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ABSTRACT
Recent collision and grounding accidents have increased public and industry awareness of the risks of
oil spills from bunker tanks. This paper summarizes historical spill data for freighters, and provides
case histories for representative collision, allision, and grounding casualties. Arranging double hull
protection around the bunker tanks is one means for mitigating the risk of spillage. The location and
size of the fuel oil tanks also influence the likelihood and expected volume of oil spills. The relative
effectiveness of these alternatives are explored using probabilistic oil outflow analysis techniques.
INTRODUCTION
In the wake of the Exxon Valdez spill and the
subsequent passage of the Oil Pollution Act of 1990
(OPA90), there has been a dramatic reduction in the
spillage of oil from tankers in U.S. waters. During the
1990s, the annual spill volume from tankers has been less
than one-tenth of the spill volume experienced during the
1980s. At the same time, recent fuel oil spills from
freighters involved in collisions, allisions, and groundings
(Enif, 1995; Kure, 1997; and New Carissa, 1999) have
raised awareness of the risk of oil spills from bunker
tanks.
The assessment of risk involves the evaluation of the
frequency of accidents together with the consequences of
such events. A formal assessment of consequences of oil
spills should incorporate many factors including the
impact on habitat, costs incurred, and consideration of
injuries and loss of life. Such an assessment is beyond the
scope of this study, and therefore the quantity of oil
spilled is used as a surrogate for consequence.
The United States Coast Guard maintains a database
of petroleum spills occurring within the navigable waters
of the US. This database includes information on the
amount of spillage, the type of vessel involved, and
causality. The frequency and volume of spillage from
bunker tanks on freighters is estimated through analysis of
these historical data. The authors also examined six
accidents involving breaching of fuel oil tanks. These
case histories provide insight into the types of accidents
that occur, and the severity of hull damage encountered.
The use of historical statistics for assessing spill
performance does have limitations. Because oil spills
from collisions and groundings are low probability events,
there is insufficient data to compare the effectiveness of
the different bunker tank arrangements currently in use.
Furthermore, new concepts cannot be evaluated on the
basis of historical data alone. However, probabilistic
analysis utilizing historical statistics on damage extents
provides a means for calculating the relative effectiveness
of designs in mitigating the likelihood and volume of oil
spills.
In this study, the probabilistic oil outflow calculation
methodology developed by IMO to assess alternative
tanker designs is applied to various bunker tank
configurations on tankers, containerships, and bulk
carriers. The intent is to provide the designer with a
better understanding of the influence that the arrangement
and location of bunker tanks has on oil outflow from
collision and grounding accidents.
REGULATORY FRAMEWORK
There are currently no requirements for protectively
locating bunker tanks within cargo vessels. Regulations
Millions of Gallons
Other Vessels
10
20
10
Year
90,000
80,000
TANKSHIPS
5%
SOURCES
7%
70,000
60,000
50,000
40,000
30,000
20,000
10,000
0
0
1992
100,000
1993
1994
Year
1995
1996
1997
PIPELINES
13%
FACILITIES
22%
4%
OTHER VESSELS
(excluding freighters)
14%
No. of Spills
Tank Barges
Tankers
15
President Washington
Figure 5 Julie N
In September 1996 the product tanker Julie N struck
the south side of the Million Dollar Bridge in Portland,
Maine as the ship transited the draw span. Pilot error was
the cause of the accident. The contact with the bridge
buttress resulted in an oil spill of 353 m 3 (93,200 gallons)
of heavy bunker fuel and 327 m 3 (86,400 gallons) of No.
2 home heating fuel, cargo oil. The oil spill covered 13.7
miles of shoreline and led to a massive clean-up response.
Total costs reportedly approached $50 million.
The damage to the Julie N occurred below the
waterline, on the port side of the bow just aft of the
collision bulkhead. The side shell ripped open the hole
measuring approximately 10 meters in length by 4 meters
in depth. A HFO bunker tank located immediately aft of
the collision bulkhead was breached, and the bulkhead at
the forward boundary of the port cargo tank was ruptured.
The transverse penetration into the bunker tank from
the contact with the bridge buttress was limited, and there
is a good possibility that double hull protection would
have prevented this oil spill.
Kure
Figure 8 Kuroshima
In November 1997, the 116-meter refrigerator ship
Kuroshima went hard aground at Summer Bay near Dutch
Harbor, Alaska. The grounding resulted in the breeching
of two double bottom bunker tanks and about 174 m 3
(46,000 gallons) of heavy fuel oil spilled. An additional
288 m3 (76,000 gallons) of HFO was pumped from the
ship to holding tanks ashore to prevent further spillage
and to lighten the ship. The salvage effort took three
months to free the ship, and a costly oil cleanup and
Panamax
50,000
1700
220
Aframax
90,000
2900
320
Suezmax
150,000
3800
370
Containerships
Description
750 TEU
DWT (MT)
9,000
HFO (m3)
700
DO (m3)
130
1500 TEU
20,000
2000
200
Panamax
45,000
5600
330
Bulk Carriers
Description Handysize
DWT (MT)
30,000
HFO (m3)
1300
DO (m3)
130
Panamax
70,000
2200
270
CapeSIze
160,000
4000
300
VLCC
285,000
7500
400
1.2
Probability Density
Tankers
0.8
0.6
Other Vessels
0.4
0.2
0
0
0.2
0.4
0.6
0.8
T1
T2
T3
T4
T5
T1
ENGINE RM
T1
T2
T3
T4
T5
Total Quantity of
Oil Spilled (m3)
per 100 accidents
10,000
8,800
3,700
5,300
4,100
T1
T2
T3
T4
T5
T1
T2
T3
T4
T5
T1
T2
T3
T4
T5
T1
T2
T3
T4
T5
T5
T4
Mean Outflow (m )
Collision Grounding Combined
242
5
100
213
5
88
84
6
37
132
1
53
95
6
41
Total Quantity of
Oil Spilled (m3)
per 100 accidents
364,600
363,400
358,300
359,900
358,700
T2
Fitting
small
inboard
tanks
(configuration T4) has a lesser effect on
the frequency of spills, but does reduce
spill volume by nearly half. Again, the
outer tanks must be emptied first if this
gain is to be fully realized.
C1
C2
C3
Figure 11 Containership Bunker Tank
Configurations
Table 6 and Table 7 contain the projected outflow for
the three containership configurations. The outflow
analysis assumes the fuel oil is comsumed proportionately
from all tanks (i.e. in the 10% arrival condition, each tank
is assumed 10% full).
C1
C2
C3
Total Quantity of
Oil Spilled (m3)
per 100 accidents
11,200
11,400
3,400
C1:
This is the most common
configuration, with HFO storage
C1
C2
C3
C1
C2
C3
B1
B2
B1
B2
B3
B4
B5
B1
B2
B3
B4
B5
B3
The
double
bottom
tankage
arrangements, configurations B4 and
B5,
had
the
poorest
outflow
performance. It is interesting to note
that configuration B4 with P/S double
bottom tanks has a slightly lower mean
outflow compared to the center double
bottom arrangement B5.
This is
because
the
higher
outflows
experienced by B4 for side damage are
offset by reduced outflows from bottom
damage. The large center DB tanks in
configuration B4 have a high
probability of damage, and because of
their size spill more oil than the small
wing tanks of configuration B5.
B4
B5
Figure 12 Bulk Carrier Bunker Tank
Configurations
Table 8 and Table 9 contain the projected outflow for
the five bulk carrier configurations. The outflow analysis
for bulk carriers assumes the fuel oil is consumed
proportionately from all tanks.
B1
B2
B3
B4
B5
Total Quantity of
Oil Spilled (m3)
per 100 accidents
1,900
700
1,300
4,600
3,500
11
Before
implementing
outflow
regulations on bunker tanks, costbenefit analyses should be carried out to
ascertain the relative cost effectiveness
of double hull protection and other
options.
REFERENCES
INCIDENT
OCCURS
NO
ACCIDENTS
SPILL
OCCURS
D (4th order effects)
OIL
RECOVERED
OIL NOT
RECOVERED
1IMO, Interim Guidelines for Approval of Alternative Methods of Design and Construction of Oil Tankers under
Regulation 13F(5) of Annex I of MARPOL 73/78, Resolution MEPC.66(37), Adopted September 14, 1995.
2 IMO, BLG3/WP3, Report of the working group at BLG 3 on Revision of MARPOL Regulations I/22 to 24 in the Light
of the Probabilistic Methodology for Oil Outflow Analysis, including a draft of proposed MARPOL Regulation 19,
Accidental Outflow Performance, July, 1998.
3 Sirkar et al, A Framework for Assessing the Environmental Performance of Tankers in Accidental Groundings and
Collisions, SNAME TRANSACTIONS, 1997.
4 Michel, Oil Outflow Analysis of Double Hull Tankers (Volumes 1 and 2), Prepared under Contract DTCG23-95-DHMT001, by Herbert Engineering Corp., for the U.S. Coast Guard, January 1997.
5 Michel, Moore, & Tagg, A Simplified Methodology for Evaluating Alternative Tanker Configurations, Journal of
Marine Science and Technology, Volume 1 Number 4, SNAJ, September 1996.
6 Motor Ship, Innovative design for British trio, December, 1997.