Disaster Management on Ballast System in Marine Industry

International Journal of Oceans and Oceanography ISSN 0973-2667 Volume 8, Number 2 (2014), pp. 127-135 Research India Publications http://www.ripublication.com Disaster Management on Ballast System in Marine Industry AAkash Kumar Bihari [1], M. Ramachandran [2],Kanak Kalita [3] [1] Dept. of Civil Engineering, MPSTME, SVKM S NMIMS. Shirpur-425405, Maharashtra, India [2] [3] Dept. of Mechanical Engineering, MPSTME, SVKM S NMIMS. Shirpur-425405, Maharashtra, India Corresponding Email: [1] kumar.aakash1508@gmail.com [2] sweetestchandran@gmail.com, [3] kanakkalita02@gmail.com. Abstract Disaster management on ballast water in the marine industry is a method for effectively treating ballast water in ships. This system of heating and holding the ballast water at a temperature that will ensure the effective destruction of target organisms. When a ship sails, it transfers millions of tons of ballast water by means of ballasting and deballasting for the purpose of stability, inadvertently transferring and discharging non indigenous aquatic organisms. Due to this the overall ecological balance is affected.to avoid that when the ballast water is taken into the ship it should be treated so that there are so much of treatment options available. But the proposed system has more advantage when compared to others. The heated water from the external seawater engine cooling system is taken into the ballast tanks.temperatures in the range of 38 C with holding time of several hours destroysthe targeted organisms. Aggressive invader organisms like japans seaweed cannot survive temperature at 37 0 c for several hours in the ballast tank. This system only requires some additional pipelines. So the cost of the system is very less. This method is limited to those on longer voyages with adequate time to treat all of the water and with sufficient available waste heat to make the process economically acceptable. Keywords Ballast, species, ANSYS, stability I. Introduction The water which is taken by the ship for the stability purpose is called ballast water. To maintaining the load line when the ship is unloading the cargo, sea water (ballast water) is taken into the ship up to the load line for that numbers of ballast tanks are Paper Code: 28309 IJOO

128 AAkash Kumar Bihari et al available in the ship. Then when the ship is loading the cargo it will pump out the sea water (ballast water).due to that ships transfer millions of tons of ballast water from one place to another worldwide. This system is called ballast water system.nearly 85 percent of the world trading is carried out by means of the international shipping. By means of international shipping, every year there are million tons of ballast was transferred from one country coastal water to other country coastal water along with aquatic organisms like sea weed and fishes. Due to this process some problematic species are also transferred which will cause problems like introduction of new species, destroying the species which is already there and increasing their race tremendously in that sea. This will cause ecological imbalance and create new diseases to human beings. International maritime organization which is a standard organization for maritime industry framed a procedure for providing special treatment system either to destroy the aquatic organisms taken with the ballast wateror to remove the problematic organisms. II. Current Marine Target Species List There are a number of aquatic organisms involved in the ballast water exchange. For treatment analysis, we identified some current marine problematic species. It is difficult to analyzeall the aquatic organisms. In our research work, we are choosing the aquatic organisms like dinoflagellate, Japanese seaweed,mediterranean fanworm,european crab, Asian date mussel, golden brown flagellate and shellfish. May be some organisms will have more tolerance to our current problematic marine species but we cannot able to consider all the organisms. Problematic species listswill be changed periodically depending on the location of the ballast also the problematic species can be changed. When performing the analysis of the ballast water treatment system, there are number of problems should be considered. The treatment systems should not create any problems to the environment system and it should not increase the work for the ship crews. The treatment options should be simple and cost effective and it should either sterilize or remove all the organisms present in the ballast water. III. Treatment Options When performing the deballasting of the sea water taken for stability purpose by ship should follow all the international maritime organization rules and regulations framed recently. The shipping company should provide a suitable ballast water treatment methodology to decrease the problem created by shifting the problematic aquatic organisms from one coastal area to other coastal area. But the ballast water treatment system should not disturb the safety of the ships. Some shipping organizations suggest to supply the treated ballast water at the port when ballasting and during deballasting the ballast water is again supplied to the port itself but for this method all ports required very big storage facility which is very complicated. And this cannot be suitable during movement from sea water to fresh water and vice versa. Other idea is to deballast the water at the international water and taking the reaching coastal water

Disaster Management on Ballast System in Marine Industry 129 for stability but it is not 100% effective and it requires more time and stability ship may collapse. Sterilizing the ballast water by means of chemical treatment requires tons of chemicals will create again water pollution and the treatment system is very expensive. Providing ultra violet ray sterilization is much costlier and it cannot be so effective for large quantity of water. The best way of sterilizing the ballast water is by means of heating the water by means of steam but it will also increase the cost and human work. The international maritime organization and all other maritime organizations concerns about finding out an alternative ballast water treatment system which is very effective and to overcome all the drawback in the previous treatment options for the ballast water management as soon as possible and thereby safeguarding the ecological balance. The research and development organizations carried out series of research establishment all around the world. In this paper we are providing a possible and simple way for treating the ballast water for the ballast water exchange with cost effective system. In our system we are performing two methods of treatment. The first method is heating the ballast water with the help of engine cooling water and maintaining the temperature for several hours to kill all the aquatic organisms and at the same time replacing the ballast water continuously. IV. Ballast water treatment system In our ballast water treatment system process, we will heat the ballast water which is present in the ballast tank continuously to increase the temperature of ballast water to kill all the unwanted problematic current marine organisms. This method will generate the heat from the main engines which is usually called as propulsion engine cooling water during the voyage from one port to another port. This can be done by creating some modifications in the sea water cooling system. Usually the main propulsion engine is heated by means of a fresh water cooling system which is a closed loop circuit. Then the fresh water is cooled by means of the sea water taken from the sea in the massive quantity with high capacity centrifugal pump and again it is discharged to the sea back which cause thermal pollution. But in our system, we will use this heat energy for treating the ballast water in the ballast tank.the temperature difference between the inlet and outlet of the sea water will be 10 0 c. by means of this system. We can increase the ballast water temperature in the ballast water tank upto 40 0 and this can be maintained for several hours. This can be achieved by means of providing the sea water discharge after being cooled the fresh water cooling system of the main engine directly to the ballast water tank and the over flow of the ballast tank discharged overboard. By means of this set up, the temperature of the water in the ballast water tank will increase and at the same time the water in the ballast water tank will be replaced by fresh sea water. For providing this system, the ship requires only some additional pipelines. The main advantages of the system are thatthis system is not only heating the ballast water but this system is also flushing the ballast water that is already present in the ballast water tank. The flushing system of this method will decrease the amount of ballast water taken from the origin port.most of the targeted problematic current aquatic

130 AAkash Kumar Bihari et al organisms cannot survive at the temperature of 40 0 c for the period of six to eight hours. So we have to think of heating the ballast water which present in the ballast water tank above 40 0 c and at the same time we should main the temperature more than eight hours to kill all the problematic aquatic organisms.on the basis of data which is taken by Australian scientists all the indicated about problematic species will not survive at the temperature of 38 0 c maintaining for four to six hours. Below model line diagram shows the system used for the ballast water treatment by engine cooling water indicating all the components used in the system. In this system the main limitation is for treatment process we required more voyage time to treat all the ballast water taken for stability for ship. V. System Requirements The ballast water treatment system requires heat exchanger, pipe lines, pumps, ballast tank, etc.now we can see the entire things for the system. A ballast tank is a compartment within a ship, which holds water. The ship will have ballast tank in the bottom of the tank which is called double bottom tank. And in some cases ballast water tank will be provided at the side of the ship which is usually called as wing tanks. A single ship will have more number of ballast tanks depending on the capacity of the ship. To reduce the ballast tanks,the aftpeak and forepeak tanks also used for the ballasting purpose. The main purpose of ballasting is to lower the centre of gravity thereby the draft of the vessel will be increased. Usually in unloaded condition of the ship the propeller will come outside the water because of the lower draft. This problem can be overcome by means of ballasting system. When loading is carried out the ballast water will be pumped out to the sea. Thereby the centre of gravity and Meta centric height of the ship will be maintained. Ballasting in the passenger ship will be carried out by means of solid ballast like sand and steel blocks because in the passenger ship cargo weight is very less and the ship weight determines the ship stability. The amount of ballast water in the oil tankers are much higher when compare to all other types of ship because in the unloaded condition the draft of the vessel will be very much lesser to compensate that we need to ballast tons of sea water from the sea to the ship by huge centrifugal pumps and it will be stored in the

Disaster Management on Ballast System in Marine Industry 131 different tanks depending on the requirements of the ship.the pump which is used for the ballasting purpose is usually centrifugal pump. Because the centrifugal is having very high capacity and the maintenance is lesser but the pressure of the water will be lesser. Usually 400 to 700 metre cubic per hour capacity pumps are used for the ballasting purpose in the ship. Two or more pumps are employed in the ballasting operations in the pump room. In our ballast water treatment process for cooling the main propulsion engine cooling fresh water system shell and tube type coolers are usually used because of easy maintenance and high efficiency. Double pass shell and tube type coolers are having very good advantages when compared to single pass system. Still to increase the efficiency of the heat exchanger, counter flow heat exchangers are usually used.in this process we require some additional pipelines from the sea water cooling line to the ballast tank and from the ballast tank overflow to the sea overboard. Usually nickel chrome pipelines are employed for the ballasting to decrease the corrosion occurs in the system. VI. Ballast water treatment effectiveness In this ballast water treatment process, the heating system which is used to heat the ballast water and simultaneously flush the ballast water present in the ballast water tank will be evaluated to achieve the temperature of 38 0 c for the particular quantity of the ballast water. The analysis will be done with the help of Ansys computational fluid dynamics software. By means of flushing the original ballast water from the ballast water tank will remove nearly 90% of the plankton taken to the ballast water tank during ballasting and it is very effective in the cases of most floating organisms.at the same time heating the ballast water in the ballast tank will also heat the sediments present in the bottom of the ballast water tank with higher temperature thereby the organisms which is present in the sediments will also gets sterilized this will create the added advantages to the ballast water treatment process. These advantages will be only available in few ballast water treatment process.[3]this ballast water treatment process will be best suited for longer international voyages. Because this ballast water treatment process requires more time for treating the entire ballast water tank. However there may be a problem of very low sea water temperature. But this problem will be overcome by means of recirculation the ballast water again to cooling system so that the thermal stress of the heat exchanger will be reduced which will one more advantages to the ballast water treatment system process.this ballast water treatment system will depend on the ship heat balance sheet and engine cooling system design. However it requires only some modifications in the central cooling system pipeline and ballast water system pipelines, the cost of these treatment process will be much lesser when compared to the other treatment process but this system only requires longer voyages to treat all the ballast water.in this system the heated sea water from the heat exchanger is supplied at the bottom of the tank and the overflow is taken from the top of the ballast water tank. With this system the heat will circulate entire ballast tank. So that the effectiveness of the ballast water treatment system will increase further. Still there may be chance of thermal stratification which prevents the mixing of heated water into the ballast water tank.

132 AAkash Kumar Bihari et al This can be analyzed by means of the model system however this can be overcome by means of continuously flushing the ballast water tank.[3] VII. Survival Temperature of Species The survival temperature of every species will be different. For understanding the survival temperature of species we have to do the lab testing. Most of the aquatic organisms like Mediterranean fanworm and Japanese seaweed will not survive at the temperature of 60 0 c for one minute. At the same time by increasing the time we can able to kill all the above organisms with average temperature. Mediterranean fan worm will not survive at the temperature of 29 0 c for more than four hours and the Japanese seaweed will not survive at the temperature of 30 0 c for more than four hours in the water. Some species live Asian date mussel will not survive at the temperature of 32 0 c in the water for more than five hours and European shore crab seaweed will not survive at the temperature of 28 0 c for more than five hours in the ballast water.[1]but some most problematic species like dinoflagellate can survive at the temperature of 38 0 c up to four hours. Due to this reason we have to heat the ballast water present in the ballast water tank above 38 0 c and at the same time we have to maintain the temperature of the ballast water at 38 0 c for more than four hours to sterilize all the aquatic organisms present in the ballast water tank.[1] VIII. Model Experiment and Analysis For analysing purpose, I am taking the sea water line and the fresh water line.and some of machineries like main engine, main cooling sea water pump and main engine jacket cooling water pump are also taken into consideration.for analysising the ship ballast tank for technical effectiveness of the system, a ballast tank is designed by using pro E software with all provisions provided in the tank like manholes, longitudinal, stiffeners and sounding system etc. all the dimensions are takened with respect to the ship scenario and the thickness of the tank is takened as 5mm and the section thickness is takened as 3mm.In the ballast tank, the inlet hot water is provided in the bottom of the tank and the outlet water is provided at the top of the tank. Sounding provisions are provided in the corner of the tank. Straight bottom of the sounding pipe is strengthened by providing additional thickness plate. The model ballast tank is having three sections and each section is 1.2metre length. The sections are opened at the bottom for providing free flow of ballast water between the sections to prevent free surface effect. With these conditions the ballast tank is designed for the marine ships atmosphere with the help of Pro E designing software.below diagram shows the cut section of the ballast tank and the 3D view of the ballast tank.

Disaster Management on Ballast System in Marine Industry 133 Top section diagram 3D view of tank IX. Experiment Analysis For performing the analysis of the ballast tank technical effectiveness, real world readings are takened and the readings are tabulated below Sea water normal temperature =26-28 o c For heat exchanger Jacket cooling water inlet temperature = 65-70 o c Jacket cooling water outlet temperature = 55-65 o c Sea water inlet temperature = 35 o c Sea water outlet temperature =42 o c Discharge of the main sea water pump =0.4m 3 /m Length of the ballast tank = 5.5m Breadth of the ballast tank = 3.6m Depth of the ballast tank =1.6m Volume of the ballast tank =31.68m 3 Time taken for complete replacement of Water in the ballast tank =The tank is analyses in the Ansys software for

134 AAkash Kumar Bihari et al the thermal flow effectiveness. For that the ballast tank is designed in the pro E software and it is imported in the Ansys software with wire frame model and meshed in the Ansys software. The plate properties and the stiffeners properties are taken with ship parameters. X. Conclusion In the present scenario, ballast water is replaced at the international water near to the receiving port method is used to reduce the aquatic organism treatment process. By means of ballast water treatment system using waste heat from the engine cooling system is the best option for the ships which is having longer voyages like more than 8days voyage time. This ballast water treatment system will be very effective and this treatment system will not affect the environment at any cost. This ballast water treatment system not only heats the ballast water present in the ballast tank but also it will flush the ballast water tank. By means of this flushing nearly 95 % of the original ballast water will be replaced from the ballast water tank. This treatment methodology will occupy the major portion in the ballast water management in the future. By means of analysis report the 32 m 3 volume tank containing water will be replaced with the time of one and half hours. Because of the continuous supply of the hot water the ballast water will gets heated faster and with this treatment options we can get better efficiency and cost effective Reference [1]. Research on freshwater tanker ballasting. By Nippon KaijiKyoaki in 1983. [2]. Draft onshore feasibility study. USEPA Report.By Austin, in 2000.

Disaster Management on Ballast System in Marine Industry 135 [3]. The ballast water transport of marine invertebrate larvae, their occurrence, viability and disposal. By Baghurst in 1995. [4]. The global transport of non-indigenous marine organisms.by Ecological roulette. [5]. Shipboard testing of the efficacy of SeaKleen. By Caceres, V., C.E. Orano- Dawson, and G. Kananen in 2007. [6]. Assessment of the Efficacy, Availability, and Environmental Impacts of Ballast Water Treatment Systems for Use in California Waters.byDobroski, N. L. Takata, C. Scianni, and M. Falkner in 2007. [7]. Assessment of the Efficacy, Availability and Environmental Impacts of Ballast Water Treatment Systems for Use in California Waters. By Dobroski, N., C. Scianni, D. Gehringer, and M. Falkner in 2009. [8]. Quality Assurance Project Plan (QAPP) for shipboard tests of ballast water management systems. By UNIFOB AS in 2008 [9]. Shipboard trials of Hyde Guardian system in Caribbean Sea and Western Pacific Ocean, by Wright, D.A. April 2009. [10]. Shipboard testing of the efficacy of SeaKleenas a ballast water treatment to eliminate non-indigenous species aboard a working tanker in Pacific waters by Wright, D.A., R. Dawson, V. Caceres, C.E. Orano-Dawson, G.E. Kananen, S.J. Cutler, and H.G. Cutler in 2009

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