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Handling And Disposal Of Oily Bilge Water Presentation Transcript
1.Handling & disposal of Oily Bilge Water
2.Oily bilge water separators main function is to separate oil from water but not water from oil.
i.e. a mixture which is predominantly water with traces of oil.
For effective separation of oil from bilge water 3 stages of separation are recommended.
2.Oily bilge water separators main function is to separate oil from water but not water from oil.
i.e. a mixture which is predominantly water with traces of oil.
For effective separation of oil from bilge water 3 stages of separation are recommended.
3.Stage 1: Primary separation:
Bilge water is pumped from bilge wells in the engine room to a primary separation tank where initial settling takes place and water is decanted to the secondary tank via a riser pipe with a transparent section to ensure only clean water is passed to the secondary tank.
Primary separation tank is fitted with heating coils to facilitate separation.
Drain cocks are also fitted for the operator to check the level of oil.
Oil separated in the primary tank is drained via drain cocks into the bilge separated oil tank.
Bilge water is pumped from bilge wells in the engine room to a primary separation tank where initial settling takes place and water is decanted to the secondary tank via a riser pipe with a transparent section to ensure only clean water is passed to the secondary tank.
Primary separation tank is fitted with heating coils to facilitate separation.
Drain cocks are also fitted for the operator to check the level of oil.
Oil separated in the primary tank is drained via drain cocks into the bilge separated oil tank.
4.Stage 2: Secondary separation:
Water decanted from the primary tank is collected in the secondary tank where further separation takes place. This tank is also fitted with drain cocks at various levels to check the quality of the water.
Water from the secondary tank is led to the third stage i.e. the oily water separator.
Water decanted from the primary tank is collected in the secondary tank where further separation takes place. This tank is also fitted with drain cocks at various levels to check the quality of the water.
Water from the secondary tank is led to the third stage i.e. the oily water separator.
5.Stage 3: Oily water separator:
Water from secondary separation tank is passed through the separator unit before being discharged overboard. Here only fine oil particles are separated and below 15 ppm mixture is allowed to pass overboard.
Oily water mixture if found above 15ppm is re-circulated back to the primary tank for further separation.
The above system is time tested system and commonly used on Japanese built ship’s.
Water from secondary separation tank is passed through the separator unit before being discharged overboard. Here only fine oil particles are separated and below 15 ppm mixture is allowed to pass overboard.
Oily water mixture if found above 15ppm is re-circulated back to the primary tank for further separation.
The above system is time tested system and commonly used on Japanese built ship’s.
6. The oil content in the bilge holding tank to be ascertained and the bilge holding tank should lowered upto the oil level only through the oil water separator.
Once oily sludge enters the oily water separator it can never function as it is required.
Only option is to open up the oily water separator and clean it internally.
The oil in the bilge holding tank to be transferred by the sludge pump to the incinerator waste oil tank.
Bilge well to Bilge holding tank:
Sounding before and sounding after transfer and transferred volume to be recorded on the oil record book.
Once oily sludge enters the oily water separator it can never function as it is required.
Only option is to open up the oily water separator and clean it internally.
The oil in the bilge holding tank to be transferred by the sludge pump to the incinerator waste oil tank.
Bilge well to Bilge holding tank:
Sounding before and sounding after transfer and transferred volume to be recorded on the oil record book.
7.New IMO-MARPOL Resolution MEPC 107(49) less pollution and more environmental protection .
A "Draft MEPC Resolution" was worked out at the 46th session of the IMO's Design und Equipment (DE 46) subcommittee. This session was held in London between the 10th and the 19th of March of 2003. The draft resolution is to supersede the existing test specification for deoilers, MEPC 60 (33). The new test recommendation was adopted at the 49th session of the IMO, which took place in London between the 14th and the 14th of July, 2003. For water transportation this means that ships with keels laid after 1 January 2005 may only be fitted with bilge water deoilers which are certified to the requirements of the new resolution! The essential difference from the old test specification is the introduction of a third test liquid, an oil/water emulsion - test liquid C. Test liquids A (bunker oil) and B (diesel oil) still remain and will be tested quite similarly as in the old test specification, MEPC 60 (33). Test liquid C simulates emulsified bilge water and is intended to approximate realistic operational conditions on board. The amount of stable emulsified oil in the new test liquid C has been set at 3000 ppm. The duration for testing has been set to 2.5 hours. Technical and structural precautions to prevent deoiler manipulation significantly impede the illegal disposal of oil residues into the seas. A special test cycle makes possible an onboard demonstration that the deoil process is in proper order, e.g. for harbour inspections. The new test specification is, at last, a significant intensification of the requirements placed on the "15 ppm deoiler". They take real bilge water into account that many deoilers can only inadequately separate.
A "Draft MEPC Resolution" was worked out at the 46th session of the IMO's Design und Equipment (DE 46) subcommittee. This session was held in London between the 10th and the 19th of March of 2003. The draft resolution is to supersede the existing test specification for deoilers, MEPC 60 (33). The new test recommendation was adopted at the 49th session of the IMO, which took place in London between the 14th and the 14th of July, 2003. For water transportation this means that ships with keels laid after 1 January 2005 may only be fitted with bilge water deoilers which are certified to the requirements of the new resolution! The essential difference from the old test specification is the introduction of a third test liquid, an oil/water emulsion - test liquid C. Test liquids A (bunker oil) and B (diesel oil) still remain and will be tested quite similarly as in the old test specification, MEPC 60 (33). Test liquid C simulates emulsified bilge water and is intended to approximate realistic operational conditions on board. The amount of stable emulsified oil in the new test liquid C has been set at 3000 ppm. The duration for testing has been set to 2.5 hours. Technical and structural precautions to prevent deoiler manipulation significantly impede the illegal disposal of oil residues into the seas. A special test cycle makes possible an onboard demonstration that the deoil process is in proper order, e.g. for harbour inspections. The new test specification is, at last, a significant intensification of the requirements placed on the "15 ppm deoiler". They take real bilge water into account that many deoilers can only inadequately separate.
8.NFV had always confronted these challenges, and also found optimal solutions. Because of this, we have developed deoiler systems that can now be used in NSA and PSSA areas ( national special areas and particular sensitive sea areas) where residual content ratings of < 5 ppm are required.
Both deoiler types, "2000" and "Future", already meet the new test resolution MEPC 107 (49) since they have been tested with the new test media. The "Future" deoiler type has additionally been tested according to the even stricter NATO test conditions.
Both deoiler types, "2000" and "Future", already meet the new test resolution MEPC 107 (49) since they have been tested with the new test media. The "Future" deoiler type has additionally been tested according to the even stricter NATO test conditions.
9.Comparison
Deoiler types “2000” and “Future”
Meet the new test resolution MEPC 107(49)
The Future deoiler type has additionally been tested according to the event stricter NATO test condition.
ALFA LAVAL – ECOSTREAM
Compact, Modular, easy to install system safe space, time and money.
Continuous, single stage operation.
Reduced operating cost, due to low maintenance, automated control, absence of filter elements that require replacement
Safe operations, key lock switch can be set to manual / lock position to ensure that only the person responsible for environmental compliance may authorize overboard discharge.
Deoiler types “2000” and “Future”
Meet the new test resolution MEPC 107(49)
The Future deoiler type has additionally been tested according to the event stricter NATO test condition.
ALFA LAVAL – ECOSTREAM
Compact, Modular, easy to install system safe space, time and money.
Continuous, single stage operation.
Reduced operating cost, due to low maintenance, automated control, absence of filter elements that require replacement
Safe operations, key lock switch can be set to manual / lock position to ensure that only the person responsible for environmental compliance may authorize overboard discharge.
10.Ensolve Bio system - PetroLiminator 630.
Petroliminator unlike other separators actually destroys oil using naturally occurring bacteria.
The bacteria used in the system are isolated from natural sources and pose no hazard to humans or to marine environments
Hamworthy – HS-M Series.
Available only after September 2004 approved MEPC 107(49)
Hamworthy – HS Series.
It’s a plate type separator with separates Oil and Water using the natural density differential to achieve IMO standards of performance.
Petroliminator unlike other separators actually destroys oil using naturally occurring bacteria.
The bacteria used in the system are isolated from natural sources and pose no hazard to humans or to marine environments
Hamworthy – HS-M Series.
Available only after September 2004 approved MEPC 107(49)
Hamworthy – HS Series.
It’s a plate type separator with separates Oil and Water using the natural density differential to achieve IMO standards of performance.
11.US regulations require every ship above 26 feet in length to have a placard of at least 5 x 8 inches made of durable material fixed in a conspicuous place in each machinery space, or at the bilge and ballast pump station, with the following message, in a language understood by the crew:
"Discharge of Oil Prohibited
The Federal Water Pollution Control Act prohibits the discharge of oil or oily waste into or upon the navigable waters of the United States, or the waters of the contiguous zone, or which may affect natural resources belonging to, appertaining to, or under the exclusive management authority of the United States, if such discharge causes a film or discoloration of the surface of the water or causes a sludge or emulsion beneath the surface of the water. Violators are subject to substantial civil penalties and/or criminal sanctions including fines and imprisonment."
"Discharge of Oil Prohibited
The Federal Water Pollution Control Act prohibits the discharge of oil or oily waste into or upon the navigable waters of the United States, or the waters of the contiguous zone, or which may affect natural resources belonging to, appertaining to, or under the exclusive management authority of the United States, if such discharge causes a film or discoloration of the surface of the water or causes a sludge or emulsion beneath the surface of the water. Violators are subject to substantial civil penalties and/or criminal sanctions including fines and imprisonment."
12.1. A copy of MARPOL 73/78 should be kept on board. The crewmembers should be made fully aware of the regulations
2. Ensure the vessel has a valid IOPP certificate at all times.
3. The Oil Record Book must be correctly filled in. port State inspectors will inspect the book and may check the vessel’s sludge tanks. If the vessel has no sludge on board and has no record of delivery, the Master and Chief Engineer are likely to be fined.
4. The oily water separator installed on board must be of an approved type and function well.
5. The oil content meter, the monitoring device and the alarm/automatic-stopping device must function correctly.
6. When purchasing a second hand vessel, visually check all lines from sludge and oily bilge water tanks to verify that no oily bilge water line or sludge line may
discharge directly overboard. If one such connection is found, remove it immediately. If in doubt, consult the vessel’s Classification Society.
13.7. The placard with warning against the discharge of oil overboard must reflect the true penalty situation faced by the crew and operator.
8. Reduce the oil leakages to the bilges by collecting oil in drip trays and gutters leading to a waste oil tank. Be sure the drain pipes from the gutters are not clogged by deposits and rags.
9. Oil sludge from engine rooms is not to be pumped overboard. If not disposed of in an incinerator, the oil must be contained on board until discharged to shore-based reception facilities.
Chief Engineer should be solely responsible for operation of Oily Water Separator.
The Overboard Valve to be chain locked by padlock, the keys of the padlock and the fuses for the oily bilge separator pump must be in the possession of Chief Engineer only
14.P&I Cover
Members should be aware that Rule 47 of the Associations Rules does not include cover for the Member's liability for fines resulting from non-compliance with the provisions contained in MARPOL 73/78.
2. Ensure the vessel has a valid IOPP certificate at all times.
3. The Oil Record Book must be correctly filled in. port State inspectors will inspect the book and may check the vessel’s sludge tanks. If the vessel has no sludge on board and has no record of delivery, the Master and Chief Engineer are likely to be fined.
4. The oily water separator installed on board must be of an approved type and function well.
5. The oil content meter, the monitoring device and the alarm/automatic-stopping device must function correctly.
6. When purchasing a second hand vessel, visually check all lines from sludge and oily bilge water tanks to verify that no oily bilge water line or sludge line may
discharge directly overboard. If one such connection is found, remove it immediately. If in doubt, consult the vessel’s Classification Society.
13.7. The placard with warning against the discharge of oil overboard must reflect the true penalty situation faced by the crew and operator.
8. Reduce the oil leakages to the bilges by collecting oil in drip trays and gutters leading to a waste oil tank. Be sure the drain pipes from the gutters are not clogged by deposits and rags.
9. Oil sludge from engine rooms is not to be pumped overboard. If not disposed of in an incinerator, the oil must be contained on board until discharged to shore-based reception facilities.
Chief Engineer should be solely responsible for operation of Oily Water Separator.
The Overboard Valve to be chain locked by padlock, the keys of the padlock and the fuses for the oily bilge separator pump must be in the possession of Chief Engineer only
14.P&I Cover
Members should be aware that Rule 47 of the Associations Rules does not include cover for the Member's liability for fines resulting from non-compliance with the provisions contained in MARPOL 73/78.
15.Why short cuts are employed by ship staff
1) Lack of knowledge & understanding of MARPOL regulations.
2) Poor understanding of the bilge water management system & equipment.
3) Faulty equipment.
4) Excess quantities of bilge to be handled.
Conclusion:
1) Minimise collection of bilge water.
2) Arrest leakages at first opportunity.
3) Equipment should be tested as per makers instructions.
1) Lack of knowledge & understanding of MARPOL regulations.
2) Poor understanding of the bilge water management system & equipment.
3) Faulty equipment.
4) Excess quantities of bilge to be handled.
Conclusion:
1) Minimise collection of bilge water.
2) Arrest leakages at first opportunity.
3) Equipment should be tested as per makers instructions.
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