

The question of PSC testing will now be dealt with by a new sub-committee - Implementation of IMO Instruments (III) which will hold its first meeting in July 2014. Agenda Item 8 covers ‘Development of guidelines on port State control under the 2004 BWM Convention’.

MANY OF THE SYSTEMS DEVELOPED TO TREAT BALLAST WATER MAKE USE OF ELECTRONIC LOGGING OF BALLAST WATER OPERATIONS. APRIL 2014 | 15

BALLAST WATER TREATMENT

ď&#x192;¨ | CHAPTER 2: US RULES â&#x20AC;&#x201C; FOLLOWING A DIFFER

C

ONSIDERING THAT THE zebra mussel which has colonised large areas of the Great Lakes and US and Canadian waterways is often cast as the poster child of the need to regulate ballast water discharge, some may consider it a little ironic that the US has not ratified the IMO Ballast Water Convention. However, the US has been extremely active in regulating ballast water discharge both on a Federal and state level and is currently the only nation requiring a ballast water treatment system to be fitted to ships calling at its ports.

Legislation and guidelines in the shape of the Nonindigenous Aquatic Nuisance Prevention and Control Act of 1990 and the National Invasive Species Act of 1996 have been in place in the US for more than two decades. In addition, individual states have at various times enacted, or have been preparing to enact, local regulations that would have made trading to the US an operational nightmare with different rules applying at ports all around the US coast.

Against this background, the US has developed a set of federal rules that apply to US-flagged vessels and foreign vessels The highly invasive zebra mussel

16 | APRIL 2014

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RENT ROUTE

operating in US waters. There has been much debate over the development of these rules not least because under the initial proposals relatively benign discharge standards similar to those in the IMO convention would have been replaced in 2016 with a much harsher standard that would have been completely out of reach with current technology. The delay in implementing the federal law galvanised some states – notably California and New York – to press forward in formulating local laws.

In late 2011, the US legislature accepted arguments from industry that a single federal regulation on ballast water was preferable to a jigsaw of state regulations and approved The Commercial Vessel Discharge Reform Act. This act amended earlier laws and prohibited the Environmental protection Agency from approving local state regulations.

The USCG was tasked with amending earlier proposed federal requirements to take account of both environmental concerns and the current state of technology. The USCG’s final rule was published on March 23, 2012 in the Federal Register, and became effective 90 days after publication, on June 21, 2012.

The delay in agreeing federal regulation meant that, just as with the IMO plans, the initial deadlines for many vessels had passed and would need to be rescheduled. It was also accepted that independent scientific advice arrived at after evaluating most of the systems commercially available declared the initial more stringent phase two standards as impossible under current technological limitations. Consequently these have been indefinitely postponed but will be kept under review and could be reintroduced or amended at some future date.

Environmental threat?

THE US HAS BEEN EXTREMELY ACTIVE IN REGULATING BALLAST WATER DISCHARGE BOTH ON A FEDERAL AND STATE LEVEL. APRIL 2014 | 17

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+1.724.218.7001 I sales@hydemarine.com I www.hydemarine.com 18 | APRIL 2014

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US RULES

USCG BALLAST WATER MANAGEMENT USCG BALLAST WATER MANAGEMENT PROGRAMME - PHASE 1 IMPLEMENTATION SHIP BALLAST CAPACITY

CONSTRUCTION DATE

COMPLIANCE DATE EARLIEST OF FIRST INTERIM RENEWAL SURVEY

NEW SHIPS-ALLCAPABILITIES

>DEC 1 2013

ON DELIVERY D1 OR D2 D2 >2009 D2

<1,500M

<DEC 1 2013

FIRST DRY DOCKAFTER JAN 1 2016 >2009 D2

>1,500M3 TO 5,000M3

<DEC 1 2013

FIRST DRY DOCKAFTER JAN 1 2014 D1 OR D2 D2 >2012 D2

>5,000M3

<DEC 1 2013

FIRST DRY DOCKAFTER JAN 1 2016

3

FIRST STEPS TO TREATMENT

In 2004 as the IMO Convention was adopted and while the debate over discharge standards was getting underway, the US Coast Guard established the STEP (Shipboard Technology Evaluation Program) as a way of encouraging manufacturers to develop ballast water treatment systems. As well as providing an alternative for ships that did not want to carry out ballast water exchange required by the existing US regulations, ballast water treatment systems needed to prove that they could reach whatever standards were eventually agreed upon.

To join STEP, treatment system developers were required to firstly provide the USCG with details about their experimental systems and then to prove their effectiveness under operational conditions which meant that installation on board of a vessel was needed.

To encourage shipowners to provide the testing platforms for systems, vessels that were accepted into STEP in the period when discharge standards were being determined would be considered as being compliant with any future regulations for the life of the system or the life of the vessel which ever was shorter. Once discharge standards were decided, vessels joining the program would be granted equivalency status for a period of 10 years.

It is likely that STEP and the US’ unilateral regulatory approach have been instrumental in the high level of system manufacture and development in the US. At least four system manufacturers – Ecochlor, NEI, Hyde and Severn Trent de Nora have taken part in STEP and all have systems commercially available and approved.

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BALLAST WATER TREATMENT

GAINING US APPROVAL

The process for approving systems under the US rules is basically similar to that of the IMO convention in that systems must undergo both shore-based and onboard testing and any active substances require approval.

The US Environmental Protection Agencyâ&#x20AC;&#x2122;s Environmental Technology Verification (ETV) Program published a final protocol for verification of ballast water treatment systems in September 2010. This protocol was developed in collaboration between EPA and the USCG. Under the protocol, EPA is responsible for determining the shore-based process and the USCG for laying down the on ship testing procedures. Full details of the testing process can be found at the following website where they are contained in a 156-page text. http://www.uscg.mil/hq/cg5/cg522/ cg5224/docs/600r10146.pdf Unfortunately for manufacturers of systems that have gained approval under the IMO Convention procedures, the US authorities are not prepared to accept equivalence. For ships already fitted with a non-US approved system there are two options available. The first involves the shipâ&#x20AC;&#x2122;s own system being offered for approval and the second requires the manufacturer to apply for blanket approval for all existing and future systems installed by them.

If an owner opts for the first option, the approval will only apply to the particular vessel on which it is installed and not to a similar or identical system installed on a sister ship. The majority of manufacturers with IMO type-approved systems have applied for blanket approval as this makes their products less risky and more attractive to customers planning to operate in US waters.

The systems that have been approved have been granted Alternative Management System (AMS) status. AMS acceptance by the USCG is a temporary designation given to a ballast water treatment system approved by a foreign administration.

Vessel operators may use an AMS to manage their ballast water discharges in lieu of ballast water exchange, while the treatment system undergoes approval testing to USCG standards.

20 | APRIL 2014

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US RULES

Long Beach, California

An AMS may be used to meet the US ballast water treatment requirements for up to five years after the ship’s ballast water discharge standard compliance date specified in the final rule.

This five-year timeframe allows for the completion of required land-based and shipboard testing.

The list of systems with AMS status is constantly changing and therefore a list here would rapidly become out of date. The USCG website includes a complete list of ballast water management systems that have been accepted for use as an AMS. This can be accessed at http://www.uscg.mil/hq/cg5/cg522/cg5224/bwm.asp.

OPTIONS AVAILABLE

During the period between now and the deadline for existing ships laid down in the table above, all ships calling at US ports and intending to discharge ballast water must either carry out exchange or treatment, in addition to fouling and sediment management. A third option is to use potable water (from the US public water system) and in such case the ballast tanks need to be cleaned and sediments removed beforehand. In the case of an emergency or malfunction of the treatment system, the USCG may allow the use of ballast water exchange as a contingency.

THE MAJORITY OF MANUFACTURERS WITH IMO TYPE-APPROVED SYSTEMS HAVE APPLIED FOR BLANKET APPROVAL AS THIS MAKES THEIR PRODUCTS LESS RISKY. APRIL 2014 | 21

BALLAST WATER TREATMENT

US RULES

The new USCG regulations also contained some additional requirements to the ship’s operation independent of the need to install a treatment system. These requirements are summarised below: • Clean ballast tanks regularly to remove sediments.

• Rinse anchors and chains when the anchor is retrieved.

• Remove fouling from the hull, piping and tanks on a regular basis.

• Maintain a BWM Plan that includes the above in addition to ballast water management (no requirement that the BWM Plan must be approved).

• Maintain records of ballast and fouling management.

• Submit a report form 24 hours before calling at a US port.

The issue of testing systems by PSC Inspectors has not created the same problems that are besetting the IMO Convention.

This may be because the approving body for systems and PSC inspections are one and the same under the US rules. The US has taken the pragmatic decision that could so easily prove a model for solving the IMO impasse.

Under the USCG rules, a ship that has been tested and where the samples do not reach the required discharge standard will not be prosecuted on that occasion so long as the shipowner can prove that the system was operated at all times in accordance with the rules and the system makers’ instructions. Obviously under such circumstances, the owner will be expected to investigate in conjunction with the manufacturer the reasons why the system did not operate correctly.

In early 2014, a note of caution was sounded over the USCG’s position when its co-authority the EPA announced that their interpretation was only that an infringement could be treated as a low priority enforcement case. This might mean that immunity from prosecution could not be guaranteed.

22 | APRIL 2014

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BALLAST WATER TREATMENT

 | CHAPTER 3: TECHNOLOGIES

Hyde GUARDIAN Gold System

BALLAST BASICS

S

HIPS HAVE BEEN making use of ballast in one form or another for centuries. In the days of sail some form of solid ballast – preferably one that could be sold when not needed – was used but with the advent of iron and steel ships where tank space in the hull could be used, the practice of using sea or river water as ballast became feasible.

Ballast is essential in modern ships sailing in empty or part laden condition as it allows the propeller to be submerged ensuring more efficient use of the ship’s engine. Even when ships are in a loaded condition, small amounts of ballast can be used to ensure optimum trim improving fuel efficiency by as much as 5% if the conclusions of developers of trim optimisation software are accurate.

Ballast is also used for other operational reasons on occasions and in special circumstances. Examples include maintaining optimum distances between loading and discharging apparatus, altering the attitude of a ship to carry out repairs to the hull while still afloat and carrying out similar actions to raise breaches of the hull above the waterline after a collision or other cause of damage.

A typical ballast system consists of tanks located in the double bottom or void spaces in a double hull or as wing tanks in bulk carries. Pumps are used to move the water from the intakes to the chosen ballast tanks although it is possible in many ships to take 24 | APRIL 2014

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ballast into the double bottom tanks by gravitating without using the pumps. The tanks are fitted with a means of releasing air as they are filled usually through pipes with a non-return valve to prevent water ingress into the tanks from above.

Depending on ship size and type, the number of pumps may vary, large vessels usually have two. The pumps can generally handle all tanks but commonly one serves the tanks on the starboard side and the other the port side tanks except in times of need or breakdown.

Filtration of ballast water where no treatment system is fitted can be quite rudimentary and it is not uncommon for ships to collect a large quantity of sediment in the period between drydockings or ballast tank cleaning. Sediment is undesirable as it reduces the earning capacity of the ship and constant movement of larger material can cause damage and wasting of the tanks.

On ships built without a treatment system, space requirements for components of the ballast system are minimal. By contrast, treatment systems can make quite large demands on the space available in the machinery area. This may be less of an issue for newbuildings than for existing ships as space can be reserved for a treatment system even if one is not installed at the building stage.

It could be argued that all vessels that may have been affected by the deadlines for newbuildings contained in the convention should have been constructed with this in mind.

Trojan Marinex now type approved

TECHNOLOGY SOLUTIONS

Filters first System developers have followed a variety of routes and chosen a range of different technologies in designing systems. Many have drawn on shore-based water treatment technology but there are also some more novel solutions on offer â&#x20AC;&#x201C; some have already been granted type approval. Some more outlandish ideas were proposed in the infancy of system design but these seem to have been abandoned over time. Consequently those that are now approved or going through the approval process are all likely to be candidates for commercialisation.

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TECHNOLOGIES

A very small number of the systems now available or likely to be so in the near future rely on a single means of achieving the required standards. Most though make use of two or more methods and although this would seem to indicate a larger and more complex system that is not always the case.

The discharge standards of the IMO convention and the USCG rule both contain limits on the number of viable organisms of 10 micrometres and above that may be present in the discharge water. Particularly for the larger organisms of 50 micrometers and above, filtration is a proven and reliable technique for removal.

It is not surprising therefore that three out of every four systems commercially available or close to being marketable make use of filtration as the first in a series of treatment.

The types of filters will vary by system but all have the added advantage of also removing much of the inert sediment and so removing the issues of the ship carrying extra weight and tank damage referred to above. A small number of systems employ hydrocyclone technology as the method of removing larger solids. In these systems the water is pumped to a specially shaped chamber where a vortex is induced by the flow. Sediment and some organisms will be channelled away from the water which continues on its way to the next treatment stage. In both instances three will be a large amount of solids to be returned to the water. In a filtration system this will be done by back flushing which is also essential to prevent filter clogging and maintain the flow in the system. Where no filtration or hydrocyclone is included in the system design, owners may opt for installing one upstream of the system to reduce sediment and enhance the treatment process. The decision may be more difficult in a retrofit situation where space may be limited.

At least one system – Hitachi’s Clear Ballast – employs coagulation treatment before filtration. Coagulation or flocculation makes use of a solid substance around which organisms congregate causing large flocs that can be removed by extremely coarse filters. The Hitachi system uses a magnetic floculant introduced into a tank and then removes the flocs with a magnetic separator before the water moves to a second filtration stage.

26 | APRIL 2014

Hitachi’s Clear Ballast

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100% Leadership redefined – introducing PureBallast 3.0 The system that first led the way in ballast water treatment is once again defining the cutting edge.

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Though 50% smaller than its predecessors, it uses up to 60% less energy and handles flows of up to 6000 m3/h.

What remain the same are the type-approved performance and Alfa Laval’s full global backing.

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XXTHE PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS. APRIL 2014 | 27

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DIVERGING PATHS

After any initial filtration, the next stage in any system is usually targeted at making any living organisms unviable. There is an important distinction to be made here between unviable and killing, because the convention wording does not use the latter term although US rules do. In practice of course it would require lengthy laboratory tests on any living organisms discharged in treated ballast to determine if they are viable or not, so most systems are designed to kill. Most system makers term this stage as disinfection which seems an appropriate choice. It is at this point that the variety of technologies proliferates. Even so there are many systems employing similar techniques or combinations of treatments.

It is at this point where system makers, or more correctly the administration under which they plan to obtain type approval, need to decide if their product requires approval under the G8 or G9 (systems making use of an Active Substance) processes.

The IMO convention states that the decision on whether a ballast water system makes use of Active Substances or not remains the prerogative of the administration. If applying for US approval there is no choice to be made.

The vast majority of systems makers have followed the G9 route. As at the last meeting of the IMOâ&#x20AC;&#x2122;s MEPC in 2012 no less than 42 systems had received basic approval and 28 of those had gone on to obtain final approval for the active substance. As of October 2012, 21 of those had also been given type approval (it should be noted that a small number of these have been withdrawn by their makers for various reasons). By contrast there were only eight type approved systems that had followed the G8 route.

What constitutes an active substance is not always immediately clear. Most would recognise that adding a chemical biocide would fall into this category but so do some of the neutralising chemicals used to remove chlorine produced by electrolysis. A fruit acid used in the Alfa Laval PureBallast system for cleaning UV tubes was also considered to require IMO approval under G9.

28 | APRIL 2014

THE VAST MAJORITY OF SYSTEMS MAKERS HAVE FOLLOWED THE G9 ROUTE.

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TECHNOLOGIES

ULTRA VIOLET (UV)

Many systems employ UV radiation that can produce a short lived chemical change in water composition and while some administrations have determined this should fall under the G9 process, others have not. UV is regularly used in shore-based water treatment and is considered effective. At certain wavelengths it works by destroying cell walls and inducing changes in the DNA of micro-organisms thus destroying them or rendering them unviable.

At other wavelengths UV can cause production of ozone to take place. Ozone is a useful biocide in its own right.

A UV system employs several UV lamps in the water flow with the exact number being determined by the planned flow rate of the system. Pre-filtration is considered essential for most UV systems because otherwise the sediment in the flow would severely impede the efficiency of the irradiation process. Systems employing UV will usually have a feature aimed at keeping the lamp glasses clean and free from any scale or sediment build up for precisely the same reason.

The UV irradiation process requires organisms to be exposed sufficiently long enough for the breakdown of DNA to take place. If the flow is too fast the system may not function correctly. However, if the flow rate is restricted, lamps may overheat and fail. The layout and placement of lamps in systems employing UV treatment varies enormously but an owner should be able to expect that the problems mention would have been considered at the design stage and found acceptable during the type approval process.

Maintenance is generally restricted to replacement of failed lamps and occasional cleaning. In shore systems where the flow may be continual day after day, lamps are generally considered to require annual replacement even if they appear visually to be functioning properly because their ability to produce UV of the requisite wavelength fades over time. In a ballast system that operates only for a few hours at a time and at irregular intervals, replacing the lamps will likely be a less regular operation.

Some UV systems have been considered to have problems in meeting US rules because of the unviable v killed wordings of the

PRE-FILTRATION IS CONSIDERED ESSENTIAL FOR MOST UV SYSTEMS BECAUSE OTHERWISE THE SEDIMENT IN THE FLOW WOULD SEVERELY IMPEDE THE EFFICIENCY OF THE IRRADIATION PROCESS. APRIL 2014 Â | 29

BALLAST WATER TREATMENT

IMO and US standards. In contrast to IMO legislation, the USCG Ballast Water Discharge Standard defines treatment as effective when no organisms survive the treatment process. This has been a problem for UV-based systems which kill many organisms outright but render others non-viable by making them unable to reproduce.

Recently the US authorities have appeared more willing to accept a broader definition of effective treatment, since organisms that cannot reproduce pose no threat to their host environment. A team comprising representatives from the USCG, test institutes and suppliers of UV-based ballast water treatment systems has been appointed to evaluate the available testing procedures. Thus far the results would appear to indicate that non-viability can be reliably verified, which gives UV-based systems a better footing with regard to USCG legislation.

OXIDATION

There are several system that employ oxidising substances including chlorine, chlorine dioxide, ozone, peracetic acid, hydrogen peroxide or sodium hypochlorite. The oxidation mechanism consists of electron transfer with organisms that destroys the cell wall structure.

When a stronger oxidant is used, the electrons are transferred to the microorganism much faster, causing the microorganism to be deactivated rapidly.

Long in use as a sterilisation method for land-based water supplies and with a proven kill rate although considered ineffective against some cyst forming organisms except at high dosages.

Systems making use of this method require dosing using liquid or powder chemicals. Chlorination can also be achieved through electro-chlorination and there are many systems available that use this method.

Electro-chlorination is achieved by passing an electric current through the ballast water with chlorine being produced by the electrolytic reaction. This method is more effective in waters with a high salt content and in cases where ballast is taken from a fresh or brackish source may not be effective. In such cases the addition of 30 | APRIL 2014

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TECHNOLOGIES

brine into the ballast flow may be required. There is therefore a need to carry supplies for operation in areas where different degrees of water salinity may be encountered.

Chlorine dioxide is used in some systems and is considered by many to be better for treating water of high turbidity. There are several methods available to produce chlorine dioxide some of which require the use of hazardous chemical reagents and others which do not. In practice seafarers should not experience any more problems in dealing with the reagents than they do with other chemicals in use on board vessels.

Ozone is another oxidising biocide that is highly effective against micro organisms and used in many water treatment processes. On board ship it can be generated as a gas using an ozone generator and bubbled through the ballast flow and as already mentioned, UV light at some wave lengths can be used to produce ozone directly in the ballast water itself. Ozone reacts with the ballast water producing bromates which are highly effective at destroying organisms unaffected by the ozone itself..

Peracetic acid reacts with water to for Hydrogen peroxide which can also be used as an additive itself. These chemicals are freely available but price can vary widely and of course the required quantity will depend on the ballast capacity of the ship and sufficient storage space will be required on board.

Ph values and temperature of the ballast water intake can affect the efficiency and speed of the chemical reactions that take place and system makers should be able to give guidance on this. Higher temperatures mean more efficient treatment is possible. As an example at a temperature of 15°C and a pH value of 7, five times more peracetic acid is required to effectively deactivate pathogens than at a pH value of 7 and a temperature of 35°C. Seawater has a pH value of around 8 – 8.5 which also slows the reaction but again system makers will have taken this into account when determining dosing quantities.

Typically a system that makes use of any chemical biocide or disinfectant will need to ensure that at discharge the ballast water

THE OXIDATION MECHANISM CONSISTS OF ELECTRON TRANSFER WITH ORGANISMS THAT DESTROYS THE CELL WALL STRUCTURE. APRIL 2014 | 31

BALLAST WATER TREATMENT

does not retain any active substances that would have a detrimental effect on local species. This will usually require the addition of a neutralising additive that would also require approval under the G9 guidelines.

ELECTROLYSIS/ELECTROCATALYSIS

Has some similarity with electro-chlorination in that an electric current is passed through the ballast water. However, these systems do not rely on chlorine salts in the water or added to it to produce chlorine but rely instead on the production of very short lived hydroxyl radicals which also have the ability to destroy cellular structures.

In some systems a catalyst that speeds the reaction and makes it more efficient may also be present. The catalyst may either be attached to the surface of the electrode or even the electrode itself.

In all systems where an electric current is passed through the water certain gases â&#x20AC;&#x201C; notably hydrogen and perhaps chlorine â&#x20AC;&#x201C; will be formed as by-products of the disinfectant or treatment process. The quantity of such gases may be small but since they are considered hazardous there will need to be some form of venting system in place so that they can be removed from the vessel.

CAVITATION/ULTRASOUND

Systems employing cavitation do not rely on it as the sole treatment method but as a means of making subsequent treatments more effective. Cavitation can be induced by injection of gases or liquids or by altering the shape of the ballast piping over an area of the flow. The forces caused by the cavitation act on organisms damaging or killing them depending upon their robustness.

Ultrasound may be used as another means of inflicting shock damage to organisms and can be independently generated or induced by the piping profile.

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TECHNOLOGIES

The NIOZ testing facility

HEAT

Systems that make use of the waste heat of the shipâ&#x20AC;&#x2122;s engines and a heat exchanger to raise the temperature of the ballast water to levels sufficient to kill organisms have been proposed. Most are considered impractical in operation not least because the main engine may not be running if ballasting/deballasting takes place alongside the quay. High temperatures in ballast tanks may also have a detrimental effect on some cargoes. However, heating ballast to lower temperatures may improve the effectiveness of some chemical treatments.

DEOXYGENATION

These systems function by removing oxygen from the ballast water by venturi stripping or adding inert gases in sufficient quantities to bring the oxygen content below that needed to support life. Deoxygenation can be combined with another means of disinfection or used on a stand-alone basis. On some tankers where generation of inert gases is already carried out, the same equipment may be able to be used for treating the ballast flow. Deoxygenation is claimed to have a secondary benefit in that it will limit corrosion in the ballast system.

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BALLAST WATER TREATMENT

ď&#x192;¨ | CHAPTER 4: MAKING THE RIGHT CHOICE

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ITH SO MANY SYSTEMS available on the market, making the right choice for the long term requires more than a little thought before taking the plunge.

The following case study from the Canadian operator Seaspan shows how one shipowner went about a comprehensive appraisal before deciding on the RWO CleanBallast system.

In 2009 Seaspan started planning for a new design for container vessels, aiming for high efficiency ship operation and improved operational performance. The result was the SAVER (Seaspan Action on Vessel Energy Reduction) design of 10,000 TEU container vessels. Taking into consideration the fact that the IMO Ballast Convention was expected to come into force imminently it was obvious to Seaspan that a methodical selection of a ballast water treatment system would be necessary too. Ballast water treatment is a bitter pill for shipowners to swallow because the only returns on the significant capital costs are compliance with regulations and environmental protection.

According to Seaspan, the final decision to opt for the RWO CleanBallast technology with its in-depth filtration and advanced electrochemical disinfection was a result of several factors. For more than three years, we had evaluated and compared the different technologies. Most systems are based on a mechanical

34 | APRIL 2014

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separation and always a disinfection unit, consisting of UV technology or electrochemical disinfection using chlorine or hydroxyl-radicals. The pros and cons of both technologies are known and extensively debated, and crucial for a decision were doubts about the practicability, sustainability and cost efficacy of systems based on UV disinfection alone, with standard filtration.

The main issues here were high power consumption, unclear performance with shallow water, liability to vibrations, and the question of longevity and upgradeability if and when needed.

In 2009 the CleanBallast system was presented to us in the course of a workshop about ballast water treatment and the changes that would bring regulatory developments to the maritime world. The cleaning principle of the CleanBallast system is robust and advanced at the same time, and was coupled with another quality that many other systems are still waiting for â&#x20AC;&#x201C; operational experience.

In 2011 RWO had already installed more than 40 units on board ships, so had gained valuable experience from start-ups and operational performance. The company also offered us contacts with the independent operators for a direct one-to-one feedback on their experiences. To date, CleanBallast is one of the most proven systems on the market, which finally resulted in its certification as an Alternate Management System (AMS) by the US Coast Guard in mid-April 2013.

The company is also very well established with its network all over the world and as a customer one can benefit from various references, including for example the history of a marine water and wastewater treatment company that has been in the market for more than 35 years.

The point of international regulations and certifications was a critical one during the decision of selecting the right BWTS. Time showed that the certificate issued by the IMO could not always guarantee a reliable functionality on board, and several maritime authorities started to issue their own certificates. In this regard the USCG had begun to outline its own procedures as well, but it became obvious that it would not be in time for the schedule

CleanBallast System

BALLAST WATER TREATMENT IS A BITTER PILL FOR SHIPOWNERS TO SWALLOW. APRIL 2014 Â | 35

BALLAST WATER TREATMENT

of our new ships. In mid-2012 the application documents for the AMS approval of CleanBallast were submitted by RWO and the company showed itself most confident of being among the first ones to receive it. CleanBallastâ&#x20AC;&#x2122;s receipt of AMS acceptance by the USCG showed us that we were completely on the right course in choosing this product and the technology with electrochemical disinfection. Finally, only two out of eight technologies certified as AMS in the first group were UV systems.

In the course of negotiations with manufacturers in the final round there was another factor that led us to the decision in favour of RWO. The company was very open to our needs and plans and a lot of work was invested by both sides to find the best solutions for the SAVER vessels. A close collaboration at a high technological level ensured the final system was adapted to the technological necessities and conferred economic benefits to our side. RWOâ&#x20AC;&#x2122;s focus was always on high quality in manufacturing, fitting perfectly with our aim with the new SAVER design.

Looking back, the decision for CleanBallast was the result of several factors. First of all, the technological concept was well-

CleanBallast by RWO 36 | APRIL 2014

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MAKING THE RIGHT CHOICE

considered and tried and tested, something that cannot be said about many other systems. The system is certified by all important authorities now that the USCG presented the first group of AMS certified systems.

CONTINUAL IMPROVEMENT

Seaspan’s reason for choosing the CleanBallast system highlight some of the reasons that prudent owners will need to consider beyond initial cost. Promises that systems will continue to be supported are important but whether or not such promises will be kept will likely depend upon the strength of the maker.

A manufacturer with an established global network and a commitment to the marine industry through other products is likely to be a better bet that some others that have no track record and few other products to offer.

Also important is a commitment to continued improvement.

In this regard RWO can report that as part of the continuous advancement of CleanBallast, it conducted a H2 risk assessment together with DNV to assess the potential hydrogen production under different circumstances.

The test scenarios were characterized to cover a wide range of possible ballast and deballast situations up to the worst case that includes differing water quality, abnormal filling scenarios, tank sizes and designs. The test itself was carried out in full scale using a DNVclassed car carrier at a South Korean shipyard.

Under the DNV survey several characteristics of CleanBallast were tested, including: • OPERATIONAL SAFETY – In the whole risk assessment, safety was one of the main factors; thereby the prevention of system failures during operation was in focus. Tests were carried out to check the performance of CleanBallast with different water qualities, accidental misuse and under extreme conditions. The test arrangement also provided structures to assess exactly the occurrence of hydrogen during the ballast processes.

CLEANBALLAST’S RECEIPT OF AMS ACCEPTANCE BY THE USCG SHOWED US THAT WE WERE COMPLETELY ON THE RIGHT COURSE. APRIL 2014 | 37

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MAKING THE RIGHT CHOICE

• FUNCTIONALITY – In particular, the usability of CleanBallast’s user interface was put to the test to ensure an easy and accurate operation. According to the test results no changes were necessary.

Neither characteristic was a cause for any concern, according to the DNV. Explicitly, the hydrogen issue was investigated thoroughly, resulting in another confirmation for the security of the advanced CleanBallast system in all respects of operational safety.

Besides these main issues, the compliance with regulations of the classification and installation standards was evaluated. As a result of this assessment CleanBallast can be installed on all DNVclassified vessels.

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In addition to RWO’s work with DNV, CleanBallast has also been examined by surveyors of Lloyd’s Register. Besides the above mentioned features, LR set its focus on the system itself. A detailed examination of single components and processes inside CleanBallast led to the result that the RWO system is allowed to be installed on all LR-classified vessels.

Peter Wolf, Director Sales & Marketing at RWO commenting on these results said ‘We are proud that CleanBallast has again proven its technological refinement and maturity. As one of only few systems with real operational experience it shows the value of thought-through high-class design and engineering. With CleanBallast on board, every shipowner can enjoy relaxed sleep at night.’

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XXTHE PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS. APRIL 2014 | 39

BALLAST WATER TREATMENT

ď&#x192;¨ | CHAPTER 5: PRACTICAL CONSIDERATIONS

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ITH SUCH A WIDE choice of systems and technologies there is almost certainly a system available that could be fitted to any vessel affected under the IMO Convention or the US regulations.

However, not every system is suitable for every ship and owners must bear in mind several factors when looking for a system.

Which factors are most important will vary depending upon the individual circumstances of both the owner and the ship. For some owners, mere compliance with the rules will be sufficient regardless of whether or not the system chosen is best matched to his particular needs. For others, a much more considered approach will be to look at the whole life cost of the system and its reliability.

Currently there are around 60 different systems either in production or in the testing process. While there are tens of thousands of ships that will require be retrofitted with a ballast treatment system this programme will be complete within the space of five to six years. Beyond that date only newbuildings will be required to be fitted with systems. In a normal year this would only amount to between 2,000 and 3,000 ships. Quite clearly this level of work would not be sufficient to ensure the survival of all those manufacturers that are currently positioning themselves for the retrofit market.

Ecochlorâ&#x20AC;&#x2122;s ES BWTS

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There will therefore likely be many failures, mergers and consolidation that will need to take place once the initial rush is over. This may not affect the owners of ships which have a limited lifespan remaining but it could represent a major problem for the owners of new ships. Particularly if those systems chosen have a relatively high degree of sophistication. In such cases maintenance spare parts and service assistance will not be guaranteed necessitating the use of alternatives. It could well be that in some cases where non-OEM spares are used the type approval and therefore the legitimacy of the system could be compromised.

COST

As with any new equipment cost will feature high on the list with upfront capital expenditure likely to be prominent for most operators. Very few makers quote list prices so there is a large degree of shopping around to be done. Fleet operators with many vessels could well be able to negotiate deals for multi-ship installations but factors such as ship type and ballast capacities may mean that a single manufacturer does not have suitable systems for all vessels in a fleet.

In the case of newbuildings, prices will tend to be relatively small compared to the final ship price especially if the ship has been designed with installation of a particular system in mind. In a retrofit situation, the capital cost may be similar but installation costs higher due to modifications needed to other systems in order to create space for the treatment system.

Operating costs also have to be considered. Regardless of the method of disinfectant all systems will require pumps just as they always have. In newbuilds the pumps will be matched to the system requirements from the outset. On existing ships it may be possible to reuse the original ballast pumps to save some of the cost but if the pumps cannot maintain the flow rate demanded by the new system or are deficient in some other way they may have to be replaced.

The opportunity to explore more efficient alternatives to old pumps that will save running costs should not be overlooked.

APRIL 2014 Â | 41

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BALLAST WATER TREATMENT

Optimized by nature XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.

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VISIT US AT POSIDONIA 2014 · JUNE 2-6 · ATHENS GREECE · STAND 3.105 HALL 3 42 | APRIL 2014

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PRACTICAL CONSIDERATIONS

Power costs are likely to be highest on systems that employ electrolysis or related technologies. Considering that the systems could well be operating alongside when the ship is relying on harbour generators the power demand may need to be given a lot of thought. Across the whole range of systems, the power required to treat a ballast flow of 1,000m3/h varies from just a few kW to over 200kW. Most systems fall within a band from 50kW to 150kW. For UV systems, the cost of replacement lamps may be a small additional outlay over the life of the system and it is the cost of power for the lamps that is likely to be the biggest running cost. The costs of consumables for systems that use chemicals for treatment and neutralisation on discharge are likely to be higher than any power requirements those systems may have. In systems that include a filtration step, replacement filter elements also have to be factored in to cost calculations.

RISKS

Although ballast systems would not ordinarily appear to present many risks, several of the various treatments available can potentially cause problems if the system malfunctions. Systems relying on electrolysis or electro-chlorination will produce hydrogen and chlorine gases as part of the treatment process. Although the systems are designed to safely deal with these gases some very unusual circumstances might arise under which levels might become elevated.

The type approval process should be robust enough to identify such risks at the design stage and make provision to prevent a problem arising under normal circumstances. Even so might be a prudent measure for gas detection devices to be made available for monitoring machinery spaces and for crew obliged to enter ballast tanks or void spaces which might be affected by leaks from the ballast tank.

Some ship types such as tankers may present problems of their own but several manufacturers have recognised this and are producing explosionproof versions of their systems. An owner requiring an explosionproof system will find that there are

VERY FEW MAKERS QUOTE LIST PRICES SO THERE IS A LARGE DEGREE OF SHOPPING AROUND TO BE DONE. APRIL 2014 Â | 43

BALLAST WATER TREATMENT

sufficient models available to be able to select from a number of different technologies.

AREA OF OPERATION

There are two factors to be considered here; the need for a system to be installed and the water qualities likely to be encountered.

There is little doubt that eventually all ships will be subject to ballast water treatment regulations but presently the only major area with a regulation in force is the US. Under the US rules both US-flagged ships and foreign vessels trading in US waters built from the end of 2013 will need to be fitted with a ballast treatment system with older vessels falling under the rules under a rolling programme over the next two years.

From a practical point of view the salinity of the water taken for ballast and its temperature may cause problems for some systems particularly those making use of electrolysis or certain chemicals.

Ships trading world-wide may face such problems only rarely, but for ships with a more confined operational range it is sensible to ensure that the system is capable of functioning correctly under the environmental conditions likely to be encountered.

INSTALLATION PROGRAMME

Each year of delay in the ratification process of the IMO Convention has added thousands of vessels to the 60,000 or so that would have been obliged to retrofit a treatment system. The US implementation of its own regulations will see the owners of some of that number biting the bullet immediately but many more will hold out until the last possible moment.

Owners will need to ensure that once the need arises they can arrange to have a system fitted within the timespan allocated to vessels. Some system makers claim that their products can be fitted in very short time spans but a prudent owner may do well to consider planning an installation schedule sooner rather than later because of the pressure on drydock or yard slots.

Even those system makers who claim a quick installation is possible are often talking about a period of around 10 to 14 days.

44 | APRIL 2014

OWNERS WILL NEED TO ENSURE THAT ONCE THE NEED ARISES THEY CAN ARRANGE TO HAVE A SYSTEM FITTED WITHIN THE TIMESPAN ALLOCATED TO VESSELS.

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PRACTICAL CONSIDERATIONS

Such a time span is in excess of the usual time needed for a periodic dry docking, therefore it may not be possible to install a system during the time when a vessel will be out of service. Some manufacturers have said that initial work can be done by riding squads. However all this may well be true the men who would make up such riding squads are most likely to be needed to be working on ships in dry dock. In consequence the additional five years grace that the IMO is proposing may not be sufficient to ensure all ships are fitted with systems in time to meet their individual deadlines.

Alfa Laval - Pure Ballast 3.0

CAPACITY

Not all systems are suited to every vessel type because of limitations on rate of treatment. Large tankers and bulk carriers commonly take ballast at rates in excess of 6,000m3 per hour and there are a limited number of approved systems that can meet this requirement.

Installing multiple systems may be an answer and would provide some degree of redundancy in the event of system failure. In retrofit situations the issue of pressure drop also needs consideration.

SPACE

Space on board ships is normally at a premium and while it should be relatively simple to design for the installation of ballast treatment systems on newbuilds, there could be real problems in retrofit situations. Some manufacturers have been very innovative is limiting the space requirements of their systems and allowing for a variety of configurations of component parts, in some instances it is even possible to house the system on deck or at any convenient location in the ship. Consequently footprints of systems with similar capacities can vary enormously and for older and smaller vessels APRIL 2014 Â | 45

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PRACTICAL CONSIDERATIONS

can preclude some systems. Explosion proof versions of some systems have been developed especially for extra flexibility of location on tankers and gas carriers.

When calculating space for the system itself thought may need to be given both to access for maintenance and storage space for any chemicals used in the treatment process.

COATINGS

Not actually part of any treatment system but ballast tanks are now required to be coated under IMO regulations. Concerns have been raised over the potential for damage to be caused to tank coatings by chemicals used in the treatment process. Surprisingly little research has been carried out in to the possible extent of such a problem but some system makers are now testing with different types of coatings and can offer some reassurance to potential buyers.

Coating compatibility must be checked

46 | APRIL 2014

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Your future BWT system

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Modular version for Retrofit project

www.ballast-water-treatment.com APRIL 2014 Â | 47

BALLAST WATER TREATMENT

Ballast Water Treatment Systems status as at 9/4/2014 G9 APPROVAL

TYPE APPROVAL

WWW.21CSB.COM

FINAL

YES

WWW.ALFALAVAL.COM

FINAL

YES

B.M

50

WWW.ALFALAVAL.COM

N/R (G8)

YES

EXP’ JUNE 2014

“FILT, EL/ECL”

71

WWW.AQUAENG.KR

FINAL

YES

B.M

“FILT, UV”

51

WWW.AURAMARINE.COM

N/R (G8)

YES

B.M

“FILT, UV”

52

WWW.BIO-UV.COM

N/R (G8)

YES

B.M

“FILT, UV”

53

WWW.CATHELCO.COM

N/R (G8)

NO

MAKER

SYSTEM

TECHNOLOGY

21 CENTURY

ARA

“FILT, PLASMA, UV”

108

ALFA LAVAL

PUREBALLAST 2.0

“FILT, UV”

70

ALFA LAVAL

PUREBALLAST 3.0

“FILT, UV”

AQUA ENGINEERING

AQUASTAR

AURAMARINE

CRYSTALBALLAST

BIO UV

BIO-SEA

CATHELCO

PAGE

WEBSITE

COLDHARBOUR MARINE

GLD

“ULT, DE-OXY”

54

WWW.COLDHARBOURMARINE.COM

N/R (G8)

NO

COSCO

BLUE OCEAN SHIELD

“CYC, FILT, UV”

56

WWW.COSCO.COM

N/R (G8)

YES

DALIAN MARITIME UNIVERSITY

DMU-OH

“FILT, AO”

72

WWW.DLMU.EDU.CN

BASIC

NO

US AMS APPROVAL*

B.M

DESMI OCEAN GUARD

OXYCLEAN

“FILT, UV, OZ”

74

WWW.DESMIOCEANGUARD.COM

FINAL

YES

DESMI OCEAN GUARD

RAYCLEAN

“FILT, UV”

56

WWW.DESMIOCEANGUARD.COM

N/R (G8)

NO

DOW CHEMICAL PACIFIC

DOW PINNACLE

“FILT, OZ”

75

WWW.DOW.COM

NO

NO

ECOCHLOR

ES

“FILT, CHL”

76

WWW.ECOCHLOR.COM

FINAL

YES

ENVIROTECH

BLUESEAS

“FILT, EL/ECL”

77

WWW.BLUESEAS.COM

BASIC

NO

ENVIROTECH

BLUEWORLD

“FILT, CHL”

77

WWW.BLUESEAS.COM

BASIC

NO

ERMA FIRST

ERMA FIRST BWTS

“CYC, EL/ECL”

78

WWW.ERMAFIRST.COM

FINAL

YES

EVOQUA WATER TECHNOLOGIES

SEACURE

“FILT, EL/ECL”

79

WWW.EVOQUA.COM

FINAL

YES

FERRATE TREATMENT TECHNOLOGIES

FERRATE

FERRATE

57

WWW.FERRATETREATMENT.COM

N/R (G8)

NO

GEA WESTFALIA SEPARATOR

BALLASTMASTER ECOP

“FILT, EL/ECL”

80

WWW.WESTFALIA-SEPARATOR.COM

BASIC

NO

GEA WESTFALIA SEPARATOR

BALLASTMASTER ULTRAV

“FILT, UV”

58

WWW.WESTFALIA-SEPARATOR.COM

N/R (G8)

YES

HANLA IMS

ECOGUARDIAN

“FILT, EL/ECL”

81

WWW.HANLAIMS.COM

FINAL

NO

HEADWAY TECHNOLOGY

OCEANGUARD

“FILT, AO, ELCAT”

82

WWW.HEADWAYTECH.COM

FINAL

YES

HI TECH MARINE

SEASAFE-3

HEAT

58

WWW.HTMARINE.COM.AU

N/R (G8)

YES

HITACHI

CLEARBALLAST

“FILT, FLOC”

13

WWW.HITACHI.COM

FINAL

YES

HWASEUNG

HS BALLAST

EL/ECL

85

WWW.HSMA.COM

BASIC

NO

HYDE MARINE

HYDE GUARDIAN / GOLD

“FILT, UV”

59

WWW.HYDEMARINE.COM

N/R (G8)

YES

HYUNDAI HI

ECOBALLAST

“FILT, UV”

85

WWW.HHI.CO.KR

FINAL

YES

HYUNDAI HI

HIBALLAST

“FILT, EL/ECL”

86

WWW.HHI.CO.KR

FINAL

YES

B.M

JFE ENGINEERING

BALLASTACE

“FILT, CHL”

17

WWW.JFE-ENG.CO.JP

FINAL

YES

B.M

JFE ENGINEERING

NEOCHLOR MARINE

“FILT, CHL”

88

WWW.JFE-ENG.CO.JP

FINAL

YES

WWW.JSNJ.COM

N/R (G8)

YES

FINAL

NO

JIANGSU NANJI MACHIINERY

NIBALLAST

“FILT, MEMB, D-OXY”

60

JIUJIANG PMTR INSTITUTE

OCEAN DOCTOR

“FILT, UV, AO”

89

KATAYAMA CHEMICAL

SPO SYSTEM

“FILT, CHEM, CAV”

89

WWW.KATAYAMA-CHEM.CO.JP

BASIC

NO

KATAYAMA CHEMICAL

SKY SYSTEM

“FILT, CHEM “

90

WWW.KATAYAMA-CHEM.CO.JP

FINAL

NO

48 | APRIL 2014

“F,B,M”

B.M

B.M

B.M

B.M

B.M

“F,B,M”

SHIPINSIGHT.COM

SYSTEM STATUS

MAKER

SYSTEM

TECHNOLOGY

PAGE

WEBSITE

G9 APPROVAL

TYPE APPROVAL

US AMS APPROVAL* B.M

KNUTSEN TECHNOLOGY

KBAL

“PRESSURE VACUUM, UV”

62

WWW.KNUTSENOAS.COM

N/R (G8)

YES

KOREA TOP MARINE

KTM

“CAV, EL/ECL”

91

WWW.KTMARINE.CO.KR

BASIC

NO

KURARAY

MICROFADE

“FILT, CHL”

91

WWW.KURARAY.CO.JP

FINAL

YES

KWANG SAN

ENBALLAST

“FILT, EL/ECL”

92

WWW.KWANGSAN.COM

BASIC

NO

KWANG SAN

BIOVIOLET

“FILT, UV”

62

WWW.KWANGSAN.COM

N/R (G8)

NO

MAHLE INDUSTRY

OCEAN PROTECTION SYSTEM OPS

“FILT, UV”

63

WWW.MAHLE-INDUSTRY.COM

N/R (G8)

YES

MH SYSTEMS

B.M

B.M

DE-OXY

64

WWW.MHSYSTEMSCORP.COM

N/R (G8)

NO

MITSUI ENGINEERING

FINEBALLAST OZ

“FILT, OZ, CAV”

92

WWW.MES.CO.JP

FINAL

YES

MITSUI ENGINEERING

FINEBALLAST MF

MEMBRANE FILTER

64

WWW.MES.CO.JP

N/R (G8)

YES

MMC GREEN TECHNOLOGY

MMC

“FILT, UV”

65

WWW.MMCGT.NO

N/R (G8)

YES

B.M

NEI TREATMENT SYSTEMS

VOS

“DE-OXY, CAV”

19

WWW.NEI-MARINE.COM

N/R (G8)

YES

“F,B,M”

NUTECH O3/NK CO

BLUEBALLAST

OZ

94

WWW.NKCF.COM

FINAL

YES

B.M

OCEANSAVER

OCEANSAVER BWTS MKII

“FILT, EL/ECL”

95

WWW.OCEANSAVER.COM

FINAL

YES

B.M

OPTIMARIN

OBS

“FILT, UV”

66

WWW.OPTIMARIN.COM

N/R (G8)

YES

B.M

PANASIA

GLOEN-PATROL

“FILT, UV”

96

WWW.GLOEN-PATROL.COM

FINAL

YES

B.M

PANASIA

GLOEN-SAVER

“FILT, EL/ECL”

96

WWW.GLOEN-PATROL.COM

BASIC

NO

REDOX MARITIME TECHNOLOGIES

REDOX

“FILT, OZ, UV”

97

WWW.REDOXMARITIME.NO

BASIC

NO

RESOURCE BALLAST TECHNOLOGIES

RBT

“FILT, OZ, EL/ECL, CAV”

98

WWW.RESOURCE-TECHNOLOGY.COM

FINAL

YES

RWO

CLEANBALLAST

“FILT, EL/ECL”

98

WWW.RWO.DE

FINAL

YES

B.M

SAMSUNG HI

PURIMAR

“FILT, EL/ECL”

100

WWW.SHI.SAMSUNG.COM

FINAL

YES

B.M

SAMSUNG HI

NEO-PURIMAR

“FILT, EL/ECL”

101

WWW.SHI.SAMSUNG.COM

FINAL

NO

SEVERN TRENT DE NORA

BALPURE

“FILT, EL/ECL”

101

WWW.BALPURE.COM

FINAL

YES

SHANGHAI CYECO ENVIRONMENTAL TECHNOLOGY

CYECO

“FILT, UV”

67

WWW.CYECOMARINE.COM

N/R (G8)

YES

STX METALS

SMARTBALLAST

EL/ECL

102

WWW.STXMETAL.CO.KR

FINAL

NO

SUMITOMO ELECTRIC INDUSTRIES

SEI-BWMS

“FILT, UV”

104

WWW.GLOBAL-SEI.COM

NO

NO NO

SUMITOMO ELECTRIC INDUSTRIES

B.M

B.M

EL

104

WWW.GLOBAL-SEI.COM

NO

SUNBO INDUSTRIES

BLUEZONE

OZ

105

WWW.SUNBOIND.CO.KR

BASIC

NO

SUNRUI

BALCLOR

“FILT, EL/ECL”

105

WWW.SUNRUI.NET

FINAL

YES

B.M

TECHCROSS

ELECTRO-CLEEN

EL/ECL

106

WWW.TECHCROSS.COM

FINAL

YES

B.M

TROJAN MARINEX

TROJAN MARINEX BWT

“FILT, UV”

68

WWW.TROJANMARINEX.COM

N/R (G8)

YES

VAN OORD

“FRESH WATER, CHL”

107

WWW.VANOORD.COM

BASIC

NO

WÄRTSILÄ

AQUARIUS EC

“FILT, EL/ECL”

107

WWW.WARTSILA.COM

FINAL

YES

WÄRTSILÄ

AQUARIUS UV

“FILT, UV”

69

WWW.WARTSILA.COM

N/R (G8)

YES

“F,B,M”

* AMS APPROVAL ; F = APPROVED FOR USE IN FRESHWATER ; B = APPROVED FOR USE IN BRACKISH WATER; M = APPROVED FOR USE IN MARINE ; APPROVAL MAY ONLY APPLY TO SOME VERSIONS IN RANGE.

APRIL 2014 | 49

BALLAST WATER TREATMENT

 | CHAPTER 6: G8 SYSTEMS

DESMI Oceanguard Rayclean

T

HE NUMBER OF SYSTEMS that do not employ an active substance and which can therefore follow the G8 route to type approval is much less than those that do. In this group the majority of systems make use of UV to produce hydroxyl radicals which, being extremely short lived are considered by the powers that be to not be active substances. The UV systems are using what is essentially the same technology as those that are approved as G9 systems. There are however, several systems that do not use UV or any chemical substances and are therefore properly included here.

1. ALFA LAVAL: PUREBALLAST 3.0 SUBSTANCE APPROVAL: n/r TYPE APPROVED: Yes CAPACITY: 125 – 3,000m3/h (can be increased using multiple systems) METHOD: Filtration and UV

50 | APRIL 2014

SHIPINSIGHT.COM

Based on the earlier PureBallast and PureBallast 2.0, this is the first version to feature the new design UV module and offers space savings of 50% and energy savings of up to 60% over previous versions. Although PureBallast 3.0 uses the same core technology as its predecessors, a new approval was necessary due to the technology advances between versions 2.0 and 3.0. As with the 2.0 version, type-approval was granted under the G8 rules.

The new UV reactor module is designed to ensure more exposure of organisms to UV without reducing the ballast flow.

The level of radiation is also more controllable and is now linked to water conditions so that power savings can be made where water is less turbid. Initially offered in 300m3/h and 1,000m3/h versions, a new intermediate size 600m3/h reactor version became available in February 2014. Further flexibility is provided by Bollfilter as a new alternative to Hydac for the PureBallast 3.0 filter. Different versions are available using combinations of UV reactor and filter size 2. AURAMARINE: CrystalBallast SUBSTANCE APPROVAL – n/r TYPE APPROVED – Yes CAPACITY: 250 – 1,000m3/h METHOD: Filtration and UV

The CrystalBallast system is installed on the pressure side of the ballast pumps. The interface with the existing ballast water arrangement is straightforward, with ballast water inlet and outlet connections connecting the treatment system to the main ballast piping. A small diameter backflush line leads overboard.

Due to its modular design and unobtrusive structure, it is possible to install the system in a variety of spaces. The CrystalBallast system is available in multiple filter sizes and two UV reactor sizes (75 and 250m3/h). Ships with larger capacities are fitted with parallel UV reactors. Treatment takes place on intake and discharge but the filter is not used during discharge.

The system’s Active Flow Control (AFC) keeps the flow within the maximum rated treatment capacity of the system without the

THE NEW UV REACTOR MODULE IS DESIGNED TO ENSURE MORE EXPOSURE OF ORGANISMS TO UV WITHOUT REDUCING THE BALLAST FLOW. APRIL 2014 | 51

BALLAST WATER TREATMENT

need for manual intervention during ballasting or de-ballasting. The AFC system also ensures adequate counter pressure for the filter during cleaning cycles and controls the ballast water flow during UV reactor heating periods. The flow data is logged in the memory of the system control unit along with the UV treatment information.

3. Bio-UV: BIO SEA Substance Approval – n/r Type approved – Yes Capacity: Modular and scalable from 75 – 2,000m3/h Method: Filtration and UV

This is the first system developed in France. The system first cleans ballast water using a 40μm filtering element, in order to retain suspended solids and zooplankton. The filter size will be dependent on the system capacity according to the ballast pump flow rate.

BIO-UV offers a choice of two filter types both equipped with automatic backflushing. There is no disruption of the filtration process during the cleaning cycle, and no significant variation of the treated flow rate.

Secondly, the UV stage of the treatment takes place in a reactor with a single polychromatic, medium pressure, high intensity UV lamp housed in a protective quartz sleeve. The lamp is driven by electronic ballast, allowing precise management of the lamp in order to optimise its regulation, reduce power consumption and prolong lamp life. Sensors monitor and control the intensity of the UV. Larger systems will feature more reactors installed in parallel allowing for better tuning of the flow rate.

Treatment with UV also takes place at discharge but the filter is by-passed during this operation. The system features a control module with touch screen. Control can be exercised manually or programmed for fully automatic treatment. BIO-SEA® system is available in modular parts or container version for retrofits and on skid version for new builds. BIO-SEA® benefits from a worldwide sales and service network.

52 | APRIL 2014

BIO SEA from France

SHIPINSIGHT.COM

G8 SYSTEMS

4. Cathelco: Cathelco Substance Approval – n/r Type approved – No (anticipated early 2014) Capacity: Modular and scalable from 50 – 1,200m3/h Method: Filtration and UV

During uptake the sea water passes through the filtration unit where the larger organisms and sediments are removed. At regular intervals material is automatically back-flushed. Cathelco offers a choice of two types of filters to remove larger organisms and particles from the ballast water. The filter units are available in capacities from 50m3/h to 1,200m3/h with 40μm screen mesh.

The water is sampled by the UVT sensor system before reaching the UV chambers. The power to the lamps is automatically raised or lowered according to the quality of the seawater. As the water travels along the twin UV chambers in a ‘helix’, smaller organisms, bacteria and pathogens are rendered harmless before the water passes to the ballast tanks. The lamps are continuously monitored

by UV intensity sensors. These measure their performance and indicate when refurbishment or replacement is necessary.

Cathelco has a unique cleaning system for the UV chambers.

When the cleaning cycle is automatically initiated, the UV chambers are isolated from the rest of the system by valves. A separate pump is activated enabling specialised foam balls to be introduced into the reactor line from a reservoir. These hit the surface of the quartz UV sleeve, gently polishing away any residue that may have collected as well as cleaning the inside of the chamber. At the end of the cycle the foam balls are automatically reclaimed, the cleaning system is isolated and the main system is ready for the next ballast water operation.

During ballast discharge the seawater bypasses the filter unit and goes directly to the UV chambers where it is sterilised for a second time. This avoids the risk of any contamination due to re-growth in the ballast tanks.

Checking on the Cathelco system

APRIL 2014 | 53

BALLAST WATER TREATMENT

G8 SYSTEMS

5. Coldharbour Marine: Substance Approval â&#x20AC;&#x201C; n/r Type approved â&#x20AC;&#x201C; No Capacity: Unlimited Method: Ultrasound and De-oxygenation

This system is intended for use on tankers and is unique in that it does not treat the ballast water during ballasting operations but in the ballast tanks using inert gas produced by inert gas generators (IGG). The IGGs required for the system can provide redundancy for similar equipment already installed on board some tankers.

Treatment in the tank means that all conventional ballast operations, including gravity operations, can continue according to standard practice.

During the voyage, the output from the IGG is pumped (by standard type marine compressors) to gas lift diffuser (GLD) units in the ballast tanks where the full treatment takes place. The GLD technology has no moving parts and as such is 100% reliable. It uses natural fluid dynamics to both thoroughly stir the ballast tanks and diffuse the inert gas into the ballast water. As the inert gas diffuses into the ballast water through the GLD, oxygen is stripped from the water whilst the elevated level of CO2 in the inert gas temporarily reduces the pH level of the water. This simultaneously induces hypoxia and a condition known as hypercapnia in marine life. These conditions are fatal to both aerobic and anaerobic marine organisms. To effectively kill the remaining organisms a patented method of gas induced ultrasonic shockwaves are produced inside the GLD. A beneficial side effect of the treatment is that it also offers shipowners significant savings in maintenance costs through a substantial reduction in ballast tank corrosion. This is achieved because the percolated reduced oxygen gas sits in the ullage space within the tank thereby protecting the ballast tank and ensuring a longer life for ballast tank coatings. The Coldharbour system is capable of handling water with high levels of suspended solids.

54 | APRIL 2014

For Coldharbour big is easy

SHIPINSIGHT.COM

Marine & Offshore Fluid Handling Solutions

Inert Gas based Ballast Water Treatment for Tankers • No disruption to ballasting or de-ballasting

• No change to ballast pumps, pipes, or power generation

• Ideal for new build or retro fit

The only in-tank, in-voyage BWT system THE FIRST BWT SYSTEM TO BE SUCCESSFULLY RETROFITTED TO A VLCC

Email: sales@coldharbourmarine.com www.coldharbourmarine.com Tel: +44 (0) 1629 888386 APRIL 2014 | 55

BALLAST WATER TREATMENT

6. COSCO: Blue Ocean Shield Substance Approval – n/r Type approved – Yes Capacity: Scalable to 2,000m3/h Method: Cyclonic separation, Filtration and UV

The BOS system can run in different configurations depending on the level of treatment required and the particular properties of the ballast water, by employing filtration and UV and introducing a hydrocyclone if required.

The system operates in-line during the uptake and discharge of ballast water. Before UV treatment takes place, a filter system reduces the sediment load of the ballast water, in addition to removing some microorganisms. The filtration system is installed on the discharge side of the ballast water pumps and employs automatic backflushing.

The UV unit employs high-output, low-pressure UV to destroy organisms present in the ballast water.

Ballast water is treated at intake and again at discharge.

7. Desmi Ocean Guard: Rayclean Substance Approval – n/r Type approved – No Capacity: Modular 100 – 3,000m3/h Method: Filtration, UV

This is a second generation system from Desmi Ocean Guard and builds on experience gained with the Oxyclean system but s being tracked through the G8 approval route.

In the Rayclean system Initial treatment is by filtration with automatic back flushing followed by UV treatment. The UV treatment takes place in units with a flow capacity of 300 m3/h.

Each UV unit is equipped with 60 highly efficient low-pressure UV lamps. These lamps are roughly twice as energy efficient as the 56 | APRIL 2014

THE UV UNIT EMPLOYS HIGH-OUTPUT, LOW-PRESSURE UV TO DESTROY ORGANISMS PRESENT IN THE BALLAST WATER.

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G8 SYSTEMS

widely used medium pressure UV lamps, and as they work at much lower temperature they have superior lifetime and no issues with regard to fouling.

Constant online monitoring of the UV intensity inside each unit is used to dim the UV lamps in very clear water (high UV-Transmission) in order to save energy, and to reduce the flow through the unit in extremely unclear water (low UV-Transmission). This ensures a carefully dosed UV treatment at all times even in extremely challenging water conditions. RayClean is a fully automatic process based on a PLC platform, which controls the valves, pumps, UV sensor, flow meters, pressure-and temperature sensors.

RayClean can be started or stopped from the colour graphic Touch Screen on the Master Control Panel which can be intregrated in an existing control system on board the vessel. During ballast and de-ballast operations the control system logs the operation data.

8. Ferrate Treatment Technologies: Ferrate Substance Approval – n/r Type approved – No Capacity: up to 10,000m3/h Method: Ferrate

The sole system making use of this technology. Ferrate is described as a supercharged iron molecule in which iron is in the plus 6 oxidation state; it is better known as Iron (VI). Ferrate is claimed as an extremely powerful oxidant and can deliver multiple treatments from a single application. The maker says it does not create disinfection by-products and is environmentally friendly.

The final product of Ferrate treatment is ferric hydroxide, Iron (III), a non-toxic, environmentally benign compound. The liquid ferrate is produced on board in a Ferrator using caustic, bleach and ferric chloride. Ferrate Treatment Technologies say that active substance approval is not needed. It is the US authorities have determined that registration as a pesticide is not needed.

Capacity is said to be unlimited as treatment system easily scales up and down based on flow rate being treated and dose. The

FERRATE IS CLAIMED AS AN EXTREMELY POWERFUL OXIDANT AND CAN DELIVER MULTIPLE TREATMENTS FROM A SINGLE APPLICATION. APRIL 2014 | 57

BALLAST WATER TREATMENT

Ferrate system can be configured to fit inside a 40-ft ISO container.

Not yet IMO approved but a retrofit installation of a pilot system in the cargo hold of a container ship was approved by ABS and USCG. In 2013 the company established a Singapore-based subsidiary to further develop the system 9. GEA Westfalia: BallastMaster UltraV Substance Approval – Final Type approved – Yes Capacity: Modular 250 – 3,000m3/h Method: Filtration and UV

The second of two systems developed by GEA Westfalia Separator (BallastMaster UltraV is a G9 system), the BallastMaster UltraV is a two-stage system which combines mechanical pre-filtration with subsequent disinfecting by UV-C. In this process, no chemicals are used and no hazardous by-products are created.

In the first stage, a mechanical filtration process removes all organisms and sedimentary particles larger than 20μm. This prevents sedimentary deposits from accumulating in the ballast water tanks. The filter module is cleaned automatically by vacuum extraction in a self-cleaning process.

In the second stage, the pre-filtered ballast water is then disinfected by UV-C radiation. The monochromaticUV-C radiation (254 nm) eliminates organisms such as bacteria or phytoplankton.

Micro cavitation delivered by ultrasonic means guarantees that any biofilms and nonorganic deposits in the UV-C tubes are cleaned off efficiently and the lamps remain permanently clean.

The type approval issued by the German authorities was for a 250m3/h unit but multiple systems can be installed to handle high volumes.

10. Hi Tech Marine: SeaSafe-3 Substance Approval – n/r Type approved – Yes 58 | APRIL 2014

GEA Westfalia UltraV

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G8 SYSTEMS

Capacity: up to 10,000m3/h Method: Heat

The SeaSafe-3 System is an arrangement of one or more Plate Heat Exchangers and a Proprietary Hold-Over Tank. It employs Pasteurization to elevate the ballast water to a temperature above the thermal-threshold of the target organisms. The System is designed for each individual ship and is capable of processing ballast water at flow rates up to and including 3,000 m³/hour.

The System is primarily designed to draw water from the bottom of the ballast tank and return the disinfected water to the top of the same ballast tank where it sits on the top of the untreated water by the natural process of stratification. This was proven during several sea-trials conducted onboard a small Australian Bulk Carrier in 1997.

The System is also able to supply disinfected replacement ballast water for ships conducting mid-ocean exchange.

Water to be treated is pumped through a series of heat exchangers into the water-heater circuit heat exchanger, raised to the desired temperature for the required time, and then discharged through the heat exchanger series after being cooled by preheating the incoming water. Depending on the configuration of the ship and the availability of the necessary amount of heat, the System is able to process the ballast water during uptake, during the voyage or during discharge or any combination of the three.

11. Hyde Marine: Hyde GUARDIAN/GUARDIAN Gold Substance Approval – n/r Type approved – Yes Capacity: Scalable and modular from 60 to 6,000m3/h Method: Filtration and UV

The Original Hyde GUARDIAN BWTS features a two-stage process comprising a filter to remove sediment and larger organisms, and a powerful medium pressure UV disinfection unit.

During ballasting, water is processed through both the filter and APRIL 2014 | 59

BALLAST WATER TREATMENT

G8 SYSTEMS

UV stages. During de-ballasting, the filter is bypassed and water flows only through the UV system before discharging overboard.

System and ballast operation data are automatically logged.

Hyde GUARDIAN Gold introduced in late 2013 is an improved version with a footprint 50% smaller than the original and a number of other advantages, including continuous and increased flow to tanks during ballasting, ability to handle heavy organic and sediment loading, and up to a 30% reduction in peak power consumption.

Both the filtration and UV components are designed specifically for ballast water treatment.

Other new features include an advanced touch screen Operator Interface and upgraded PLC controller with increased speed and memory capacity, as well as expanded modes of one-touch operation for tank stripping, gravity ballasting, internal transfer, emergency ballasting, and maintenance. The UV reactor now has level and moisture sensors for increased safety, as well as relocation of the UV cooling valve to the top of the UV reactor chamber for improved air removal.

With the smallest footprint on the market, the flexible and modular design of the new system allows for installation in even the most crowded machinery spaces. The system is designed for minimum pressure drop, allowing use of existing ballast pumps.

With over 10 years operational experience and the most retrofit projects, Hyde Marine is prepared to face challenges the market presents.

12. Jiangsu Nanji Machinery: NiBallast Substance Approval – n/r Type approved – Yes Capacity: Modular and scalable to 200 – 1,500m3/h Method: Membrane Filtration and De-oxygenation

The NiBallast system employs a series of filters to remove larger organisms and membrane technology similar to that used in sewage treatment systems that prevents virtually all organisms from reaching the ballast tanks. In addition and as a safeguard, a nitrogen 60 | APRIL 2014

THE FILTRATION SYSTEM CAN BE DELIVERED IN SMALL MODULES TO BE CONFIGURED IN A VARIETY OF SHAPES TO FIT AVAILABLE SPACE.

NEW

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L con owest e sum ptio nergy n in clas s!

RayClean Your Reliable Ballast Water Treatment Solution Based on filtration and UV-treatment No chemicals! No risk of increased corrosion!

No hazards to crew, vessel or the environment!

Tested in both fresh-, brackish and marine water salinities Tested according to both IMO and US Coast Guard requirements Automatic adjustment of treatment to water quality Tested in extreme water conditions with UV-Transmission as low as 33% Reliable treatment that meets the IMO and USCG discharge standards every time.

PROVEN TECHNOLOGY www.desmioceanguard.com

XXTHE PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.

Ocean Guard A/S

APRIL 2014 Â | 61 - ballast water treatment systems

BALLAST WATER TREATMENT

generator and mixing device is used to de-oxygenate the water that has passed through the filters and membrane.

13. Knutsen OAS: KBAL Substance Approval – n/r Type approved – Yes Capacity: 200 – 3,000m3/h Method: Pressure Vacuum UV

The KBAL system consists of a limited number of parts, the main KBAL system does not make use of filters and its main component is the compact pressure vacuum reactor which is required to be deck mounted or high level mounted in the engine room. Ballast water from the intake is pumped to pressure vacuum reactor which works in combination with a vertical ballast water drop line, ensures a low temperature boiling condition that eliminates the majority of the organisms. The ballast drop line is the reason why the pressure vacuum reactor must be deck mounted or high level mounted in the engine room.

After passing through the pressure vacuum reactor and the ballast drop line, any remaining bacteria are effectively eliminated by the UV chamber mounted downstream on the pressure vacuum reactor. The KBAL system can be used during ballasting, during voyage (circulating) and/or during de-ballasting.

14. Kwang San: BioViolet Substance Approval – n/r Type approved – No Capacity: Modular and scalable 150-1,500m3/h Method: Filtration and UV

The system employs 50μm filtration followed by medium pressure UV irradiation. The filter is cleaned by back flushing and there is also a wiping system to keep the UV lamp sleeves clean. Power – and therefore UV intensity – is controllable from a touch-screen panel.

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flow rate and times.

The system is modular and scalable and its design allows the two key components of filter and UV reactor to be installed in a variety of positions and locations. The company describes it as a second generation system and appears to have abandoned development and production of the EnBallast system that employed electrochlorination and has basic G9 approval.

15. MAHLE Industry: Ocean Protection System OPS Substance Approval – n/r Type approved – Yes Capacity: Modular and scalable to 2,000m3/h Method: Filtration and UV

MAHLE OPS

The system employs two-stage filtration followed by UV irradiation.

The automatically self-cleaning filter for pre-treatment is used for removing particulate impurities from highly contaminated water and process water. It works even at low operating pressures and has only low pressure losses at high flow rates. In the second stage the ballast water is cleaned with the aid of an automatically selfcleaning filter, which removes more particles and organisms.

Standard solutions achieve flow rates of up to 2,000m3/h.

Compared with conventional filters, this filter has the advantage of providing continuous filtration without interrupting the flow. The combined pre-treatment allows large volume streams to be treated.

The treated ballast water contains only very low levels of suspended solids, thus ensuring that the low-pressure UV rays can penetrate sufficiently for maximum efficiency. The lowpressure radiation units in the OPS emit most of their UV light in the 254nm range, which is in the spectral range of maximum germicidal effectiveness. Depending on the ships construction the system can be delivered in a container, skid-mounted on a frame or in single components. The system configuration with its very low pressure drop allows its integration in ballast water systems mostly without the need of exchanging existing ballast water pumps.

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16. MH Systems: Substance Approval – n/r Type approved – No Capacity: Unlimited Method: Deoxygenation

The MH Systems’ patented ballast water treatment system takes advantage of the inert gas generated on board from a marine inert gas generator. MH Systems does not treat the water as it is being brought into the ballast tanks but the water is treated ‘in-tank’ to kill the organisms and prepare it for discharge. Before the water is discharged the water is brought back to its original oxygenated state. The MH Systems’ patented product consists of a vessel-specific ‘contract design’ for the ballast water treatment system, a control box, support for installation and operational support as needed. The custom design specifies the installation of a gas compressor, piping, diffusers, valves and control system.

No chemicals are needed or used. No filters need be cleaned.

All components are off-the-shelf in origin, marine hardened with proven reliability. The diffusers, for example, can operate without maintenance for 10 years. Because the MHS ballast water treatment system treats the ballast water ‘in-tank’, the system has unlimited capacity to treat any quantity of ballast water, independent of flow rate into or out of ballast tanks. Furthermore, there are no restrictions on how many ballast tanks can be concurrently filled.

17. Mitsui Engineering: FineBallast MF Substance Approval – n/r Type approved – Yes Capacity: 50 – 900m3/h Method: Membrane Filter

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the filtration process. Filtered water then passes to the Membrane module and is processed by passing through the membrane. The membrane used with this system possesses an extremely uniform micro pore size, and can satisfy the D-2 standard without using Active Substances. The membrane improves the ballast water processing module, using two or more modules. The system operates automatically, and organisms filtered by the membrane are returned to the sea at regular intervals. The “FineBallast MF” BWMS has a “Cleaning in Place” (CIP) unit using H2O2 to clean out organisms adhering to the membrane after ballasting. The CIP-unit feeds a prescribed amount of H2O2 to seawater reserved in the membrane unit and starts cleaning. After cleaning, the remaining H2O2 in the seawater is detoxified by a catalyst. The CIP unit is comprised of an H2O2 feed tank, concentration meter, supply pump, filter, and catalyst unit. After ballasting is completed, chemical cleaning is executed automatically.

18. MMC Green Technology: Substance Approval – n/r Type approved – Yes Capacity: 150m3/h – 300m3/h modular and scalable Method: Filtration and UV

The systems can be easy installed onboard new or existing vessels.

Systems can be delivered on skid or in separate units. For other capacities beyond the 300m3/h model the units can be scaled.

The filter system incorporates back flushing and its control panel can also be linked into an automated system. The system is claimed to be low maintenance and easy to operate.

19. NEI Treatment Systems: VOS Substance Approval – n/r Type approved – Yes Capacity: Scalable to 7,000m3/h Method: De-oxygenation

AFTER CLEANING, THE REMAINING H2O2 IN THE SEAWATER IS DETOXIFIED

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VOS induces a low-oxygen (hypoxic) condition in ship ballast tanks using inert gas. This hypoxic condition deprives aquatic organisms – both plants and animals – of the oxygen needed to survive. This low-oxygen environment also limits the amount of oxygen available to form iron oxide, or rust, thereby protecting the internal steel surfaces of the ballast tank against corrosion and preventing premature deterioration of ballast tank coatings.

NEI’s patented VOS System safely removes 95% of dissolved oxygen from ballast water by mixing very low-oxygen inert gas with natural water as it is drawn into the ship as ballast. In a process similar to evaporation, the inert gas strips the water of its dissolved oxygen. The inert gas is produced in a stripping gas generator burning diesel fuel and is then educed into the ballast stream using venturi injectors.

The inert gas and dissolved oxygen in the ballast water gradually come to equilibrium with the gas absorbing some of the dissolved oxygen and the water taking up some of the inert gases (nitrogen and CO2). As the ballast tank fills, the gas which now contains most of the oxygen that was in the ballast is vented off.

Upon discharge below the water line, the ballast water once again passes through the VOS venturi injectors, where air is re-introduced back into the water before release into the environment. As water exits the ballast tanks, the tanks are filled with inert gas in order to maintain a low-oxygen condition, which has two key benefits: When deoxygenated water is once again drawn into the ballast tanks, it will not re-oxygenate, and the ballast tank coating life is extended and steel corrosion is reduced by up to 84%.

20. Optimarin: OBS Substance Approval – n/r Type approved – Yes Capacity: Scalable to 3,000m3/h Method: Filtration and UV

This modular system is very flexible, with a relatively small footprint and weight, and will fit vessels of all kinds and sizes.

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The OBS can be delivered as a complete skid or as a customised solution. It accommodates a wide range of ballast water capacities and can handle flows up to 3000m3/h (or higher upon request). The equipment can be installed horizontally, vertically, on or suspended below deck, along the ship’s side or in several separate locations.

The maker offers three different 40μm filters, the B&K candle type, the FilterSafe basket type and the Filtrex basket type filter. All three filter types have automatic back flushing and are self-cleaning.

After filtration high power UV is employed for the efficient inactivation of organisms, bacteria and pathogens in ballast water.

The UV system makes use of single UV lamp chambers with a 167m3/h flow rate per chamber. Multiple chambers can be installed in parallel on a single manifold for higher flows. There is a UV and temperature sensor in each chamber connected to a control unit for monitoring and logging purposes. The control panel can incorporate control for ballast pumps and valves if required.

21. Shanghai Cyeco Environmental Technology: Cyeco BWMS Substance Approval – n/r Type approved – Yes Capacity: Scalable from 200 to 6,000m3/h Method: Filtration and UV

The Cyeco BWMS features two-stage process, first applying automatic filtration to remove larger organisms and sediments followed by medium pressure UV unit to disinfect and inactivate smaller plankton, bacteria and pathogens.

The filter removes larger organisms and sediment particles and is designed to automatically back-flush itself at the end of each ballasting or de-ballasting operation, and when a timer is triggered or preset differential pressure caused by solids built up on filter screen is reached. This automatic back-flushing mechanism keeps the filter screen clean and provides reliable, non-stop operation at high sediment loads. All organisms and particles removed by the filter are continuously returned to the sea at ballasting site. The filter is bypassed during the de-ballasting operation.

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22. Trojan Marinex: Trojan Marinex BWT Substance Approval – n/r Type approved – Yes Capacity: Up to 10,000m3/h Method: Filtration and UV

The Trojan Marinex BWT system treats ballast water using two stages (filtration + UV) housed within the same unit. Filtration removes larger particles and organisms. UV inactivates the remaining organisms and microorganisms. During deballasting, the filter is bypassed and the ballast water from the tanks passes through the UV chamber of the unit only. The purpose-built system is developed by Trojan Marinex. Trojan Marinex is focused solely on the marine industry and providing ballast water treatment solutions. They are part of the Trojan Technologies group of businesses. Collectively, this group is dedicated to providing water confidence and has played an important role in the development of many of today’s water treatment innovations. Several of the products developed by these businesses are installed in large applications around the world, and are relied upon to effectively treat the most challenging of waters. Trojan Marinex BWT systems are purpose-built for the marine environment, and provide filtration + UV in a single, compact unit. The product suite includes a full range of systems that are able to treat any flow rate throughout all water qualities. There are seven unit sizes, ranging from 150m3/h to 1,500m3/h. For operational flexibility, redundancy or higher flow rates, units can be installed in parallel without compromising efficacy. The Trojan Marinex BWT product suite obtained IMO Type Approval from Det Norske Veritas (DNV) on behalf of the Norwegian Maritime Directorate. Testing was conducted under the supervision of DNV (DNV is certified as an Independent Lab by the USCG) in accordance with United States Environmental Protection Agency (USEPA) Environmental Technology Verification (ETV) Ballast Water Protocol. The ETV protocol is a key testing requirement for systems to obtain USCG Type Approval..

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23. Wärtsilä: Aquarius UV Substance Approval – Final Type approved – Yes Capacity: Modular up to 10,000m3/h Method: Filtration and UV

The Wärtsilä AQUARIUS UV BWMS is a simple two stage process involving filtration and UV irradiation. During uptake, seawater is first passed through a 40μm back washing screen to remove particulate, sediment, zooplankton and phytoplankton. Disinfection of the filtered sea water is then carried out using medium pressure UV lamps, and controlled by the BWMS control system.

Upon discharge, the filter is by-passed but the ballast water is again disinfected with UV treatment before safe discharge back into the sea.

By virtue of its modular design, the system’s inherent flexibility allows application across the full range of ship types and sizes, for both the new build and retrofit markets. Wärtsilä offers customers a range of flexible supply options, from the BWMS equipment only, to a full ‘turnkey’ service covering all phases, from the initial survey through to the supply, installation, and commissioning of the hardware, and continuing with lifecycle after sales service and support.

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 | CHAPTER 7: G9 SYSTEMS G9 GROUP

T

he following pages include a brief description of systems making use of active substances and following the IMO G9 approval route. This is a much larger group than those following the G8 path to approval. In most cases the active substance is either chlorine or ozone which will need to be neutralized during deballasting operations.

1. Alfa Laval: Pure Ballast, PureBallast 2.0.

Substance Approval – Final Type approved – Yes Capacity: Modular 250 – 3,000m3/h Method: Filtration and UV

One of the first systems to achieve type approval and commercialisation. The original version was followed by a second generation version PureBallast 2.0 which was approved under the G8 guidelines and an EX version for use on tankers and gas carriers.

All have been discontinued in favour of the PureBallast 3.0 system which is also approved under the G8 process In the discontinued systems, a 40 μm filter is used during ballasting operations. (During deballasting, the filter is bypassed.).

Severn Trent de Nora

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The filter is cleaned via automatic backflushing.

Depending on the system flow rate, one or more UV units comprise the active stage of PureBallast treatment. Flow rates of 250-3,000m3/h can be achieved, with individual UV units handling a flow of 250m3/h. The UV units can be placed in a number of configurations, including linear or in parallel. A lamp drive cabinet for power¬ing the 12 UV lamps is attached to each UV unit.

The electronic components in the cabinet are cooled by lowtemperature fresh water.

A flow meter connected to the flow control valve ensures that the PureBallast system does not exceed its certified flow rate. The meter also provides the control system with data regarding the amount of ballast that has been taken in or discharged. The valve also ensures that there is enough pressure drop over the filter to safeguard efficient backflushing. A bypass valve makes it possible to completely bypass the PureBallast system.

Performance is safeguarded by an automatic Cleaning-inPlace unit, which circulates a non-toxic and 100% bio¬degradable cleaning solution that prevents seawater scaling within the UV units.

This solution is reusable and is replaced when its pH reaches 3.0.

The cleaning cycle occurs automatically after each ballasting or deballasting operation. A pressure transmitter and pressure indicator provide both automatic and analogue monitoring of pressure within the PureBallast system. A full-colour graphical touch screen provides access to all aspects of the system, including monitoring and log functions.

2. Aqua Engineering: Aquastar Substance Approval – Final Type approved – Yes Capacity: Modular 250 – 5,000m3/h Method: Filtration and electrolysis with neutralisation of TROs

The AquaStar system is composed of a Smart Pipe unit, an electrolyser unit, a neutralisation unit and a system control unit.

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Modules are produced in a variety of sizes and two or more used to match ballast flow. The maker claims the system isuitable for the largest vessel types.

When ballasting, the seawater passes through the Smart Pipe unit which has a number of filtration compartments with mesh sizes of 30 μm ~ 50 μm. The electrolyser unit is installed directly in the ballast pipe run.The Total Residual Oxidants (TRO) concentration of the treated water is monitored automatically by the control unit with a feed-back system for control of the power supply in order to regulate the production of chlorine (Cl2), and in turn the TRO concentration.

During the voyage, the disinfectants inhibit re-growth of harmful aquatic organisms. A ventilation system, also monitored by the control unit, continuously removes hydrogen gas (H2) and chlorine gas (Cl2) developed during the electrolysis process.

During de-ballasting, the neutralisation unit removes or reduces TRO of the treated water to concentration levels similar to those of natural seawater. The TRO concentration is continuously monitored during de-ballasting, and a feed-back system controls the injection of the neutralizing agent, sodium thiosulphate (Na2S2O3). The concentration of TRO in the de-ballasting water is kept below 0.2 mg/L as Cl2.

The system control unit automatically monitors and controls the operation of the system during ballasting and de-ballasting.

3. Dalian Maritime University: DMU -OH Substance Approval – Basic Type approved – No Capacity: Information suggests 5,000m3/h is possible Method: Filtration and advanced oxidation

During ballasting, water is processed through the 50 μm filtration unit and then passes through the ASP unit which generates hydroxyl radicals to break down the cell membranes of organisms and pathogens. The dose of Active Substances is automatically monitored by the control unit based on the TRO value.

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THE SYSTEM CONTROL UNIT AUTOMATICALLY MONITORS AND CONTROLS THE OPERATION OF THE SYSTEM DURING BALLASTING AND DE-BALLASTING.

MMC Ballast Water Management System DNV type approved and USCG AMS approved

You will not find a smaller footprint!

• Flexible solutions, tailor-made skids, vertical/ horizontal arrangement or separate components.

• Latest UV Technology.

• User-/and maintenance-friendly.

• Low power consumption and operating cost.

• Automatic flushing with fresh water after operation for extended lifetime.

• Can be integrated in ships existing automation system (IAS).

• State of the art control system with possibility for remote Access.

MMC Ballast Water Management System DNV type approved and USCG AMS approved

You will not find a smaller footprint!

• Flexible solutions, tailor-made skids, vertical/ horizontal arrangement or separate components • Latest UV Technology • User-/and maintenance-friendly • Low power consumption and operating cost • Automatic flushing with fresh water after operation for extended lifetime • Can be integrated in ships existing automation system (IAS) • State of the art control system with possibility for remote Access Børge Gjelseth Sales & Marketing Director

t: +47 81 57 00 02 f: +47 70 08 39 50 m: +47 90 06 11 97

e: bgj@mmc.no www.mmcgt.no APRIL 2014 | 73

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During de-ballasting, any residual oxidant is neutralised by sodium thiosulphate (Na2S2O3) which is injected from the neutralisation unit if TRO concentration is higher than 0.2 mg/L. The filtration unit consists of an automatic self-cleaning filter.

The backflushing water, along with all contaminants is flushed out through the drain and returned to the sea area from where the ballast water was drawn.

The ASP unit is the core component of the system and comprises an oxygen generator, an active oxygen particles generator, a low temperature coolant circulating pump and an ambient oxygen/ozone gas sensor.

In the unit active substances are generated by applying a strong electric-field discharge at atmospheric pressure to kill the organisms and pathogens. The oxygen and gas phase water are ionized by high energy electron then dissociated into free active radicals or ions such as O2+, O3, H2O2 and H2O+ in active oxygen particles generator, and these active radicals or ions are mixed well with water for continues reaction, producing Active Substances, which are most hydroxyl.

The treated ballast water is neutralised at discharge. A touch screen control unit displays the operating conditions of every component of the system and all relevant process parameters, events and alarms are recorded and can be read directly on screen or transferred using USB ports or the internet.

4. Desmi Ocean Guard: Oxyclean Substance Approval – Final Type approved – Yes Capacity: Modular 100 – 3,000m3/h Method: Filtration, UV and Ozonation

The system can be integrated into the existing ballast water system with few changes in the piping system. The treatment system can be delivered containerised, skid-mounted or in loose components.

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lamps. The system has been tested and approved for use in all salinity conditions including fresh water. In fresh water a 25% lower treatment rate may be expected.

The first treatment is by 30 micron pressurised filtration, removing larger organisms and sediment. The filter is self-cleaning and only cleans, or back-flushes, a part of the filter at any time meaning there is no interruption in the ballasting process.

Second treatment step is UV radiation with low pressure lamps claimed as more efficient and able to operate at much lower temperatures than other UV lamps. This provides longer lifetime and reduces mineral deposits on the quartz tubes surrounding the UV lamps. In addition the system makes use of a patent pending technology for generation of Ozone to be used for treatment of the ballast water; by leading air through the gap between the UV lamps and their surrounding quartz sleeves, the UV radiation of the oxygen generates ozone.

The final treatment step is to use the ozone generated by the low pressure lamps by dissolving it in the ballast water. The entire ozone transportation system from the lamps to the ballast water is under vacuum, meaning that in case of a pipe leakage, air will come into the ozone, rather than the ozone leaking into the environment.

A second treatment when de-ballasting kills any regrowth ensuring compliance with IMO discharge standards at all times.

5. Dow Chemical Pacific (Singapore): Dow Pinnacle Substance Approval – No Type approved – No Capacity: Modular 250 – 3,000m3/h Method: Filtration and Ozonation

Ballast water is treated by first removing particulates with a high capacity, self-cleaning, 40μm filter. Filtered water is then ozonated to directly inhibit planktonic micro- and macroorganisms and to react with dissolved and particulate materials in seawater to form no more than 10 mg/L total residual oxidants.

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based on the TRO concentration. The DP-BWMS is claimed to be unique in that it is able to automatically adjust the O3 production rate, depending on the amount needed to treat the water. In the event of a fault with the TRO monitor or when the readings are outside an acceptable range previously defined by laboratory testing, the system will default to employing the readings from an ORP sensor. In the event of a malfunction of the ORP sensor, the system defaults to a pre-set O3 feed-rate of 5-12 mg/L as applied O3 dose (AOD). If a major system fault occurs (e.g. clogged filter, pump malfunction, etc.), the system will shut down and issue a signal to alert the appropriate authority.

When the treated water is to be discharged, residual oxidants will be measured indirectly with an online sensor and, if needed, a neutraliser (Sodium thiosulphate) will be added.

6. Ecochlor: ES Substance Approval – Final Type approved – Yes Capacity: Scalable to 10,000m3/h Method: Filtration and Chlorination

Treatment begins with a two-stage filtration process with continual suction cleaning of the filters that are made of four-layered stainless steel. The filters are housed in cylindrical housings the number and size of which is dependent on the system size. The filters can be located horizontally or vertically as space allows. The filters need to be housed closed to the ballast intake but the rest of the system can be remotely located – even on deck.

Treatment is by chlorine dioxide produced by mixing Purate (a combination of sodium chlorate and hydrogen peroxide) with sulphuric acid with feed water. This is done in the treatment system which can be remotely located. The feed water required varies with the size of the system and on the largest will be in the region of 45m3/h. The water can be seawater or fresh water and is only needed during ballasting. A vacuum is created in the mixing chamber as the water passes through a specially designed venturi 76 | APRIL 2014

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tube. Once this vacuum is established, the two precursor chemicals are introduced into the mixing cham¬ber. The supply water then becomes a dilute solution of chlorine dioxide that is sent to the main ballast water line. The chlorine dioxide produced decays and neutralises over time but in a different chemical process than that occurring with electro-chlorination.

Concerns that the chlorine dioxide could have an adverse corrosive effect on ballast tanks would seem to have been allayed following extensive tests using bare metal and common ballast tank coatings. The system has been approved for inclusion in the USCG STEP process.

7. Envirotech & Consultancy: BlueSeas/Blue World Substance Approval – Basic Type approved – No Capacity: Modular (max rate not publicized).

Method: Filtration and Electro-chlorination

The BlueSeas system employs a methodology similar to many systems with initial filtration followed by electro-chlorination and neutralisation on deballasting.

The filter is the recommended 50µm mesh size through which ballast passes before entering the electro-disinfection reactor where free active chlorine and hydroxyl radicals (OH) are produced. The chemistry of the water in the reactor is constantly and automatically monitored. A ventilation system is used to remove the hydrogen gas (H2) and chlorine gas (Cl2) generated in the process.

When the treated water is to be discharged, residual oxidants will be measured indirectly with an online sensor and, if needed, a neutraliser (Sodium thiosulphate) will be added.

The second system would appear to be a development of the first but exact information is difficult to come by. The initial technology was developed by the University of Singapore which is commercializing it through a third party.

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8. Erma First: ESK Engineering Substance Approval – Final Type approved – Yes Capacity: Modular 50 – 3,000m3/h Method: Cyclonic filtration and electro-chlorination

The treatment process includes two distinctive stages, hydrocyclonic separation followed by elctrochlorination.

At the primary stage of the process, removal of material with size larger than 200μm is accomplished by means of an advanced cyclonic separator made from frictionless material.

To prevent blocking of the separator from large particles that might pass though the sea chests and strainers of the vessel, a 500μm self-cleaning basket filter has been installed prior to the separator.

Electrolysis of ballast water for producing in situ up to 10mg/L of free active chlorine constitutes the second stage of treatment which takes place during ballasting. The products of this process flow into the ballast tanks of the vessel, so that the residual oxidants disinfect the water from any harmful organisms taken onboard.

Integral components of the system are the control and monitoring equipment that ensure its proper operation as well as the neutralisation process of treated ballast water prior to its eventual discharge into the sea.

The operational status of the system is continuously monitored at a central data logger, located on the central control panel of the system. Data logging includes the operation status of the system, operation, flow and temperature at the electrolytic cell, pressure difference across the self-cleaned filter and the cyclonic separator, the operational status of the neutralising agent dosing pump as well as the chlorine level of the system.

During de-ballasting, neutralisation of the total residual chlorine takes place by adding an aqueous solution of sodium bisulphite.

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9. Evoqua Water Technologies: SeaCURE BWMS Substance Approval – Final Type approved – Yes Capacity: Modular and scalable to 10,000m3/h Method: Filtration and electro-chlorination

The SeaCURE Ballast Water Management System, developed

by Evoqua Water Technologies formerly Siemens WT uses a combination of filtration and a proprietary, on-demand treatment with biocides, produced in situ from seawater. The SeaCURE system has evolved from the Chloropac marine growth prevention system (MGPS) that has been servicing needs of the maritime and off-shore Oil & Gas industries for over 40 years.

The system uses a small side stream of just about 1% of the ballast water flow to generate sodium hypochlorite for the treatment of ballast water. This offers several advantages, such as the flexible installation of small subsystems in the engine room.

Using a small flow-rate in the electrolyzer allows as well to fully degas the by-product hydrogen in a degas tank thus preventing its desorption and accumulation in the ballast tanks.

The only component that is introduced in the ballast water main is the automatic backwash filter. This keeps the pressure drop over the system very low in comparison to in-line systems and avoids the need for explosion-proof design for the core parts such as electrolysers since they can be installed in the safe area of the engine room. Another key advantage of the SeaCURE system is its use not only in treating ballast water but also in treating cooling water circuits on board. Since ballasting occurs only during very short periods in a ship’s lifetime, conventional ballast water systems remain idle for 95% of the time.

By contrast, the SeaCURE system can be used all the time, eliminating the need for an additional system to treat cooling water.

The system receives IMO Type Approval from the German flag state administration, Bundesamt für Seeschifffahrt und Hydrographie (BSH) in February 2014.

Evoqua SeaCURE System

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10. GEA Westfalia Separator: BallastMaster Substance Approval – Basic Type approved – No Capacity: Scalable to more than 10,000m3/h Method: Filtration and electro-chlorination

One of two systems developed by GEA Westfalia Separator with similar names (The other, the BallastMaster UltraV is a G8 system and is described under that chapter). The BallastMaster EcoP is based on a mechanical / electrolytic process and treats the ballast water in three stages.

In the first treatment stage, the ballast water passes through a cartridge filter as it is taken on; this filter performs an automatic back-flush at intervals and in accordance with IMO specifications, removes all coarse particles larger than 40μm.

In the second treatment stage, disinfecting proper is carried out by adding an active substance directly to the pipeline to the ballast water tank. OXIDAT, which is prepared on board by electrolysis from a simple salt water solution consisting of table salt and fresh water, is used as the disinfectant and is added to the ballast water taken on in a ratio of 1:250. This process which is known, tried and tested from drinking water treatment ensures that waterborne organisms, bacteria and viruses are reliably destroyed. The system makers claims its great advantage is that 100% of the OXIDAT breaks down into its original substances under the action of UV radiation.

Initially, however, the disinfectant remains in the ballast water tank where it is able to develop its long-lasting slow release effect.

This helps destroy existing deposits of organisms in the ballast tank specifically in the case of retrofits. In the third stage, when the ballast water is pumped back out, a sodium thiosulphate solution is added as required as a neutralizing agent to reduce the TRO (Total Residual Oxidants) content to the value below 0.2 ppm specified by the IMO. The extremely low energy consumption of BallastMaster ecoP makes it especially suitable for ships with a large volume of ballast 80 | APRIL 2014

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water. Its modular structure makes the system highly flexible in retrofit installations.

11. Hanla IMS: EcoGuardian Substance Approval – Final Type approved – No Capacity: Scalable more than 10,000m3/h Method: Filtration and Electro-chlorination

The system employs a three-step treatment: beginning with filtration through an automatic backflushing 50μm filter unit which removes large organisms and solid particles. The filter unit operates only during ballasting. Backflushing is automatic and does not interrupt the continuous filtration process. While some filter elements are cleaned by backflushing in a rotating sequence, the remaining filter elements continue operating.

From the main ballast water line, a small amount of ballast water stream is directed to the electrolyser unit through a sideline.

This stream produces highly concentrated disinfectant solution by electrolysis and is then injected back into the main ballast water stream. The disinfectants maintain their effectiveness for several days in the ballast tank. So the regrowth of any live organisms can be suppressed.

The electro-chlorination unit of the system is designed to operate at a seawater salinity of 10 PSU or more. For operation in low salinity water, the system can use seawater stored in an onboard seawater tank because this system uses only a small amount of seawater in comparison with the incoming ballast water flow. As a by-product of electro-chlorination, hydrogen gas is generated on the cathodes of electrolytic cells and vented from the system as soon as possible whenever it is produced. Hydrogen gas is separated by cyclone and is diluted at less than 1% of atmospheric concentration of hydrogen by forced air blowing. Finally this diluted hydrogen gas is vented to the outside of a ship.

During the de-ballasting process, water passes through a neutralisation unit prior to overboard discharging. Here sodium

THE ELECTROCATALYSIS UNIT IS ABLE TO PRODUCE LARGE NUMBERS OF HYDROXYL RADICALS AND OTHER HIGHLY ACTIVE OXIDIZING SUBSTANCES TO KILL ALL ORGANISMS IN THE BALLAST WATER. APRIL 2014 | 81

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thiosulphate is injected into the de-ballasting line to neutralise the residual TRO. The amount of sodium thiosulphate is controlled by monitoring the de-ballasting flow rate and residual TRO concentration.

The system allows for monitoring of the system and saving log files.

12. Headway Technology: OceanGuard Substance Approval – Final Type approved – Yes Capacity: Modular 100 – 10,000m3/h Method: Filtration, Advanced Oxidation and Electrocatalysis

Treatment begins with filtration through a 50μm auto-back flushing filter before the main treatment by what the maker describes as Advanced Electrocatalysis Oxidation Process (AEOP).

Hydroxyl radicals produced by AEOP technology will disappear after several nanoseconds. These radicals have high sterilisation efficiency. The process takes place within the system’s two-part Electrocatalysis and Ultrasound Treatment (EUT) unit. The EUT unit is the core of OceanGuard system. Each single unit has a treatment capacity from 100-3000m3/h. The unit comprises of two parts: Electrocatalysis unit and Ultrasound unit. The Electrocatalysis unit is able to produce large numbers of hydroxyl radicals and other highly active oxidizing substances to kill all organisms in the ballast water. The whole sterilisation process is completed inside the EUT unit. During the treatment process, the Ultrasound unit cleans the surface of Electrocatalysis unit regularly to maintain the longterm treatment effectiveness of the electrocatalysis material. The concentration of TRO (total residual oxidation) can be controlled within 2ppm, so that the TRO can carry out advanced Management on the water in ballast tanks. Finally, a control unit is responsible for regulating the entire system including collection of data from the sensors, Management of alarm signals and controls of system startup and shutdown. An explosion proof version of the system is available for use in tankers and gas carriers.

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13. Hitachi: ClearBallast Substance Approval â&#x20AC;&#x201C; Final Type approved â&#x20AC;&#x201C; Yes Capacity: Scalable â&#x20AC;&#x201C; claimed as greater than 10,000m3/h Method: Filtration and coagulation/flocculation

This system features uncommon technologies and although it has received G9 final approval, the system does not make use of active chemicals. It also is unique in that the treatment process takes place before the filtration stage.

Ballast water taken in has a magnetic powder and an inorganic coagulant added before passing to a mixer tank where the additives are thoroughly mixed with the ballast water. As the water leaves the tank, an organic flocculant is also added. The ballast water then travels through a series of flocculator tanks. In these tanks organic and inorganic material, together with the additives clump together to form large magnetic flocs.

The next stage in the process involves a magnetic separator comprising of several magnetic discs to which the flocs are attracted magnetically. The flocs are removed from the discs and pumped to a storage tank from where they can either be discharged ashore or dried and disposed of by incineration. The cleaned water drains from the separator and passes to the next stage in the process. The coagulation and flocculation processes are not dependent on the salinity of the water making the system suitable for universal use.

Here the water passes through a filter separator where any remaining contaminants and organisms are removed before the water continues to the ballast tanks.

De-ballasting is a simple matter of emptying the ballast tanks in the conventional manner.

Components of the system can be fitted wherever space is available and although storage space is required for the waste material, this could be done in a ballast tank especially dedicated to the purpose.

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14. Hwaseung: HS Ballast Substance Approval – Basic Type approved – No Capacity: Not known Method: Electrolysis

The HS Ballast system is similar to many others in concept making use of electrolysis and subsequent neutralisation on discharge but is unusual in that it does not include a filtration stage. Neutralisation is by means of sodium thiosulphate stored on board and injected into the ballast during de-ballasting.

Although basic approval was granted in October 2012, the system has apparently not yet begun onboard testing and no details as to capacity are available.

Hyundai EcoBallast

15. Hyundai HI: EcoBallast Substance Approval – Final Type approved – Yes Capacity: Modular 250 – 2,400m3/h Method: Filtration and UV

This filter unit is composed of a 50µm filter with automatic back flushing. The slotted tube filter elements ensure highly effective filtration of contaminating particles from seawater. Automatic cleaning starts as soon as the elements become contaminated when the pressure drop across the filter element reaches to the set-point.

The filter is fully automatic in terms of its operation and cleaning without affecting the filtration process, and backwashing water is returned into the sea in situ. The filter unit operates only during ballasting; during de-ballasting, the filter unit is bypassed.

The ballast water is treated by UV radiation both during ballasting and again during de-ballasting. The patent pending Helix type UV reactor of the EcoBallast system has been specially designed

THE FILTER IS FULLY AUTOMATIC IN TERMS OF ITS OPERATION AND CLEANING WITHOUT AFFECTING THE FILTRATION PROCESS, AND BACKWASHING WATER IS RETURNED INTO THE SEA IN SITU. APRIL 2014 | 85

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for ballast water application to reduce space and to maximise efficiency. It employs a high-intensity, medium-pressure ultraviolet lamp. The helix UV reactor overcomes the limitation of previous UV systems for application to ballast water treatment because the helical lamp structure decreases the probability that micro-organisms, pass the UV chamber without being exposed to sufficiently high UV-doses.

The system control unit ensures the flow is within the design range ensuring correct exposure. The system also features a cleaning in place (CIP) unit, which is an automatic device that cleans the quartz sleeves covering the UV-lamps after each ballasting and de-ballasting operation.

Biodegradable acid solution can be used to remove chemical deposits such as calcium carbonate, magnesium carbonate, and similar. The cleaning solution is reusable and will be returned to the CIP tank at the end of each cleaning operation.

16. Hyundai HI: HiBallast Substance Approval – Final Type approved – Yes Capacity: Scalable to 8,000m3/h Method: Filtration and Electro-chlorination

The HiBallast System has a filter unit with 50μm filter elements to remove large particles and organisms from the ballast water and, hence, reduces sediment build-up in the ballast water tanks.

The system uses filter unit only in uptake operation and returns backflushed water to its point of origin.

The principal function of the electrolysis unit is production of high concentration of the disinfectant, hypochlorite generated from in situ electro-chemical reaction. Besides, seawater or brackish water from the filter, water from the sea-chest, cooling seawater, or stored seawater can be fed to electrolysis unit to produce the concentrate of disinfectant which requires a degree of salinity.

Electro-chemically produced disinfectant is injected into main stream of the ballast pipe. After injection, disinfectant will be 86 | APRIL 2014

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diluted with ballast water in the piping and pumped to ballast tanks.

During the voyage period, the residual disinfectant will kill marine organisms and suppress re-growth of organisms. As a by-product of electro-chemical production of chlorine, hydrogen is generated on the cathode of the cell and is vented from the system.

The system employs a specially devised vent system according to the installation position in vessel. One vent system uses a water eductor and discharges gas overboard with water. The vent system does not need a line up to the upper deck when installed in the engine-room. Another vent system uses the conventionally used forced air blowing and dilution system.

The dosage of disinfectant will be controlled by feedback of total residual oxidant (TRO) measurement and supplementary pH and ORP of diluted seawater. In the neutralisation unit, the neutralising agent is injected into a mixing nozzle installed in ballast pipe.

Sodium thiosulphate (penta-hydrate form) has been selected as the neutralising agent.

17. JFE Engineering: BallastAce Substance Approval – Final Type approved – Yes Capacity: Scalable to 4,500m3/h Method: Filtration and Chlorination

One of two near identical systems by JFE Engineering. The initial phase of treatment is filtration. Seawater is taken up by the ballast pump, and then passes through a strainer and precision filter.

Plankton and particles of suspended solids with a minimum size of 50µm are captured by the filter element and rapidly returned to their original habitat or the waters where they were found by way of the backwash discharge pipe, together with the backwash water collected by the backwash function of the precision filter element, which is performed continuously during ballasting.

After filtration the ballast continues towards the ballast tank.

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then passes through specially shaped venturi tubes ensuring the chemical is well mixed into the ballast. The venturi tubes also introduce an element of cavitation that aids in damaging organisms.

A sensor between the venturi tubes and the ballast tank measures the chlorine levels in the water and if deficient the rate of injection is increased. Some of the chlorine remains active in the ballast tank helping to prevent any regrowth.

At discharge, any TRO is neutralised using Sodium Sulphite.

Control panels can be sited at any convenient location and need only the data from sensors and connection to the control valves to ensure the system is operating correctly.

18. JFE Engineering: NeoChlor Marine Substance Approval â&#x20AC;&#x201C; Final Type approved â&#x20AC;&#x201C; Yes Capacity: Scalable to 4,500m3/h Method: Filtration and Chlorination

This system is almost identical to the BallastAce system described above and consists of a filter followed by treatment. In this case with the granular chemical of NEO-CHLOR MARINE. In ballasting sodium dichloroisocyanurate dihydrate, the Active Substanceof NEO-CHLOR MARINE, is decomposed into sodium hypochlorite (hypochlorous acid) and isocyanuric acid upon dissolution with water. Sodium hypochlorite functions as the disinfectant and has strong oxidizing power to disinfect and sterilise plankton and bacteria in the ballast water.

The injection process, venturi tubes and control panels are as for the previous system.

In deballasting, the Total Residual Oxidants (TRO) are neutralised and reduced with sodium sulphite before being discharged to the open sea.

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19. Jiujiang PMTR Institute: OceanDoctor Substance Approval – Final Type approved – No Capacity: Not known Method: Filtration, UV and AO

The system is composed of a filtration unit, a photo-catalytic reaction unit, a control unit and the sampling facility..

When ballasting, seawater is filtered by a self-cleaning filter to remove organisms and sediments greater than 50μm. Then, seawater flows to the photo-catalytic reaction unit. Here, a double disinfection strategy with both UV irradiation and photo-catalytic oxidation is adopted to disinfect the ballast water. The UV light from the low-pressure lamps irradiates the water directly and is complemented by the reaction on the surface of the photocatalytic reaction film, initiating a series of chemical reactions, generating hydroxyl radicals.

A supersonic cleaner installed in the photo-catalytic reaction unit is used for washing and cleaning the sleeves of the UV lamps automatically. The operation frequency of the supersonic wave is 28 (1±5%) kHz; the maximum output power is 1,500W. The auto-cleaning function of the filter is controlled by either pre-set pressure difference or time.

The OceanDoctor system is equipped with a sensor to monitor the light intensity in the photo-catalytic reaction unit and a flow meter to monitor the outlet flow in real time. The flow rate of the system is controlled by the flow control valves.

20. Katayama Chemical: SPO-System Substance Approval – Basic Type approved – No Capacity: Scalable to 4,000m3/h Method: Filtration, chemical (Peraclean Ocean) and cavitation

This is one of two systems developed by Katayama in conjunction

THE OCEANDOCTOR SYSTEM IS EQUIPPED WITH A SENSOR TO MONITOR THE LIGHT INTENSITY IN THE PHOTO-CATALYTIC REACTION UNIT AND A FLOW METER TO MONITOR THE OUTLET. APRIL 2014 | 89

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with others that makes use of the proprietary chemical Peraclean Ocean. Peraclean Ocean is produced by Degussa and is a stabilised mixture of peracetic acid, hydrogen peroxide, water and acetic acid.

After initial filtration and dosing at 80mg/l, the ballast water passes through a ‘special pipe’ the shape of which rapidly alters the flow water and induces cavitation which causes traumatic shock to organisms either killing or damaging them and making them more prone to the chemical treatment.

The initial version of this system did not include any neutralisation on discharge but following reports of problems with the degradation rate of Peraclean Ocean in low temperatures (resulting in the withdrawal from the market of the German manufacturer Hamman’s SEDNA system) the makers has since added such a unit. Neutralisation is carried out if necessary on discharge by the addition of sodium sulphite.

The application for IMO final approval was denied in 2011 because of the issues relating to residual chemicals but this does not preclude the maker from future requests for approval.

21. Katayama Chemical: Sky-System Substance Approval – Final Type approved – No Capacity: Scalable to 10,000m3/h Method: Filtration and chemical (Peraclean Ocean)

This is the second of the two systems developed by Katayama, this time in conjunction with Nippon Yuka Kogyo. As with the SPOSystem described above, this system makes use of the proprietary chemical Peraclean Ocean.

After initial filtration, dosing is done at 150mg/l. The special pipe that was a feature of the SPO-System is omitted and a neutralisation treatment on discharge has been included from the outset. Neutralisation is carried out if necessary on discharge by the addition of sodium sulphite.

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22. Korea Top Marine: KTM Substance Approval – Basic Type approved – No Capacity: Scalable to 10,000m3/h Method: Cavitation and Electro-chlorination

This system does not include any provision for filtration as an initial step. The first treatment takes place in a so called Plankill pipe described as comprising of a circular cylinder block in the ballast pipeline. When ballasting, water flows through the Plankill pipe unit and organisms are damaged by the physical effects of collision and turbulence, which helps to increase the efficiency of the electrochemical disinfection by the electrolyser unit.

The electrolyser unit of the KTM-BWMS is mounted directly in the main ballast pipeline.

The power is supplied to the unit by means of a variable rectifier signalled from system control unit. During operation, the system control unit monitors the TRO concentration of treated water automatically with a feedback system for control of the power supply in order to check the produced amount of disinfectant.

After the electrolyser unit, a ventilation system (degas tank) is installed to remove hydrogen and chlorine gases produced during the electrolysis process.

During de-ballasting, the neutraliser unit of the system removes or reduces the remaining TRO of the treated water to levels similar to natural seawater concentration by the addition of sodium thiosulphate.

23. Kuraray: Microfade Substance Approval – Final Type approved – Yes Capacity: Modular/Scalable to 4,000m3/h Method: Filtration and chlorination

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dosing with neutralisation on discharge.

The filter unit comprises a number of cartridge filters ranging from two on the 125m3/h module to 6 on the 625m3/h version.

The system is described as having a superfine filter mesh that is capable of removing up to 80% of organisms and sediment in the 10-50µm size range. The filter units are equipped with automatic backflushing. After filtration, the ballast water continues towards the ballast tanks and on the way is injected with chemicals from the chemical infusion unit. The system makes use of calcium hypochlorite in a table form which dissolves in the ballast water and which is designed to be effective at 2ppm. The level of dissolved chemical is measured by sensors and the flow rate adjusted to ensure the desired solutions is obtained.

On discharge, the chemical content is measured and neutralised if necessary using sodium sulphite. The control system which measures flow rate, chemical content and doses automatically also includes a data logger for recording all relevant information. The system can be used on vessels with ballast requirements above the flow rate of the 62m3/h unit by making use of multiple modules.

24. Kwang San: En-Ballast Substance Approval – Basic Type approved –No Capacity: Not known Method: Filtration and Electrolysis

Information on this system no longer appears on the company’s website. It appears to have been abandoned in favour of a UV system called BioViolet which would appear to be a G8 system.

25. Mitsui Engineering: FineBallast OZ Substance Approval – Final Type approved – Yes Capacity: 300m3/h Method: Filtration, Ozonation and Cavitation

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ON DISCHARGE, NEUTRALISERS CAN BE ADDED IF THE TRO ARE ABOVE THE PERMITTED FIGURE.

BALLAST WATER TREATMENT

CLEAN IS SAFE Free passage on the worldâ&#x20AC;&#x2DC;s oceans.

The 3-stage, highly efficient, and economical Ocean Protection System OPS complies with the IMO D2 regulation and has the AMS registration from USCG. The 1st and 2nd stage filter so finely that all organisms are reliably destroyed in the 3rd stage by means of specific low-pressure UV radiation. Your advantages: Fully future-proof. No chemicals, no increased corrosion, efficient sediment reduction, fast installation, easy maintenance, low operating costs. And you can continue to use your existing pumps. industrialfiltration.separation@mahle.com www.mahle-industry.com

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BALLAST WATER TREATMENT

After initial filtration through a very fine membrane filter, ballast water is circulated using a booster pump past an ozone generator which injects micro bubbles of ozone into the ballast.

The generator produces the ozone from air and not by any chemical reaction. The oxidation by the ozone destroys cells with that treatment being reinforced by the ballast water passing through a special pipe which induces cavitation. The cavitation can destroy cells directly or damage them making the organism more susceptible to destruction by the action of the ozone.

On discharge, the water passes back through the filter and on to a treatment tank where any remaining ozone is removed by virtue of the water passing over activated charcoal.

An earlier version of the system known simply as FineBallast did not include the special pipe section of the system.

26. Nutech O3/NK Co: BlueBallast Substance Approval â&#x20AC;&#x201C; Final Type approved â&#x20AC;&#x201C; Yes Capacity: Modular Scalable to 8,000m3/h Method: Ozonation

This system was developed by US-based Nutech but is manufactured and marketed by South Korean NK Co which has also been the requesting party for IMO approval.

Initial filtration is not a feature of this system which relies solely on ozonation to destroy living organisms. The ozone is produced from the air by stripping out nitrogen and then cooling the remaining oxygen which is then passed through an electric field to produce ozone. The ozone is injected into a side stream diverted from the main ballast flow and returned to the main ballast stream where it acts directly on organisms and combines with bromine in the ballast intake to form further disinfectant chemicals.

On discharge, neutralisers can be added if the TRO are above the permitted figure.

A control unit measures chemical levels and flows and records all data concerning ballast operations.

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27. OceanSaver: MkII Substance Approval – Final Type approved – Yes Capacity: Scalable to 7,200cbm/h per electrodialysis (C2E) skid Method: Filtration, Electro-chlorination

This is the second system developed by OceanSaver and is in fact a simplified version of the MkI system not making use of cavitation as an additional treatment step.

OceanSaver has been able to position the second generation BWT system in each and every targeted market including crude oil tankers, LNG and LPG carriers, chemical tankers and medium to larger bulk carriers.

OceanSaver holds IMO D-2 Type Approval from the Norwegian Maritime Directorate/ DNV and the DNV Type Approval Program has been granted to OceanSaver Mark II, in addition the system holds USCG AMS approval.

OceanSaver’s Mark II system disinfects filtered ballast water using the onboard generation of oxidants delivered to the ballast flow via side stream injection from OceanSaver’s C2E sea water activation unit. This technology provides a mixture of oxidants, mainly that of hypochlorite, with rapid action and a very short half-life. When injected into the ballast water, these oxidants are able to eliminate the unwanted organisms. The process only requires a small dosage of oxidants compared to conventional electrolysis or oxidising disinfectants. The amount of residual oxidant (TRO) is also greatly reduced within a few hours and neutralisation during de-ballasting is rarely required.

The OceanSaver system has been extensively tested together with DNV and well reputed coating suppliers, thus far 12 months successful coating and corrosion tests have been carried out.

OceanSaver currently have a production capacity of 200 ship sets per year. During this year, OceanSaver will have in the rage of 25 systems in daily use onboard VLCC’s, Suezmax tankers, chemical tankers and medium sized bulk carriers.

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28. Panasia: GloEn-Patrol Substance Approval – Final Type approved – Yes Capacity: Modular 150 – 6,000m3/h Method: Filtration and UV

Adopting a 100% physical treatment technology, GloEn-Patrol™ effectively disinfects harmful aquatic organism and pathogen in ballast water without producing any toxic substance during ballasting and de-ballasting. Although approved via the G9 route, this UV-based system is very similar to others that were allowed to follow the G8 process. Initial filtration with a 50µm filter with automatic backflush is followed by treatment by UV irradiation.

Control and monitoring of the system is PLC (Programmable Logic Controller) based and activates and deactivates the UV lamps via electric ballasts to maintain sufficient UV dose while conserving power. The monitoring & control panel offers real time monitoring of the status of system operation and logs data for use as required.

GloEn-Patrol™ obtained AMS approval as of April 29th, 2013.

In addition, Panasia has already obtained ABS, LR, RINA, RS, CR type approvals, the Netherlands flag approval, DNV ATEX approval, G8(nation flag approval), G9(Active substances) and BV . More approvals including DNV and JG(Japanese Government) are presently being processed. (As of Feb 10, 2014) 29. Panasia: GloEn-Saver Substance Approval – Basic Type approved – No Capacity: Details not available Method: Filtration and Electrochlorination

This is the second system developed by Panasia and employs different technology.

The initial filter unit employs 50μm filter elements to remove large particles and organisms from the ballast water. The system 96 | APRIL 2014

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uses the filter unit only in uptake operation and returns backflushed water to its point of origin.

After filtration the some of the ballast is directed to the electrolysis unit which produces a high concentration of the disinfectant, hypochlorite generated from in situ electro-chemical reaction. Besides, seawater or brackish water from the filter, water from the sea-chest, cooling seawater, or stored seawater can be fed to electrolysis unit to produce the concentrate of disinfectant which requires a degree of salinity.

Electro-chemically produced disinfectant is injected into main stream of the ballast pipe. After injection, disinfectant will be diluted with ballast water in the piping and pumped to ballast tanks.

During the voyage period, the residual disinfectant will kill marine organisms and suppress re-growth of organisms. As a by-product of electro-chemical production of chlorine, hydrogen is generated on the cathode of the cell and is vented from the system.

If required, neutralisation of treated ballast is carried out at discharge using sodium thiosulphate in a neutralisation tank.

30. Redox Maritime Technology: Redox Substance Approval – Basic Type approved – No Capacity: Not known Method: Filtration, Ozonation and UV

The system has been developed by the Norwegian company Redox Maritime Technology in conjunction with investment from French water treatment specialist Suez Environment. Redox has experience in treating water for use onboard live fish carriers where disinfection of seawater is important.

In the system, ballast water is first passed through a filter with automatic back flushing to keep flow and to avoid pressure drop.

The water then passes through an ozone injector where ozone from a separate ozone generator is mixed with it. Ozonation has a high disinfectant rate but to ensure compliance with treatment standards, the treated water then passes through a UV reactor.

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Redox’ experience in wellboat installations will prove useful in designing high capacity systems. The company has installed a UV plant capable of treating 40,000m3/h in the world’s largest wellboat.

31. Resource Ballast Technology: RBT Substance Approval – Final Type approved – Yes Capacity: up to 4,000m3/h Method: Filtration, Ozonation Electro-chlorination and cavitation

This system was once marketed by Wilhelmsen as the Unitor system. An automatic self-cleaning FilterSafe filter removes organisms larger than 40~50 µm. The filter uses a suction pump to maintain effective cleaning, even at low pressures and flow rates.

After filtration, ballast water passes to a reaction chamber where three treatments methods are employed in rapid succession.

First, Electro-chlorination is used to introduce the highly effective oxidant NaOCl at the very low concentration of 1 ppm. Next, ozone is generated electrically in-situ from ambient air and injected at a similar concentration and finally the electrodes are excited at an appropriate frequency to induce acoustic cavitation, which causes significant direct disruption of marine organisms. In addition, the sonochemistry effects of the cavitation enhance the effectiveness of the Ozone and NaOCl treatments.

Thereactor and pipework can be connected in a variety of configurations to make best use of available space.

32. RWO: CleanBallast Substance Approval – Final Type approved – Yes Capacity: Modular 150 – 3,750m3/h Method: Filtration and Electrochemical disinfection

This is a very popular system occupying a high place among the market leaders.

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THE FILTRATION MODULE OPERATES ONLY DURING BALLASTING. AFTER FILTRATION THE BALLAST FLOWS TO THE PLASMA MODULE.

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uptake the raw ballast water is pumped evenly into the parallel working DiskFilters. Each DiskFilter is equipped with a series of thin plastic filter discs, which are stacked on several spines. Backflushing to clean filters is automatic.

The main treatment stage is in the so-called EctoSys unit. The EctoSys disinfection technology system works both in seawater and low salinity water. By applying electricity to the special electrodes arranged in the cell, disinfectants are produced from the water directly in the piping. Due to the chemical and electrochemical properties of the electrodes used, they produce – among other disinfectants – very short-living and reactive hydroxyl (OH) radicals which eliminate bacteria and organisms.

In water with low salinity, the EctoSys unit produces only hydroxyl radicals as active substances. The produced hydroxyl radicals have an extremely short lifetime and therefore give no response to Total Residual Oxidant analysis.

If brackish water or seawater is treated, the produced active substances are short-living hydroxyl radicals and chlorine/bromine.

The residual disinfectants chlorine and bromine can be analysed as Total Residual Oxidants. On discharge the ballast again passes through the EctoSys unit to remove any regrowth and is neutralised before discharge if necessary.

The system is highly modular and can be configured in several variants. RWO also offers a specialist 360º survey of machinery rooms to identify suitable spaces.

33.Samkun Century: ARA Substance Approval – Final Type approved – Yes Capacity: Not known Method: Filtration, Plasma and UV

This system is one of two seemingly identical systems (21Century being the other) employing plasma technology.

The initial filtration module is composed of a 34µm filter element

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with an automatic back-flushing function. The filtration module operates only during ballasting. After filtration the ballast flows to the plasma module.

The plasma module generates plasma underwater using a high-voltage generator during its encounter with the ballast water in the vessel. Then, the high-energy plasma arc produces a pressure shockwave by dramatic differential-pressure, which destroys targeted micro-organisms such as zooplankton and phytoplankton by causing physical damage to their cell membranes underwater.

The treatment by this plasma module generates a shockwave and air bubbles to increase the mortality on micro-organisms.

After plasma treatment the ballast moves to the medium pressure UV module which produces hydroxyl radicals to kill and remaining organisms.

On discharge, the water from ballast tanks is passed through the UV module before final discharge.

34. Samsung HI: Purimar (see also 32. Neo-Purimar below) Substance Approval – Final Type approved – Yes Capacity: Modular and Scalable 400 – 6,500m3/h Method: Filtration and electro-chlorination

An initial filter unit with 50μm filter elements removes large particles and organisms from the ballast water. The system uses the filter unit only in uptake operation and returns backflushed water to its point of origin.

After filtration the some of the ballast is directed to the electrolysis unit which produces a high concentration of the disinfectant, hypochlorite generated by electro-chemical reaction.

Electro-chemically produced disinfectant is injected into main stream of the ballast pipe. After injection, disinfectant will be diluted with ballast water in the piping and pumped to ballast tanks.

During the voyage period, the residual disinfectant will kill marine organisms and suppress re-growth of organisms. As a by-product of electro-chemical production of chlorine, hydrogen is generated on 100 | APRIL 2014

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the cathode of the cell and is vented from the system.

If required, neutralisation of treated ballast is carried out at discharge using sodium thiosulphate in a neutralisation tank.

The modular Purimar system can be configured in many ways and can be delivered as individual components, assembled and skid mounted for pre-pared installations or housed in a container unit for use in hazardous areas.

35. Samsung HI: Neo-Purimar Substance Approval – Final Type approved – No Capacity: Modular and Scalable 400 – 6,500m3/h Method: Filtration and electro-chlorination

This system is essentially identical to the Purimar system described above the only difference being that on discharge of ballast the water from the ballast tank is treated for a second time using electro-chlorination before passing to the neutraliser unit.

Because the system has added a treatment phase, the approval process needed to be followed anew. Final approval was given in Oct 2012 and the system is now awaiting type approval.

36. Severn Trent De Nora: BALPURE® Substance Approval – Final Type approved – Yes Capacity: Scalable and Modular 500 – 10,000m3/h Method: Filtration and electro-chlorination

The system only treats during the ballasting operation. Ballast water is first cleared of larger organics and sediments by a 40μm filter with any material caught by the filter discharged back to local ocean water, not the sea chest, and away from ballast suction points.

Once filtered, a slip stream of 1% of the total water ballast uptake is fed to the BALPURE system where the hypochlorite disinfection solution is generated by electrolysis. The system is pressure boosted with pumps to provide the required flow rates using variable APRIL 2014 | 101

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frequency drives in conjunction with the flow transmitter which provides automatic confirmation of proper seawater flow to the system. The solution of seawater, hypochlorite disinfection solution, and hydrogen gas (a by-product of the electrolytic process) then passes through a cyclone separator to safely remove the entrained hydrogen gas. The hydrogen gas is diluted with air using a low pressure blower to a safe level (less than 1% hydrogen in air, or approximately 25% of lower flammability level).

The 1% slip stream, now free of hydrogen gas, is then mixed with the remaining 99% of the main uptake flow and used to disinfect the entire volume of ballast water. The production of oxidants is automatically regulated to match the seawater oxidant demand thus minimising energy consumption. The total ballast water flow is then transferred to the ballast tanks.

During the de-ballasting process, the presence of disinfectant is registered to confirm there is no regrowth then the filter is bypassed and all treated ballast water is discharged. Prior to overboard discharge a separate and small neutralisation stream of sodium bisulphite (7.5 litres per 1,000 m3) is added automatically at the inlet of the ballast pump and any other discharge systems such as aft peak tank systems. The system control unit features a touch screen and can store event history for up to five years. Historic data can be downloaded to the vessel’s integrated alarm and monitoring system, or if installed as a standalone system, data can be loaded onto a USB memory stick. The modular aspect of the system means that on tankers and gas carriers most components can be installed in non-hazardous areas.

37. STX Metals: SmartBallast Substance Approval – Final Type approved – No Capacity: Unlimited Method: Electro-chlorination

Smart ballast is an electrolysis type system which has been developed by STX Heavy Industries. It is a one-step treatment 102 | APRIL 2014

BIOCIDE DOSING LEVEL IS VARIABLE AND DEPENDS ON BALLAST WATER CONDITIONS.

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BALLAST WATER TREATMENT

system that works without any filtration.

The chlorine produced by electrolysis is sufficient for large vessels and is produced at a rapid rate during ballasting. Any remaining chlorine is neutralised during deballasting and again this is done at a rate appropriate for large systems.

STX HI claims the system has low operating costs because of low power consumption. Moreover, maintenance and repair is said to be very simple to effect. The system is suited to both new and retrofit installations.

38. Sumitomo Electric Industries: Ecomarine Substance Approval â&#x20AC;&#x201C; No Type approved â&#x20AC;&#x201C; No Capacity: Not known Method: Filtration and UV

The Ecomarine system is at an early stage in development and incorporates filter units originally developed by Sumitomo Electric to separate large plankton and other aquatic organisms. The ballast water management system then eliminates any remaining small organisms with a medium-pressure ultraviolet system. This design ensures power-saving, yet reliable removal of organisms. After shore testing, shipboard trials were made on the Asuka II, a cruise ship operated by NYK Cruises.

In late 2013, Sumitomo announced it was forming a consortium under the name Ecomarine Technology Research Association with Daiki Ataka Engineering and Hitachi Zosen Corporation. The consortium aims to develop a low power consumption electrolytic ballast water management system employing filtration technology from Sumitomo Electric, electrolysis systems from Daiki Ataka Engineering and ship design and retrofit engineering from Hitachi Zosen.

The entire product development process, including type approval, is due to be finished by the end of fiscal 2014. The three companies then plan to set up a joint venture company to market the Ecomarine ultraviolet ballast water management system 104 | APRIL 2014

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G9 SYSTEMS

which is under development by Sumitomo Electric and the newly developed electrolysis type ballast water management system.

39. SunBo Industries: BlueZone Substance Approval – Basic Type approved – No Capacity: Not known Method: Ozonation

The BlueZone BWMS was developed by DSEC a subsidiary of Daewoo in conjunction with SunBo Industries which manufactures offshore modules. The system consists of an ozone generation module, a mainstream ozone micro bubble module, a neutralisation module and a monitoring & control module.

During the ballasting procedure, micro sized ozone bubbles are produced in the ozone generation module and injected through the bubble nozzle into the main ballast pipe. Ozone bubbles react with the bromine ions in the ballast water and generate oxidants which destroy cell membranes. Treated water is stored in the tank and to ensure safe levels of TRO is neutralised during deballasting using thiosulphate.

40. SunRui: BalClor

Sunrui BalClor

Substance Approval – Final Type approved – Yes Capacity: Modular 100 – 5,000m3/h Method: Filtration and electro-chlorination

Initial filtration by an automatic backwashing filter with 50µm screen to remove marine organisms larger than 50µm is followed by disinfection with sodium hypochlorite generated by electrolysis.

A small side stream of the filtered ballast water is delivered to the electrolytic unit to generate the sodium hypochlorite solution which is then injected back into the main ballast stream to provide effective disinfection.

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At discharge, if the TRO level of the treated ballast water is below 0.1ppm, then the treated ballast water can be directly discharged. If the TRO level is higher sodium thiosulphite solution is added into the de-ballast pipe to neutralise residual oxidants.

The system is modular with components able to be installed at convenient locations. For vessels intending to operate in low salinity waters, a seawater feed tank or alternative method for boosting salinity can be included into the system.

41. Techcross: Electro-Cleen Substance Approval â&#x20AC;&#x201C; Final Type approved â&#x20AC;&#x201C; Yes Capacity: Modular and scalable 1,000m3/h multiple units allow higher volumes Method: Electro-chlorination/electrolysis

This system was among the first to gain type approval and has been in commercial production since 2008.

No filtration is used and the full ballast stream is treated using electrolysis to produce both sodium hypochlorite and hydroxyl radical to act as disinfectants. Hydrogen gas produced during the process is vented. The system is modular and scalable. The electrolysis units are produced in standard and explosion proof versions for tankers and gas carriers.

At discharge any TRO are monitored and neutralised using an automatic neutralisation unit which is available in sizes up to 10,000m3/h to suit the individual installation. The system can be delivered as components suitable for retrofits, as skid mounted preassembled systems and can also be housed in containers for deck installations when special circumstances dictate.

In 2013 the system was upgraded with both software and hardware enhancements. Following experience gained from two incidents involving the system operating in manual mode when welds failed due to overpressure of water vapour and gases caused by continuous supply of power with the isolation valves shut inadvertently, the manual operation mode has been deleted.

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In automatic mode, there are sensors, alarms and shut-down functions in place to prevent such occurrences.

42. Van Oord: Substance Approval – Basic Type approved – No Capacity: Not known Method: Fresh water and chlorination.

The Van Oord system makes use of a novel approach that has been mooted many times but until now not transformed into reality.

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 produced onboard using a fresh water generator.

Under most normal circumstances, potable water supplied from shore would not contain any organisms larger than 10 microns, However, in order to meet discharge requirements where potable water is not available a secondary treatment system using commercially available chlorine added such that the maximum concentration of 5mg chlorine per litre of ballast water is achieved may be needed.

The higher cost of potable water is offset by the much reduced layout on equipment.

43. Wärtsilä: Aquarius EC Substance Approval – Final Type approved – Yes Capacity: Scalable and Modular 80 – 1,200m3/h Method: Filtration and electro-chlorination

An initial filter unit with 40μm filter elements removes large particles and organisms from the ballast water. The system uses the filter unit only in uptake operation and returns backflushed water to its point of origin.

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After filtration, the generation of sodium hypochlorite solution takes place in a small side stream taken off the ballast water main.

The electro-chlorination module of the system is used to produce sodium hypochlorite from seawater and inject it into the filtered ballast water at a maximum 10ppm to eliminate organisms.

During discharge the filter is bypassed and residual concentration of TRO in treated ballast water is monitored before being discharged overboard. If required, treated ballast water is neutralised by injecting sodium bisulphite into the main ballast line during discharge. The system’s capacity can be increased by adding modules in parallel.

44. 21 Century: ARA Substance Approval – Final Type approved – Yes Capacity: Not known Method: Filtration, Plasma and UV

This system is one of two seemingly identical systems (Samkun Century being the other) employing plasma technology.

The initial filtration module is composed of a 34µm filter element with an automatic back-flushing function. The filtration module operates only during ballasting. After filtration the ballast flows to the plasma module. The plasma module generates plasma underwater using a high-voltage generator during its encounter with the ballast water in the vessel. Then, the high-energy plasma arc produces a pressure shockwave by dramatic differentialpressure, which destroys targeted micro-organisms such as zooplankton and phytoplankton by causing physical damage to their cell membranes underwater. the medium pressure UV module which produces hydroxyl radicals to kill and remaining organisms.

108 | APRIL 2014

AFTER PLASMA TREATMENT THE BALLAST MOVES TO THE MEDIUM PRESSURE UV MODULE WHICH PRODUCES HYDROXYL RADICALS TO KILL AND REMAINING ORGANISMS.

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XX PURPOSE OF A BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) IS TO MONITOR BRIDGE ACTIVITY AND DETECT OPERATOR DISABILITY WHICH COULD LEAD TO MARINE ACCIDENTS.

110 | APRIL 2014