EDITORIAL COMMENT
Are yards ready for the BWT retrofit challenge?
There could be a battle to secure scarce BWT resources.
O
ne of the most significant regulatory developments affecting the shipping industry
generally over the coming year or so is the IMO Ballast Water Convention. Tis is widely expected to be ratified by the appropriate number of member states this year and to come into force before the end of 2013. This means that almost all vessels engaged in international
trade will
have to be fitted with approved Ballast Water Management Systems (BWMS) that can meet very strict ballast water quality standards. There are a host of
equipment manufacturers now
developing solutions that fit vessels of various sizes, types and operational environments. Some are better suited for newbuilds while others are targeting the retrofit sector. There are a range of operational parameters as well, with some specifically engineered to meet the needs of larger ships, such as VLCCs and latest generation containerships, for example, while others include systems for smaller vessels as well. However, whatever the solution
selected, the sheer number of vessels that will be caught up with the regulations - it could be as high as 50,000 worldwide - presents a logistical problem. How can all these vessels have a BWMS designed for them and fitted in, many within existing ship structures that probably necessitate a stay in a shiprepair yard, in time? Owners and operators will have to fight hard to secure not just suitable
ballast water treatment systems, but also retrofitting resources capable of re-equipping fleets within a fairly tight time window.
“How can all these vessels have a BWMS designed for them and fitted in, many within existing ship structures that probably necessitate a stay in a shiprepair yard, in time?”
For the world’s shiprepair industry the
new regulations present a big opportunity - and a major challenge. Tey will provide a significant amount of work on vessels, which they are well placed to meet during regular drydockings or
repair visits.
However they will have to work closely with owners, operators and equipment manufacturers to seize these opportunities and deliver results in the time scale required. It will be a considerable issue for all concerned, of that there is no doubt.
Shiprepair and Conversion Technology 1st Quarter 2012
The environmental aspects of vessels
refits in general are becoming increasingly important for the industry. As well as ballast water systems, environmentally friendly coatings are much in demand, as can be seen from articles in this issue. Te pace of technology development is such that United Arab Shipping Company (UASC) is having some of its latest newbuildings recoated in Far East shiprepair yards to achieve environmental and energy saving benefits. Coatings suppliers are continuing to direct their R&D towards new more fuel efficient solutions and one interesting development is the decision of International Paint to join forces with BMT Argoss to provide a way of scientifically proving the impact of certain coatings decisions at the drydocking stage. The use of LNG as a main engine
fuel onboard is another environmental trend that could generate more work for shiprepair and conversion yards and associated system suppliers. Bit Viking was recently converted to use LNG fuel at a Swedish shipyard in a project that also involved prominent roles for both Germanischer Lloyd and Wärtsilä. Te successful sea trials of Bit Viking, and
subsequent experience in service, would appear to validate the suitability of LNG as an alternative, more environmentally- friendly fuel for the world’s fleet - or at least part of it. As this acceptance increases so the opportunities for further main engine conversions to dual fuel are likely to accelerate, bringing benefits for those shiprepair and conversion yards with the appropriate skills. SCRT
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