ASTM F2533-07

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Designation: F2533 − 07
StandardGuide for
In-Situ Burning of Oil in Ships or Other Vessels
This standard is issued under the fixed designation F2533; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope F1990 Guide for In-Situ Burning of Spilled Oil: Ignition
Devices
1.1 This guide covers the use of in-situ burning directly in
ships and other vessels. This guide is not applicable to in-situ
3. Terminology
burning of oil on sea or land.
3.1 Definitions:
1.2 This guide is applicable to situations in which the vessel
3.1.1 burn rate, n—the rate at which oil is burned in a given
and cargo are not salvageable. After the burn, the vessel will
area.Typically the area is a pool and burn rate is the regression
never be salvageable. It is intended that the in-situ burning of
rate of the burning liquid, or may be described as a volumetric
oil spills in ships be a last resort option.
rate.
1.3 The purpose of this guide is to provide information that 3.1.2 burn effıciency, n—burn efficiency is the percentage of
will enable spill responders to decide if burning will be used to
the oil removed from the water by the burning. This is the
remove oil from stranded ships or other vessels. amount (volume) of oil before burning; less the volume
remaining as a residue, divided by the initial volume of the oil.
1.4 This is a general guide only. It is assumed that condi-
3.1.3 coking, n—cokingistheformationofcoke,ahardened
tions at the spill site have been assessed and that these
charcoal-like material. Coke is often formed when a hydrocar-
conditions are suitable for the burning of oil. It is also assumed
bonsuchasoilisheatedinabsenceofsufficientoxygentoburn
that permissions to burn the oil have been obtained. Variations
completely.
in the behavior of different oil types are not dealt with and may
change some of the parameters noted in this guide.
3.1.4 contact probability, n—the probability that oil will be
contacted by the flame during burning.
1.5 This guide is one of several related to in-situ burning.
3.1.5 controlled burning, n—burning when the combustion
1.6 There are many safety concerns associated with in-situ
can be started and stopped by human intervention.
burning of oil in ships. These include the unsafe nature of the
3.1.6 eruption, n—sudden upwelling of boiling oil in a tank
wrecked vessel and the use of explosives.
due to specific area heating.
1.7 This standard does not purport to address all of the
3.1.7 fire-resistant booms, n—devices which float on water
safety concerns, if any, associated with its use. It is the
to restrict the spreading and movement of oil slicks and
responsibility of the user of this standard to establish appro-
constructed to withstand the high temperatures and heat fluxes
priate safety and health practices and determine the applica-
of in-situ burning.
bility of regulatory limitations prior to use.
3.1.8 in-situ burning, n—use of burning directly on the
2. Referenced Documents
water surface. In-situ burning does not include incineration
techniques, whereby oil or oiled debris are placed into an
2.1 ASTM Standards:
incinerator.
F1788 Guide for In-Situ Burning of Oil Spills on Water:
Environmental and Operational Considerations
3.1.9 in-situ burning in ships, n—use of burning on or in a
ship.
3.1.10 residue, n—the material, excluding airborne
This guide is under the jurisdiction of ASTM Committee F20 on Hazardous
Substances and Oil Spill Response and is the direct responsibility of Subcommittee
emissions, remaining after the oil stops burning.
F20.15 on In-Situ Burning.
3.1.11 salvageable, adj—a condition of the vessel such that
Current edition approved April 1, 2007. Published April 2007. DOI: 10.1520/
it is economical and feasible to recover, refurbish and return to
F2533-07.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
operation or to re-use portions of the vessel.
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
3.1.12 seaworthy, adj—a condition of the vessel such that it
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website. is fit and safe for sea voyage.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F2533 − 07
4. Significance and Use extensive coking. The 10 % refers to the area of ventilation
compared to the surface area of oil available to burn. An area
4.1 This guide is primarily intended to aid decision-makers
of more than 20 % ventilation has been shown to result in little
and spill-responders in contingency planning, spill response,
coking during test burns.
and training.
6.3 External Wind Speed—External winds assist in provid-
4.2 This guide is general and site conditions can change the
ing additional ventilation, despite the semi-closed conditions
situation considerably.
that may exist. Burn efficiency increases and prevention of
coking will also be a positive result of higher wind conditions.
5. Background
One study showed a three-fold increase in burn rate with wind
5.1 Overview of Oil Burning—In-situ burning is one of
increase from 0 to 11 m/s.
several oil spill countermeasures available. The thickness of
6.4 Coking—Coking is the formation of a hard, carbona-
the oil is an important factor in the use of in-situ burning (see
ceous material during burning in a low oxygen environment.
Guide F1788). The burning of oil in ships is implemented to
Coking is more prevalent with heavy residual oils. If coking
remove oil from stranded or derelict ships to minimize the
occurs, the burn rate slows considerably as coke itself burns
release of oil.
poorly, if at all, and the coke would prevent the flame from
5.2 Major Advantages and Disadvantages of Burning in
contacting oil under it. Coking is prevented by having suffi-
Ships
cient ventilation.
5.2.1 Advantages of In-Situ Burning Include:
6.5 Ability to Ignite—Aconsideration for in-ship burning is
5.2.1.1 May provide a net environmental benefit by quickly
the ability to ignite the oil. There are some oils which are
reducing the potential for oil release into the marine environ-
difficult to ignite and which may not sustain combustion (see
ment;
Guide F1990). Successful ignition will depend on the type of
5.2.1.2 In remote locations it may be the only feasible
oil, degree of ventilation, heat of ignition and length of time
solution;
that ignition must be applied. Heavier oils will require appli-
5.2.1.3 A significant reduction in the amount of material
cation of heat for at least several minutes. Ventilation is
requiring disposal;
required to sustain efficient combustion. The burning of the
5.2.1.4 A significant removal of volatile emission compo-
ignitor will deplete the oxygen in a given area if there is
nents;
insufficient ventilation. Heavy bunker fuels have been success-
5.2.1.5 Removal of oil from the ship.
fully ignited in ships’ holds using diesel fuel as a primer. A
5.2.2 Disadvantages of Burning in Ships Include:
layer of 2 mm of diesel fuel has been shown to be sufficient
5.2.2.1 The fire will weaken the ship hull and the ship could
during test burns.
break up, releasing oil or residue;
5.2.2.2 Creation of a smoke plume;
6.6 Eruption—During the burn process, some localized oil
5.2.2.3 Residues of the burn may be problematic;
may become super-heated.When the heating is sufficient, flash
5.2.2.4 The ship may have to be prepared such as by the use
evaporation of a component of this oil may occur and the
of explosives to ensure that the oil is presented to the burn and
surrounding boiling oil can erupt upwards towards the top
that there is sufficient ventilation;
ventilation port. This could result in oil being splashed onto
5.2.2.5 Thefirecouldspreadtoothercombustiblematerials.
other parts of the vessel or sea. This phenomenon has been
observed in test situations with crude oil.
6. Limitations to Burning in Ships
7. Operational Considerations for Burning in Ships
6.1 Access to Oil—The oil must be accessible to ignition
and accessible to air. Explosives are used to allow oil to flow 7.1 Safety Considerations—The safety of the proposed op-
from tanks to spaces where it will be burned and to increase eration will be the primary consideration.The vessel should be
ventilation area. This should be conducted by salvage and stable and relatively stationary during the preparation and burn
explosiveexperts.Typically,theplannedburnwouldtakeplace phases. The operation should only be contemplated if the
in the ship’s hold(s) and explosives would be used to open operation will not result in flashback to other sources of fuel.
passagefromlubricationandfueltankstothehold.Lubrication The fire should be prevented from spreading to other combus-
and fuel tanks generally do not have sufficient exposure to the tible material in the area, including trees, docks, and buildings.
air to allow for burning. Situation-specific contingency methods of extinguishing or
protectionshouldbeavailable.Further,escapingoilcouldpose
6.2 Ventilation—Oxygen from air is necessary for burning.
a risk. The possibility that burning oil may erupt should be
Studies have shown the area of ventilation is a critical
considered.
regulating factor in the burning of oil directly on ships and in
other confined spaces. The rate of burning is generally calcu- 7.2 EffectsontheShip’sStructure—Preparationofthevessel
lated based on the area of ventilation openings in the case of for burning by using explosives and subsequent burning of the
low wind situations. Studies have shown that top and side oil will weaken the ship’s structure. Burning in ships should be
openings combined will yield better ventilation than top considered only if there is no potential for future salvage of the
openings alone. The presence of two openings allows for air vessel or if the trade-off between future salvage potential and
circulationovertheareaoffire.Smallscalestudieshaveshown removing the oil is favorable. The use of explosives and
that a minimum of 10 % ventilation is needed to prevent burning may weaken the structure sufficiently to result in
F2533 − 07
breakup of the vessel. A breakup may result in the release of of ventilation opening if it is greater than 10 %. With less
oil. Salvage experts and experts on ship design should be ventilation, the rate will be less. Using these values, it is
consulted where possible, before proceeding with the prepara- possible to calculate the rate of burning in the ship spaces. The
tion for ignition and burn. They should also be consulted after area that is used for the calculation is the area of ventilation
the burn regarding options to deal with the remaining vessel. opening, not the area of the oil surface.
The vessel may not be seaworthy, towable or even in condition
7.8 Ignition—Oils can be ignited with a variety of devices
to allow ship-breaking in place.
which are described in Guide F1990. Enough heat must be
supplied for a sufficient length of time. Heavy fuel oils
7.3 Oil Thickness—Most oils can be ignited on a surface if
generally require a longer heating time to ignite. Ignition may
they are a minimum of 2 to 3 mm thick. This is generally not
also occur as a result of the explosives used to prepare the ship
a concern in ships as sufficient oil may be available.
for burning.
7.4 Oil Type and Condition—Highly weathered oils will
7.9 Back-up Containment—The operation may release oil
burn, but will require sustained heat during ignition. Oil that is
into the water or shore on which the hull is located. In some
emulsified with water may not burn. Guidance on ignition is
locations, a fire-resistant boom may be deployed around the
given in Guide F1990.
vessel to contain any releases and to protect other combustible
7.5 Wind Conditions—Winds will assist in providing addi-
materials from the burning oil (see Guide F1788). If oil is
tional ventilation, despite the semi-closed conditions that may
released from the hull, it may be ignited.
exist. Increased burn efficiency and prevention of coking will
7.10 Residue—The residue from efficient burns is a highly
also be a positive result of higher wind conditions. Wind
viscous liquid or even solid (see Guide F1788). It may
direction should be a concern and local authorities should be
sometimes have a density greater than water. Tests show that
consulted about the possibility of smoke plumes (see Guide
residue is relatively non-toxic to aquatic species.
F1788). At high wind conditions, the operation may be less
safeforreasonsincludingshipmovement,gettingpersonnelon
8. Summary
decks, applying ignition devices and secondary fires.
8.1 Burningisaviablecountermeasurethathasthepotential
7.6 Burn Effıciency—Burn efficiency in a confined area such
to remove oil from a stranded hull. The technique has been
as a ship’s hold will vary and has been measured as high as
used with favourable results.
97 % for crude oil, but typically may be only 60 %.
8.2 Burning in a ship is a last-resort method as the combus-
7.7 Burn Rate—Most lighter oils burn at the maximum rate
tion heat weakens the ship structure. This heat may be
of about 3.75 mm/min. This translates to a rate of about 5000
sufficient to result in catastrophic structure failure and subse-
2 2
L/m /day (or 100 gal/ft /day).Testing on heavy oils shows that
quent release of oil and residue.
the burn rate may be lower, as low as 1 mm/min or about 1200
2 2
9. Keywords
L/m /day (or 25 gal/ft /day). Burn rate is relatively indepen-
dent of physical conditions except for ventilation and high 9.1 burning in ships; in-situ burning; oil spill burning; oil
winds. In the case of high winds, the burn rate is independent spill disposal; oil spill response; ship destruction
APPENDIXES
(Nonmandatory Information)
X1. EXPERIMENTAL STUDIES
3 2
R 5 R S 2 0.12 /S (X1.1)
X1.1 Diederichsenandco-workers (1) conductedanumber ~~ ! !
`
of small experiments using an Arabian crude oil and some
where:
IFO 80 in small scale (up to 6 by 6 m). It was concluded that
R = the actual burn rate,
there were three major factors for burning in enclosed tanks:
R = the maximum burn rate, and
∞
X1.1.1 Scale size,
S = the side (horizontal) dimension of the square burn box
in metres.
X1.1.2 Ventilation,
X1.1.3 Coking. Coking is the result of oxygen-deficient
X1.3 A table showing maximum burn rate as function of
burning and significantly slows the burn rate.
wind speed and ventilation was provided as based on the
experiments conducted. See Table X1.1.
X1.2 A
...