Thome Ship Management technical manager Rajiv Malhotra relays his experience of installing and operating ballast water treatment systems
Following the Ballast Water Management Convention, which entered into force on 8 September 2017, the number of projects involving ballast water treatment systems (BWTS) is on the rise. All existing vessels need to have a BWTS by the vessel’s first IOPP renewal survey after 8 September 2019.
Compliance dates are even earlier for those vessels trading in the US, due to the requirement to install a system by a vessel’s first drydocking after 1 January 2016 and, with few exemptions being granted by the United States Coast Guard (USCG), the rush for installations has increased even more. Due to the high level of demand, this has resulted in challenges with respect to the availability of yards and engineering companies coupled with lengthening delivery periods from system makers. This situation may get even tougher in the coming years, at least until 2024.
System installation
The timely initiation of the project and thorough planning are essential not only to ensure that the installation is carried out economically and smoothly, but also for subsequent system reliability and economy of operations. While preparations should be started as early as possible, a minimum of eight months should be allowed for the installation project. This enables system selection after proper evaluation, timely ordering of the system (considering the minimum lead time is around 20 weeks), transportation using an economical means of sea freight, and the timely engagement of a competent and experienced yard.
A prompt start allows for a thorough onboard survey, 3D scanning, and engineering review, to identify all material requirements, including pipelines, valves, electrical cables and so on. There also needs to be a proper assessment of the impact on the vessel’s other systems, including electrical power, main switchboards, ballast pumps, alarm monitoring systems, valve control systems and other systems that require electrical power.
It is essential to maintain close co-ordination between all the involved parties (manufacturer, designer, classification society, owner, shipyard, contractors for auxiliary equipment, etc.) to ensure a smooth execution, with all ancillary requirements arranged and key aspects addressed.
Any need for upgrading the ballast pumps should be carefully assessed through pressure calculations for added resistance, and the solution identified and organised, in advance.
The revision of the vessel’s Ballast Water Management Plan and a review of the loading software and additional fire-fighting provisions, in the case of deckhouse construction, should be addressed in advance
During the installation and commissioning, additional supervision focusing on the BWTS project should be arranged, such as ensuring that the drydocking superintendent has adequate support for ensuring that all requirements related to BWTS are well executed in accordance with the design, and approved drawings. Additionally, it should be ensured that ballast tanks are thoroughly cleaned, and the system pipelines are fully flushed through to prevent debris from damaging the system upon commissioning. All newly introduced components, including all remote-operated valves, should be function tested to ensure satisfactory operations. Commissioning should be accompanied by proper crew training and with tests by a competent service provider for establishing compliance with IMO D-2 standards.
System selection
System selection needs to take into account various factors like a vessel’s type, size, trading area, trading pattern, available space, available spare electric power, experience with the system and the maker’s service and spares network, delivery time, the system limitations identified on the type-approval certificate, vessel age, system operational costs, installation costs, etc. This makes choosing the right system very challenging for owners and technical managers.
While everyone would prefer to have a reliable system that poses minimum maintenance and operational requirements, and that has good service support from the makers, owners would naturally want to weigh the hardware cost against the earning potential from the remaining life of the vessel. This would also impact the configuration. If back-up/redundancy is provided, hardware costs would be almost double.
A tanker with deepwell ballast pumps (without a pump room) may need to install the system in a deckhouse or container module with characteristics suitable for operation in a hazardous area. At the same time, installation of an additional system of smaller capacity may be needed in the engineroom, for the aft peak tank. A vessel with very short voyages may need to consider systems with no holding time, or a very short holding time.
If a vessel has constraints regarding spare electric power, an electrolysis- or chemical injection-type system with lower power consumption might be more suitable. Larger vessels requiring the handling of high ballast rates may find constraints in installing UV systems, as these will require higher power consumption. On the other hand, UV-type or chemical injection-type systems, being compact, may offer better adaptation to smaller spaces. Compliance testing requirements for UV systems are less than those for an electrolysis-type system.
Electrolysis-type systems pose limitations for operations in fresh water (or seas with low salinity) or low temperature waters, and may need to be complemented with provisions for salt-water injection or heating.
For vessels trading in turbid or muddy river waterways, using UV systems may pose a challenge due to inadequate UV transmittance. Chemical-injection systems would not be suitable for vessels trading in areas having limited supplies of the dosing chemicals, as regular top-ups of these are essential for seamless operations.
Vessels that need a system that is suitable for the management of ballast water during a very short port stay during cargo-loading operations may find an electrolysis system more favourable, since this will not require BWTS operation during de-ballasting, as only treatment during a ballast intake would suffice for such systems, while many UV systems require treatment both ways (during ballasting as well as de-ballasting). For vessels where the management during port operations is challenging due to hectic activity, chemical injection-type systems that allow treatment during the voyage may offer a preferable solution.
System operations and crew engagement
On introducing BWTS, procedures should be reviewed for accommodating the additional operational needs. Vessels should have well drafted equipment operation procedures, contingency plans, reporting formats for the interested parties and port authorities, and procedures for the handling of any chemicals and reagents required for system operation. A ballast operations log should be maintained regularly and should also be closely monitored by the office.
The planned maintenance system should be enhanced to accommodate the new systems and ancillary equipment. A minimum level of critical spares should be identified and maintained on board, in consultation with the makers. Resources for regular system evaluation by the manufacturers, calibration, testing for compliance, crew training, and supply of spares and consumables should be accounted for in the vessel’s operating budget.
The close monitoring of the system – including the timely identification of problems, defect management, with manufacturer engagement and the reporting of issues to relevant regulatory authorities – needs to be constantly emphasised to the ship’s staff, along with the sharing of experiences through circulars and crew conferences.
Continuous crew training requirements can be addressed through various means. Most makers provide videos or other training materials. Computer-based training may be used, or crew can attend manufacturer’s facilities or training centres to get hands-on training with the equipment being used on board. Periodic visits by the manufacturer on board to ensure efficient system performance, along with checking and enhancing crew’s system knowledge, is recommended to ensure consistent operations.
Snapshot bio: Rajiv Malhotra, technical manager, Thome Ship Management Pte Ltd
Mr Malhotra is a technical manager in the Technical Support and Innovation Department at Thome Ship Management Pte Ltd. He has over 26 years’ experience in the maritime industry, and has been involved in shipmanagement for the last 10 years.
He qualified with a B. Tech. Honours degree in mechanical engineering, and an MBA as a Chief Engineer Marine (Motor and Steam).
Mr Malhotra started out at sea as a marine engineer on a wide range of merchant vessels, and worked his way up through the ranks to chief engineer. His other experience includes training seagoing officers, and he has helped with the development of training simulators.
© 2023 Riviera Maritime Media Ltd.