Final Report

Department of Naval Architecture And Marine Engineering
Final Year Project 2005 / 06

Students 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.
CONTENTS
DESCRIPTION CONTENTS 1. INTRODUCTION 2. AIMS OF PROJECT 3. CRITICAL REVIEW 3.1 What are the solid wastes discharged from navy ships? 3.2 Present existing methods of dealing with disposal of solid wastes from navy ships? 3.2.1 Disposal of wastes from navy ships methods 3.2.2 Recycling 3.2.3 Landfill 3.2.4 Incineration 3.3 Compliance activities of various navies 3.4 Topics requiring attention 3.4.1 Great impact to small crafts and high speed crafts 3.4.2 managerial aspects 4. PROJECT APPROACH 5. SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS 5.1 Nature of the problem 5.2 MARPOL Annex V 5.3 Shipboard solid waste management 5.3.1 Source reduction 5.3.2 Store and retrograde
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SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS
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5.3.3 Destroy on board 5.3.3.1 Incineration 5.3.3.2 Pyrolytic methods 5.3.3.3 Oxidative Methods 5.3.4 Process and discharge 6 DISCUSSION 6.1 Comparison of the Current and New Lashing Bar 6.2 Area for Further Study 6.3 Own Contributions 7 CONCLUSIONS REFERENCE APPENDICES Appendix A Sample navy shipboard solid waste management plan Appendix B Technologies options for management of Annex V waste on surface ships Appendix C Partial List of Equipment Vendors Appendix D Waste stream characterization
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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
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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 ships 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
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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-anddischarge 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.
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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
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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:
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Table 1 Time taken for objects to dissolve at sea [2] Paper bus ticket Cotton cloth Rope Woollen cloth Painted wood Tin can Aluminium can Plastic bottle 2-4 weeks 1-5 months 3-14 months 1 year 13 years 100 years 200-500 years 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 Paper Metal Glass Plastics Weight 1.1 lb/person/day 0.5 lb/person/day 0.1 lb/person/day 0.2 lb/person/day Estimated compacted volume 0.056 ft3/person/day 0.005 ft3/person/day 0.001 ft3/person/day 0.010 ft3/person/day
TOTAL
1.9 lb/person/day
0.072 ft3/person/day
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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
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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 tincoated 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.
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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 vessels 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.
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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.
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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 manufacturers 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
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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
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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
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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 Waste-handling system (3 ships) Large compactors (62) Incinerators (57) Pulpers (75) Small compactors TOTAL COST Source: U.S. Coast Guard (2001). 3.7 1.4 18 ($16 million for existing ships) 3.8 0.0174 (to be installed) ~27 (or about $118,000/ship for 228 ships) Cost ($ million)
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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.
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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 ships environmental systems and include other officers, specifically the ships 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 ships waste management system. This is akin to what chemical industry plant managers have to master before being given responsibility for a chemical plants 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 captains 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
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database develops, it can be used for performance metrics, for benchmarking with other ships, and as an incentive for source reduction of waste materials.
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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.
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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;
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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-theshelf 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
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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 / 20day 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.
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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 compactor primarily used recycling centers to large by prepare users. 13,500 long, 5
waste for shipment to end The unit weighs about lb, measures about 20 ft
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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 threedeck 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
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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
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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 5gallon 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
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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).
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Technologies Horizontal Baling Press Various ship Type Installation Large combatant ships Initial equipment Annual operating Installation Auxiliary support ships Initial equipment Annual operating Installation Amphibious ships Initial equipment Annual operating Installation Aircraft carriers Initial equipment Annual operating $4,500,000 $50,000 $200,000 $4,400,000 $50,000 $100,000 $11,300,000 $70,000 $400,000
Vertical Downstroke Baler and Metal Compactor $5,200,000 $100,000 $400,000 $5,200,000 $100,000 $200,000 $15,300,000 $240,000 $500,000
Shredder/TwoStage Compactor
Manual Compaction
$4,200,000 $600,000 $400,000 $4,000,000 $600,000 $600,000 $6,100,000 $900,000 $700,000 $16,000,000 $5,100,000 $4,000,000
$5,500 $11,800 $100,000 $4,400,000 $20,000 $200,000 $18,500,000 $100,000 $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
SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS ZHOU LI 29
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.
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The incinerators discussed herein are of modern design and have automatic feed, automatically controlled combustion sequences, and automatic ashhandling 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).
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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
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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
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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.
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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 Weight Volume Availability 63 tons(1) 12,000 ft3 (2) 2010 perhaps
Commercial System 93 tons(1) 22,000 ft3(1) Now
Incinerator
70 tons(2) 3,200 ft3(2) 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 1000C, 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.
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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 Weight Volume Availability

1 2
Commercial System 93 tons(1) 22,000 ft3(1) Now
Incinerator 70 tons(2) 3,200 ft3(2) Now
63 tons(1) 12,000 ft3 (2) 2010 perhaps
From US Navy briefings. From vendor information. Another vendor offers 65 tons and 4,100 ft3.
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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
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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
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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
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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 ships 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.
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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.
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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.
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Table 7.1 Commercial Mechanical Processing Equipment [12]

Type Vendor Capacity (lb/h) 2,000 Dimensions Weight (lb) 1,280 Price ($) 86,000
Shredder
Shredding Systems, Inc.1
12 ft
3.5 ft 4.5 ft 190 ft3 2 ft 6 ft 25 ft3
Compactor
International Compactor, Inc.1 SOMAT1
3 ft3/15 sec
2 ft
550
8,000
Pulper
1,000 wet 700 dry
4.3 ft
2.2 ft 4.7 ft 25 ft3
530
17,680
Shreddercompactor
Strachan & Henshaw
440
6.5 ft
2.5 ft 6.5 ft 106 ft3
5,500
200,000
Plastics processor
1
Strachan & Henshaw
Cooling limited
6.5 ft
2.5 ft 6.5 ft 106 ft3
5,500
210,000
For 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. 30 100 Weight (lb) 1,500 5,600 Price ($)
Shredder Pulper
600 1,000 wet (a small pulper has been developed) 500 dry 30
105,000
Plastics processor
96
5,000
65,000
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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
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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.
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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.
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6.3 Writers 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 navys latest development.
Suggested the scope for further studies.
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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.
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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.
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[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.
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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.

(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
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.
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(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 nonfood 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.

(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.
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Appendix B Technologies Options for Management of Annex V Waste on Surface Ships

Near Term Intermediate Term Long Range
Material
Not Contaminated with Food Paper Incineration as available/ Mechanical compaction/Storage / Transfer for shore disposal or ocean dumping outside Special Areas/Recycling possible Shred/Storage/Transfer for shore disposal or ocean dumping outside Special Areas/Recycling possible Crush/Storage/Transfer for shore disposal or ocean dumping outside Special Areas/Recycling possible No ocean dumping/Compaction with Navy-developed plastics processor or incineration as available Incineration Other destruction
Metal
Same as near term
Same as near term/Possible other destruction treatment
Glass
Same as near term
Same as near term/Possible other destruction treatment
Plastics
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 Clean food off/Treat as above/If not cleanable, odorproof packaging of high integrity required Clean food off/Treat as above/If not cleanable, odorproof packaging of high integrity required As above/Odorproof packaging of high integrity required for storage of plastics processor discs or incineration as available Incineration Other destruction
Metal
As above/Option of putting metal through incinerator to remove food contamination /Obviates packaging As above/Option of putting glass through incinerator to remove food contamination /Obviates packaging Same as near term/Incineration an option on more ships
As above/Option of using other destruction to remove food contamination/Obviates packaging As above/Option of using other destruction to remove food contamination/Obviates packaging Other destruction an option
Glass
Plastics
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Appendix C Partial List of Equipment Vendors

Vendor Name Address Type of Equipment Ship Installation 150 to 160 pulpers installed in cruise ships At least seven shipboard installations for cruiseliner No
SOMAT
855 Fox Chase Coatsville, PA 19320 Tel. (610) 384-7000
Pulpers, hydro dryers
Shredding Systems, Inc.
9760 S.W. Freeman Dr. Wilsonville, OR 97070 Tel. (503) 682-3633
Shredders
Cumberland
100 Roddy Ave. S. Attleboro, MA 02703-7951 Tel. (508) 399-6400 901 Industrial Park Rd. Dearfield, PA 16830 Tel. (800) 922-7062 Ashton House, P.O. Box 103 Ashton Vale Road Bristol, BS99 7TJ England Tel. (0117) 966-4677 P.O. Box 5918 Hilton Head Island, SC 29938 Tel. (803) 686-5503 2445 Nevada Avenue North Minneapolis, MN 55427 Tel. (612) 544-8781 60 Okner Parkway Livingston, NJ 07039 Tel. (201) 535-9200 P.O. Box 44 N-3671 Notodden, Norway Tel. 47 35 01 71 00
Shredders
Marathon
Compactors
No
Strachan & Henshaw
Waste-processing machine Shredder and two-stage compactor
Yes
International Compactor, Inc.
Compactors
No
Jacobson Companies
Crushers Hammermills Shredders Crushers Shredders
No
Franklin Miller
No
Norsk Hydro
Complete shipboard waste management systems Pulpers Dewatering equipment Incinerators Complete shipboard waste management systems
Yes
Deerberg Systems
Moltkestrasse 6a D-26122 Oldenburg Germany Tel. 49-441-77 60 62
Yes
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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 Metal Glass Plastics

1 2 3 4
1.1 0.5 0.1 0.2
1.8 0.1 2.4 0.1
0.3 0.3 0.04 0.3
0.3 0.2 0.0 0.1
0.4 0.1
U.S. Navy (1993). Richard Wade, personal communication, 1995. Manzi (1994). Schultz and Upton (1988).
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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 Black water Gray water Laundry water

1 2
1.2 25 to 125 210 40
2.7 90 300 90
U.S. Navy (1993). Richard Wade, personal communication, 1995.
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Department of Naval Architecture And Marine Engineering

Final Year Project 2005 / 06

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

Historically, naval vessels have led the international maritime industry in

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

2. AIMS OF THE PROJECT

To identify the key issues for further studies

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

any product containing plastic, from disposable razors and candy

wrappers to milk cartons.

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

3.2.1 Disposal of wastes from navy ships

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

Deerberg Incinerator Unit for new building

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

3.3 Compliance activities of various navies

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

3.4 Topics required attention

3.4.1 Great impact to small crafts and high speed crafts

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

5 SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

5.1 Nature of the Problem

Disposal of all plastics into the sea is prohibited;

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

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

5.3 Shipboard Solid waste management system

Store and retrograde

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

Process and discharge

5.3.1 Source reduction

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

5.3.2 Store and retrograde.

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

$5,500 $11,800 $100,000 $4,400,000 $20,000 $200,000 $18,500,000 $100,000 $1,100,000

5.3.3 Destroy on board.

Diagram 1: New compact incinerator technology for Marine Incinerator

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

Commercial System 93 tons(1) 22,000 ft3(1) Now

70 tons(2) 3,200 ft3(2) Now

SOLID WASTE MANAGEMENT SYSTEM FOR NAVAL VESSELS

Navy Demonstration Weight Volume Availability

Commercial System 93 tons(1) 22,000 ft3(1) Now

Incinerator 70 tons(2) 3,200 ft3(2) Now