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BALLAST WATER TECHNOLOGY


manufacturers keeping up with demand and the parts that they need. ‘Supply chain issues are starting to emerge, particularly around common component suppliers like filter manufacturers, but the primary challenge we see in the market is shipowners requesting deliveries with very short lead times (4 to 6 weeks),’ notes Riggio.


Some manufacturers are starting at looking to manufacture filters themselves, so not to be reliant upon external suppliers.


‘Whether this is a delaying tactic, a lack of awareness of the requirements, poor planning, or a mixture of all three, it creates issues for the shipowners and opportunities for manufacturers with systems in stock for quick deliveries,’ Riggio adds.


As the industry catches up with itself with the BWMC, it has also just had the Sulphur 2020 regulation come into force. Added with the strain of the equipping ships with ballast water treatment systems, shipyards are now having to cater for this market as well with the installation of scrubber technology.


However, shipowners and yards are starting to get smart with their installations and in some cases are fitting the ballast water treatment system along with a scrubber. ‘There is now a bottle neck in shipyard slots as we expected,’ comments Deval. ‘They [shipyards] are now joining installations of ballast water with scrubbers.’


Aligning the rules


There is still uncertainty with the regulations for ballast water systems, as the US Coast Guard (USCG) alternate management system (AMS) programme has run in to problems itself. Intended as stop gap for IMO-Type approved systems to then attain USCG Type approval, the USCG anticipated enough systems would be Type Approved within five years, allowing most vendors to upgrade their AMS-accepted BWMS to USCG approved BWMS before the end of their five-year periods.


American class society ABS notes that the USCG missed its estimate by approximately one year. For newbuild vessels constructed after December 1, 2013 requiring BWMS (including AMS accepted) upon delivery and most retrofits at the first schedule drydocking after January 1, 2016, many earlier installations with AMS accepted


seatrade-cruise.com Pacific Dawn supplied by Hyde Marine


BWMS are schedule to end their AMS periods in 2020.


Currently, there are 25 USCG Type approved systems on the market, with six still that have applications going through the process. Those that are caught up in the transition are seeking to have extensions of their AMS, with ABS highlighting that some systems are unlikely to get Approval.


Also, thrown into the mix is the incidental discharge Act (VIDA), as Riggio comments: ‘there is little clarity on the EPA and USCG regulations at this point since the Vessel Incidental Discharge Act (VIDA) has once again created uncertainty in these critical regulatory processes.’


He also notes that difference between the EPA regulations and the USCG regulations are also affecting ballast water manufacturers that do use UV in their systems. Riggio explains that: ‘The primary difference is that the USCG requires that each system be tested using a stain method that can have a high percentage of “false positive” results (organisms that are dead but still absorb the stain and reflect it back) and specifically for UV-based treatment systems, the stain does not account for organisms that are no longer able to reproduce. For UV systems, this dual issue means that the power must be drastically increased to ensure that the organisms are completely destroyed rather than simply treated effectively.’


Sampling – will it happen? With the mad dash to get ballast water treatment systems Type Approved and installed there is still the question of enforcing the regulation and as yet there still seems to be no more clarity around sampling and how this would be carried out.


TECHNICAL


BIO-SEA skid version is dedicated to new building


Riggio notes that although Hyde Marine has been involved with discussions about sampling ‘there is little practical experience at this point as to how this will unfold in the coming years.’


Deval also opines that: ‘Sampling will come, and it will be good for those systems that are nonperforming. But it will be additional stress for the shipowner with regards to money and time in port/dock. Plus, if a system is non-compliant where does that non-compliance come from?’


However, all this activity is not expected to carry on for the long term, or as Deval sums it up: ‘the bubble may burst’.


Riggio also opines the same and that once the backlog starts to clear that the market may shift again. ‘The predominant trends of the pre-market have continued whereby low price, US Coast Guard Type Approval, and newbuild delivers to shipyards (as opposed to retrofits sold directly to Ship Owners) continue to dominate, but we expect in 2020 and 2021 those trends to shift more towards system reliability, how systems work in different water qualities, and the strength of service networks. We expect as we break the tipping point of this market that low price will no longer be the determinant of success.’


Hyde Marine however is not standing still and is working on developments for it next ballast water system redesign that will be launched later this year. ‘Our new product features an industry-leading dose-based design principle to ensure that our treatment system works in the most challenging waters,’ he highlights.


It will also feature a user interface that has been designed with the principles of intuitive design and will also feature remote access. The system will also include treatment alarm that provides a centralised indication when the system is operating outside of the boundaries that were tested during the Type Approval process.


Seatrade Cruise Review 165


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