Ballast Water Treatment System on Vision of the Seas

Transcription

1 Ballast Water Treatment System on Vision of the Seas Rasmus Naef AARHUS SCHOOL OF MARINE AND TECHNICAL ENGINEERING

2 Report title: Ballast Water Treatment System on Vision of the Seas Area of expertise: STCW Project type: Bachelor s Project Author: Rasmus Naef (A14010) Institution: Aarhus School of Marine and Technical Engineering Company: Royal Caribbean International Vessel: Vision of the Seas Supervisors: Thomas Møller Hansen, Lector AAMS, Marine Engineer Damir Blazicevic, Chief Engineer, Vision of the Seas Nikolay Vartigorov, 2 nd Engineer/ Project Engineer, Vision of the Seas Date of submission: , am. Keystrokes (incl. spaces): Standard pages: RASMUS NAEF 1

3 Abstract This report addresses the ballast water convention entering into force on the 8 th of September 2017 and the entailing need for Royal Caribbean International s cruise ship, the Vision of the Seas, to have a ballast water treatment system installed onboard by the time it leaves its next scheduled drydock. To know the upcoming rules that the Vision of the Seas will be required to comply with, this report investigates the regulations from various administrations regarding managing ballast water, and based on these regulations and some criteria determined by the ship, the several types of systems available to choose from is investigated and analyzed to determine what type will be best to install on the Vision of the Seas. The analysis is divided into two parts, a general and an extensive analysis and uses theoretical data about the processes available on the market compared with empirical data from specific manufacturers to determine the best type of process. The installation is scheduled to take place during the Vision of the Seas next drydock period, and the installation time is therefore limited by the 3-week timeframe of the drydock. This is addressed in the report in the form of investigating what measures can be taken to ensure that the system is installed as effectively as possible making sure that the ship complies by the time it leaves the drydock. The analysis determines that a two -stage filtration and UV irradiation system, more specifically the HG500G developed by Hyde Marine, is the best option to install onboard Vision of the Seas. Hyde Marine has previous experience with installing their systems onboard cruise ships, and previous experience with the company. The analysis could have possibly yielded a different result if sufficient data about the other systems analyzed had been available, but this was not the case, making it impossible to analyze the other systems as thorough as was the case with HG500G. Many companies offer retrofit solutions, and having analyzed guides from various sources, all of the processes these companies follow are very similar, with two specific important measures to be taken when wanting an installation to be done as effectively as possible. The first is to perform an onboard survey of the ship, which includes a laser 3D scan, which enables the manufacturer to design the installation to fit the ship perfectly and to avoid unforeseen complications when performing the installation. The 3D laser scan also forms the basis for the second important measure, which is the prefabrication of pipe spools to be connected to the ballast tanks and pumps onboard the ship. These measures are certain to ensure that the installation can be done within the 3-week timeframe and the ship will be complying when required to. RASMUS NAEF 2

4 Table of contents Abstract Preface Reading instructions Nomenclature Introduction Problem analysis Problem statement Problem delimitation Methodology Source Criticism Theoretical Data Empirical Data Regulations IMO Regulations Regulation B-1: BWMP Regulation B-2: Ballast Water Record Book Regulation B-3: BWM for Ships Regulation B-4: Ballast Water Exchange Regulation D-1: Ballast Water Exchange Standard Regulation D-2: Ballast Water Performance Standard USCG Regulations Company policies Ballast Water Management Policy Current Ship Specific Procedures Old BWMP Treatment Processes Analysis of available systems General Analysis Separation Chemical Disinfection Physical Disinfection RASMUS NAEF 3

5 9.2 Extensive Analysis Chemical Disinfection and Filtration Physical Disinfection and Filtration Selection Retrofit Preparation Installation Start-Up Projected Timeline for retrofitting a BWTS on VOTS Conclusion Perspectivation List of references List of figures and tables List of tables List of appendixes Appendix Appendix Appendix Appendix Appendix Appendix Appendix RASMUS NAEF 4

6 1 Preface This report is made as an educational concluding bachelor s project on the 9 th semester at Aarhus School of Marine and Technical Engineering. The report is formed due to an upcoming problem encountered during a 12-week internship onboard one of Royal Caribbean International s cruise ships, the Vision of the Seas during the spring of Royal Caribbean is one of the largest cruise lines in the world, sailing passengers to luxurious destinations all around the globe. Vision of the Seas is one of the older cruise ships in their fleet, build in The project is designed to help give engineers an insight into how the process of retrofitting a ballast water treatment system onto a ship works. A big thank you goes out to several crew members onboard Vision of the Seas for helping obtain operational data of the ship, and various company policies and company procedures regarding the subject. A special thanks to Chief Engineer Damir Blazicevic of the Vision of the Seas for giving information about the upcoming plans for the retrofit of a ballast water treatment system onboard Vision of the Seas, and to 2 nd Engineer Nikolay Vartigorov for providing information about an installation of a similar treatment system onboard another cruise ship. Finally, a very special thanks to Henrik Krull of Hyde Marine for providing valuable information about the treatment system Hyde Marine has to offer. RASMUS NAEF 5

7 2 Reading instructions The report is made with a disposition similar to the process one would most likely follow when working with the retrofit of a BWTS onboard a ship, and the report should therefore be read in that manner. The words/names listed in the nomenclature will always be mentioned in the report by their abbreviations and never by their full extent, unless it is part of a title of a document. A familiarization with the nomenclature is therefore recommended in order to avoid any confusion during reading. All PDF sources used to make this report has been assembled on Google Drive for easy referencing, and references are made with a link leading directly to the document in question. The same method has been used when referring to certain appendixes, with links leading directly to the document in question. RASMUS NAEF 6

8 3 Nomenclature Alternate Management Systems AMS Aarhus School of Marine and Technical Engineering AAMS Ballast Water Management BWM Ballast Water Treatment System BWTS Ballast Water Management Plan BWMP Carbon Dioxide CO2 Det Norske Veritas DNV Gulf Standard Time GST International Oil Pollution Prevention IOPP International Maritime Organization IMO Life Cycle Cost LCC Life Acquisition Cost LAC Life Support Cost LSC Not Available N/A Royal Caribbean Cruises LTD. RCCL Royal Caribbean International RCI Safety Quality and Management System SQM Schulte Marine Concept SMC Standards of Training Certification and Watchkeeping for Seafarers STCW United States Coast Guard USCG Ultraviolet UV Vision of the Seas VOTS 3 Dimensional 3D RASMUS NAEF 7

9 4 Introduction 4.1 Problem analysis The International Convention for the Control and Management of Ships Ballast Water and Sediments was adopted in February 2004, and stipulated that the convention will entry into force 12 months after being ratified by a minimum of 30 states, representing 35% of the worlds merchant shipping tonnage. On the 8 th of September 2016, Finland accessed into the convention becoming the 52 party to do so, and bringing the tonnage of states accessed to the treaty to 35,1441%, meaning that the convention entries into force on the 8 th of September (maritime-executive.com, 2016). The purpose of the ballast water convention is to prevent the introduction of invasive aquatic species to different marine ecosystems around the world, and therefore The Convention requires all ships engaged in international traffic to manage and treat their ballast water and sediments thereof to a certain standard, which will be specified in ship-specific BWMP. Ships will, besides being required to implementing a BWMP, be required to carry a Ballast Water Record Book, a book similar to the Oil Record Book. (IMO, n.d) RCI s cruise ships, are naturally not exempted from this convention, meaning that all new vessels built after the 8 th of September 2017 will be required to have a BWTS installed. All existing vessels will be required to have a BWTS installed the first time the vessels are scheduled for dry dock after the 8 th of September The VOTS is scheduled for a 3-week dry dock period in November 2018, meaning that an installation of a BWTS will take place during this period. 4.2 Problem statement What type of BWTS will be best suited to be retrofitted onboard RCI s cruise ship, The VOTS, and what steps can be made for it to be commissioned as effectively as possible? Which type of treatment system currently on the market is best for this type of vessel? What preparations can be done to ensure the system is commissioned and the VOTS is in compliance by the end of the 3-week dry docking? 4.3 Problem delimitation This report will be limited from giving thorough descriptions of the following subjects within the treatment of ballast water: Approvals are an important part of the process of making a retrofit of a BWTS and will be mentioned, but the systems analyzed in this report have already been giving the necessary approvals, and the process of how to achieve approvals for BWTS will therefore not be described. Power consumption is an important criterion when choosing a BWTS, and even though power consumptions of the systems can be obtained, sufficient data about the capacity of the power produced by the VOTS during normal operational conditions is not available, meaning that a comparison between available power and power consumptions cannot be properly made. The economical aspect of acquiring and subsequently maintaining and operating a BWTS is a big factor when choosing a type of system, but due to not knowing RCCL s allocated budget for such installations, comparisons between LCC of the potential system and available funds cannot RASMUS NAEF 8

10 be made. Simple LCC analysis s can however be made with the right information from manufacturers. New installations onboard the ship creates the need for crew to operate the system which could possibly involve handling of hazardous materials or being in hazardous areas of the ship. A risk assessment is therefore typically developed to determine the risks combined with performing the work, and how to avoid them. However, sufficient information regarding operational conditions for the crew with the systems is not available, making it impossible to prepare a proper risk assessment. A rough estimate will however be given to determine any immediate potential dangers during operation. Smaller components like, valves, gaskets, pumps etc. is not essential for choosing a BWTS and will therefore only be mentioned, but not be given thorough technical descriptions. RASMUS NAEF 9

11 5 Methodology This report is based on the upcoming need for VOTS to have a BWTS installed in order to comply with the International Convention for the Control and Management of Ships Ballast Water and Sediments. In order to know what the VOTS and its crew will have to be aware of when planning and preparing for the installment of a BWTS, the international regulations set forth by the convention, concerning the onboard operations and requirements, will be investigated and listed in this report. Furthermore, seeing that the main trading area of the VOTS, the United States of America, has their own additional requirements to BWM, besides the international requirements set forth by the convention, the specific requirements of the USCG will also be investigated and listed in this report. Finally, the company specific policies regarding BWM, as per RCCL s SQM System, as well as the current ship-specific BWM policies and procedures will also be investigated and listed in this report. The criteria on which the analysis is based, is put forth by Chief Engineer Damir Blazicevic of the VOTS in the form of qualitative answers from an onboard interview that was conducted on April 6th, 2017 at approximately 13:30 GST (Appendix 1), together with general considerations mentioned in various BWM guides. (Lloyd s Register, 2017) The initial general analysis of the available BWTS and processes currently on the market, which is made in order to narrow down the options before the extensive analysis is made, is based on theoretical data about the different systems and processes, obtained from various sources on the internet. The company Lloyd s Register s educational documents about BWM has been used extensively, the educational and maritime informative website Marine Insight and educational descriptions from the company Lenntech have also been used to a certain degree. The extensive analysis is based on empirical data obtained from the chosen manufacturers about their products. The empirical data is generally obtained through product specifications, which is assumed to be based on the experiences of the manufacturers with the operation and installation processes of the product. Besides product specifications, attempts have been made to contact and question the chosen manufacturers, about their products in regard to the criteria for the installment of a BWTS onboard VOTS, and those possible answers are also used as empirical data. Furthermore, empirical data about a certain type of BWTS being installed on one of Celebrity Cruises (another subsidiary of RCCL) cruise ships called Silhouette, has been obtained through Nikolay Vartigorov who works as a 2 nd engineer/project engineer onboard VOTS, and was involved with the installment onboard Silhouette and agreed to provide information and data about it to assist with this report. To be able to decide the possible preparations and measures that can be made to make the installment of the chosen BWTS go as problem-free as possible, quantitative empirical data about the entire process of making a retrofit installation onboard a ship is obtained from several companies/manufacturers that offer retrofit solutions. RASMUS NAEF 10

12 5.1 Source Criticism All sources, besides official documents regarding lawful regulations and information, used in the report has been subject to criticism in order to confirm their reliability. The main method of criticism used when choosing sources, have been done by applying the wh-words/questions to every source before using them. The standard for referencing sources used in this report is Harvard Referencing Theoretical Data Lloyd s register is a global engineering and technical services organization, as well as a classification society, with a high reputation for integrity and impartiality, that offers consultancy services to companies, helping them construct and operate potential assets to their satisfaction. With regards to BWM, Lloyd s register offers several free-to obtain educational and informative documents on what to do and consider when installing and choosing such a system. The introduction to Lloyd s Register and their documents about BWM was made during the education received on the STCW selective on AAMS, and is therefore along with their company profile and reputation, accepted as a reliable source for information on the matter. Marine Insight is an online free-to access maritime information website, who offers maritime news, technical marine knowledge through articles, ebooks and video tutorials, safety tips and marine career guidance. Marine Insight started as a home office with personal laptops, and has grown into an office with a team of maritime writers, has logos of entrusted companies listed and does not manufacture or sell any product, meaning that there is no conflict of interest, and that their information about the subject can be used as a reliable source for the analysis. Lenntech BV is a Dutch based company offering water treatment solutions. Lenntech offers several types of water treatment solutions, and could be considered as having a conflict of interest about making their products look attractive. The information used from Lenntech in this report however, is not information about a specific product or system that they offer, but general theoretical information about chemical disinfectants used in water treatment, and the information used from Lenntech is therefore deemed a reliable source in regard the subject Empirical Data Empirical data obtained through manufacturers product specifications or through direct contact will always be questionable because the product will always be presented in as positive a way as possible. Therefore, the empirical data and theoretical data will throughout the report be compared in order to locate any possible contradicting statements, and determine the more reliable one. Empirical data will also be obtained through a quantitative approach, always researching multiple sources about the same subject to locate possible differences before using it. The empirical data obtained from Nikolay Vartigorov onboard VOTS is to be criticized in the same manner as the data obtained from the other manufacturers, because the majority of the data is the product specifications from the specific manufacturer of the system installed on the cruise ship in question. However, documentation about the experience and the work he was involved in can be used as a reliable source in analyzing the specific type of BWTS installed on the cruise ship in question, because Nikolay Vartigorov has no conflict of interest in giving information about his experience with the job. RASMUS NAEF 11

13 6 Regulations 6.1 IMO Regulations Regulation B-1: BWMP Regulation B-1 of the International Convention for the Control and Management of Ships Ballast Water and Sediments states that, VOTS will be required to implement and carry a BWMP specific to it, which must be approved by the administration, and shall at least contain the following: (IMO, 2004) 1. Detailed safety procedures for the ship and the crew associated with BWM as required by the convention; 2. A detailed description of the actions to be taken to implement the BWM requirements and supplemental BWM practices as set forth in the convention; 3. Detailed procedures for the disposal of sediments while at sea and to shore; 4. The procedures for coordinating shipboard BWM that involves discharge to sea with the authorities of the State into whose waters such discharge will take place; 5. Designation of the officer on board in charge of ensuring that the plan is properly implemented; 6. The reporting requirements for ships provided for under this convention; 7. A translation to either English, French or Spanish, if the working language of the ship is none of the listed Regulation B-2: Ballast Water Record Book Regulation B-2 of the International Convention for the Control and Management of Ships Ballast Water and Sediments states that VOTS will be required to carry a Ballast Water Record Book in which the officer on board in charge of these operations is required to document at least the information specified in Appendix II of the convention. The Ballast Water Record Book may be an electronic version if desired, each operation performed concerning ballast water must be entered immediately and any authorized officers of a Party in which the ship is in port can inspect the book at all times and may request the master of the ship to certify its authenticity. (IMO, 2004) Regulation B-3: BWM for Ships Regulation B-3 of the International Convention for the Control and Management of Ships Ballast Water and Sediments states that, ships constructed before 2009 (VOTS was constructed in 1998) and with a ballast water capacity of between 1500 and 5000 cubic meters, (VOTS has a ballast water capacity of 2769 cubic meters), is required to ensure compliance with the standards described in either Regulation D-1 or D-2 of the convention until 2014, and afterwards at least with the standards described in Regulation D-2. (IMO, 2004) Regulation B-4: Ballast Water Exchange Regulation B-4 of the International Convention for the Control and Management of Ships Ballast Water and Sediments states that when VOTS is doing ballast water exchange in order to comply with the requirements specified in Regulation D-1, shall be, whenever it is possible, at least 200 nautical miles from land, and sailing in water with at least 200 meters in depth, and shall in all cases be at least 50 nautical miles from land and sailing in water with at least 200 meters in depth. These standards may be exempted in case of an agreement with the port state of the area or in case of emergencies regarding the safety of the vessel, and deviations shall be recorded in the record book. (IMO, 2004) RASMUS NAEF 12

14 6.1.5 Regulation D-1: Ballast Water Exchange Standard Regulation D-1 of the International Convention for the Control and Management of Ships Ballast Water and Sediments states that, when VOTS is conducting ballast water exchange that is according to this regulation, it shall be done so that there will be at least a 95 percent volumetric exchange of the ballast water in the tanks on which the exchange is being performed. (IMO, 2004) Regulation D-2: Ballast Water Performance Standard 1 Ships conducting Ballast Water Management in accordance with this regulation shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations described in paragraph 2. (IMO, 2004, p.22). 2 Indicator microbes, as a human health standard, shall include:.1 Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;.2 Escherichia coli less than 250 cfu per 100 millilitres;.3 Intestinal Enterococci less than 100 cfu per 100 milliliters. (IMO, 2004, p.22). Figure 1 - Compliance schedule with IMO Regulation D-2 (Cleanshipsolutions.com, 2017a) RASMUS NAEF 13

15 6.2 USCG Regulations The regulations set forth by the USCG is very similar to the regulations set forth by the IMO, with only a few differences. First of all, the implementation schedule is as shown in figure 3, which is based on the drydock schedule of a vessel, rather than their first upcoming IOPP survey. The USCG also lists the BWM options that ships have which includes, having a USCG type approved BWTS that allows discharge into the sea, only using water from a US public water source, only discharge ballast water to an approved shoreside reception facility, or completely refrain from discharging ballast water. The ballast water performance standard is identical to regulation D-2 of the regulation from the IMO, as shown in figure 2 below. Furthermore, the USCG also requires a report of the ships latest ballast water operations to be submitted to the US authorities 24 hours before arriving at any US port. (cleanshipsolutions.com, 2017b) Figure 2 - USCG Ballast Water Performance Standard (USCG, 2014) RASMUS NAEF 14

16 7 Company policies For more than 20 years, RCCL has been operating with an overall environmental policy called Save the Waves, starting as a simple recycling programme it evolved over the years and now include big areas like emissions reduction, waste water treatment, and soon ballast water treatment. Furthermore, RCCL take great honor in operating with a principle known as ABC (Above and Beyond Compliance), meaning everyone should thrive to do even more than what the regulations require. 7.1 Ballast Water Management Policy The Ballast Water Management Policy carried onboard VOTS is that of the mother company (RCCL), meaning that the policy carried onboard VOTS, is applicable to all vessel in all subsidiary companies of RCCL, and not just limited to the VOTS. The policy states that, in order to prevent the transfer and spreading of nuisance species ballasted in one region and subsequently de-ballasted into another region, every RCCL itinerary must have some kind of BWM, and that all RCCL ships is required to have a BWTS installed in accordance with the implementation schedule specified in the figure below. For all RCCL ships, Ballast Water Exchange is only a temporary solution until the first scheduled drydocking in accordance with the implementation schedule shown below, after which the ships will be required to at least follow the international regulation set forth by the IMO, Regulation D-2, or any local Port State standards that may be more stringent than the international standard. (See appendix 3, p.1) Figure 3 - USCG Implementation Schedule (law.cornell.edu, 2012) The policy also states that, once VOTS has had a BWTS installed and commissioned, it shall be operated, maintained and have proper documentation performed as per the specifications and manuals of the manufacturer. Monitoring of the BWTS is stated as being divided into three components; a monthly monitoring of the performance and functionality of the various equipment for the first year after the installation and subsequently annually if samples are satisfactorily, have biological indicator sampling taken, and have monitoring of the discharge itself to check for compliance regarding biocide and residual regulations. The master of the ship has the overall responsibility regarding adherence to this policy, but the Staff Captain, supported by the master, the environmental officer and the chief engineer, will be responsible for monitoring the daily operations of the system, and ensure that procedures are being properly followed. (See appendix 3) RASMUS NAEF 15

17 7.2 Current Ship Specific Procedures Old BWMP VOTS is currently operating with a BWMP made to meet the requirements of the IMO Resolution A.868(20), also called Guidelines for the Control and Management of Ships Ballast Water to Minimize the Transfer of Harmful Aquatic Organism and Pathogens, but seeing that this resolution dates back to 1997, the current BWMP will soon be outdated and VOTS will be required to develop a new BWMP to meet the regulations of the International Convention for the Control and Management of Ships Ballast Water and Sediments. (See appendix 4) Ballast System on VOTS VOTS is equipped with a total of 17 ballast tanks with a maximum ballast capacity of 2769 m3, with two of the tanks acting as heeling tanks which are therefore normally separated from the other ballast tanks and running in a closed loop. The system is also equipped with 3 available ballast pumps, with 1 main ballast pump (QAA 2) with a capacity of 220/80 m3/hour (hi-speed/low-speed), a heeling pump (QAA3) with a capacity of 400 m3/hour mainly for transferring between the heeling tanks, and a swimming pool pump (PIT51) with a capacity of 220 m3/hour that can be used as an emergency ballast pump if necessary. VOTS is not equipped with sounding pipes for the ballast tanks, which means in case of a manual measuring of the level is required, it will be done through the manholes of the tanks. (See appendix 4) Figure 4 - VOTS Ballast System (Own Archive, 2017) RASMUS NAEF 16

18 BWM Procedures Uptake Control Measures Whenever possible, VOTS shall take the following uptake control measures as per the BWMP. (See appendix 4, p.10). Avoid the discharge or uptake of ballast water in areas within or that may directly affect marine sanctuaries, marine preserves, marine parks, or coral reefs. Minimize or avoid uptake of ballast water in the following areas and situations: Areas known to have infestations or populations of harmful organisms and pathogens (e.g., toxic algal blooms). Areas near sewage outfalls. Areas near dredging operations Areas where tidal flushing is known to be poor or times when a tidal stream is known to be more dirty In darkness when bottom dwelling organisms may rise up in the water column. Where propellers may stir up sediment Sediment Removal VOTS shall conduct sediment removal of tanks, with a frequency of maximum every 12 months, and more often if deemed necessary due to excessive sediment deposits. (See appendix 4) Ballast Water Retention Whenever possible VOTS, should plan for retention of ballast water onboard, with discharge only happening whenever there is a need for fuel, supplies or freshwater. (See appendix 4) Chemical Treatment Chemical treatment of the water is a possibility, but should only be done when directly required by a local law, and it requires specific approval from the proper authorities before it can be done. (See appendix 4) Discharge to Reception Facilities Whenever deemed as the best option, discharge to either a shoreside facility or a barge should be done. Discharge to bilge onboard is also an option, but should only be done as a last resort. (See appendix 4) Mid-Ocean Ballast Water Exchange Ballast water exchange works by completely emptying and afterwards refilling the ballast tanks, and on the VOTS they use the sequential method. The sequential method is done by simultaneously emptying two ballast tanks that balance each other out, or by filling up other tanks and then discharging from the tanks on which the exchange is to be performed. The Chief Officer in charge of the exchange, shall precalculate or simulate the exchange in order to determine if the ship will be within approved stability limitations during the exchange. (See appendix 4) The exchange is to be performed only when at least 200nm from land and when at, at least 200m depth. The exchange is done by emptying the ballast tank until the ballast pump loses suction, and afterwards filling the ballast tank until it is 95% full, and then emptying it once again until the pump loses suction. This is called one completed flush, and in order to have performed a successful exchange of ballast water in the tank, at least 3 flushes of the tank have to be done. After the 3 flushes have been done, a RASMUS NAEF 17

19 complete exchange of the tank has been performed, and it is now considered clean and ready to take ballast water. (See appendix 5) Sampling Points Port State Authorities may request a sampling of the ballast water carried onboard in order to determine if port state regulations are being followed and complied with. On VOTS there is one sampling point located immediately after the ballast pump QAA 2. (See appendix 4, p.13) Reporting and Handling Log National authorities may request information about the most recent ballast operations before the ship is to call to port, and in those cases a Ballast Water Report Form and Handling log developed by the IMO can be used to record all ballasting operations being performed and thereby be used as documentation for national authorities. (See appendix 4, p.17, p.18). RASMUS NAEF 18

20 8 Treatment Processes In general, most of the technologies used in the treatment of ballast water onboard ships, originates from land based systems used for the treatment of municipal and industrial wastewater, and has merely been adopted onto ships, with the he main change in the systems from land to sea being design differences due to the arrangement of equipment and limitations of space onboard, especially when doing a retrofit of a BWTS, rather than manufacturing a new ship with a BWTS installed from birth. (Lloyd s Register, 2017) Overall, there are two main types of treatment processes within BWM; a separation process separating liquids from solids, and a disinfection process to remove any micro-organism that may be in the water. The solid-liquid separation process works by separating solid materials and large micro-organisms suspended in the water, and this is done by either sedimentation or surface filtration. The separation process will create a waste stream consisting of the water, the solids and the organisms and is required to be properly handled, which is usually done by discharging the stream back into the water where was ballasted, while still ballasting. The disinfection process works by removing/inactivating microorganisms, and can be done by either chemical disinfection, physiochemical inactivation and asphyxiation through deoxygenation, or a combination of the methods. (Lloyd s Register, 2017) In order to meet the regulations, set forth by the convention, ships will usually be required to carry at least a two-stage system comprising of a combination of the two methods, with a separation process being performed during uptake followed by a disinfection process either also during uptake or before discharge or during both uptake and discharge, whatever is found as being suitable. Various combinations of the processes can be made, with other processes also being available to supplement and enhance the treatment during either the separation or disinfection process. (Lloyd s Register, 2017) Figure 5 - Treatment process options (Lloyd's Register, 2017) RASMUS NAEF 19

21 9 Analysis of available systems There is a wide variety of treatment systems to choose from, therefore in order to narrow down the options, a general analysis of the advantages and disadvantages of each type of process will be made. Afterwards, the extensive analysis of which type of treatment system and what combinations hereof is best suited to install on VOTS during their upcoming dry dock period, will be based on meeting the following criteria in a satisfactory way: Effective cleansing method/independent System Limited or non-existent creation of by-products Availability Delivery time Installation time Space efficient Operational Safety Specific information regarding available space onboard is not available, but being the essential criteria for a retrofit and for the purpose of this report, an upper limit of 6m2 of footprint is set and anything above is unacceptable, unless special arrangements permits otherwise. 9.1 General Analysis Separation The solid-liquid separations process of the treatment has limited options to choose from, with it being done by either filtration or by the means of a hydrocyclone, and both of these processes can be enhanced by utilizing the process known as coagulation as a pre-treatment before the separation process. (Lloyd s Register, 2017) Filtration Filtration is generally done by using a screen/strainer with a chosen mesh size, or by using discs arranged with a chosen distance between each other. The effectiveness of the hydrocyclone is highly dependent on the size of the particles in the water, being very effective for removing the larger particles, but very ineffective for removing the smaller particles, whereas filtration can be arranged with mesh sizes or disc arrangements corresponding to the size of particles. (Lloyd s Register, 2017) Coagulation/Flocculation The pre-treatment coagulation works by making particles floc and get bigger and thereby easier to filtrate, and this is done by adding an ancillary powder like sand or magnetite, causing the particles to flocculate. Coagulation does however require the installation of an additional tank for the process to take place in, meaning that more space is required. (Lloyd s Register, 2017) The extensive analysis will be made with, filtration without coagulation pre-treatment, being the desired separation process, this choice is based on the facts that a hydrocyclone is dependent on large particles, whereas the filtration options can be arranged to remove particles of practically any size, and with space onboard VOTS being limited for this installation, the requirement for the installation of an additional tank in order to apply coagulation causes it to be undesirable Chemical Disinfection Chemical disinfection is done by the use of biocides, which are disinfectants that can remove/inactivate the micro-organisms in ballast water. Biocides can be divided into two types; oxidizing biocides and non- RASMUS NAEF 20

22 oxidizing biocides. The oxidizing biocides works by destroying the organic structures of the microorganisms thereby inactivating them, and the non-oxidizing biocides works by interfering with the reproductive, neural or metabolic functions of the micro-organism also inactivating them. When choosing whether to use oxidizing biocides or non-oxidizing biocides as treatment, the main thing to take into consideration is the fact that, most of the non-oxidizing biocides available on the market, tend to create toxic by-products. Research is being made to find more non-oxidizing biocides that can be used in treating ballast water, without producing toxic by-products. Chlorination, electro-chlorination and ozonation are the most widely used process for chemical disinfection using oxidizing biocides, with chlorine dioxide, peracetic acid and hydrogen peroxide also known to have been used. (marineinsight.com, 2017) Chlorination Chlorination simply works by diluting chlorine into the water, destroying the cell walls of the microorganism thereby inactivating them. Depending on the concentration of the chlorine, it can lead to byproducts being formed thereby creating a need for neutralization, and the efficiency depends on the properties of the water, like temperature and ph. (Lloyd s Register, 2017) Electro-Chlorination Electro-chlorination works by exposing the water to a direct current of electricity thereby creating sodium-hypochlorite which then inactivates the micro-organisms. The water needs to be salt water for the proper electrolytic reaction to happen, meaning that in case the ballast water is fresh water, additional salt will need to be added to the water. (Lloyd s Register, 2017) Ozonation Ozonation is done by injecting ozone gas into the water, which then kills the micro-organisms. The ozone gas is generated by an ozone generator, which takes in dry oxygen and passes it through a high voltage electric field and thereby forming ozone. Ozonation is very effective at killing micro-organisms, but struggles against larger organisms, and the treated water will usually be required to be neutralized before being discharged due to ozone being a toxic gas. Ozone generators are relatively expensive, and requires a large space to install. (marineinsight.com, 2016; Lloyd s Register, 2017) Chlorine Dioxide Chlorine dioxide kills micro-organisms in the same manner as chlorine does, but is less damaging to the environment and humans than chlorine is, and is therefore being used more and more. Chlorine dioxide is effective at killing basically all micro-organisms, bacteria and pathogens in ballast water, but the reagents used to make the chlorine dioxide can be hazardous, and chlorine dioxide is also considered as a flammable and explosive gas. Furthermore, suppliers state that chlorine dioxide has a half-life of 6-12 hours, but suppliers also state that at the usual concentration being used, the treated water can be safely discharged after a maximum of 24 hours. (Lloyd s Register, 2017; Lenntech.com, n.d(a)) Peracetic Acid Peracetic acid is a mixture of acetic acid and hydrogen peroxide. It is mainly used in the food industry as a cleanser and a disinfectant, but can also be used as water treatment and works in the same way as chlorine, chlorine dioxide and is a more powerful oxidant than the two. Peracetic acid also dissolves in the water, turning back into acetic acid and hydrogen peroxide, which in turn dissolves into water, oxygen and carbon dioxide, thus making water treated with peracetic acid safe to discharge. Peracetic acid is relatively expensive and it requires proper storage facilities onboard. (Lenntech.com, n.d(b); Lloyd s Register, 2017) RASMUS NAEF 21

23 9.1.3 Physical Disinfection BWTS that employs physical processes as a means of killing micro-organisms are limited, with the choice being between either UV irradiation or deoxygenation, but does also offer a few enhancement/pretreatment options, that can be combined with some of the chemical disinfection systems. (Lloyd s Register, 2017) UV Irradiation UV irradiation is the most common and most widely used BWTS on the market. It works by having amalgam lamps arranged in a chamber through which the ballast water passes and gets exposed to the UV irradiation denaturing the micro-organisms disabling them from reproducing. UV irradiation is effective against most micro-organisms, but does depend on the water to be relatively clear and the quartz sleeves surrounding the lamps to be clean and unfouled in order to have good UV transmission through the water. Has the possibility to be combined with the chemical disinfection reagents ozone and hydrogen peroxide. (Lloyd s Register, 2017) Deoxygenation Deoxygenation is a treatment process that has been developed specifically for ballast water treatment, and it works by removing the oxygen above the water inside the tanks, which is done by injecting typically nitrogen, or another inert gas, thereby asphyxiating the micro-organisms. The asphyxiation process is rather slow, with suppliers stating that it takes between one and four days for the microorganisms to be killed. A deoxygenation system could require, besides the plant itself, an inert gas generator to be installed, meaning a considerable amount of space would be needed, but this depends on manufacturers. (Lloyd s Register, 2017) Cavitation/Ultrasonic Treatment Cavitation/Ultrasonic treatment is a physical pre-treatment option that works by inducing high energy ultrasound to the water disrupting the cell walls of the micro-organisms, and thereby killing them, but not effectively enough to be used independently. (Lloyd s Register, 2017) Pressure/Vacuum Pressure/vacuum treatment is another physical pre-treatment/enhancement option. This treatment works by having a pressure vacuum reactor installed onto a vertical ballast water drop line, thereby creating a low temperature boiling condition, killing the micro-organisms. The system is very space efficient and easily installed, but does require an additional treatment system to effectively kill all bacteria. (Lloyd s Register, 2017) Based on the aforementioned criteria, the extensive analysis will proceed with electro-chlorination and chlorine dioxide as the possible treatment processes involving the use of chemical disinfectants, while only UV irradiation processes will be subject to further analysis as a possible treatment system involving physical disinfection, with neither cavitation and pressure/vacuum to be analyzed further as a means of enhancement/pre-treatment. The use of non-oxidizing biocides as a means of chemical disinfection will not be further analyzed due to the fact that processes are limited, they are still under development, and available processes usually produces toxic by-products. RASMUS NAEF 22

24 9.2 Extensive Analysis To be able to make an extensive analysis of the treatment processes chosen, it is necessary to get product specifications from a manufacturer of each specific type of system. Therefore, a manufacturer of each type of the chosen treatment processes has been selected from the List of Ballast Water Management Systems That Make Use of Active Substances Which Received Final Approval In Accordance With Procedure (IMO, 2016) and subsequently contacted if needed. These selections have been based on the expertise of the company within the field of BWM, the reputation of the company both in general and regarding BWM, and whether or not they have the proper approvals from the various regulations that the VOTS is required to follow. All of the below selected systems is delivered as a separation and disinfection combination, and the two stages of each system will therefore be analyzed together Chemical Disinfection and Filtration ERMA First - Electro-Chlorination The choice of ERMA First as the potential desired manufacturer of an Electro-Chlorination BWTS for VOTS is based on the fact that ERMA first has the proper approvals from the various relevant regulations (ERMA First, n.d(a), p.4). The extensive analysis of this system is solely based on product specifications and information obtained from various sources on the internet, a representative of the company has been contacted via in an attempt to obtain empirical data and information about their system, but to no avail. (See p.49) ERMA First FIT The ERMA First FIT is a two-stage BWTS with the two main components being a automatic back-washing screen filter for separating microns larger than 40 microns, and a full flow electrolytic cell for disinfection. The system can be installed with two different types of filters, a horizontal Filtersafe filter with a suction nozzle back-washing technology driven by a suction pump or a vertical Filtrex filter with section by section cleaning and simple back-flushing technology. (ERMA First, n.d(b)) During ballasting, the water goes through the filter first, where organisms and sediments larger than 40 microns gets separated and eventually discharged back into the water depending on the differential pressure of the filter. Once the water has been filtrated it enters the electrolytic cell, where a low voltage direct current at a certain concentration will be applied to the water producing sodium hypochlorite up to 6mg/l which kills the micro-organisms in the water, thereby disinfecting it before it flows into the ballast tanks. When deballasting, the filter and electrolytic cell is completely bypassed, with the system only monitoring the water for any residual chlorine, and potentially neutralizing it with sodium bisulfite if there is more than 0.1mg/l of residual chlorine in the water. (ERMA First, n.d(a); ERMA First, n.d(b); ermafirst.com, n.d; gotrading.dk, n.d) Maintenance of the system is limited with few spare parts needing replacement and the operation can be done fully automatically, and also locally or remotely with repeater panels able to be installed in various location like the engine control room. Together with no additive use of chemicals, this helps ensuring that the system is perfectly safe to operate for the designated crew onboard. (gotrading.dk, n.d) RASMUS NAEF 23

25 Information about availability, delivery time, installation time and footprint of the ERMA First fit system has not been obtainable and is therefore not able to be analyzed in terms of fulfilling the criteria of VOTS. ERMA First themselves claim that their system has a small footprint, but without any specific dimensions, it is not possible to determine how much space it will require to install Ecochlor - Chlorine Dioxide The choice of Ecochlor as the potential desired manufacturer of a Chlorine Dioxide BWTS for VOTS is based on the facts that Ecochlor has the proper approvals from the various relevant regulations. (Ecochlor.com, n.d(a)), and that the chlorine dioxide technology that Ecochlor uses in their systems is from a collaboration with the, allegedly leading manufacturer of chlorine dioxide chemicals Ecolab/Nalco. (Cleanshipsolutions.com, n.d) The extensive analysis of this system is solely based on product specifications and information obtained from various sources on the internet, a representative of the company has been contacted via in an attempt to obtain empirical data and information about their system, but to no avail. (See p.50) Ecochlor Series 75 The Ecochlor Series 75 is a two-stage BWTS with the two main components being a automatic backwashing Filtersafe filter for separating larger organisms and sediment, and a chlorine dioxide generator for disinfecting the ballast water. The chlorine dioxide generator does not have to be installed near the ballast pumps, it can be installed at any convenient location around the ship, as the ballast water is not passed through the generator, it is the generator that delivers the chlorine dioxide solution to the stream of ballast water in the main line, only the filter is required to be installed near the ballast pumps. (Ecochlor, 2015) When the ballast pumps start two things happen, the water goes through the filter, separating organisms and sediments larger than 40 microns, and discharges it back into the sea when the differential pressure of the filter gets too high, and a small amount of water is sent to the generator to start producing the chlorine dioxide. After the separation process, the water proceeds through the main ballast water line where the chlorine dioxide solution from the generator is being injected into, thereby disinfecting the water before it goes into the ballast tanks. For deballasting, no further treatment or filtration is necessary and the water can be safely discharged when needed to. (Ecochlor, 2015; Ecochlor.com, n.d(b)) The chlorine dioxide generator works by taking a small stream of water during ballasting into the generator where it passes a venturi eductor that creates a vacuum, and once a vacuum has been generated, two metering pumps inside the generator starts to add sulfuric acid and Ecolab/Nalco Purate into the mixing chamber, which get sucked into the water line due to the vacuum and mixes with the water creating the chlorine dioxide solution. The water is then injected to the main ballast water line and treating the ballast water. (Ecochlor.com, n.d(c)). The series 75 has a capacity of 400 m3/hour with the supply water to the chlorine dioxide generator required to be 1.2 m3/hour. The treatment part of the system has a footprint of 8.5 m2, with the filtration part having a vertical footprint of 0.3 m2 and a horizontal footprint of 1.7 m2. Typical power requirements are at 4.8 kwh and a maximum 7.0 kwh. (Ecochlor, n.d(b)) RASMUS NAEF 24

26 The treatment part of the system requires a significant footprint, but the facts that the system is modular and thereby able to be arranged to fit smaller spaces, and it can be placed in basically any space onboard the ship, and not just machinery spaces, only limited by the limitations of the entailing piping, causes it to be acceptable. The use of sulfuric acid in the production of the chlorine dioxide can be potentially hazardous for crew to handle when refilling tanks, but sulfuric acid is already used onboard for other purposes and the crew is properly trained in handling these types of chemicals. With the system being fully automatic, operation of the system comes with no increased risk to the safety of the operators. As was the case with the ERMA First system, availability, delivery times and installation time has not been obtainable, and is therefore not able to be analyzed in terms of fulfilling the criteria of the VOTS Physical Disinfection and Filtration Hyde Marine - UV Irradiation The choice of Hyde Marine as the potential desired manufacturer of a UV irradiation BWTS system for VOTS is based on the facts that Hyde Marine has the proper approvals from the various relevant regulations (Hydemarine.com, n.d(a)), they are, according to themselves, the first company to have installed a BWTS onboard a cruise ship (Hydemarine.com, n.d(b)), and they have previous experience with installing a BWTS onboard one of RCCL s cruise ship, with one example being onboard Silhouette of Celebrity Cruises, where Nikolay Vartigorov assisted with the installment. The extensive analysis of this system is mostly based on product specifications and information obtained from salesperson Henrik Krull of Hyde Marine, with the data and experience information received from Nikolay Vartigorov, being used for comparison and reference if needed. The product specifications obtained from Henrik Krull is of Hyde Guardian Gold model HG500G, with the number indicating the capacity of the system, which is based on the ballast pump onboard VOTS with the highest capacity which is 400 m3/hour. (Appendix 4, p.6). The system installed on Silhouette is Hyde Guardian Gold model HG300G, and like the potential system chosen for VOTS, is based on the ballast pump onboard Silhouette with the highest capacity, which is 290 m3/hour. (Ballast Choice, 2015, p.6) HG500G HG500G is a two-stage BWTS with the two main components being a automatic back flushing screen filter for the separation process, and a medium pressure, high intensity UV system for disinfection. Additional equipment consists of a power panel, a control panel, a flow meter, a backflush pump for the filter, and several types of valves. (Hyde Marine, 2017). The operating principle of the system is as shown in the figures below, with the majority of the treatment being performed during ballasting. The ballasted water encounters the filter first, where all larger organisms and particles gets separated, the water then proceeds into the UV chamber where the micro-organisms gets inactivated and the water is now clean and can be pumped to the allocated ballast tanks. During de-ballasting the water is pumped from the tanks into the system once more, but this time it bypasses the filter as all large organisms or particles where separated during ballasting, and goes directly through the UV chamber to once again inactivate any potential micro-organisms in the water, before discharging the clean water overboard. RASMUS NAEF 25

27 Figure 7 - Ballasting Principle (Hyde Marine, 2014a, s.43) Figure 6 - De-ballasting Principle (Hyde Marine, 2014a, s.43) The filter is a model FC250, with a maximum flowrate of 500 m3/hour and a filtration grade of 30 microns. Hyde Marine describes the filter as a lightweight filter with small dimensions, making it easy for a retrofit installation, and with a supposed long service life with minimal maintenance required. The filter has operating conditions within a maximum pressure of 10 bar and a maximum temperature of 55 degrees centigrade, with a compressed air pressure of 6 bar needed and a power need of 6.5 kw. It operates with automatic backwashing to keep the filter clean, and it works by means of a backflush suction pump with a capacity of 46 m3/hour, that automatically starts and stops the backflush cycle depending on the differential pressure of the filter. (Hyde Marine, 2017) The treatment chamber is a model UV20A capable of handling up to 694 m3/hour but is designed and approved to operate with a capacity of 500 m3/hour. It has the same operating conditions as the filter in regard to pressure and temperature and is equipped with 12 UV lamps, each with a life expectancy of 8000 running hours. The system can operate with two different power levels, normal and high, thereby adjusting the UV dose, depending on what is required by the operating conditions, which is dictated by factors like, UV transmission through the water, age of the lamps and cleanliness of the sleeves, or if one or more lamps aren t operating properly. The quartz sleeves around the UV lamps operates with an automatic wiper mechanism to remove deposits and keep them clean, with minimal maintenance requirements and no use of chemicals. The chamber is fitted with an access hatch for inspections, routine checks or any necessary replacements of the sleeves, lamps or wipers. (Hyde Marine, 2017) (Hydemarine.com, n.d(c)). Regarding operational and maintenance costs, Hyde Marine (2017, s.8) states that, Aside from the electrical energy costs, the operational and maintenance costs of the system are limited to the replacement of the consumables in the UV system and periodic manual inspection of the system. The lamps in the UV system are recommended to be changed every 5 years of operation. The quartz sleeves RASMUS NAEF 26

28 should be changed at least every other lamp change, i.e. every 10th year. The filter requires no routine maintenance though annual inspection is recommended. Limited maintenance and operational requirements means the necessity for local human interaction with the system is limited, this combined with the facts that the type of maintenance required for this system poses no significant risk to human safety, indicates the system is perfectly safe for the proper crew to operate. The entire system has an estimated power consumption of between 36 kw and 56.5 kw, depending on if the system is running in high UV power mode or normal UV power mode, and whether or not backwash mode is running as well. The skid mounted assembly, which all components of the system can be mounted on, has supposed dimensions of, 2338 mm in height, 984 mm in width and 2495 mm in depth with a weight of 1615 kg without components, and approximately 3400 with components, as shown below in equation (1). This means the HG500G system takes up just below 2.5 m2 of space, without connecting pipes to the ships ballast tanks, as shown below in equation (2). (Hyde Marine, 2017) m HG500G = m f + m tcwet + m pp + m cp + m fbp + m skid = (1) = 3323 kg 2 m HG500G = w skid d skid = = 2.46 m 2 (2) According to Henrik Krull, the availability and delivery time of a system like HG500G is between 8 to 12 weeks, and the installation process itself, with prefabrication of connecting pipes already done and everything ready, takes approximately 8-10 days, and is usually done with a team of around 6 contractors consisting of electricians, welders, a marine engineer and work crew. (See appendix 6) Comparing the information received from Nikolay Vartigorov about the installation process on Silhouette, with the information received from Henrik Krull, it shows that the installation time onboard Silhouette was allegedly significantly longer than the installation time specified by Henrik Krull, with Nikolay documenting the installation process taking approximately between 25 and 28 days. However, the job on Silhouette was interrupted because of a lack of cabins onboard, and therefore had to be finished over two periods, which may have contributed to the extra days of work required. Furthermore, the information from Nikolay does not describe the extent of the installation or whether or not everything was ready and properly prepared when contractors came onboard and the installation commenced. (Nikolay Vartigorov, 2016) In conclusion, Hyde Marine offers a capable BWTS, having experience with cruise ships in regard to their system, and experience with RCCL. Hyde Marine has the proper approvals for their systems for it to be considered for VOTS, meaning the criteria for cleaning the water is met, as well as the criteria for limited or non-existent creation of by-products, because of the fact that no chemicals or biocides are used for the treatment. The fact that no chemicals is used eliminates the need for any storage facilities or transportation arrangement onboard, which contributes in keeping the required space to a minimum, with only around 2.5 m2 of space required for the installation of HG500G, thereby meeting the criteria for being space-efficient. The availability is reasonable, with delivery definitely able to be done in time for the scheduled dry dock. The installation time is questionable, with contradicting statements from various sources, however, Henrik Krull states that docking is not necessary for the installation to be done (See appendix 6), RASMUS NAEF 27

29 meaning that in case it would not be able to be done within the 3-week time frame, it is possible to arrange the installation to commence before the docking, and thereby having it commissioned by the time the docking concludes and the ship is required to be in compliance with the convention. According to the information analyzed, operating and maintaining the HG500G system comes with no notable risk to the safety of the operator, with the operator having very limited local interaction with the system, and with easy maintenance and accessibility to components LCC HG500G System Through data and a template obtained from Henrik Krull and assumed operational data of the VOTS, an example of a 30 year LCC analysis of the HG500G BWTS chosen for VOTS is made. (Henrik Krull, 2017a; Henrik Krull, 2017b) Expected LAC: Guardian HG500G = Skid Mount incl. interconnect piping = 148, USD 21, USD Total = 169, USD Expected LSC over 30 years: Power Normal (per year) = Power Normal (30 years = Power High (per year) = Power High (30 years) = Spare parts = 4, USD 138, USD 5, USD 157, USD 89, USD Total = 385, USD RASMUS NAEF 28

30 10 Selection The selection will be done by comparing how the different systems comply with the criteria of the VOTS, and thereby selecting the type of system with the best match. Criteria will be marked with a as an indication of having fulfilled the criteria in a satisfactory way, with an as an indication of being unsatisfactory and with N/A if it has not been possible to obtain sufficient information about it. Chemical Disinfection Physical Disinfection ERMA First Ecochlor Hyde Marine Cleansing: IMO and USCG Approved IMO and USCG Approved IMO and USCG Approved Proper Approvals By-Products: Non-existent Non-existent Non-existent Non-or Limited Availability: N/A N/A 8-12 Weeks Before Drydock Delivery: N/A N/A 2-8 Weeks Before Drydock Installation: N/A N/A Expected 19 days 21 days Footprint: N/A 8.5 m2 (Special arrangement) 2.46 m2 6m2 1 Safety: No immediate hazard No immediate hazard No immediate hazard No immediate hazard Table 1 - Criteria Comparison (Own Archive, 2017) According to the extensive analysis of the three types of systems, and their fulfillment of the criteria of the VOTS, the best type of treatment system to install onboard the cruise ship is Hyde Marine s HG500G filtration and UV irradiation combination. 1 Special arrangements can increase limit RASMUS NAEF 29

31 11 Retrofit A BWTS retrofit usually follows the process as shown below, with most BWTS retrofit solution companies having similar approaches. Figure 8 - Retrofit Process (Own Archive, 2017) How long the entire process of making a retrofit of a BWTS takes, varies significantly between companies offering the retrofit solutions, with for example Hyde Marine reporting times of around one year and Harris Pye reporting times of around half a year. Figure 10 - Hyde Marine Timeline (Hyde Marine, 2014a, s.7) Figure 9 - Harris Pye Timeline (Harris Pye, 2016, s.12) 11.1 Preparation Once a system has been selected, the retrofit process enters the pre-engineering phase, which is often regarded as the most important phase for a retrofit installation to be as successful as possible. Companies/manufacturers usually start the pre-engineering phase by conducting a full onboard survey and 3D laser scan of the ship, and in cooperation with the crew onboard, locates the installation space. The 3D laser scan is then used for the detailed engineering to make 3D models of the installation onboard the ship, showing how all components are going to be arranged and giving an overview of everything needed for the installation. The 3D model is also essential to the prefabrication process, showing how the system is going to be integrated with the existing equipment onboard the ship, and showing the dimensions and how the connecting pipe spools to the ships ballast pumps and tanks are going to be arranged. Once the installation has been designed and modelled, the documentation is required to be Class approved by the ships classification society (DNV), and the onboard BWMP is to be submitted to the Flag State for approval. Once the proper approvals have been achieved the purchase of proper materials, manufacturing and prefabrication processes can commence. The manufacturing of the system is done by the supplier at their factory, and is then shipped either to the ship, or the place of dry dock, while the prefabrication is usually done either onboard by the ships own crew, or by riding teams from either the manufacturer or recommended partners. (Hyde Marine, 2014b; Damen, 2016; Goltens, 2016; Harris Pye, 2016; SMC, n.d; Alfa Laval, n.d). RASMUS NAEF 30

32 11.2 Installation The installation consist of two main parts, the mechanical installation and the electrical installation. The mechanical installation consists of the construction of the platform or mounting skid (can possibly be pre-fabricated or come as part of the delivery), installing the filter and backflush pump, installing the treatment chamber, mounting the pre-fabricted pipe spools and fitting various valves and gaskets. The electrical installation consists of installing the power and control panels including cables and the various measuring equipment. As mentioned in the extensive analysis of the HG500G system, the installation might be required to commence shortly before the dry dock period starts in order to have the system comissioned by the time the VOTS is scheduled to leave the shipyard. Doing the installation under both of these circumstances comes with their own benefits and considerations. Making the installation while the ship is in service requires extra careful planning in regard to materials and supplies, as they can be hard to get while the ship is underway, and considering what delayed the work on Silhouette, accomodation scheduling for contractors is also vital. On the other hand, one of the benefits is, that in case of any delays, it does not necessarily conflict with the compliance date of the ship. Doing the installation in dry dock has basically the opposite benefits and considerations compared to doing it while the ship is in service, with materials and supplies easy accessible as well as extra manpower if needed. Furthermore, with the ship out of water, contractors have easier access to the ballast system and the sea chest, but work being on schedule is very critical for the ship being in compliance before it leaves the shipyard, and any delay will therefore most likely increase the period at the shipyard. This is however nothing that can not be prevented with the proper preparations and planning. (Hyde Marine, 2014b) 11.3 Start-Up Once the installation is completed, the only thing left is for the system to be commissioned. Hyde Marine offers to perform a full function test of the system, as well as making class acceptance trials to ensure the system is performing as designed. The commissioning also includes training and familiarization for the crew and officers onboard who are designated to be operating the system and be in charge of the system. RASMUS NAEF 31

33 12 Projected Timeline for retrofitting a BWTS on VOTS With Hyde Marine chosen as the desired manufacturer for a BWTS onboard VOTS, the projected timeline will be highly based on the information obtained from Hyde Marine about doing the entire retrofit (Hyde Marine, 2014b, s.7). The installation time itself will be an average of the information received from the various sources in Nikolay Vartigorov (Nikolay Vartigorov, 2016), Henrik Krull (See appendix 6) and Hyde Marine in general, and this is done because of the contradicting statements from the various sources about expected installation time. Figure 11 - Projected Timeline of Retrofit (Own Archive, 2017) RASMUS NAEF 32