The International Convention for the Control and Management of Ships' Ballast Water and Sediments (Ballast Water Management Convention or BWM Convention) is an international maritime treaty established in 2004.
Signatory flag states are required to ensure all vessels trading under their flag follow the protocol of managing and controlling ballast water and respective sediments. The aim of the convention is to limit the invasion of foreign organisms into local habitats due to unregulated ballast water discharge.
Since the Convention came into force on 8th of September 2017, all new vessels have ballast water treatment systems installed to comply with the D2 standard. On the other hand, existing ships are subject to the phased implementation schedule, can extend their compliance timeframe, based on the renewal of their ship certificates schedule, until the 8th September 2024 when all ships must comply with the D2 standard.
The D2 standard requires the purchase, installation, and use of an approved ballast water treatment system. The purpose of this system is to ensure that the maximum percentage of living organisms remaining in a vessel’s ballast water will be within the limits set by IMO. This treatment, which comes in different methods of technology, minimizes the environmental footprint of shipping.
However, each treatment method comes with its respective restrictions and ship-owners will need to consider the different system-specific factors when making the final choice of a ballast water treatment system or systems which will be more appropriate for their vessels. These factors can be seen below:
• Cost effectiveness
• Footprint of the system and respective space availability
• Ease of installation and operation due its respective restrictions
The different ballast water treatment technologies that are currently available in the market consist of:
• Mechanical
• Chemical treatment and biocides
• Physical disinfection
A standard ballast water treatment system on board a vessel will typically require the employment of two or more technologies that, once integrated, can offer the ultimate result of IMO/USCG standards.
Franman, who has been active in the market since 1991, has followed the developments of the ballast water treatment convention since its inception. Our recommended solution for clients has been to adopt a system that consists of Physical treatment - filtration, combined with Physical disinfection – and electro-chlorination/(side stream) electrolysis for the bigger flow rate capacities.
Our experience has shown us that the physical separation or filtrations systems are key to both the performance and the lifespan of the system. Importantly, they act as the ‘introductory treatment’ that will clear-out organisms and materials from the ballast water.
The last stage of treatment should be the neutralization of the water during deballasting. The EPA limit is set at 100μg/l for Chlorine residuals.
When sizing an electrochlorination system it is important to consider chlorine dosing. The dosing (ppm) is primarily a function of organic loading on ballasting and the voyage length. A residual in the region of 0.1 to 0.5 ppm at deballasting demonstrates that the dosing is correct and there would be no regrowth.
The vessel’s manager needs to adopt an active role with the operation of these systems. The Chlorine produced for treatment purposes must be effective only on targeted marine organisms and the above mentioned limits should be kept at deballasting.
To our experience Ballast Water Manufacturer should design its system taking into consideration:
Safety: Active separation of hydrogen, No acid wash or use of hazardous chemicals for cleaning electrodes, Non-corrosive to ballast tank painted surfaces and marine alloys, Filters to be suitable for hazardous installations.
Reliable and Easy to Maintain: Optional levels of redundancy, Easy/low maintenance, Flexibility and easy to be retrofitted into existing vessels.
Global Compliant and in time project delivery.
Aftersales Support: Operational experience and after sales commitment
The above listed procedures have, so far, proved to be quite a challenging task for ship owners. Understanding this, we have focused on connecting with reputable BWTS manufacturers. Our goal has been to establish partnerships that will survive past the 10 year window, facilitated by the impending implementation of regulations which have enabled many, one could argue, opportunistic entities to enter our market.
Franman has always supported reliable manufacturers in a way that makes sense for them economically and also can guarantee the end user a long co-operation with a reputable manufacturer.
Our principals’ systems offer a system, which is economically viable and within reasonable delivery time.
* Director of Businnes Unit 1, Franman