Study on the Relationship Between Combustion Characteristics and Properties of Marine Heavy Fuel Oil

2003 ◽  
Author(s):  
Takaaki Hashimoto ◽  
Senichi Sasaki
Keyword(s):  
Ignition Delay ◽  
Average Molecular Weight ◽  
Poor Quality ◽  
Combustion Characteristics ◽  
Carbon Residue ◽  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Fuel Oils ◽  
Flame Retardation

The combustion characteristics (ignition delay and combustion period in this paper) of marine heavy fuel oil are affected by many factors such as density, carbon residue, asphaltene, aromaticity and carbon/hydrogen (C/H) ratio. When investigating the causes of operational problems in diesel engines, what properties should we check to find whether the main causes of the problems are related to fuel oil or not? What is the threshold of ignition delay and combustion period of fuel oil? The authors studied these topics using a combustion test apparatus called FIA 100, and arrived at the following conclusions: 1. The aromaticity index (CCAI) and the C/H ratio have good correlation with the combustion characteristics of marine fuel oil. These factors cannot be ignored during troubleshooting. 2. The carbon residue and asphaltene in fuel oil have no correlation with ignition delay, but have some correlation with the combustion period. 3. There is practically no correlation between the average molecular weight of fuel oil, and both ignition delay and combustion period. 4. Tentative threshold values of ignition delay and combustion period can be set for fuel oils of poor quality (flame retardation).

A Comparative Study on the Combustion Characteristics of Burning Droplets of Marine Fuel Oils

1994 ◽  
Vol 38 (04) ◽  
pp. 349-353
Author(s):  
Cherng-Yuan Lin ◽  
Tze-Chin Pan ◽  
Che-Shiung Cheng
Keyword(s):  
Droplet Size ◽  
Power Plants ◽  
Flame Length ◽  
Heating Time ◽  
Combustion Characteristics ◽  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Fuel Oils ◽  
Marine Diesel

An experimental study conducted on a single oil droplet suspended on a quartz filament is carried out to investigate the effects of droplet size and heating time on the combustion characteristics of marine fuel oils. Fuel oils A and C, which approximate ASTM Nos. 2 and 6 fuel oils, respectively, are considered in this study primarily due to their frequent applications in marine power plants. The properties of these fuels are widely different; marine diesel fuel oil A is a distillate oil of miscible multi-components while heavy fuel oil C is known as a residual oil containing considerable amounts of immiscible matter. The combustion phenomena are observed by cinematography. The results show that the influences of droplet size and heating time on the combustion characteristics of flame length, flame appearance, soot, ignition delay, and overall burning rate vary for these two fuel oils to a significant extent. The reasons for these variations are discussed.

Autoignition of Heavy Fuel Oil Sprays at High Pressures and Temperatures

1990 ◽  
Vol 112 (3) ◽  
pp. 324-330 ◽  
Author(s):  
R. S. G. Baert
Keyword(s):  
Combustion Chamber ◽  
Ignition Delay ◽  
High Pressures ◽  
Fuel Injection ◽  
Fuel Oil ◽  
Single Shot ◽  
Heavy Fuel Oil ◽  
Fuel Oils ◽  
Constant Volume Combustion Chamber ◽  
Heavy Fuel Oils

This paper reports on an experimental study of the autoignition behavior of several heavy fuel oils in a large constant-volume combustion chamber with single-shot injection. In the experiments the pressure and the temperature of the air in the combustion chamber before fuel injection varied between 30 and 70 bar and between 730 and 920 K. Illumination delay and pressure delay values have been correlated with these pressures and temperatures. It is shown that for all but one of the fuels examined, ignition delay ranking changes little with the choice of ignition delay definition, but more with the pressure and temperature conditions in the combustion chamber. The usefulness of the Calculated Carbon Aromaticity Index is discussed.

Distillate marine fuel oil and ULSFO spills in cold climate - oil spill characteristics and response options

2017 ◽  
Vol 2017 (1) ◽  
pp. 2017109
Author(s):  
Silje Berger ◽  
Hilde Dolva ◽  
Hanne Solem Holt ◽  
Kaja Hellstrøm ◽  
Per Daling
Keyword(s):  
Oil Spill ◽  
Laboratory Tests ◽  
Cold Climate ◽  
Fuel Oil ◽  
Test Facility ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Response Options ◽  
Response Planning ◽  
Fuel Oils

In 2014 the Norwegian Coastal Administration (NCA) conducted an environmental risk and oil spill response analysis related to possible oil spills from shipping in the areas of Svalbard and Jan Mayen. One of the key findings were that due to regulations to ban heavy fuel oil in protected areas, the most likely spill scenarios are spills of distillate marine fuel oils. Furthermore, the cold climate is expected to slow down oil weathering processes, and in calm weather situations this may call for active response, even to spills of light fuel oils. Also along the coast of mainland Norway, response options to spills of light fuel oils is an emerging topic. This includes not only MGO/MDO, but also several new products formulated to meet the 2015 Emission Control Areas (ECA) sulphur limit, also referred to as hybrid fuel oil / ultra low sulfur fuel oil (ULSFO). Previous experiences from spills of light fuel oils in Norwegian waters have been summarized; however, some recommendations for response remain inconclusive. Hence, the need for increased knowledge of the characteristics of light fuel oils and relevant response options is recognized. SINTEF analyzed a range of light fuel oils on behalf of NCA. This initial screening included chemical characterization (GC-MS/GC-FID) and identification of physical properties, i.e. viscosity, density, pour point, flash point, as well as emulsifying properties. Based on these results, five different fuel oils were selected for further examination, including:- Weathering predictions and improved trajectory modeling- Chemical and toxicological characterization of water accommodated fraction (WAF)- Laboratory tests of properties related to dispersant use and ignition, both in order to explore the applicability of dispersants and in-situ burning as response techniques, and to determine windows of opportunity for the different oil types. Laboratory tests are performed at 2 °C and 13 °C, reflecting “arctic” / cold climate conditions and North Sea summer conditions. Furthermore, mechanical recovery will be tested on the same oil types in the NCA test facility (abstract submitted by Holt & Frost). The results from this ongoing project will be presented from an operational viewpoint. They are expected to give insights useful to response planning, decision making during spill incidents, and enhanced response options for future spills of distillate marine fuel oils and ULSFO, especially in cold climates and arctic environment.

An Experimental Investigation of Burning Droplets of Emulsified Marine Fuel Oils with Water

1995 ◽  
Vol 39 (01) ◽  
pp. 95-101
Author(s):  
Cherng-Yuan Lin ◽  
Chein-Ming Lin ◽  
Che-Shiung Cheng
Keyword(s):  
Experimental Investigation ◽  
Flame Length ◽  
Fuel Oil ◽  
Burning Time ◽  
Marine Fuel ◽  
Oil Emulsion ◽  
Fuel Oils ◽  
Oil Emulsions ◽  
O 15 ◽  
Time Required

An experimental investigation is presented of the influences of emulsification of marine fuel oils A and C with water on the micro-explosion phenomenon and combustion characteristics of a burning droplet. The amount of surfactant and water-to-oil ratio by volume in the emulsion are varied to observe the variations of ignition delay, flame length, time required to attain the maximum flame length, duration as well as intensity of micro-explosion, flame appearance, and overall burning time. The measurements show that the emulsification effects on the combustion of marine fuel oils A and C are different. A droplet of C-oil emulsion is shown to be influenced by the addition of water and surfactant more significantly. The micro-explosion phenomena of droplets of A-and C-oil emulsions are seen to occur after and before their ignition, respectively. In addition, separate combinations of water and surfactant content exist for these fuel oils to achieve better emulsification effects on combustion. Droplets of emulsions with W/O = 15/85, E% = 2% for fuel oil A and W/O = 25/75, E% = 1% for fuel oil C are found to have the most violent droplet-disruption phenomenon and the longest flame length.

Review and proposed extension of the APPEA Method for estimating levels of financial assurance

2018 ◽  
Vol 58 (1) ◽  
pp. 1
Author(s):  
David Horn ◽  
Kristina Downey ◽  
Andrew Taylor
Keyword(s):  
Case Studies ◽  
Initial Period ◽  
Fuel Oil ◽  
Marine Fuel ◽  
Environment Management ◽  
Fuel Oils ◽  
Financial Assurance ◽  
Safety And Environment ◽  
Offshore Petroleum

In 2014, the Australian Petroleum Production and Exploration Association (APPEA) published the ‘Method to assist titleholders in estimating appropriate levels of financial assurance for pollution incidents arising from petroleum activities’, referred to as the APPEA Method. The APPEA Method provides a standard approach to quantifying the appropriate level of financial assurance required under the Offshore Petroleum and Greenhouse Gas Storage Act 2006 (OPGGS Act). The National Offshore Petroleum Safety and Environment Management Authority (NOPSEMA) endorsed the APPEA Method for an initial period of 2 years (until December 2016) with the requirement that APPEA review the method against a broader range of case studies to confirm its validity. In 2017, APPEA applied the APPEA Method to 18 case studies, comparing independently calculated cost estimates with the APPEA Method cost band for each case study. For 17 of the 18 case studies, the independent cost estimate was less than the APPEA Method cost band, confirming the validity of the APPEA Method for those case studies. For one of the case studies involving marine fuel oil, the APPEA Method cost band potentially underestimated the response and clean-up costs. The robustness of the APPEA Method can be improved by amending the hydrocarbon type impact score for fuel oils. Based on the review, NOPSEMA has since endorsed the APPEA Method until September 2018. The APPEA Method is currently endorsed for incidents in which the total volume of hydrocarbon released is <1 000 000 m3 and the total volume of oil ashore is <25 000 m3. Based on an assessment of the response and clean-up costs from three additional case studies that exceeded these limits, amendments to the APPEA Method are proposed that would extend the range of incidents to which it could be applied.

scholarly journals Promoting LNG as A Marine Fuel in Norway: Reflections on the Role of Global Regulations on Local Transition Niches

2020 ◽  
Vol 12 (22) ◽  
pp. 9476
Author(s):  
Sofiane Laribi ◽  
Emmanuel Guy
Keyword(s):  
Transition Process ◽  
Global Scale ◽  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Complex Process ◽  
International Regulations ◽  
Multilevel Perspective ◽  
Perspective Model

Contemporary societies are marked by constant tensions between the notion to improve sustainability and the reluctance to engage in uncertain changes. In any sector, the transition is a delicate and complex process that involves many actors, organizations, and institutions. Niche analysis approaches such as the multilevel perspective model (MLP) explain how such a process grows from innovation within a very restricted field to its generalized application on a global scale. Shipping is a sector particularly challenged by the transition process away from heavy fuel oil towards more environment-friendly alternatives such as liquefied natural gas (LNG) or even non-fossil alternatives. Within this industry, Norway stands as an early adopter and leader of the emerging transition. Drawing from a wide discussion of the treatment of scale in transition literature and from this national case study, we propose that the transition process can emerge not only from a local niche perspective, as widely documented in the literature, but can also be driven by changes at a much larger scale and initiated by new international regulations.

The Applied Research of Emulsified Heavy Fuel Oil Used for the Marine Diesel Engine

2013 ◽  
Vol 779-780 ◽  
pp. 469-476 ◽  
Author(s):  
Yong Chao Miao ◽  
Chun Ling Yu ◽  
Bing Hui Wang ◽  
Kai Chen
Keyword(s):  
Diesel Engine ◽  
Cooling Water ◽  
Fuel Oil ◽  
Experimental Result ◽  
Outlet Temperature ◽  
Oil Consumption ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Exhaust Temperature ◽  
Emulsified Fuel

In order to achieve the application of emulsified fuel oil on the marine,our discussion group developed a set of heavy fuel oil intelligent online emulsifying equipment tested on G6300ZC18B diesel of the ship Ningda "6". And the experimental result shows that, when water mixing ratio ranged from 16% to 24%, emulsification reached good level to apply as marine fuel. When burning emulsified fuel oil, the explosive pressure of diesel engine fluctuated in the range of 1-2Mpa, the exhaust temperature decreased 12°Cand the outlet temperature of cooling water declined slightly, but all the parameters above are in the normal range. The oil consumption decreased by 9.7% and the emission of NOX ,carbon smoke ,and CO reduced by 19.6%,20%,35% respectively.

Effect of Chemical Fuel Additives on Liquid Fuel Saving, and Emissions for Heavy Fuel Oil

2016 ◽  
Author(s):  
Ahmed Emara
Keyword(s):  
Mass Flow ◽  
Acoustic Noise ◽  
Combustion Process ◽  
Combustion Characteristics ◽  
Fuel Oil ◽  
Mass Spectrometry Analysis ◽  
Fuel Additive ◽  
Fuel Saving ◽  
Fuel Additives ◽  
Heavy Fuel Oil

As fossil fuel resources are considered non-renewable sources of fuel, they will be totally consumed in the near or far future. Due to the intensive and extensive consumption of these fossil fuels in all life sectors such as transportation, power generation, industrial processes, and residential consumption, it is important to find other new methods to cover this fuel demand. Fuel additives are chemicals used to enhance fuel combustion performance, save fuel amounts required for combustion, and correct deficiencies in power and efficiency during consumption. The fuel additives are blended with the traditional fuel even by parts per million range for controlling chemical contaminants and emission reduction. In the present work, the experimental measurements were done, to evaluate the effect of fuel additive blending with the raw heavy fuel oil (Mazut) on fuel saving which is of a great significance, emissions control, and combustion characteristics as well as the combustion efficiency. These measurements are as follows: initial temperature of Mazut, exhaust gas temperature at the end of combustor, air and fuel mass flow rates to determine the heat load, inlet and outlet temperatures of cooling water, mass flow rate of water, concentration of different exhaust gases, acoustic (noise level) measurements, smoke number, and flame length. These measurements are performed using swirled vanes, co-axial, and double heavy fuel nozzle (1.5 gal/hr for each one) burner with maximum heating load of 550 kW. GC-MS (Gas chromatography-mass spectrometry) analysis was performed by using Hewlett Packard model 5890 equipped with a flame ionization detector (FID) to identify the fuel additives substances within the tested samples. The results reveal that the use of fuel additives improves the combustion characteristics and play an important role in fuel saving as well as emission and combustion process.

scholarly journals Declines in EROI of Main Fuels and the Implications on Developing LNG as a Marine Fuel

2020 ◽  
Vol 8 (9) ◽  
pp. 719
Author(s):  
Mohammad Vaferi ◽  
Kayvan Pazouki ◽  
Arjen Van Klink
Keyword(s):  
Net Present Value ◽  
Capital Expenditure ◽  
Investment Decision ◽  
Engine Performance ◽  
Fuel Oil ◽  
Second Phase ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Non Linear System ◽  
The Impact

This article proposes an analytical model for a conversion from Heavy Fuel Oil (HFO) to Liquide Natural Gas(LNG) dual-fuel engine in a fleet with three sizes of vessels in order to investigate the impact of the volatility of oil prices, and a declining Energy Return on Investment (EROI) on opting LNG as a reliable marine fuel. This study also attempts to echo the importance of looking through a new window to the process of energy opting in the maritime industries to comply with International Maritime Organization (IMO) regulations. With giving this awareness to the maritime society the new investment can be directed to resources that effectively keep the maritime economy growing and can also help build a sustainable future. In order to find the best answer, we need to seek alternative solutions that will sustain shipping’s competitive edge. In the first phase, the impact of a declining EROI gas is investigated. Then, in the second phase, to be able to find an optimal area to run the vessels, we apply the Computerized Engine Application System (CEAS) in order to predict the engine performance of different container vessels and outlined fuel consumption in various market and technical situations. Since the process found is a non-linear system, this paper attempts to investigate the ongoing trend of the EROI of LNG in applying a Net Present Value (NPV) as a simulation method in order to observe the system to which technical variables or legal frameworks is more sensitive. In the following order, we first characterise the uncertainty faced by policy-makers and complexity dynamics implications for investment decision-makers and technology adoption. The practical relevance here of the proposed applied methodology is subsequently discussed in reference to four scenarios relating to the above areas and introduces the most beneficial area between different vital variables and constraints. It is applicable for the management of cascading uncertainties and the cross-sectoral impact by introducing the most beneficial area between various vital variables and constraints; including LNG prices, Capital Expenditure (Capex), Operating Expenditure(Opex) and time of enforcement.

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