A CALGON CARBON COMPANY THE GUARDIAN’S ANGLE
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A CALGON CARBON COMPANY ® THE GUARDIAN’S ANGLE SECOND EDITION /FEBRUARY 2013 The U.S. Coast Guard’s (USCG) final ruling and the pending ratification of the International Maritime Organization’s (IMO) Ballast Water Management Convention will place ship owners on a strict timeline to install a proven ballast water treatment system (BWTS) to bring their vessels into compliance. Beginning January 1, 2014, the USCG will require vessels traveling to the U.S. with ballast capacities between 1,500 m3 and 5,000 m3 that wish to de-ballast into U.S. waters to have an installed and operational USCG-approved BWTS after their next major dry-docking unless they have requested and been granted an extension one year earlier. To assist ship owners and operators with compliance, USCG permits the use of a BWTS with USCG Alternative Management System (AMS) approval for ships operating in US waters. To be eligible for AMS determination, a BWTS must have been previously type approved by a foreign administration in accordance with the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, including guidelines adopted by the IMO. In July, 2012, Hyde Marine, Inc. was the first to seek AMS approval for its chemical free, IMO approved Hyde GUARDIAN ® BWTS from the USCG and could become the maritime industry’s first BWTS to earn AMS approval. Additionally, the Hyde system was the first BWTS accepted into the USCG’s Shipboard Technology Evaluation Program (STEP) having successfully completed biological trials required for full entry into the program. “Our ongoing commitment to help the maritime industry achieve ballast water treatment compliance will be further validated by AMS approval of the Hyde GUARDIAN ® system by the USCG,” said John Platz, V.P. of Hyde Marine. REGULATIONS IN EFFECT The USCG’s final ruling as of June 21, 2012 associated with the Standards for Living Organisms in Ships’ Ballast Water Discharged in U.S. Waters includes the following requirements and guidelines: 1. Small capacity vessels (<1,500 m3) and large capacity vessels (>5,000 m3) built prior to December 1, 2013 will be required to meet current published standards (equivalent to IMO D-2) by the time of first major dry-docking after January 1, 2016. 2. Vessels between 1,500 and 5,000 m3 ballast capacity are required to meet the published standards by the time of their first major dry-docking after January 1, 2014. 3. All vessels constructed after December 1, 2013 are required to meet the published standards at delivery. 4. An AMS determination is intended as an interim measure to allow foreign type-approved BWTS to be used on a vessel for up to 5-years after the vessel is required to comply with the Ballast Water Discharge Standards (BWDS), which will allow the BWTS vendor or manufacturer sufficient time to obtain U.S. type approval. U N I T E D S T A T E S
Transcript of A CALGON CARBON COMPANY THE GUARDIAN’S ANGLE
A CALGON CARBON COMPANY
A CALGON CARBON COMPANY
®
THE GUARDIAN’S ANGLESECOND EDITION/FEBRUARY 2013
The U.S. Coast Guard’s (USCG) final ruling and the pending ratification of the International Maritime Organization’s (IMO) Ballast Water Management Convention will place ship owners on a strict timeline to install a proven ballast water treatment system (BWTS) to bring their vessels into compliance.
Beginning January 1, 2014, the USCG will require vessels traveling to the U.S. with ballast capacities between 1,500 m3 and 5,000 m3 that wish to de-ballast into U.S. waters to have an installed and operational USCG-approved BWTS after their next major dry-docking unless they have requested and been granted an extension one year earlier.
To assist ship owners and operators with compliance, USCG permits the use of a BWTS with USCG Alternative Management System (AMS) approval for ships operating in US waters. To be eligible for AMS determination, a BWTS must have been previously type approved by a foreign administration in accordance with the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, including guidelines adopted by the IMO.
In July, 2012, Hyde Marine, Inc. was the first to seek AMS approval for its chemical free, IMO approved Hyde GUARDIAN® BWTS from the USCG and could become the maritime industry’s first BWTS to earn AMS approval. Additionally, the Hyde system was the first BWTS accepted into the USCG’s Shipboard Technology Evaluation Program (STEP) having successfully completed biological trials required for full entry into the program.
“Our ongoing commitment to help the maritime industry achieve ballast water treatment compliance will be further validated by AMS approval of the Hyde GUARDIAN® system by the USCG,” said John Platz, V.P. of Hyde Marine.
REGULATIONS IN EFFECT
The USCG’s final ruling as of June 21, 2012 associated with the Standards for Living Organisms in Ships’ Ballast Water Discharged in U.S. Waters includes the following requirements and guidelines:
1. Small capacity vessels (<1,500 m3) and large capacity vessels (>5,000 m3) built prior to December 1, 2013 will be required to meet current published standards (equivalent to IMO D-2) by the time of first major dry-docking after January 1, 2016.
2. Vessels between 1,500 and 5,000 m3 ballast capacity are required to meet the published standards by the time of their first major dry-docking after January 1, 2014.
3. All vessels constructed after December 1, 2013 are required to meet the published standards at delivery.
4. An AMS determination is intended as an interim measure to allow foreign type-approved BWTS to be used on a vessel for up to 5-years after the vessel is required to comply with the Ballast Water Discharge Standards (BWDS), which will allow the BWTS vendor or manufacturer sufficient time to obtain U.S. type approval.
U N I T E D S T A T E S
Hyde Marine is dedicated to further advancing the Hyde GUARDIAN® BWTS to verify the system’s effectiveness and operation against an evolving regulatory environment. By developing and testing prototype systems, Hyde Marine can further its understanding of filtration and UV systems while maintaining its position as a key knowledge center for UV technology in the treatment of ballast water.
Immediately following the issuance of the draft USCG Final Ballast Water Rule, Hyde Marine contracted with the Maryland Environmental Resource Center to test prototype systems to help research questions posed by the new regulation.
Commitment to Research
Mr. Riggio comes to Hyde Marine following a long career in the Maritime Industry. A graduate of the U.S. Merchant Marine Academy, Mr. Riggio served aboard ships, worked as a Surveyor for the American Bureau of Shipping and served as the Regulatory Manager for R&B Falcon Drilling Company. He most recently worked as a Port Engineer and Fleet Manager for the Crowley Maritime Corporation. As Port Engineer, he helped design the first MERC Test Facility, installed on the M/V CAPE WASHINGTON. He is a co-author of the published “Preview of Global Ballast Water Treatment Markets.”
How does your role help ensure customer satisfaction? I am the key resource for responding to the technical and operational inquiries regarding the Hyde GUARDIAN BWTS. In this role, I constantly look for ways to improve our equipment so that Hyde Marine remains on the cutting edge of BW treatment and is always responsive to our customer needs.
What insight can you provide into the dynamic ballast water market place? With the myriad of questions in the industry, the search for answers has to be the top priority for all manufacturers. With the most systems in service, Hyde Marine has to use its experiences to drive development and product refinements.
What do you like to do in your free time? When I’m not working, you can usually find me cruising the Pennsylvania countryside on my 2003 Harley Davidson Heritage Classic.
Mark Riggio, HYDE GUARDIAN Product Manager
Who’s Who
Through adaption of a different filter technology and examination into the viability questions raised by the regulations, Hyde Marine’s research team examined critical parameters to the treatment process such as filtration and backflush pressure.
Hyde Marine has conducted additional testing of systems both in accordance with the ETV testing protocols and IMO and USCG Final Rule requirements. The goal is to learn as much as possible about filtration and UV disinfection in order to continuously improve and develop a next generation BWTS.
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Regulation A-3.5 of the IMO Ballast Water Management Convention states that if treated ballast water is mixed with untreated ballast water, the whole mixture must be subject to the requirements of the Convention. This regulation affects how ships with ballast stripping eductors can perform stripping operations. Current practice is for the eductor drive water to be delivered via sea chest from the local area where the ship is located, which then mixes with ballast water from a cargo tank before being discharged. When the Convention enters into force, this practice would be a violation even though the local drive water is being returned to its source.
One potential method of solving this challenge (albeit not 100% compliant with the regulations) is to continue the current practice of tank stripping while documenting it in the Ballast Water Management Plan (BWMP) and having the classification society and flag state approve the BWMP so that the ship can continue with normal operation. There could be a problem if another Port State Control (PSC) objects to this method of tank stripping. However, that PSC would have to file an objection with the ship’s flag state, immediately delaying the ship’s operation which seems unlikely.
DID
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W? Facts about tank stripping
A fully compliant method of dealing with this issue is to reserve a specific treated ballast tank as a source for eductor drive water. In this manner, treated drive water is mixed with treated ballast water and full compliance with the current regulations is assured.
The tank stripping issue/challenge is present regardless of the type of treatment technology. Chemical systems that require some amount of holding time for disinfection must have a dedicated drive water source for tank stripping. Whereas UV
systems that require treatment of ballast water upon uptake and discharge can address this issue via a dedicated drive water source from a ballast tank or by treating drive water once prior to mixing with treated ballast water.
