Editors:C. Guedes SoaresÂngelo P. Teixeira

Maritime Transportation and Harvestingof Sea Resources

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COPYRIGHT © 2018 TAYLOR and FRANCIS GROUP, LONDON, UK

ISBN 978-0-8153-7993-5

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ISBN: 978-0-8153-7993-5 (I-Iardback, set of 2 volumes +CD-ROM) ISBN: 978-1-351-21450-6 (eBool<:, set of 2 volumes) ISBN: 978-0-8153-7611-8 (Hardbaclc, Volume 1) ISBN: 978-0-8153-7990-4 (Hardback, Volume 2)

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Maritirne Transpo1tatior1 and Ha.rvesti11g of Sea Resources - Guedes Soares & Teixeira (Eds) © 2018 Taylor & Frar1cis Group, London, ISBN 978-0-8153-7993-5

Tabl oí' "Onte11ts

Preface

IMAM 2017 organisation

IMAM organisation

VOLUME 1 Special sessio11 i1i ho1iour of P1,.of Peta1,. J(ole11 Ship desig11, decades of developme11t T. Dan1ya1zliev & P. Geo1·giei1

Challe11ges i11 stability assessn1en t of offshore floating structures T. M H endriks & J. M Santos I

Parametric modelling of tanker intemal compartment layout for survivability improvement within the frame'\\rork of regulations H. Jafa1yeganel1, M. Ve12tura & C Guedes Soares

Offshore sulfide power plant fo1· the Black Sea L. Stoev, P. Georgiev & Y. Garbatov

Special session in honour of Prof Vedran Zanic M ulti-objective scantling optimization of a passenger ship structure J. Andric, P. P1·ebeg & T. Stipic

Parametric equations f or the design of a logistic support platform T.S. H allak, M Ventura & C. Guedes Soa1·es

• Practica! ship hull structural scantling optimization using ABS-HSNC criteria T. M cNatt, M . Ma, J. Shauglinessy & K Stone

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23

31

39

49

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Framework for risk-based salvage operation of damaged oil tanker after collision in the Adriatic Sea , J. Parunov, S. Rudan, M Corak, B. B. Pri1norac & M Katalirzié

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·<: ...... Special session in honour of Prof Giovanni Benvenuto Waste heat recovery from dual-fuel marine engines M. Altosole, M Laviola, R . Zaccone & U Campora

. Numerical and experimental investigation for the performance assessn1ent of full electric marine propulsion plant -M .Martelli & M Figari

" ._ Manoeuvring model and simulation of tl1e non-linear dynamic interaction between tethered

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87

· =~';'~ ~hip and tug during escort 95 · t . : ·" ... . ., B.~: Piaggio, M M artelli, M Viviani & M. Figari . ,;;.. '

'. ;.~l -:.~. : rSurrogate models of the perfor1nance and exl1aust emissions of mari11e diesel engines for ship \ ~ . . r . .,. .. . . ·~:. ~.. , ' ... ~nceptual des1gn 105

.. > ·. : · · .: ·µ ;. Tadro.~. M Ventura & C Guedes Soares ... ..,. • 1 •

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u tainable urban logi tics for cfficient a11d cnviro11111cn tally fric11dly ¡)ort-cities A. A11agnostopoulou, E. SdoulcopoiLlos & M. Baile

A co11ceptt1al fran1ework for port assessn1c11t XB. O/ba, W Daa1nen, S.P. Hoogendoorn & T. J/elli11ga

Lincr ervice operational differcntiatio11 i11 contai11cr po1·t lcrminals A.M.P. Carreira & C. Guedes Soares

Con1mercial maritin1e ports \Vith i11novative moori11g lecl111ology E. Díaz-Ruiz-Navamuel, A. O. Piris, C.A. Pérez-Labajos, L. l). Ruiz & B.B. ]~ojo

A green port case study of Port of l(ope1· E. 1\vrdy & E. Héimalii.inerz

Challenges for implementation of the green corridor in Brazil D.A. Maura, R. C. Botter & J F Netto

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Metl1odology for the identification of the poten tial lunterland of container terrriln als T. A. Santos & C Guedes Soares

Technological processes inside a ro-ro ferry terminal V. Stupalo, N Kavra1z & M. B. Slcocibusié

Maritime transportation Integrated transportation system under seasonality effects JM Zampirolli, T.N M athias & R. C Botter

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A case study on the capacity of a Brazilian iron ore port distribution center in A sia J F. Netto & R C. Botter

A comparative analysis of Brazilian maritime transport by cabotage b etween 2010 and 2015 using network theory C. C. R Santos, M . do Vale Cunha & H. B. de Barros Pereira

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The impact of the Maritime Labour Convention in the maritime transport S. Santos & A. Simoes

Maritime traffic models Mapping of the ship collision probability in the Strait of Istanbul based on AIS data Y. C Al tan & E. N O ta y

Risk assessment methods for ship collision in estuarine waters using AIS and historical acciden t data P. Chen, 1 M ou & P. H. A.1 M van Gelder

Risk analysis for maritime traffic in the Strait of Gibraltar and improvement proposal N Endrina, 1 C. Rasero & J M ontewka

Hierarchical control for ship navigation under winds: A case in the Three Gorges Reservoir area D. Jiang

Dynamjc risk assessment for nautical traffic M Li, J. Mou, Y. He, F. Ning, Y. Xiong & P. Clierz

. Challenges in modelling characteristics of maritjme traffic in winter conditions and new solution proposal J. Montewlca, R Guin1iess, L. Kuuliala, F. Goerlandt, P. Kujala & M Le1isu

A model for predicting ship destination routes based on AIS data H. Rong, A .P. Teixeira & C. Gitedes Soares

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AIS d~ita a11uly i '' for tl1e in1pact , of \Vind and ct1rre11t 011 sltip behavior in straight \J/ater\vays J: ZJi<Ju, T. J.'elli1iga, J.'fi: Daar11e11 & S'. J~ H oogendoorrz

Nlaritime safety llrzd lzz,¡,111ari facto 1·s Htun~1n factor inflt1e11ce ot1 sliip l1andling errors in restricted \vaters- stress SllSCeptibility Stt1dy 1: Abratrzo~vicz-Gerigk & A. Hejn'llic/1

Mari time search) rescue and assistance A. Anecl1itoae, A.A. Cfmpanu & MS. Matasa

An approach for an integrated assessme11t of rnaiiti111e accidental oil spill risk and response effectiveness for the Northern Baltic Sea F Goerlandt, L. Lu, O.A. V Ba1'lda & J Rytkonen

Causation analysis of ship collision accidents using a Bayesian Network approach S. Gong, J M ou & X Zhang

Decision support tool for modelling security scenarios onboard passenger ships l Gypa, E. Boulougouris & D. Vassalos

Scenai·io-based oil spill response model for Saimaa inland waters l Halonen & J. Kauppirzen

Trends a11d needs for researcl1in1naritime risk S. Haugen, NP. Ventikos, A.P. Teixeira & J Montelvka

Incorporation of safet)' barrier and HFCAS to hl1man error analysis of major maritime accidents i11 China B. Wu, L.K Zorig, XP. Ymi & J~ Wang

H yd1'·odyna111ics On the influence of the parametric roll resonance on the principal wave-induced loads M Acanfora & T. Coppola

Contributes to sailing yacht performance by foil hydrodynamic lift C. Bertorello & E. Begovic

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The effect of the stem shape and propeller location on the propulsive efficiency of a blunt ship 347 G Bilici & U O. Ünal

Estimating flow-induced noise of a circular cylinder using numerical and analytical acoustic methods S. Ergin & S. Bulut

Modelihg of performance of an AUV stealth vehicle. Design for operation MK Geriglc

Mu1tibody dynan1ics of floaters during installation of aspar floating wind turbine MA.A.A. Hassarz & C Guedes Soares

An investigation on a Mathieu-type instability in irregular seas: The case of a tension leg platform l C Pérez & M. A. S. Neves

A new procedure of power prediction based on Van Oortmerssen regression B. Xliaferaj & A. Dulcaj

Hydrodynamics - foils A BEM for calculating the effects of waves 011 WIG marine craft performance KA. Belibassalcis

Estimation of planning forces in numerical and full scale experiment A. CcLramatescu, C.I Mocanit, FD. Pacuraru & G Jagfte

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Grot1r1d eff ect or grounding: 'V11icl1 happens vvl1en? O. K Kir1aci, T. Cosguri, A. Yurtseverz & N Varclar

Efl~ect of' chord\i\rise flexibility on flapping foil thrl1ster perforn1ar1ce by discrete vortex metl1od A. K. Priovolos, E. S. Filippas & KA. Belibassa/(is

Hydr·odJJ11a1n ics - re .. "iistance

409

417

Sllip weather routing focusing 011 propulsion energy efficiency 429 N Lamprinidis & KA. Belibassalcis

Influence of the approxin1ated n1ass cl1aracteristics of a sl1ip on the added resistance ii1 waves 439 I Martié, N Degiuli, P. Komazec & A. }aricas

Hydrodynanuc and geometrical bow sl1ape for ei1ergy eITicient sl1ip 447 MA. Mosaad & H.M. Hassari

A ship weather-routing tool for route evaluatio11 a11d selection: Influe11ce of the wave spectrum E. Spentza, G. Besio, A. Mazzino, T. Gaggero & D. Villa

1-lydt·ody1iamics - sea/(eepi11g Inflt1ences of a bo'v turret system on an FPSO's pitcl1 RAO T. S. Hallak & A.N Sirtzos

I . Comparison of two approaches for prediction of wave induced loads in damaged ships H. Jafaryeganeli & C. Guedes Soares

Seakeepi11g performance of a Mediterranean fishing vessel D. Obreja, R. Nabergoj, L. Crudu & L. Domnisoru

H)rdrodynamics performance of high speed multi-hulls in waves G T/ernengo, C. M. Apollonio, D: Bruzzone, L. Bonfiglio & S. Brizzolara

Hyd1~odynamics - CFD

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465

473

483

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Self-propulsion simulation of DARPA Suboff 503 A. Dogrul, S. Sezen, C. Delen & S. Bal

CFD analysis of a fixed floating box-type structure under regular waves 513 l F. M. Gadelho, S. C. M ohapatra & C. Guedes Soares

Simulation depende11cy 011 degrees of freedom in RaNS solvers for predicting ship resistance 521 H. Islan1 & H. Alcimoto

Prediction of sl1ip resistance in head waves using OpenFOAM 527 H. Islan1 & C. Gu.edes Soares

Supporting development of the smart ship technology by CFD simulation of sllip behavior in close to real operational conditions 535 K Nilclas

Modification of traditional catamaran to reduce total resistance: Configuration of centerbulb 541 S. Samuel, D. -1 Ki1n, M. lqbal, A. Baliatmaka & A. R Prabowo

Cavitation analyses of DTMB 4119 propeller with LSM and URANS approach 547 S. Sezen & S. Bal

Hydrodynamics - manoeuvring Innovative systems improving safety of ma11oeuvri11g and berthing operations of inland vessels · 557 T. Abra1nowicz-Gerigk & Z. Burciu

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l xpeon1cntal and nu111crical in1ulations of zig-zag 111::l11ocu\•rcs l1f ~l scll'-rt111r1i11g ship mtx1el M ,,1. HrnoJtroza. lJ. 1~ 4\'z, & C Gued.~s oares

Cot11rartttive simt1lat1on t)f dcti11iti \'C n1a11oeu\·rc .. of tl1c K Vl .C 2 bc11cl1111nrk sl1i1) ugnG Jiíleret1t e1npíric n1athe111atical 1no<lcls ~\~ .~ululo & c.: Gz.1e<les Soares

. hi¡J .~tr·z1cti~re .. ~ sses~mcnt of the residt1al trengtl1 t ) f sl1 i¡1s aft er dan1ngc

M. Attia, A. Za}•ed, lf. úhcta & M. Ab(/ El11abv . ~

I~xperimc11tal in\'CStigatiOTl 011 cxplosi\"C \Velded joiuts ror sl1i1Jbttilding upplications P. Corigf iano. 1~ C'n-4pi, E. Guglieln1ino c.~ .4. M . Sili

Analytic.al t reat111c11t. of \\'cldi11g di tortion ctTects 011 fa.tigt1e jr1 tl1in pancls: llart J closcd-forn1 sol\1tio11s a11d i111pliec.'ltions P. J)ong, .'). X i11g & J.f~ Zl1<Jl'

Annlytical treat111c11t c.) f \\'eldiog distortio11 cfi~ccts on fatigue in tl1in 1)anels: Parl ll applicatio11s i11 test data ar1a1)1sis J~ Dong, U~ 7,/1ou & . Ji.'i11g

Fntígi1c rcliabil i t ~' of butt-\\·elded joints based on spectral fatigue dan1age assessn1ent J~ Garl>atov, l: Do11g, .l. Ron1p, S. Vl1an111ane & R Villavicencio

Assessment of distortio11 a11d residual stresses ii1 butt welded plates made of diIT eren t s t eels 111. Jiashe111:adel1, Y. Garbatov & C. Guedes Soares

Approximation of maxiinum weld induced residual stress magnitt1de by the use of Meyer Hardr1ess P. R Al . Lindstrom

Nonlinear FEA of weld residual stress influence on the crack driving force P. R M. Lindstrom & E. @stby

Ana1ysis of structural crashworthiness on a non-ice class tanker during strancling accounting for the sailing routes A.R Prabo1vo, A. Bahatmaka, JH Cho, JM So/in, D.M. Bae, S. Samuel & B. Cao

' The measu.rement of weld surface geometry M. Rmidié, D. Pavletié & G. Turkalj

Round robin study on spectral fatigue assessn1ent of butt-weldedjoints J Rorup, Y. Garbatov, Y. Dong, E. Uzunoglu, G. Par111entier, A. Andoniit, Y. Quéméner,

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K -C Chen, S. Vhanmane, A. Negi, Y. Pari/1cL1~ R Villavicencio, V. Parsoya, L. Pe11g & J Yue

Ultimate bending capacíty of multi-bay tubular reinforced structt1res S. Saad-Eldeen, Y. Garbatov & C. Guedes Soares

Fatigue life prediction method of f airleads installed on a FPSO J Yue, P. Clien, Y. Liu & W Mao

Author index

VOLUME2 Composite materials A. review of fhc applications composite materials in wave and tidal energy devices M. Calvário, L .. S'. ,S'utlzerland & C Guedes Soares

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633

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689

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Rl1eological te tiug of UV ct1re usi11g t \VO differc11t sot1rccs of ligl1t C. Gracia-Fcrná11dez, S. Gón1ez-Barreiro, 11. Díaz-.J)ía::, A. Á!vare=-Garcla, l Tarrio- aavedra, l López-Beceiro, R. Artiaga & B. ,')á11c/1ez-Silvcz

703

A simple rheological metl1od for co111J?ari11g 11ot 1nclt t:1cil1csi\1cs 709 S. Gómez-Barreiro, A. Dfaz-Díaz, A. Alvarez-García, e: Gr(zcia-Fer11á1zdez & B. Sárzcfzez-Silva

The effect of geometric a11d 1na11ufactt1ring paramctcrs 011 fil i:1111e11t woi1nd co1npositcs •

split disk test re ults 713 A. Z. Papadakis, 1 G. Tl1e111elal(is & N G. Tsozlvalis

Shipbuildi11g a11d 1·epai1· Shipbtlilder cotmtry ar1d seco11d 11a11d price: So111e ernpirical cvicle11ces R. B. Fiasca, L. F. Assis & F. C. A/. Pires J1:

Risks in the repair of oil tru1kers and tl1eir preven tion lA. F'raguela-For11·zoso, L. C. Couce, C. Álvarez-Feal, L. Castro-Santos & A. L. Arranz

Lean tl1inking in sllipbuildi11g: n1ultiple case studies i11 Brazilian shipyards l L. Francisco & R. C. Botter

A tool for anal)1sis of costs on the ma11ufacturing of the 11ull 1 M Gordo & A1. Leal

A 110\rel project scheduling model for shipbuilding M Kafalz, Y. Ünsan & ÍH. Helvaczoglit

Cutting processes in shipbuilding- a case study A. Oliveira & 1 M Gordo

Implementation of new production processes in panel,s line A. Oliveira & lM Gordo

Controlling ship repair projects using the S-curve envelope l R San Cristóbal

Ship design Experimental and n11merical study of sloshing and swirling in partially filled membrane-type LNG tanks M 'Arai, G. M. Karuka & H Ando

CFD method approach for ducted propeller optimization of a ROV A. Bahatmaka, A.R Prabo1vo, D.-1 Kin1 & S. Samitel

Fuel or acceleration: A Pareto design procedure for ships S. Calisal

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Novel concepts of river-sea cruise passenger vessels for Rtissian rivers, Caspian, Black and Medi terranean seas G. V. Egorov, l A. Ilnitslciy & Ya. V. Kalugin

Concept of river-sea combined vessel for carriage of oil products and dry cargoes G. V. Egorov, V. J. Tonyulc & E. Yu. Durnev

Systems engineering-based feasibility study for development of ballast water-free vessels H.1 Kang, 1 C/1oi, H A/in & K. Kim

Matching engine to propeller for an LNGC under rough weatl1er CH Marques, CR.P. Belchior & 1 -D. Caprace

Optimum structural design and building cost of small boats: Comparison between steel and aluminum A. T M o usa, A. N agitib & S. H. H egazi

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731

737

743

749

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763

775

785

793

801

809

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833

843

03

09

13

'31

'37

'43

'49

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'63

175

785

193

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. re ~et1r<.'l1 011 t11e s '\vage problern of cruise sl1ips in the Medi terrar1eat1 J( ahin & JV. J {1rdar

Econor1uc feél "ibilit)' of a11 atito110111ous co11taincr sli ip --1~ ~4. . Sa11tos & C. GtJedes Soares

F11el cell ' applied to auto1101not1s tu1derwater \rel1icles. En<lura11ce expa11sio11 opport1111ity A. J7illalba-Herreros, 1 Arévalo-Fue1ztes, G. Bloerr1en, R. Abad & Tl Leo

Optinuzatio11 of container stO\\'age using sin111lated an11eali11g a11d ge11etic algori thn1s J.1. A. 1't1rtseven, E. BoulougoiJris, O. TI1J·m1 & N Papadopoi1los

Ship lifecycle Sllip Lifecycle Softwa.re Solutio11s (SHIPLYS)~an overvieV\' of tl1e project, its first pl1ase of developmen t a11d challe11ges V. R Bharadwaj, T Kod1, A. Milat, L. Herrera, G Randall, C. T/ofbeda, Y. Garbatov, S. Hirdaris, ]\~ Tsouvalis, A. Car11eros, P. Zl1ou t~ l. Ata11asova

A framev.1ork for Multi-Criteria Decision Analysis (1\1CDA) applied to conceptt1al stage of ship design X C1Ji, V. R Bl1arad11Jaj & P. Z/1ou

Challenges and problen1s \Vitl1 data availability a11d quality duri11g LCCA calculations in the early ship desigi1 phases P. Evangelou, C. Papaleonidas, D. T~ Lyridis, l\Z Tsouvalis & P. Anaxagorou

l n\resu11ent cost estimate accounting for shipbuilding constraints Y. Garbatov, M. T/e11tura, P. Georgiev, T. Damyanliev & l. Atanasova

Frame\\1ork for conceptual ship design accounting for risk-based life cycle assessment Y. Garbatov, M. Ve11tura, C. Guedes Soares, P. Georgiev, T. Koch & l. Atm1asova

Refactoring early slllp design methodologies T. Koch & K Kreutzer

SHIPLYS end-users' requirements to inform software development A. Milat & N G. Klmzac

Life cycle and cost assessment on engine selection for an offshore tug vessel E. Oguz, B. Jeong, H. Wang & P. Zliou

LifeC)'Cle and virtual prototyping requirements for ship repair projects A. Porras, L. Herrera, A. Carneros & 1 I Zanón

Optimisation of operational modes of short-route hybrid ferry: Alife cycle assessmen t case study H. Wang, E. Ogu.z, B. Jeong & P. Zhou

Machinery and control Modeling the refrigeration system of a maritime container S. Amat, M.1 Legaz & E. Morilla

Implementation of a self-learning algorithm for main engine condition monitoring C. G/<;erekos, I Lazakis & G. Tlieoto/<;atos

Path-planning and path-following control syste1n for autonomous surface vessel MA. Hinostroza, H. T. Xu & C. Guedes Soares

Non-linear velocity obstacles with applications to tl1e maritin1e domain Y. Huang & P. J{. A.1 M. van Gelder

Biomimetic propulsion asan in11ovative horizon in water vehicles developme11t G. Ilieva & I Kostova

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Splitting co t, of a i11c1rine diesel e11gu1e waste heat recovery systen1 in to avoidable t1nd u11avoidable parts 1-: Korog/i, & O. S. Sogtlt

A speed co11trol for an auto11omous ship 111odel for l1ydrodync1111ic testi11g F. L. Peña, B. Priego <-~ A. Deibe

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A h;1brid ROV/UAV velucle for t1nderwater inspection and 111ai11tenance of offshore structures 1029 F. L .. Peña & H. Ramos

Asse sn1er1t of tl1e impact of sl1ip emissio11s on tl1e air qt1ality in Na¡Jles 1037 }~ Mure1·1a, M. T~ Prati & F. Qttara11ta

Forbidde11 zone handling i11 o¡Jti111al thrust allocation of DP vessels 1043 M. Valcié & J. Prpié-Orsié

A hybrid controller desig11 for sl1ip autopilot based on free-rt11111ing model test 1051 Ji T. Xu, M. A. Hirtostroza & C. Guedes Soares

Marine e11viron11ient Development, calibratio11 a11d validation of a model for the acoustic field generated by a sl1ip in port 1063 T. Coppola, F. Qu.ara12ta, E. Rizzuto, M. Viscardi & D. Siano

The relatio11 of coastal spatial planning and blue growth and the resolution of the arising conflicts in a coas tal area ' 1069 E. Kostopoulou & F. Salcellariadou

Dy11amics of sand)' beach in dependen ce on wave parameters 107 5 O. Kuz11etsova, Ya. Sapryldna, M. Slitremel, S. Kuznetsov, D. Korzini1i, E. Trifonova, 'l\( A11dreeva, N Valchev, B. Prodanov, P. Efti1nova, T. Lambev & L. Din'litrov

Mari11e protected areas- a tool for enviro11mental protection. The case of Milos Island 1081 S. Manologlou, T. Pelagidis & B. S. Tselentis

Wave modelling Evaluating marine climate change in the Portuguese coast during the 20th century 1089 M. Ber1iardino & C. Guedes Soares

Wave-bottom-current interaction, effects of the wave vorticity on the Bragg resonance 1097 E. Laffit te, B. Simon, V Rey, J. Touboul & KA. Belibassakis

Evaluation of the accuracy of the spectral n1odels in predicting the storm events in the Black Sea 1105 L. Rusu

Prediction of storm conditions usi11g wind data fron1 the ECMWF and NCEP reanalysis 1111 L. Rusu, M. Gon9alves & C. Guedes Soares

Offshore oil and gas Analysis of accidental fluid release scenarios in FPSOs U Bhardwaj, A. P. Teixeira & C. Guedes Soares

A simulation approach applied to the optimization of offshore crew transportation problems A.M.P. Santos, L.M.R Silva, T.A. Sa11tos & C. Gitedes Soares

Review of leal<:age detectio111nethods for subsea pipeline A.M. Shcz1na, A. El-Rasliid, M. El-Shaib & D.M. Kotb

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Ilclico1)tcr flcet sizc and i11ix vcl1icle rot1t.i11g ¡)roble111 for crcvv cxcl1a11gc i11 a 11 off:~ l1ore oíl ar1d ge:1s t1cld 11 57 L. M. R. Silva & C G1.1edes oares

Off'}/io1·e t·enelvable e11e1«f5Y Asses ment of sea~rat.cr electrolytic proccsscs 11si11g o.fTsl1ore re11evlable e11crgies R. d'An101·e-Don1ef'1ecl1 & 1:1 Leo

A prospective turbi11e co11cept to extra.et tidal e11erg)' G. Ilieva & l Kostova

E\1alt1ating a 110\1cl co11trol stratcgy to i111prove tl1e performa11ce of hydraulic power take-offs in \vavc e11erg)' co11verters Atf. J(aniarlouei, 1 F. Gaspar & C G1.1edes Soares

Ducted 11orizo11 tal axis marine tt1rbi11e desigi1 for t11e race of alderney 1 -A1. Laurens, M. Ait-A10/1an11ned & J.1. Ta1faoit i

H)rdrody11am.ic loading a11d fatigue analysis of a11 offsl1ore inulti-purpose floating structure for offsl1ore wind ru1d \vave energy sources exploitation T.P. A1azarakos, D.N Konispoliatis & S.A. Mavralcos

Tl1e synergy between wind a11d wave power along the coasts of the Black Sea E. Rusu

Non-linear time-domain analysis of a spar floati11g support for offshore wind turbines tmder the action of extreme \Vaves C Ruzzo, D. Triglia & F. Arena

Probabilistic life-cycle assessment for offsl1ore wind turbines B. Yeter, Y. Garbatov & C G?.ledes Soares

Fisheries Fishing patterns for a Portuguese longliner fishing at the Gorringe seamount a first analysis based on AIS data and onboard observations A. Campos, P. Lopes, P. Fonseca, G. Araújo & I Figz,teiredo

Real tin1e fishing activity detection 1 C. Ferreira, N Anturzes & P. Lousa

Data mi1úng approach tool in fisl1ing control activity J. C Ferreira, S. Lage, l Pinto, P. Lousa & N Anturzes

Round goby Neogobius melanostomus- tl1e insigl1t into recent changes in Estonian coastal sea fishery L. Jarv, T. Raid, K Nurkse, M. Parrzoja & A. Soon1e

The impact of different VMS data acqtusition rates on the esti1nation of fishing effort- an example for Portuguese coastal trawlers P. Lopes, A. Campos, P. Fonseca, J. Pare11te & N Antunes

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Main drivers of herring fisl1ery i11 the two neighbouring gulfs of the Northen1 Baltic Sea T. Raid, L. Jarv, J Ponni & J. Raita11ien1i

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Maritime Transportation and Harvesting of Sea Resources – Guedes Soares & Teixeira (Eds)© 2018 Taylor & Francis Group, London, ISBN 978-0-8153-7993-5

Risks in the repair of oil tankers and their prevention

J.A. Fraguela-Formoso, L. Carral Couce, C. Álvarez-Feal & L. Castro-SantosDepartamento de Ingenieria Naval e Industrial, Escuela Politécnica Superior, Universidade da Coruña, Spain

A. López ArranzDepartamento de Derecho Público, Facultade de Derecho, Universidade da Coruña, Spain

ABSTRACT: The repair of oil tankers presents special and differentiated risks with respect to other ships, due to the characteristics of the products transported, either crude oil (natural product composed of various types of hydrocarbons and varying proportions of other substances, varying its composition according to the origin thereof) or any of its refined products.The entry of these ships to the shipyard has to be made with strict security measures, based on a prior recognition of the situation of their tanks and adjacent spaces and their corresponding certification of the situation in which they are, certification that must be renewed daily.In order to ensure that hazardous situations do not lead to damage to work-ers and great economic losses for the shipyard and the Shipowner, it is necessary to be fully aware of the special problems of repairing these types of ships and what preventive measures should be put in place to minimize or eliminate such risk situations.The possible cold and hot work in the spaces that contain or have contained combustible products require prior authorization from the risk prevention services of the shipyard, with perfectly defined working procedures.

ship according to International Agreements and National Standards, the protection of human life at sea and the protection of the marine environment.

The conditions for berthing and docking in a shipyard require strict safety measures to ensure the integrity of the ship and the safety of the crew and the shipyard workers.

2 THE MOST IMPORTANT RISKS

Several risk situations can take place in any ship that is being repaired but, in this type of ships, we should focus on two differentiated risks: the risk of flammability and the risk of insalubrity (Fraguela, 2003).

2.1 Risk of flammability

The formation of flammable atmospheres can occur not only inside the cargo tanks but also out-side them, despite the ease of dissipation of hydro-carbon vapours, because this dilution is influenced by several parameters, such as: the wind speed and direction; the area, height and shape of the exit orifice; the concentration of vapours; the flow rate; the distance to the superstructure and the distance to other nearby exits, as it has been demonstrated in an aerodynamic tunnel. The risk of flammabil-ity affects both the ship and the people.

1 INTRODUCTION

The first reference to the transport of dangerous products appeared in 1894, in the British Mer-chant Shipping Act, under the title of “Dangerous Goods and the Carriage of Cattle”, and in the first 1914 and 1929 SOLAS Conventions, in which the decision on the goods that should be considered dangerous was left to the discretion of the Con-tracting Parties and the Administrations. In those years, few dangerous goods were carried.

In 1948, the UN convened a Maritime Confer-ence in which it was decided to create the Inter-Gov-ernmental Maritime Consultative Organization (IMCO), later renamed IMO, whose constitutive Convention entered into force in 1958 and whose first meeting was held in 1958. It is responsible for protecting human life at sea, through both its Maritime Safety Committee, body in charge of the coordination and the supervision of techni-cal activities, such as fire prevention, transport of dangerous goods, etc., and its Marine Environment Protection Committee, in charge of the protection of the marine environment.

Since then and whenever it is necessary to solve a global problem, an International Conference is held and a Convention is approved, as well as other fundamental codes and regulations, which are included in the bibliography. All of them are aimed to cover the fields of: the construction of the

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The formation of flammable atmospheres is basically influenced by the following properties and characteristics of the liquids or wastes present in the tanks and pipes (ICS 2006, NFPA 1993).

Lower explosive limit (LEL). Minimum concen-tration in percent by volume of fuel in mixture with air, below which the mixture is too poor to burn.

Upper explosive limit (UEL). Maximum con-centration in percent by volume of fuel in mixture with air, above which the mixture is too rich to burn.

Flash Point (ti). Minimum temperature in degrees Celsius at 760 mm Hg, at which a combus-tible substance, in contact with the air, gives off enough amount of vapour so that the inflamma-tion of the vapour-air mixture takes place, with the contribution of an external activation energy.

Autoignition Point (ta). Minimum temperature in degrees Celsius at 760 mm Hg, at which a solid, liquid or gaseous substance, in contact with the air, burns spontaneously without any need of an ener-getic contribution to the mixture.

In the mixtures of flammable gases or vapours in air, the ignition of the fuel-comburant mixture will only happen if the fuel-comburant concentration is between the LEL and the UEL and the activation energy provided by the ignition source or sources is able to reach the autoignition point temperature of the fuel. In order to maintain the combustion, it is necessary for the chain reaction (fourth fire factor) to occur, in other words, the energy given off by the reaction of a certain number of molecules has to be sufficient to activate an equal or greater number of new molecules, in such a way that the reaction progresses within the fuel-comburant mixture and it is maintained over time and space.

One of the following conditions will always be found (Fraguela, 2003):

Poor atmosphere, the one whose hydrocarbon vapours content is lower than the LEL and, there-fore, not flammable.

Rich atmosphere, the one whose hydrocarbon vapours content is higher than the UEL, not being flammable in this concentration.

Flammable atmosphere, the one whose hydro-carbon vapours content is between the LEL and the UEL.

Uncontrolled atmosphere, the one whose concentration of hydrocarbon vapours in air is unknown and which, therefore, from the preven-tive point of view, should be considered flammable as long as it is not proven otherwise.

Inert atmosphere, the one that complies with the requirements of Chapter 15, Inert Gas Systems, of the International Code of Fire Safety Systems of IMO, which establishes the conditions required for inert gas systems: the oxygen content in any part of the tank should not exceed 8% by volume and

the pressure of the inert gas inside the tank should be positive.

2.2 Risk of insalubrity

The absence of oxygen (concentrations below 18%, considered as safe for people) and the presence of toxic atmospheres (in concentrations above ambi-ent toxicity limit values) in cargo tanks, when there is insufficient ventilation, are normal and the consequences derived from ignorance and lack of verification are fatal for the people who enter the tank.

Since the centesimal composition of hydrocar-bon values varies according to the different crudes, their toxicity will vary in the same way, but it can be said that this one increases as its molecular weight increases. The effects of these vapours on the human body range from eye (from 1000 ppm), nose and throat irritation to dizziness, intoxica-tion, paralysis, unconsciousness and death (from 20,000 ppm). In particular, the effect of the sulf-hydric acid present in sour crudes must be outlined because of its paralyzing effect on the nervous and olfactory systems. Therefore, in concentrations from 200 to 300 ppm in air, it seriously irritates the eyes and the respiratory tracts and, at 1000 ppm, it can cause loss of consciousness and, after a few seconds, respiratory failure.

The tetraethyl lead (TEL) and the tetra methyl-lead, which are still added to the petrols used in underdeveloped countries, deserve special mention because of their high dermal, parenteral and respi-ratory toxicity, which must be taken into account in tank cleanings.

3 RECEPTION OF THE SHIP

This name includes all those operations prior to the berthing or the docking of the ship carried out by the shipyard, which guarantee the control of flammable, asphyxiating and toxic atmospheres during the repair process.

3.1 Operations prior the arrival of the vessel in port

Some weeks before the arrival of the ship, in the communications prior to the signature of the ship repair contract, the shipyard must request the shipping company the detailed list of the works to be carried out, the location of dangerous spaces in terms of ignition and the means that the ship has in order to keep the inerting of cargo tanks (if this condition was necessary) (IMO Reso-lution MSC.206 2006, IMO Resolution A-473 1981). In these previous communications, it is very

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important that the shipyard indicates in writing the conditions in which the ship arrives, which will allow the captain to have enough days to prepare the dangerous spaces for the conditions demanded by the shipyard, avoiding incorrect interpretations that can lead to delays in the entry of the ship and the corresponding pressures and economic claims.

3.2 Operations at the arrival of the ship, prior to the berthing or the docking at the shipyard

Before the berthing or the docking of the ship, the shipyard security service must embark on board the oil tanker and carry out a preliminary exami-nation which, together with the information pro-vided by the ship’s captain, will serve to prepare a report containing:

Nature and origin of the products transported during the last voyages.

How, when and with how much intensity the last cleaning and degassing operations were carried out (IMO Resolution MEPC 1979).

Nature, location and quantity of dangerous products which the ship still contains.

Means of washing, degassing and inerting, which the ship keeps operational (IMO Resolution A-473 1981, IMO Resolution A-498 1981, IMO Resolution A-897 1999).

Oxygen content, toxic vapours and flammable vapours and wastes present in each tank.

After this first examination of the ship, a cer-tificate of gas detection and combustible wastes will be issued and will be signed by the head of the security service and by the ship’s captain.

It is advisable to clarify that the shipyard must use the concept of gas-free tank, the one that is degassed and salubrious (non-flammable, non-as-phyxiant and non-toxic), since it is only allowed to work in a space with these three conditions. Mer-chant seafarers generally use it as a tank free of flammable atmosphere, a condition that is much easier and faster to obtain, but which would imply a delay in the beginning of the works, with a nega-tive economic impact for the shipyard if this one allows the berthing or the docking.

3.3 Conditions of the arrival of the ship

There are several situations in which the cargo and slop tanks of an oil tanker can be found at the arrival at the shipyard (ICS 2006).

The first problem that arises is to know the safety margins that must be taken, in order to avoid uncontrolled situations and, therefore, to allow or prohibit the berthing or the docking of the ship. In brief, they are the following:

For atmospheres with a significant concentration of hydrocarbon vapours in air, which in turn will

be an unhealthy atmosphere, 20% of the LEL will be set as the maximum permissible concentration, above which no berthing or docking will be allowed.

For non-degassed or unhealthy atmospheres, there is no problem with the berthing or the dock-ing, although the time required to ventilate the tanks and turn them into the situation of gas-free tank (degassed and salubrious) is an economic fac-tor which leads to a delay in the start of the repair works to be done inside the tank.

For inerted atmospheres, there are also no berthing or docking problems if the oxygen con-tent in any part of the tank does not exceed 8% by volume and the inert gas pressure inside the tank is positive. These conditions must be maintained with the ship’s or shipyard’s own means during the repair processes.

The reason for these preventive measures, regarding the flammability of the atmosphere, is that a poor atmosphere can evolve into a flamma-ble atmosphere, either naturally or by the works inside the tank, in addition to the possible hydro-carbon vapour locks present in certain areas of the tank, which may not be detected in the meas-uring process. In the case of a rich atmosphere, it can easily become flammable when there is an air intake into the tank.

3.4 Works in cargo tanks

Works in cargo tanks cannot begin without the authorization of the security service technicians, who will determine:

The type and layout of the required ventilation, in order to maintain permanently the atmosphere of the tank in the gas-free situation (degassed and salubrious). Fans must be axial (low static pres-sure and high flow), tire or water ones. If they are electric, they must be intrinsically safe with anti-explosive protection.

The cleaning and removal of sludge, sediment and accumulated waste in the work area, to another area of the tank or to outside it, depending on the size and type of the works to be carried out.

The advisability of covering the bottom of the tank, or part of it, with a layer of high, medium or low expansion firefighting foam or aqueous film forming foam (AFFF), in order to separate the fuel (hydrocarbon vapours) from the oxygen in the air.

The means of fire protection, which are neces-sary to stop any incipient fire (a 45 mm diameter and 20 m length hose with a triple effect and per-manently pressurized lance, as well as 12  kg BC powder extinguishers), supervised by a firefighter or staff trained in fire fighting.

Before the beginning of the works inside a tank, and as a result of the examination made, a label

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must be stuck at the tank entry in order to know its situation. The label will be daily updated and it will indicate that the tank is in one of the following conditions:

Degassed tank. It is the one which contains a concentration of flammable gases or vapours below 0% of the L.E.L. for hot works or 15% of the L.E.L. for cold works.

Salubrious tank. It is the one whose oxygen con-tent is greater than 18% (non-asphyxiant) and simultaneously does not exceed the environmen-tal limit values for any of the chemical substances present in its atmosphere or waste (non-toxic).

Gas-free tank. It is the one which is degassed and salubrious (non-flammable, non-asphyxiant and non-toxic).

3.4.1 Control of the risk of unhealthinessIn order to be able to work inside the cargo tanks, their atmosphere must be healthiness, which is a condition that guarantees the existence of more than 18% of oxygen and non-toxicity. When work has to be carried out, for whatever reason, in an insalubrious environment, personal protective equipment must be used, which will be determined by the security service on the basis of the results of the oxygen and toxicity measurements carried out prior to the authorization of the works in these conditions.

3.4.2 Control of the risk of flammabilityIn this respect, the situation of cargo tanks deter-mines the possibility of carrying out cold or hot works in tanks and in dangerous areas (the space that surrounds dangerous places and is less than 15 metres away from any orifice or opening of those places). The possible work conditions, depending on the condition of the tanks, are the following:

Condition “A”. Inerted cargo tanks. Cold and hot works can be carried out outside

the loading area (engine room, propeller, rudder, aft peak, etc.).

Blasting and painting works can be done any-where on the hull.

For work or manipulation related to valves and pipes, the authorization of the security service must be obtained.

Condition “B”. Open cargo tanks, with non-flammable atmosphere, but with wastes suscep-tible to generate flammable atmospheres.

The conditions of salubrity and non-flammabil-ity of the atmosphere of the tank must be main-tained by means of ventilation during the works.

Cold works will be permitted on any part of the ship, including the tanks, provided that the fuel-comburant concentration in air does not exceed

15% of the LEL. Hot works will be permitted on any part of the ship, except inside the cargo tanks containing wastes and in the areas adjacent to their openings. In order to carry out these works inside the cargo tanks, it is necessary to clean combusti-ble wastes from an area around the working point, whose extension must be fixed by the security serv-ice, as well as to verify that the fuel-comburant concentration in air does not exceed 0% of the LEL. In addition, it can be necessary to take other complementary measures, such as: partially flood-ing the bottom of the tank with water; covering the bottom of the tank with high, medium or low expansion firefighting foam or AFFF; maintain-ing the necessary fire protection means (a 45 mm diameter and 20 m length hose with a triple effect and permanently pressurized lance, as well as 12 kg BC powder extinguishers) handled by a fireman or, if this service does not exist in the shipyard, by staff trained in fire fighting; other measures that the security service considers appropriate accord-ing to the particularity of the work.

Condition “C”. Open cargo tanks with no flam-mable atmosphere and no waste.

To fulfil this condition, the atmosphere of the tank must be maintained at 0% of the LEL, six hours after the first measurement. Cold works will be permitted in any part of the ship, including the interior of the tanks. Hot works will be permitted on any part of the ship, including the interior of the cargo tanks, will be permitted, despite the pos-sible presence of combustible waste in any part of the tank, in which case the security service will pro-vide the necessary prevention measures.

3.5 Works on slop tanks

The situation of these tanks can be similar to that of cargo tanks, so we can apply to these tanks what has been said in section  3.4. In the event that the slop tanks have not been unloaded, they must remain closed and inerted, as well as insu-lated (keeping the valves of the pipes which flow into these tanks closed). Even in this situation, no hot works will be allowed in the areas around these tanks.

3.6 Works in the pump room

For ships in condition “A” of section 3.4.2, as they are inerted tanks, there must be no handling with the valves of the pipes, a fact which may lead to a loss of that inertization. In condition “B” of sec-tion  3.4.2, elements must not be removed with-out first checking that the insulation of the cargo tanks is not damaged. Normally, load and strip-ping pipes, filters, pumps and other elements in the pump room contain combustible or flammable

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liquids and/or flammable vapours, so no work must be carried out without having previously checked the absence of these products, as well as taking a series of additional safety measures (maintaining forced ventilation, installing mobile fire-extinguishing means, etc.).

3.7 Works on pipes, devices or accessories

Cold works can be carried out on a pipe, device or accessory containing or having contained flamma-ble or combustible liquids.

For hot works, prior notice to the security serv-ice is required, reporting which tanks it connects with and in what situation they are:

Knowing the type of fuel that has flowed inside. Checking the flammability of its atmosphere. Determining if prior cleaning is required. Giving instructions about the most appropriate

procedure to isolate the operating area from the rest of the circuit (using blind flanges, flooding the bottom of the circuit, injecting a strong air or inert gas flow). If blind flanges are used, they will be signalled to avoid wrong operations.

Periodically checking that, due to these opera-tions, the situation of the tanks that it connects has not changed.

4 CONCLUSIONS

The repair works of oil tankers must be considered of high risk and its prevention must begin in the communications previous to the works contract.

These risks affect the safety of the ship, the crew and the shipyard workers. They need perfect coor-dination between the ship and the shipyard.

The crew of the ship must only carry out main-tenance works, outside the areas classified as dan-gerous in terms of flammability and salubrity of the atmospheres. They will always be cold works.

The works in cargo tanks, pump rooms or pipes containing or having contained combusti-ble liquids must only be carried out with special

permits issued by the security service, which will be renewed daily.

A fire in a cargo tank is very difficult to control; that is why the extinguishing means mentioned must be maintained in the vicinity of the hot works, in order to prevent any start of fire. Large fires in cargo tanks will only be put out by pro-fessional firefighters from the shipyard and with many difficulties.

REFERENCES

Fraguela Formoso, J.A., (2003) Preventive measures dur-ing the transport and operations of load and unload of oil tankers, Revista Ingeniería Naval, vol. 71, n 800, pp 110–118.

ICS (International Chamber of Shipping), and OCIMF (International Oil Tanker and Terminal Safety Guide), International Safety Guide for Oil Tankers and Termi-nals, 5th Edition. June 2006.

IMO Resolution MEPC 3 (International Maritime Organization), Recommendation on the standard for-mat of the crude oil washing operations and equipment manual, Adopted on 30 November 1979, pp 1–8.

IMO Resolution A-473 (International Maritime Organi-zation), Interim regulation for inert gas systems on chemical tankers carrying petroleum produts, Adopted on 19 November 1981, pp 135–141.

IMO Resolution A-497 (International Maritime Organi-zation), Amendments to the revised specifications for the design, operation and control of crude oil washing systems, Adopted on 19 November 1981, pp 385–387.

IMO Resolution A-498 (International Maritime Organi-zation), Difficulties encountered by ships in carrying out crude oil washing, Adopted on 19 November 1981, pp 388.

IMO Resolution A-897 (International Maritime Organi-zation),, Amendments to the revised specifications for the design, operation and control of crude oil washing sys-tems (Resolution A.446 (XI) as amended by Resolution A.497(XII), Adopted on 25 November 1999, pp 1–3.

IMO Resolution MSC.206 (International Maritime Organization), Adoption of amendments to the inter-national Code for Fire Safety Systems (FSS CODE), Adopted on 18 May 2006, pp 48–54.

NFPA (National Fire Protection Association) (1993), Fire Protection Handbook (In Spanish), Ed. MAP-FRE. Madrid. (In Spanish).

•

The papers gathered in Maritime Tra11sportation and Harvesting of Sea

Resources is a collection of the papers presented at IMAM 2017, the 171h

lnternational Congress of the Maritime Association of the Mediterranean held

in Lisbon , Portugal , 9-11 October 2017.

In its seventeenth edition, the IMAM series of Conferences started in 1978 when

the first Congress was organised in lstanbul , Turkey. In its nearly forty years

of history, this biannual event has been organised throughout Europa. The

IMAM Congresses concentrate their activity in the thematic areas of Maritime Transportation & Logistics; Sea Resources; Hydrodynamics; Structures;

Machinery & Control; Design; Shipbuilding and repair; Safety of Marine;

Systems; Sea Waves; Aquaculture & Fishing; Marine Environment; Offshore

Oil & Gas; Offshore Renewable Energy; Defence & Security; Human Factors;

Legal/ Social Aspects; Materials; Noise & Vibration; Small & Pleasure Crafts;

Offshore & Coastal Development.

This is an essential publication for academics, engineers and all professionals

involved in the area of maritime transportation and exploitation of sea resources.

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