GUIDE TO BALLAST

WATER MANAGEMENT
RETROFITS
Contents
1. ABREVIATIONS 3
2. EXECUTIVE SUMMARY 4
3. BALLAST WATER SYSTEM AND OPERATION 4
4. REGULATIONS 5
4.1. IMO BWM convention 5
4.2. USCG Regulations 8
5. TREATMENT TECHNOLOGIES 9
5.1. UV systems 11
5.2. EC systems 12
5.3. Chemical injection systems 13
5.4. Deoxygenation 13
5.5. Cavitation 13
5.6. Ozonation 13
6. BWMS SELECTION CONSIDERATIONS 14
6.1. Ship type and operational profile 14
6.2. Installation space and Hazardous areas 15
6.3. Costs 15
6.4. Electrical and Control systems 16
6.5. Stability and Structures 16
6.6. Fire safety 16
7. SUCCESSFUL RETROFIT PROJECT – FOUR PHASES 17
7.1. Phase 1; Feasibility study 18
7.2. Phase 2; Basic Design 18
7.3. Phase 3; Detail Design 19
7.4. Phase 4; Installation 19
8. NEXT STEPS 20
9. REFERENCES 21
10. ELOMATIC IN BRIEF 22
11. APPENDIX 1 23

JUNE 2018

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1. ABREVIATIONS
AMS Alternate Management System
ATEX Equipment and protective systems intended for use in potentially explosive
atmospheres (Directive 2014/34/EU)
BW Ballast Water
BWE Ballast Water Exchange
IBWMC International Ballast Water Management Convention, hereafter called the
Convention
BWMP Ballast Water Management Plan
BWMS Ballast Water Management System
CAPEX Capital Expenditure
Class Classification Society
D-1 Regulation D-1 addresses the Ballast water Exchange standards
D-2 Regulation D2 details the Ballast Water Treatment Performance standards
Draught Vertical distance between the waterline and the bottom of a hull
EC Electrochlorination
Heel Phenomenon when the ship leans to one side due to wind or waves
IMO International Maritime Organization
List Phenomenon when a ship leans to either port or starboard due to improper loading
or hull damage
OPEX Operational Expenditure
PSU Practical Salinity Unit. Salinity is the total concentration of dissolved salts in water
Trim Difference between the aft draft and the forward draught
Turbidity Measure of the transparency of water, which is negatively affected by suspended
particulates such as algae or silt
UV-T Ultraviolet transmittance, a measure of how much UV light is able to pass through
water

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2. EXECUTIVE SUMMARY

Tough challenges lie ahead for the maritime industry in the coming years as a consequence of
international environmental legislation, which is becoming increasingly stringent and applies not only to
new vessels, but the world’s entire merchant fleet. The International Convection for the Control and
Management of Ship’s Ballast Water and Sediments, hereafter called the Convention, came into force
in 2016, meaning that tens of thousands of ships will have to be retrofitted with environmental
technology in the coming years, in order to meet the new requirements.
The retrofit installations will require significant investments from shipowners and operators and early
planning will be essential in this regard. A carefully planned and executed retrofit project saves money
and minimizes installation time, which ensures regulatory compliance, safe operation and friendly
maintenance. Elomatic has identified four distinct phases to optimize the retrofit process where each
phase requires careful attention.
With the ratification of the Ballast Water Management Convention, shipowners are pressed to decide
which treatment systems to choose. This guide provides an overview of the ballast water system
operation, the Convention, the BWMS implementation schedule and an overview of different treatment
technologies. There are numerous BWMS available on the market, each with unique benefits and
limitations. Elomatic assists its customers to find and design an optimal system that will meet the
operational demands of their fleets in a cost-effective manner.

3. BALLAST WATER SYSTEM AND OPERATION

Ships are designed and built to move through the water whilst safely and efficiently transporting cargo
and people. To safely operate a ship, its weight has to be adjusted to accommodate different weather
conditions, changing cargo weights, fuel consumption, positions and stability. The added weight to
adjust a vessel’s draught and floating position is called ballast.
In the past, ships used to carry solid ballast such as rocks, sand or metal. Since 1880, ships have used
water as ballast as it is easier to load on and off a ship. Thus, sea or lake water is more economical
and efficient than solid ballast. A ballast water system consists of the following main components:
 Piping and valves. The ballast water pipelines can be of ring-line type with branches, or with
separate pipelines to each tank.
 Ballast water pumps. Ballast water is taken on board through the sea chest with the help of
ballast water pumps or by a gravity feed (opening valves and letting water flow into the ballast
water tanks making use of gravity). Sea chests are often located on both sides of the ship.
 Tanks. Depending on the ship type, different kinds of ballast water tank arrangements are
used e.g. double bottom tanks and upper wing tanks.
 Control station. The ballast water operation of ballasting and de-ballasting is usually
controlled from a central ballast control station.
The ballasting process can be described in four steps. See Figure 1.
1 Ballasting
Ballast water is often taken on board in ports, within coastal waters, or in the open sea. As ballast water
is drawn into a ship’s ballast water tanks, marine organisms are also taken on board.
2 Voyage, cargo empty
Most of the organisms in the ballast water will not survive the journey in the ballast water tanks.
However, some may survive and thrive in their new aquatic ecosystem during de-ballasting.

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3 De-ballasting
During de-ballasting, the system works in reverse, where the water passes through an overboard
discharge valve located on the side of the ship’s hull, along with non-native species.
4 Voyage, fully laden
Limited or no ballast water is required in the tanks when the ship’s cargo hold is full. Typically, a ballast
ejector pump is used for stripping the ballast tanks. Sediment and mud can accumulate in the tanks
that can contain invasive species, even though the tanks are stripped.

Figure 1. Ballast water operation on a ship

4. REGULATIONS
There is a myriad of international, national and regional ballast water regulations worldwide to reduce
the spread of invasive organisms and pathogens. Two of the most important are the IMO BWM
Convention and the USCG regulations.

4.1. IMO BWM convention

The Convention defines ballast water as sea or lake water with its suspended matter, which is taken on
board to control list, trim, draught, stability or stresses of the ship. Ballast water contains a wide variety
of global organisms where some of the organisms in the ballast water will survive the journey in the
ballast water tanks. When the ballast is discharged at the ship’s destination, these new non-native
organisms are released into a new environment. Depending on the environmental conditions, some
organisms may thrive and become dominant in the ecosystem. This has led to the spread of invasive

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species to areas where they may not have natural enemies and can reproduce exponentially. Invasive
species may result in severe economic losses and endanger human health.
The BWM Convention was adopted by IMO in 2004 and ratified 12 years later on the 8 th September
2016. It entered into force on the 8th September 2017. The aim of the Convention is to mitigate the
undesirable consequences of ballast water operation and the spread of non-native species, by
disinfecting ballast water before it is discharged overboard.
The Convention includes two types of standards for discharged ballast water to reduce the risk of
invasive organisms:
 D-1 standard requires ballast water exchange (BWE) with an efficiency of 95% volumetric
exchange, which is a temporary measure aimed to minimize the transport of non-native
species. The idea behind BWE is that organisms and pathogens taken on board from
coastal water in ports will not survive when discharged into deep seas as these waters
differ in terms of salinity, temperature and chemical composition. Thus, BWE will reduce
the probability, but not eliminate the transfer of invasive species from one port to another.
Ships will ultimately need to comply with the D-2 standard.
 D-2 standard requires that the ballast water is treated according to a certain performance
standard. The standards state the number of organisms of various sizes and
concentrations of indicator microbes in ballast water that the BWMS needs to achieve
before the ballast water is discharged.
The discharge standards for ballast water treatment are defined in Regulation D-2 of the Convention,
where limits are stated for organisms in two different size classes and limits for three indicator microbes.
The limits set for the amount of microbes and viable organisms in discharged ballast water are
presented in Table 1. Viable organisms are defined as organisms and any life stages thereof that are
living. If a BWMS passes all tests, it will receive a Type Approval Certificate.

Table 1. IMO D2 standards for discharged ballast water

The implementation schedule is dependent on the keel laying date of the ship and the IOPP renewal
survey.
New ships
Ships constructed according to a keel laying date on or after 8th September 2017, to which the
Convention applies, need to be equipped with a BWMS on delivery.
Existing ships
Existing ships, in general, must comply by the first IOPP renewal after 8 th September 2019. Ships
constructed (keel laying date) before 8th September 2017, are required to be fitted with a BWMS
according to the following implementation schedule:
1) If the completion date of the ship’s last IOPP renewal survey was between 8th September 2014
and 7th September 2017, a BWMS is required at the next IOPP renewal survey on or after 8th
September 2017.
2) If the completion date of the ship’s last IOPP renewal survey was between 8th September 2012
and 7th September 2014, a BWMS is required at the second IOPP renewal survey on or after
8th September 2014.

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Ships to which the IOPP renewal survey does not apply (generally ships below 400 GT and oil tankers
below 150 GT) with a keel laying before 8th September 2017, must be in compliance with the D-2
standard no later than 8th September 2024.
The table below shows the history of the Convention and the implementation schedule for new and
existing ships. By 8th September 2017, all vessels subject to the convention must at least comply with
D-1, with a gradual phase-out to the D-2 standard.

Table 2. Implementation schedule for installation of BWMS

The convention will apply to all ships operating internationally, beginning from 8th September 2017,
which means that all ships need to comply with the BWMS by 8th September 2024. However, the
following vessels do not need to comply with the Convention:
 Ships without ballast water
 Ships with permanently sealed ballast water tanks
 Non-commercial ships such as warships, naval auxiliary or other government ships (although
encouraged to act in accordance with the Convention)
 Domestic ships
 Ships that operate in water under the jurisdiction of one party and in operation on the high
seas

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When selecting a BWMS, the shipowner needs to ensure that the system has a valid Type Approval
Certificate. The BWMS needs to be tested against the IMO guidelines, namely:
- G8 – Guidelines for Approval of Ballast Water Management Systems. G8 will ensure that the
BWMS meets the discharge standards and is applicable to systems that do not use active
substances.
- G9 – Procedure for Approval of Ballast Water Management Systems that Make Use of Active
Ingredients. G9 will ensure that active substances will not have any affect on human health,
the aquatic environment and ship safety. If the BWMS uses active substances, the system
needs to fulfil both G8 and G9.
Now that the convention has entered into force, shipowners must be compliant with the IMO Convention
and further with the USCG regulations if trading in US ports or US territories. Thus, the BWMS has to
be Type-Approved by IMO and if operated in US waters, also USCG approved.

4.2. USCG Regulations

The US did not ratify the BWMC and developed its own independent BWM regulations, which came
into force in 2012. Besides the IMO convention, ships sailing in US waters are required to use a type-
approved BWMS which is compliant with USCG regulations. One of the most important questions that
operators face is whether the system from the supplier meets the USCG Final Rule. A USCG-approved
system is only needed if you operate in US waters. However, the operational routes of the ship will be
limited and the second-hand value of the ship will be affected if a non-USCG approved system is used.
Alternate Management Systems (AMS) are systems that have been approved by the US temporarily
and may be used for up to five years after the vessel’s compliance date or extended compliance date,
after which a USCG type-approved system needs to be used.
The main difference between the USCG regulations and the IMO Convention is how the equipment is
tested and how the protocols are verified. The USCG type approval is stricter and more rigorous than
the requirements set by IMO. The discharge limits are the same in the IMO Convention and the USCG
Final Rules, with the difference that, according to USCG, any organism released into the US waters
should be dead before leaving the vessel, rather than just rendered infertile as per IMO regulations.
The implementation schedule for IMO follows the IOPP renewal survey, whereas the USCG follows the
planned dry-docking for a ship. Table 3 indicates the dates by which ships discharging ballast water in
US water are required to install a BWMS on board.

Table 3. USCG BWM Implementation schedule for (ABS)

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5. TREATMENT TECHNOLOGIES

Several different methods are used for the treatment of ballast water. The treatment systems can be
divided into solid-liquid separation and disinfection technologies, see Figure 2:
- Separation technologies or so called pre-treatment, which remove organisms from ballast
water before intake. Various types of separation technologies exist, such as filtration,
hydrocyclones and coagulation. The most widely used is filtration, which is based on the
principle of straining where the pores in the filter media are smaller than the size of the
organisms. Filtration systems all use backflushing where a waste stream containing the solids,
is discharged at the point of uptake. Hydrocyclones work by separating particles based on
their density and particle size with high centrifugal rotation. Coagulation works by aggregating
particles to increase their size with the help of magnetic separation technology. As can be
seen in Figure 3, the most popular pre-treatment method used by suppliers is filtration.
- Disinfection technologies or so called main treatment, either kill organisms by destroying the
cell membrane or render the organisms incapable of reproducing. The disinfection methods
can be divided into chemical (EC, chemical injection, ozone) or physical treatment (UV,
deoxygenation, cavitation). Chemical treatment systems are more sensitive to dosing
temperature, salinity, pH than physical methods. Large doses of chemicals may harm the
coating in the ballast water tanks over time. Repairing tank coating is expensive if the coat is
damaged. Many chemical systems rely on a specific holding time for effective treatment, which
is the interval between ballasting and de-ballasting

Figure 2. General overview of ballast water treatment technologies (Lloyd’s Register)

The quality of water needs to be considered when evaluating treatment technologies; the three main
characteristics are salinity, UV transmittance and temperature. By market share, roughly 50% of BWMS
sold are UV and 30% are EC. Other treatment systems such as ozonation, chemical injection, cavitation
and deoxygenation have a much smaller market share. See Figure 3 for a comparison of the most
common treatment methods.
For all suppliers along with current state of USCG Type Approval, please see Appendix 1.

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Figure 3. Overview of treatment technologies used by BWM suppliers (Lloyd’s)

Mechanical Separation
HC Hydrocyclone
Filt Filtration
Coag Coagulant
None
Disinfection
O3 Ozonation
Cl Chlorination
EL/EC Electrochlorination or Electrolysis
C/B Chemical/ Biological injection
Res Residual (chemical reduction)
UV Ultraviolet treatment
Deox Deoxygenation
P/V Pressure vacuum disinfection
Cav Cavitation
US Ultrasonic treatment
AO Advanced Oxidation

Table 4. Treatment abbreviations for Figure 3

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5.1. UV systems
UV systems consist of a filter and UV light to kill organisms by destroying the cell membrane or sterilize
organisms and stop their reproduction. UV irradiation light kills or inactivates organisms by damaging
their DNA. The UV light is dependent on the turbidity of the water, where suspended solids reduce the
penetration efficiency of the UV light.
A filter is always used as a pre-treatment system in order to remove bigger organisms. This enhances
the UV treatment and reduces the quantity and power input of the lamps. The filter mesh is between
20-50 µM. Using a tighter mesh size in filters, increases the size of the filter.
The UV disinfection process does not change the structure of the ballast water and is rather simple to
operate. Water salinity and pH have no influence on the UV efficacy. However, UV relies on good
transmission in water, which is not always the case in fresh water or harbour basins where sea water
and water from rivers meet. Turbidity can worsen the effect of the UV system and cause incomplete
disinfection. The amount of lamps and the distance between them are important factors in determining
how well the unit works in turbid waters. The operational costs of UV-based systems consist of electricity
consumption, glass pipe changes, lamp cleaning and the required technical service hours. UV and filter
systems have rather big footprints in comparison with chemical treatment technologies. In addition to
the filter and disinfection units, several power and electrical cabinets that require space may be needed.
UV system operation is illustrated in Figure 4. For ballasting, the red arrows indicate the flow of the
ballast water, where the sea water enters the ballast water pump, the filter, and then the UV-reactor
and is finally stored in the ballast water tank. Filtering is used to separate larger particles from the ballast
water. Water that contains many particles may clog the filter, which then requires back-flushing to clean
the filter mesh (not shown in the simplified UV system below). For the de-ballasting operation, the water
flows from the ballast water tanks through the UV-reactor to the sea, where the filter is by-passed.

Figure 4. UV system operation

In general, UV systems are suitable for any kind of vessel with flow rates of up to 1000 m3/h and suitable
for Ro-Ro/Ro-Pax/Ferries, container ships and offshore supply vessels.
Pros Cons
UV systems are easy to install and retrofit Dependant on the water transmittance (UV-T)
and thus works less well in turbid waters

Few safety concerns (no hazardous gases or High electricity consumption

chemicals)
Independent of water salinity and temperature
Table 5. Pros and cons of UV systems

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5.2. EC systems
An Electrochlorination or Electrolysis system works by passing an electric current through sea water,
where sodium hypochlorite, free chlorine and hydroxyl radicals are generated in a chemical reaction
from the salt and water molecules. The EC type may be either in-line, where the entire ballast water
flow is treated, or a side-stream type where 1-2 % of the ballast water flow is treated and then injected
into the ballast water flow.
Figure 5 illustrates the functioning of an EC system and a chemical injection system. During ballasting,
water is pumped through the filter to the dosing unit, where either a chemical is added or created with
an electric current (EC systems). During de-ballasting, the water is pumped through a neutralization
unit if required.

Figure 5. EC system operation

In general, EC systems are more suitable for larger vessels with large ballast water volumes and high
flow rates in the range of up to 8000 m3/h and suitable for oil tankers and bulk carriers.
Pros Cons
The EC system can handle large capacities of Sensitive to low salinity (in general lower than 15
ballast water, where the treatment is performed on PSU), where additional brine needs to be available
the intake only
Sensitive to low temperatures (in general lower
than 15°C), where an additional heating system
will ensure correct inlet temperature
The EC system generates small amounts of
hydrogen gas, which needs to be considered from
a safety perspective.
More complex to install, control and maintain
(compared with UV systems)
When de-ballasting, neutralization may be
required which requires purchasing of more
chemicals
Table 6. Pros and cons with EC system

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5.3. Chemical injection systems
A chemical injection system works by injecting a solution (liquid or granular) into the ballast water to
ensure disinfection where it is typically used in combination with filtration. The chemical injection
principle is similar to the EC system, see Figure 5.
Extensive chemical consumption requires large chemical storage tanks. The size of the chemical tanks
(minimum one for chemicals and one for neutralization) depends on chemical bunkering possibilities
and the ship’s operational range. Chemical processes need neutralization before the treated ballast
water can be discharged.
Most of the chemicals used to disinfect ballast water are harmful to humans. The operational costs
depend on the quantity and the type of chemical used. Examples of chemicals include sodium
hypochlorite, peracetic acid and chlorine dioxide. In general, chemical injection systems are appropriate
with ballast water flows up to 16 000 m3/h and suitable for oil tankers and bulkers.
Pros Cons
Low electrical power requirements Major operating cost consists of buying more
chemicals
Requires small footprint as main component is the Bunkering of chemical may be limited to only major
dosing pump ports and chemicals may be trademarked

Easy installation Chemicals may be hazardous, which requires

crew training

Requires neutralization before de-ballasting

Table 7. Pros and cons of chemical injection systems

5.4. Deoxygenation
Deoxygenation requires an inert gas, where the oxygen level is reduced to low levels that will asphyxiate
the microorganisms. It takes several days to fully deoxygenate the ballast water. Thus, the system is
not suitable for ships with a short holding time.

5.5. Cavitation
High energy ultra-sound generates cavitation bubbles in the water, which later collapse resulting in
shear forces that break and disrupt the cell walls of organisms, effectively killing them. However,
cavitation must be used with other treatment methods in order to kill all microorganisms.

5.6. Ozonation
An ozonation system requires an ozone generator, which generates ozone from the surrounding air.
Ozone is injected into the incoming ballast water where it reacts with other chemicals to produce
bromate, which is an effective disinfectant and is able to kill microorganisms. The ballast water needs
to be neutralized before it is discharged, which requires more chemicals. Ozone is highly toxic, which
necessitates crew training.

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6. BWMS SELECTION CONSIDERATIONS

Due to the many variables that need to be considered for a BWMS retrofit, each vessel needs to be
studied individually to create an optimized design. Thus, no “silver bullet” is available that would be
ideal for any kind of ship. The following should be considered:

6.1. Ship type and operational profile

The shipowner needs to identify where the vessel will operate and what its ports of call are. Some ports
may have specific BWMS requirements and the water characteristics vary depending on the port, where
turbidity, temperature and salinity will have impact on the BWMS performance. The limiting conditions
will be stated in the Type Approval by the BWMS supplier.
The vessel’s operational area is analysed including the water characteristics in port where water salinity,
temperature and turbidity need to be taken into consideration. The clarity in fresh water is worse
because of organic loads, where soil sediments from drainage also decrease the water clarity, which
may significantly influence ballast water systems that rely on clarity for efficacy.
The amount of separate ballast water systems needs to be checked; tankers, for example, may have
two separate systems. The capacity of the ballast water pumps and size of the main lines also need to
be checked. Further issues include the time between ballasting and de-ballasting, how many times the
ship ballasts/de-ballasts annually, and the required ballasting time in port.
Different components such as pipes, filters and treatment units result in pressure drops in the system.
Depending on the quantity of the pressure drop, the ballasting capacity may be reduced and have
implications for the turnaround time in port. If the pressure drop is too great, the ballast pump needs to
be replaced.
Some cargo vessels use gravity when ballasting i.e. the crew open ballast valves and the ballasting
rate exceeds the pump rate. The pumps are started when the ballasting rate drops during ballasting or
de-ballasting. It is likely that gravity ballasting will no longer be used after BWMS installation, which
means that the ballasting rate will drop. This may be a critical factor in completing the loading and
unloading of cargo in the desired port time.
Ships can be either high ballast dependent, such as bulkers and tankers, enabling them to perform
quick port turnaround times, or low ballast dependent, such as general cargo ships, cruise ships and
containerships, which more often use ballast water to adjust the trim or heel. The amount of ballast
water to be treated depends on the vessel size and type. Small passenger vessels contain a relatively
small amount of ballast water, while large tankers contain significant amounts, see Table 8.

Representative Representative
Vessel category Vessel type
Ballast Capacity (m3) Pump Rate (m3/h)

Bulk Carriers
Handy 18 000 1 300
Panamax 35 000 1 800
Capesize 65 000 3 000

High Ballast Tankers

dependent ships Handy 6 500 1 000
Handymax-Aframax 31 000 2 500
Suezmax 54 000 3 125
VLCC 90 000 5 000
ULCC 95 000 5 800

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 Containerships
Feeder 3 000 250
Feedermax 3 500 400
Handy 8 000 400
Subpanamax 14 000 500
Panamax 17 000 500
Low Ballast
Postpanamax 20 000 750
dependent ships
Other Vessels
Chemical Carriers 11 000 600
Passenger Ships 3 000 250
General Cargo 4 500 400
Ro/Ro 8 000 400
Combination Vessels 7 000 400
Table 8. Ballast water capacities and ballast water pump capacity (ABS)

6.2. Installation space and Hazardous areas

BWMS come in different configurations where most systems increase in size as the capacity increases.
The optimal place of the BWMS is close to the ballast pumps, where space is required for the BWMS
unit itself, additional piping and all the necessary by-passes and sampling connections.
Ballast piping requires special attention, as the pipes are normally the largest used in the engine room,
ranging from 250 to over 500 mm in diameter. Thus, routing new ballast water piping may be challenging
as there is typically limited space in the engine room.
The relevant rules and regulations need to be considered, especially for the placement of electrical
equipment in a hazardous space. If the electrical equipment is installed in an engine room, the
equipment does not require an EX rating. However, if the installation of electrical equipment is located
in a hazardous space, such as cargo pump room of a tanker, special requirements need to be met.

6.3. Costs
The capital expenditure (CAPEX) and operational expenditure (OPEX) play a significant role in
selecting the optimal BWMS solution. The costs for a retrofit project can be divided into four major parts:
1. BWMS equipment (CAPEX)
2. Design and Engineering
3. Installation
4. Operation (OPEX)
The CAPEX is easy to compare as it is directly quoted by suppliers and the costs are dependent on the
amount of ballast water treated. Please note that the prices may vary substantially depending on the
vendor, method and assembly of the system (e.g. one 1,500 m3/h unit or two 750 m3/h units). The cost
of the design also depends on the complexity of the installation. If there is not enough space for the
BWMS, the space has to be created, either by re-arranging existing systems and equipment, or by
changing the purpose of e.g. a tank to a machinery space.

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The OPEX for a BWMS is mainly constituted of three elements: electrical power consumption, chemical
consumption and maintenance costs. Also, the fuel consumption for an inert gas generation system
needs to be considered. Maintenance costs consists of lamps, filter elements etc. An originally cheap
system may turn out to be expensive to operate and vice versa. Further, costs for training the crew on
how to operate and maintain a BWMS properly need to be considered. The available service network
by the BWMS supplier needs to be considered as ballasting cannot be performed if the BWMS is
inoperable due to malfunction.
The installation costs are more difficult as they include changes to existing piping, equipment and
structures, BWMS equipment installation, pipe and cable connections, commissioning and survey by
approval authority. The installation cost depends partly on the location of the system. Installation on the
deck will likely require longer pipes and new structures, whereas installation in a machinery space may
be done without modifying structures. The more pipes and structures an installation requires, the
greater the installation price is.

6.4. Electrical and Control systems

A BWMS installation will affect the electrical system of a vessel where the changes need to be described
in detail as per Class requirements. If the chosen treatment technology consumes a lot of electrical
power, the ship’s own generators may not be capable of producing the required electrical power. An
upgrade would be extremely costly and increase exhaust emissions. This is especially crucial for a
vessel with large ballast water tanks and rather heavy water flows. For example, a UV system may
require between 150 to 300 kW to treat a 2000 m3/h capacity system. The electrical power single line
diagram needs to be updated according to the new consumers and their power requirement. Further,
cable sizes and new circuit breakers with overcurrent and short circuit protection need to be added.
The BWMS has to be integrated with the ship’s automation system for convenient operation. The
system may also have to be connected to other auxiliary systems, where the interfaces need to be
clearly specified. In case of BWMS malfunction, alarm signals to all control stations on board need be
submitted to alert the crew.

6.5. Stability and Structures

A BWMS installation may affect the stability of the ship and, therefore, the weight and centre of gravity
needs to be recorded. If the BWMS installation leads to a change in lightweight of greater than 2%, a
new trim and stability booklet is required and possibly an inclining test.
Further, if the BWMS installation changes the watertight integrity of the ship, a watertight integrity plan
and new damage stability calculations may be required. The BWMS installation may have implications
for the structure of the ship, and updates of structural drawings may be required if the static forces or
the moment exceed certain thresholds.

6.6. Fire safety

If the new BWMS is located in an existing machinery space, the fire safety arrangement will normally
not be influenced. However, if the installation requires changes to the ship arrangement, where the
BWMS is located in a new compartment, care needs to be taken to ensure that fire safety such as the
escape arrangement is considered.

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7. SUCCESSFUL RETROFIT PROJECT – FOUR PHASES

A BWMS installation on a newbuild is handled by the shipyard, where there are vast possibilities for
arranging the equipment on board. However, retrofitting a BWMS on an existing ship is more
complicated as treatment of ballast water was not considered when the ship was built. Modifications to
existing piping and equipment is, therefore, required.
It is of utmost importance to perform proper integration design and consequence analysis for possible
modifications to existing structures and equipment at an early stage of the retrofit project. The
verification of existing structures and measurements play a significant role. In a retrofit-project for older
vessels, updated as-built drawings and documentation may not be available and the space intended
for installing the new, sometimes bulky BWMS unit, will most probably be extremely crowded.
An accurate 3D model of a ship can easily be created by laser scanning the spaces and areas intended
for the new equipment. This forms an exact basis for reliable design and allows for a proper comparison
between the different solutions and their consequences.
Laser scanning of the concerned installation areas on board the ship should be scheduled. Laser
scanning will produce exact as-built bases for the required forthcoming designs and is important as
older vessels may deviate substantially from the as-built drawings due to upgrades of equipment over
the years. It is also useful for sister vessels that may look the same from the outside, but are seldom
exactly the same on the inside.
A 3D scanner works by measuring the distance between the scanner and objects. Multiple scanning
positions together are called a point cloud, which is a very descriptive term as there are literally millions
of points in the form of a cloud. The scanning of one position takes around one to two minutes and the
number of scanning positions on board is roughly between 100 and 200. Usually, the scanning for a
BWMS project takes around two working days on board and requires one week’s post-processing on a
computer. The resultant point cloud is used with 3D software to provide an initial idea as to whether the
intended BWMS system will fit on board.
In some cases, it is beneficial to carry out scanning already in phase 1, if the space available on board
is extremely critical. This minimizes the number of ship visits and ensures that the design work can be
carried out reliably at the office.
A ship-specific solution requires extensive cooperation between the ship owner, BWMS supplier, Class,
engineering company and shipyard. A BWM retrofit project goes through four phases to ensure that the
installation results in minimal costs and has a limited impact on the operation of the ship, namely:
 Phase 1, Feasibility design: selection of BWMS and location of equipment
 Phase 2, Basic design: integration design with ship’s systems and Class Approval
 Phase 3, Detail design: workshop drawings for pre-fabrication
 Phase 4, Installation: site management and minimized off-hire

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7.1. Phase 1; Feasibility study
The objective of the feasibility study is to shortlist BMWS technologies and suppliers suitable for the
vessel. The offers submitted by the suppliers need to be evaluated both technically and economically,
taking the ship’s assumed remaining life cycle into account. Proposed systems that are not suitable for
the ship and their present operational profile are ruled out. Based on the elimination and the
technical/economical comparison, a shortlist is proposed that forms the basis for further negotiations.
A feasibility study starts with a survey of the ship space, existing ballast water system and other ship
systems that will be impacted by the installation. The selection of the most suitable retrofit solution is
undoubtedly one of the most important decisions to make for the shipowner or operator in order to
ensure a successful retrofit. The task is challenging as every ship is unique. There are many
performance, technical, operational, and economic considerations when deciding which solution to
implement. It is advisable for shipowners and operators to team up with independent partners that have
thorough knowledge of ship design and equipment technology, as well as environmental legislation, to
assist them in implementing the best solution.
A certain degree of preliminary design is beneficial and often even necessary at this stage of the
process, in order to have all the decision support needed. An onboard survey should also be conducted
along with measurement verification, laser scanning, to secure the current arrangement. It should be
emphasized that a 3D design is not a means in itself. However, it is advantageous when preparing
detailed design, which forms the basis for manufacturing. 2D designs may be sufficient in less complex
cases where well prepared and up-to-date drawings are available.

Figure 6. Point cloud from laser scanning with new modelled equipment

7.2. Phase 2; Basic Design

Phase 2 includes basic design as well as the compiling of necessary information and schemes for
Classification Society approval. An electrical balance analysis, strength and possible flow analysis and
calculations, as well as various system integration principles such as automation are also part of this
phase. Meticulous design eliminates mistakes and surprises during the installation phase and allows a
high degree of prefabrication, which consequently saves costs.
The existing piping system will be modified when installing a BWMS, where the design needs to be
carried out according to the Convention and applicable rules. This will include an updated ballast system
P&ID with added BWMS equipment and connections for sampling. If the BWMS is connected to other
systems such as control air, cooling, bilge and fresh water system, also these need to be sent to Class.
The General Arrangement and Machinery Arrangement need to be updated to show the new BWMS
installation including the equipment and control system.
Prior to the installation phase, drawings, plans and manuals should be reviewed and approved by Class.
Only when approval has been obtained, may installation start. The amount of work depends on the
quality and quantity of available drawings and diagrams of existing systems, which are used as inputs
for phase 3, detail design.
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7.3. Phase 3; Detail Design
Phase 3 involves detail design, which include the preparation of isometric drawings of e.g. piping
systems, construction drawings for steel structures and foundations, as well as other integration
drawings. Drawings and documents for pre-fabrication and installation are created during the detail
design phase. Modelling is done with 3D software such as CADMATIC or similar. Annotated drawings
and pipe isometrics can be obtained from the 3D model.
Material lists and specifications are also developed during this phase, which form the basis for
components and material procurement. A clear and well prepared material list including the equipment,
pipes, valves, cables, structures etc. is important for a successful installation. The higher the degree of
accuracy in detailed design, the more components and modules can be prefabricated, which enables
faster installation on board.

7.4. Phase 4; Installation

In phase 4, the BWMS is installed according to the prepared plans and drawings. The installation of
equipment and related systems is usually carried out by a repair yard or dedicated contractor. To
minimize off-hire, the installation of new systems has to be planned properly and design has to be done
correctly the first time. The off-hire period will be extended if prefabrication is insufficient.
Ideally, retrofit work is conducted during scheduled service docking. However, this is not always
possible as the ship’s docking program may be in conflict with the legislative compliance schedule
described earlier. In such cases, installation when sailing may be an attractive solution. However, in
some cases, shipyard services and infrastructure are non-negotiable as some technologies require
extensive work during dry-docking, which is not possible during ship operation at sea.
The consequences of an installation at sea should be taken into account in the early design phase.
High demands are placed on planning transportation routes on board, the pre-fabrication of parts and
specification of components as well as the logistics related to the retrofit process. Hauling the system
components may be challenging and in extreme cases, some steel may need to be cut in order to get
all the components on board. A hauling plan will solve this problem, or at least identify possible
obstacles.

Figure 7. BWMS retrofit process

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8. NEXT STEPS

The uncertainties regarding the implementation dates for the convention have now been resolved and
shipowners should carefully examine their ship’s individual IOPP renewal date to ensure compliance
according to the deadline.
It is estimated that 35 000 ships globally will need to be retrofitted with a BWMS, which implies that 7
000 ships yearly during a five year period, or 19 ships daily would need to be retrofitted. Thus, there
may become a shortage in equipment supply, design and engineering capacity as well as installation
capacity. The shipowner needs to prepare for the possibility that some supplier’s order lists are full and
that they cannot deliver the equipment in time. It is, therefore, of great importance for ship owners and
operators to identify reliable partners and to ensure available capacity.
Due to the many stakeholders involved in a retrofit project: owner, BWMS supplier, Class, engineering
company and yard, sufficient time and good project planning are essential. As a rule of thumb, we
recommend that our customers reserve approximately nine months from start to end of a retrofit project.
The complexity of design defines the duration more accurately. The retrofit project period is divided into
the four phases described earlier:
Phase 1 – Feasibility study takes 3-4 months. This includes actual working time, but also waiting time
such as receiving data from different suppliers, ship visits and travelling. After selecting the BWMS
supplier, phase 2 can be started.
Phase 2 – Basic design takes 2-3 months and is highly dependent on the amount of drawings to be
updated and the response time from Class.
Phase 3 – Detail design takes 2-3 months. Some of the detail design can be started while basic design
is still ongoing.
Phase 4 – Installation takes 2-4 weeks. This depends on the complexity of the installation and location
of equipment. Some installations can be performed while the ship is sailing and other stages are
handled in the yard’s dry-dock.

Figure 8. Environmental retrofit services by Elomatic

In addition to serving shipowners and operators, Elomatic extends its retrofit-related services to BWMS
equipment suppliers, shipyards, installation contractors and other stakeholders in the maritime
community. The extent of services needed for the various retrofit phases may vary from stakeholder to
stakeholder. Regardless of the stakeholders involved, the four phases to a successful retrofit project
remain the same.

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9. REFERENCES

ABS, Ballast Water Treatment Advisory

DNVGL, Ballast Water Publications
Globallast, Publications
Lloyd’s Register, Ballast Water Publications
USCG, Ballast Publications
The Little blue book on Ballast water, Danish Shipping

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10. ELOMATIC IN BRIEF

Elomatic is a leading European consulting and engineering company. Our more than 850 professionals
work in machinery and equipment manufacturing, process, energy, offshore and marine industry
projects. We operate globally and have clients in over 80 countries.
Elomatic provides a wide range of services for shipowners. Our expert teams are capable of carrying
out any assignment related to basic or detailed engineering of any type of seagoing vessel. The
assignments may be specific one-off studies or comprehensive design and engineering projects and
may cover any phase of the vessel’s life cycle.

Mats Nyfors
M.Sc. (Tech)
Product Manager,
Ballast Water Management
Mobile +358 50 5332387
[email protected]

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11. APPENDIX 1
USCG Type
Approval EL/
Num ber Manufacturer Treatm ent system HC Filt Coag None O3 Cl C/B Res UV Deox P/V Cav US AO
Certificate EC
issued

1 Ahead Ocean Technology Ahead BWMS 1 1

2 Alfa Laval Tumba PureBallast 1.0 1 1 1

3 Alfa Laval Tumba PureBallast 2.0 1 1 1

4 Alfa Laval Tumba PureBallast 3.0 21.12.2017 1 1 1

5 Alfa Laval Tumba PureBallast 3.1 1 1

6 AQUA Eng. Co., Ltd. AquaStar T M 1 1 1

7 Baw at A/S Baw at BWMS 1

8 Bio-UV BIO-SEA 1 1

9 Calgon Carbon UV Technologies / Hyde Marine Hyde GUARDIAN Gold 1 1

10 Cathelco Ltd Evolution 1 1

11 COSCO(Weihai) Shipbuilding Marine Technology BOS BWMS 1 1 1

12 Coldharbour Marine Limited GLDT M BWTS 1 1 1

TM
13 Cyeco Environmental Technology (Shanghai ) Cyeco Ba l l a s t Wa ter Trea tment Sys tem 1 1

14 De Nora Water Technologies Balpure® PENDING 1 1

15 DESMI Ocean Guard A/S OxyCleanT M BWTS 1 1 1

16 DESMI Ocean Guard A/S RayCleanT M BWTS 1 1

17 Ecochlor Inc Ecochlor® BWTS 10.7.2017 1 1

18 Elite marine ballast w ater treatment Seascape-BWMS 1 1

19 Envirotech and Consultancy Pte Ltd BlueSeas BMWS and BlueWorld BWMS 1 1 1

20 ERMA FIRST ESK ENGINEERING SA ERMA FIRST FIT BWTS 18.10.2017 1 1 1

21 Evonik Industries AG AVITALIST M BWTS 1 1

22 Evoqua Water Technologies Seacure 1 1

23 GEA Westfalia Separator Group GmbH BallastMaster ultraV 250 1 1

24 Hanla IMS Co., Ltd EcoGuardian 1 1

25 Headw ay Technology Co Ltd OceanGuard 1 1 1 1

26 Hyundai Heavy Industries EcoBallast 1 1

HiBallast
27 Hyundai Heavy Industries 1 1

28 JFE Engineering Corporation JFE BallastAce® 1 1

29 Jiangsu Nanji Machinery NiBallast BWMS 1 1

30 Jiujiang Precision Measuring Technology OceanDoctor BWMS 1 1

31 Knutsen Ballast w ater AS KBAL 1 1

32 KURARAY Co., Ltd. MICROFADE 1 1

33 Mahle Industrie filtration GmbH Ocean Protection System (OPS) 1 1

34 MH Systems 1 1

35 Mitsui Engineering & Shipbuilding FineBallastMF 1

36 Mitsui Engineering & Shipbuilding Fineballast OZ 1 1 1

37 Miura Co.,Ltd Miura BWMS 1 1

38 MMC Green Technology AS MMC BWMS 1 1

39 KWANG SAN CO., Ltd. BioViolet™ 1 1

40 N.E.I. Treatment Systems, LLC VOS 1 1 1

41 NK Co. Ltd. NK-O3 Blueballast 1 1

42 Oceansaver AS MKII 18.10.2017 1 1 1

43 Optimarin AS OBS & OBS Ex 3.11.2017 1 1

TM
44 Pact Environmental Technology PACT marine BWMS 1 1

45 PANASIA CO., LTD GloEn-Patrol™ 1 1

46 RWO GmbH CleanBallast 1 1 1

47 Samkun Centry Co., Ltd ARA PLASMA BWTS 1 1

48 Samsung Heavy Industries Co., Ltd Purimar TM PENDING 1 1 1

49 Sembcorp Marine Integrated Yards Semb-Eco LUV 1 1

50 SunRui Marine Environment Engineering Co., Ltd BalClor 5.1.2018 1 1

51 TeamTec AS Avitalis T M BWTS 1 1

52 Techcross Inc. Electro-CleenT M System PENDING 1 1

53 Trojan Marinex Trojan Marinex BWT 1 1

54 Van Oord Ship Management BV Van Oord BWMS 1 1

55 Wärtsilä Water Systems Ltd Aquarius UV 1 1

56 Wärtsilä Water Systems Ltd Aquarius EC 1 1

57 Wuxi Brightsky BSKYTM BWMS 1 1 1

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