1、Designation: F 2533 07Standard Guide forIn-Situ Burning of Oil in Ships or Other Vessels1This standard is issued under the fixed designation F 2533; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last revision. A numbe
2、r in parentheses indicates the year of last reapproval. Asuperscript epsilon (e) indicates an editorial change since the last revision or reapproval.1. Scope1.1 This guide covers the use of in-situ burning directly inships and other vessels. This guide is not applicable to in-situburning of oil on s
3、ea or land.1.2 This guide is applicable to situations in which the vesseland cargo are not salvageable. After the burn, the vessel willnever be salvageable. It is intended that the in-situ burning ofoil spills in ships be a last resort option.1.3 The purpose of this guide is to provide information t
4、hatwill enable spill responders to decide if burning will be used toremove oil from stranded ships or other vessels.1.4 This is a general guide only. It is assumed that condi-tions at the spill site have been assessed and that theseconditions are suitable for the burning of oil. It is also assumedth
5、at permissions to burn the oil have been obtained. Variationsin the behavior of different oil types are not dealt with and maychange some of the parameters noted in this guide.1.5 This guide is one of several related to in-situ burning.1.6 There are many safety concerns associated with in-situburnin
6、g of oil in ships. These include the unsafe nature of thewrecked vessel and the use of explosives.1.7 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health
7、 practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2F 1788 Guide for In-Situ Burning of Oil Spills on Water:Environmental and Operational ConsiderationsF 1990 Guide for In-Situ Burning of Spilled Oil: IgnitionDevices3. Termino
8、logy3.1 Definitions:3.1.1 burn rate, nthe rate at which oil is burned in a givenarea. Typically the area is a pool and burn rate is the regressionrate of the burning liquid, or may be described as a volumetricrate.3.1.2 burn effciency, nburn efficiency is the percentage ofthe oil removed from the wa
9、ter by the burning. This is theamount (volume) of oil before burning; less the volumeremaining as a residue, divided by the initial volume of the oil.3.1.3 coking, ncoking is the formation of coke, a hard-ened charcoal-like material. Coke is often formed when ahydrocarbon such as oil is heated in ab
10、sence of sufficientoxygen to burn completely.3.1.4 contact probability, nthe probability that oil will becontacted by the flame during burning.3.1.5 controlled burning, nburning when the combustioncan be started and stopped by human intervention.3.1.6 eruption, nsudden upwelling of boiling oil in a
11、tankdue to specific area heating.3.1.7 fire-resistant booms, ndevices which float on waterto restrict the spreading and movement of oil slicks andconstructed to withstand the high temperatures and heat fluxesof in-situ burning.3.1.8 in-situ burning, nuse of burning directly on thewater surface. In-s
12、itu burning does not include incinerationtechniques, whereby oil or oiled debris are placed into anincinerator.3.1.9 in-situ burning in ships, nuse of burning on or in aship.3.1.10 residue, nthe material, excluding airborne emis-sions, remaining after the oil stops burning.3.1.11 salvageable, adja c
13、ondition of the vessel such thatit is economical and feasible to recover, refurbish and return tooperation or to re-use portions of the vessel.3.1.12 seaworthy, adja condition of the vessel such that itis fit and safe for sea voyage.4. Significance and Use4.1 This guide is primarily intended to aid
14、decision-makersand spill-responders in contingency planning, spill response,and training.1This guide is under the jurisdiction of ASTM Committee F20 on HazardousSubstances and Oil Spill Response and is the direct responsibility of SubcommitteeF20.15 on In-Situ Burning.Current edition approved April
15、1, 2007. Published April 2007.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.1Copyright ASTM International,
16、100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.4.2 This guide is general and site conditions can change thesituation considerably.5. Background5.1 Overview of Oil BurningIn-situ burning is one ofseveral oil spill countermeasures available. The thickness ofthe oil
17、 is an important factor in the use of in-situ burning (seeGuide F 1788). The burning of oil in ships is implemented toremove oil from stranded or derelict ships to minimize therelease of oil.5.2 Major Advantages and Disadvantages of Burning inShips5.2.1 Advantages of In-Situ Burning Include:5.2.1.1
18、May provide a net environmental benefit by quicklyreducing the potential for oil release into the marine environ-ment;5.2.1.2 In remote locations it may be the only feasiblesolution;5.2.1.3 A significant reduction in the amount of materialrequiring disposal;5.2.1.4 A significant removal of volatile
19、emission compo-nents;5.2.1.5 Removal of oil from the ship.5.2.2 Disadvantages of Burning in Ships Include:5.2.2.1 The fire will weaken the ship hull and the ship couldbreak up, releasing oil or residue;5.2.2.2 Creation of a smoke plume;5.2.2.3 Residues of the burn may be problematic;5.2.2.4 The ship
20、 may have to be prepared such as by the useof explosives to ensure that the oil is presented to the burn andthat there is sufficient ventilation;5.2.2.5 The fire could spread to other combustible materials.6. Limitations to Burning in Ships6.1 Access to OilThe oil must be accessible to ignitionand a
21、ccessible to air. Explosives are used to allow oil to flowfrom tanks to spaces where it will be burned and to increaseventilation area. This should be conducted by salvage andexplosive experts. Typically, the planned burn would take placein the ships hold(s) and explosives would be used to openpassa
22、ge from lubrication and fuel tanks to the hold. Lubricationand fuel tanks generally do not have sufficient exposure to theair to allow for burning.6.2 VentilationOxygen from air is necessary for burning.Studies have shown the area of ventilation is a criticalregulating factor in the burning of oil d
23、irectly on ships and inother confined spaces. The rate of burning is generally calcu-lated based on the area of ventilation openings in the case oflow wind situations. Studies have shown that top and sideopenings combined will yield better ventilation than topopenings alone. The presence of two open
24、ings allows for aircirculation over the area of fire. Small scale studies have shownthat a minimum of 10 % ventilation is needed to preventextensive coking. The 10 % refers to the area of ventilationcompared to the surface area of oil available to burn. An areaof more than 20 % ventilation has been
25、shown to result in littlecoking during test burns.6.3 External Wind SpeedExternal winds assist in provid-ing additional ventilation, despite the semi-closed conditionsthat may exist. Burn efficiency increases and prevention ofcoking will also be a positive result of higher wind conditions.One study
26、showed a three-fold increase in burn rate with windincrease from 0 to 11 m/s.6.4 CokingCoking is the formation of a hard, carbon-aceous material during burning in a low oxygen environment.Coking is more prevalent with heavy residual oils. If cokingoccurs, the burn rate slows considerably as coke its
27、elf burnspoorly, if at all, and the coke would prevent the flame fromcontacting oil under it. Coking is prevented by having suffi-cient ventilation.6.5 Ability to IgniteA consideration for in-ship burning isthe ability to ignite the oil. There are some oils which aredifficult to ignite and which may
28、 not sustain combustion (seeGuide F 1990). Successful ignition will depend on the type ofoil, degree of ventilation, heat of ignition and length of timethat ignition must be applied. Heavier oils will require appli-cation of heat for at least several minutes. Ventilation isrequired to sustain effici
29、ent combustion. The burning of theignitor will deplete the oxygen in a given area if there isinsufficient ventilation. Heavy bunker fuels have been success-fully ignited in ships holds using diesel fuel as a primer. Alayer of 2 mm of diesel fuel has been shown to be sufficientduring test burns.6.6 E
30、ruptionDuring the burn process, some localized oilmay become super-heated. When the heating is sufficient, flashevaporation of a component of this oil may occur and thesurrounding boiling oil can erupt upwards towards the topventilation port. This could result in oil being splashed ontoother parts o
31、f the vessel or sea. This phenomenon has beenobserved in test situations with crude oil.7. Operational Considerations for Burning in Ships7.1 Safety ConsiderationsThe safety of the proposedoperation will be the primary consideration. The vessel shouldbe stable and relatively stationary during the pr
32、eparation andburn phases. The operation should only be contemplated if theoperation will not result in flashback to other sources of fuel.The fire should be prevented from spreading to other combus-tible material in the area, including trees, docks, and buildings.Situation-specific contingency metho
33、ds of extinguishing orprotection should be available. Further, escaping oil could posea risk. The possibility that burning oil may erupt should beconsidered.7.2 Effects on the Ships StructurePreparation of thevessel for burning by using explosives and subsequent burningof the oil will weaken the shi
34、ps structure. Burning in shipsshould be considered only if there is no potential for futuresalvage of the vessel or if the trade-off between future salvagepotential and removing the oil is favorable. The use ofexplosives and burning may weaken the structure sufficientlyto result in breakup of the ve
35、ssel. A breakup may result in therelease of oil. Salvage experts and experts on ship designshould be consulted where possible, before proceeding with thepreparation for ignition and burn. They should also be con-sulted after the burn regarding options to deal with theremaining vessel. The vessel may
36、 not be seaworthy, towable oreven in condition to allow ship-breaking in place.F25330727.3 Oil ThicknessMost oils can be ignited on a surface ifthey are a minimum of 2 to 3 mm thick. This is generally nota concern in ships as sufficient oil may be available.7.4 Oil Type and ConditionHighly weathered
37、 oils willburn, but will require sustained heat during ignition. Oil that isemulsified with water may not burn. Guidance on ignition isgiven in Guide F 1990.7.5 Wind ConditionsWinds will assist in providing addi-tional ventilation, despite the semi-closed conditions that mayexist. Increased burn eff
38、iciency and prevention of coking willalso be a positive result of higher wind conditions. Winddirection should be a concern and local authorities should beconsulted about the possibility of smoke plumes (see GuideF 1788). At high wind conditions, the operation may be lesssafe for reasons including s
39、hip movement, getting personnel ondecks, applying ignition devices and secondary fires.7.6 Burn EffciencyBurn efficiency in a confined area suchas a ships hold will vary and has been measured as high as97 % for crude oil, but typically may be only 60 %.7.7 Burn RateMost lighter oils burn at the maxi
40、mum rateof about 3.75 mm/min. This translates to a rate of about 5000L/m2/day (or 100 gal/ft2/day). Testing on heavy oils shows thatthe burn rate may be lower, as low as 1 mm/min or about 1200L/m2/day (or 25 gal/ft2/day). Burn rate is relatively indepen-dent of physical conditions except for ventila
41、tion and highwinds. In the case of high winds, the burn rate is independentof ventilation opening if it is greater than 10 %. With lessventilation, the rate will be less. Using these values, it ispossible to calculate the rate of burning in the ship spaces. Thearea that is used for the calculation i
42、s the area of ventilationopening, not the area of the oil surface.7.8 IgnitionOils can be ignited with a variety of deviceswhich are described in Guide F 1990. Enough heat must besupplied for a sufficient length of time. Heavy fuel oilsgenerally require a longer heating time to ignite. Ignition maya
43、lso occur as a result of the explosives used to prepare the shipfor burning.7.9 Back-up ContainmentThe operation may release oilinto the water or shore on which the hull is located. In somelocations, a fire-resistant boom may be deployed around thevessel to contain any releases and to protect other
44、combustiblematerials from the burning oil (see Guide F 1788). If oil isreleased from the hull, it may be ignited.7.10 ResidueThe residue from efficient burns is a highlyviscous liquid or even solid (see Guide F 1788). It maysometimes have a density greater than water. Tests show thatresidue is relat
45、ively non-toxic to aquatic species.8. Summary8.1 Burning is a viable countermeasure that has the potentialto remove oil from a stranded hull. The technique has beenused with favourable results.8.2 Burning in a ship is a last-resort method as the combus-tion heat weakens the ship structure. This heat
46、 may besufficient to result in catastrophic structure failure and subse-quent release of oil and residue.9. Keywords9.1 burning in ships; in-situ burning; oil spill burning; oilspill disposal; oil spill response; ship destructionAPPENDIXES(Nonmandatory Information)X1. EXPERIMENTAL STUDIESX1.1 Dieder
47、ichsen and co-workers (1)3conducted a num-ber of small experiments using an Arabian crude oil and someIFO 80 in small scale (up to 6 by 6 m). It was concluded thatthere were three major factors for burning in enclosed tanks:X1.1.1 Scale size,X1.1.2 Ventilation,X1.1.3 Coking. Coking is the result of
48、oxygen-deficientburning and significantly slows the burn rate.X1.2 An equation was developed for relating the burn rateto the maximum rate and dimensions of the container:R 5 RS 0.12!/S!2(X1.1)where:R = the actual burn rate,R= the maximum burn rate, andS = the side (horizontal) dimension of the squa
49、re burnbox in metres.X1.3 A table showing maximum burn rate as function ofwind speed and ventilation was provided as based on theexperiments conducted. See Table X1.1.X1.4 These numbers compare to the 1 to 3.75 mm/min burnrates generally used in the oil spill response (2). It should benoted that Eq X1.1 applies if the ventilation area is 11 % or3The boldface numbers in parentheses refer to a list of references at the end ofthis standard.TABLE X1.1 Maximum Burn Rate as Function of Wind Speed andVentilationsWind Speed (m/s)061Percent of Venting R
