www.nkcf.com

Contact information NK CO., Ltd. 502, Gwahaksandan-ro, Gangseo-gu, Busan Korea

Sales Dep't T +82-51-200-0130 | F +82-51-204-2215 | E-mail jypark@nkcf.com , sales@nkcf.com

Without FILTER.Now you have two NK options available.

2017 A supplement to Marine Propulsion & Auxiliary Machinery

“USCG’s rules should be aligned with [IMO’s] G8” Martin Olofsson, senior principal engineer, Environmental Protection Unit, DNV GL, see page 50

BWTT_2017_covers.indd 1 03/04/2017 11:06

The Ballast Water Treatment Technology magazine continues to provide readers with the essential information on current legislation and plans for implementation and enforcement. It also offers a guide to the available treatment technology and services from which shipowners, managers, naval architects, marine engineers and shipyards can select their preferred systems.

This annual publication is distributed globally to relevant readers from the Riviera database, including shipowners, operators and managers, ballast water suppliers, naval architects, class societies, ship registries, shipyards and port authorities.

Key facts:

• 6,450 copies circulated (4,000 print, 2,450 digital) **• 87% of readers are senior technical and operational managers responsible

for operating and maintaining their existing vessels and the design and build of new tonnage **

• 81% of the magazine circulation reaches key purchasing decision-makers. **

Digital Reach

• Our monthly Ballast Water Treatment Technology email newsletter is received by over 2,500 readers globally

• Our LinkedIn Group has over 2,000 members • www.ballastwatermanagement.co.uk receives more than 5,000 page visits monthly• Follow our editorial commentary of developments on ballast technology

and regulation on YouTube and on Twitter • 2,450 copies of the magazine’s digital edition circulated

2018 features include:• Regulation• Supplier forum• Ship operator perspectives• Coatings• Installation• Directory of system suppliers.

full colour x1

full page £2,609

half page £1,676

quarter page £1,124

Cover positions: by invitation onlySpecial positions available on request

Advertising For availability contact:Paul Dowlingt: +44 (0) 20 8370 7014e: paul.dowling@rivieramm.com

media information 2018

** Publisher’s statement

digital optionsDigital editions offer an advertiser a host of additional options through which to deliver their marketing message. Each paid advertiser’s marketing material is published in both the printed and digital version of the magazine. However, the content in the digital edition of the magazine can differ from the printed version and it can also include interactive content to further engage the audience. There are various options listed below which can all be tailored and/or combined to suit your campaign. Speak with your sales representative about these and anything you or your creative agency may wish to run digitally to enhance your message, reach your audience and drive traffic to your website.

For further details of all of the online marketing services we can provide please visit www.ballastwatermanagement.co.uk/advertise

www.ballastwatermanagement.co.uk

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Price per digital edition: £1,000

Sponsoring keywords within the digital edition is a great way to associate your brand with a specific industry term or service, i.e. ”autonomous vessel” or “foundation”. Any word may be sponsored exclusively, be it a product name, a company name or a ship name.

Price per keyword: £200 per digital edition

contents

Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

Subscribe to Marine Propulsion & Auxiliary Machinery from just £299Subscribe now and receive six issues of Marine Propulsion & Auxiliary Machinery every year and get even more:• supplements: Worldwide Turbocharger Guide, Fuels, Lubes and Emissions Technology and Ballast Water Treatment Technology• access the latest edition content via your digital device• free industry yearplanner including key dates• access to www.mpropulsion.com and its searchable archive.Subscribe online: www.mpropulsion.com

Ballast Water Treatment Technology 2016 www.ballastwatermanagement.co.uk

Published April 2016

Editor: Paul Guntont: +44 20 8370 7003e: paul.gunton@rivieramm.com

Sales Manager: Paul Dowling t: +44 20 8370 7014e: paul.dowling@rivieramm.com

Head of Sales – Asia: Kym Tan t: +65 9456 3165e: kym.tan@rivieramm.com

Group Production Manager: Mark Lukmanjit: +44 20 8370 7019e: mark.lukmanji@rivieramm.com

Subscriptions: Sally Church t: +44 20 8370 7018e: sally.church@rivieramm.com

Chairman: John LabdonManaging Director: Steve LabdonFinance Director: Cathy LabdonOperations Director: Graham HarmanEditorial Director: Steve MatthewsHead of Production: Hamish Dickie

Published by:Riviera Maritime Media LtdMitre House 66 Abbey RoadEnfield EN1 2QN UK

www.rivieramm.com

ISSN 2055-5172 (Print)

©2016 Riviera Maritime Media Ltd

Technology35 A rough ride for UV38 Innovation is in short supply39 Taking care over components

System selection40 US stance adds to owners’ difficult choices

Case studies45 US type-approval: getting the testing done 46 Installation tested yard’s project management49 Coping with challenging environments50 OceanSaver provides a retrofit for Provalys

Opinion53 It is time to choose your BWMS 54 Shipowners are caught between politics and science

USCG type-approval56 What to expect during USCG type-approval tests57 Buyer beware; Auditing the auditors

After-sales service58 Tips for good service

Containerised systems61 BWC brings boxed ballast to barges; containerised BWMS simplifies installation; Ballast connector heralds ‘a new era’ of BWMS62 Shipboard tests needed for port solution

Costs and benefits64 Counting the cost of ballast treatment65 Manufacturers worry over mounting costs

Directory67 A digest of available systems and their type-approval status

contents

Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

Subscribe to Marine Propulsion & Auxiliary Machinery from just £299Subscribe now and receive six issues of Marine Propulsion & Auxiliary Machinery every year and get even more:• supplements: Worldwide Turbocharger Guide, Fuels, Lubes and Emissions Technology and Ballast Water Treatment Technology• access the latest edition content via your digital device• free industry yearplanner including key dates• access to www.mpropulsion.com and its searchable archive.Subscribe online: www.mpropulsion.com

Ballast Water Treatment Technology 2016 www.ballastwatermanagement.co.uk

Published April 2016

Editor: Paul Guntont: +44 20 8370 7003e: paul.gunton@rivieramm.com

Sales Manager: Paul Dowling t: +44 20 8370 7014e: paul.dowling@rivieramm.com

Head of Sales – Asia: Kym Tan t: +65 9456 3165e: kym.tan@rivieramm.com

Group Production Manager: Mark Lukmanjit: +44 20 8370 7019e: mark.lukmanji@rivieramm.com

Subscriptions: Sally Church t: +44 20 8370 7018e: sally.church@rivieramm.com

Chairman: John LabdonManaging Director: Steve LabdonFinance Director: Cathy LabdonOperations Director: Graham HarmanEditorial Director: Steve MatthewsHead of Production: Hamish Dickie

Published by:Riviera Maritime Media LtdMitre House 66 Abbey RoadEnfield EN1 2QN UK

www.rivieramm.com

ISSN 2055-5172 (Print)

©2016 Riviera Maritime Media Ltd

Technology35 A rough ride for UV38 Innovation is in short supply39 Taking care over components

System selection40 US stance adds to owners’ difficult choices

Case studies45 US type-approval: getting the testing done 46 Installation tested yard’s project management49 Coping with challenging environments50 OceanSaver provides a retrofit for Provalys

Opinion53 It is time to choose your BWMS 54 Shipowners are caught between politics and science

USCG type-approval56 What to expect during USCG type-approval tests57 Buyer beware; Auditing the auditors

After-sales service58 Tips for good service

Containerised systems61 BWC brings boxed ballast to barges; containerised BWMS simplifies installation; Ballast connector heralds ‘a new era’ of BWMS62 Shipboard tests needed for port solution

Costs and benefits64 Counting the cost of ballast treatment65 Manufacturers worry over mounting costs

Directory67 A digest of available systems and their type-approval status

www.ballastwatermanagement.co.uk Ballast Water Treatment Technology 2016Ballast Water Treatment Technology 2016 www.ballastwatermanagement.co.uk

OPERATORS FORUM | 2120 | OPERATORS FORUM

OPERATORS LOOK FOR THE RIGHT SOLUTIONSMany vessel owners are installing or planning ballast treatment systems, but few are using them to their full potential

by Steve Matthews

F urther delay in implementation of the Ballast Water Management Convention (BWMC) and continuing

uncertainty over enforcement of US rules, combined with the severe financial pressures on most shipowners and operators, means that many operators are continuing to put off making decisions on which ballast water treatment system they are going to install.

Most newbuildings now being delivered and ordered either have systems installed or have made provision for the space ready for the equipment and associated pipework. Together with those retrofit projects that are taking place, this means that the number of vessels with operable ballast water management systems (BWMS) installed onboard is slowly rising, though it is still only a small proportion of those that will ultimately have to use one.

Even so – and despite that fact that fuel costs have fallen significantly – the fine margins on which many ships are operating mean that owners are pursuing every possible saving in operating costs. The result is that, unless they are obliged to do so, for example by local regulations, ship operators are not routinely using ballast water treatment systems and thereby avoiding the additional costs from the energy that they consume. They are mostly only being activated for testing, maintenance and crew training purposes.

The key issue of whether systems will ultimately meet the operational requirements and satisfy port state control regimes around the world remains an area of doubt that worries ship operators, as they study the range of systems on offer and decide the most appropriate ones for each of their vessels.

Despite the ongoing regulatory uncertainty about technology approvals and implementation, Maersk Maritime Technology (MMT), part of the AP Møller-Maersk Group responsible for technical management of its huge and

diverse fleet, is well advanced in its preparations to ensure that it is fully prepared when the BWMS does come into force. The company is investing about US$500 million over six to seven years to achieve compliance.

Niels Bjørn Mortensen, head of regulatory affairs at MMT, said: “The major problem the shipping industry is facing in this context is that US Coast Guard (USCG) has not yet approved any equipment. A number of makers are being tested, but it is unknown when the first piece of US type-approved equipment will be available on the market.”

Maersk installed its first BWMS as long ago as 2010 and since 2012 its larger newbuildings have been equipped with BWMSs. Maersk said that so far it has installed about 30 systems on six different ship types. MMT is doing the groundwork in evaluating the technical possibilities and informing Maersk business units such as Maersk Line and Maersk Tankers what decisions to take.

Palle Wredstrøm, head of engines and propulsion at MMT and its technical lead in ballast water management initiatives, said that the system it has used is IMO type-approved, but, as with all other BWMSs, not yet USCG approved. He acknowledged that this means that it might end up in a situation where these ships, or at least some of them, will be banned from trading to the US unless the BWMS are replaced.

“We are using a UV-based system, which we will continue to install on newbuilds, but we are concerned about the pending stringent USCG approval. Our strategy for the installation on newbuilds is to install BWMS where we have a commitment from the supplier that it expects to obtain USCG approval. Considering the installation cost of US$2 million per ship, we would like to be able to expect that such a system fulfils all requirements,” Mr Wredstrøm said.

He added that the process is even more challenging when considering

retrofits on older, existing vessels. “We have seen on a newbuild how it can be a challenge to integrate a BWMS into the ship’s control system. It will be an even bigger challenge on a retrofit,” he said.

Mr Wredstrøm said that the operator tends to favour larger suppliers because of their superior global service provision. “With ships drydocking at different yards, we need to be sure to have functional service in place and based on the experience with newbuilds, the demand for service will be even higher.”

Another dilemma facing a diverse owner such as Maersk is that different rules will apply to different types and sizes of ships, so that each must be considered individually. Examples are the offshore support vessels (OSVs) and tugs that are operated by Maersk Supply Service and Svitzer, respectively. These vessels might be able to make use of the exemption clause known as ‘same location’, which states that vessels operating within a confined geographical area are exempt from the BWMC and thus do not have to install any BWMS.

However, the definition of what area will qualify and how it will be interpreted around the world remains uncertain. According to Maersk, the US rules are

quite clear on what can be considered ‘same location’, but in the BWMC it is left to individual member states to agree internally. For example, Maersk believes that all Danish waters will be considered as ‘same location’ and that the same will apply to Brazilian waters, which is crucial for OSVs, in particular.

But, Mr Mortensen warned: “The challenge comes when several littoral states share the same water. For example, on ferry routes between Denmark and Germany some are only 10-15 miles long and ferries have been plying the waters for more than a century, yet the administrations cannot yet agree to designating it as the ‘same location.”

As a major shipowner and operator, Maersk says that it is committed to complying with whatever regulations are finally decided and implemented. But it is keen to ensure that the regulations are enforced consistently and that there is a level playing field in the industry so that Maersk and other similarly committed operators are not the only ones making the effort to comply.

Among recent BWMS contracts placed by Maersk Line is with Desmi Ocean Guard for 14 RayClean ballast water treatment systems for a series of new

container vessels to be built at Cosco Zhoushan shipyard in China.

The order is for seven vessels each equipped with two RayClean 500 BWTS, with options for two additional vessels and it is expected that the ballast water treatment systems will be delivered during 2016 and 2017.

The RayClean system uses low pressure UV, which Desmi says has low power consumption. Its system is automatic and can be integrated into existing ship automation systems.

The Desmi Ocean Guard system has passed all the required testing for USCG type approval, and a full type approval application was submitted to the USCG earlier this year.

Michael Heimann from Maersk Line said: “We are comfortable that Desmi Ocean Guard can deliver the right system for this project.”

Rasmus Folsø, chief executive of Desmi Ocean Guard, commented: “Total cost of ownership analyses have shown us that the RayClean system will provide considerable operational cost savings to Maersk Line compared to competing systems, due to the low power consumption and long lifetime of the UV lamps.” BWTT

Maersk Maritime Technology is advising decision making for the Danish shipping group (credit: MMT)

Niels Bjørn Mortensen (Maersk): The major problem the shipping industry is facing in this context is that US Coast Guard has not yet approved any equipment (credit: MMT)

www.ballastwatermanagement.co.uk Ballast Water Treatment Technology 2016Ballast Water Treatment Technology 2016 www.ballastwatermanagement.co.uk

OPERATORS FORUM | 2120 | OPERATORS FORUM

OPERATORS LOOK FOR THE RIGHT SOLUTIONSMany vessel owners are installing or planning ballast treatment systems, but few are using them to their full potential

by Steve Matthews

F urther delay in implementation of the Ballast Water Management Convention (BWMC) and continuing

uncertainty over enforcement of US rules, combined with the severe financial pressures on most shipowners and operators, means that many operators are continuing to put off making decisions on which ballast water treatment system they are going to install.

Most newbuildings now being delivered and ordered either have systems installed or have made provision for the space ready for the equipment and associated pipework. Together with those retrofit projects that are taking place, this means that the number of vessels with operable ballast water management systems (BWMS) installed onboard is slowly rising, though it is still only a small proportion of those that will ultimately have to use one.

Even so – and despite that fact that fuel costs have fallen significantly – the fine margins on which many ships are operating mean that owners are pursuing every possible saving in operating costs. The result is that, unless they are obliged to do so, for example by local regulations, ship operators are not routinely using ballast water treatment systems and thereby avoiding the additional costs from the energy that they consume. They are mostly only being activated for testing, maintenance and crew training purposes.

The key issue of whether systems will ultimately meet the operational requirements and satisfy port state control regimes around the world remains an area of doubt that worries ship operators, as they study the range of systems on offer and decide the most appropriate ones for each of their vessels.

Despite the ongoing regulatory uncertainty about technology approvals and implementation, Maersk Maritime Technology (MMT), part of the AP Møller-Maersk Group responsible for technical management of its huge and

diverse fleet, is well advanced in its preparations to ensure that it is fully prepared when the BWMS does come into force. The company is investing about US$500 million over six to seven years to achieve compliance.

Niels Bjørn Mortensen, head of regulatory affairs at MMT, said: “The major problem the shipping industry is facing in this context is that US Coast Guard (USCG) has not yet approved any equipment. A number of makers are being tested, but it is unknown when the first piece of US type-approved equipment will be available on the market.”

Maersk installed its first BWMS as long ago as 2010 and since 2012 its larger newbuildings have been equipped with BWMSs. Maersk said that so far it has installed about 30 systems on six different ship types. MMT is doing the groundwork in evaluating the technical possibilities and informing Maersk business units such as Maersk Line and Maersk Tankers what decisions to take.

Palle Wredstrøm, head of engines and propulsion at MMT and its technical lead in ballast water management initiatives, said that the system it has used is IMO type-approved, but, as with all other BWMSs, not yet USCG approved. He acknowledged that this means that it might end up in a situation where these ships, or at least some of them, will be banned from trading to the US unless the BWMS are replaced.

“We are using a UV-based system, which we will continue to install on newbuilds, but we are concerned about the pending stringent USCG approval. Our strategy for the installation on newbuilds is to install BWMS where we have a commitment from the supplier that it expects to obtain USCG approval. Considering the installation cost of US$2 million per ship, we would like to be able to expect that such a system fulfils all requirements,” Mr Wredstrøm said.

He added that the process is even more challenging when considering

retrofits on older, existing vessels. “We have seen on a newbuild how it can be a challenge to integrate a BWMS into the ship’s control system. It will be an even bigger challenge on a retrofit,” he said.

Mr Wredstrøm said that the operator tends to favour larger suppliers because of their superior global service provision. “With ships drydocking at different yards, we need to be sure to have functional service in place and based on the experience with newbuilds, the demand for service will be even higher.”

Another dilemma facing a diverse owner such as Maersk is that different rules will apply to different types and sizes of ships, so that each must be considered individually. Examples are the offshore support vessels (OSVs) and tugs that are operated by Maersk Supply Service and Svitzer, respectively. These vessels might be able to make use of the exemption clause known as ‘same location’, which states that vessels operating within a confined geographical area are exempt from the BWMC and thus do not have to install any BWMS.

However, the definition of what area will qualify and how it will be interpreted around the world remains uncertain. According to Maersk, the US rules are

quite clear on what can be considered ‘same location’, but in the BWMC it is left to individual member states to agree internally. For example, Maersk believes that all Danish waters will be considered as ‘same location’ and that the same will apply to Brazilian waters, which is crucial for OSVs, in particular.

But, Mr Mortensen warned: “The challenge comes when several littoral states share the same water. For example, on ferry routes between Denmark and Germany some are only 10-15 miles long and ferries have been plying the waters for more than a century, yet the administrations cannot yet agree to designating it as the ‘same location.”

As a major shipowner and operator, Maersk says that it is committed to complying with whatever regulations are finally decided and implemented. But it is keen to ensure that the regulations are enforced consistently and that there is a level playing field in the industry so that Maersk and other similarly committed operators are not the only ones making the effort to comply.

Among recent BWMS contracts placed by Maersk Line is with Desmi Ocean Guard for 14 RayClean ballast water treatment systems for a series of new

container vessels to be built at Cosco Zhoushan shipyard in China.

The order is for seven vessels each equipped with two RayClean 500 BWTS, with options for two additional vessels and it is expected that the ballast water treatment systems will be delivered during 2016 and 2017.

The RayClean system uses low pressure UV, which Desmi says has low power consumption. Its system is automatic and can be integrated into existing ship automation systems.

The Desmi Ocean Guard system has passed all the required testing for USCG type approval, and a full type approval application was submitted to the USCG earlier this year.

Michael Heimann from Maersk Line said: “We are comfortable that Desmi Ocean Guard can deliver the right system for this project.”

Rasmus Folsø, chief executive of Desmi Ocean Guard, commented: “Total cost of ownership analyses have shown us that the RayClean system will provide considerable operational cost savings to Maersk Line compared to competing systems, due to the low power consumption and long lifetime of the UV lamps.” BWTT

Maersk Maritime Technology is advising decision making for the Danish shipping group (credit: MMT)

Niels Bjørn Mortensen (Maersk): The major problem the shipping industry is facing in this context is that US Coast Guard has not yet approved any equipment (credit: MMT)

Video

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Approval

2016 A supplement to Marine Propulsion & Auxiliary Machinery

“There is no system that a shipowner can use to comply everywhere. For a global industry, that is a big problem.” John Butler, president and CEO, World Shipping Council, see page 54

reader email landing page

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Approval

2016 A supplement to Marine Propulsion & Auxiliary Machinery

“There is no system that a shipowner can use to comply everywhere. For a global industry, that is a big problem.” John Butler, president and CEO, World Shipping Council, see page 54

www.ballastwatermanagement.co.uk Ballast Water Treatment Technology 2016Ballast Water Treatment Technology 2016 www.ballastwatermanagement.co.uk

OPERATORS FORUM | 2120 | OPERATORS FORUM

OPERATORS LOOK FOR THE RIGHT SOLUTIONSMany vessel owners are installing or planning ballast treatment systems, but few are using them to their full potential

by Steve Matthews

F urther delay in implementation of the Ballast Water Management Convention (BWMC) and continuing

uncertainty over enforcement of US rules, combined with the severe financial pressures on most shipowners and operators, means that many operators are continuing to put off making decisions on which ballast water treatment system they are going to install.

Most newbuildings now being delivered and ordered either have systems installed or have made provision for the space ready for the equipment and associated pipework. Together with those retrofit projects that are taking place, this means that the number of vessels with operable ballast water management systems (BWMS) installed onboard is slowly rising, though it is still only a small proportion of those that will ultimately have to use one.

Even so – and despite that fact that fuel costs have fallen significantly – the fine margins on which many ships are operating mean that owners are pursuing every possible saving in operating costs. The result is that, unless they are obliged to do so, for example by local regulations, ship operators are not routinely using ballast water treatment systems and thereby avoiding the additional costs from the energy that they consume. They are mostly only being activated for testing, maintenance and crew training purposes.

The key issue of whether systems will ultimately meet the operational requirements and satisfy port state control regimes around the world remains an area of doubt that worries ship operators, as they study the range of systems on offer and decide the most appropriate ones for each of their vessels.

Despite the ongoing regulatory uncertainty about technology approvals and implementation, Maersk Maritime Technology (MMT), part of the AP Møller-Maersk Group responsible for technical management of its huge and

diverse fleet, is well advanced in its preparations to ensure that it is fully prepared when the BWMS does come into force. The company is investing about US$500 million over six to seven years to achieve compliance.

Niels Bjørn Mortensen, head of regulatory affairs at MMT, said: “The major problem the shipping industry is facing in this context is that US Coast Guard (USCG) has not yet approved any equipment. A number of makers are being tested, but it is unknown when the first piece of US type-approved equipment will be available on the market.”

Maersk installed its first BWMS as long ago as 2010 and since 2012 its larger newbuildings have been equipped with BWMSs. Maersk said that so far it has installed about 30 systems on six different ship types. MMT is doing the groundwork in evaluating the technical possibilities and informing Maersk business units such as Maersk Line and Maersk Tankers what decisions to take.

Palle Wredstrøm, head of engines and propulsion at MMT and its technical lead in ballast water management initiatives, said that the system it has used is IMO type-approved, but, as with all other BWMSs, not yet USCG approved. He acknowledged that this means that it might end up in a situation where these ships, or at least some of them, will be banned from trading to the US unless the BWMS are replaced.

“We are using a UV-based system, which we will continue to install on newbuilds, but we are concerned about the pending stringent USCG approval. Our strategy for the installation on newbuilds is to install BWMS where we have a commitment from the supplier that it expects to obtain USCG approval. Considering the installation cost of US$2 million per ship, we would like to be able to expect that such a system fulfils all requirements,” Mr Wredstrøm said.

He added that the process is even more challenging when considering

retrofits on older, existing vessels. “We have seen on a newbuild how it can be a challenge to integrate a BWMS into the ship’s control system. It will be an even bigger challenge on a retrofit,” he said.

Mr Wredstrøm said that the operator tends to favour larger suppliers because of their superior global service provision. “With ships drydocking at different yards, we need to be sure to have functional service in place and based on the experience with newbuilds, the demand for service will be even higher.”

Another dilemma facing a diverse owner such as Maersk is that different rules will apply to different types and sizes of ships, so that each must be considered individually. Examples are the offshore support vessels (OSVs) and tugs that are operated by Maersk Supply Service and Svitzer, respectively. These vessels might be able to make use of the exemption clause known as ‘same location’, which states that vessels operating within a confined geographical area are exempt from the BWMC and thus do not have to install any BWMS.

However, the definition of what area will qualify and how it will be interpreted around the world remains uncertain. According to Maersk, the US rules are

quite clear on what can be considered ‘same location’, but in the BWMC it is left to individual member states to agree internally. For example, Maersk believes that all Danish waters will be considered as ‘same location’ and that the same will apply to Brazilian waters, which is crucial for OSVs, in particular.

But, Mr Mortensen warned: “The challenge comes when several littoral states share the same water. For example, on ferry routes between Denmark and Germany some are only 10-15 miles long and ferries have been plying the waters for more than a century, yet the administrations cannot yet agree to designating it as the ‘same location.”

As a major shipowner and operator, Maersk says that it is committed to complying with whatever regulations are finally decided and implemented. But it is keen to ensure that the regulations are enforced consistently and that there is a level playing field in the industry so that Maersk and other similarly committed operators are not the only ones making the effort to comply.

Among recent BWMS contracts placed by Maersk Line is with Desmi Ocean Guard for 14 RayClean ballast water treatment systems for a series of new

container vessels to be built at Cosco Zhoushan shipyard in China.

The order is for seven vessels each equipped with two RayClean 500 BWTS, with options for two additional vessels and it is expected that the ballast water treatment systems will be delivered during 2016 and 2017.

The RayClean system uses low pressure UV, which Desmi says has low power consumption. Its system is automatic and can be integrated into existing ship automation systems.

The Desmi Ocean Guard system has passed all the required testing for USCG type approval, and a full type approval application was submitted to the USCG earlier this year.

Michael Heimann from Maersk Line said: “We are comfortable that Desmi Ocean Guard can deliver the right system for this project.”

Rasmus Folsø, chief executive of Desmi Ocean Guard, commented: “Total cost of ownership analyses have shown us that the RayClean system will provide considerable operational cost savings to Maersk Line compared to competing systems, due to the low power consumption and long lifetime of the UV lamps.” BWTT

Maersk Maritime Technology is advising decision making for the Danish shipping group (credit: MMT)

Niels Bjørn Mortensen (Maersk): The major problem the shipping industry is facing in this context is that US Coast Guard has not yet approved any equipment (credit: MMT)

** Publisher’s statement

v1