Page 48: of Maritime Reporter Magazine (December 2015)
Great Ships of 2015
Green Marine Solutions: A Special ‘Advertorial’ Section
BWT compliance - Kill or be killed?
don’t reproduce. “USCG tests this using ter which point approval is expected later the FDA/CMFDA method, which uses a in the year. “Passing the initial tests puts dye to identify living organisms, while the us in pole position in the market for ? nal
IMO does not list one speci? c methodol- approval and is a great endorsement of our ogy. The MPN (Most Probable Number) system’s effectiveness,” comments a happy test is the norm here, having been used for Andersen. “Each of our system lamps has almost 40 years, but procedures vary from a 35kw capacity. This power instantly kills laboratory to laboratory. This is an issue any potentially harmful invasive organ- for USCG – it wants a simple, reliable and isms and that’s exactly what USCG wants reproducible testing method. “Until this is to see. “We’re delighted to be leading the
Tore Andersen, established, and there are hurdles in doing way in our segment - something that we
Optimarin, CEO so, both with validation and law making, put down to decades of work, sector ex-
FDA/CMFDA will remain the USCG pertise and investment.” With the dead- standard.” line fast approaching, both Andersen and the regulation expert offer similar, sage
No alternative advice to shipowners. Andersen notes:
Some may now be feeling lost in a sea “Install a system that is reliable, simple to of abbreviations. So, here’s the lowdown maintain, easy to install (make sure any – USCG regulations are much more ex- supplier can show a history of retro? t suc- acting. Which means fewer systems will cess) and proven within the marketplace. make the grade. For the time being USCG This is still a relatively young sector, so it is temporarily accepting the use of Alter- pays to go with a name you can trust.” His nate Management System (AMS), where- classi? cation peer, meanwhile, has regula- by vessels with solutions that have already tions front of mind: “It’s simple,” they say. been approved by another ? ag state can “The industry has to comply, so choose a discharge ballast in US waters. However, system that will be compliant.”
USCG approved AMS systems will only be accepted for a period of ? ve years after Optimarin the vessel’s compliance date, and, if they • Optimarin installed the world’s haven’t met the USCG’s own stringent ? rst commercial system on the standards by that point, will have to be cruise ship Princess Regal in 2000.
changed. That burden of potential cost • The type approved Optimarin Bal- and uncertainty is not one today’s ship- last System (OBS) is certi? ed by a owners, operating in a climate of squeezed comprehensive range of classi? ca- margins and aggressive competition, may tion organisations, including DNV be willing to accept. They need to be sure. GL, Lloyd’s, Bureau Veritas, MLIT
Unfortunately, the systems that many Japan, and American Bureau of industry observers seem to prefer for their Shipping.
simplicity, ease of operation and environ- • Shipowners that have chosen ment credentials (utilising no chemicals) the OBS solution include Saga are struggling with USCG approval. “UV Shipholding, MOL, Grieg Shipping systems are easy to operate, don’t require Group, Gulf Offshore, Farstad Ship-
From 1 January 2016 vessels will not be waters, then they must act now.” chemical storage and are a good option- ping, NYK, Nor Line, and Evergreen able to discharge ballast in US waters un- for the industry,” opines the classi? cation Marine Corp, amongst others.
less their ballast water treatment (BWT) Two standards, one answer specialist. “But caution is needed.” They • Optimarin’s OBS, which is already systems are compliant with stringent de- The fact that there are effectively two sets explain that the majority have been made AMS accepted, is the only UV sys- mands from the USCG. Experts believe of regulations regarding BWT standards with the ‘viable’ standard in mind and tem to have satis? ed the USCG’s that now, more than ever, it is imperative has muddied the waters for shipowners, therefore lack the power – “and you might marine water FDA/CMFDA tests so that shipowners make the right BWT making it dif? cult to ? nd the solution they require a lot more power” – to tackle far. The system is now on course for choice. need. Classi? cation societies are well aware the tougher FDA/CFMDA test. “That’s full USCG approval in 2016.
“There’s so much confusion surround- of this, but aren’t as keen to go on record where Optimarin has been smart,” they
For further information, please see ing the issue of ballast water treatment to explain the situation. An environmental state. “They’re focusing on USCG current www.optimarin.com now,” opines Optimarin CEO Tore An- solutions expert at one of the world’s lead- requirements and approval. And the ? rst dersen, the head of a ? rm that brought ing classi? cation bureaus agreed to speak, UV system to get this will have a real mar- the ? rst ever commercial BWT system to but only on the condition of anonymity. ket advantage.” market back in 2000. “The IMO Ballast “Ballast water gets by far the most ques-
Water Management (BWM) convention is tions of any issue we deal with,” theynote The power to deliver close to rati? cation, but yet to be rubber- with a smile, “and it’s easy to understand BWT specialist Optimarin - which has stamped, and meanwhile the USCG has why. “There’s a major difference between sold over 350 of its systems to shipown- taken the bold move to act unilaterally to USCG and IMO regulations. Basically ers across the world, with more than 270 protect the environment with its own reg- this centres on standards. “USCG judges installed - is coming to the end of a USD ulations. “So let’s cut through that uncer- (BWT) systems on the basis of ‘living/ 3million USCG approval programme. Its tainty and state a fact: All shipowners that dead’ organisms in ballast water, whereas technology is the ? rst UV system to meet discharge ballast must get a BWT system, IMO views them in terms of ‘viable/unvi- the USCG marine water requirements, preferably an environmentally friendly able’. In other words, for USCG approval successfully satisfying the FDA/CFMDA one, if they want their ships to operate in systems have to kill the organisms, while criteria. Further tests of remaining water the future. “And, if they want to sail in US for IMO they don’t, but must ensure they salinities are scheduled for spring 2016, af- 48 Maritime Reporter & Engineering News • DECEMBER 2015
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