BALLAST WATER TREATMENT SYSTEMS - www.nafsgreen.gr/bwts
The GL approval scheme for BWMS includes the following steps: 1) Type Approval Certificate by RO (for compliance with IMO) shall be provided, by the Makers. The environmental acceptance of process for active substances (basic & final approval) is given exclusively by IMO. 2) Type approval by GL certifies components and functions like pressure vessels, plastics, vibrations, temperatures, software tools, electro magnetic compatibility (EMC) etc. EMC shall be taken seriously under consideration especially for high voltage systems. This step is optional. 3) Plans of the treatment plant showing its connection with existing on board systems (structural, piping, electrical, monitoring, automation, safety systems etc) shall be submitted for approval to GL prior installation. 4) After successful survey and reporting, GL issues either a STATEMENT OF COMPLIANCE with the BWM Convention or an INTERNATIONAL BALLAST WATER MANAGEMENT CERTIFICATE or a DOCUMENT OF COMPLIANCE depending on whether convention has been ratified and flag is party of the convention. Beyond the granted approval there are some concerns based on the existing regulations and practical experience. Despite the IMO and Classification Approvals there is uncertainty whether the system will always maintain the D2 performance standard. IMO reads“Approval of a system however, does not ensure that a given system will work on all vessels or in all situations. To satisfy the Convention, a discharge must comply with the D-2 standard throughout the life of the vessel.” The type approval certificate guarantees the performance of the system, when treating the particular sea water which was used for the laboratory tests. The performance of each system when tested in a different marine environment could be different. Additionally there is no practical experience whether already installed BWMS fulfil IMO requirements. The main reason is that installed systems are not yet in operation due to additional operational costs. Technology is not yet fully developed and implemented (especially for sampling). It seems that implemented Regulations are in some cases ahead of technology. At this respect many parties within shipping community addressed the need for revision of the guidelines for approval of the ballast water management system (G8), to improve transparency and harmonization with sampling procedures, however it is decided any revision of the G8 guidelines to take place after ratification of the convention. Also in the IMO sub-committee for Bulk Liquids and Gases (BLG 17), which it was held between 4th and 8th of February, it was agreed to undertake a trial period for two years for port state control sampling and analysis once the IMO Convention has entered into force. Within this period detaining a vessel for non compliance with the BWMC standards is not allowed. After this period IMO will contact a review and amend the sampling and analy-
FEBRUARY-MARCH 2013 - ISSUE 91- 37
sis protocol as necessary. The aforementioned arrangements will be adopted in next MEPC 65 meeting in May. The selection and the performance monitoring of the BWMS for both NB (by design) and FiS (by retrofit) is very important as it depends on various different parameters like: • Ship routing (country, ports, rivers, temperature, salinity, sediments disposal etc) • Ship type, size & age (operational issues and ballast capacity) • Tank coating (certification & testing reports by makers / suppliers) • Installation of the BWT system on board (arrangement, footprint, weight, connections etc) • Pressure loss (varies 0.3 to 3.5 bars) • Energy consumption (load balance, when the power is needed) • Time & Occurrence (how often the BW is discharged) • Maintenance (consumables & spare parts availability and after sales service) • Cost (purchase, installation, operational, maintenance, training) Owners are advised to spend time making the right selection of the system The decision about a BWT system is not easy & unique process, due to the complexity of the problem although some BWT system suppliers make the whole procedure to seem simple during quotation. According to estimations about 68,000 vessels shall implement the BW treatment system worldwide until end of the decade (abt. 24 ships per day!). At present, 100 shipyards worldwide are capable of doing this job and about 45 will be the certified manufacturers by the end of 2013 with 70 available systems. Since nobody is sure that this bottleneck (between 2016 to 2018) will be eliminated, it was recommended an extension of the implementation dates for fleet in service, however this proposal creates a harmonization issue with USCG set dates. Cost of making the necessary changes varies between $1m and $5m per vessel in the worst downturn the last years (totally abt. $60bn between 2011 and 2016). The demand will be increased significantly in a few years, so the suppliers do not intend to lower the prices, yet. On the other hand treatment systems seem to provide few or none strategic operational benefits to the old ships and are rather a tool to achieve compliance. Many observers believe that IMO BWM Convention as a whole, is in doubt. However, due to non existence of feasible alternatives (land-based treatment plants, ballast water barges or port to port comparison need plenty of time and money for research) the IMO Convention is intended to be ratified, maybe within this year. Being the authors of this article we will be more than happy to receive any inquiry on the subject. So, please do not hesitate to contact GL service delivery department in Piraeus: FS Hellas (CL-D-FH), 85, Akti Miaouli, 185 38 Piraeus Phone: +30 210 4291683, Fax.: +30 210 4290357 e-mail) : fs-hellas@gl-group.com http://www.gl-group.com/en/snb/ship_safety_environment.php