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TECHNICAL PAPER
It is not uncommon for a layer of sediment in New methods can be used in the design of new
a ballast tank to reach 10-15 centimeters, which ships to minimize the accumulation of sediment,
must be manually removed during dry docking. and to increase management and treatment
This happens normally in tanks that are not easily options for a higher level of efficiency. For exist-
accessible, and are subdivided by athwartship ing ships, adaptations or modifications of piping
floors and bottom longitudinals. These struc- and equipment would be necessary (Taylor and
tures are called egg crates and they lack natural Rigby, 2001).
lighting and ventilation, which makes the clean- Resolution MEPC.150 (55) of the Marine
ing process of these tanks slow and difficult. The Environment Protection Committee (MEPC-
consequence is expensive manual labour, since 2006) supplies directives for design and con-
all residue inside the tanks must be removed struction that facilitate the control of sediment,
ashore preceding final destination. and give some parameters for the construction of
For example, a Panamax-type bulk carrier, ballast tanks that minimize the accumulation of
with a LOA of 220 m and a breadth of 32.20 m, sediment on the bottom of ballast water tanks.
contains ballast tanks that encompass a joint area The National Academy of Sciences (1996)
of about 150 m length by about 30 m width, ren- performed a study on ballast water, addressing such
dering an area of approximately 4,500 m2. A layer topics as the transportation of species inside the
of 0.10 m of sediment over this bottom would ballast tanks of ships and the processes and projects
result in a mean volume of 450 m3. of ships tanks, focussing on the control of BW.
With an estimated average density of 1.5 kg/ It is not unusual to find 5 cm of residual water
dm3, this sediment would amount to 675 tons. on the bottom of tanks after a deballasting opera-
It creates a habitat for numerous exotic organ- tion (Stocks, 2002). Together with the water that
isms and is transported across oceans, and it remains inside a tank, the presence of accumulated
detrimentally affects the full dead weight of the sediments is confirmed after every voyage. In the
ship. Naturally, there are logistical problems that National Academy study, the author evaluated the
surround the removal of sediment from tanks use of using sodium hypochlorite inside the tank
during dry docking. For these reasons, sediment to eliminate the presence of microorganisms in the
is an enormous problem. sediment. However, the author verified that the
From an economic perspective of maximizing sediment inside the tank might inhibit the applica-
the ship capacity, the transportation of sediment tion of the treatment, since the sediment itself
over five years not only results in loss of cargo prevents the elimination of the microorganisms
capacity, but also the loss of tens of thousands of that are located below the deposits.
dollars in freight revenue. Therefore, it is evident that treatment alterna-
This paper proposes alterations to the current tives for the accumulation of sediments inside bal-
deballasting system that would minimize the last tanks need to be further explored. This paper
deposit of sediments. These proposed altera- presents slight modifications in the arrangement
tions can be implemented individually, or can be of ballast water tanks that may reduce the accu-
integrated into existing ships and into the design mulation of sediments inside those tanks, with no
and construction of new vessels. impact on the structural resistance of the ship.
Side Tanks, especially in tanker ships, are electric welding (MIG, TIG, slag), as opposed to
situated vertically between cargo tanks (or ancient ships in which the jointing was carried
holds) and the side shells, located symmetrically, out by riveting. This newer system avoids the
extend from the bottom of the structure up to the concentration of residual tensions during weld-
exposed (strength) deck. Their cavernous size ing in the so-called hard spots. Small apertures
allows easy cleaning. opened in the upper and lower corners of the
Double Bottom Tanks (DBTs) are situated used profiles in the shape of quarter circles (i.e.,
between the bottom of the cargo holds (tank- scallops), prevent the meeting of several weld-
tops) and the bottom plating of the ship, varying ing seams at any one point.
in height between 1.6 m and 1.9 m. These apertures normally possess a radius of 5
Structurally, there are significant differences cm (2"), sufficient to allow a weld fillet to return to
amongst the three types of tanks, as a result of the the opposite side of the same metallic profile with-
function that each type has to carry out during the out connecting to the other welds of the jointed
lifespan of the vessel. On one hand, the Colli- profiles. Figure 1 demonstrates a use of scallops in
sion Tanks situated at the extremities of the ship the joining of athwartship floors to bottom longi-
contain structures that are specially reinforced to tudinals on the bottom plates of a tank.
sustain frontal impacts, either from the sea itself These small apertures were originally con-
or from another ship. The Side Tanks, notably ceived to allow the flow-to-aft of BW, toward its
the designated tanks (solely employed for BW), removal by the ships ballast pumps located in the
are fitted with well-spaced web-frames to absorb engine room. These openings, however, are soon
lateral impacts, therefore establishing the so-called obstructed by sediment contained in the tank, as
double hull now required for all new tankers. well as by the rust scales that are produced over
Double Bottom Tanks, however, especially in the time by the steel construction and ballast
dry cargo ships (e.g., bulk carriers and general piping when not regularly treated. Consequently,
cargo ships), are meant to support and distribute the sediment cannot be carried aft by BW
the weight of the cargo loaded into the holds when drained at the aft end of a tank, since the
above them. It is not uncommon for the weight apertures are either too small or are obstructed.
loaded into the hold of a bulk carrier to exceed the As result, the natural sediment in the BW is not
weight of 10,000 tons, exerting a pressure in excess eliminated from the tank, with the corresponding
of 10-ton/m2 on the structure of the adjacent DBT. expenses and problems already outlined.
As a consequence, the internal structure of a DBT
is constructed of many components, across and Proposal of change in the tanks
lengthwise which, after being united, result in an We propose the following solution to the mat-
egg crate configuration within a frame spacing ter of sediment retention on board with minor
that normally is not in excess of 1.0 m. alterations in the structural design of new ships,
In the case of all three types of tanks, joint- which can also be made on existing ships. We
ing of structural components is performed by developed three alternatives to changes of tanks.
that reach each and every interval between This suggested system should be employed on
adjacent bottom longitudinals. All are connected every deballasting operation for more efficient
to the same main suction line, and terminate sediment removal, and employed until air is
in suction mouths that resemble the mouth of sucked into the suction bell of the deballasting
a vacuum cleaner (rectangular and wide) close system. It is suggested that the proposed piping
to the bottom of the tank. Figure 3 shows an system be 3" in diameter, with a working pressure
example of this application. of not less that 3 kg/cm2.
Therefore, with the opening of scallops on the
lower edges of the structural elements of a DBT Discussion
and with the suggested branching-out of the These presented alternatives to traditional ballast-
suction piping, it is extremely likely that the sedi- ing methods would reduce the deposit of sediment
ment on the bottom of a DBT will be eliminated within ballast tanks of ships without compromis-
during deballasting operations. ing operation or safety. The amount of sediment
could be reduced with an increase in the diameter
ALTERNATIVE 3: INJECTION OF WATER AGAINST and number of scallops. Although this increase in
THE BOTTOM OF TANKS scallop diameter is only 50% when compared to
Although the aforementioned proposed altera- the current size, it would allow the flow of BW to
tions may result in a substantial increase in the carry the sediment from tank to aft during debal-
efficiency of eliminating sediment existing in lasting operations more efficiently. With more
ballast tanks, it must be stressed that the manda- scallops distributed along the same sections, the
tory cleaning and removal of sediment is only flow of BW would increase and, consequently, the
carried out at five-year intervals. This means that, amount of sediment removed during the deballast-
basically, the clayish sediment will have had a ing operation would also increase. These proposed
long period to agglutinate and compact against alterations would not alter the resistance of the
the bottom plating of the tanks. structural elements of the ship.
Like a hydraulic cannon normally found Distribution of an auxiliary deballasting piping
assembled in suction dredges, the compacted system within the tanks would allow a greater
layer of sediment could be stirred and agitated collection capacity of the sediment deposited
by using a piping system provided with sprinkler inside the tanks. The conventionally used central
nozzles directed against the bottom plates at each piping system concentrates only on the collec-
frame spacing interval. tion operation of the sediment.
The injection of water against the bottom of a number and diameter against the residual volume of
tank tends to stir upward the accumulated sediment sediment at the tank bottom. The MPS allows the
on the bottom of the tank during a deballasting separation of the particles of water and the sedi-
operation. Therefore, the sediment is in suspension ment. Thus, it would be possible to verify the BW
and is mixed with the water, and is therefore sucked and sediment residual volume in the tank after it has
by the discharge bell along with BW. On the other been deballasted. Moreover, it would be possible
hand, the suspension of sediments in the ballast to evaluate the fluid flow through the scallops. This
water during the deballasting operation could affect would allow the calculation of the optimal number
the efficiency of the ballast water treatment. Treat- of scallops needed to minimize sediment deposit in
ment based on UV radiation is very sensitive to the the BW tanks.
presence of suspended sediment since this alters UV Ship designers should focus more on new systems
efficiency (Mebashi, 2004). In this sense, the pro- that are more efficient for the removal of sediment
posed agitation tends to be most feasible during the from within ballast tanks. Lately, many studies have
ballast exchange operation in open sea, because this been focused on the development of BW treatment
would not compromise the efficiency of treatment systems for the elimination of exotic species trans-
for the elimination of exotic species. ported on ships, but these systems do not address
If the proposed alterations were jointly imple- the removal of sediment from ballast tanks.
mented, there would be a greater efficiency in the
discharge ballasting system of water and sediment. Final considerations
For new ships (new construction), the number of Since a dry cargo vessel, as well as a tanker, needs
scallops and their size are currently defined by a to eliminate BW before or during loading opera-
computer-aided design program and manufacturer tions, several or many times per year, the elimi-
(CAD-CAM), and could be altered with virtually nation of sediment from ballast tanks could be
little or no additional construction costs, since this carried out systematically at every mandatory
work is performed by machine. For the fitting of exchange of BW in ocean waters (IMO MEPC-
more enlarged scallops in existing ships, the work 868/A), instead of only during the statutory dry
could be carried out during a scheduled dry dock- docking of the vessels.
ing, employing small templates for use by shipyard Another important consideration in doing so is
labourers after the required cleaning of the DB that ships transport sediment within ballast tanks
tanks and prior to the surface treatment of the steel unintentionally through the course of years, creat-
profiles. The additional scallops and the increased ing columns of sediments that may reach 30 cm
size of the scallops at the jointing of bottom (Hamer et al., 2001). These proposed alterations
profiles would not alter or invalidate class require- would significantly reduce this highly-polluting
ments for the applicable welding procedures. material. The accumulation of bacteria and viruses
This work could be completed within 2-3 days, inside the sediment can effect BW treatment,
and would not substantially increase the total cost mainly in the treatment systems that are applied
of docking a ship, which normally lasts for about during deballasting operations.
two weeks if no other major repairs are scheduled. Finally, this paper presents simple modifica-
Therefore, the cost could be diluted into the total tions in ballast tanks that would result in a positive
cost, and would have a positive environmental impact in the reduction of sediment. Further
impact as well. laboratory, or even on real scale studies that can
From an operational perspective, the transport be implemented on docked ships, are needed.
of sediment becomes accompanying fauna, and as Once original configurations are updated, they
such it impacts the cargo capacity of the vessel and will require continuous assessment to evaluate the
creates unnecessary problems for the cleaning of efficacy of the proposed method.
tanks during dry docking. This paper has attempted to start a precedent for
For future research work, the authors are develop- new alternatives to be tested based on our propos-
ing a computer simulation model using Moving als. The intention is to demonstrate that simple
Particle Semi-implicit (MPS) (Pan et al., 2008; Arai and inexpensive solutions can efficiently improve
and Cheng, 2004). This MPS model will assess the management of sediment on ships.
the impact of the proposed scallops increasing
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Author biographies
Geert J. Prange graduated in Naval Engineering grade of Knight, since June 2010, which is the highest
at the Polytechnic College of the University of So decoration from the Brazilian Navy, apart from
Paulo in 1965, traveling to Holland in April 1966 for a previous decorations from same the armed force,
job as a trainee in Dutch shipyard SMS, specializing which include the medals Amigo da Marinha
in dredging equipment, and returned to Brazil in (Navy Friend), and Mrito Tamandar.
November 1967. He speaks and writes fluently in Dutch, Portuguese,
He settled in harbor city of Paranagu, State of English, and Spanish, and is moderately versed in
Paran (South Brazil) in the same year, and engaged German and French. During his professional career,
for 9 years in dredging activities of port expansion he has surveyed more than 4,000 ocean-going ships.
and urban land reclaiming projects for Brazilian
contractors, until January 1976. Newton Narciso Pereira is the Senior
In 1976, he shifted to activities as an independent Researcher of Innovation Centre of Logistics and Ports
marine surveyor, having gradually been appointed Infrastructure at the Department of Naval Architecture
as a non-exclusive surveyor for international and Oceanic Engineering, School of Engineering -
classification societies, amongst which were ABS, BV, University of So Paulo (USP), So Paulo, Brazil.
DNV, GL, and NKK, and he acted as a case-by-case He has a Ph.D. degree in Naval Engineering from
surveyor for various P&I Clubs. USP about Ballast Water Onshore Treatment. He
In later years, he received appointments as is been doing a post-doctoral in remote monitoring
Flag State Surveyor for Maritime Administrations of ballast water inside of ballast water tank at USP.
of Cyprus, Liberia, and Malta, as well as an His main research areas are port operation, maritime
appointment as Maritime Incident Inspector transportation, and environment impact. For long time,
for Panama. He was given the title of Honorary he has been developing several research projects with
Citizen in 2009 from the city of Paranagu, and great port companies in Brazil.
is the bearer of the Order of Naval Merit, in the