Technology evolution has been a driving factor in the oil tanker industry. The technology breakthroughs and historical data served as the main factor of evo-lution in the industry. Nowadays the oil tankers have been modified and opti-mized according to the requirements of the cargo and the area in which they are supposed to operate. This paper reviews some technological developments in the tanker industry and driving factors behind them. The issues of environmental pollution, failure prediction, and efficient operations are also discussed in mathematical terms.
Shipping always has been of extreme interest for the mankind. The primary objective of this extreme interest was the urge for survival, expansion and exploration [
Today, the shipping industry is one of the most complex and fragile organisms. The production is influenced by several business factors like supply and demand principles. Political interests like conflicts and economy also impact on the shipping industry [
For this reason, when looking from the technical point of view, the Naval professionals of today’s world are not only responsible for designing, delivering and operating the ships at superior markets [
The oil tankers of the 21st century are developed from the evolutionary process in the technology. The market of tankers nowadays consists of number of people having small ships. Most of the tanker owners in today’s market are independent, and they are not owners of the cargo. These businesses are mostly providing their services to different corporations [
1) Handymax tankers: These tankers have the capacity of less than 5000 tons and used to carry several trades and fluids [
2) Panamax Tankers: These tankers are known to be the biggest ships that can pass through the Panama Canal. The weight range of these tankers is from 5000 to 7000 tons [
3) AFRAMAX tankers: Their dead weight ranges between 80,000 and 120,000 DWT tons. Their breadth is greater than 32.31 m. The name for this type of tankers is based on Average Freight Rate Assessment (AFRA) [
4) Suezmax tankers: These ships are considered as the biggest ships than can pass through Suez Canal at their full load conditions [
5) Very Large Crude Carriers (VLCC): They are not able to pass through various canals and positions. The DWT ranges from 200,000 to 3,500,000, it has dimensions as follows
Formal Safety Assessment (FSA): Hazard Identification
The present regulatory system used in the shipping industry is reactive. The governing principles were outlined after some disasters. For this need, the historical data must be available to the designers to identify the risk factors [
The risk factors are identified by two facts. The historical data is analyzed by the designers, and the hazards are determined by a meeting of experts [
1) Loading and unloading operations. The cleaning of a tank and crude oil washing.
2) Ship-to-ship transfer in an open sea.
3) The activities conducted by the coastal and restricted waters.
4) The tasks for the maintenance.
The risk operations of Risk Control Options in FSA are developed by following steps.
1) Focusing on the risk factors need control.
2) Identification of RCO’s.
3) Evaluating RCO’s in reducing risk factors.
4) Grouping the RCO’s into regulatory options.
In standard terms, the RCO’s should be targeted one or more following factors as shown in
1) Reducing the frequency or occurrence of the failures supposed to happen on the tankers.
2) Evaluating the effects of failures.
3) The identification of the factors in which failure might occur.
4) Identification and managing of the results for the accidents.
The geometric modeling for the oil tankers is done in the Friendship System as the fundamental driver behind hull form development, the variation of parameters and optimization according to operational requirements. The lightship weight of the tanker is computed in the simulations. The machining and attached weight are estimated using different empirical methods known as Watson and Gilfillan formulas [
known as MAN B&W marine engine. The oil consumption for this engine is 15,000 nautical miles.
Required Freight Rate (RFR), Sensitivity
The RFR is known as one of the most important performance indicators for calculating the operational efficiency and competitiveness of the tanker in the market (
Reliability Formulation
Reliability methods and techniques can be used to estimate basic safety, structural strength components, and load effect, which are considered as random variables. The structural capacity and the demand of the users are related to each other in mathematical equations. The limit state function and the requirements are related by the following equation:
RIF = Random variable strength index.
The above equation is used to apply reliability limits and the state equation, to failure modes. The above equation is to be applied to only one failure mode. The
elementary loading condition to be applied to the above equation is known Full Load Condition (FL) [
Ultimate Vertical Bending Moment
This minute, for the most part between versatile and the plastic moment, is the entirety of the contribution of longitudinally compelling components, i.e. the total of the first snapshots of the twisting worries around the flat impartial tomahawks. An absolute bowing minute limit figuring for in place ship is performed by utilizing Progressive Collapse Analysis (PCA) and it peruses 8246 MNm [
To address the pollution concerns and efficient operations of the ships AES is the dominant solution for the tanker. The fuel selected for the operation was LNG, and it can also operate on renewable or alternate energy such as lithium batteries [
1) The weight is significantly decreased; the payload can be increased due to this fact [
2) The concept can offer several hybridization options which can transfer loads from key generators with the use of renewable energy [
3) The fuel efficiency can increase dramatically [
4) Less space for an engine which can increase the space on the board [
5) It can result in quick response time [
6) Increased power redundancy; the ship can operate on just two generators [
7) Flexible operating profile [
8) Increased innovations in the future as the engines which are placed near the deck can be replaced easily. This development in the technology can improve the logistics, management and maintenance policy for tankers.
The disadvantages of such systems are:
1) The initial building cost for the tankers can be increased significantly; the proper engine leasing programs can reduce such costs.
2) The operating efficiency of an electrical generator is lower as compared to the efficiency of mechanical energy.
3) Increased complexity for the staff.
The primary electrical factor to be considered is known as propulsion load.
Propulsion load
Ships and tankers are considered as the backbone of the international trade and economic development of the world. The safety regulations for the tankers are developed on the basis of historical accidents and risk factors identified by the experts. The technological evolution served as a crucial factor in the development of the maritime technology. Types of the tankers are dependent on the payload and the area of operation they are supposed to cover. Nowadays, ship designers and operators are faced with numerous challenges due to the changing industry and market dynamics. The political factors of the region they are operating in also affect the efficiency of the tanker operations. Recent technological development in the industry is the concept of using electrical energy in place of mechanical power in the tankers. However, this method has its respective merits and demerits.
Shanab, W.S.A. (2017) Uncertainty Modeling for Oil Tankers and Operational Guidance. Open Journal of Marine Science, 7, 281-288. https://doi.org/10.4236/ojms.2017.72020