1、Designation: F2533 07 (Reapproved 2013)Standard Guide forIn-Situ Burning of Oil in Ships or Other Vessels1This standard is issued under the fixed designation F2533; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last r
2、evision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () 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-situburn
3、ing of oil on sea 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 provid
4、e information thatwill 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
5、 also assumedthat 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 wit
6、h in-situburning 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 sa
7、fety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2F1788 Guide for In-Situ Burning of Oil Spills on Water:Environmental and Operational ConsiderationsF1990 Guide for In-Situ Burning of Spilled Oil: IgnitionDevi
8、ces3. Terminology3.1 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 remove
9、d from the water 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 hardenedcharcoal-like material. Coke is often formed when a hydrocar-bon such as oil is
10、 heated in absence of sufficient oxygen to burncompletely.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 boil
11、ing oil in a 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
12、surface. In-situ 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 airborneemissions, remaining after the oil stops burning.3.1.11 salvagea
13、ble, adja condition 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.1This guide is under the jurisdiction of ASTM Committee
14、F20 on HazardousSubstances and Oil Spill Response and is the direct responsibility of SubcommitteeF20.15 on In-Situ Burning.Current edition approved April 1, 2013. Published July 2013. Originallyapproved in 2007. Last previous edition approved in 2007 as F253307. DOI:10.1520/F2533-07R13.2For referen
15、ced 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.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Co
16、nshohocken, PA 19428-2959. United States14. Significance and Use4.1 This guide is primarily intended to aid decision-makersand spill-responders in contingency planning, spill response,and training.4.2 This guide is general and site conditions can change thesituation considerably.5. Background5.1 Ove
17、rview of Oil BurningIn-situ burning is one ofseveral oil spill countermeasures available. The thickness ofthe oil is an important factor in the use of in-situ burning (seeGuide F1788). The burning of oil in ships is implemented toremove oil from stranded or derelict ships to minimize therelease of o
18、il.5.2 Major Advantages and Disadvantages of Burning inShips5.2.1 Advantages of In-Situ Burning Include:5.2.1.1 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.
19、3 A significant reduction in the amount of materialrequiring disposal;5.2.1.4 A significant removal of volatile 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 o
20、il 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 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 comb
21、ustible materials.6. Limitations to Burning in Ships6.1 Access to OilThe oil must be accessible to ignitionand accessible 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 exp
22、erts. Typically, the planned burn would take placein the ships hold(s) and explosives would be used to openpassage 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 necessa
23、ry for burning.Studies have shown the area of ventilation is a criticalregulating factor in the burning of oil directly 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 t
24、hat top and sideopenings combined will yield better ventilation than topopenings alone. The presence of two openings 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
25、ventilationcompared to the surface area of oil available to burn. An areaof more than 20 % ventilation has been 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
26、efficiency increases and prevention ofcoking will also be a positive result of higher wind conditions.One study 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, carbona-ceous material during burning in a low oxygen environment.
27、Coking is more prevalent with heavy residual oils. If cokingoccurs, the burn rate slows considerably as coke itself 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
28、 in-ship burning isthe ability to ignite the oil. There are some oils which aredifficult to ignite and which may not sustain combustion (seeGuide F1990). Successful ignition will depend on the type ofoil, degree of ventilation, heat of ignition and length of timethat ignition must be applied. Heavie
29、r oils will require appli-cation of heat for at least several minutes. Ventilation isrequired to sustain efficient 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 usin
30、g diesel fuel as a primer. Alayer of 2 mm of diesel fuel has been shown to be sufficientduring test burns.6.6 EruptionDuring 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 o
31、il can erupt upwards towards the topventilation port. This could result in oil being splashed ontoother parts of 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 proposed
32、 op-eration will be the primary consideration. The vessel should bestable and relatively stationary during the preparation and burnphases. 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 ot
33、her combus-tible material in the area, including trees, docks, and buildings.Situation-specific contingency methods 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 Struc
34、turePreparation of the vesselfor burning by using explosives and subsequent burning of theoil will weaken the ships structure. Burning in ships should beconsidered only if there is no potential for future salvage of thevessel or if the trade-off between future salvage potential andremoving the oil i
35、s favorable. The use of explosives andburning may weaken the structure sufficiently to result inF2533 07 (2013)2breakup of the vessel. A breakup may result in the release ofoil. Salvage experts and experts on ship design should beconsulted where possible, before proceeding with the prepara-tion for
36、ignition and burn. They should also be consulted afterthe burn regarding options to deal with the remaining vessel.The vessel may not be seaworthy, towable or even in conditionto allow ship-breaking in place.7.3 Oil ThicknessMost oils can be ignited on a surface ifthey are a minimum of 2 to 3 mm thi
37、ck. This is generally nota concern in ships as sufficient oil may be available.7.4 Oil Type and ConditionHighly weathered oils willburn, but will require sustained heat during ignition. Oil that isemulsified with water may not burn. Guidance on ignition isgiven in Guide F1990.7.5 Wind ConditionsWind
38、s will assist in providing addi-tional ventilation, despite the semi-closed conditions that mayexist. Increased burn efficiency 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 possi
39、bility of smoke plumes (see GuideF1788). At high wind conditions, the operation may be lesssafe for reasons including ship 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 bee
40、n measured as high as97 % for crude oil, but typically may be only 60 %.7.7 Burn RateMost lighter oils burn at the maximum 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
41、 about 1200L/m2/day (or 25 gal/ft2/day). Burn rate is relatively indepen-dent of physical conditions except for ventilation 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 thes
42、e values, it ispossible to calculate the rate of burning in the ship spaces. Thearea that is used for the calculation is 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 F1990. Enough heat must besup
43、plied for a sufficient length of time. Heavy fuel oilsgenerally require a longer heating time to ignite. Ignition mayalso 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.
44、In somelocations, a fire-resistant boom may be deployed around thevessel to contain any releases and to protect other combustiblematerials from the burning oil (see Guide F1788). If oil isreleased from the hull, it may be ignited.7.10 ResidueThe residue from efficient burns is a highlyviscous liquid
45、 or even solid (see Guide F1788). It maysometimes have a density greater than water. Tests show thatresidue is relatively 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
46、 results.8.2 Burning in a ship is a last-resort method as the combus-tion heat weakens the ship structure. This heat 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 d
47、isposal; oil spill response; ship destructionAPPENDIXES(Nonmandatory Information)X1. EXPERIMENTAL STUDIESX1.1 Diederichsen and co-workers (1)3conducted a numberof 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
48、factors for burning in enclosed tanks:X1.1.1 Scale size,X1.1.2 Ventilation,X1.1.3 Coking. Coking is the result of 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 2 0.12!/
49、S!2(X1.1)where:R = the actual burn rate,R= the maximum burn rate, andS = the side (horizontal) dimension of the square burn boxin 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 % orgreater of the oil surface area. Diederichsen and co-workers (3)also conducted a single
