Tomislav Mrakovčić

Viktor Dragičević

Zmagoslav Prelec

Prelec, Zmagoslav

Mrakovčić, Tomislav

Dragičević, Viktor

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207Pomorski zbornik 43 (2005)1, 207-217ISSN 0554-6397UDK 504.42.054(262.3)PREGLEDNI RAD (Review)Primljeno (Received): 7/2006.Zmagoslav Prelec,Tomislav Mrakovčić,Viktor DragičevićUniversity of Rijeka, Faculty of EngineeringVukovarska 58, Rijeka, CroatiaTechnical and Environmental Aspects of Shipboard Incinerators DesignSummaryThe main aim of this article is to present and to clarify some details of shipboard incinerators and to show how to satisfy their basic design requirements. In this sense, technical and ecological aspects for the design and construction of shipboard incinerators are described. In scope of this, operating requirements are discussed that have to be satisfied in order to accomplish the efficient thermal de-struction of wastes.Incinerators considered are those intended for thermal destruction of garbage and other shipboard wastes generated during the ship’s normal service, with capacities up to 1500 kW and without the flue gas heat recovery.Calculations are presented that are derived for the case of a typical ship’s waste classification according to IIA (Incinerator Institute of America). Results of a case calculation for the incinerator capacity of 80 kg/h of liquid and solid ship’s waste are presented, too.Key words: ships, incinerators, wastes, sea pollution prevention1. IntroductionInternational Convention for the Prevention of Pollution from Ships (MARPOL) adopted by International Conference on Pollution on Seas in November 1973, and modified thereafter by the 1978 Protocol and a number of amendments, relating thereto MARPOL 73/78, provides regulations for prevention of pollution from ships.Annex 1 of MARPOL 73/78 gives rules relating prevention of pollution by oil and oily wastes from ships. Annex 5 of MARPOL 73/78 defines rules relating to the prevention of pollution by garbage, while Annex 6 consists of regulations relating to the prevention of air pollution from ships. In order to reduce problems of discharging of garbage and other wastes generated during the ship’s normal service, ships should be equipped with adequate incinerators that have to be designed in a manner to satisfy all requirements related to such a special service.208 Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićThe mentioned rules make the base for technical and ecological aspects to be con-sidered and implemented during the design and construction of shipboard incinerators. They are introduced in the Standard Specification for Shipboard Incinerations that are adopted by the Marine Environment Protection Committee, MEPC.40/21 The aim of this article is to present and to clarify some details of shipboard inci-nerators and to show how to satisfy basic design requirements.Incinerators considered in this article are those intended to incinerate garbage and other shipboard wastes generated during ship’s normal service, with capacities up to 1500 kW, without the flue gas heat recovery. Also, special shipboard incinerators for burning various chemicals and other industrial wastes are not considered in this article.2. Technical Requirements for Shipboard Incineator Design CapacityThe capacity of an incinerator can be defined as the maximum mass rate of the wastes (kg/h) or as the heat rate (kW) released by wastes and supplementary fuel to be burned in the furnace. The supplementary fuel is needed to assure continuous and safe burning of introduced low heat value wastes. Generally, the shipboard incinerators should be provided for combined burning of solid and liquid wastes arising during normal ship’s services. The design of incinerator itself and of the appertained auxiliary equipment has to satisfy this basic requirement. Compositions and heat values of typical wastes should be known in order to calcu-late the heat released during the combustion and also for the approval test performing. For this purpose, the waste classification by IIA (Incinerator Institute of America) can be used, as shown in the following Table 1.Table 1 – Typical ship’s waste characteristicsType of wasteCom-position Mi(%)(% by wei-ght)Average low heating value HL,i(kJ/kg)Typical liquid wasteHeavy fuel oil sludge 75 36.000Waste lubricating oil 5 36.000Emulsified water 20 (-) 2500209Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićTypical solid wasteFood waste1) 50 5.700Paper 15 14.300Cardboard 20 14.300Rags 5 15.500Plastic2) 10 36.000Food wastes are any spoiled or unspoiled victual substances, such as fruits, ve-getables, dairy products, poultry, meat products, food scraps, food particles and other materials generated abroad ships, principally in the galley and dining room.Plastic waste means solid materials which contain as an essential ingredient one or more synthetic organic high polymers and which is formed during either manufacture of the polymer or the fabrication into a finished product by heat and/or pressure.Operating requirementsIn order to accomplish the main basic function, i. e. the efficient thermal destruc-tion of wastes, incinerators should be designed and constructed for the operation in following conditions:Maximum combustion chamber flue gas outlet temperature: 1200 0CMinimum combustion chamber flue gas outlet temperature: 850 0C.The efficient thermal destruction means a complete and smoke free incineration, including that of plastic and other synthetic materials while minimizing dioxine and VOC (Volatile Organic Compounds) emissions.Because the combustion chambers of the shipboard incinerators usually are not designed as water cooled, the maximum combustion chamber flue gas outlet tempe-rature (1200 0C), at defined capacity, should be realised by cooling with an adequate inlet air quantity which will be capable to reduce the flue gas temperature to the defined limit. From this requirement, the needed capacity of the fan for combustion air is to be derived.The defined minimum of flue gas outlet temperature (850 0C) from the combustion chamber should be maintained in order to assure the efficient thermal destruction of wastes. For this reason, heating of the combustion chamber during starting of incinerator and the maintenance of defined temperature limit has to be ensured by supplementary firing of normal quality fuel. An another operating requirement, important for efficient thermal destruction of wastes, derives from the needed retention time of products in the combustion chamber, which has to be above 2 sec. (based on 2 % oxygen content in flue gas), according to the good practice and experience (Ref. 2). This criterion is important to define the size and dimensions of the combustion chamber in connection to the incinerator capacity.210 Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićSafety requirementsHere are some of major safety requirements that have to be fulfilled by the design and construction of shipboard incinerators.Outside surface temperature of the incinerator casing should not exceed 20 0C above the ambient temperature, i.e. maximum 60 0C. In order to fulfil this condition, incinerator walls are to be protected with an adequate insulation layer or with a cooling system like double jacket with air flow in between.In order to prevent possible hazardous events (explosions), the burner management system has to assure a sufficient pre-purge of combustion chamber before the ignition. This condition should be accomplished with least four air changes in the chamber in-cluding the stack, but not less than during 15 seconds. This are to be respected between restarts, too. Alike, a sufficient post-purge after shut-off fuel oil should be done in the period longer than 15 seconds after the closing of the fuel oil valve.The negative pressure in the combustion chamber should be provided with the adequate draft to prevent leakage of hot gases into the operating ambient. This is to be achieved by the exhaust fan with a sufficient capacity.In order to avoid building-up of dioxins, the flue gas should be shock-cooled to maximum 3500C near to the combustion chamber outlet. This can be achieved by suction of ambient air into the flue gas duct, what requires an adequate capacity of the exhaust flue gas fan.Safety devicesThe incinerator should have a flame safeguard control consisting of a flame sensing element and associated equipment for shut-down of the unit in the event of ignition failure and flame failure during the firing cycle.Two control solenoid valves on the main supplement fuel and liquid waste line to each burner should be provided in series to assure safe closing in cases of shut-down event.A combustion temperature controller, with a sensor placed in the combustion chamber, should be provided that will shut down the burner if the combustion chamber temperature exceeds the maximum temperature.A flue gas temperature controller, with a sensor placed in the flue gas duct, sho-uld be provided that will shut down the burner if the flue gas temperature exceeds the pre-set temperature. A negative pressure switch should be provided to monitor the draft and the ne-gative pressure in the combustion chamber, which should activate before the negative pressure rises to atmospheric pressure.211Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićEnvironment requirements and emission controlShipboard incinerators should be designed and built to satisfy IMO (International Maritime Organization) standard, what include emission standards to be verified by the test before getting the approval certificate.The following Table 2 contains major required emission standards for shipboard incinerators.Table 2 – Emission standards for shipboard incineratorsControlled parameter Required value RemarksO2 in combustion chamber exit6 to 12 %(by volume)Measured during the combu-stion period and not during the preheating or cooling CO in flue gas (maximum average) 200 mg/MJSoot number (maximum average)3 (Bacharach)1 (Ringelman)Higher soot number is accepta-ble during very short period as starting upUnburned components in ash residues, maximum10 % (by weight)Incinerators assigned for passenger (cruise) ships are expected to have a capacity more than 1500 kW, operating continuously over longer periods, burning waste with higher content of plastic and synthetic materials and often operating in very sensitive coastal areas. Such operating conditions require the detail consideration of an additional installation for flue gas after-cleaning system to minimize emissions of hydro-chlo-rine compounds (HCl), sulphur-oxide (SOx), particulate matters and nitrogen oxide (NOx).3. Basic Correlations for the Incinerator DesignWaste heating valueBasing on the typical ship’s waste composition and characteristics (as shown in Table 1), the low heating value of solid and liquid waste can be derived as presented in the following Table 3 and Table 4. Heating values of typical waste for the thermal destruction should be known to define the capacity of the incinerator (in thermal (kW) or mass (kg/h) units).212 Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićTable 3 – Low heating value of typical liquid ship’s wasteType of waste Mass shareMi (kg/kg)Heat shareHL= Mi . HL,i (kJ/kg)Heavy fuel oil sludge 0,75 0,75x36 00 =27 000Waste lubricating oil 0,05 0,05x36000=1 800Emulsified water 0,20 0,2x(-2 500)=(-) 500Low heating value 28 300Table 4 – Low heating value of typical solid ship’s wasteType of waste Mass shareMi (kg/kg)Heat shareHL= Mi . HL,i (kJ/kg)Food waste 0,5 0,5x5 700=2 850Paper 0,15 0,15x14 300=2 145Cardboard 0,2 0,2x14300=2 860Rags 0,05 0,05x15 500=775Plastic 0,1 0,1x36 000=3 600Low heating value 12 230Air for combustion and flue gas quantitiesAir for combustion and flue gas quantities are calculated for defined typical ship’s wastes, depending on excess air. The results and presented graphically on following diagrams.Fig. 1 - Air and flue gas quantities in burning of standard ship’s waste213Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićThe combustion chamber of the incinerator is lined by a correspon-ding thermal insulation and it is not cooled by water wall as the case is in steam boilers. Neglecting heat losses through the thermal insulation and casing, all heat developed in the combustion chamber transfers to flue gases. The temperature at the combustion chamber exit can be calculated by the expression derived from the heat balance equation:       (1)where:ηF	 is	efficiency	of	combustion	chamber	(taking	in	account	heat	loss-es	through	insulation,	ηF~0,97)HL(kJ/kg)	 is	lower	heating	value	of	waste	material	for	burningVG(mn3/kg)	 is	flue	gas	quantity	per	1	kg	of	burned	waste	CG(kJ/mn3K)	is	specific	heat	capacity	of	flue	gastA	(0C)	 is	inlet	air	temperature	to	the	combustion	chamberTaking into account the expression (1), the dependence of combu-stion chamber temperature on excess air in combustion process and on waste quality (heating value) can be calculated as presented graphically in Fig. 2.Fig. 2 - Temperature in combustion chamber depending on excess air coefficient214 Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićPresented data on diagrams (Fig. 1 and Fig. 2) are derived for the cases of typical ship’s solid and liquid waste. They can be used for incinerator designs in defining ca-pacities of the air fan and of the flue gas fan and also of furnace dimensions, depending on the required incinerator capacity. For example, the case calculation is presented graphically on following diagrams for burning capacity of 80 kg/h of typical solid and liquid waste, where results of total air and flue gas quantity are shown in the range of furnace temperature between 800 and 1200 0C. Fig. 3 – Total air and gas quantity for burning capacity 80 kg/h of typical liquid and solid ship’s wasteExhaust flue gas fanThe fan for exhaust flue gas has to be capable to evacuate all gases developed in the combustion chamber creating there a sufficient negative pressure to ensure no gases or smoke leaking out to the surrounding space. In same time, the exhaust fan has to suck into the exhaust duct an adequate quantity of ambient fresh air in order to shock-cool flue gas to maximum 350 0C, avoiding thus building up of dioxins. For considered data related to the burning capacity of 80 kg/h of typical liquid ship’s waste, the air quantity for cooling gas and the total quantity of cooled gas after mixing can be calculated as presented in the following table.215Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićTable 5 – Total gas quantity after mixing and cooling3)Exhaust flue gas temperature, (0C) 250 300 350Quantity of air for mixing and cooling, (kg(h) 7070 5390 4225Total mass of exhaust flue gas, (kg/h) 8960 7280 6115Total volume of exhaust flue gas, (m3/h) 13620 11815 107803) Case for initial furnace temperature 1000 0CTypical ship’s waste installation The typical scheme is presented on the Fig. 4, where main parts of ship’s waste system are shown.Fig. 4 – Scheme of waste system on ships216 Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićCONCLUSIONSInternational Convention for the Prevention Pollution from ships (MARPOL 73/78) with Annex V provides the need for shipboard incinerators intended to incinerate garbage and other shipboard wastes generated during the ship’s normal service.International Maritime Organization (IMO) with Resolution of the Marine En-vironment Protection Committee (MEPC76/40) defines Standard Specification for Shipboard Incinerators which covers the design, manufacture, performance, operation and testing of ship’s incinerators.The incinerator design has to fulfil many safety and environment requirements in conjunction to special ship’s services and maritime conditions.The combustion chamber temperature, exhaust flue gas temperature and retention time in the combustion chamber are major operation conditions that have to be fulfilled by an adequate design of the shipboard incinerator.O2 content in the combustion zone, CO in flue gas, soot number and amount of unburned components in ashes are main environmental requirements that have to be achieved and approved by the incinerator test.References: 1)	 IMO	Resolution	MEPC	76(40),	Annex	82)	 Calvin	R.,	Bruner	P.E.,	Incineration	Systems,	VNR	Company,	1984.3)	 Prelec	 Z.,	 Dragičeivić	 V.,	 Brodski	 spaljivač	 otpada,	 Projekt,	 Tehnički	fakultet		u	Rijeci,	2004.4)	 Prelec	Z.,	Dragičević	V.,	Mrakovčić	T.,	Test	of	ship	incinerator,	Faculty	of	Engineering,	University	of	Rijeka,	2005.217Pomorski zbornik 43 (2005)1, 207-217Technical and environmentAl...Zmagoslav Prelec, Tomislav Mrakovčić, Viktor DragičevićZmagoslav PrelecTomislav MrakovčićViktor DragičevićTehnički i ekološki aspekti projektiranja brodskih spaljivača otpadaSažetakGlavni je cilj ovoga članka da se razjasne bitni tehnički detalji vezani na brodske spaljivače otpada (incineratore), odnosno da se prikažu načini rješavanja njihovih temeljnih konstrukcijskih zahtjeva. U tome su smislu posebno opisani tehnički i ekološki aspekti projektiranja odnosno izvedbe takvih uređaja. Prikazani su pogonski uvjeti koji moraju biti udovoljeni da bi se postiglo učinkovito termičko zbrinjavanje otpada.Razmatrani su spaljivači otpada (incineratori) koji su namijenjeni za termičko uklanjanje brodskoga otpada što nastaje tijekom normalnih brodskih aktivnosti, s toplinskim kapacitetom do 1500 kW te u izvedbi bez rekuperacije topline izlaznih dimnih plinova.Prezentiran je proračun izveden za slučaj obrade tipičnoga brodskog otpada specificiranoga prema IIA (Američki institut za incineratore). Uz to, iznijeti su rezultati proračuna za spaljivač nominalnoga kapaciteta 80 kg/h tekućeg odnosno krutoga brodskog otpada.Ključne riječi: brodovi, spaljivači, otpadni materijali, sprječavanje onečišćenja mora.Aspetti tecnici ed ecologici della progettazione di inceneritori di bordoSommarioObiettivo dell'articolo è illustrare le particolarità tecniche degli inceneritori di bordo ed esporre le soluzioni più rispondenti all'esigenze fondamentali di costruzione. A questo scopo vengono specifica-mente delineati gli aspetti tecnici ed ecologici della progettatione e della costruzione di tali impianti rilevando le condizioni di funzionamento necessarie per effettuare in modo adeguato il trattamento termico dei rifiuti.Qui vengono esaminati i tipi di inceneritore destinati allo smaltimento dei rifiuti accumulati durante le normali attività di bordo in grado di sviluppare una capacità termica fino a 1500 kW/h nella versione che non prevede il recupero termico dai gas di scappamento.I calcoli qui presentati si riferiscono allo smaltimento di rifiuti tipici presenti a bordo   secondo le specificazioni della IIA (Istituto americano per gli inceneritori) ed i risultati dei calcoli ottenuti si riferiscono ad un inceneritore dalla capacità nominale di 80 kg/h di rifiuti  liquidi e solidi.Parole chiave: navi, inceneritori, materiali di rifiuto, prevenzione dell'inquinamento marino.

Technical and Environmental Aspects of Shipboard Incinerators Design

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