i 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

HOLLAND AMERICA LINE AND HAMWORTHY – 

KRYSTALLON 

SEA WATER SCRUBBER TECHNOLOGY DEMONSTRATION 

PROJECT ON THE MS ZAANDAM 

Final Report to the U.S Environmental Protection Agency 

Grant Assistance ID Number XA-96041901 

March 31, 2010 
ii 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

Table of Contents

1.0 Introduction                    1

2.0   Project Overview                  2

2.1 Phase I                     2

2.2   Phase II                    2

2.3 Project Team                    3

2.4 Study Scope                    4

3.0 Environmental Monitoring               4

4.0 Engine Emission Monitoring              7

4.1 Periodic Engine Emission Monitoring             7

5.0 Wash Water Monitoring                9

5.1 Continuous and Periodic Wash Water Monitoring          9    

6.0 Evaluation of Soot in the Wash Water Discharge     11

8.0 Future Project Plans               13

9.0 Acknowledgements         14

Appendices

Appendix A:  Project Expense Summary

Appendix B:  The ms Zaandam ‐ Vessel Details

Appendix C:  Technical Advisory Committee Members

Appendix D:  Overview of the Sea Water Scrubber System

Appendix E:  Sea Water Scrubber Project ‐ Environment Canada Emissions Test Sept 2007

Appendix F:  Wash Water Monitoring
iii 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

Tables

Table 1:  Environmental Monitoring Program              5

Table 2:  Results of Stack Test Monitoring ‐ September 2007          7

Table 3:  Summary of Wash Water Monitoring              9

Table 4:  In‐Line Separator Test Results             13

Table 5:  Constituents Detected in Soot             13

Figures

Figure 1:  Sea Water Scrubber Project Timeline              3

Figure 2:  The ms Zaandam in the Inside Passage ‐ Summer of 2007        8

Figure 3:  Sea Water Scrubber Discharge in Port ‐ 2008         11

Figure 4:  Oil‐Water Separator Testing on the ms Zaandam     12

Figure 5:  Test Oil‐Water Separator               12
1 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

1.0 Introduction

Sea water scrubbing is a technology that has been used for many years at land‐based oil‐ and coal‐fired

power plants to reduce emissions of sulfur dioxide (SOx) and particulate matter (PM).  This technology,

also called shipboard flue gas desulphurization, has also been used for many years to produce inert gas

for use on tankers.  It is simple technology that uses the natural chemistry of seawater to neutralize the

acidic emissions and capture particulates emitted from large combustion engines.  While this technology

has been used ashore for many years, this technology is now being considered as a potentially viable

method to treat emissions from the diesel engines on large ocean‐going vessels.  This technology

typically eliminates more than 95% of SO2 emissions and reduces PM emissions by 50‐80%.   

  

In November 2006, the Puget Sound Clean Air Agency (PSCAA) received a grant (under funding source

EPA‐R10‐WCC‐2006 Grant XA96041901) from the United States Environmental Protection Agency

(USEPA) to evaluate whether this technology could be successfully designed, installed and operated

within the tight confines of an existing Holland America Line cruise ship, the ms Zaandam.  Matching

funds were provided for this project from Holland America Line, Environment Canada, Puget Sound

Clean Air Agency, British Columbia Clean Air Research Fund, Port of Seattle (Washington) and Port

Metro Vancouver (British Columbia, Canada).

The project tasks required under this grant included:

• Phase I – to be completed by November 1, 2006 – Conduct a preliminary feasibility study to:

o Research use of a fuel emulsification system to reduce emissions of oxides of nitrogen (NOx) and

PM.   

o Prepare preliminary engineering calculations and process flow diagrams for a seawater scrubber

system which would successfully reduce SO2 and PM emissions and operate at a range of engine

load conditions while avoiding detrimental effects to the engine.  Provide project cost and

budget information.

o Design a wash water treatment for the sea water scrubber system including process flow

diagrams, costs and budgets.

• Phase II – to be completed by December 31, 2009 ‐ Procure, fabricate, install, operate, test and

report on use of the seawater scrubber as follows:

o June 30, 2007 – Annual report.

o December 31, 2007 – Interim report.

o December 31, 2008 – Interim report.

o March 31, 2010 – Final report.

The annual and interim reports were previously submitted as required by the grant.  This document

summarizes the status of the project as of December 31, 2009 and is the final report required under the

grant.  Please note however, Holland America Line and Hamworthy‐Krystallon (Krystallon) are

committed to continue to work on this project.  We intend to make modifications to improve this

system and continue the operation and testing as described in the last section of this report.
2 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

2.0    Project Overview

2.1 Phase I

The original project plan included the two phases described above.  The purpose of Phase I was

to provide the information needed by Holland America Line to decide whether to go ahead with

the project.  However, by November 2006, Krystallon had completed the preliminary

engineering and Holland America Line had decided to move forward with the installation.  As a

result of those decisions, the project focused on the most resource intensive part of the project:  

Phase II fabrication and installation of the scrubber.  Project cost information was provided to

PSCAA in December 2009 in accordance with their contract with Holland America Line and is

included in Appendix A.

An SIT fuel emulsification unit was installed on the ms Zaandam in August 2007, however,

difficulties with the flow meter in January 2008 and software challenges prevented the system

from operating on the ship.

2.2 Phase II

In April 2007, Holland America Line installed the sea water scrubber in the stack of diesel

generator 5 (DG5 ‐ one of the five diesel generators) on the ms Zaandam when she was in

drydock in Victoria, Canada (Appendix B provides key information about this ship).  Since the

duration of the dry dock was insufficient to complete the entire installation, pumps, piping and

electronics were installed after the ship returned to service and was completed in August 2007.  

As illustrated on Figure 1 below, the sea water scrubber operated for between 250 and 450

hours per month between August 2007 and January 2008.  Maintenance activities and

equipment failures starting in early 2008, and then challenges relating to removal of soot from

the wash water discharge, limited operation and testing through September 2008.  The sea

water scrubber on the ms Zaandam did not operate from September 2008 through December

31, 2009, with the exception of one short testing period in February 2009.  However, the

scrubber operating time was sufficient to meet the project objectives to design, install, operate

and adequately test the system.
3 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

Figure 1 – Sea Water Scrubber Project Timeline

2.3 Project Team

The sea water scrubber was designed, fabricated, and installed by Krystallon, Ltd.  This project

was funded and managed by Holland America Line in cooperation with Krystallon, Ltd. and was

generously supported by the following public organizations:

• The United States Environmental Protection Agency  

• Environment Canada

• The Puget Sound Clean Air Agency

• The British Columbia (B. C.) Clean Air Research Fund1

 

1 The B.C. Clean Air Research Fund is composed of Environment Canada, the B. C. Ministry of the Environment, and the

Canadian Petroleum Products Institute.
4 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

• The Port of Seattle, Washington

• Port Metro Vancouver, British Columbia

A Technical Advisory Committee (TAC) was convened to oversee this project.  The TAC was

comprised of funding organizations as well as environmental regulatory agencies that have

jurisdiction over the environmental resources in the geographic areas where the Zaandam

operated between 2007 and 2010.  TAC member organizations and individual participants are

listed in Appendix C.  In addition to the monetary support for this project, the TAC provided in‐

kind support including policy guidance, technical expertise, and project management.  The TAC

was convened periodically between November 2006 and November 2008.

2.4  Study Scope

Detailed information about the sea water scrubber system is included in Appendix D.  The

environmental elements of this study were developed under the guidance of TAC members.  

The study was designed to answer the following basic questions about this sea water scrubber:  

Engine Emissions

• What are the concentrations of sulfur dioxide, particulate matter, and nitrogen oxides from

the engine while this scrubber is operating?

• What is the average percent reduction of these emissions while the scrubber is operating?

Wash Water Discharge

• How much wash water is generated by this scrubber?

• What constituents of concern/parameters are present in the wash water discharge and

what are their concentrations or values?

• How are these constituents of concern dissipated into the environment when the ship is at

dock?

Sludge

• How much sludge is generated by this scrubber (in grams per ton of fuel burned)?

• What are the constituents of concern that end up in the sludge and what are their

concentrations?

• Is this sludge classified as a hazardous waste in the locations where it will be off‐loaded

during the pilot test (British Columbia and California)?

3.0 Environmental Monitoring

We developed the environmental monitoring program for this project as follows:

• Followed requirements in existing international, national, state, and local laws, regulations, and

guidance documents that pertain to this discharge.

• Used new technology, coupled with the best available science, to understand the effectiveness of

and potential environmental impacts from this sea water scrubber.
5 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

• Worked in a voluntary and collaborative manner with our TAC members.   The TAC reviewed and

evaluated our approach from both policy and technical perspectives.

The primary regulatory guidance used in our approach included:

• International Maritime Organization (IMO) ‐ Guidelines for on‐Board Exhaust Gas‐SOx Cleaning

Systems (EGCS).  These guidelines were adopted by the Marine Environmental Protection

Committee on July 22, 2005 in resolution MEPC.130 (53).  The guidelines were updated again in

Resolution MEPC.184 (59), which also included requirements for wash water discharge.  

• The Environmental Impact Assessment (EIA) work performed on the ferry the Pride of Kent by

Newcastle University and the Terramare Institute.

• State of Alaska – Commercial Passenger Vessel Environmental Compliance Program including the

Northwest Cruiseship Association (NWCA) Quality Assurance/Quality Control (QA/QC) Plan.

In some instances we selected new technology to provide continuous monitoring of the performance of

the sea water scrubber.  To validate the measurements provided by this technology, we used standard

EPA‐approved methods to periodically check performance.  In other instances we selected known

technology to monitor the performance of the sea water scrubber.   

The project team envisioned an ambitious environmental sampling program, beyond that required by

the EPA grant, at the beginning of the project, which was only partially completed by the grant

expiration date due to technical challenges with the equipment.  Nevertheless, the sampling required by

the grant was completed.  Table 1 summarizes the proposed sampling program versus the actual

sampling program that was completed by the grant expiration date of December 31, 2009.

Table 1 ‐ Environmental Monitoring Program

Environmental Media Proposed Sampling

Program

Actual Sampling

Program

Comments

Engine emissions Continuous engine

emissions monitoring

(CEM) with Cascade

Technologies CT 2000

Engine emissions were

not monitored

continuously as

proposed.

CT 2000 was not

successfully adopted for

marine application.

Therefore, a CEM was

not successfully

installed on the ms

Zaandam prior to grant

expiration.
6 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

Periodic engine

emissions monitoring

by Environment Canada

This testing was

completed as proposed.  

However, the de‐mister

was not installed in the

sea water scrubber

during the test,

resulting in lower than

expected SOx and PM

removal rates.  

A summary of the test

results are included in

Section 4.0.  The test

report is included in

Appendix E.

Water Continuous wash water

monitoring.

This monitoring was

completed as approved

by the TAC.

A summary of the data

is included in Section

5.0.  Detailed

information about the

monitoring approach

and results are included

in Appendix F.

Periodic wash water

monitoring.

This monitoring was

completed as approved

by the TAC, with the

exception of sampling

for sulfites.

A summary of the data

is included in Section

5.0.  Detailed

information about the

monitoring approach

and results are included

in Appendix F.

Ambient water quality

monitoring

This monitoring was not

completed as proposed.  

Soot discharge in the

wash water precluded

operation of the

scrubber in port and as

such this testing was

not performed.

Sludge Sludge characterization

for disposal

Scrubber operations did

not generate sludge of a

sufficient quantity to

require disposal.  

Therefore, it was not

characterized as

proposed.

The following sections describe the result of the environmental monitoring program.
7 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

4.0    Engine Emission Monitoring

4.1 Periodic Engine Emission Monitoring

A stack test was performed by the Emissions Research and Measurement Division (ERMD) of the

Environmental Technology Center – Environment Canada in September 2007.  The stack test

was designed to determine the in‐use emissions from DG5 over a range of typical operating

conditions.  The test was performed using established emissions monitoring methodology.  The

test looked at emissions SO2, PM, oxides of nitrogen (NOx) and carbon monoxide (CO) for the

scrubbed and un‐scrubbed exhaust to evaluate scrubber performance.   

In this test, the sea water scrubber removed approximately 75% of the sulfur dioxide and 57% of

the particulate matter generated by the engine as measured by the differences in mass of

emissions between the inlet and the outlet as illustrated in Table 2 below.   

Table 2 ‐ Results of Stack Test Monitoring – September 2007

Sample Location Sulfur Dioxide (SO2) Particulate Matter (PM)

Inlet in g/kWh 6.7 0.83

Outlet in g/kWh 1.6 0.35

Efficiency in percent 75 57

As this scrubber was not designed to remove NOx or CO it therefore had negligible impact on

these emissions.  Additionally, the fuel emulsification unit was not operational during this test,

so there was no reduction in NOx from that part of the project.

Appendix E includes the final report prepared by ERMD, which includes a detailed description of

the test protocol and the results.  Two important notes need to be made about this test:

• During this Stack Test, the Sea Water Scrubber was Operated in a Manner that Produced

Less than Expected Emission Removal Rates.  The Krystallon sea water scrubber was

designed to remove sulfur oxides (SOx) and particulate matter (PM) from engine exhaust.

The seawater scrubber is composed of three primary stages with a fourth section designed

to remove water droplets before discharge to the atmosphere (demister). The EC stack test

was undertaken prior to final commissioning of the scrubber due to project time constraints.

The demist section was not yet fitted, so in order to perform the test properly it was

necessary to turn off the third scrubbing stage so that there was no possibility of water

droplets being emitted from the funnel. Therefore the gas and particulate measurements

documented in the report represent the scrubber in operation with 2 out of the 3 scrubbing

stages in service. We believe that operation of the scrubber in this configuration contributed

in part to what we believe are the reduced removal efficiencies measured in this test.

• Fresh Water Effects on the Efficiency of Sea Water Scrubbing.  The sea water scrubber

functions by reacting naturally‐occurring carbonates in sea water with acid gasses in the

exhaust. The system is designed to operate most efficiently on pure sea water, where the

average carbonate content is approximately 140 ppm. The Pacific Northwest coast of North
8 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

America receives run‐off from the nearby continental shelf, which is covered in ice and snow

for much of the year.  In the summer, when the cruise ships are present, the ice and snow

melt and contribute fresh water run‐off.  Therefore, sea water in the Inside Passage has

reduced carbonate content during spring and summer seasons.

In some specific geographic areas of the Inside Passage, the sea water scrubber is operating

outside of its design envelope in terms of the concentration of alkalinity of the scrubber

wash water. However, sea water scrubbing remains effective, though there is a decrease in

efficiency, as measured by Environment Canada.

An easy way to understand the influence of fresh water on the waters of the Inside Passage

is by measuring pH. The pH of pure sea water is approximately 8.2. The pH of sea water that

is influenced by fresh water is lower. In areas such as Skagway, Alaska, a pH of around 7.0

indicates a large fresh water influence and, therefore, reduced alkalinity/carbonates in the

scrubbing water.  The Figure 2 illustrates the effect of the fresh water discharge in the inside

passage. Note that the purple traces indicate areas where the Zaandam operated in

relatively pure seawater, while the red and yellow traces illustrate areas of significant fresh

water influence. We believe that it is in part this fresh water influence that has caused the

reduced efficiency measured by ERMD.

Figure 2 – the ms Zaandam in the Inside Passage Summer of 2007
9 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

5.0    Wash Water Monitoring

5.1  Continuous and Periodic Wash Water Monitoring  

Samples of raw sea water and sea water scrubber wash water were collected at the inlet and

outlet of the system, respectively, to assess the changes that occurred as a result of scrubbing.   

The water samples were analyzed both continuously and periodically as illustrated in Table 3.

Table 3 ‐ Summary of Wash Water Monitoring  

Constituent Continuous/In‐line

Monitoring

Periodic Monitoring

Flow rate X

pH X

Temperature X

Turbidity X

Dissolved Oxygen X

Polycyclic Aromatic Hydrocarbons (PAHs) X X

Specific Conductance X

Chemical Oxygen Demand (COD) X

Total Suspended Solids (TSS) X

Alkalinity X

Nitrate X

Nitrite X

Ammonia ‐ total X

Total Kjeldahl Nitrogen (TKN) X

Sulfites X

Polynuclear Aromatic Hydrocarbons (PAHs) X

BTEX X

TPH‐G/D X

Total Recoverable Priority Pollutant Metals X

Dissolved Priority Pollutant Metals X

Total Mercury X

Whole Effluent Toxicity Testing X

In‐line monitoring occurred nearly continuously between August 2007 and January 20008.  In‐

line monitoring occurred during scrubber operations between February and September 2008

and in February 2009.  Periodic samples were collected as follows:

• August 18, 2007 ‐ Skagway, Alaska

• August 24, 2007 ‐ Juneau, Alaska;  Vancouver

• September 12, 2007 ‐ British Columbia  

• August 30, 2008 ‐ Vancouver, British Columbia
10 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

• September 3, 2008 ‐ Juneau, Alaska  

• September 4, 2008 ‐ Skagway, Alaska    

Periodic wash water samples were not collected in California in 2008, as the scrubber did not

operate in California waters.  Wash water samples were not collected in Hawaiian waters as the

scrubber did not operate for a sufficient amount of time in Hawaiian waters for us to collect

samples in Hawaii in 2008.

More information about the wash water sampling program and a detailed analysis of the results

is included in Appendix F.   Broadly, we found the following with regard to the wash water

samples:

   

• pH – pH change between the inlet and outlet was approximately 2 pH units.  The mean pH

measured in the wash water in California/Hawaii in 2008 was 5.8, while the mean pH

measured in Alaska in 2008 was 6.3 was.  pH increases in Alaska in 2008 were accomplished

by adding additional reaction water prior to overboard discharge.

• Temperature – Increased less than 3.5 degrees C over the duration of the project.

• Turbidity – In‐line measurement of turbidity was unreliable as air bubbles in the wash water

interfered with the probe’s ability to “see” particles.

• Dissolved Oxygen (DO) – DO concentration in the effluent ranged from 4.0 mg/l in the

warmer waters off California/Hawaii to 10.0 mg/l in the colder water of Alaska.  These

numbers represent nearly saturated conditions indicating success in re‐oxygenating the

waste water prior to overboard discharge.

• Alkalinity – As expected, alkalinity generally decreased between inlet and outlet as

carbonates and bicarbonates are “used‐up” during scrubbing.

• Chemical Oxygen Demand (COD) – COD generally increased between inlet and outlet as a

result of the presence of sulfites in the discharge.

• Conductivity – There was no clear trend of increase or decrease between the inlet and

outlet.  The scrubber is not adding new salts into the marine environment.

• Total Suspended Solids (TSS) – In the laboratory samples, TSS decreased between inlet and

outlet samples.

• Ammonia, Nitrate/Nitrite, Kjeldhal Nitrogen – As expected, nitrogen compounds are not

detected in the wash water as this system does not scrub NOx from engine emissions.

• Sulfites – Sulfites were analyzed in Alaska in 2008 using a Hach field test kit.  Sulfites were

not detected in the influent, but were detected in the effluent at concentrations ranging

from 32 to 48.6 mg/l and is the likely compound contributing the COD to the discharge.

• PAHs

o Measured in‐line – PAHs as measured in the effluent by the Trios probe detected

approximately 100 parts per billion (ppb) in California/Hawaii to 134 ppb in Alaska.  We

believe that these measurements are not reliable as the air bubbles in the wash water

interfered with the probe’s ability to detect the PAHs.

o Measured in the laboratory – PAHs were not detected in the wash water effluent.

• BTEX and TPH/G – Were not detected in the wash water effluent.

• Metals – In general, where total and/or dissolved metals were detected in the effluent at

concentrations exceeding water quality criteria, they were also detected in the influent in
11 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

similar concentrations.  Please see Appendix F for more detailed information on the results

of metal analysis.

• WET Test – The acute test measured 100 % survival of mycid shrimp and topsmelt.  Results

of the chronic test were disqualified because 70% of the fertilized echinoderm eggs did not

pass laboratory quality control requirements.

6.0  Evaluation of Soot in the Wash Water Discharge

In‐port operation of the Krystallon sea water scrubber on the ms Zaandam in Hawaii and Alaska in 2008

produced a phenomenon not seen by Krystallon personnel before that time. A sooty deposit was

observed rising to the surface of the sea water scrubber wash water discharge.  A light “sheen” was also

witnessed (Figure 3).         Figure 3 – Sea Water Discharge in Port‐2008

The sea water scrubber on the ms Zaandam has not

operated since September of 2008, because of this

visible discharge.   However, Krystallon personnel

performed a series of tests between September 2008

and March 2009 to understand the nature of this

visible discharge and design a fix. They performed

numerous tests at their bench scale facility in Dover,

England, on the Ferry The Pride of Kent, and finally on

the ms Zaandam in February 2009.   

Based on this work, the sheen appears to be caused

from combustion derived carbon deposits of near

neutral density. These carbon deposits are carried

through the multicyclone, attached to entrained air

bubbles, and are lifted to the sea surface at the point

of discharge.  The wash water discharge contains very little petroleum hydrocarbon, but that too

appears to float to the surface resulting in the slight sheen observed.

Flocculants, de‐aerators, separators and oleophilic filters, were evaluated to determine whether they

could eliminate this visible discharge, considering:

1. The equipment must work in a practical setting.

2. It must be able to be installed in the limited space available on the Zaandam.

3. It must be sufficiently robust for a maritime application.

4. It must be a reasonably cost effective solution.

5. It must last the life of the sea water scrubber installation, assuming routine maintenance will

be performed.

Krystallon personnel devised an appropriately scaled oil‐water separator‐like device and inserted it in‐

line ahead of the multi‐cyclone.  The concept was to allow the wash water to slow down, de‐aerate, and

encourage the floating particles and oil to rise to the surface ahead of the multi‐cyclone.  Figure 4

illustrates this concept.  Figure 5 illustrates the test separator.

Surface Sheen 

Froth
12 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

Figure 4 ‐ Oil‐Water Separator Testing on the ms Zaandam

Figure 5 ‐ Test oil‐water separator

During a test of this system on the ms Zaandam, which occurred over a 5‐hour period in February 2009,

Krystallon and Holland America Line personnel observed a build‐up of soot in the first separator

chamber over time as illustrated in Table 4.  Constituents detected in the soot are summarized in Table

5.
13 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

Table 4 ‐ In‐Line Separator Test Results

Sample

Location

Time Elapsed

in minutes

Total

Suspended

Solids (TSS)

in ppm

Total Recoverable

Petroleum Hydrocarbons

(TRPH)

in ppm

Polycyclic Aromatic

Hydrocarbons

(PAHs)

in ppm

Inlet Sample ND ND ND

Outlet Sample

50

ND ND ND

Inlet Sample 41 ND ND

Outlet Sample

150

ND ND ND

Inlet Sample 91 1.20 ND

Outlet Sample

235

96 1.06 ND

Table 5 ‐ Constituents Detected in Soot

Constituents Concentration

Total Suspended Solids (TSS) in ppm 20

Total Recoverable Petroleum Hydrocarbons

(TRPH) in ppm

52.5

Benzo (a) Anthracene in ppb 28.7

Chrysene in ppb 31.4

Fluoranthene in ppb 9.3

Phenanthrene in ppb 15.4

Pyrene in ppb 33

During subsequent testing on the ferry the Pride of Kent, a second separator was used in series as a

control function in line with full flow filtration media.  No soot buildup was observed in the second

separator confirming our belief that a separator‐like device ahead of the multicyclone, will prevent the

discharge of soot in the seawater scrubber wash water.

8.0  Future Project Plans

While the EPA grant expired on December 31, 2009, Holland America Line and Krystallon are committed

to further efforts to improve the sea water scrubber technology on the ms Zaandam.  We anticipate

performing the following additional tasks:

• Refurbishing scrubber internals and fitting the demister.

• Installing a continuous engine emission monitoring device.

• Installing additional system components to remove the soot from the wash water discharge.

• Re‐train personnel on the ms Zaandam on scrubber operations.

• Perform additional wash water quality monitoring, both continuous and periodic.

• Perform ambient water quality testing to assess the nature of the dilution zone adjacent to the ship

while at dock.
14 

Holland America Line Sea Water Scrubber Technology Demonstration Project 

Final Report to USEPA 

March 31, 2010 

• Characterize the sludge for disposal.

• Communicate our plans and the results of testing with the appropriate regulatory agencies and TAC

members.

• Post project information on Holland America Line and Hamworth‐Krystallon web sites.

9.0  Acknowledgements

We would like to thank the USEPA and all our other funding partners for their generous support for this

project.  TAC members provided many hours of thoughtful guidance about this technology, for which we

are appreciative.  This project could quite simply not have been accomplished without the cooperation,

dedication, and hard work of the engineers on‐board the ms Zaandam.  Finally, we would like to thank

Dave Kircher from the Puget Sound Clean Air Agency for his tireless dedication to improving air quality

for the citizens of Western Washington, his openness to considering alternative ways in which to

accomplish that goal, and his management of this complicated project grant.