OceanSaver - The Solution For All Ships. Ballast Water Treatment System

Transcription

1 OceanSaver - The Solution For All Ships Ballast Water Treatment System 2011

2 LNG/LPG The solution PRODUCT TANKER BULK VLCC CHEMICAL TANKER PCTC CRUDE OIL TANKER

3 Industry initiatives - shipowner responsibility On February 13, 2004, the International Maritime Organization (IMO) adopted the International Convention for the Control and Management of Ships Ballast Water and Sediments, The Convention, introducing a Ballast Water performance standard in order to attack the issue of the spread of harmful aquatic organisms carried by ships' ballast water. To meet this standard, ballast water treatment is required. The Convention mandates all ships carrying ballast water to meet the Ballast Water performance standard by the year This requirement is phased in already as of, IMO Shipowner Responsibility BWM Timetable B-3 Ballast Water Management for ships D1: Exchange D2: Treatment Ship Construction Date < 2009 < 2009 BallastWater capacity (m 3 ) < 1500 or > D1/D2 D1/D2 D2 D < 5000 D > 5000 D1/D D2 The Ballast Water Management Convention will when entered into force require all ships, new and existing, to install Ballast Water Treatment (BWT) systems onboard; - For new ships; from 2012 (ships keel laid after 1 January 2012) - For existing ships; latest on the first intermediate or renewal survey, whichever comes first, after the anniversary date of delivery of the ship in 2014 or 2016, depending on the date and ballast water capacity of the ship. for Det Norske Veritas AS Jad Mouawad Senior Engineer Cargo Handling and Piping Systems Approval Ship and Offshore 3

4 OceanSaver Ballast Water Treatment System - Approved without restrictions! The OceanSaver BWTS may be installed on any vessel regardless of size, trade and type no restrictions apply! Approved by the Norwegian Administration: Fully compliant with the IMO Ballast Water performance standard Complies with all of the requirements of the International Convention for the Control and Management of Ships Ballast Water and Sediments Approved by Class: DNV Rules for Classification of Ships; Part 6, Chapter 18 Ballast Water Treatment Class Notation: BWM-T Approved for installation in Gas Hazardous Areas 4

5 Compliant for gas hazardous areas BWM Systems are powered by electricity and are usually installed in exact alignment with the ballast water pipeline. This simply makes it impossible for many BWM Systems to meet safety requirements and hence Class Approval for installation in pump rooms and other gas hazardous areas. OceanSaver s unique design features an Approval in Principle for gas hazardous areas - issued by DNV - which is incorporated into the Type Approval. Hence, OceanSaver offer a fully approved solution without any limitation to ships that have gas hazardous areas.

6 OceanSaver: The Ballast Water Treatment specialist OceanSaver was established with the support from shipping individuals specifically to develop and market a ballast water management system that is fit-for-purpose for shipowners. As a result, the design, installation, performance and maintenance of the OceanSaver system meet the industrys needs perfectly. OceanSaver AS founded. Feasibility study by DNV and technology patented. Pilot system installed. Establishment of OceanSaver test laboratory by the Oslofjord. Global sales agent network established. IMO G8 landbased test completed by NIVA, Norway. OceanSaver idea born - Concept presented to shipowner and contact with DNV initiated. IMO Ballast Water Treatment convention adopted. Finalised 15 months corrosion test programme in cooperation with DNV with positive results. IMO G8 ship-board test completed. IMO G9 Basic Approval (MEPC 57) and IMO G9 Final Approval (MEPC 58) granted

7 Type Approval granted by Norway, issued by DNV. Shipowners and yards are starting to include ballast water treatment system in newbuilding specification. The acquisition of OceanSaver by BW Venture, a subsidiary of BW Group, and Norwegian state-owned invest fund Investinor secures strength for growth and development. Systems installed on 16 VLCC and Suezmax newbuildings. Focus on refinement of technology leads to the launch of OceanSaver Mark II BWTS. Expected ratification of the IMO ballast water convention leads to increased focus on BWTS from owners and yards. Retrofit market has opened and installations during Class renewals commences. IMO requires all vessels to install a Type Approved Ballast Water Treatment system. OceanSaver receives orders for 22 tankers, including VLCCs and Suezmaxes. Delivery of first shipsets to leading Korean yards commences. IMO ballast water convention enters into force. All newbuildings delivered with BWTS. OceanSaver a world leading supplier with substantial order volumes. Shipping industry demands BWT systems for retrofit installation. Extensive pressure on retrofit capacity

8 OceanSaver s Core Technology Activated Water Non-conventional Electrolysis Membrane Cell Technology This unique technology provides a mixture of oxidants with very short half-life characterised by a very rapid consumption when injected into the ballast water. The process is advantageous when compared with conventional electrolysis or oxidising disinfectants as it require only a very limited dosage (the concentration injected in the Ballast Water initially (maximum value), is below 2.5 mg/l). Typical consumption rates are illustrated in the figure below. Decay of OceanSaver s Anolyte during third party land-based testing for Type Approval at NIVA s test facility, Solbergstrand - Norway. 2,50 2,25 2,00 1,75 1,50 mg/l 1,25 1,00 0,75 0,50 0,25 0, TRO (Total Residual Oxydant) IMO discharge limit Time (min) A small portion of the ballast water, approximately 1,6% is fed to the C2E and used as an electrolyte in the membrane cell where the membrane is isolating the electrodes forming anode chambers and cathode chambers producing anolyte and catholyte respectively. The anolyte is acidic whilst the catholyte is an alkaline. The anolyte is partially neutralised by mixing with the catholyte to achieve the desired oxidant mix. When this mix is injected into the ballast water, chemical processes will take place creating additional oxidants - oxidizing organic matter present in the ballast water very rapidly. Due to its reactivity the oxidants are consumed rapidly during the process of eliminating the unwanted species. Accordingly residual oxidant (TRO) is reduced within a few hours to typically below 0,2 mg/l TRO. Neutralisation is a contingency in the OceanSaver system and rarely required. NO Chlorination 8

9 Water Activation Unit Membrane Cells

10 Schematic System Layout - Engine Room Application

11 Filter C2E Disinfectant Unit

12 Schematic System Layout - Pump Room Application Filter AP

13 C2E Disinfectant Unit Filters

14 Specification of a ballast water treatment system When considering installment of a ballast water treatment system on new buildings or existing vessels, it is essential to specify the system to fulfill all your requirements. Vessel type, vessel size, trade pattern and the ballast pump capacity, are among the factors you have to consider when specifying a suitable technology. Certification The BWTS should have Final Approval from IMO and Type Approval from flag state The Type Approval certificate should be issued by the makers own flag administration or entity acting on their behalf such as a Classification Society For installation onboard tankers with pump room or submerged ballast pumps, the system must have Ex approval in principle from Class Installation Will there be a pressure loss taking BWTS, pipes and valves etc. into consideration? For retrofit, can existing ballast pumps be modified or must new pumps be installed? What is the required footprint, and where will the BWTS be installed? Do you have required space available in designated area? What is the power requirement, during ballasting and de-ballasting? Will specified generators deliver sufficient electrical power? For retrofits, can existing generators be utilised or do they have to be modified? What will be the total installation cost and what is the installation time for a retrofit? Operation If the system requires any consumables during operation, what is the cost, availability and space requirements of these consumables? What is the minimum holding time in ballast tanks before de-ballasting can commence? Is the system requiring treatment prior to discharge (treatment, neutralisation of oxidants etc.) Can the system be operated in Fresh Water, Sea Water, Low Temperature and High Temperature? Are any toxic bi-products, gases, hazardous waste etc. produced during operation or maintenance? Compliance Is the system compliant to the IMO PSPC (Performance Standard for Protective Coatings)? Is the system in compliance with General Class requirements? For systems using electrolysis/electrochlorination technology or ozone, is the levels of oxidants left in ballast water within recommendations from coating manufacturers to prevent accelerated coating breakdown and limitations on warranty?

15 Tailored technology Basic BWT solution: + = IMO IMO compliant Filter C2E Optional patented coating and corrosion protection: + + = IMO Filter Nitrogen C2E IMO compliant + corrosion benefit

16 C2E, m 3 /h

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18 OceanSaver option: Reduced corrosion and oxidation of ballast tank coatings - reduction in TCO OceanSaver BWTS stands out among Ballast Water Treatment Systems for its commitment to protecting ballast tank coatings, demonstrating its performance and undertaking tests. Reduced corrosion The OceanSaver BWTS has been subject to comprehensive, appropriate tests to ensure that it will not damage ballast tank coating systems, and has proven that it will not hinder shipowners attempts to meet the requirements of the newly developed and implemented Performance Standard for Protective Coatings (PSPC). Two full-scale shipboard tests were carried out over a duration of more than 12 months. These were supported by a 6 month laboratory test. All tests were undertaken independently by corrosion engineers and coating systems experts at DNV s Corrosion Laboratories in co-operation with Safinah, a UK coating consultancy firm. Through these tests, the OceanSaver BWTS demonstrated that it would not harm ballast tank coating systems. Even on scratched surfaces with exposed steel, the OceanSaver treatment showed significantly decreased creep corrosion. Over the test period, a reduction in the consumption of anodes of per cent was gained when using OceanSaver BWTS. Compliant with the intentions of the Performance Standard for Protective Coatings The PSPC aims to achieve a fifteen year target life for ballast tank coatings. The comprehensive OceanSaver test program confirms that coatings are protected and thus OceanSaver is strengthening the intention of the PSPC. Analysis of ballast tank coating assessments with and without treatment by the OceanSaver system - confirming reduced creep corrosion on test panels exposed to treatment. Over 12 months, real-time, in-situ ballast tank testing has shown the OceanSaver treatment to be fully compatible with a wide range of commercial, approved ballast tank coatings. OceanSaver is also compliant with the intentions of the IMO's Performance Standard to improve the durability & performance of ballast tank coating schemes. Raouf Kattan, Managing Director, Safinah Ltd. 18

19 OceanSaver s impact on the Performance Standard for Protective Coatings Ship s ballast tank protective coating systems may present premature failure leading to rapid corrosion of unprotected steel, making repair extremely difficult and costly. The standard of coating applications in newbuildings has therefore become the focus of international regulations. Surface corrosion classification Years Poor Fair Good Poor Fair Good Newbuilding 1st refurbishment 2nd refurbishment Newbuilding 1st refurbishment Years Typical coating lifecycle prior to adoption of IMO PSPC Standard ballast tank coating application at newbuilding plus two refurbishments Expected coating lifecycle based on IMO PSPC PSPC ballast tank coating application at newbuilding plus one refurbishment Poor Fair Good Newbuilding Years Potential coating lifecycle based on IMO PSPC plus OceanSaver BWTS PSPC ballast tank coating application at newbuilding plus normal maintenance plus OceanSaver BWTS 19

20 Retrofitting BWTS The challenge The installation of a BWTS onboard an existing vessel will require comprehensive planning. Owners will have to consider both technical and commercial aspects in addition to making a schedule for engineering, ordering and installation of the selected system. Technical aspects to consider; What kind of system technology is suitable? Ex approval? Space requirements? Ballast pumps modifications? Electrical interface Installation during operation of the vessel, during intermediate survey or during dry-docking? Before detailed planning can commence, the owner has to select his preferred system Installation of BWTS will require for the first vessels long lead time due to; pre-engineering, planning, detailed engineering, installation and commissioning.

21 OceanSaver can provide owners who are looking to install BWTS with extensive support. Initially we will submit a generic documentation package for the vessel type / size with the ballast water pump capacity required. Secondly we offer the owner an onboard assessment. Based on the onboard survey we will provide a report with installation recommandations and drawings. With this report in hand owners will have a sustainable technical basis for entering into discussions with yards for installation of BWTS onboard their vessels.

22 Easy and efficient operation OceanSaver has one focus: To provide the ideal Ballast Water Management System. With OceanSaver s system you won't find the kinds of unfortunate compromises that arise when companies seek to improvise a new application for an old product. Single point of contact Sales Commissioning Service Spare parts User friendly system Fully automated standalone system with control monitors in CCR and ECR Can be integrated in IAS with serial line communication System will automatically adjust according to Sea Water vs. Fresh Water / High Temperature vs. Low Temperature / High organic load vs. Low organic load Automatic cleaning after ballast operation is completed in order to increase life time of key components Ballast Water record book Automation system will record all ballast water operations All components and related equipment are monitored. This assure operation according to type approval certificate

23 Lifetime investment A system for Ballast Water Treatment is a lifetime investment for a ship owner. OceanSaver s core business is solely Ballast Water Treatment and our specialist team of engineers, technicians and sales people, assist shipyards and shipowners worldwide with objective evaluations, safe solutions and dependable quotations. Full 24/7 support is provided by OceanSaver personnel whose primary function is to provide comprehensive advisory and system service and support to ensure reliable and compliant operations at all times. Our ability to combine certified equipment supply with complete packages for Ballast Water Treatment Systems is just one of the many factors making us your one-stop solution supplier. Taking care of customers need: Project management Operation & maintenance guidance Service and support through BWMS specialists 24/7 Service-line support Determinate response time for any request Planned Service Network Oslo Rotterdam California Houston Algericas Dubai Busan Shanghai Kobe Hong Kong Singapore 23

24 OceanSaver AS, contact: Tor Atle Eiken Senior Vice President Sales & Marketing Leif Erik Caspersen Sales Executive Eirik Lutnæs Sales Executive Steffen Westgaard Sales Executive Pawel Kowal Technical Sales Manager Norway Norway Oslo Drammen Sweden Finland Oslo Drammen Denmark UK Germany OceanSaver AS P.O.Box 2087, 3003 Drammen, Norway Hans Kiærs gate 1 D, 3041 Drammen, Norway Tel.: Fax: Graphic Design: Aktiv1 AS, 3-D Illustrations: Octaga AS, Text: Say PR & Communication AS and OceanSaver AS