Type approval certificate for OceanSaver

The type approval certificate has been issued on behalf of the Norwegian Maritime Administration and confirms compliance with IMO’s Marine Environment Protection Committee (MEPC 58). MEPC granted OceanSaver final approval, according to ballast water management and active substance guidelines G8 and G9, in October 2008.
– The type approval certification completes one of the strictest and most complex compliance procedures by the IMO and national approval Authorities. The certification proves the biological efficacy of OceanSaver’s novel system and unique ballast water management technology, said OceanSaver Managing Director Stein Foss.
OceanSaver does not contain or use any substance of a dangerous nature and offers simple and effective operation and control. – OceanSaver is a robust and suitable ballast water management system for shipboard environments and occupies a minimal onboard footprint. We offer the market a ballast water management system that accords with all applicable regulation now and into the future, and a solution that is optimal for marine applications, said Foss.
At MEPC 58, delegates reviewed available technologies for ballast water management, which included a review of their applicability on different vessel types and sizes. This revealed that few technologies were suitable for large vessels, such as many crude oil tankers, or complex tonnage, such as chemical or gas carriers. OceanSaver’s solution was lauded as one of the few systems with scalability and performance suitable for these applications.
– OceanSaver has shown itself to be very efficient on vessels that pump 500 to 6000 cubic meters of ballast water per hour, or more. The system is extremely suitable for oil tankers, gas carriers, chemical tankers and bulk carriers of different sizes, maintains Foss.
DNV Naval architects and engineers with decades of experience working on newbuildings and conversions assessed installation and integration of OceanSaver. This included an evaluation of potential challenges in interfacing with an existing ballast water systems, and the onboard power system.
– Studies conducted by DNV demonstrated that OceanSaver’s ballast water management system fits well into a variety of arrangements and does not lead to any unexpected installation costs. This has contributed greatly to the shipowners’ decision-making process when examining ballast water management systems and has assisted technical departments in their design and specification early on, said Foss.
According to Foss, OceanSaver has crossed a crucial frontier in terms of technological development, and can now focus on successful commercialization and production. – We have established a strong global network of highly informed agents and secured production capacity to accommodate significant orders this year and in years to come, said Foss.
OceanSaver Ballast Water Management System
The system is based on the principles of cavitation and nitrogen supersaturation in addition to pre-filtration and disinfection.
Ballast water is pumped onboard by the ballast pumps and filtered by a mechanical, fully automatic back-flushing filter. The water is in the next step exposed to cavitation in a Closed Circuit Cavitation (C3TTM) unit before being supersaturated by nitrogen in conjunction with the injection of an in-line produced disinfectant (C2ETM).
The C3TTM unit is integrated into the main ballast line after the filter and generates high implosion pressure pulses at very high frequencies, which have an immediate effect on most all organisms. The Filter and the C3TTM unit are the only units needed to be installed in line with the ballast line.
Nitrogen supersaturation
Nitrogen supersaturation has an effect on particularly larger organisms – caused by high level of nitrogen and oxygen deficiency – and has a good effect on preventing re-growth.
Nitrogen is produced onboard by means of a Nitrogen generator driven by an air compressor. Both these units may be installed remotely from the ballast line – in any suitable area onboard – by connecting with small diameter piping an el. power cable. The steering gear room is one option suitable for location of these units as well as compressor room when applicable. The compressor has the potential to serve also as working air compressor and the nitrogen generator may be used for other application when required as well.
Disinfection by the C2ETM system
A disinfectant is produced in an electrodialytic process known as water activation. This is undertaken by a unit called C2ETM. Only about 1.5% of the total ballast water flow is fed through the C2ETM unit and thereafter injected into the main flow. The C2ETM unit can also be located remotely from the ballast line by connecting with small diameter piping and el. Power cable.
The footprint of the C2ETM unit is marginal. The electrodialytic process is dependent upon a certain salinity level, but in cases where vessels are operating in brackish or low salinity waters (e.g. river water) this is arranged by using the aft peak tank (or any other suitable tank) as a storage tank for normal seawater used to feed the C2ETM unit.
The ballast water is fully treated at uptake as described above. At discharge, the water is pumped out of the vessel, through the filter and the C3TTM unit.
Pressure conditions
Most Ballast Water Management Systems will create a back pressure / pressure drop. How much will vary from maker to maker but expected in the range of 2,0 - 4,5 bar. This equals a demand of some 20 - 45 meter additional delivery head for the ballast pumps. (OceanSaver creates a pressure loss, which must be compensated with increased pump delivery head of some 25 - 35 meter, depending on the draft of the vessel and the vertical location of C3TTM).
IMO Regulations in conflict?
Two completely separate IMO Regulations have been adopted the last years.
• The Performance Standard for Protective Coatings (PSPC) defines the system and application of coatings at newbuildings with the intention to prevent rapid corrosion and provide a 15-year lifetime of the coating system selected.
• The International Convention for the Control and Management of Ships Ballast Water & Sediments (The Convention) is adopted with the intention to neutralize “invasive species” transported in ballast tanks from one part of the world to another.
The two IMO Regulations make no reference to each other. There are a number of technical solutions for Ballast Water Management entering the market. All solutions will make changes to the environment in the ballast tanks, some more than others. Few have taken PSPC seriously.
A shipowner will pay a higher price for a vessel delivered in compliance with PSPC and thereby get a 15 year coating scheme applied. The same ship needs to have an approved ballast water management system installed. Unless being careful in selection of BWM system, the shipowner may face challenges with potential damages in the ballast tank coating system applied.
Knowing the cost of refurbishing / repair of coating systems in ballast tanks, it is well worth sharing concerns why some owners choose be careless about these matters. If it is an owner with a short time ownership like 3 – 8 years, it can be understandable, but an owner that traditionally has long term ownership (25 – 30 years) should think twice when selecting a Ballast Water Treatment System for his ships.
OceanSaver is proven fully compatible with PSPC. Long duration corrosion tests have been carried showing that the system reduces corrosion in ballast tanks and is expected to extend the lifetime of ballast tank steel structure and coating systems.