15海事技术 • MARINE ENGINEERING & OFFSHORE TECHNOLOGY

有效的压载系统可以增加船队的荣誉、效率和使用寿命。

但是，随着国际海事组织（IMO）对压载水的规定变得

更加严格，相关立法就成了改变压载系统的主要促动因

素，并将对航运业产生巨大的影响。

国际海事组织的D-2压载水性能标准规定，进行压载水管理的船

只排放必须符合：

■ 低于10个活菌/每立方米

■ 低于10个活菌/毫升（<50微米）

■ 有毒霍乱弧菌低于1 cfu/100毫升

■ 大肠杆菌低于250 cfu/100毫升

■ 肠道肠球菌低于100 cfu/100毫升

满足压载水排放规定的技术

《海事技术》对压载水管理的最新立法和技术进行了调查

Technology to meet ballast water regulations

专题报道：水处理SPECIAL REPORT: Water Treatment

到目前为止，30个成员国已经通过了国际海事组织的D-2压载水性能标准So far 30 member states have already ratified the International Maritime Organisation’s D-2 Ballast Water Performance Standard

Marine Engineering & Offshore Technology examines the latest legislation and technologies for ballast water management

Effective ballast systems can add kudos, efficiency and longevity to your shipping fleet. But as the International Maritime Organisation (IMO) tightens its grip on water

regulations, the main reason to change your systems is legislation. This legislation has a huge impact on your business.

The International Maritime Organisation’s D-2 Ballast Water Performance Standard stipulates that ships conducting ballast water management must discharge:

■ < 10 Viable Organisms per m3 ■ < 10 Viable Organisms per ml < 50μm■ Toxicogenic Vibrio cholerae < 1 cfu per 100 ml■ Escherichia Coli < 250 cfu/100 ml■ Intestinal Enterococci < 100 cfu/100 mlThe convention was set to enter into force 12 months after at

least 30 states, representing at least 35% of the world shipping’s gross tonnage, have ratified the convention. As of Jan 15 2012

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专题报道：水处理SPECIAL REPORT: Water Treatment

此公约将至少在获得30个国家（代表全世界船运总吨位的35%以

上）批准12个月之后开始生效。截止2012年1月15日，此公约得到了

33个国家的批准，达到全世界船运总吨位的近26.46%，这些国家分

别是阿尔巴尼亚、安提瓜和巴布达、巴巴多斯、巴西、加拿大、库

克群岛、克罗地亚、埃及、法国、伊朗、肯尼亚、基里巴斯、黎巴

嫩、马来西亚、马尔代夫、马歇尔群岛、墨西哥、蒙古、黑山共和

国、荷兰、尼日利亚、挪威、帕劳群岛、韩国、圣基茨和尼维斯、

塞拉利昂、南非、西班牙、瑞典、阿拉伯叙利亚共和国、特立尼达

和多巴哥、图瓦卢。

验船机构劳氏船级社的Caption Graham Greensmith解释

说：“到了公约开始实施的那天，所有船舶都必须满足公约要

求。”从根本上说，这意味着船舶必须具备一个经过批准的压载水

管理计划，并依据条例B_3管理压舱物（如更换压舱物），或者根据

需要，按照条例B-3对压舱物进行处理。此外，所有400gt及以上吨

位船舶需要进行详细检查，并颁发国际压载水管理证书。400gt以下

和从事国内贸易的船舶将遵守相应的国家法规。

旧船只的时间节点实施的第一个关键时间节点在2009年，在此期间或之后制造的

压载水容量小于5000立方米的船舶需要安装压载水处理系统，以满

西门子SiCURE系统在船上生成电解消毒剂The Siemens SiCURE system generates disinfectant on board electrolytically

一个具有盘式过滤和紫外处理能力的Hyde GUARDIAN系统(250立方米/小时)A 250 m3/hr Hyde GUARDIAN system includes disk filtration and UV treatment

there are 33 ratifications of the conventions, representing almost 26.46% of the world shipping’s gross tonnage. These are Albania, Antigua and Barbuda, Barbados, Brazil, Canada, Cook Islands, Croatia, Egypt, France, Iran, Kenya, Kirbati, Lebanon, Malaysia, Maldives, Marshall Islands, Mexico, Mongolia, Montenegro, Netherlands, Nigeria, Norway, Palau, Republic of Korea, Saint Kitts and Nevis, Sierra Leone, South Africa, Spain, Sweden, Syrian Arab Republic, Trinidad and Tobago, and Tuvalu.

“On the day of entry into force all ships to which the Convention applies will have to comply with the requirements of the Convention,” said Caption Graham Greensmith of classification group Lloyd’s Register. This basically means ships will be required to have onboard an approved ballast water management plan and manage their ballast in accordance with regulation B_3 i.e. exchange ballast or if required by regulation B-3 treat ballast. In addition all ships of 400gt and above will need to be surveyed and issued with an International Ballast Water Management Certificate. Ships below 400gt and those on national trading will be subject to any national regulations.

Clock ticking for older ships The first key milestone for implementation was in 2009,

when ships under construction during or after that date having less than 5,000 m3 ballast water capacity were required to have ballast water treatment installed to meet the D-2 Standard in the Convention. As the Convention is not yet in force internationally, a date for all standards to be met by older ships has not yet been sent. But we know it will be soon.

Companies offering the treatment process must have the process Type Approved by a Flag State, which will likely choose a recognised organisation, such as a classification society, to verify and quality assure the tests and resulting data. Ballast water treatment systems, which use or create chemicals or active substances in the treatment process, must first apply to IMO for Basic and Final approval to demonstrate safety to the environment and vessel crew, in accordance with G9 guidelines. It can take up to two years from first submitting an application for Basic Approval for an active substance to completion of testing and achieving Type Approval under the G8 guidelines.

Ballast water treatment technologiesThe technologies used for treating ballast water are generally

derived from municipal and other industrial applications. However, their use is constrained by key factors such as space, purchase cost, operating expense and efficacy (with respect to the IMO discharged ballast water standards). There are two generic types of process technology used in ballast water treatment. The first: Solid-liquid separation is simply the separation of suspended solid material, including the larger suspended micro-organisms, from the ballast water. The second: disinfection removes and/or

专题报道：水处理SPECIAL REPORT: Water Treatment

足公约中的D-2标准。由于公约尚未在国际上生效，旧船需符合所有

标准的日期尚未公布，但我们相信很快会到来。

提供处理技术的公司必须获得船旗国对处理工艺的型式批准，

船旗国可能会选择一个公认的组织，如船级社，来进行验证测试并

确保测试及数据质量。在处理工艺中使用/产生化学物质或活性物质

的压载水处理系统必须依据G9指南，首先向IMO提交申请，获得基本

批准和最终批准，以证实对环境和船员都非常安全。根据G8指南，

从初次提交活性物质基本批准申请到测试完成和获得型式批准可长

达两年。

压载水处理技术压载水处理使用的技术一般来自市政和其他工业应用。但是，

它们的使用受到一些关键因素的限制，如需符合IMO排放压载水标

准的空间、采购成本、运作开支和功效。压载水处理使用的工艺技

术一般有两种类型。第一种是固液分离技术，直接将悬浮固体物质

（包括较大的悬浮微生物）从压载水中分离；第二种是通过化学灭

活进行消毒和/或微生物灭活，通过紫外消毒进行物理灭活、空化

或窒息。

一旦经过批准，所有船舶必须携带一个压载水记录本，并且要

执行给定标准的压载水管理程序。公约各方可以选择采取附加措

施，只需符合公约标准和IMO指南即可。

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inactivates microorganisms through Chemical inactivation, Physical inactivation by UV disinfection, cavitation, or asphyxiation.

Once approved, all ships must carry a Ballast Water Record Book and will be required to carry out ballast water management procedures to a given standard. Parties to the Convention are given the option to take additional measures which are subject to criteria set out in the Convention and to IMO guidelines.

Among the IMO Type Approved technologies are the Pure Ballast System, OptiMartin’s Ballast System and Ocean Saver’s BWMS (Norway), SEDNA’s system which uses Peraclean Ocean (Germany), Electro-Cleen system, the GloEn-Patrol BWMS and the NK-03 Ozone BlueBallast System (Korea), Hitachi’s ClearBallast BWMS and JFE’s BallastAce BWMS (Japan), the BalClor BWMS (China), Resource Ballast Technologies System (South Africa), NEI’s Treatment System VOS-2500-101 (Marshall Islands) and Hyde’s GUARDIAN BWMS (UK).

Chinese BWT market ramping upChinese shipbuilders have begun to order and install ballast

water treatment systems in anticipation of the coming International Regulations. One company, US based Hyde Marine, Inc, has received

1� MARINE ENGINEERING & OFFSHORE TECHNOLOGY • 海事技术

专题报道：水处理SPECIAL REPORT: Water Treatment

获得IMO型式批准的技术包括：Pure压载系统、OptiMartin公

司的压载系统和Ocean Saver公司的压载水管理系统（BWMS）（挪

威）、采用Peraclean Ocean的SEDNA公司的系统（德国）、Electro-

Cleen系统、GloEn-Patrol BWMS和NK-03 Ozone BlueBallast系统

（韩国）、日立公司的ClearBallast BWMS和JFE公司的BallastAce

BWMS（日本）、BalClor BWMS（中国）、Resource压载技术系统（

南非）、NEI公司的VOS-2500-101处理系统（马绍尔群岛）和Hyde公

司的GUARDIAN BWMS（英国）。

中国的压舱水处理（BWT）市场逐渐升温为了迎接即将到来的国际法规，中国的造船厂已开始订购和安

装压载水处理系统。美国的Hyde Marine公司已收到了来自中国造船

厂的共计37套Hyde Guardian压载水处理系统的订单。这些系统的处

理能力为每艘船100立方米/小时到3000立方米/小时不等。

Hyde Marine公司的大客户经理Jim Mackey介绍说：“2009年

6月，就在获得劳氏船级社和MCA（英国船旗国主管部门当局）的型

式批准之时，Hyde公司收到了中国造船厂的第一份订单。”这份订

单来自重庆东风造船厂，是368 TEU集装箱船使用的230立方米/小

时压载水系统，这艘船为美国Tropical Shipping公司制造，已于

2011年初在加勒比海投入使用。

Hyde Guardian自2003年以来得到了各种船舶应用的验证，是

安全、无化学剂的压载水处理系统。Guardian使用一个高效耐用的

自动反洗式堆积盘过滤器，用以清除来自海水中的沉积物和较大的

有机体。过滤后的水用中等压力紫外灯进行处理以灭活剩余的有机

体。该工艺可稳定、可靠的运行，可应付很差的水质条件。

双用途系统西门子公司的SiCURE BWMS是使用活性物质的处理技术的一个例

子，目前正在接受型式批准。SiCURE含一个带管状电解槽的海洋防

污系统，这些电解槽同西门子船载Chloropac系统使用的电解槽相

同。电解槽的目的是为了防止钙质沉淀物（钙、镁等）沉积于阴极

表面，从而避免了在常规设备中使用冲洗化学剂。SiCURE系统有着

卓越的节能性能，处理1000立方米压载水只使用约75kWh电能。

SiCURE系统具备一个独有的特殊功能，可防止船舶冷却水路产

生生物淤积，从而实现双重保护目的。这样可降低对船舶操作员的

操作和维护要求。关于各种挑战，西门子公司称：“为尽量减少所

需的消毒剂剂量，需找到一种可靠的过滤器，可在世界各地的水质

SiCURE系统还可用于防止船舶冷却水路产生生物淤积The SiCURE system can be used also be used to protect ship's cooling water circuits from biofouling

orders for 37 shipsets of Hyde Guardian ballast water treatment systems for delivery to Chinese yards. These projects range in treatment capacity ranging from 100 m3/hr to 3,000 m3/hr per ship.

“Hyde received our first order from a Chinese shipbuilder in June 2009, immediately upon receiving Type Approval for the Hyde Guardian from Lloyds Register and MCA (UK Flag Administration),” commented Jim Mackey, Key Account Manager for Hyde Marine. That order, from Chongqing Dongfeng Shipyard, was a 230 m3/hr ballast system on a 368 TEU containership being built for US owner, Tropical Shipping, which has been in service in the Caribbean since early 2011.

The Hyde Guardian is a safe, non-chemical ballast water treatment system that has been proven in vessel operations since 2003. The Guardian uses an efficient and robust automatic backwashing, stacked-disk filter to remove sediment and larger organisms from the seawater as it is brought onboard. The filtered water is then treated using medium pressure UV lamps to inactivate the remaining organisms. This process provides consistent, reliable operation − even in challenging water conditions.

A dual purpose systemAn example of a treatment technology using active substances is

Siemens’ SiCURE BWMS, which is currently undergoing Type Approval. The SiCURE contains a marine anti-fouling system with tubular electrolytic cells identical to those used in thousands of Chloropac shipboard applications. They are designed to prevent calcareous deposits (calcium and magnesium) from forming on the surface of the cathode, which necessitates the use of flushing chemicals in conventional equipment and are very energy efficient. The system only uses about 75 kWh to treat 1000 m3of ballast water.

A special feature that only the SiCURE system offers is the dual-purpose use of the equipment as it can protect ship's cooling water circuits from biofouling. This reduces operating and maintenance requirements for the ship operator. In terms of challenges, says Siemens: “To minimise the required dose of disinfectant a reliable filter had to be found that works reliably under all water conditions around the world and fully recovers during backwashing. The filter chosen requires minimal maintenance which is one of the most important requirements of the shipping industry.”

Electrolytic disinfectionSevern Trent De Nora says that its Balpure system meets

IMO’s specifications ten-fold. The electrolytic disinfection ballast solution uses a slip stream approach, whereby 1% of the total ballast water flow is used to generate the hypochlorite disinfection solution. The system can be remotely mounted away from ballast lines and operates autonomously throughout the ballasting/deballasting cycle. It utilises a proven electrolytic treatment process to generate a disinfectant solution, in situ and on demand, using only electricity and seawater. A residual

专题报道：水处理SPECIAL REPORT: Water Treatment

超过190万只SEC全自动扭锁在投入使用超过340艘集装箱船装备SEC全自动扭锁

disinfectant remains in the vessel’s ballast water tanks during the voyage, eliminating the potential for regrowth of organisms during transit. All active compounds generated in the electrolytic disinfection process are safely neutralised before deballasting.

The benefits include low capital cost: you’ll only need to cover the cost for electricity to generate the active ingredients during the ballasting process, and the deballasting process uses less than 2 kW. It’s simple to install and operate. The system takes up little space and its sub-assembly design easily adapts to existing space configurations without requiring movement of existing mechanical equipment. It’s great for operators as the fully automated process needs minimal routine maintenance required and does not require hazardous chemical handling or storage since disinfectant is generated in situ and on-demand. Finally, the Balpure system is a long-lasting solution. It has rigorously tested over more than eight years and received third-party assurance that it is non-corrosive and will not impact the life expectancy of ballast tank coatings, pipe work and associated valves, valve actuators and other ballast tank fittings and instrumentation

So you can see that meeting the IMO standards need not be a scary, complex process. Defying them is a different matter. n

条件下可靠运行，并且在回洗后完全恢复性能。所选过滤器应基本

无需维修，这是航运业最重要的要求之一。”

电解消毒Severn Trent De Nora公司认为自己的Balpure系统性能10倍于

IMO性能标准。其电解消毒压载方案采用了滑流法，用压载水总流量

的1%制备次氯酸盐消毒液。系统可远离压载吃水线安装，可在整个

压载/卸压载周期内自动运行。它采用成熟的电解处理工艺在现场按

需生成消毒液，只需要电和海水。航行过程中，在船舶的压载水舱

中保留有一定的消毒剂，以防止航行过程中有机物的再生。卸压载

前，所有在电解消毒过程中产生的活性化合物均被安全中和。

其优点是资本成本较低--只需支付电力成本以便在压载过程中生

成活性成分，而卸压载过程中使用的电能低于2kW；易于安装和操作；

系统占用空间少，其子装配设计很容易适应现有的空间配置，无需移

动现有机械设备；全自动化流程只需极少日常维护，而且因为消毒

剂在现场按需生成，无需进行有害化学品处理和存储，非常方便操作

员；最后，Balpure系统是一项长期性解决方案，过去八年里已通过了

严格测试并获得第三方认证：无腐蚀且不影响压载舱涂料、管道工程

和辅助阀、阀门驱动装置和其他压载舱配件和仪器仪表的使用寿命。

如上所述，符合IMO标准并不需要复杂得让人担忧的流程，但无

视这些标准可就是另一回事了。