Further delay in implementation of the Ballast Water Management Convention (BWMC) and continuing uncertainty over enforcement of US rules, combined with the severe financial pressures on most shipowners and operators, means that many operators are continuing to put off making decisions on which ballast water treatment system they are going to install.
Most newbuildings now being delivered and ordered either have systems installed or have made provision for the space ready for the equipment and associated pipework. Together with retrofit projects taking place, the number of vessels with operable ballast water management systems (BWMS) installed onboard is slowly rising, though still only a small proportion of those that will ultimately have to use one.
Even so – and despite the fact that fuel costs have fallen significantly – the fine margins on which many ships are operating mean owners are pursuing every possible saving in operating costs. The result is that, unless they are obliged to do so, for example by local regulations, ship operators are not routinely using ballast water treatment systems and thereby avoiding the additional costs from the energy they consume. They are mostly only being activated for testing, maintenance and crew training purposes.
The key issue of whether systems will ultimately meet the operational requirements and satisfy port state control regimes around the world remains an area of doubt that worries ship operators, as they study the range of systems on offer and decide the most appropriate ones for each of their vessels.
Despite the ongoing regulatory uncertainty about technology approvals and implementation, Maersk Maritime Technology (MMT), part of the A P Møller-Maersk Group responsible for technical management of its huge and diverse fleet, is well advanced in its preparations to ensure it is fully prepared when the BWMS does come into force. The company is investing about US$500 million over six to seven years to achieve compliance.
Niels Bjørn Mortensen, head of regulatory affairs at MMT, said: “The major problem the shipping industry is facing in this context is that US Coast Guard (USCG) has not yet approved any equipment. A number of makers are being tested, but it is unknown when the first piece of US type-approved equipment will be available on the market.”
Maersk installed its first BWMS as long ago as 2010 and since 2012 its larger newbuildings have been equipped with BWMSs. Maersk said that so far it has installed about 30 systems on six different ship types. MMT is doing the groundwork in evaluating the technical possibilities and informing Maersk business units such as Maersk Line and Maersk Tankers what decisions to take.
MMT head of engines and propulsion and its technical lead in ballast water management initiatives, Palle Wredstrøm said the system it has used is IMO type-approved, but, as with all other BWMSs, not yet USCG approved. He acknowledged this means that it might end up in a situation where these ships, or at least some of them, will be banned from trading to the US unless the BWMS are replaced.
“We are using a UV-based system, which we will continue to install on newbuilds, but we are concerned about the pending stringent USCG approval. Our strategy for the installation on newbuilds is to install BWMS where we have a commitment from the supplier that it expects to obtain USCG approval. Considering the installation cost of US$2 million per ship, we would like to be able to expect that such a system fulfils all requirements,” Mr Wredstrøm said.
He added that the process is even more challenging when considering retrofits on older, existing vessels. “We have seen on a newbuild how it can be a challenge to integrate a BWMS into the ship’s control system. It will be an even bigger challenge on a retrofit,” he said.
Mr Wredstrøm said the operator tends to favour larger suppliers because of their superior global service provision. “With ships drydocking at different yards, we need to be sure to have functional service in place and based on the experience with newbuilds, the demand for service will be even higher.”
Another dilemma facing a diverse owner such as Maersk is that different rules will apply to different types and sizes of ships, so each must be considered individually. Examples are the offshore support vessels (OSVs) and tugs operated by Maersk Supply Service and Svitzer, respectively. These vessels might be able to make use of the exemption clause known as ‘same location’, which states that vessels operating within a confined geographical area are exempt from the BWMC and thus do not have to install any BWMS.
However, the definition of what area will qualify and how it will be interpreted around the world remains uncertain. According to Maersk, the US rules are quite clear on what can be considered ‘same location’, but in the BWMC it is left to individual member states to agree internally. For example, Maersk believes that all Danish waters will be considered as ‘same location’ and the same will apply to Brazilian waters, which is crucial for OSVs, in particular.
But, Mr Mortensen warned: “The challenge comes when several littoral states share the same water. For example, on ferry routes between Denmark and Germany some are only 10-15 miles long and ferries have been plying the waters for more than a century, yet the administrations cannot yet agree to designating it to the ‘same location.”
As a major shipowner and operator, Maersk says it is committed to complying with whatever regulations are finally decided and implemented. But it is keen to ensure the regulations are enforced consistently and there is a level playing field in the industry so that Maersk and other similarly committed operators are not the only ones making the effort to comply.
Among recent BWMS contracts placed by Maersk Line is with Desmi Ocean Guard for 14 RayClean ballast water treatment systems for a series of new container vessels to be built at Cosco Zhoushan shipyard in China.
The order is for seven vessels each equipped with two RayClean 500 BWTS, with options for two additional vessels and it is expected that the ballast water treatment systems will be delivered during 2016 and 2017.
The RayClean system uses low pressure UV, which Desmi says has low power consumption. Its system is automatic and can be integrated into existing ship automation systems.
The Desmi Ocean Guard system has passed all the required testing for USCG type approval, and a full type approval application was submitted to the USCG earlier this year.
Michael Heimann from Maersk Line said: “We are comfortable that Desmi Ocean Guard can deliver the right system for this project.”
Desmi Ocean Guard chief executive Rasmus Folsø commented: “Total Cost of Ownership analyses have shown us that the RayClean system will provide considerable operational cost savings to Maersk Line compared to competing systems, due to the low power consumption and long lifetime of the UV lamps.”
© 2023 Riviera Maritime Media Ltd.