List of Important and Not-So-Famous Tanks on a Ship

Fuel oil, diesel oil, and lubricating oil tanks are the names of tanks everyone is aware of. But there are several tanks apart from them which also play an important part in the overall working of the ship. Moreover, there are also tanks of which many people are not aware of. In this article we will have a look at some important and some not-so-famous tanks present on the ship.

Hydraulic Oil Tanks

Hydraulic oil tanks for valves

Separate tanks are used to store oil which is used for different valves on the ship. Valves such as ballast valves, fuel valves etc. are remotely operated by hydraulic oil.

Hydraulic oil tanks for Winches

Tanks for hydraulic oil are located outside the engine room to store winches oil.

Hydraulic oil tanks for Steering gear

Steering gear hydraulic oil tank is normally located in the steering room and is used as a storage tank to receive bulk oil.

Water tanks

Fresh water tanks

Fresh water tanks present onboard may be two or more in numbers, depending upon the size of vessel. They are used to store sanitary water for accommodation, engine room and deck use.

Drinking water tank

A separate drinking water tank may be present to store drinkable water received from shore or to store water produced by fresh water generator (F.W.G).

Distilled Feed water tank

A ship’s boiler needs distilled water to produce steam, and therefore water from fresh water generator (F.W.G) is stored in distilled water tank.

Boiler feed water tank

The boiler feed water system consist of a separate tank which receives water from distilled water tank.

Cascade tank

Cascade tank, also known as hot well, is a part of boiler feed water system. Water is pumped into the cascade tank from the feed water tank. The boiler water is treated in the cascade tank and the return from the steam heating system is also connected to the hot well.

Ballast water tanks

Ballast water tanks are present all over the ship for ballasting and de-ballasting purpose for stabilizing the ship and for acquiring correct draught for port and canal crossing etc. Double bottom tanks are generally located outside the engine room.

Stern tube cooling water tank

This tank is located around the stern tube of the propeller and acts as a cooling media for the same. It can be used as a fresh water water tank of the ship.

Slop tanks

Slop tank in tanker

Slop tanks are present onboard tanker to store oily water mixture from cargo tank washing. The number of slop tanks depends on the Dead weight Tonnage (DWT) of the vessel.

Sludge tank

Located in engine room, this tank is used to store sludge produced after treating fuel or lube oil through purifiers.

Bilge tank

The water and oil leakage in the engine room is collected in bilge wells and this oily water mixture is then transferred to primary bilge tank or bilge holding tank, where the mixture is settled down and then is transferred to secondary bilge tank.

The oily water separator is supplied through secondary or separated bilge tank and a shore connection is also connected to this tank to dispose off all the collected bilge to shore.

Scavenge drain tank

The sludge produced by the main engine in the scavenge area is collected in the small capacity scavenge drain tank.

Oily Water Separator (O.W.S) Sludge tank

When oily water separator operates, it separates oil from water and that oil is collected and discharged into a separate tank known as O.W.S sludge tank.

Other Not-So-Famous yet Important Tanks

Drain tank

The drain tank is located in the engine room. All drip trays and other drains are connected to this tank.

Leak off tank

This is a small tank separately fitted in the main engine and all auxiliary engines to detect any fuel leakage. The tank consists of an orifice and a float. If the leak is very small, it will pass through the orifice; but if leakage increases, the oil will not be able to pass through the orifice and tank level would increase, rising the float and thus giving an alarm.

Stuffing Box Tank

The main engine stuffing box scraps the impure lubricating oil, which is collected in a separate tank known as stuffing box tank.

Stern tube gravity tank

The stern tube system oil is circulated in the system by means of two tanks, lower gravity and upper gravity tanks.

Waste oil tank

The waste oil tank is a separate tank used to collect waste and impure oil produced onboard ship.

Soot collecting tank

When the economiser tube washing is done, the soot water is collected in a soot collecting tank.

Sewage holding tank

The sewage produced from the onboard crew is collected in a common tank known as sewage collecting tank. The sewage plant takes intake from the sewage holding tank.

Expansion tanks

The jacket water system of main engine, auxiliary engine and some times main air compressor are provided with individual expansion to provide provision to compensate change in volume and maintaining positive pressure.

Jacket water drain tank

When any maintenance is to be done on the main engine, the jacket water is drained and collected into the jacket water drain tank.

Rocker arm tank

Many diesel generators are provided with separate rocker arm lubricating oil tank to avoid contamination.

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Fresh water Generator on Ships_2

Plate Type Fresh Water Generator

Working principle of plate type fresh water generator is same as that of submerged tube type. Only difference is the type of heat exchangers used. Here plate type heat exchangers are used for condenser and evaporator unit. Heat from the diesel engine cooling water is used to evaporate a small fraction of the seawater feed in the plate type freshwater generator or evaporator. Unevaporated water is discharged as brine (by combined air /brine ejector). The evaporated water passes through the demister to the plate type vapour condenser. Here, after condensation it is discharged to fresh water storage tank by fresh water distillate pump. During entire operation the feed rate to the evaporator is fixed by the orifice plate at the feed inlet to evaporator. A typical plate type freshwater generator line diagram is shown below.

In the event of salinity of fresh water exceeding a predetermined value (maximum usually 10 ppm) the solenoid controlled dump valve diverts the flow back to the shell. This prevent contamination of the made water. Excess salinity could be used by many factors include leakage of seawater at condenser or priming of evaporator or malfunctioning of demister, or many other reasons.

What cannot be condensed at the condenser are called ‘incondensable gases’ like air and these gases are continuously ejected out by air/brine ejector. This way the shell of fresh water generator is maintained at high vacuum, a must requirement to boil water at low temperatures.

Materials of Construction for Fresh Water Generator

The shell is usually fabricated steel (or non-ferrous metal like cupro-nickels) which has been shot blasted then coated with some form of protective. One type of coating is sheet rubber which is rolled and bonded to the plate then hardened afterwards by heat treatment. The important points about protective coatings are:

They must be inert and prevent corrosion. They must resist the effect of acid cleaning and water treatment chemicals They must have a good bond with the metal

Heat exchangers use aluminium brass tubes and muntz netal tube plate in the case of tube type fresh water generator. For plate type, titanium plates are used for condenser and evaporator. Demister is made of layered knitted wire of monel metal.

Operation

Extreme care must be taken during the operation of fresh water generator onboard ships. Operate all the valves gradually. Sudden opening and closing of valves may result in thermal shock to the main engine. Also make sure that distillate pump never runs dry.

Fresh water Generator Starting Procedure  Make sure seawater ejector pump suction, discharge and overboard valves are open. Start the ejector pump. Seawater pressure at the air ejector must be 3 bar or more. Wait for vacuum to build up inside fresh water generator shell. (About 92 % vacuum). Open the feed water valve to feed seawater to the evaporator. Adjust the feed water pressure. Normally marking is provided on the pressure gauge for desired feed water pressure. Open main engine jacket cooling water inlet and outlet to the evaporator gradually. Open the air vent clock at the top of the evaporator to make sure the evaporator is filled with jacket cooling water. Air must be purged out if any. Switch on the salinity alarm panel for measuring purity of the freshwater produced. There will be a sight glass provided at the suction line for the distillate pump. Make sure condensed water is coming to the suction line. Now start the distillate pump and open discharge valve to lead generated water to specified storage tanks. Do checks While Running Fresh water Generator Through the sight glass provided in the evaporator shell, observe flashing of water. Also check for the brine level inside. It should not be too high or too low. Shell temperature must be around 50 deg cel. Make sure shell vacuum is more than 90% from the vacuum gauge. Check seawater inlet and outlet temperature to the condenser. Ensure seawater pressure at air ejector inlet more than 3 bars. Check for distillate pump pressure and water flow meter. Check salinity of fresh water produced. Check level and flow of dosing chemical. Check ampere of ejector pump and distillate pump motor. Regulating the Capacity of Fresh water Generator

Capacity of a fresh water generator means the quantity of fresh water produced by it per day. The capacity of fresh water generator can be varied by reducing or increasing the amount of jacket cooling water to the evaporator. The quantity of jacket cooling water to the evaporator can be adjusted by adjusting the bypass valve provided. When the temperature of jacket cooling water is comparatively low, the quantity to the evaporator to be increased a bit. At the same time cooling seawater pressure to the condenser also to be regulated accordingly.

During very low seawater temperatures, evaporation temperature can falls to a lower value. In that case, adjust vacuum adjusting valve to control vacuum inside the shell. Cooling seawater quantity to the condenser also can be reduced to increase the evaporator temperature. During high seawater temperatures, evaporation temperature can go up. In that case, increase the quantity of seawater to the condenser for reducing evaporation temperature.

Too high evaporation temperature causes scale formation in the heat exchanger. On the other hand, too low evaporation temperature results in seawater carry over which increases salinity of fresh water produced.

The distillate pump discharge to be throttled so that pump should not run dry. The rate of distillate pump discharge and rate fresh water produced in the condenser should match. When distillate pump is not able to extract the freshwater at the rate of production, level of freshwater increases in the condenser and effective cooling area of the condenser reduces. This finally results in reduced evaporation quantity.

Fresh water Generator Stopping Procedure

When ship approaches port, shallow water, etc. it is desirable to stop the fresh water generator. This is because the seawater may contain harmful bacteria which can enter the freshwater produced. Operation of freshwater should be carried out in consultation with bridge watch keeper. Following procedure may be adopted for stopping fresh water generator.

Slowly open bypass valve for main engine jacket cooling water. Ensure that main engine jacket cooling water temperature is within normal limits. Close jacket cooling water inlet and outlet valves for the freshwater generator respectively. Close the feed water chemical dosing valve. Stop the distillate pump and shut discharge valve. Switch off salinity meter. Close filling valve to freshwater tanks. Wait for evaporator shell temperature to drop below 50 deg cel. Close the feed water valve to evaporator. Stop ejector pump. Shut fresh water generator overboard valve. Open the vacuum breaker valve to make shell side pressure equal to atmospheric pressure. Open the drain valve of the evaporator to drain all the seawater from the fresh water generator. Precautions for Operation of Fresh water Generator Seawater pressure at the inlet of air ejector must be 3 bar or more. The pressure at ejector outlet should not exceed 0.8 bar. Never start fresh water generator distillate pump in dry condition. Operate jacket cooling water valves to the fresh water generator gradually to avoid thermal shock to the main engine. Feed water to be supplied for a few minutes to cool down the evaporator before stopping. Never open the drain valve of evaporator before opening vacuum breaker. Otherwise atmospheric pressure causes seawater inside to hit the deflector.

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Fresh water Generator on Ships

Fresh water production from sea water for domestic and auxiliary purposes is an essential requirement aboard ships. A considerable amount of fresh water is consumed in a ship. The crew consumes an average 100 liter/head/day. In a steam ship (a ship whose main propulsion unit is steam turbine or a ship which is a large tanker having steam turbine driven cargo oil pumps) the consumption for the boiler can be as high as 30 tonnes/day.

Sufficient potable water may be taken on in port to meet crew and passenger requirement. But the quality of this water will be too poor for use in water tube boilers and for filling expansion tanks. It is common practice to take on only a minimum supply of potable water and make up the rest by distillation of sea water. The stowage space that would have been used for fresh water can hence be utilized for fuel or extra space made available for cargo when fresh water generator is installed on a ship. It is statutory requirement to have a distillation plant for emergency use if otherwise ship has carried sufficient potable water. The equipment used on board for the production of freshwater from seawater is known as fresh water generator.

Various types of fresh water generators used on board ships are mainly:

Submerged tube type fresh water generator Plate type fresh water generator, and Reverse osmosis plant

What ever type of plant is used, essential requirement of any fresh water generator is that it should produce fresh water as economically as possible.

Submerged Tube Type Fresh Water Generator

The shell and tube freshwater generator consist of heat exchanger, separator shell and condenser. In addition to this water ejector, ejector pump, distillate pump, salinity indicator, demister or mesh separator, solenoid valve and water flow meter are also fitted as accessories.

Fresh Water Generator Working Principle

Basic principle of all low pressure freshwater generator is that, boiling point of water can be reduced by reducing the pressure of the atmosphere surrounding it. By maintaining a low pressure, water can be boiled at low temperatures say 50 degree Celsius. The source of heat for the fresh water generator could be waste heat rejected by main engine jacket cooling water.

Hence using energy from a heating coil, and by reducing pressure in the evaporator shell, boiling can takes place at about 40 to 60 degree Celsius. This type of single effect plant is designed to give better economy than obsolete Boiling Evaporators.

The submerged tube type fresh water generator explained below uses the heat from main engine jacket cooling water to produce drinkable water by evaporating seawater due to the high vacuum, which enables the feed water to evaporate at a comparative low temperature. Steam can also be used as a heat source instead of main engine jacket cooling water.

This type of fresh water generator is based on two sets of shell and tube heat exchangers, one acting as evaporator or heater and other as condenser.

The combined air/brine ejector creates evaporator chamber vacuum condition by driving sea water pass through air/brine ejector, and sea water supplied by the ejector pump to be delivered to ejector for taking out the brine (concentrated seawater) and air. A simple fresh water generator diagram is shown below.

While entering to the evaporator chamber temperature of feed water will be around 50 degree Celsius. Feed water supply rate to the evaporator is fixed by an orifice fitted at the feed inlet. Because of the vacuum condition inside evaporator feed water evaporates at this temperature. The water spray and droplets are partly removed from the vapour by the deflector mounted on top of the evaporator and partly by a build in demister. The separated water droplets fall back into the brine, which is extracted by the water ejector.

The desalted vapour, which passes through the demister, will come in contact with the condenser, where it will be condensed by means of incoming cold seawater.

The distilled water is then taken out by integral freshwater pump (distillate pump) and controlled by salinometer and solenoid valve. If the salt content of produced water is high, solenoid valve diverts the freshwater to the shell side of freshwater generator, and issues an alarm signal. In order to get better suction head, distillate pump is placed at the lowest possible location in the fresh water generator plant. This is because the fresh water generator shell is at a lower pressure. Distillate pump get maximum net positive suction head with the height of liquid column in the suction line.

Thermometers are installed for control of seawater to the condenser and jacket cooling water to the evaporator. These thermometers permit control of both heating and cooling of these units. The salinometer or salinity indicator is connected to remote alarm so that very high salinity is immediately registered at the engine control room of the ship.

A detailed line diagram of a tube type fresh water generator on board ship is shown below. Click on the diagram to enlarge.

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How to Choose the Best Boiler Feed Water Treatment Technologies for Your Plant

When it comes to choosing technology for boiler feed water treatment, knowing the feed water source quality in relation to the water quality required for your specific boiler is essential, as inadequate water treatment can lead to the scaling, corrosion, and fouling of the boiler and downstream equipment. We’ve mentioned this before in some of our previous boiler feed water treatment articles, but this bears repeating as some of these issues, if neglected, can be pretty serious.

Although the water quality and makeup quantity is a complex calculation that needs to be analyzed by a boiler feed water treatment expert, there are some common characteristics for boilers and their recommended feed water treatments that can indicate different technologies that might be useful in your system.

Here’s how to be sure you choose the best boiler feed water treatment technologies for your plant:

Know the quality of water feeding your boiler

Since water absorbs more heat than any other inorganic substance, it is often used to create energy. However, when water is being used in a boiler to create a large amount energy in the form of steam, any impurities in the water can be a detriment to the boiler itself and equipment down the line. For this reason, it’s essential to know the impurities present in the water and treat them accordingly.

Boiler feed water is a combination of the boiler makeup water (what is required to replace any lost water in the boiler due to evaporation or water loss in blowdown and processing steam) and condensate return water (the distilled water created when the boiler is producing steam that condensates on the internal areas of the boiler):

Boiler makeup water

Depending on how often your boiler is blown down (rid of any impurities that occur as a result of the steam-making process) or how much water is lost to evaporation and steam generation, the quantity of makeup water needed to replenish this loss might fluctuate.

Pretreatment of makeup water is important, though, especially in the case of higher-pressure boilers that require extremely pure water.

Choosing your boiler makeup water source critical in determining the treatment options that will go into the makeup of your system. These sources might include city water, city-treated effluent, in-plant wastewater recycle (cooling tower blowdown recycle), well water, or any other surface water source.

Some common impurities include:

Iron Copper Silica Calcium Magnesium Aluminum Hardness Dissolved gasses Total dissolved solids Suspended solids and organic material

The presence of these contaminants can cause a scale to form inside the boiler pipes and parts. This is a hard deposit that can decrease the efficiency of the boiler, promote local overheating, and be extremely damaging to the system. Others promote corrosion, fouling, and loss of steam purity and need to be removed to maintain the integrity of the system.

Some common treatments to remove these types of contaminants include:

Coagulation/chemical precipitation filtration and ultrafiltration deaeration/degasification ion exchange/softening membrane processes such as reverse osmosis and nanofiltration

So, again, depending on the impurities present in your water, any combination of these treatments might best suit your facility and makeup your treatment system.

Condensate return water

When steam is produced inside the boiler, the water particles collect and condense, then are recycled and used as part of the boiler feed water again. Technically, the condensate that the steam-making process produces is distilled, pure water, but dissolved gases such as oxygen and carbon dioxide are sometimes present. The chemical reactions due to the presence of these dissolved gases can cause severe corrosion on boiler pipes and parts.

The gases are typically removed with deminerization, advanced deaeration devices, or chemical scavengers, so if you have these present, chances are your boiler feed water system will incorporate some form of these technologies.

Know the quality of water needed for your boiler

The quality of feed water needed for your individual boiler depends on many factors, but the primary element to consider is the pressure at which you need to run your boiler in relation to the amount of water you need to process per day and how fast (this is your required peak gallons per minute, or GPM). For certain pressures, there is a maximum level of contaminants to you can feed into the boiler, and as you increase the pressure in your boiler, it becomes more critical for thorough water treatment that yields higher quality water.

Low-pressure boilers (600 PSI and lower) and water with a low amount of total dissolved solids. Typically the technology used for lower-pressure boilers includes simple filtration to make sure no dirt gets into the boiler and a water softener to take out the hardness. As the water chemistry might dictate, or as the pressure increases, you might use a water softener in addition to a dealkalizer for a lower alkalinity feed. High-pressure boilers (600 PSI and higher). Treating your feed water for a higher-pressure boiler usually requires some type of demineralization, ion exchange, or electrodeionization (EDI) polishing. Resin-based sandwich or mixed-bed polishing devices can also be used, and these technologies can be permanent (regenerable in place) or portable (requiring an exchange service from an outside provider). Reverse Osmosis is a very popular technology for power plants when used in combination with a polishing technology. They are typically used on high-pressure boilers in power plants or refineries where extremely high purity water is desired.

Also note that boiler/turbine manufacturers each have their own requirements for water quality, so be sure to check with your manufacturer what their recommendations are.

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2 Important Drains in the Ship’s Engine Room

There are several drains provided in the ship’s engine room in order to prevent water clogging and damage to any machinery. Though all these are equally important, there are few that require regular attention.

Two most important drains in engine room are:

The Air bottle moisture drains and Water Drains from fuel oil settling and service tanks

Most of you would know this for sure, but the fact remains that several mishaps happen due to improper handling and infrequent draining of these tanks. Mentioned below are two instances which explain the importance of these drains in ship’s operations.

Lesson 1

On one of our previous ships, we had an anchorage of 24 days and in this period everyone in the engine room forgot to drain the water from Fuel Oil settling and service tanks in the ship’s engine room.

We then suddenly received orders to move the ship. After a few hours, the engine slowed down and an overload alarm appeared on the engine control room panel.

We immediately tried to find out the reasons for the overload alarm and realized that the viscometer was showing “high viscosity” level. After some brain-storming, it was decided to check the service tank drains.

The junior engineer, who was assigned the task of checking the drains, came back saying that oil and not water was coming from the drains. However, when asked to drain more, a large amount of water discharge was found.

Luckily the generators were on Diesel oil (D.O) which helped prevent the blackout on the ship. Moreover, we had two settling tanks, so removal of water was much faster, but we missed the convoy at Suez as the engine RPM did not increase until “good quality” oil came in the line and the viscosity reached near normal.

Lessons Learnt:

We should have drained the tanks every day until we saw (Collecting the drain in suitable container- half cut soft drink can) no water coming. In our case, the drain pipe end was ending too deep in the funnel so the contents could not actually be seen. It is thus extremely important that what is coming out of the drain is clearly seen.

In dry dock, while cleaning Fuel Oil service tanks, a senior engineer must carefully check the drain from both inside and outside. The steam heating coils must also be pressure tested at this occasion.

Lesson 2

Air bottles are important for supplying air to the marine engine air starting system and for other important purposes. On a new ship, it was found that we were draining water not from the Air bottle bottom drain but from a drain on the filling line.

Below the filling line drain, a funnel was installed which was quite familiar to the air bottle drain funnel. The motorman was so sure about the drain that no senior officer bothered to cross check. Then, one day we got a doubt about the quantity of water draining from the funnel, which was of course not of the quality we expected.

Upon opening the air bottle manhole door it was found that the water was filled up to quite a high level and luckily it did not find its way into the main engine, else there could have been a massive damage to the engine or even injury due to water hammer. The Air bottle was then cleaned and the defect was rectified.

Lessons Learnt

Nowadays, it is often seen that the tracing of pipelines in ship engine room is not done properly, mainly because of shortage of crew members and fast turnarounds. Efforts should thus be made to trace the pipelines once in a while.

While opening air to main engine, moisture must be drained from the bottom most point of the line. Air driers and control air line filters must also be regularly checked.

These days quarantine inspection has also become important. The cold room holding provisions thus must be kept clean. Meat room and fish room drains should be checked (put a handful of salt in them), along with the unit cooler pan heater and drain.

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Procedure for Starting and Stopping of Sewage Treatment Plant on a Ship

Any machine on the ship requires a proper procedure to be followed for starting and stopping it. Failure to follow this step-by-step procedure will lead to either failure in starting or stopping the machine or lead to some fault.  

Sewage treatment plant is one such equipment on the ship which requires a step-by-step procedure to be followed for starting and stopping it. In this article we will go through the procedure of starting and stopping a sewage treatment plant.

Starting of a Sewage Plant

Sewage plant is generally running all the time during sailing, but it might need to be started when the ship is installed with a new sewage treat plant which needs to be stopped at regular interval of time for improving its performance and maintenance procedures. Below are the points that need to be followed for starting a sewage treatment plant.

1. Make sure if any maintenance is carried out on the sewage treatment system, all the openings have been closed properly before starting.

2. The sewage plant is be filled with fresh water inside the chamber.

3. At this stage, there are no aerobic bacteria inside the chamber, but the sewage has started coming to the plant. Thus, in order to increase efficiency and starting rate of the plant bio pac is added to the plant by flushing the amount specified in the manual.  This bio pac is mixed with warm water which helps in growth of these bacteria and also efficient functioning of the plant.

4. If the bio pac is not added, the plant might take up to 5 to 7 days to be completely functional. However, with the bio pac it becomes functional within 24 hours.

5. Start the air compressor or open the air valve as per the design of the plant. The pressure is maintained as per the manual. Generally 0.3-0.4 bars.

6. Open the sewage overboard valve and close holding tank valve when the ship is out of restricted waters.

7. The plant is continuously monitored and checked for the flow through the transparent plastic tubes.

8. The sample is taken for checking for suspended solids and chlorine content.

Stopping of the plant

Stopping of the sewage treatment plant is generally done either before entering the dry dock or in case some maintenance has to be carried out inside the treatment plant.

1. For stopping the system, close the inlet valve to the sewage plant and close the overboard valve and let the sewage go overboard.

2. Empty all the three chambers of the plant i.e. aeration, settling and chlorination chambers. If the chambers are not emptied, it will lead to growth of anaerobic bacteria which forms the toxic H2S gas.

3. If entry has to be made inside the tank, the later should be checked for hydrogen sulphide gas H2S with the help of dragor tube by taking a continuous sample from the plant. Entry is made with the help of mask and rubber gloves should be put on.

4. In case the ship is going to dry dock the overboard should be connected to shore reception facilities.

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Maintenance and Checks for Sewage Treatment Plant on Ship

An efficient running of a sewage treatment plant on a ship requires periodic maintenance and daily checks of the system. Failure to do so can lead to an output that cannot be discharged into the sea, blockage of pipelines, and even failure of some parts.

There are several factors that results in smooth working of a sewage treatment plant on a ship and this article enumerates all the maintenance and checks for that smooth running.

Routine Checks

1. During daily rounds the pressure of the system should be checked and should be within the limits.

2. The air lift return should be checked to make sure the system is working properly. This is usually checked by the flow through the clear plastic pipe present on the installation. A clear sludge can be seen flowing through the tubes back to the aeration chamber.

3. Over a period of time, the sludge content in the aeration tank due to the recycling of the sludge from settling tank and fresh sewage increases. This sludge content or suspended solid particle is measured in mg/liter. The method of checking it is to take sample in a conical flask provided by the manufacturer and filling it up to 1000ml mark. The sample is then allowed to be settled and reading of sludge content is checked.

 

The sludge content should not be above the 200 mark, but if it is above the 200 mark, the tank has to be emptied for increasing the performance. In some ships this is checked by filtering the sample through a pre-weighed pad which is dried and re-weighed. This also depends from manufacturer to manufacturer, but is done every week.

4. Also the bio-pac is added every week to the plant to increase efficiency. The bio-pac contains aerobic bacteria which get activated when mixed with hot water.

5. The chlorination of the sample should be between 1-5 ppm and accordingly the dosing has to be increased or decreased.

6. The level of biological oxygen demand (BOD) is also checked and it should not be above 50 mg/liter. The sample is checked by incubating the sample at 20 degrees and well oxygenating the same. The amount of oxygen absorbed over a period of five days is measured. This is done to check the oxygen required for full breakdown of sewage after it has been treated by aerobic bacteria.

7. The internal coating of the sewage treatment plant should be checked for cracking and blistering. If any kind of damage is found then we first need to empty the tanks and then necessary repairs to be performed. Special precautions should be taken before entering the tank as it may contain toxic gases that cause suffocation. The gases should be checked by dragor tube, a special tube in which samples of various gases are taken before entering.

When it is made sure of the absence of toxic gases, entry is made with the mask and gloves. After completion of work the area has to be disinfected. Later, hands should be properly scrubbed and overalls be thoroughly washed.

8. If the sewage treatment plant is fitted with UV disinfectant system instead of the chlorination system, the UV lamp has to be changed as recommended by the manufacturer.

9. High and low level limit switches should be checked for auto cut-in and cut-out of the discharge to over-board pump.

10. Make sure the stand-by sewage discharge pump is put on auto during the working of the sewage treatment plant.

Maintenance

In case of a blockage of the sewage line there is a connection for back flushing which uses sea water. This is to be used to unclog the sewage pipelines; however, it is to note that all valves are closed and only the necessary valves are open, for it might back flush from WC of the cabins.

Generally, stewards are instructed for using chemicals provided by various manufacturers such as Drew Marine and Unitor during washing so that no blockages of lines are caused. However, there shouldn’t be any overuse of these chemical as it would lead to killing of aerobic bacteria which will decrease the efficiency of the plant and other problems.  The amount of chemicals is to be as per manufacturer recommendation.

Reference: From marine auxiliary machinery by Mc George

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4 Important Terms Related to Sewage Treatment Plant on Ships

Sewage on board ships needs to be treated before it is discharged to the sea. Sewage treatment plant is used to treat the sewage and make it less harmful for the sea.

Marine engineers must know the operation of the sewage plant before using the same in order to comply with the rules and regulations of discarding sewage.

While operating the sewage plant, engineer must know:

However, apart from the above mentioned aspects, marine engineers should also know four important terms while dealing with sewage treatment plants on ships. They are:

Biochemical Oxygen Demand (BOD) Coliform Count Recommended levels of pumping out solids Bio-chemical digestion of sewage

1. Biochemical Oxygen Demand

Biochemical oxygen demand is a test to identify biological decomposable substances and to test the strength of the sewage. BOD depends on the activity of bacteria in the sewage. These bacteria feed on and consume organic matter in the presence of oxygen.

 

BOD can also be defined as the amount of oxygen required by the micro-organisms in the stabilization of organic matter. The results are generally expressed as the amount of oxygen taken by one litre sample (diluted with aerated water) when incubated at 20 degree for five days.

BOD of raw sewage is 300-600 mg/litre. IMO recommends BOD of less than 50 mg/litre after treatment through sewage treatment plant.

 

2. Coliform Count

Coliform is a type of organism which is present in human intestine and is recognized as indicator organisms of sewage pollution. Presence of these organisms in water is an indication of pathogen (pathogen count), which are diseases causing bacteria responsible for cholera, dysentery, typhoid etc.

The number of coliform organisms present in sewage on ship is very large, with each person contributing around 125 billion in winters and 400 billion in summer.

IMO recommends faecal coliform count of less than 250 faecal/100 ml. of affluent after treatment.

 

3. Recommended levels of pumping out solids

Dissolved solids – Solids which are dissolved in the solution

Suspended solids – Solids physically suspended in sewage that can be removed by laboratory filtration and are relatively high in organic matter.

Settle able solids – Suspended solids that will subside in quiescent liquid in a reasonable period of time (usually around an hour)

Suspended level of raw sewage – Around 300-400 mg/litre; IMO recommends 50 mg/ litre after treatment.

Residual disinfectant – After treatment residual disinfectant should be as low as possible. IMO recommends use of ultra violet exposure for chlorination method.

 

4. Biochemical digestion of sewage:

Anaerobic process

Anaerobic bacteria can only multiply in the absence of free oxygen as they utilize chemically bound oxygen to survive. Anaerobic bacteria break down the organic matter into water, carbon dioxide, methane, hydrogen sulphide and ammonia. This process is called putrefaction.

The products thus produced out of this process are noxious and toxic. The effluent is of poor quality and by-products are highly corrosive.

Aerobic process

Aerobic bacteria require free oxygen to survive. They break down the organic matter to produce safe products such as water, carbon dioxide, inert residue, and energy to synthesize new bacteria.

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How To Classify Oil Tanks?

Oil tanks are ideal containers used to store crude oil or other kind of oil, they are widely used in refinery, oil field, oil tank farm, or other industrial production. Oil tanks play a very important role in the process of oil and gas storage and transportation. What’s more, oil tanks come in various of sizes and types according to different classification standards so that there are some differences in their installation to some extent.

Divided by structure of oil tanks

According to the structure, oil tanks can be divided into crude oil tanks, fuel tanks, lubricating oil tanks, edible oil tanks, etc. According to the characteristics of the stored oil, they can be divided into heavy oil tank and light oil tank. According to the depth of burying, they can be divided into aboveground oil tanks, underground oil tanks, and semi underground oil tanks.

Divided by the material of oil tanks

According to the material, oil tanks can be mainly divided into steel oil tanks, concrete oil tanks, and plastic oil tanks.

steel oil tanks concrete oil tanks plastic oil tanks

Steel oil tanks can be divided into vertical oil tank (including fixed roof tank and floating roof tank), spherical oil tanksand horizontal oil tank (cylinder tank).

Vertical fixed roof oil tanks, which are composed of fixed tank roof and vertical cylindrical tank wall, are mainly used for storage of non volatile oil, such as diesel oil and the similar oil. The most commonly used volume of fixed roof oil tanks right from 1,000m³ to 10,000m³. Floating roof oil tanks, which are composed of a floating roof that floats on the oil surface and a vertical cylindrical tank wall, are suitable to store volatile oil, like gasoline and the similar medium, and the volume of floating roof oil tanks are generally larger. The floating roof of oil tanks can increase or decrease following with the increase and decrease of the stored oil production in the oil tanks, a ring seal is installed between the outer edge of floating roof and tank wall. What’s more, the medium in the oil tanks is always covered by the internal floating roof directly, in order to reduce the evaporation of medium.

Steel oil tanks Vertical cylinder fixed roof oil tanks

The capacity of this kind of oil tanks is generally less than 10,000m³, the tank wall adopts sleeve connection method (fillet weld). Jacking method is the most used erection method for vertical cylinder fixed roof oil tanks, that is erecting the tank start from the tank top and install the tank wall from top to bottom layer by layer, with the help of jacking system to raise the tank. Compared with the traditional method, which is erecting the tank start from the tank bottom shell, then erecting the tank wall from top to bottom layer by layer, jacking method is safer as it reduces the risk of aerial work.

Vertical cylinder floating roof steel oil tanks

Floating roof steel oil tanks are equipped with double floating deck roofs or singe deck floating roof which can float up and down, the double deck floating roof can reduce the heat radiation effect, therefore, the oil evaporation loss is small. But when the capacity is larger (more than 10,000 m³), it is generally preferred a single deck floating roof in order to reduce the cost. This kind of oil tanks should be paid more attention on choosing of reasonable sealing device, which required excellent sealing performance, convenient installation and maintenance.

Vertical cylinder internal floating roof steel oil tanks

This kind of oil tanks consist of both doom roof and internal floating roof, internal floating roof can float up and down upon the liquid level. In addition to the characteristics of external floating roof tank, internal floating roof tank can also ensure the cleanliness of the stored oil.

Spherical steel oil tanks

This kind of oil tanks can withstand the working pressure ranging from 0.45MPa to 3MPa, the capacity is generally between 50m³ and 2,000m³.Spherical steel oil tanks are generally used to store liquid petroleum gas.

Horizontal steel oil tanks

The capacity of horizontal steel oil tanks is generally less than 50m³, it can store gasoline and volatile oil products.

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Sewage Treatment Plant on a Ship Explained

Discarding sewage produced onboard on a ship is one of the few tasks on a ship which should be taken utmost care of if one wants to same him and his shipping company from heavy fine. The sewage generated on the ship cannot be stored on the ship for a very long time and it for this reason it has to be discharged into the sea.

Though sewage can be discharged into the sea, we cannot discharge it directly overboard as there are some regulations regarding discharging of sewage that needs to be followed. Sewage on sea is generally the waste produced from toilets, urinals and WC scuppers. The rules say that the sewage can be discharged into the sea water only after it is treated and the distance of the ship is 4 nautical miles from the nearest land.

But if the sewage is not treated this can be discharged 12 nautical miles away from the nearest land. Also the discharged sewage should not produce any visible floating solids nor should it cause any discoloration of surrounding water.

Generally, ships prefer treating sewage before discharging to save themselves from any type of embarrassment. There are different methods of treating sewage available in the market, but the most common of them is the biological type for it occupies less space for holding tank, unlike those of the other methods. Moreover, the discharge generated from this plant is eco friendly. It is to not that each sewage treatment system installed onboard has to be certified by classification society and should perform as per their requirement and regulations. 

Working of a Biological Sewage Plant

The basic principle of the working of a biological treatment plant is decomposition of the raw sewage. This process is done by aerating the sewage chamber with fresh air. The aerobic bacteria survive on this fresh air and decompose the raw sewage which can be disposed off in the sea. Air is a very important criterion in the functioning of the biological sewage plant because if air is not present, it will lead to growth of anaerobic bacteria, which produces toxic gases that are hazardous to health.Also, after decomposition of the sewage with anaerobic bacteria, a dark black liquid causes discoloration of water which is not accepted for discharging. Thus in a biological sewage treatment plant the main aim is to maintain the flow of fresh air.

Division of Processes

The biological sewage plant is divides into three chambers:- 

Aeration chamber

This chamber is fed with raw sewage which has been grinded to form small particles. The advantage of breaking sewage in small particles is that it increases the area and high number of bacteria can attack simultaneously to decompose the sewage. The sewage is decomposed into carbon dioxide, water and inorganic sewage. The air is forced through diffuser into the air chamber. The pressure of air flow also plays an important role in decomposition of the sewage. If pressure is kept high then the mixture of air and sewage will not take place properly and it will escape without doing any work required for decomposition. It is for this reason; controlled pressure is important inside the sewage treatment plant as this will help in proper mixing and decomposition by the agitation caused by air bubbles. Generally the pressure is kept around 0.3-0.4 bars. 

Settling tank

The mixture of liquid and sludge is passed to settling tank from the aeration chamber. In the settling tank the sludge settles at the bottom and clear liquid on the top. The sludge present at the bottom is not allowed to be kept inside the settling tank as this will lead to growth of anaerobic bacteria and foul gases will be produced.The sludge formed is recycled with the incoming sludge where it will mixes with the later and assist in the breakdown of sewage. 

Chlorination and Collection

In this chamber the clear liquid produced from the settling tank is over flown and the liquid is disinfected with the help of chlorine. This is done because of the presence of the e-coli bacteria present in the liquid. To reduce these bacteria to acceptable level chlorination is done. Moreover, to reduce the e-coli, the treated liquid is kept for a period of at least 60 minutes. In some plants disinfection is also done with the help of ultra violet radiation. The collected liquid is discharged to overboard or settling tank depending on the geological position of the ship. If the ship is in restricted or near coastline then the sewage will be discharged into the holding tank; otherwise, the sewage is discharged directly into the sea when high level is reached and is disposed automatically until low level switch activates.

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40% Cruise Ships Use Outdated Sewage Treatment Plants

ACO Marine Managing Director Mark Beavis “The FOE report paints a contrasting picture to the environmentally conscientious one offered by the cruise lines themselves”

ACO Marine has welcomed the findings reported in the Friends of the Earth 2016 Cruise Ship Report Card, the annual survey of cruise shipping’s impact on the environment, which highlights a growing need for the sector to update its sewage treatment technology. The annual FOE survey, published in June, documented the environmental footprint of 17 cruise lines and 171 cruise ships, finding that a significant proportion of vessels continue to operate out-dated sewage treatment plant.The FOE found that 40% of cruiseships continue to use 35-year-old technology, calling for an urgent upgrade to systems capable of preventing environmental damage from the discharge of poorly treated black, grey and galley waste water streams.“The FOE report paints a contrasting picture to the environmentally conscientious one offered by the cruise lines themselves,” said Mark Beavis, Managing Director of ACO Marine. “That 40% of cruiseships are still using wastewater treatment technology developed in the 1980s suggests that some of these cruiseships are unable to meet current regulatory requirements. Certainly some of these vessels will be incapable of meeting the more stringent requirements set out in MEPC.227 (64), which limits the amount of phosphorous and nitrogen discharged in treated effluent.”Beavis added: “With an increasing trend for expedition-type cruising in ecologically sensitive areas, it is paramount to environmental conservation that the cruise sector adopts wastewater technology capable of helping to prevent the nitrification of our seas.”While Friends of the Earth continues to push the U.S. Environmental Protection Agency to update its sewage treatment standards under the Clean Water Act, the environmental campaigner noted that an average cruiseship with 3,000 passengers and crew produces about 21,000 gallons of sewage and about 150,000 gallons of grey water each day.Marcie Keever, oceans and vessels program director for Friends of the Earth, stated in a June press release: “With the Northwest Passage now open in the summer due to climate change, the cruise industry’s expanding itineraries will bring increasingly damaging pollution to even more sensitive areas like the Arctic. It’s way past time to set a higher bar for this industry.”Of the 17 cruise lines FOE assessed for the 2016 report, seven were ‘A’ graded according to four environmental criteria: sewage treatment plant, air pollution reduction, water quality compliance and transparency. Seven were given grades ranging from C- to F.

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Riding waves of changes on Yangtze

The Yangtze river that Nie Bo sails on today is by no means the same river he saw years ago.

“I’ve watched the river 320 days a year for 28 years. Her changes are beyond my imagination,” Nie said, steering a cargo vessel through a busy waterway full of giant ships.

The Yangtze, China’s longest river, is at the center of an economic belt entrusted to offset China’s economic downturn. It is now a cargo artery linking the wealthy coast and the vast inland, but a decade ago the seasoned captain says plying the river had been a dangerous venture.

“When we neared Chongqing (a metropolis in upper reach of Yangtze), I would press my ear on the deck to hear the riverbed pebbles rubbing the ship’s bottom,” Nie said.

That was around 2000, when the river had much fewer ships than today. Back then, its upper reach was off-limits to big vessels for being too narrow and shallow, while its many winding and turbulent stretches were called “ghost gates” that are life-threatening for smaller boats, according to Nie.

In 2003, the Three Gorges Dam, located on the upper middle-reaches of the Yangtze, opened its ship lock, ushering in the era of colossal ships. The dam greatly improved the navigation on the river by lifting water levels on the upper reach and releasing storage of rainy-season flood waters to supply the middle-lower reaches during the dry season.

“I used to steer small ships several hundred tons at most, now I wouldn’t even call a 3,000-ton ship a big ship,” Nie said.

The growing ship size is also a result of greater demands for river transportation after China made the Yangtze River economic belt a national strategy in 2014 to boost concerted development in riverside provinces and municipalities.

“There are many more ships on the river thanks to the economic belt. My ships now carry everything from fertilizers and ores to manufactured goods,” Nie said. Orders from transportation companies continue flying in, securing for him a monthly income of 13,000 yuan (2,300 U.S. dollars).

According to the dam’s administration, as many as 150 cargo ships, carrying 300,000 tonnes of goods, passed through the ship lock every day in 2015, more than eight times of that in 2003. In more recent years, the dam saw building materials and goods of high added value, including cars, make up a larger proportion of the cargo.

CHANGING SCENERY

Booming river transportation also brought rapid changes for regions on the riverside. “There used to be few bridges on the river, I could easily recite their names. Now the city of Wuhan alone has more bridges on the Yangtze than the river’s total in the past,” Nie said.

He Jiayong, a longtime cruise liner captain, also noted better riverside scenery thanks to fast urbanization.

“The riverside cities used to be dark at night and villages had many mud-brick houses. Now the cities are all ablaze with light, and the village huts are all made of bricks,” said He, also a deputy general manager of a cruise liner company based in Wuhan, central Hubei Province.

Also gone is the common sight of trash floating on the river, as China improves its water pollution monitoring. All cruise ships under He’s management have been ordered to install sewage treatment facilities and can no longer discharge waste into the river, as they did before.

His customers are changing too. Before the turn of the century, there were mostly Western faces on Yangtze cruise liners, as such trips were unfamiliar and over-priced for domestic vocation goers.

“Now Chinese tourists have turned the table and make up 70 percent of all passengers on Yangtze cruise liners,” He said.

That also explains why the sinking of the Eastern Star cruise ship, which left 422 dead last year, dealt a hefty blow to his company by driving away many domestic guests. The industry is in recovery, though, and He has confidence on the river and China’s tourism. “The water will not stop flowing.”

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Using Tankers for Municipal Waste Water Disposal

 

Can municipal sewage be transported to irrigate the desert?

Management Professor C. K. Prahalad authored a treatise in which he explored new business opportunities that result from the convergence of technologies, a concept based on lateral thinking and one where it is possible to envisage tankers being used to deliver municipal waste to new forms of desert agriculture.

The combination of the carrying capacity of large tanker ships, the location of deserts and the location of cities dumping raw sewage into rivers and the ocean, as well the evolving need to transport water internationally, presents a possible new business opportunity based on simultaneously solving several problems.

Dumping Raw Sewage

Last December environmentalists in Montreal, Canada expressed outrage as a result of the need to dump several million liters of raw sewage into the St. Lawrence River. A similar uproar occurred in Cape Town, South Africa as a result of 50 million liters per day of sewage being released into the ocean. On the west coast of the Americas, cities such as Victoria, Canada and Santiago, Chile dump raw sewage into the ocean. At all such locations, evidence of the sewage can be seen in the form of slicks on the seawater and the hue of waves.

At the present day, a tanker ship carries potable water from Southern France to Israel. In some arid regions, water can actually sell at a higher price than the equivalent volume of combustible liquid fuel. Such a scenario enhances the viability of pipelines, tanker railway trains and tanker ships carrying potable water. Except that, in some nations like Canada, environmentalists and people who adhere to a strong nationalist sentiment vehemently oppose the export of water – even while some of their cities dump raw sewage into the waterways.

Proximity of Deserts

A look at an atlas that shows climatic regions of the world also reveals that many cities that dump sewage into the ocean are located in the same general regions as deserts that extend to the coast. Part of the Namib and Kalahari Deserts extend to the coast to the north of Cape Town. The Atacama Desert stretches along South America’s Pacific Coast in close proximity to Lima, Peru, and Santiago, Chile. California’s drought-stricken agricultural region is located close to the coast and several major coastal cities from Vancouver to San Diego.

Deserts extend to the coast in Australia, the Arabian Peninsula and Northern Africa, with several ports located on the edge of deserts internationally. Oil pipelines cross over the Arabian Desert, suggesting scope to adapt the pipeline technology to carry water from a coastal location to inland desert locations.

At locations where large tanker ships are too deep to berth at a port, an offshore terminal could facilitate the unloading of sewage from ship to pipeline. The size of modern tanker ships would allow them to moor at a port for several days, filling to 85 percent of their volume.

Desert Agriculture

Several innovations have recently occurred in India with regard to desert agriculture and using underground disposal of raw sewage as a means of sustaining the growth of food bearing plants.

Minimal annual rainfall in an arid region prompted a community leader to introduce innovative water collection techniques along with underground storage and distribution of water. The region grows crops that require minimal water and exports produce to other large cities. In another region, water collection, storage and distribution into homes flushes sewage into underground tanks that feed and sustain plants that bear tropical fruit.

In several regions, China uses sewage from cities to sustain agricultural production of food crops. Israel has been a pioneer in desert agriculture as well as underground water storage and distribution to plants.

A range of proven technologies can carry sewage from coastal cities to ports at the edge of deserts. From there, pipelines could carry the sewage inland to be distributed through underground pipes to supply commercial crops. Supersize tanker ships and possibly oceanic tanker trains can carry massive volumes of sewage at low cost from cities to desert ports.

Climate, Energy and Rainfall

A variety of geographic and weather factors result in different climatic regions occurring in close proximity to each other. Very recently, the installation of offshore and coastal wind turbines along the west coast of the U.K. resulted in the production of coastal fog, the result of the wind turbines actually cooling the airstream moving inland off the Irish Sea. That precedent can be applied at many locations internationally where humid winds blow off the sea and up a coastal mountain, where wind turbines could cool the incoming airstream to produce fog at high elevations and possibly increase rainfall.

The future development of technology capable of initiating and sustaining offshore waterspouts could also increase the volume of moisture that winds carry to high elevations along coastal mountains. Communities in some regions have installed fog fences in coastal mountains to harvest water directly from incoming fog and mist.

Large cities located near coastal mountains could benefit from the additional rainfall as their future population expands. They would produce greater future volumes of raw sewage that tanker ships would carry to coastal desert regions where agriculture has been developed, perhaps to grow some of the food that the cities would consume.

The tanker ship segment of the maritime industry could come to play a significant role in the combination of future sewage disposal and future food production. Many proven technologies and ideas can connect municipal sewage disposal to desert agriculture. While the short-term cost to initiate such activity may be high, the long-term cost may be sufficiently competitive to entice private sector interests to investigate future long-term business prospects collecting sewage from cities to sustain agricultural production at a desert location

The Original Posted by By Harry Valentine/The maritime Executive

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sewage treatment plant : Will cruises hit Luggage Point blockage?

Brisbane’s largest sewage plant with 12 waste storage ponds is only 200 metres away from where the city’s proposed $100 million new cruise ship terminal would be built at Luggage Point by 2019.

Fairfax Media went to Luggage Point to investigate the site after learning Queensland Urban Utilities and the Port of Brisbane have begun talks on ways to reduce odours from the waste plant.

Today it is a veritable abandoned sandy wasteland 30 minutes from the CBD and looks like the perfect place to dump a body. What it will look like in 2019 is open for debate.

Two of the world’s leading cruise ship companies; Royal Caribbean and Carnival Cruises lines have joined a market-led pitch with the Port of Brisbane to build a new cruise ship terminal at Luggage Point.

That would allow Brisbane to take advantage of mega-cruise ships and burgeoning cruise ship tourism in Australia. The trio are now vying to win the support of the state government.

But any international tourist who arrived yesterday would be shocked at how run down the Luggage Point area of Brisbane appears.

Luckily, if it gets government support, the proponents have until 2019 to build it, seriously improve the below-par roads and get rid of abandoned car bodies, blocks of concrete, derelict houses and add some lights and direction signs.

The first view some international guests would get of a typical “tin and timber” Queensland would be a selection of derelict timber treasures from Atlas House removals.

Sydney Harbour it isn’t. Darling Harbour neither.

However contrary to first impressions, Luggage Point doesn’t smell badly.

The area smells like a hardware shop that sells fertiliser. That is not surprising given it is close to BP Bulwer Island oil plant and across the Brisbane River from the city’s main cargo handling centre. And it’s not overpowering.

The area’s local councillor is David MacLachlan. Cr McLachlan says he has had no complaints about smells from the Queensland Urban Utilities Luggage Point plant 100 metres away.

“This site is removed from residential areas and no complaints have been made to office about odours at this site,” Cr McLachlan said.

“Any odour concerns would need to be addressed by the Port of Brisbane and the State Government, who are delivering this project.”

They would have to deal with this issue when there are 4000 passenger arriving per mega-liner.

The Port of Brisbane says it is talking to Queensland Urban Utilities about the perception problem, but did not explain how they would counter the problem.

“Luggage Point is the only viable location that is supported by the cruise operators and meets the specific technical requirements to accommodate vessels of more than 270m,” a spokesman said.

“We will use Stage 2 of the market-led proposal process to conduct a range of environmental and technical assessments with a view to resolving any potential concerns,” the statement reads.

“Our business case to Government will include plans to address any amenity issues. We are working collaboratively with QUU and other site neighbours to assess options and confirm their requirements and those of the cruise facility.”

On Monday Port of Brisbane chief executive Roy Cummins would not speculate on what he thought was the most pressing environmental issue facing the potential cruise ship port.

“We will do the detailed environmental and technical studies and that includes the amenity issues associated with the location,” he said.

Queensland Urban Utilities also did not answer how the two projects could sit side by side, but issued a short statement.

“We’re working closely with Port of Brisbane Pty Ltd to assist them in the next stage of their proposal, which will involve detailed technical investigations to ensure any development issues are addressed,” a spokesperson said.

“Luggage Point Sewage Treatment Plant is a world class facility that treats waste water to the highest standard. It’s one of Brisbane’s most important pieces of infrastructure, treating 60 per cent of the city’s sewage.”

In the meantime, while the road to the city’s potential $100 million cruise ship terminal may be called Main Beach Road; it is a long way from being either a “main road”, or leading to “a beach.”

The Luggage Point wastewater plant sits beside the Luggage Point recycled water plant, which opened in 2009 and has the ability to provide 70 megalitres of “recycled water” to Wivenhoe Dam’s drinking water supplies.

 

The Original Posted by Tony Moore/brisbanetimes

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Huvis Water wins $20 mn contract to build water treatment facilities in Vietnam

Huvis Water wins $20 mn contract to build water treatment facilities in Vietnam

South Korea’s Huvis Water Corp. secured a $20 million contract to build industrial water supply and waste water treatment facilities for a dyeing industrial park that is under construction in Tay Ninh province in southern Vietnam, the company announced on Monday. The construction is to be completed in 18 months.

The construction of the dyeing industrial complex sitting on a 2 million square meter site in Vietnam is led by TMTC Industrial Zone Development Co., which is a Vietnamese subsidiary of Korean shoes manufacturer Taekwang Industrial Co.

Under the agreement, Huvis Water will build a facility that could handle 20,000 cubic meters of waste water daily and a water supply facility that could handle 19,000 cubic meters of industrial water per day.

Huvis Water expects it could win the second phase of the water treatment project for the industrial park in Vietnam that will include the construction of a water treatment facility as well as minor facility maintenance and operation services. The company plans to put out efforts to make inroads into the overseas industrial water treatment market including Vietnam and China, said Shin In-yool, chief executive officer and president of the company.

Separately, the Korean water treatment firm set up a local subsidiary in Vietnam on Jan. 19 to expand its presence in Vietnam with high growth potential. Huvis Water also plans to participate in a Vietnamese government-led project bid.

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Slovenian Villages Connect To Mains Sewage Treatment

Slovenian Villages Connect To Mains Sewage Treatment

●WPL supplies packaged treatment plant for three villages
●EU funding finances sewerage and treatment systems
●Robust technology key to rural infrastructure

Mains sewage treatment is being brought to three villages in Slovenia for the first time with the help of a packaged treatment plant manufactured in the UK.

Hampshire-based WPL has been selected to produce the custom-made plant for the villages of Zdenska Vas, Mala Vas and Cesta in an EU-funded project.

Three High Performance Aerated Filter (HiPAF) units operating as a single treatment system at Zdenska Vas will be connected to a new mains sewerage system, ending the reliance of the villagers on septic tanks.

Central European Sales Manager Frantisek Mikulinec of WPL said: “In countries such as Slovenia and the Czech Republic there are thousands of small remote villages and many are not connected to a sewerage system. In small villages you can have very big fluctuation in flows throughout the day when people go to work. Also temperatures in winter can fall to as low as -15oC.

“The advantage of the HiPAF is that it can accommodate fluctuations in flow and temperature variations because submerged aerated filter (SAF) systems like the HiPAF adapt to loading changes more quickly than activated sludge flocs. Intensive nitrification can occur even when the temperature is low due to biofilm thickness.”

European funding
Approximately 70 per cent of the funding for the project comes from the European Union Cohesion Fund – which supports infrastructure projects. A further 30 per cent comes from the local government, which appoints the designer for the new sewerage systems.

Work on the Zdenska Vas and Mala Vas projects has been completed with work in Cesta expected to take place in early March 2016.

Mikulinec said strong local connections helped the UK company secure the contract as well as the proven reliability of the core process. WPL has more than 20 years experience of manufacturing packaged plants. The company specialises in custom-made plants which can treat to the highest environmental standards, including sub-1mg per litre ammoniacal nitrogen and total nitrogen (TON) where required.

“The great advantage of the WPL HiPAF system is that it is a very robust and reliable process, which is what you need in these smaller villages.

“WPL has a very close working relationship with Grosupje, a Slovenian water utility and the contractor for this job. In Slovenia WPL works with distributor F3M Levstek, which is very well known and well respected company.”

Low maintenance
Each HiPAF unit has a treatment capacity of 235 population equivalent. They will be fitted below ground in order to withstand the freezing temperatures in winter. A shared walk-in kiosk will house blowers, manifolds and control panels for all three plants.

The HiPAF system uses a combination of fixed-film and biomass reactions and is capable of achieving even the most stringent environmental standards. The tanks are fitted with a forward-feed system which lowers the level inside the tank during periods of low flow in order to create a balancing volume during surges.

WPL packaged plants are designed to be easy to maintain and if necessary each diffuser can be removed for maintenance without the need to shut down the plant.

Ongoing research
In order to maximise efficiency once the systems are fully operational WPL will compare influent, effluent and energy use from each village in an ongoing research project headed by sales manager Frantisek Mikulinec. The findings will then be used to adjust the process to make sure each unit is working as smoothly as possible.

He said: “The challenge with these sort of projects is to ensure we come up with exactly what has been specified by the designer of the new sewerage system appointed by the local authority. Because WPL specialises in custom-made packaged plants we are able to adapt our basic design to ensure it meets the requirements of the client.

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Daegu City Signs JV Deal with Chinese Firms for Wastewater Treatment Business

Daegu City Signs JV Deal with Chinese Firms for Wastewater Treatment Business

The Daegu metropolitan city government will move into the wastewater treatment business in China by establishing a joint venture among Chinese and Korean companies and a Chinese local government. The city government said on December 14 that a signing ceremony for the 400-million-yuan (US$62-million) joint venture was held on the same day in Yixing, Jiangsu Province, with Daegu Mayor Kwon Young-jin, president of the Daegu Environmental Corp., Yixing Industrial Park for Environmental Science & Technology director Zhu Xufeng, and others were in attendance.

The partners to the 49:51 joint venture include the Daegu Environmental Corp., EnbioCons Co. from Korea and the Yixing Industrial Park and Jiangsu Philip Environment Engineering Co. from China. Beginning from January this year with the launch of the much-strengthened new environmental law, a market of 8 trillion yuan ($1.24 billion) is likely to be created by 2020. A Daegu city government official explained, “This is a whole new approach in which a local autonomous body works with Chinese local government and corporate partners.”

EnbioCons is a company specialized in waste treatment and recycling, with a technology to turn wastewater sludge into solid fuel. It will receive about 100 million yuan ($15.5 million) for technology licensing fee separately from the latest deal. The Yixing Industrial Park is directly under the Chinese Ministry of Environmental Protection and the Ministry of Science and Technology. Philip Environment Engineering, established in 1999, is specialized inwastewater treatment  and has five affiliates under its wings.

 Sourced by ekomeri.com

Environmental sustainability part of cruise industry efforts

Environmental sustainability part of cruise industry efforts

As the cruising industry continues to grow, and the Port of San Diego seeks to bring a chunk of that new business to our city, I often hear concerns about these ships’ environmental impact. And it’s a valid point of discussion: Are we sacrificing environmental sustainability for vacation indulgence?

In my role as a professional travel agent, I’ve had the privilege of helping clients plan romantic getaways, family reunions and bucket-list itineraries. Studies show the health benefits of spending time away, particularly in the natural world, and cruising is one of my personal favorite escapes to nature because it promises the pleasures of being on the water. However, if the Earth’s incredible variety of land and seascapes is degraded, so is our travel experience. That’s why I’ve found avid travelers are also vocal, dedicated conservationists.

Travel and tourism organizations that rely on our planet’s splendors know that it is in their interest to protect the environment, and cruise lines are at the forefront of corporate environmental stewardship. After all, their business depends on healthy oceans, clean beaches and pristine destinations that meet their customers’ expectations.

Many people are unaware that cruise lines are innovators in environmentally sustainable practices. A few examples:

While cruise ships comprise less than 1 percent of the global maritime community, they develop groundbreaking, responsible environmental practices and innovative technologies that lead the world’s shipping sector in reducing emissions and waste.

Many cruise lines exceed environmental regulatory requirements in a number of areas. Carnival Corp., owner of several popular cruise brands including the eponymous Carnival Cruise Line, recently announced it reached a goal a year earlier than planned to reduce emissions by 20 percent, and revealed an ambitious slate of new sustainability goals to be achieved by 2020.

The cruise industry continuously looks for ways to reduce its impact on the environment and works closely with environmental regulators to protect air, oceans and ecosystems. Cruise lines are investing more than $500 million in new technologies, and even more in cleaner fuels, to significantly reduce ships’ air emissions.

These efforts don’t go unnoticed: Holland America Line, which has more San Diego cruise calls than any other cruise line, received the 2014 Marine Environmental Business of the Year award from the Port of Seattle for reducing its global environmental footprint, for instance.

No matter where on the Earth they are, cruise line members of the Cruise Lines International Association (CLIA) must process all sewage through treatment system in accordance with international requirements prior to discharge, and even then it’s only discharged many miles from shore. And here’s a little-known fact: Cruise lines exceed the practices of most coastal municipalities’ water treatment facilities.

Cruise ship waste management professionals recycle 60 percent more waste per person than the average person recycles on shore each day, recycling 80,000 tons of paper, plastic, glass and aluminum cans each year. Disney Cruise Line, which is making 10 calls in San Diego this year, offloads 1,000 gallons of used cooking oil from shipboard galleys for recycling each week at various ports; in the Bahamas, this oil is converted into biodiesel fuel for a fleet of local vehicles.

In U.S. waters, the Environmental Protection Agency and the U.S. Coast Guard oversee rigorous requirements for cruise ships on air, water, power and waste, including provisions of the U.S. Clean Water Act. Environmental performance information is publicly and transparently available.

Engaging over the years with groups like Sustainable Travel International, the Ocean Conservancy, and Conservation International, the cruise industry is fully committed to doing its part to preserve the oceans in which it will transport 23 million travelers this year, as well as the destinations its ships visit. This is both the right thing to do and fundamental to the industry’s future.

It is for these reasons that I have no qualms sending clients on a fabulous cruise vacation, whether that means a few nights down to Ensenada or 120 nights around the world. Let the sea set you free!

Sourced  By ekomeri.com