Question 1

Where is Irwin Group located?

Accepted Answer

Irwin Group is located in the region, Hong Kong.

Question 2

What products does Irwin Group manufacture?

Accepted Answer

Irwin Group is a maritime equipment manufacturer specializing in {'name': 'Ballast Water Treatment System', 'description': 'Ballast Water Treatment Systems (BWTS) Originally all ships would have had a BWTS installed on board by September 2022. But shipowners successfully obtained a delay for existing vessels and thus have more time to install treatment systems on board. Now operators/owners have to implement the facilities until the final deadline in September 2024. The new Ballast Water Management Convention has a massive impact on the shipping sector worldwide. The investment for one BWTS can be up to 2 Mill. €. There are a wide variety of treatment options for ballast water treatment systems: ELECTROLYSIS Electrolysis systems run all or part of the ballast water through electrolysis chambers which generate an active substance (a disinfectant) that breaks down the cell membranes of aquatic organisms. With inline electrolysis systems, the entire ballast stream is passed through electrolysis chambers. Side stream electrolysis systems may combine electrolysis with a filter, where a small portion of ballast water flow is led through the electrolysis chamber where disinfectants are generated and returned to the main ballast flow. UV UV systems generally utilize filters and ultraviolet light (UV). UV light kills or inactivates organisms by disrupting their DNA, leaving them unable to perform vital cellular functions. UV systems do not form any harmful by-products, and the process is principally independent of the temperature and salinity (however, the UV transmit¬tance is not). The process may have relatively high energy demand in such cases. The efficiency of systems using UV light depends on total suspended solids (TSS) and the opacity of the water. UV systems do not form any harmful by-products, and the process is principally independent of the temperature and salinity (however, the UV transmittance is not). The process may have relatively high energy demand in such cases. OZONATION Ozonation systems generate ozone (03) from ambient air. Ozone is injected into the incoming ballast water to oxidize and neutralize aquatic species. Ozone reacts with other chemicals that occur naturally in seawater to form hypobromous acid and hypobromide ion. These are effective disinfectants. Where ships take on fresh water as ballast (e.g. in ports located in lakes or rivers), brominated compounds are not formed and the ozone alone acts as disinfectant. Waters with high particulate and organic matter require higher doses of ozone to ensure sufficient disinfection. Salinity and temperature are not obvious factors affecting the efficiency of BWTS employing ozonation. CHEMICAL INJECTION Chemical injection systems are often used in combination with filtration. A chemical solution is injected into the ballast water to ensure disinfection. The disinfectant may be liquid or granular and is often similar to the disinfectant used in domestic water treatment plants. Chemicals may successfully treat ballast water under various conditions and are not affected by salinity of the ballast water. Some systems require neutralization prior to discharge. The chemicals must be stored on board in closed containers and are highly toxic. Hence, the use of chemicals requires implementation of strict safety provisions and crew training. Due to chemicals supply, chemical injection systems may have higher operational costs than other systems utilizing other technologies. Cavitation Ultrasonic energy is used to produce high-energy ultrasound to kill the cells of the organisms in ballast water. Such high pressure ballast water cavitation techniques are generally used in combination with other technologies. Ballast water treatment systems may combine cavitation with filtration, UV, ozone or deoxygenation. DEOXYGENATION Deoxygenation may be used in combination with other technologies such as cavitation or pasteurization. This treatment method involves stripping of oxygen from the ballast water to suffocate organisms. This is usually done by injecting nitrogen or another inert gas in to the ballast water. The low oxygen level then kills most of the oxygen-dependent organisms. It generally takes several days for the inert gas to fully deoxygenate the water. Hence, this method is usually not suitable for ships having short transit time. If a ship is already installed with an inert gas system, then a deoxygenation system will not require more space on board ships. The various BWTS technologies may face challenges in specific water conditions, and approval certificate guarantee treatment of all types of water in line with the D-2 standard: "Approval of a system, however, does not ensure that a given system will work on all vessels or in all situations". In case of doubt regarding treatment performance of the given water, or if the system fails during ballast intake, sequential water exchange with treatment when out of port may be an option. Sequential water exchange will work as a back-up plan. However, once the IMO Convention enters into force and D-2 compliance is compulsory, shipowners will need to notify the port state if they need to perform sequential exchange, and the port state will need to accept this as a solution.'}, {'name': 'Exhaust Gas Systems / Treatments', 'description': 'Exhaust Gas Systems / Treatments When internal combustion engines operate, substances such as sulfur oxides (SOx), nitrogen oxides (NOx), carbon monoxide (CO) and carbon dioxide (CO2), hydrocarbons, unburned carbon and fine dust are emitted. The fuel prices, which have risen steadily in recent years, have led to e.g. Container ships drive more slowly and thus consume considerably less fuel. Efforts are also being made to reduce the drive power through propulsion-improving measures. A low specific energy consumption also means lower CO2 emissions; in the case of drives with internal combustion engines, the CO2 emissions are roughly proportional to the fuel consumption by a factor of 3. NOx reduction: The NOx and sulfur dioxide emissions depend on the combustion process and the sulfur content in the fuel; they can be directly influenced by the type of fuel and by optimizing the combustion process. The NOx emission limit values are regulated in MARPOL Annex VI and designated as Tier I, Tier II and Tier III. The emission values for NOx are determined as a function of the maximum operating speed of the engine n (rpm). The Tier I and Tier II limit values are global, while the Tier III standards only apply in the ECA (Emission Control Area). The strict Tier III emission values cannot be achieved by optimizing the combustion process alone; further procedures for reducing NOx are required here. The NOx fractions in the exhaust gas from diesel engines are approximately 95% NO and 5% NO2. The aforementioned NOx values in the ECA can be achieved using the selective catalytic reaction method with a DeNOx catalyst (SCR catalyst = selective catalytic reaction). The nitrogen oxides react stoichiometrically with ammonia or urea as reducing agents to form nitrogen (N2) and water H2O). These substances are natural components of the atmosphere. In the SCR process, urea is first blown into the exhaust gas flow of the internal combustion engine and mixed with the exhaust gas flow. The exhaust gas flow then passes through the DeNOx reactor. This contains extruded ceramic blocks with a honeycomb structure as a catalyst. These ceramic blocks are coated with the actual catalyst made of vanadium pentoxide, titanium dioxide, aluminum oxide or others. The reaction takes place at temperatures between 280 and 600 ° C. SOx reduction: Despite optimized combustion processes in internal combustion engines, the actual emissions of sulfur oxide (SOx) are still very high, especially when operating heavy oil machines. The heavy oil that is frequently used has a sulfur content of around 2.5%. The exhaust gases from ship engines operated with heavy oil therefore contain a high proportion of SO2. According to MARPOL Annex VI, sulfur limits are therefore set in the fuel depending on the driving area. More and more ECA zones have set the maximum value, both in Europe and in many parts of Asia, to a limit of 0.1% sulfur in fuel. This can only be met by the so-called marine diesel (similar to car diesel). In order to comply with the requirements, ships can either bunker low-sulfur marine diesel or install systems to reduce smoldering emissions. A distinction is made here between wet and dry desulphurisation. The wet desulphurisation systems, known as scrubbers, work with milk of lime as the reaction agent. The exhaust gas flow from the machine is directed in countercurrent to the scrubbing liquid, which is finely distributed and injected into the washer. The chemical reaction, the mass transfer, takes place at the phase boundary of the small drops. This can be improved by installing it in the washer. In order to eliminate droplets entrained with the exhaust gas at the outlet of the scrubber from the further exhaust gas flow, there is usually a droplet separator at the head of the washer. The flow velocity of the exhaust gas in the scrubber is between 1 and 4 m/s. The residence time of the gas in the scrubber is between 10 and 30 s. A pressure loss of 100 to 200 Pa can be assumed for the equipment design of a scrubber without internals. Special scrubbers use seawater or fresh water with caustic soda to reduce sulfur oxides in the exhaust gas. The dry desulphurisation system binds the sulfur compound through chemical sorption on lime granulate (calcium carbonate (CaCO3) or calcium hydroxide (Ca (OH) 2)) with a large internal surface, which creates gypsum. See also Marine Scrubber Systems (https://www.trusteddocks.com/products/category/515-marine-scrubber-systems)'}, {'name': 'Hoses', 'description': 'Hoses A hose is a flexible tube made of rubber, flexible spiral or canvas through which liquids or gases are passed. In shipping, you usually transport oil, for bunkering, or water, e.g. fresh water through hoses.'}, {'name': 'Pipes', 'description': 'Pipes Pipes and pipelines are classified according to their nominal widths (inner diameter or inside diameter of the pipe) and their permissible operating pressures. The nominal width is specified in accordance with EN ISO 6708 using the designation DN (French: “diamètre nominal”) followed by a dimensionless number that roughly corresponds to the inner diameter in millimeters. It is a parameter for parts that belong together, such as pipes, flanges, valves and fittings.'}, {'name': 'Product Catergory (DEMO)', 'description': None} with 1 brand. View full product details on TrustedDocks.

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