Final Report

Department of Naval Architecture And Marine Engineering

Final Year Project2005 / 06

Student’s Name: ZHOU Li (Reg. No. 200542213) Project Title: Solid Waste Management System for Naval Vessels Supervised by: Dr. Dimitris KONOVESSIS

ACKNOWLEDGEMENT

In presenting this thesis I would like to greatly acknowledge the help I received from some very

special people.

I would like to thank Dr Dimitris Konovessis, my supervisor, for extending his complete support

and encouragement during the preparation of the thesis. I wish to express my sincere

appreciation for his help.

I would like to thank Professor Chengi Kuo and Dr P. G. Sayer for their helpful advice and

encouragement for this project.

Special thanks to Mr. E C Tan (ASL Shipyard) and Mr. E H Ong (ASL Shipyard) who had

patiently give me valuable advices throughout this work.

Last but not least, to the Staffs of the Department of Naval Architecture and Marine Engineering,

Universities of Glasgow & Strathclyde, for their support and guidance.

EXECUTIVE SUMMARY

The international maritime community has taken steps to restrict solid waste discharged

overboard from vessels to curb environmental harm. The fundamental restrictions were laid out

by the International Maritime Organization (IMO) in Annex V of the International Convention

for the Prevention of Pollution from Ships (1973) and its 1978 Protocol, together known as

MARPOL 73/ 78. MARPOL Annex V bans all overboard disposal of plastics and limits other

discharges based on the form of the material and the vessel's location and distance from shore.

This thesis begins by outlining the effects of vessel solid waste on marine environment and the

need to manage waste discharged from ships, in particular, for naval vessels. A critical review is

made on the various existing disposal methods for shipboard solid waste, own views, topics

required attention, and some compliance activities of different navies. Information concerning

management of shipboard solid waste in the context of warships is provided, which encompasses

on-board solid waste handling techniques and treatment technologies. The full range of potential

hardware solutions was explored, from "low-tech" commercial balers and compactors to

state-of-the-art marine incinerators to "high-tech" plasma-arc pyrolysis.

With the issue of MARPOL convention require warships and naval auxiliaries operate

consistently so far as "reasonable and practicable", it raise the issue of eliminating navy solid

waste and hence solid waste management system for naval ships is designed in this thesis. It is

categorized by four basic varieties, which are source reduction, store and retrograde, destroy on

board and process and discharge. Together with waste management system, some mechanical

methods (pulpers, shredders, compactors, etc.) are intended to minimize the volume of waste that

must be stored until it can be off-loaded; incineration intended to destroy the organic waste; and

advanced techniques under consideration that may eventually supercede incineration (plasma arc,

vitrification, molten metal reduction, supercritical water oxidation, etc.) are illustrated

throughout the thesis.

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS ZHOU LI 1

CONTENTS

DESCRIPTION PAGE

CONTENTS 01

1. INTRODUCTION 03

2. AIMS OF PROJECT 06

3. CRITICAL REVIEW 07

3.1 What are the solid wastes discharged from navy ships? 07

3.2 Present existing methods of dealing with disposal of solid wastes from navy ships?

09

3.2.1 Disposal of wastes from navy ships methods 09

3.2.2 Recycling 10

3.2.3 Landfill 11

3.2.4 Incineration 12

3.3 Compliance activities of various navies 14

3.4 Topics requiring attention 17

3.4.1 Great impact to small crafts and high speed crafts 17

3.4.2 managerial aspects 17

4. PROJECT APPROACH 20

5. SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS 21

5.1 Nature of the problem 21

5.2 MARPOL Annex V 21

5.3 Shipboard solid waste management 22

5.3.1 Source reduction 23

5.3.2 Store and retrograde 24


5.3.3 Destroy on board 29

5.3.3.1 Incineration 30

5.3.3.2 Pyrolytic methods 34

5.3.3.3 Oxidative Methods 38

5.3.4 Process and discharge 39

6 DISCUSSION 44

6.1 Comparison of the Current and New Lashing Bar 44

6.2 Area for Further Study 45

6.3 Own Contributions 47

7 CONCLUSIONS 48

REFERENCE 49

APPENDICES 51

Appendix A Sample navy shipboard solid waste management plan 51

Appendix B Technologies options for management of Annex V waste on surface ships

56

Appendix C Partial List of Equipment Vendors 57

Appendix D Waste stream characterization 58


1. INTRODUCTION

Just as on shore, ship operations and passengers generate waste as part of many daily activities.

On ships, waste is generated while underway and in port. Waste product from vessels is one of

the world's most pervasive pollution problems affecting our waterways. It not only is an

aesthetic problem, but has become a serious threat to marine life, a marine transportation hazard,

and can threaten human health and safety as well as inflict serious economic loss. Man pollutes

his oceans because often this is the cheapest and easiest way to dispose of his waste. Pollution

occurs when a substance, and organism, or energy (e.g. sound or heat) is released into the

environment by human activities [1]. It is often due to ignorance, but sometimes it is due to the

fact that short-term profits are chosen above future gains. Solid waste discharged from ships

means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof,

generated during the normal operation of the ship and liable to be disposed of continuously or

periodically. A considerable portion of solid waste is made of persistent synthetic materials such

as plastics, and is not biodegradable as past product waste has been.

The operational environment of warships is quite different from that of commercial ships.

Typical mission duration is 30 to 60 days

for surface ships and several months for

submarines. Consequently, storage of

waste on naval vessels is much more of a

problem than it is for commercial vessels.

Storage of significant amounts of

flammable waste material (paper and

plastic) is a problem in any case but a

particular problem in combat operations

[13]. Navy surface ships are resupplied at sea frequently (perhaps twice a week). There is a

regular stream of foodstuffs, fuel, and other materials coming aboard with their accompanying

packaging materials. Thus, the waste material continues to build up while the ships are at sea.

The kinds of waste materials depend to some extent on class of ship. For example, amphibious

support ships have extensive medical facilities to handle injured troops and therefore generate


quantities of medical waste. Repair ships tend to generate wastes similar to those from industrial

plants. In general, however, Annex V wastes will be similar from ship to ship and the quantities

will scale with the ship’s complement.

Historically, naval vessels have led the

international maritime industry in

addressing the problem of disposal of

shipboard solid waste, including equipment

design, because there was little commercial

demand for waste-management equipment

with navy's requirements for size, weight,

performance, safety, reliability, and

maintenance. When at sea, warships are

like very compact floating cities, working

24 hours a day in support of their primary

mission, national security. Warships are

designed to pack as much equipment,

weaponry, and people into as small a space as possible. Thus, space for waste-processing

equipment and/or waste storage is severely limited. Although source-reduction efforts have

minimized the amount of solid waste generated by navy vessels, solid waste requires

management. Hazardous materials are taken to sea, strictly controlled, and brought back to

shore for reuse or disposal. This report is limited to the alternatives examined for the

management of shipboard nonhazardous solid waste.

It is recommended that navy continues its program of research into advanced waste-destruction

technologies that may eventually augment or supercede incineration as the principal shipboard

waste reduction technology. Navy found commercially available marine equipment from

mechanically simple devices to large, multicomponent systems, manufactured in the United

States and internationally. Most of the commercial equipment is designed to either reduce the

volume of waste to ease handling and storage, or preprocess waste before it is discharged or fed

into an incinerator. Some equipment is designed to handle multiple waste streams, whereas


others are designed for selected components of the waste stream. The available equipment can

be categorized into three groups that correspond to the waste management alternatives: volume

reduction equipment for the store-and-retrograde alternative; incineration or thermal destruction

for the on-board waste-destruction alternative; and pulpers and shredders for the process-and-

discharge alternative.

In 1973, the International Maritime Organization, the Unites Nations agency responsible for

international shipping, formed an agreement addressing marine pollution known as MARPOL.

Vessels are required by Annex (I-V) of MARPOL to comply with vessel-generated waste

discharge requirements [2]. It consists of five annexes designed to reduce marine pollution by

controlling or prohibiting discharges of harmful substances from vessels into the sea. A harmful

substance, as defined by the Convention, "means any substance which, if introduced into the sea,

is liable to create hazards to human health, to harm living resources and marine life, to damage

amenities or to interfere with other legitimate uses of the sea, and includes any substances

subject to control by the present Convention." The five annexes set discharge limits for the

following harmful substances:

Annex I: Oil

Annex II: Noxious liquid substances in bulk

Annex III: Harmful substances carried in packaged form

Annex IV: Sewage

Annex V: Garbage and all other ordinary vessel generated solid and liquid waste not covered

by Annexes I, II, III and IV.


2. AIMS OF THE PROJECT

The project was aimed at significantly enhancing public health and environmental quality by

strengthening countries’ capacities to effectively manage and dispose of naval solid waste in

an environmentally sustainable manner.

To perform a critical review on the causes and effects of wastes discharged to sea, and

establish current state of knowledge in disposing the outcome of the wastes.

To develop a reasonable waste management system to suit modern development of naval

vessels.

To identify the key issues for further studies


3. CRITICAL REVIEW

3.1 What are the solid wastes discharged from navy ships?

Solid waste means all kinds of victual, domestic and operational waste excluding fresh fish

and parts thereof, generated during the normal operation of the ship and liable to be disposed

of continuously or periodically [2]. It can be divided into three major categories:

Plastics Waste: any product containing plastic, from disposable razors and candy

wrappers to milk cartons.

Organic Waste: paper and cardboard, principally cellulose, and any associated food

products contaminating the paper and cardboard; and

Inorganic Waste: glass, tin, cans (typically found in grocery stores and made of iron and

some tin external coating), and aluminum cans. Most glass items have been replaced by

plastic or reusable composite-clay plastic materials such as the drinking cups and trays

used in ship dining facilities.

Most of the solid waste is generated in the dry and fresh provisioning store rooms.

Because solid waste cannot be returned to these spaces for sanitary reasons and

replenishments, separate processing and storage areas must be dedicated for waste. Solid

wastes from ships can be just as deadly to marine life as oil or chemicals. The greatest

danger comes from plastic, which can float for years. For a long while, many people

believed that the oceans could absorb anything that was thrown into them, but this attitude

has changed along with greater awareness of the environment. Many items can be degraded

by the seas - but this process can take months or years, as the following Table 1 shows:


Table 1 Time taken for objects to dissolve at sea [2]

Paper bus ticket 2-4 weeks

Cotton cloth 1-5 months

Rope 3-14 months

Woollen cloth 1 year

Painted wood 13 years

Tin can 100 years

Aluminium can 200-500 years

Plastic bottle 450 years

The quantities of these materials generated on naval ships are given in Table 2. These

numbers are very approximate and can be expected to vary significantly from ship to ship.

An "intrinsic volume" was estimated from densities (i.e., densities as recorded in

handbooks of physical properties of materials) of the various material classes and the

weights. Generally waste materials are received admixed with air to a considerable extent,

and the volume occupied may be larger than the "intrinsic volume" by a factor of 10 to 30.

By crushing, shredding, and compacting, the volume of nonfood solid waste can be

brought down to about twice the "intrinsic volume." Some committee refers to this volume

as the compacted volume, and it is an important factor in consideration of shipboard space

needed for storage of waste materials. Note that the compacted volume is 78 percent paper

and 14 percent plastic, figures that identify these materials as good targets for source

reduction and destruction when storage space is tight.

Table 2 Quantities of materials generated on navy surface ships [3]

Material Weight Estimated compacted volume

Paper 1.1 lb/person/day 0.056 ft3/person/day

Metal 0.5 lb/person/day 0.005 ft3/person/day

Glass 0.1 lb/person/day 0.001 ft3/person/day

Plastics 0.2 lb/person/day 0.010 ft3/person/day

TOTAL 1.9 lb/person/day 0.072 ft3/person/day


3.2 Present existing methods of dealing with disposal of solid wastes from navy ships

3.2.1 Disposal of wastes from navy ships

Environmentally benign, effective and permanent methods for the disposal of wastes

continue to be on the high priority list worldwide especially in the developed countries.

Several solid waste disposal options used to date include recycling, landfill, and

incineration. Although all of these solutions seen viable, none is without problems.

Because ships move, the management of these wastes becomes more complicated than

for land-based activities, as the facilities and laws change with the location of the ship.

Many governments, organizations, and individuals are actively working to develop

solutions to the marine wastes problem. The term “on-site” includes waste disposal

that occurs (1) on the same lease site as the one occupied by the shipbuilding,

shiprepair that generates the waste and (2) at a location that is off the lease site but is

owned or operated by the same company that operates the well that generates the

wastes. Wastes are handled by off-site commercial disposal companies if state

regulations preclude on-site disposal or if operators select to avoid the responsibility of

on-site waste disposal [4]. When wastes must be sent off-site for regulatory, economic,

or other reasons operators closely examine the total cost of off-site disposal. The total

cost includes transportation and vehicle washout costs as well as disposal costs.

Several methods to dispose of solid wastes are available. The most commonly used

options are listed below:

Recycling

Landfill

Incineration


3.2.2 Recycling

Recycling is collection and reprocessing of materials so they can be used again. It is

one way to reduce the amount of garbage that must be disposed of. Before materials

can be processed to be reused; they must be separated into different types (such as

plastic, glass and metal). Navy members strive to maximise recycling opportunities

which includes purchasing in bulk and encouraging suppliers to utilize more efficient,

reusable and environmentally friendly packing. It has led to a decrease of total waste

by nearly half onboard cruise ships over the past 10 years. Although recycling has

become widespread, not every type of material currently can be recycled in every area

of the country.

Currently, paper is one of the most frequently recycled type of solid waste. Three types

of paper are recycled: high-grade paper (such as computer paper), newspaper, and

corrugated cardboard. Metals also are commonly recycled, particularly aluminum cans

(mostly soft drink and beer cans) and soup and fruit cans (which are made from tin-

coated steel or aluminum and steel). All types of glass, except light bulbs, ceramic

glass, dishes, and plate glass, currently can be recycled. Overall, very little plastic

waste is recycled at the present time, with the exception of plastic milk jugs and soft

drink bottles.

Even better than recycling is to adopt “pollution prevention” strategies that produce

less waste in the first place. Ways to produce less waste include reusing materials,

using reusable items rather than disposable ones, and reducing the amount of

packaging that is used.

The main advantage of this method is that we can fully make use of limited natural

resources and produce less waste. This method does have some drawbacks, however,

and the main one is that not every type of material currently can be recycled in every

area. Its second disadvantage is that, although there are dustbins for different type of

recyclable waste provided, some people still throw their rubbish willfully.


3.2.3 Landfill

Landfill disposal of refuse has been practiced by humanity for over seven millennia.

Until the industrial revolution, the majority of waste was readily biodegradable. With

the advent of mass production of metal and metal-alloy products, and the later

development of plastics, many waste products have become increasingly difficult to

breakdown. Naval vessel’s plastic waste, by use of a specialized machine that molds

the plastic into dense plastic discs for storage, will later be transferred for land disposal.

Produced bottom ash after incineration can be disposed in a landfill as well.

In the main, landfill has been regarded as a low cost disposal option. Historically,

waste materials were usually disposed of in the most expeditious way possible,

probably by burying on site or transport to a nearby "disposal" site. Selection of sites

would be based on various criteria, such as cost of the site, its ownership, ease of

disposal, size of the sites and proximity to the source of waste.

The complex chemistry and toxicology of landfill breakdown processes make

identification of all potential contaminants difficult. The nature, duration and potential

intensity of chemical exposures is also usually difficult to establish. Studies of lactates

show that organic contaminants emanate at high concentrations during the active

stages of decomposition, and decrease with time as the fill stabilizes. However, the

inorganic contaminants continue to leach for decades.

One last point that should be made about uncontrolled landfill, is that the process of

waste destruction is the breakdown of wastes to its constituent materials. For much

organic matter, this means microbiological breakdown to carbon dioxide, and possibly

other oxides, such as oxides of sulphur and nitrogen. Under conditions where

insufficient oxygen is available, other anaerobic bacteria will from gases such as

methane. Many of these products are also produced in the incineration process, and it

could be argued that biological breakdown is but a slower form of combustion.


Landfill remains the most waste disposal option used, as in the past, it has been

convenient and cheap. While the drawbacks are, firstly completed landfill areas can

settle and require maintenance; secondly it requires proper planning, design, and

operation.

3.2.4 Incineration

Incineration can virtually eliminate the volume of paper products and plastic found in

the shipboard waste stream, thus reducing the compacted volume of waste for storage

by an order of magnitude. For this reason, incineration must be considered an

important technology in connection with navy compliance with Annex V restrictions.

Even so, the cost of the equipment is high and considerable shipboard space is required.

Incineration is a method of disposing of waste materials by their controlled combustion.

It often functions as an alternative to other disposal methods, especially land filling.

Incineration reduces the overall volume of the waste stream and, especially for

hazardous wastes, is intended to reduce the wastes' toxicity and other hazardous

characteristics. The volume of solids or ash left after incineration is usually from 30%

to 10% of the original quantity of waste. The ash is far more concentrated with

pollutants than the original waste. The ash is often regulated as a hazardous waste

itself and must be land filled.

Incineration of shipboard wastes will give rise to gaseous emissions, most of which

will be vented up a stack along with engine exhaust, but operators may be exposed to

emissions that escape directly into the incinerator room. Navy personnel on board

should be considered from the standpoint of health effects of these emissions, and

incinerator operators should be protected in the occupational health sense. It is

incumbent upon navy, as it continues to operate large numbers of shipboard

incinerators, to measure actual emissions of vessels at sea and in harbors, both in the

incinerator room and at appropriate sites on the ship. Screening of equipment through

land-based measurement should also continue.


Incinerators can be used for generating electricity or provide energy in other ways such

as generating steam for heat. Such a use is known as waste to energy or energy

recovery. However, a significant amount of energy is lost due to "scrubbers", and other

methods used to clean up the exhaust. Furthermore, with increased recycling the

quality of the garbage as fuel often gets worse (no paper, plastic etc. left) and

sometimes additional energy is needed to burn the garbage.

A primary requirement of regulation 16 of MARPOL is that all incinerators installed

on or after January 1st, 2000 should comply with IMO Marine Environment Protection

Committee (MEPC) Resolution 76(40)(30), part of which specifies certain emission

performance standards when operating with either an oil sludge of solid waste; the

composition of both is defined. Ships fitted with these incinerators will be required to

have a copy of the manufacturer’s operating manual onboard. Although existing

incinerators which do not meet the stipulated requirements can continue to be operated,

the incineration of polyvinyl chlorides (PVC) will only be permitted in those units

which comply with the IMO Standard. Sewage sludge and sludge oil may, however,

continue to be disposed of in boilers but only when outside port limits or estuaries.

Deerberg Incinerator Unit for new building


Incineration is an option favored because it requires minimum land, produces stable

odor-free residue and refuse volume is reduced by half. While it is expensive to build

& operate and requires skilled personnel and continuous maintenance.

3.3 Compliance activities of various navies

Naval ships are exempt from Annex V regulations, but some nations are moving toward

compliance. Some information is available for the United Kingdom, Germany, and United

States.

United Kingdom

The Royal Navy plans to meet Annex V regulations when operationally possible by

mechanical means. Specifications were established for a system that would process all

ships’ mixed garbage in a timely way, be operable by untrained crew, demonstrate high

reliability over a 25-year life, and be modular in construction to facilitate installation on

all ships, new and existing. The processed garbage must be in units that will sink in sea

water in 5 minutes, not exceed 15 kg in weight, not exceed 450 mm in any dimension,

and be suitable for 7 days’ storage.

A private firm anticipated the Royal Navy request and demonstrated, using private

funding, a system that performed the required processing. The basic unit consists of a

combination shredder-compactor, with two stages of compaction. The waste is placed in

a steel container, which is sealed. This system worked well for "dry" waste, that is, not

food contaminated. The specifications handed down by the Royal Navy stated that

plastic waste could contain food matter and the machine must seal the food waste

without containerization to prevent the growth and spread of harmful bacteria for at least

45 days. To accomplish this, a special modification was made to melt the plastic surface

while inside the compactor. On cooling, the plastic forms a thick skin (4 mm thick). Note


that this heated chamber machine is very similar to the U.S. Navy-developed plastics

processor. Each ship is to have two machines, one for dry waste and the other modified

for plastic processing. A prototype unit was installed on a Royal Navy ship in 1994. The

U.K. Ministry of Defense has placed orders for 12 installations on Royal Navy ships.

Germany

The German Navy also has plans to comply with the Annex V regulations, and Germany

operates under much stricter environmental laws than other nations. Storage of

uncompacted and separated waste is mandatory for German vessels to facilitate recycling.

About 7 days’ storage is contemplated. Solid waste will be off-loaded at port or onto

logistical support ships. No technology is involved.

Incinerator technology is also being investigated for task group missions. This is

apparently in the context of an integrated system, and only existing commercial

technology is being studied.

United States.

As part of its effort to bring the Coast Guard fleet (about 228 ships 765 ft in length) into

compliance with all existing and emerging regulations, laws, and international protocols,

the U.S. Coast Guard has a plan and program (U.S. Coast Guard, 1994) relating to

MARPOL Annex V. The current plan dated February 1, 1994, is broken down by ship

type as follows:

a) The two existing icebreakers and the polar icebreaker under construction (crew size

about 200) will have a waste-handling system to dispose of solid waste, plastics, and

waste oil, consisting of an incinerator and trash compactor in one compartment and a

pulper in another. A compact incinerator (Golar 500) (320 lb/h of 8,000 BTU/lb dry


waste), continuous manual (sluice) feed now (to have automatic feeder later), has

been under trial, and emissions measurements have been made by China Lake.

b) Large cutters (existing and new construction) will have a 2 ft ´ 2 ft ´ 6 ft commercial

compactor (ship tested), a stand-alone unit, capable of serving a crew of about 200,

and costing $5,000 to $10,000. Because these will be on weather decks, they are

made of stainless steel. An incinerator will also be installed, probably only on larger

cutters, if current trials are satisfactory and space is adequate, in addition to a small

pulper if feasible. Pulpers (Navy-developed and commercial) will also be installed on

large cutters to dispose of paper, dunnage, and food waste where allowed.

c) Small cutters will have small commercial compactors (< $1,000).

The costs, including tests, acquisition, and installation, of the MARPOL V-related

program are summarized in Table 3.

Table 3 Costs of U.S. Coast Guard Program [5]

Type Cost ($ million)

Waste-handling system (3 ships)

3.7

Large compactors (62) 1.4

Incinerators (57) 18 ($16 million for existing ships)

Pulpers (75) 3.8

Small compactors 0.0174 (to be installed)

TOTAL COST ~27 (or about $118,000/ship for 228 ships)

Source: U.S. Coast Guard (2001).


3.4 Topics required attention

The critical review has provided interesting insight into the problem of solid waste

discharged from naval vessels, particularly with regard to three matters, which will be

considered.

3.4.1 Great impact to small crafts and high speed crafts

It is clear that a good deal of the garbage washed up on beaches comes from people

on shore. But in some areas most of the rubbish found comes from passing ships

which find it convenient to throw rubbish overboard rather than dispose of it in ports.

Garbage is dangerous to the ships at sea, especially it greatly affects the safety of

small crafts and high speed crafts. Waste that wraps around boat propellers or

punctures holes in the bottom of boats can disable vessels, thereby endangering

human lives. This is especially serious if power is lost in a storm and the boat can not

return to shore or steering is hampered and the boat can not avoid collision.

3.4.2 managerial aspects

In addition to the technological methods that can be used to enable compliance with

Annex V, there are a number of significant issues that are essentially management

matters. Therefore, in this section we make observations that are not technological in

character but are important in the successful management of the technologies chosen

to achieve compliance.

A successful program for environmental compliance will be difficult to achieve

unless clear-cut commitment and objectives are articulated from the top of naval

command, supported by all levels of officers and implemented by orientation and

training of officers and crew. The importance of the environmental mission must be

reflected in visible aspects of the naval organization. In a sense, environmental

responsibility has become the price of access to waters in which the Navy must

provide a forward presence under peacetime conditions.


In view of the ship-specific nature of environmental compliance, captains should

receive environmental orientation just before they assume command of a ship. The

orientation should cover all aspects of the ship’s environmental systems and include

other officers, specifically the ship’s engineering and supply officers.

Noncommissioned officers should also be involved. The command staff should be

made aware of Annex V regulations and of details and limitations of the ship’s waste

management system. This is akin to what chemical industry plant managers have to

master before being given responsibility for a chemical plant’s emissions. A formal

orientation program allows the captain and the principal officers to issue appropriate

directives to the crew and makes a statement about the captain’s support for the

program. At the same time, training and tracking programs should be initiated.

It is suggested that environmental commitment will require that the Navy establish a

respected cadre of specifically trained officers. Concentrating responsibility in a

single environmental officer and providing considerably more training and

fundamental background for that individual should yield benefits. In chemical and

manufacturing plants, companies have set up environmental protection groups and

assigned specialists to assist plant managers. Navy could make it attractive for

technically oriented naval personnel to attend programs on environmental training.

The fleet has substantial installations of waste management equipment aboard today,

and more are coming. Establishment of effective management teams and provision of

training and instruction are key issues required for long-term compliance with Annex

V and future regulations. The chemical and airline industries make good use of

videotape courses for personnel, both for employees assigned to new systems and as

reinforcement for continuing employees. Tapes could show details of proper

operation of waste management systems as well as critical aspects of safe storage of

flammable materials.

Naval groups could also make good use of goals for source reduction for each ship.

This will entail keeping records of waste generated in a standard format. As this


database develops, it can be used for performance metrics, for benchmarking with

other ships, and as an incentive for source reduction of waste materials.


4 PROJECT APPROACH

To perform a critical review on the causes and effects of solid waste discharged to sea, and

outline existing knowledge in disposing the outcome of the waste.

To introduce a solid waste management system for naval vessels with some commercially

available and emerging technologies that may be suitable for processing navy solid wastes

for in-depth study, and discuss what are the requirements (equipment, cost) for the above

methods.

Highlight on the areas that further work and research can be done so as to achieve some

more suitable advanced technology to deal with solid waste.


5 SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

5.1 Nature of the Problem

As navy moves into the 21st century, both international and domestic regulations will drive

changes to more environmentally responsible operation of naval ships. MARPOL will

eventually ban such common practices as at-sea dumping of waste paper, food, scrap, and

human wastes.

Unfortunately, naval ships, unlike vacation cruise ships, are designed to maximize their

primary function, which is to protect national interests at sea and in extreme circumstances

engage in warfare. Warships are designed to pack as much equipment, weaponry, and

people into as small a space as possible. Thus, space for waste-processing equipment and/or

waste storage is severely limited. This incongruity between desirable waste handling

practices and the primary mission of naval ships is driving the development of more

compact hardware and advanced technologies for at-sea treatment of shipboard-generated

wastes.

5.2 MARPOL Annex V

Annex V of MARPOL prohibits (subject to limited exceptions) the disposal from ships into

the sea of all plastics, including, but not limited to, synthetic ropes, synthetic fishing nets,

and plastic garbage bags. It also restricts the discharge at sea of other types of solid waste to

specified distances from the nearest land. Public vessels are exempt from the restrictions,

but are expected to comply to the extent practicable. The basic requirements of Annex V

follow [2]:

Disposal of all plastics into the sea is prohibited;

Disposal of dunnage, lining, and packing material that will float is prohibited within 25

nautical miles (nm) of the nearest land;


Disposal of food waste and other garbage is prohibited within 12 nm of the nearest land,

unless the waste is comminuted and able to pass through 25-mm screens in which case,

disposal is permitted beyond 3 nm from the nearest land.

Disposal of all garbage (except food waste beyond 12 nm) is prohibited in the Baltic

Sea and other special areas.

The MARPOL Convention does not apply to warships or to naval auxiliaries. The

Convention does, however, require party states to ensure that their warships and naval

auxiliaries operate consistently with the Convention so far as "reasonable and practicable."

5.3 Shipboard Solid waste management system

The characteristics of navy warships and diversity of the fleet make the problem of

shipboard solid waste management very challenging. A Navy warship is a totally integrated

combat system, analogous to a city confined in a large mobile structure that operates

continuously in a hostile environment. Warships are designed primarily as a platform for

weapon systems. Navy makes many difficult trade-off decisions during the ship-design

process, to balance combat performance and other considerations. Compared to commercial

ships, naval ships must perform many more functions, have much higher acquisition and

operating costs, and have much longer construction times. Naval ships also must operate

worldwide over broad geographic and environmental conditions. For these reasons, the

Navy's shipboard equipment design constraints generally preclude navy from using off-the-

shelf commercial equipment. To be functional and reliable, any equipment put on board

must be especially rugged and designed for service at sea.

Here we have defined four basic categories for managing solid waste on board navy ships:

Source reduction

Store and retrograde


Destroy on board

Process and discharge

5.3.1 Source reduction

It is recommended that navy set specific, demanding goals for source reduction for all

the warships, covering the periods up to 2010. The Plastics Reduction in the Marine

Environment (PRIME) program objective is to eliminate plastic packaging and reduce

use of disposable packaging in all items in the military supply network. By eliminating

unnecessary plastics, using alternative materials, and packing in bulk, an estimated

215.5 MT (475,000 lbs.) of plastic packaging has been eliminated through changes in

specifications for more than 350,000 items [6]. For one, navy avoids loading as much

packing material, such as stretch wrap, as possible before leaving port. Sailors

separate and retain plastics trash on all ships to comply with navy-initiated 3-day / 20-

day rule, which requires all ships worldwide to store food-contaminated plastics waste

for the last 3 days and nonfood-contaminated plastics waste for at least the last 20 days

at sea. This method adopted in US Navy has resulted in a 70-percent reduction in

plastics waste discharges.

To reduce plastics in the supply system, navy supply centers should minimize plastic

overwrap and practice conservation and reuse/recycle policies. Requirements for over

350,000 items have been changed to reduce or eliminate plastic packaging. These

changes initially eliminated over 500,000 lb of plastics taken on board navy ships each

year. The long-term focus is on development of alternative materials to replace plastics

in some items. Navy should change packaging for items such as hand tools and

wiping towels, and introduce wet-strength paper bags, 100-percent paper hot-drink

cups, and a new wiping towel to replace plastic-reinforced towels.


5.3.2 Store and retrograde.

This category focuses on technologies that enable retention of solid waste on board

navy ships until the waste can be transferred to shore directly during port calls or after

transfer to another ship at sea. Transfer of waste at sea would be accomplished either

directly from ship to ship, or from ship to helicopter to ship. Potentially applicable

technologies include baling, compaction, and odor-barrier bags.

Navy can solve the plastics-discharges-at-sea problem with developing the shipboard

plastics waste processors (PWP), which compresses and melts plastics waste into disks

at a 30:1 ratio for storage on board [7]. This will help solve a big odor problem from

storing food-contaminated plastics. One of the successful examples, US surface-ship

PWP installations completed by 1998, has eliminated 100 percent of plastics waste

discharge from navy surface ships.

Volume reduction, for paper and cardboard, commercially available equipment

includes vertical balers and horizontal balers. For metal and glass, available

equipment Includes compactors, drum crushers, briqueters, pre-crushers, oil-filter

crushers, impact crushers, cage crushers, and manual can-crushing and glass-breaking

devices.

The following paragraphs provide a brief description of each technology and its

general ship impacts & costs.

Horizontal Baling Press

The horizontal baler is a large

compactor primarily used by

recycling centers to prepare

waste for shipment to end users.

The unit weighs about 13,500

lb, measures about 20 ft long, 5


ft wide, and 7 ft high, and produces a large heavy bale of about 3 ft by 3 ft by 5 ft

and 500 to 1,300 lb [8]. The unit can compress and bale about 3,000 lb/h of clean

paper, cardboard, and metal.

Ship Impacts and Costs. Installing the horizontal baler would disrupt a large area on

each ship class and would greatly reduce the quality of life (QOL) and habitability

for crew members. The unit is too big to fit on weight-critical ships and, therefore,

the costs and impacts were not assessed in these cases. For aircraft carriers, a three-

deck installation of one horizontal baler and 30-day storage space would require a

new elevated waste storage platform in the aft end of the hangar bay. This would

eliminate the hangar deck gear locker, and a repair space, and reduce by 1,600 ft2

the aviation store room. Installation would cost $11,300,000 per ship, plus the

initial equipment cost ($70,000) and the annual operating cost ($400,000).

Vertical Downstroke Baler and Metal Compactor

The single-stage downstroke vertical baler is a large compactor primarily used to

bale paper and cardboard by high-volume users such as

supermarkets. The unit weighs about 6,600 lb, measures

approximately 7.5 ft wide, 4 ft deep, and 14 ft high, and

produces a large heavy bale of about 3 ft by 5 ft by 4 ft

and 1,100 to 1,400 lb. The unit can compress and bale

clean paper and cardboard but not metal. The bales are

ejected onto wooden pallets for transport to storage by a

forklift. One baler would be sufficient to handle the

clean paper and cardboard on all Navy ships except

aircraft carriers. The space required to operate and

maintain one baler is approximately 10 ft wide by 10 ft

deep by 14 ft high, excluding space for storing the bales. An aircraft carrier would

produce 45 bales per week that would require 3,300 ft3 of storage area on board and

4 pier side roll-off containers to off-load. Each vertical baler costs about $15,000

including spare parts but excluding installation. The only ship services needed


would be electrical power. Preparation of the ship compartment would include

providing fresh water, deck covering, acoustic treatments on bulkheads, heating,

ventilation, air conditioning, drains, and fire protection. Additional furnishings and

equipment in the compartment would include wooden pallets and a forklift.

Metal Compactor. Because the vertical baler does not process metal, a metal

compactor is needed on board as well. A commercial metal compactor was

evaluated for its ability to compact primarily #10 tin cans and aluminum soda cans.

Commercial application of the unit is to compact used automobile oil filters into a

dense brick for recycling. The unit weighs about 5,500 lb, measures approximately

14 ft wide, 5 ft deep, and 5 ft high, and produces a metal brick of about 3.5 in by 3.5

in by 6.8 in and 5 to 10 lb. The unit can compress more than 300 lb/h of metal cans.

For ship applications, the bricks would be ejected through exit chute and manually

loaded into 55-gallon drums storage because the cans would be food-contaminated.

One metal compactor would be sufficient to handle the clean paper and cardboard

on most navy ships, except aircraft carriers, which would need two. The space

required to operate and maintain one metal compactors is approximately 25 ft wide

by 10 ft deep by 8 ft high, excluding space for storing the drums. An aircraft carrier

would produce 18 drums per week that would require 400 ft' of storage area on

board and 1 pier side roll-off container for off-load. The metal compactors cost

approximately $75,000 including spare parts but excluding installation. The only

ship services needed would be electrical power. Preparation of the ship

compartment would include providing fresh water, deck covering, acoustic

treatments on bulkheads, heating, ventilation, air conditioning, drains, and fire

protection.

Ship Impacts and Costs [8]. Installation of the vertical downstroke baler and metal

compactor would disrupt a large area on each ship class and greatly reduce the QOL

and habitability for crew members. The single-stage downstroke vertical baler and

the metal compactor would be installed together because this baler does not handle

metals. Food waste is not handled by either piece of equipment. The baler is too


big to fit on weight-critical ships and, therefore, the costs and impacts were not

assessed in these cases. For aircraft carriers, a 2-deck installation of 2 balers, 2

compactors, and a 30-day storage space would require a new elevated waste storage

platform in the aft end of the hangar bay. The ship would need to eliminate 62

billets from the ship's complement to accommodate the equipment and operators:

the equipment would eliminate 48 crew berths, and 14 additional billets would be

waste-processing system operators. The installations would reduce the sizes of the

aviation store room, CPO lounge and CPO mess room. Installation would cost

$15,300,000 per ship, plus the initial equipment cost ($240,000) and annual

operating cost ($500,000).

Shredder/Two-Stage Compactor

A commercial shredder and two-stage compactor was evaluated for its ability to

compact dry, mixed solid waste and store it on board until it can be removed from

the ship. The machine is designed to shred dry solid waste and compact it into 5-

gallon cans. The unit weighs about 5,500 lb, measures about 3 ft wide, 6.5 ft deep,

and 6.5 ft high, and can compress approximately 165 lb/h of paper, cardboard, metal,

and glass. Two or three compactors would be sufficient to handle the solid waste on

most Navy ships, except aircraft carriers, which would need 16 units.

Ship Impacts and Costs. Installation of the commercial shredder/compactor requires

space for 2 to 16 machines plus 5-gallon steel cans for the waste. Installation would

disrupt a large area on each ship class and would greatly reduce the QOL and

habitability for crew members. For aircraft carriers, 16 shredder/compactors and a

30-day storage space would be installed on 6 decks and would require a new

elevated waste storage platform in the aft end of the hangar bay. The ship would

need to eliminate 116 billets from the ship's complement to accommodate the

equipment and operators 84 crew berths are eliminated by the equipment, and 32

additional billets would be waste processing system operators. The installation

would also eliminate the hangar-gear locker, deck-gear locker, aviation store room,

and steward mess room. The installations would reduce the sizes of the main-deck


repair room, maintenance office, wardroom mess, officer water closet, CPO lounge

and mess room, and other administrative offices. Installation would cost

$16,000,000 per ship, plus the initial equipment cost ($5,100,000) and annual

operating cost ($4,000,000).

Manual Compaction

Under the manual compaction option, ship's solid waste would be manually

compacted and held on board in a designated storage space for up to thirty days. It

would be off-loaded to a Combat Logistics Force ship via underway replenishment

or directly to a port facility for disposal and recycling. The small metal cans, such a

soda cans, would be flattened by crushing underfoot. The larger metal cans, such as

10 cans, would be flattened using a small manual can-crushing device. Glass would

be broken and crushed into a storage container using a manual tamping tool.

Cardboard boxes would be flattened manually and the other paper and cardboard

waste would be manually compacted as much as possible by the crew. The flattened

metal cans, crushed glass and food contaminated paper and cardboard would be

placed into sealed storage containers because of their food contamination. The clean

paper and cardboard would be placed into triwall containers. The storage spaces

would require fresh water, deck covering, sanitary sheathing on bulkheads,

ventilation, drains and fire protection.

Ship Impacts and Costs. Installing the dedicated storage capability for 30 days of

manually processed waste would disrupt a large area on each ship class and would

greatly reduce the QOL for crew members. For the aircraft carriers the storage

volume for 30-days waste is approximately 96,000 ft3. Providing dedicated waste

storage rooms with this volume would require a new elevated waste-storage

platform in the aft end of the hangar bay. The ship would need to eliminate 72 crew

berths and aviation storerooms. Installation would cost $18,500,000 per ship, plus

the initial equipment cost ($100,000) and annual operating cost ($1,100,000).


Technologies Various ship Type

Horizontal Baling Press

Vertical Downstroke Baler and

Metal Compactor

Shredder/Two-Stage Compactor

Manual Compaction

Installation - - $4,200,000 $5,500

Initial equipment - - $600,000 $11,800

Large combatant ships

Annual operating - - $400,000 $100,000

Installation $4,500,000 $5,200,000 $4,000,000 -

Initial equipment $50,000 $100,000 $600,000 -

Auxiliary support ships

Annual operating $200,000 $400,000 $600,000 -

Installation $4,400,000 $5,200,000 $6,100,000 $4,400,000

Initial equipment $50,000 $100,000 $900,000 $20,000 Amphibious

ships Annual

operating $100,000 $200,000 $700,000 $200,000

Installation $11,300,000 $15,300,000 $16,000,000 $18,500,000

Initial equipment $70,000 $240,000 $5,100,000 $100,000 Aircraft

carriers Annual

operating $400,000 $500,000 $4,000,000 $1,100,000

Table 4 Cost per ship estimation for different types of navy ships (in US dollars) [5]

5.3.3 Destroy on board.

This category focuses on technologies that result in destruction of waste aboard the

vessel [5]. From a practical standpoint, incineration, or more politically, waste thermal

treatment, is the only commercial waste-destruction technology available for

shipboard use at this time. Pyrolytic methods (plasma arc, vitrification, molten metal),

and oxidative methods (supercritical water oxidation, ozone and UV light, wet air

oxidation, and molten salt), have been suggested as potential waste-destruction

technologies, they might replace incineration as the process of destruction. In general,

naval groups expects that development of any one of these technologies will take at


least several years before commercial marine equipment is available and proven in use.

It is too early to predict size, cost, and operating details. Even so, there is a clear-cut

need for innovation in this area, and many groups are working actively toward this

goal.

5.3.3.1 Incineration

Incineration can accomplish several of the goals of at-sea

Diagram 1: New compact incinerator technology for Marine Incinerator

treatment of shipboard wastes, including volume reduction, sterilization, and

detoxification. It is also considered to be the most cost-effective approach

available and among the safest, requiring little specialized personnel training.

It is recommended that navy obtain experience with modern marine

incinerator technology as a keystone technology for waste-management

systems to serve navy ships for decades to come. Both installation of new

incinerators and modernization of existing incinerators are recommended.


The incinerators discussed herein are of modern design and have automatic

feed, automatically controlled combustion sequences, and automatic ash-

handling features. The apparatus would not be recommended if safety and air

emissions could not be guaranteed to meet current and presently established

future standards.

One of the marine incinerator system used for naval vessels is illustrated in

Diagram 2. It is a large, fully automatic, three-stage commercial marine

incinerator system typical of those on cruise ships. Ash is automatically

removed from the system and placed in 55-gallon drums. For the navy's

applications, the incinerator system was sized to handle the solid wastes

(except plastics) produced on the four Navy ship classes. In addition to the

incinerating chamber, the system includes shredders to shred the waste, a silo

to hold the shredder waste, a closed-loop pulping and dewatering system to

pulp and pipe food waste from galleys to the incinerator, and an air-exhaust

scrubbing system. [11] For the large combatant, auxiliary support, and

amphibious ships, a single 600-kilowatt (kW) unit would require a 3-deck

installation. The system would weigh about 130,000 lb, occupy approximately

2,700 ft2, 23,000 ft3, and process about 244 lb/h of paper, cardboard, metal,

glass, and food wastes. Two larger 2,300-kW systems weighing 620,000 lb

would be needed on aircraft carriers, requiring 7,400 ft2, 66,000 ft3, and a

minimum 3-deck installation to process 932 lb/h. Installation would cost

$37,900,000 per ship, plus the initial equipment cost ($5,400,000) and annual

operating cost ($1,000,000).


Diagram 2: Marine Incinerator with shredder & silo

Here are some of the factors need to be considered in the use of incineration.

Feed Systems

A continuous feed system is needed to eliminate the hazards now

encountered with manual introduction of waste into the flames in the

firebox. For purposes of ease of feeding, the solids are first shredded. This

also provides for the homogenization of the waste stream and for more

uniform burning rates. Some systems have gravity feed. A screw feed

system might be more appropriate for navy application where the height of

the unit and the number of decks involved would be an issue. Also, in

modernization of existing incinerators, single-deck installations are more

readily adapted. Both paper and plastic have good fuel value. They would

not present any problem to incinerators as long as they formed part of the

mixed waste stream, avoiding surges in high-temperature gases or volatiles

that might be produced if waste consisting solely of plastics was burned.

Incinerator Grates


Burning rates on modern grates are in the range of 60 to 100 pounds of

waste per square foot per hour. A modest grate size of 4 ft x 4 ft would

therefore be capable of providing a capacity greater than 1,000 lb/h,

adequate to handle the wastes from even the largest ships. A moving or

reciprocating grate would be desirable to move the residue from the feed

to the ash removal chute.

Combustion Chambers

The rule of thumb for good combustion is a residence time of 2 seconds at

1,800° F with oxygen contents of at least 2 percent. Although such

temperatures can be sustained with the average heating value of the waste

streams, the use of burners fired with auxiliary fuel in both the primary

and secondary combustion chambers is advantageous to ensure burning of

low heating value wastes. Good combustion at much shorter residence

times is achievable if good mixing is provided and advantage is taken of

the much higher temperatures present at diffusion flame fronts produced

at the interface of the volatiles generated by the waste and air. The size of

the incinerators can therefore be reduced considerably using advanced

combustion theory, modern instrumentation, and computer controls.

Cooling Systems

The gases from combustion chambers should be cooled prior to their

exhaust. Where there is use for supplementary heat, the gases could be

cooled in a waste heat boiler or heat exchanger. The amount of energy

that can be recovered is not large, however, and it would probably be

more cost effective to cool the gases by dilution with excess air (NRC,

1977). Excess air is injected into hot combustion products by use of an

eductor. The high velocity from the eductor is also used to provide partial


particle removal through the centrifugal forces imparted to the particles in

the effluent gas stream.

Emissions

International Maritime Organization regulations for incinerators (IMO

73/78) are not very restrictive at this time. The following specifications

must be met: (1) CO levels must be lower than 200 g/m3; (2) the smoke

number must be below Bacharach 3; and (3) carbon in the ash must be

below 10 percent. These regulations should be met without difficulty by

any modern, well-operated incinerator. Future IMO regulations can be

expected to be much more restrictive. The committee anticipates that new

regulations will be drawn from land-based regulations. At all times,

emissions should be kept at levels that pose no threat to human health or

the environment.

Present wisdom indicates that emissions of importance from incinerators

include dioxins and toxic metals. The emissions of nitrogen and sulfur

oxides will be small and will be exceeded by orders of magnitude by the

emissions from the engines powering the ships or carrier aircraft. The

following are suggested as prudent guidelines for reducing emissions.

5.3.3.2 Pyrolytic methods

Pyrolytic methods are distinguished from oxidative methods even though the

ultimate products of destruction are oxidized. Pyrolytic methods, as used for

materials destruction, are two-stage processes in which the waste material is

first pyrolyzed and then oxidized. This aspect makes it unlikely that any of the

waste will escape destruction.


Plasma-Arc thermal destruction

Plasma Arc Technology (PAT), an emerging environmental thermal

treatment process, has been used to safely and efficiently meet the waste

disposal needs of pyrotechnic smoke assemblies, thermal batteries,

proximity fuses, contaminated soil Containing Material (ACM). A plasma

torch capable of

Navy

Demonstration

Commercial

System

Incinerator

Weight 63 tons(1) 93 tons(1) 70 tons(2)

Volume 12,000 ft3 (2) 22,000 ft3(1) 3,200 ft3(2)

Availability 2010 perhaps Now Now

Table 5 Plasma Arc and Incinerators for 1,000 lb/h Thermal Destruction [9]

generating high temperatures makes this technology a viable and powerful

tool for the thermal destruction of ACMs into an innocuous ceramic

material no longer requiring disposal as a hazardous waste. When pure

asbestos is subjected to temperatures above 1000°C, the asbestos fibres melt

and subsequently solidify into a nonhazardous, chemically inert, solid

material. In addition, research indicates that PAT is a powerful technology

for the conversion of unique military hazardous waste contaminated items

into inert, vitrified slag. Advantages of plasma arc technology include: the

availability of high temperatures; flexibility to operate in either reducing or

oxidizing environments; low gas requirements, thus low effluent gas

volumes; substantial waste volume reduction; the ability to treat a large

variety of waste streams; and a saleable by-product [10].

The pyrolysis process differs from combustion. The temperature is much

higher and oxygen does not participate in the reactions in a dominant way.


The products of pyrolysis will be different from those of combustion, and

the differences could be environmentally favorable. Oxidation must also be

controlled to avoid formation of noxious compounds, e.g., dioxins. Pyrolysis

products are usually burned in an afterburner. The vitreous slag resulting

from plasma destruction of waste tends to occlude metals, effectively

removing them from the environment. Volatile metals from electrodes or

feed stock will need remediation. A great deal remains to be done in

characterizing plasma arc products, but there is hope of environmental

advantage.

The high temperatures of the plasma arc ensure that the reactions are very

fast, and this allows for short residence times of materials being pyrolyzed.

On this basis, the plasma arc processor might be made smaller than an

incinerator with comparable throughput. The downside of the comparison

with the incinerator is the required power source for the plasma arc machine.

US Navy has a demonstration program under way with the space and weight

parameters shown in Table 6. Data for a large incinerator are included for

comparison.

Table 6 Plasma Arc and Incinerators for 1,000 lb/h Thermal Destruction [9]

Navy Demonstration

Commercial System

Incinerator

Weight 63 tons(1) 93 tons(1) 70 tons(2)

Volume 12,000 ft3 (2) 22,000 ft3(1) 3,200 ft3(2)

Availability 2010 perhaps Now Now

1From US Navy briefings. 2From vendor information. Another vendor offers 65 tons and 4,100 ft3.


Vitrification

Vitrification is closely related to plasma arc. Waste is heated to about

3,000° F by electrical current or by contacting an electrical discharge with

the material to be destroyed. Organic materials are destroyed by pyrolysis

and the products burned in an afterburner. A key feature of this

technology is that inorganics are melted so that a liquid pool is formed at

the bottom of the treatment chamber. When this melt is cooled, a vitreous

solid mass is formed and elements contained therein are nonleachable by

ground water. This is valuable when the waste is hazardous (specifically,

radioactive), but the advantage for shipboard waste destruction is not so

clear.

[14] This technology is viewed as sufficiently advanced that major

research is not required. Normal engineering and testing work remains for

shipboard waste destruction applications. Flux addition may be necessary

to obtain a stable glass. Proponents of the method see no major hurdles in

applying vitrification to shipboard solid wastes.

Molten Metal Pyrolysis

This technology is somewhat similar to the above pyrolytic methods. The

waste stream is pumped into the bottom of a molten metal (iron, copper,

or cobalt have been used) bath at 1,650° C (3,000° F). The bath is made

molten by passing an electric current through the metal. Organic materials

are decomposed under reducing conditions and pass out of the melt as

gases. They are subsequently oxidized and cleaned. The inorganics form a

slag which floats on the metal pool and is skimmed off.

Two commercial vendors have developed this process: the Elkem

Multipurpose Furnace, and the Molten Metal Technology catalytic


extraction process. The processes are very similar to techniques used in

the steel industry. A number of substantial plants are under construction

for the management of industrial and Department of Defense and

Department of Energy (DOE) wastes. Application to waste streams

similar to Annex V materials has not been undertaken, but a variety of

feeds have been processed that are relevant to the Annex V problem.

5.3.3.3 Oxidative Methods

With oxidative methods, the waste stream is decomposed under oxidizing

conditions, as with incineration. The products are fully oxidized and no

afterburner is required. Temperatures involved are considerably lower than for

the pyrolytic methods discussed above.

Supercritical Water Oxidation

Water above its critical point, i.e., above 374° C and 220 atmospheres

pressure, behaves very differently from water as we normally encounter the

substance. Supercritical water is more like a gas than a liquid and is

miscible with other gases, but not salts. Under supercritical conditions

organic compounds and oxygen are both soluble in water and can react

readily. Exposure time within the reactor is less than 2 minutes for very

complete (> 99 percent) conversion [15]. Shorter residence times, which

might mean smaller reactors, may be possible by manipulating temperature

and oxidant concentration.

The supercritical water oxidation (SWCO) process, as applied to Annex V

waste, would entrain shredded waste in water at concentrations of 1 to 20

percent. This mixture would be pressurized and preheated and then

introduced into the reaction chamber for exposure to the oxidant (oxygen,

air, or hydrogen peroxide). The temperature-time history of exposure is


rigorously controlled. Organic materials present in shipboard waste should

be largely converted to carbon dioxide and water. To the extent that sulfur,

chlorine, and phosphorus are present, acids will be formed: sulfuric,

hydrochloric, and phosphoric acids. In SCWO, these acids are converted to

salts through the injection of sodium hydroxide, and processes to remove

the salts must be carried out. Since the concentration of acid-forming

elements is low in shipboard wastes, this problem can probably be solved.

The process can be made self-sustaining by employing reaction heat to

prepare the incoming waste stream.

Molten Salt Oxidation

Oxidation with air can be carried out in molten sodium carbonate above

900° C. Acidic products react to form salts which dissolve in the molten

bath. It can be applied to combustible solids, organic liquids, solutions, and

slurries. The gaseous products may contain unoxidized waste that has

passed through the bath, and an afterburner may be needed. The method

has been employed on a small scale for over 40 years for destruction of

military waste materials. The relatively low temperature of operation, as

compared with incineration, minimizes the formation of nitrogen oxides.

Application to Annex V waste has not been investigated. Disposal of the

spent salt bath is a problem.

5.3.4 Process and discharge.

This category focuses on technologies designed to process waste and produce an

effluent with minimal environmental effects. Applicable technologies include

macerators, pulpers, grinders, shredders, and compactors.

In selecting the preferred alternative for navy operations, such factors as cost,

operational impacts, effects on ship habitability and crew quality of life, compliance


with environmental effects, and equipment maintainability should be considered.

Navy's preferred alternative is to install pulpers and shredders on all vessels the size of

frigates and larger [1]. These include the following: frigates, destroyers, cruisers,

amphibious helicopter assault ships, aircraft carriers, Fleet oilers and supply ships,

amphibious landing transport and docking ships, and fleet command-and-control ships.

Navy believes that the preferred alternative offers an adequate degree of

environmental protection for a moderate investment, while minimizing the impact on

habitability and mission capability.

Solid waste pulpers

The concept of the pulper is simple: cellulose products and/or food wastes are

pulped into small pieces and pumped overboard in a stream of seawater in the

following manner [16]. First, pulpable waste is saturated by seawater in a slurry

chamber and pulped by blade action (the final product is about 2 percent solids).

A junkbox catches nonpulpable items. Plastics inadvertently loaded into the

pulper are retained in the pulping chamber until the machine is cleaned. Finally,

the slurry is discharged into the ship’s wake. Pulpers would create a mixture of

seawater and pulped paper/cardboard for overboard discharge. The discharged

slurry is 0.3 to 0.5% solids by weight and consists mainly of cellulose. Studies

show an immediate 100,000:1 dilution when discharged into the wake of a ship.

At concentrations expected after discharge, bioassays showed no detrimental

effect in any marine organism studied.

Two pulpers developed specifically for navy ships can process paper, cardboard,

and food waste into a slurry that can be pumped overboard or to another treatment

unit in the ship. The large version of the pulper processes 500 to 1,000 lb/h and

the small version processes 100 to 200 lb/h. The large pulper weighs 3,600 lb and

measures 85 in wide by 67 in deep by 70 in high. The small pulper weighs 1,100

lb and measures 69 in wide by 26 in deep by 65 in high.


The following are the major findings from the pulper discharge studies:

a) The pulped paper and cardboard is an organic material composed mostly of

refractory cellulose. The pulped material was measured to be approximately

0.3% solids by weight-of which approximately 92% is organic matter and 8%

is inorganic clay filler-and is low in nutrients compared to background organic

matter.

b) The discharged pulped material is nontoxic to marine organisms. The results of

bioassays; showed no observable effects in any marine organism tested at the

concentration levels expected for navy discharges.

c) The pulper effluent is primarily particles of cellulose (i.e., a virtually inert,

nontoxic, persistent form of organic matter) that settles to the bottom in 1 to

10 days. The material degrades slowly (at a maximum of 0.6 percent per day),

but will not accumulate to harmful levels, even under worst-case conditions.

Metal/glass shredders

The metal/glass shredder developed specifically for navy ships shreds metal and

glass into a sinkable form to be packed into a burlap bag that discharged overboard.

Studies show that the bags sink rapidly, become partially buried on the bottom, will

not move towards shore, and become colonized by various types of marine

organisms. Over time, the shredded metal oxidizes and disintegrates. The shredder

can process 250 lb/h, and measures 52 in wide by 25 in deep by 78 in high.

The following are the major findings from the shredder discharge studies:

a) The shredded material is mostly composed of tin-coated steel cans (71 percent by

weight) and glass (13 percent by weight). Minor components include aluminum

cans, burlap bags, food waste, and paper labels.


b) The shredded material, discharged in burlap bags, sinks rapidly through the water

column. This indicates that the waste will have minimal impact in the water

column and that its dominant fate will be on the seafloor.

c) The ultimate fate of the shredded material is deposition, corrosion, and burial on

the seafloor. Corrosion of the metal is likely to occur over a period of several

years.

d) The total annual discharge of bags could affect only a negligible amount of the

ocean floor.

Ship impacts and costs

Navy considers installation of pulpers and shredders feasible on most surface

ships without causing significant ship impacts. The large combatant, auxiliary

support, and amphibious ships would require one large pulper and one metal/glass

shredder [16]. The equipment would add 6,000 to 9,400 lb to each ship, occupy

100 to 300 ft' and 700 to 2,200 ft', and cost $1,200,000 to $1,900,000 per ship for

procurement plus installation, depending on the ship. Aircraft carriers would

require two large pulpers, one small pulper, and two metal/glass shredders. This

equipment would add 20,600 lb to each ship, occupy 300 ft' and 2,800 ft', and cost

$3,600,000 per ship for procurement and installation. No functions would be

eliminated or reduced on any of these ships to install the pulpers and shredders.


Table 7.1 Commercial Mechanical Processing Equipment [12]

Type Vendor Capacity (lb/h)

Dimensions Weight (lb)

Price ($)

Shredder Shredding Systems, Inc.1

2,000 12 ft � 3.5 ft � 4.5 ft

190 ft3

1,280 86,000

Compactor International Compactor, Inc.1

3 ft3/15 sec 2 ft � 2 ft � 6 ft 25 ft3

550 8,000

Pulper SOMAT1 1,000 wet 700 dry

4.3 ft � 2.2 ft � 4.7 ft 25 ft3

530 17,680

Shredder-compactor

Strachan & Henshaw

440 6.5 ft � 2.5 ft � 6.5 ft

106 ft3

5,500 200,000

Plastics processor

Strachan & Henshaw

Cooling limited

6.5 ft � 2.5 ft � 6.5 ft

106 ft3

5,500 210,000

1For each of these machines, larger models are available.

Table 7.2 Navy-developed Mechanical Processing Equipment [12]

Type Capacity (lb/h) Dimensions, ft2 incl. oper. envel.

Weight (lb)

Price ($)

Shredder 600 30 1,500 –

Pulper 1,000 wet (a small pulper

has been developed)

500 dry

100 5,600 105,000

Plastics processor

30 96 5,000 65,000


6 DISCUSSION

6.1 Lessons learnt from the study

One of the main lessons I learnt from the study is the good strategy for managing

the amount of naval solid waste. From the thesis, I learnt some mechanical methods

for waste management using Shredders, pulpers and compactors, and some

advanced destruction technologies such as, incineration, Pyrolytic, oxidative.

Improve waste management

Waste management is most effective when included in the overall planning from the

beginning and targeted toward the goal of eliminating waste discharges and emissions

which pose pollution threats to the Arctic environment. Elimination of these discharges

should be a targeted goal of regulatory activity, however, the appropriate waste

management decision for each activity must also consider the feasibility of zero

discharge in the area under review, whether the necessary onshore infrastructure exists,

and whether an unacceptable transfer of pollutants from on media to another would

result. The most effective management of discharges and emissions is attained in

concert with pollution prevention. If elimination of wastes is not possible, then the

hierarchical application of techniques for source reduction and waste minimisation

should be employed to meet applicable regulations. These principles, along with the best

available technology and best environmental practice, should be incorporated in the

design and management of exploration and production facilities and planning of

associated activities.

Environmental Education

Provision of increased public awareness of the impacts of marine debris on aquatic

species, and facilitation of effective transfer to users of new and innovative information


and techniques regarding plastic recycling, packaging, alternative materials, and ways to

effect change in individual disposal habits.

Encourage publication of information such as scientific articles, photos, etc to document

the impacts of marine plastic debris. Develop a network of land-based marine debris

monitoring sites involving local communities. Tagging, coding and marking fishing gear

can help to identify the source of marine debris; and collecting data on all fisheries

operating in the region as well as oceanographic information may provide a

comprehensive picture of the source of rubbish.

Besides above mentioned, naval groups should continue to develop educational

materials for ships, supply centers, and procurement offices. Every navy ship uses an

education package to motivate its officers and crews. These materials include videos,

posters, and a comprehensive Ship's Guide.

6.2 Areas for further study

Incineration innovation

It is clear that a number of candidate techniques are available for the destruction of

Annex V wastes. Products of the various methods are similar. Unfortunately neither

land-based nor existing seaworthy incinerator designs can meet the naval requirements

of compactness and light weight. This has led to the exploration of novel approaches,

such as the use of forced acoustics to improve heat transfer, turbulent mixing, and firing

density in order to reduce the size and increase the throughput of incineration systems.

Present models do not appear to be competitive with incineration in the area of shipboard

waste disposal, but further development and demonstration projects are under way that

could change the picture. The committee suggests that it will be years before a clear-cut

replacement for incineration of Annex V wastes is established.


An integrated system approach

It is recommended to adopt an integrated systems approach to manage all shipboard

waste streams. It is now technically feasible to install and operate systems that will

comply with Annex V restrictions and handle other waste streams as well. Avoidance of

a piecemeal approach should offer economies of space and investment. The systems

chosen may differ from one class of ship to another, but key elements will be common:

a) On-board reduction of the volume of waste streams by mechanical compaction,

incineration, and other destructive technologies; and

b) On-board storage of waste for later transfer to shore facilities (either directly or by

transfer to other ships) for landfill disposal or recycling or for legal ocean discharge

outside Special Areas.

Submarines

Submarine characteristics and operations are significantly different from surface ships.

Unique submarine characteristics include critical space, weight, shock, acoustic, and

atmospheric-control requirements and criteria. Submarines operate for weeks, or even

months, at a time, and must be fully stocked with food and all supplies to last for the

duration of their mission, since they are not configured to be replenished under way.

Submarines must remain submerged for extended periods to accomplish their mission.

Submarines are equipped with trash-disposal units, which discharge solid waste through

the submerged pressure hull in sinkable cans. The available surface ship solid waste

processing equipment is not designed to meet the unique submarine requirements.

Advanced options for submarines by evaluating and addressing reduction, storage, and

discharge of solid wastes should be established in the future.


6.3 Writer’s own contribution.

Traditionally, solid waste management system is for cruise ships but so far has not been

considered for naval vessels. Through the studies and result presented, some

contributions have made.

Review the existing disposal methods of navy solid waste

Adopt solid waste management system for naval vessels

Introduce some advanced destruction technologies to suit navy’s latest development.

Suggested the scope for further studies.

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS ZHOU LI

48

7 CONCLUSIONS

The international maritime community has taken steps to restrict solid waste discharged

overboard from vessels to curb environmental harm. The MARPOL convention does not apply

to warships or to naval auxiliaries. The convention does, however, require party states to ensure

that their warships and naval auxiliaries operate consistently with the convention so far as

"reasonable and practicable."

Several methods (recycling, landfill, incineration) to dispose of solid wastes from naval vessels

which are most commonly used are outlined for readers’ better understanding on this subject.

The term "reasonable and practicable" raise the issue of eliminating navy solid waste and hence

solid waste management system for naval ships is designed by four basic categories, which are

source reduction, store and retrograde, destroy on board and process and discharge.

Together with waste management system, some mechanical methods (pulpers, shredders,

compactors, etc.) are intended to minimize the volume of waste that must be stored until it can

be off-loaded; incineration intended to destroy the organic waste; and advanced techniques

under consideration that may eventually supercede incineration (plasma arc, vitrification, molten

metal reduction, supercritical water oxidation, etc.) are illustrated throughout the thesis.

However areas for further study are needed under two main criteria. First, the exploration of

novel approaches of incinerator designs need to be developed to meet the naval requirements of

compactness and light weight. Secondly, it is recommended to adopt an integrated systems

approach to manage all shipboard waste streams.


49

REFERENCES

[1] A comparison of plastic and plankton in the North Pacific Central Gyre. Marine Pollution Bulletin

42, 1297-1300. Moore, C. J., S. L. Moore, M. K. Leecaster, and S. B. Weisberg

[2] Annex 5, MARPOL 73/78 Consolidated edition, 2002

[3] Advances in Underwater Technology, Ocean Science and Offshore Engineering, T.J.Freeman, C. N.

Murray, and R. T. E. Schuttenhelm, 16, 217-233, Graham and Trotman, London, (1988).

[4] Entanglement of marine life in marine debris including a comprehensive list of species with

entanglement and ingestion records.Laist, D. W., 1997. Impacts of marine debris Coe, J. M. and D.

B. Rogers (Eds.), Springer-Verlag, New York, pp. 99-139

[5] Solid Waste Technology Review, Westinghouse Electric Corporation, Machinery Technology

Division, 19 January 1996.

[6] Assessment of Commercially Available Waste-Processing Technologies for Reducing the Storage

Volume of Shipboard-Generated Solid Waste, Naval Surface Warfare Center, Carderock

Division, August 1995.

[7] Store and Retrograde Ship Impact Study, John J. McMullen Associates, Inc., 6 February 1996

[8] Solid Waste Processing Equipment Installation Ship Impact Study: Vertical Baler and Metal

Compactor Waste Processing System, John J. McMullen Associates, Inc., 8 January 1996.

[9] Solid Waste Processing Equipment Installation Ship Impact Study: Plasma Arc Thermal

Destruction System, Revision Ajohnj. McMullen Associates, Inc., 5 February 1996.


50

[10] Niessen, W. R., Combustion and Incineration Processes, Applications in Environmental

Engineering, Marcel) Dekker, Inc., New York, NY, (1994).

[11] Solid Waste Processing Equipment Installation Ship Impact Study: Incineration System, John J.

McMullen Associates, Inc., 3 January 1996.

[12] Ship Solid Waste Store and Retrograde Study, Center for Naval Analyses, December 1995.

[13] Organic Chemistry, 3rd Ed., Brooks/Cole (Publishers), Stanford, CA, McMurry, J., 1992,; also

Japanese translation version, Tokyo Kagaku Dojin Ltd, Tokyo, Japan, 1992, P. 1230.

[14] “Thermo gravimetric Analysis of Biomas”, Devolatilization Studies on Feedlot Manure. Indust.

Eng. Chem. Proc., American Chemical Society, 20(4), pp. 630636. Raman, P., Walawender, W. P.,

Fan, L. T., and Howell, J, A., 1981.

[15] Fire Hazard Assessment of Shipboard Plastics Waste Disposal Systems, Navy Technology Center

for Safety and Survivability, 28 February 1994.

[16] Drake, J., Gill, S., and Bayer, K. 1994. Technical Evaluation (TECHEVAL) Test Report for the

Large Pulper Installed Onboard the USS George Washington (CVN 73), Report TM-63-94/4.26,

Naval Surface Warfare Center, Carderock Division, Bethesda, Maryland.


51

APPENDICES

Appendix A. Sample Navy Shipboard Solid Waste Management Plan

[ship name] [hull number] [Date]

1. Purpose. To establish policies, procedures and responsibilities for the control of plastic and solid

waste disposal aboard [ship name] and to prevent/reduce its discharge at sea.

2. Procedures of Shipboard Waste Handling and Storage

(1) Collection and Separation.

Procedures for collecting and separating disposable waste generated aboard ship will be based on

what can and cannot be discharged overboard in an authorized dumping area. To avoid the need

for sorting after collection, separate waste receptacles will be provided as required for:

(a) Plastics, including plastic mixed with non-plastic materials.

(b) Pulpable materials including food waste, cardboard and paper.

(c) Shreddable wastes including non-hazardous metal and glass containers.

(d) Each waste that is recycled.

(e) All non-processed waste.

(f) Waste that can be incinerated.


52

(2) Waste Receptacles.

Each waste receptacle will be clearly marked by category. Appropriate number and types of

containers will be determined by location such as mess decks, crew living space, galley, or

general work area. Post signs to alert crew members as to what should be placed in these

receptacles (e.g. METAL/GLASS; PLASTICS; PULPABLE WASTE).

(3) Processing shipboard solid waste

Processing shipboard solid waste that can be disposed of at sea and/or in port are grouped into 4

categories: recyclable, Plastics, Pulpables, Metals/Glass.

(a) Recyclable material (Ships with recycling programs should provide procedures here that

describe their collection, processing and storage requirements)

(b) Plastics: Plastic waste should be collected in plastic bags (clear bags preferred). Plastic waste

collected in the galley shall be taken to the Trash Disposal Room for processing immediately

after each meal. The Environmental Compliance Division personnel will inspect all trash

brought to the trash for non-plastics and not accept it if improperly sorted. If the bag is

refused, the person who delivered it is responsible for sorting it in the compartment where it

was generated and returning it again for processing. In the event that the Plastic Waste

Processors are inoperative, all waste plastic generated in food service operations shall be held

onboard in odor barrier bags in [selected ship location].

(c) Food Waste and Pulpables: Pulpables will be processed inside the trash room by the

equipment operator with the approval of the OOD, and during the posted Trash Disposal

Room operating hours. All wet garbage will either be processed in garbage grinders or

collected in plastic/metal containers by mess personnel in the scullery. Pulpable waste

containers, cardboard and paper waste generated in the kitchen, scullery and mess decks shall


53

be transported to the Trash Disposal Room for processing immediately after each meal.

Ship's crew members will, during announced hours only, bring trash to the Trash Disposal

Room for processing. The Environmental Compliance Division personnel will inspect all

trash brought to the trash for non-pulpables and not accept it if improperly sorted. If the bag

is refused, the person who delivered it is responsible for sorting it in the compartment where

it was generated and returning it again for processing. In the event that the pulper and/or

garbage grinder are inoperative, they shall ensure that all unprocessed food contaminated

waste shall be stored inside large metal/plastic trash containers and stored on [selected ship

location] until equipment operation has been restored. Non-food contaminated waste shall be

held on station if the pulper is not operational.

(d) Metal/Glass Containers: Shreddables will be processed inside the Trash Disposal Room by

the equipment operator with the approval of the OOD, and during the posted Trash Disposal

Room operating hours. All shreddables that contain wet garbage shall be first rinsed out and

then placed in bags or plastic/metal containers for transport to the Trash Disposal Room.

Mess personnel shall transport shreddable waste containers, cardboard and paper waste

generated in the kitchen, scullery and mess decks to the Trash Disposal Room for processing

immediately after each meal. Ship crew members will, during announced hours only, bring

trash to the Trash Disposal Room for processing. The Environmental Compliance Division

personnel will inspect all trash brought to the Trash Disposal Room for processing. The

Trash Disposal Room operator shall inspect the bag for non-plastics and not accept it if not

properly sorted. If the bag is refused, the work center which delivered it is responsible for

sorting it where it was generated and returning it again for processing. In the event that the

metal/glass shredder is inoperative, rinse out non-hazardous metal containers and utilize ship

can openers to open the top and bottom. Crush the cans and place them and non-hazardous

glass waste inside large metal/plastic trash containers and store on [selected ship location]

until equipment operation has been restored, or discharge overboard where permitted.


54

(4) Shipboard Waste Storage

(a) Food and food contaminated waste that cannot be discharged at sea in authorized disposal

areas will be retained onboard unless retention causes a health hazard. Food wastes and

associated garbage which must be disposed of ashore may contain pests or disease organisms.

Therefore, segregate these wastes from all other categories, place in sealed container, and

clearly mark as "FOOD WASTE". Areas used for storage of food wastes will be routinely

disinfected using both preventative and remedial pest control methods.

(b) Plastic wastes collected from living and working areas will be delivered to the Trash Disposal

Room and processed in the Plastic Waste Processor. Disks produced will be sealed in odor

barrier bags and placed in designated storage areas. In the event that the Plastics Waste

Processor is inoperative, the food contaminated plastics waste will be segregated from non-

food contaminated plastics waste and sealed in odor barrier bags.

(5) Disposal of Shipboard Waste at Sea

(a) Operation of pulpers and overboard disposal of shredded metal/glass waste or other legally

disposable waste should not commence unless authorized by the OOD.

(b) At the conclusion of each underway period notify OPNAV (N45) by routine message, info

chain of command, when policy cannot be followed. Negative reports are not required.

(6) Disposal of Shipboard Waste In port: Prior to returning to port a LOGREQ should be sent out

requiring trash to be off-loaded upon arrival to port/homeport. LOGREQ should include:

(a) How many cu-ft of trash will be off-loaded.

(b) Type of material i.e. plastic, cardboard, garbage, etc.


55

(c) How many plastics waste disks will be off-loaded.

Trash removal is a ship wide responsibility. Duty section personnel will be utilized to move

trash off the ship. The CDO/ACDO should supervise the removal of all trash from the ship.


56

Appendix B Technologies Options for Management of Annex V Waste on Surface Ships

Material Near Term Intermediate Term Long Range

Not Contaminated with Food

Paper Incineration as available/ Mechanical compaction/Storage / Transfer for shore disposal or ocean dumping outside Special Areas/Recycling possible

Incineration Other destruction

Metal Shred/Storage/Transfer for shore disposal or ocean dumping outside Special Areas/Recycling possible

Same as near term Same as near term/Possible other destruction treatment

Glass Crush/Storage/Transfer for shore disposal or ocean dumping outside Special Areas/Recycling possible

Same as near term Same as near term/Possible other destruction treatment

Plastics No ocean dumping/Compaction with Navy-developed plastics processor or incineration as available

Same as near term/Incineration an option on more ships

Other destruction an option

Contaminated with Food

Paper As above/Odorproof packaging of high integrity required for storage

Incineration Other destruction

Metal Clean food off/Treat as above/If not cleanable, odorproof packaging of high integrity required

As above/Option of putting metal through incinerator to remove food contamination /Obviates packaging

As above/Option of using other destruction to remove food contamination/Obviates packaging

Glass Clean food off/Treat as above/If not cleanable, odorproof packaging of high integrity required

As above/Option of putting glass through incinerator to remove food contamination /Obviates packaging

As above/Option of using other destruction to remove food contamination/Obviates packaging

Plastics As above/Odorproof packaging of high integrity required for storage of plastics processor discs or incineration as available

Same as near term/Incineration an option on more ships

Other destruction an option


57

Appendix C Partial List of Equipment Vendors

Vendor Name Address Type of Equipment Ship Installation

SOMAT 855 Fox Chase Coatsville, PA 19320 Tel. (610) 384-7000

Pulpers, hydro dryers 150 to 160 pulpers installed in cruise ships

Shredding Systems, Inc.

9760 S.W. Freeman Dr. Wilsonville, OR 97070 Tel. (503) 682-3633

Shredders At least seven shipboard installations for cruiseliner

Cumberland 100 Roddy Ave. S. Attleboro, MA 02703-7951 Tel. (508) 399-6400

Shredders No

Marathon 901 Industrial Park Rd. Dearfield, PA 16830 Tel. (800) 922-7062

Compactors No

Strachan & Henshaw Ashton House, P.O. Box 103 Ashton Vale Road Bristol, BS99 7TJ England Tel. (0117) 966-4677

Waste-processing machine Shredder and two-stage compactor

Yes

International Compactor, Inc.

P.O. Box 5918 Hilton Head Island, SC 29938 Tel. (803) 686-5503

Compactors No

Jacobson Companies 2445 Nevada Avenue North Minneapolis, MN 55427 Tel. (612) 544-8781

Crushers Hammermills Shredders

No

Franklin Miller 60 Okner Parkway Livingston, NJ 07039 Tel. (201) 535-9200

Crushers Shredders

No

Norsk Hydro P.O. Box 44 N-3671 Notodden, Norway Tel. 47 35 01 71 00

Complete shipboard waste management systems Pulpers Dewatering equipment Incinerators

Yes

Deerberg Systems Moltkestrasse 6a D-26122 Oldenburg Germany Tel. 49-441-77 60 62

Complete shipboard waste management systems

Yes


58

Appendix D Waste Stream Characterization

Waste stream characterization is a subject that has received considerable attention in recent years but the

data are not reported in consistent units, they tend to be incomplete, and large variations exist from one

source to another. For Annex V waste, the data are given in Table D.1. Practice in materials

management is known to vary from ship to ship.

For purposes of this report, US Navy surface ship numbers are used. It is suggested that one significant

figure confidence is appropriate.

Table D.1 Waste Generated (lb/person/day)

Navy1 Princess2 Manzi3 USS

Kamehameha

Schultz4

Paper 1.1 1.8 0.3 0.3 –

Metal 0.5 0.1 0.3 0.2 0.4

Glass 0.1 2.4 0.04 0.0 0.1

Plastics 0.2 0.1 0.3 0.1 –

1U.S. Navy (1993). 2Richard Wade, personal communication, 1995. 3Manzi (1994). 4Schultz and Upton (1988).


59

There has been some effort to break down the Annex V classes into more specific categories, but the

results are not very useful. For example, plastics are said to be 60 percent miscellaneous and 38 percent

film. It is of interest to know the chlorine content of the plastic because this can affect the cleanness of

the incineration process. Navy waste is said to have a low PVC concentration. Saran-type films are

known to be a part of the plastic waste (CDR Willson, USN, private communication, 1995), and this

material has a formula poly(CH2CCl2). PVC is poly(CH2CHCl). In the absence of specific data, it is

difficult to predict the effect of chlorine on combustion, but incineration of 0.2 lb of mixed plastic with

1.1 lb of paper should be manageable in terms of emissions. Paper waste is reported to be more than

two-thirds newspapers, magazines, and the like. The rest is office and computer paper. Metal is reported

to be 23 percent aluminum, 73 percent ferrous, and 4 percent other (e.g., copper wire). The information

summarized here does not reveal any problems in connection with the committee conclusion that

technology does exist for compliance with Annex V.

Reported waste quantities for non-Annex V materials are given in Table D.2.

Table D.2 Non-Annex V Waste Generated (lb/person/day)

Navy1 Princess2

Food 1.2 2.7

Black water 25 to 125 90

Gray water 210 300

Laundry water 40 90

1U.S. Navy (1993). 2Richard Wade, personal communication, 1995.