BALLAST WATER TREATMENT

TECHNOLOGIESMany ways

to meetthe rules

US RULESContemporary

measures in place

REGULATIONSA convention

in limbo

PRACTICALWeighing

up the pros and cons

G9 SYSTEMSMaking use

of active substances

• A guide to regulation and technology •

ShipInsight• CRITICAL INFORMATION ON MARITIME TECHNOLOGY AND REGULATION •

AP

RIL

20

14

SPONSORED BY

BALLAST WATER TREATMENT

XX caption

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.

ii | APRIL 2014

Fortunately, large vessel owners do Fortunately, large vessel owners do Fortunately, large

have an efficient, non-chemical treatment option.One with a low and consistent power draw, and compact footprint.

trojanmarinex.comtrojanmarinex.com

SHIPINSIGHT.COM

APRIL 2014  | 3

MalcolmLatarche

| 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

Fortunately, large vessel owners do Fortunately, large vessel owners do Fortunately, large

have an efficient, non-chemical treatment option.One with a low and consistent power draw, and compact footprint.

trojanmarinex.comtrojanmarinex.com

BALLAST WATER TREATMENT

4 | APRIL 2014

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.

Editor: Malcolm Latarche

malcolm@shipinsight.com

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Address: ShipInsight, 12 - 14 Bridge Steet

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This guide is produced by ShipInsight Ltd.

Care is taken to ensure the information it contains is accurate

and up to date. However ShipInsight Ltd accepts

noresponsibility or inaccuracies in, or changes to, such

information. No part of this publication may be produced in

any form or by means including photocopying or recording,

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06 | CHAPTER 1 - IMO Regulation

A convention in limbo

16 | CHAPTER 2 - US Rules

Contemporary measures in place

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

CONTENTS

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.

APRIL 2014  | 5 FEBRUARY 2014  |  3

SHIPINSIGHT.COM | GUIDE

BALLAST WATER TREATMENT

6 | APRIL 2014

ALMOST 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

| CHAPTER 1: IMO REGULATIONS

Invasive species inthe Great Lakes

APRIL 2014  | 7

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

SHIPINSIGHT.COM

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.

BALLAST WATER TREATMENT

8 | APRIL 2014

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

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APRIL 2014  | 9

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.

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.

The IMO BWMConvention 2004

BALLAST WATER TREATMENT

10 | APRIL 2014

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

COMPLIANCE SCHEDULE

BALLAST WATER CONVENTION 2004 COMPLIANCE SCHEDULE(APPLIES ONLY TO VESSELS 400GT AND ABOVE THAT CARRY BALLAST)

BALLAST CAPACITY (M3)

VESSEL BUILD DATE

EARLIEST OF FIRST INTERIM RENEWAL SURVEY ANNIVERSARY OF DELIVERY AS BELOW

2009 2010 2011 2012 2013 2014 2015 2016 2017

UP TO 1,500M3<2009 D1 OR D2 D2

>2009 D2

>1,500M3 TO 5,000M3<2009 D1 OR D2 D2

>2009 D2

>5,000M3<2012 D1 OR D2 D2

>2012 D2

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APRIL 2014  | 11

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

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

12 | APRIL 201412 | APRIL 2014

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

IMO REGULATIONS

BALLAST WATER TREATMENT

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

APRIL 2014  | 13 APRIL 2014  | 13

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.

BALLAST WATER TREATMENT

14 | APRIL 2014

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 “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.” Under Article

SHIPINSIGHT.COM

APRIL 2014  | 15

MANY OF THE SYSTEMS DEVELOPED TO TREAT BALLAST WATER MAKE USE OF ELECTRONIC LOGGING OF BALLAST WATER OPERATIONS.

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’.

16 | APRIL 2014

BALLAST WATER TREATMENT

16 | APRIL 2014

CONSIDERING 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

| CHAPTER 2: US RULES – FOLLOWING A DIFFERENT ROUTE

The highly invasive zebra mussel

APRIL 2014  | 17

SHIPINSIGHT.COM

APRIL 2014  | 17

Environmental threat?

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

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.

| CHAPTER 2: US RULES – FOLLOWING A DIFFERENT ROUTE

18 | APRIL 201418 | APRIL 2014

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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footprint on the marketThe smallest

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design make it ideal for newbuilds and retrofits.

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is a perfect fit for your ship, contact us at

sales@hydemarine.com or 1.724.218.7001.

I N T R O D U C I N G

US RULES

APRIL 2014  | 19 APRIL 2014  | 19

SHIPINSIGHT.COM

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footprint on the marketThe smallest

Hyde GUARDIAN Gold’s compact size and robust

design make it ideal for newbuilds and retrofits.

To learn more about how Hyde GUARDIAN Gold

is a perfect fit for your ship, contact us at

sales@hydemarine.com or 1.724.218.7001.

I N T R O D U C I N G

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.

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

<1,500M3 <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

US RULES

BALLAST WATER TREATMENT

20 | APRIL 2014

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 Agency’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 ship’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.

US RULES

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APRIL 2014  | 21

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

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.

US RULES

22 | APRIL 2014

BALLAST WATER TREATMENT

22 | APRIL 2014

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.

US RULES

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Partnership program covering all stages from fleet evaluation to lifecycle support

Turnkey solutions

THE SMART WAY TO ENSURE ENVIRONMENTAL COMPLIANCEAND STOP MARINE INVASIONS

For environmental peace of mind Wärtsilä supply the widest range of marine technologies on earth, this includes a range of ballast water management solutions to help meet specific requirements of individual owners and their vessels. Our technologies use a simple two stage process involving filtration and a choice of either electro-chlorination (EC) or UV treatment. With our partnership program, we work in close co-operation with you on all stages of the project, and our turnkey solutions provide everything you need from the same place – from selection and configuration to engineering and supervision. Read more at www.wartsila.com

24 | APRIL 201424 | APRIL 201424 | APRIL 201424 | APRIL 2014

BALLAST WATER TREATMENT

24 | APRIL 2014

BALLAST BASICS

SHIPS 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

| CHAPTER 3: TECHNOLOGIES

Hyde GUARDIANGold System

SHIPINSIGHT.COM

APRIL 2014  | 25 APRIL 2014  | 25 APRIL 2014  | 25 APRIL 2014  | 25 APRIL 2014  | 25

Trojan Marinex now typeapproved

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.

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 – 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.

| CHAPTER 3: TECHNOLOGIES

26 | APRIL 2014

BALLAST WATER TREATMENT

26 | APRIL 2014

Hitachi’s Clear Ballast

The system that first led the way in ballast water treatment is once again defining the cutting edge.

PureBallast 3.0 is the new generation of leading technology, improved with the knowledge only real-world experience provides. 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.

Start taking the lead at www.alfalaval.com/pureballast3

Leadership redefined – introducing PureBallast 3.0

Space savings

50% Energy savings up to

60%

Backing worldwide

100%

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.

TECHNOLOGIES

APRIL 2014  | 27

SHIPINSIGHT.COM

APRIL 2014  | 27

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.

The system that first led the way in ballast water treatment is once again defining the cutting edge.

PureBallast 3.0 is the new generation of leading technology, improved with the knowledge only real-world experience provides. 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.

Start taking the lead at www.alfalaval.com/pureballast3

Leadership redefined – introducing PureBallast 3.0

Space savings

50% Energy savings up to

60%

Backing worldwide

100%

28 | APRIL 2014

BALLAST WATER TREATMENT

28 | APRIL 2014

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

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 IMO’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.

TECHNOLOGIES

APRIL 2014  | 29

SHIPINSIGHT.COM

APRIL 2014  | 29

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.

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

TECHNOLOGIES

30 | APRIL 2014

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

TECHNOLOGIES

APRIL 2014  | 31

THE OXIDATION MECHANISM CONSISTS OF ELECTRON TRANSFER WITH ORGANISMS THAT DESTROYS THE CELL WALL STRUCTURE.

SHIPINSIGHT.COM

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

TECHNOLOGIES

32 | APRIL 2014

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 – notably hydrogen and perhaps chlorine –

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.

TECHNOLOGIES

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APRIL 2014  | 33

The NIOZ testing facility

HEAT

Systems that make use of the waste heat of the ship’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.

TECHNOLOGIES

34 | APRIL 201434 | APRIL 201434 | APRIL 2014

BALLAST WATER TREATMENT

34 | APRIL 2014

| CHAPTER 4: MAKING THE RIGHT CHOICE

WITH 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

APRIL 2014  | 35 APRIL 2014  | 35 APRIL 2014  | 35

SHIPINSIGHT.COM

APRIL 2014  | 35

CleanBallast System

BALLAST WATER TREATMENT IS A BITTER PILL FOR SHIPOWNERS TO SWALLOW.

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 – 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

BALLAST WATER TREATMENT

36 | APRIL 2014

CleanBallast by RWO

MAKING THE RIGHT CHOICE

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. CleanBallast’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. RWO’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-

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

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 DNV-

classed 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.

38 | APRIL 2014

BALLAST WATER TREATMENT

38 | APRIL 2014

WE ARE PROUD THAT CLEANBALLAST HAS AGAIN PROVEN ITS TECHNOLOGICAL REFINEMENT AND MATURITY.

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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 DNV-

classified vessels.

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.

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BALLAST WATER TREATMENT

40 | APRIL 2014

Ecochlor’s ES BWTS

WITH 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.

| CHAPTER 5: PRACTICAL CONSIDERATIONS

APRIL 2014  | 41 APRIL 2014  | 41

SHIPINSIGHT.COM

APRIL 2014  | 41

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.

42 | APRIL 201442 | APRIL 201442 | APRIL 2014

BALLAST WATER TREATMENT

42 | APRIL 2014

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.

Optimized by nature

Optimized by technology

Optimized Ballast Water Treatment SystemsThe basking shark’s filtration system has been optimized over thousands of years of evolution to create one of the marvels of the seas.

Optimized by technology: OceanSaver’s revolutionary Mark II BWT system is a high-performance ballast water treatment system with a small footprint, low energy consumption optimized for both retrofits and newbuilds.

Looking for shipping’s most effective, safe and cost-effective ballast water treatment system? Visit: www.oceansaver.com

Mark II – Optimized by OceanSaver. Optimized for performance.

OPTIMIZED FOR

PERFORMANCE

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

Blue-C

APRIL 2014  | 43 APRIL 2014  | 43 APRIL 2014  | 43

SHIPINSIGHT.COM

APRIL 2014  | 43

VERY FEW MAKERS QUOTE LIST PRICES SO THERE IS A LARGE DEGREE OF SHOPPING AROUND TO BE DONE.

Optimized by nature

Optimized by technology

Optimized Ballast Water Treatment SystemsThe basking shark’s filtration system has been optimized over thousands of years of evolution to create one of the marvels of the seas.

Optimized by technology: OceanSaver’s revolutionary Mark II BWT system is a high-performance ballast water treatment system with a small footprint, low energy consumption optimized for both retrofits and newbuilds.

Looking for shipping’s most effective, safe and cost-effective ballast water treatment system? Visit: www.oceansaver.com

Mark II – Optimized by OceanSaver. Optimized for performance.

OPTIMIZED FOR

PERFORMANCE

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

Blue-C

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

PRACTICAL CONSIDERATIONS

BALLAST WATER TREATMENT

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.

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.

PRACTICAL CONSIDERATIONS

SHIPINSIGHT.COM

APRIL 2014  | 45

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.

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

Alfa Laval - Pure Ballast 3.0

PRACTICAL CONSIDERATIONS

46 | APRIL 2014

BALLAST WATER TREATMENT

46 | APRIL 2014

Coating compatibilitymust be checked

Your future BWT system

www.ballast-water-treatment.com

BIO SEABIO UV

Ultraviolet Solutionsby

Skid version for New Building project

Modular version for Retrofit project

shipinsight-2014.indd 1 20/03/14 18:44

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.

APRIL 2014  | 47 APRIL 2014  | 47

Your future BWT system

www.ballast-water-treatment.com

BIO SEABIO UV

Ultraviolet Solutionsby

Skid version for New Building project

Modular version for Retrofit project

shipinsight-2014.indd 1 20/03/14 18:44

48 | APRIL 2014

BALLAST WATER TREATMENT

48 | APRIL 2014

MAKER SYSTEM TECHNOLOGY PAGE WEBSITE G9 APPROVAL

TYPE APPROVAL

US AMS APPROVAL*

21 CENTURY ARA “FILT, PLASMA, UV” 108 WWW.21CSB.COM FINAL YES

ALFA LAVAL PUREBALLAST 2.0 “FILT, UV” 70 WWW.ALFALAVAL.COM FINAL YES B.M

ALFA LAVAL PUREBALLAST 3.0 “FILT, UV” 50 WWW.ALFALAVAL.COM N/R (G8) YES EXP’ JUNE 2014

AQUA ENGINEERING AQUASTAR “FILT, EL/ECL” 71 WWW.AQUAENG.KR FINAL YES B.M

AURAMARINE CRYSTALBALLAST “FILT, UV” 51 WWW.AURAMARINE.COM N/R (G8) YES B.M

BIO UV BIO-SEA “FILT, UV” 52 WWW.BIO-UV.COM N/R (G8) YES B.M

CATHELCO “FILT, UV” 53 WWW.CATHELCO.COM N/R (G8) NO

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 B.M

DALIAN MARITIME UNIVERSITY DMU-OH “FILT, AO” 72 WWW.DLMU.EDU.CN BASIC NO

DESMI OCEAN GUARD OXYCLEAN “FILT, UV, OZ” 74 WWW.DESMIOCEANGUARD.COM FINAL YES “F,B,M”

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 B.M

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 B.M

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 B.M

HANLA IMS ECOGUARDIAN “FILT, EL/ECL” 81 WWW.HANLAIMS.COM FINAL NO

HEADWAY TECHNOLOGY OCEANGUARD “FILT, AO, ELCAT” 82 WWW.HEADWAYTECH.COM FINAL YES B.M

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 B.M

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

JIANGSU NANJI MACHIINERY NIBALLAST “FILT, MEMB, D-OXY” 60 WWW.JSNJ.COM N/R (G8) YES “F,B,M”

JIUJIANG PMTR INSTITUTE OCEAN DOCTOR “FILT, UV, AO” 89 FINAL NO

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

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

SYSTEM STATUS

APRIL 2014  | 49

SHIPINSIGHT.COM

APRIL 2014  | 49

KNUTSEN TECHNOLOGY KBAL “PRESSURE VACUUM, UV” 62 WWW.KNUTSENOAS.COM N/R (G8) YES B.M

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 B.M

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 INDUSTRYOCEAN PROTECTION SYSTEM OPS

“FILT, UV” 63 WWW.MAHLE-INDUSTRY.COM N/R (G8) YES B.M

MH SYSTEMS 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 B.M

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 B.M

SUMITOMO ELECTRIC INDUSTRIES SEI-BWMS “FILT, UV” 104 WWW.GLOBAL-SEI.COM NO NO

SUMITOMO ELECTRIC INDUSTRIES EL 104 WWW.GLOBAL-SEI.COM NO 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.

MAKER SYSTEM TECHNOLOGY PAGE WEBSITE G9 APPROVAL

TYPE APPROVAL

US AMS APPROVAL*

SYSTEM STATUS

50 | APRIL 2014

BALLAST WATER TREATMENT

50 | APRIL 2014

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

DESMI Oceanguard Rayclean

| CHAPTER 6: G8 SYSTEMS

APRIL 2014  | 51

SHIPINSIGHT.COM

APRIL 2014  | 51

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

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

BALLAST WATER TREATMENT

52 | APRIL 2014

BIO SEA from France

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.

SHIPINSIGHT.COM

APRIL 2014  | 53

Checking on the Cathelco system

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.

G8 SYSTEMS

54 | APRIL 2014

BALLAST WATER TREATMENT

54 | APRIL 2014

Inert Gas based Ballast Water Treatment for Tankers

Marine & Offshore Fluid Handling Solutions

• No disruption to ballasting or de-ballasting

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

• Ideal for new build or retro fit

Email: sales@coldharbourmarine.comwww.coldharbourmarine.comTel: +44 (0) 1629 888386

THE FIRST BWT SYSTEM TO BESUCCESSFULLY RETROFITTED TO A VLCC

The only in-tank, in-voyage BWT system

CH Ship in Sight Ad A5 Apr14 aw:Layout 1 01/04/2014 09:25 Page 1

5. Coldharbour Marine:

Substance Approval – n/r

Type approved – 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.

G8 SYSTEMS

For Coldharbour big is easy

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Inert Gas based Ballast Water Treatment for Tankers

Marine & Offshore Fluid Handling Solutions

• No disruption to ballasting or de-ballasting

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

• Ideal for new build or retro fit

Email: sales@coldharbourmarine.comwww.coldharbourmarine.comTel: +44 (0) 1629 888386

THE FIRST BWT SYSTEM TO BESUCCESSFULLY RETROFITTED TO A VLCC

The only in-tank, in-voyage BWT system

CH Ship in Sight Ad A5 Apr14 aw:Layout 1 01/04/2014 09:25 Page 1

56 | APRIL 2014

BALLAST WATER TREATMENT

56 | APRIL 2014

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

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

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

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

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GEA Westfalia UltraV

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

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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 pre-

heating 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

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

PROVEN TECHNOLOGY www.desmioceanguard.com

NEWLowest energy consumption in class!

Ocean Guard A/S- ballast water treatment systems

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-Transmis-sion as low as 33%

Reliable treatment that meets the IMO and USCG discharge standards every time.

RayCleanYour Reliable Ballast Water Treatment Solution

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

G8 SYSTEMS

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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.

PROVEN TECHNOLOGY www.desmioceanguard.com

NEWLowest energy consumption in class!

Ocean Guard A/S- ballast water treatment systems

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-Transmis-sion as low as 33%

Reliable treatment that meets the IMO and USCG discharge standards every time.

RayCleanYour Reliable Ballast Water Treatment Solution

62 | APRIL 2014

BALLAST WATER TREATMENT

62 | APRIL 2014

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.

The system also logs data concerning times, temperature, pressure,

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MAHLE OPS

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 electro-

chlorination 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

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 self-

cleaning 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 low-

pressure 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

This system employs a coarse pre-filter to remove larger particles

and organisms to prevent blockage of the flow passage. The filter is

fully automatic in terms of operation and washing without affecting

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AFTER CLEANING, THE REMAINING H2O2 IN THE SEAWATER IS DETOXIFIED BY A CATALYST.

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

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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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THIS LOW-OXYGEN ENVIRONMENT ALSO LIMITS THE AMOUNT OF OXYGEN AVAILABLE TO FORM IRON OXIDE.

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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TROJAN MARINEX IS FOCUSED SOLELY ON THE MARINE INDUSTRY AND PROVIDING BALLAST WATER TREATMENT SOLUTIONS.

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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Severn Trent de Nora

G9 GROUP

The 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.).

| CHAPTER 7: G9 SYSTEMS

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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 low-

temperature 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-in-

Place 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.

| CHAPTER 7: G9 SYSTEMS

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BALLAST WATER TREATMENT

72 | APRIL 2014

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 GjelsethSales & Marketing Director

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

e: bgj@mmc.nowww.mmcgt.no

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.

G9 SYSTEMS

APRIL 2014  | 73 APRIL 2014  | 73

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 GjelsethSales & Marketing Director

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

e: bgj@mmc.nowww.mmcgt.no

74 | APRIL 2014

BALLAST WATER TREATMENT

74 | APRIL 2014

During de-ballasting, any residual oxidant is neutralised

by sodium thiosulphate (Na2S

2O

3) 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+, O

3, H

2O

2 and H

2O+ 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.

The system size can be increased in 100m3 steps to give various

treatment rates of between 100 and 3,000m3/h by adding more

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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.

During normal operation, O3 is metered into the water stream

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THE FEED WATER REQUIRED VARIES WITH THE SIZE OF THE SYSTEM AND ON THE LARGEST WILL BE IN THE REGION OF 45M3/H.

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

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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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78 | APRIL 2014

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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Evoqua SeaCURE System

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.

G9 SYSTEMS

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80 | APRIL 2014

THE ELECTRO-CHLORINATION UNIT OF THE SYSTEM IS DESIGNED TO OPERATE AT A SEAWATER SALINITY OF 10 PSU OR MORE.

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

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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.

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

G9 SYSTEMS

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82 | APRIL 2014

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 long-

term 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.

Ecochlor® Ballast Water Treatment Systems Unaffected by turbidity, salinity or temperature

zeroA Q U AT I C I N V A S I V E S P E C I E S

expect

Best Data. Lowest Power. Ecochlor systems are

the most effective and reliable systems on the market.

www.ecochlor.com

U S C G A M S A C C E P T E D

Ecochlor2014_ExpectZero_10_A5.indd 1 3/18/14 2:42 PM

G9 SYSTEMS

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Ecochlor® Ballast Water Treatment Systems Unaffected by turbidity, salinity or temperature

zeroA Q U AT I C I N V A S I V E S P E C I E S

expect

Best Data. Lowest Power. Ecochlor systems are

the most effective and reliable systems on the market.

www.ecochlor.com

U S C G A M S A C C E P T E D

Ecochlor2014_ExpectZero_10_A5.indd 1 3/18/14 2:42 PM

84 | APRIL 2014

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13. Hitachi: ClearBallast

Substance Approval – Final

Type approved – Yes

Capacity: Scalable – 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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Hyundai EcoBallast

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.

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.

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

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for ballast water application to reduce space and to maximise

efficiency. It employs a high-intensity, medium-pressure ultra-

violet 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

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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.

Before reaching the tank, a sterilising agent produced from a tank

containing sodium hypochlorite is injected into the stream which

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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 – Final

Type approved – 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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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.

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 photo-

catalytic 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

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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 SPO-

System 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 electro-

chemical 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

This system employs initial filtration followed by chemical chlorine

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BALLAST WATER TREATMENT

92 | APRIL 2014

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

BALLAST WATER TREATMENT

CLEAN IS SAFE

Free passage on the world‘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

Industry

070_Anz_OPS_148x210_GB_310314.indd 1 31.03.14 15:37

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

G9 SYSTEMS

BALLAST WATER TREATMENT

CLEAN IS SAFE

Free passage on the world‘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

Industry

070_Anz_OPS_148x210_GB_310314.indd 1 31.03.14 15:37

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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 – Final

Type approved – 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

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

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.

Initial filtration is by a series of disk filters. During ballast water

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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

G9 SYSTEMS

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BALLAST WATER TREATMENT

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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

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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

G9 SYSTEMS

102 | APRIL 2014

BALLAST WATER TREATMENT

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

ShipInsightBy bringing together the requirements of

regulation and legislation and the information on what equipment and services are being

developed to aid compliance, ShipInsight gives operators the means to make informed decisions

on the best action to take.

Ballast Water, Safety & Survival, Communications, Power & Propulsion, ECDIS, Paints & Coatings,

Fuels & Lubricants , Maritime Software...

To download these guides and more visit shipinsight.com

HouseAdvert_210x148mm.indd 1 04/04/2014 18:26

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

G9 SYSTEMS

ShipInsightBy bringing together the requirements of

regulation and legislation and the information on what equipment and services are being

developed to aid compliance, ShipInsight gives operators the means to make informed decisions

on the best action to take.

Ballast Water, Safety & Survival, Communications, Power & Propulsion, ECDIS, Paints & Coatings,

Fuels & Lubricants , Maritime Software...

To download these guides and more visit shipinsight.com

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104 | APRIL 2014

BALLAST WATER TREATMENT

104 | APRIL 2014

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 – No

Type approved – 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

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Sunrui BalClor

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

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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Techcross Electro-Cleen

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 – Final

Type approved – 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 pre-

assembled 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.

G9 SYSTEMS

108 | APRIL 2014

BALLAST WATER TREATMENT

108 | APRIL 2014

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

53° 33‘ 47“ N, 9° 58‘ 33“ E

hamburg

scan the QR code and view the traileror visit smm-hamburg.com/trailer

smm-hamburg.com

new in 2014: the SMM

theme days

keeping the course9 – 12 september 2014

hamburgthe leading international

maritime trade fair

8 sept fi nance day

9 sept environmental protection day

10 sept security and defence day

11 sept offshore day

12 sept recruiting day H

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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 differential-

pressure, 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.

G9 SYSTEMS

APRIL 2014  | 109

53° 33‘ 47“ N, 9° 58‘ 33“ E

hamburg

scan the QR code and view the traileror visit smm-hamburg.com/trailer

smm-hamburg.com

new in 2014: the SMM

theme days

keeping the course9 – 12 september 2014

hamburgthe leading international

maritime trade fair

8 sept fi nance day

9 sept environmental protection day

10 sept security and defence day

11 sept offshore day

12 sept recruiting day H

MC

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| Dat

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Form

at: 1

48 x

210

mm

| B

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nitt:

3 m

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HMC_SMM_Image_ShipInside_2014_148x210.indd 1 03.02.14 17:26

BALLAST WATER TREATMENT

110 | APRIL 2014

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.