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.

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.

The climatic influence on sustainable refurbishments and life cycle investing in Australia

2015 ◽  
Vol 33 (1) ◽  
pp. 19-35
Author(s):  
Chris Heywood ◽  
Eckhart Hertzsch ◽  
Mirek Piechowski
Keyword(s):  
Life Cycle ◽  
Asset Management ◽  
Net Present Value ◽  
Capital Expenditure ◽  
Ghg Emissions ◽  
Integrated Approach ◽  
Building Envelope ◽  
Research Project ◽  
Content Type ◽  
The Impact

Purpose – The purpose of this paper is to report an investigation of the effect of location on refurbishment strategies to reduce greenhouse gas (GHG) emissions using the temperate and sub-tropical urban locations in Australia. This occurred within a larger research project that investigated methods for sustainable refurbishments to office buildings and their optimized timing from an investment perspective. Design/methodology/approach – An office building in Melbourne was used to develop seven sets of improvements using an integrated approach to upgrade mechanical services and the building envelope. Using asset management trigger points the impact on net present value and internal rate of return were calculated, taking into account the capital expenditure required, the energy savings due to the refurbishment, as well as a possible rental increase due to the upgrade and lesser operational energy bills for the tenants. To investigate the importance of the location attribute the upgraded building’s performance was modelled in a different climate by using a Brisbane weather file. Findings – A number of unexpected results were found, including that the same sets of improvements had similar reductions in GHG emissions in the two locations, they had similar impacts on the investment criteria and when using the National Australian Building Energy Rating System it was shown that it was easier and cheaper to get an uplift in stars in Melbourne than Brisbane. Research limitations/implications – This location-specific analysis is the result of using a more sophisticated and holistic methodology to analyse sustainable refurbishments that more closely resembles the complexity of the decision making required to make buildings more sustainable. Practical implications – This paper provides a basis for property investors to make decisions about sustainable investments when location is important. This can occur when a portfolio is distributed across various climate zones. Originality/value – The research project that the paper reports addresses the complexity of building attributes, possible sets of improvements to reduce GHG emissions and their investment decisions, within a life cycle view of assets. It is rare that this complexity is addressed as a whole, and rarer that locational climatic differences are examined.

scholarly journals SUSTAINABLE DEVELOPMENT AND ENERGY SECURITY LEVEL AFTER IGNALINA NPP SHUTDOWN

2011 ◽  
Vol 17 (1) ◽  
pp. 5-21 ◽  
Author(s):  
Juozas Augutis ◽  
Ričardas Krikštolaitis ◽  
Sigita Pečiulytė ◽  
Inga Konstantinavičiūtė
Keyword(s):  
Power Plant ◽  
Energy Security ◽  
Nuclear Power ◽  
Integral Characteristic ◽  
Fuel Oil ◽  
Electricity Production ◽  
Security Level ◽  
Heavy Fuel Oil ◽  
Security Indicators ◽  
The Impact

The paper presents the investigation of the impact of Ignalina Nuclear Power Plant (NPP) shutdown on Lithuanian energy security. The system of energy security indicators, covering technical, economic and socio-political aspects is presented. The integral characteristic of these indicators shows the level of energy security. The paper analyses the Lithuanian energy security level in 2007. To make a comparison, the energy security level in 2010, after the shutdown of Ignalina NPP, when Lithuanian Power Plant in Elektrėnai becomes the main electricity producer, is forecasted. Two alternatives are analysed: Lithuanian Power Plant uses either gas or heavy fuel oil for electricity production. The security level of each indicator, each indicator block and the total security level are presented as the result. Energy security indicators, which increased or decreased after the shutdown of Ignalina NPP, are analysed, including the indicators which have had the greatest impact on the change in energy security level. The influence of Ignalina NPP shutdown on CO2 emissions is presented. Also, electricity generating costs for different types of electricity production at a different discount rate are presented.

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).

scholarly journals Effects of Marine Exhaust Gas Scrubbers on Gas and Particle Emissions

2020 ◽  
Vol 8 (4) ◽  
pp. 299 ◽  
Author(s):  
Hulda Winnes ◽  
Erik Fridell ◽  
Jana Moldanová
Keyword(s):  
High Efficiency ◽  
Fuel Oil ◽  
Exhaust Gas ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Particle Emissions ◽  
Conducted Emission ◽  
International Regulations ◽  
Polycyclic Aromatic ◽  
Engine Power

There is an increase in installations of exhaust gas scrubbers on ships following international regulations on sulphur content in marine fuel from 2020. We have conducted emission measurements on a four-stroke marine engine using low sulphur fuel oil (LSFO) and heavy fuel oil (HFO) at different steady state engine loads. For the HFO the exhaust was probed upstream and downstream of an exhaust gas scrubber. While sulphur dioxide was removed with high efficiency in the scrubber, the measurements of particle emissions indicate lower emissions at the use of LSFO than downstream of the scrubber. The scrubber removes between 32% and 43% of the particle mass from the exhaust at the HFO tests upstream and downstream of the scrubber, but levels equivalent to those in LSFO exhaust are not reached. Decreases in the emissions of polycyclic aromatic hydrocarbons (PAH-16) and particulate matter as black carbon, organic carbon and elemental carbon, over the scrubber were observed for a majority of the trials, although emissions at LSFO use were consistently lower at comparable engine power.

scholarly journals Comparative toxicity assessment of in situ burn residues to initial and dispersed heavy fuel oil using zebrafish embryos as test organisms

2020 ◽  
Author(s):  
Sarah Johann ◽  
Mira Goßen ◽  
Leonie Mueller ◽  
Valentina Selja ◽  
Kim Gustavson ◽  
...  
Keyword(s):  
Scientific Information ◽  
Fuel Oil ◽  
Zebrafish Embryos ◽  
Life Stages ◽  
Biological Organization ◽  
Heavy Fuel Oil ◽  
Toxic Response ◽  
Chemical Dispersant ◽  
The Impact

AbstractIn situ burning (ISB) is discussed to be one of the most suitable response strategies to combat oil spills in extreme conditions. After burning, a highly viscous and sticky residue is left and may over time pose a risk of exposing aquatic biota to toxic oil compounds. Scientific information about the impact of burn residues on the environment is scarce. In this context, a comprehensive ISB field experiment with approx. 1000L IFO 180 was conducted in a fjord in Greenland. The present study investigated the toxicity of collected ISB residues to early life stages of zebrafish (Danio rerio) as a model for potentially exposed pelagic organisms. The toxicity of ISB residues on zebrafish embryos was compared with the toxicity of the initial (unweathered) IFO 180 and chemically dispersed IFO 180. Morphological malformations, hatching success, swimming behavior, and biomarkers for exposure (CYP1A activity, AChE inhibition) were evaluated in order to cover the toxic response on different biological organization levels. Across all endpoints, ISB residues did not induce greater toxicity in zebrafish embryos compared with the initial oil. The application of a chemical dispersant increased the acute toxicity most likely due to a higher bioavailability of dissolved and particulate oil components. The results provide insight into the adverse effects of ISB residues on sensitive life stages of fish in comparison with chemical dispersant application.

scholarly journals A Comparison of Alternative Fuels for Shipping in Terms of Lifecycle Energy and Cost

Energies ◽  
2021 ◽  
Vol 14 (24) ◽  
pp. 8502
Author(s):  
Li Chin Law ◽  
Beatrice Foscoli ◽  
Epaminondas Mastorakos ◽  
Stephen Evans
Keyword(s):  
Natural Gas ◽  
Carbon Capture ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Ghg Emissions ◽  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Long Distance ◽  
Reference Case ◽  
Marine Fuel

Decarbonization of the shipping sector is inevitable and can be made by transitioning into low- or zero-carbon marine fuels. This paper reviews 22 potential pathways, including conventional Heavy Fuel Oil (HFO) marine fuel as a reference case, “blue” alternative fuel produced from natural gas, and “green” fuels produced from biomass and solar energy. Carbon capture technology (CCS) is installed for fossil fuels (HFO and liquefied natural gas (LNG)). The pathways are compared in terms of quantifiable parameters including (i) fuel mass, (ii) fuel volume, (iii) life cycle (Well-To-Wake—WTW) energy intensity, (iv) WTW cost, (v) WTW greenhouse gas (GHG) emission, and (vi) non-GHG emissions, estimated from the literature and ASPEN HYSYS modelling. From an energy perspective, renewable electricity with battery technology is the most efficient route, albeit still impractical for long-distance shipping due to the low energy density of today’s batteries. The next best is fossil fuels with CCS (assuming 90% removal efficiency), which also happens to be the lowest cost solution, although the long-term storage and utilization of CO2 are still unresolved. Biofuels offer a good compromise in terms of cost, availability, and technology readiness level (TRL); however, the non-GHG emissions are not eliminated. Hydrogen and ammonia are among the worst in terms of overall energy and cost needed and may also need NOx clean-up measures. Methanol from LNG needs CCS for decarbonization, while methanol from biomass does not, and also seems to be a good candidate in terms of energy, financial cost, and TRL. The present analysis consistently compares the various options and is useful for stakeholders involved in shipping decarbonization.

Water Fraction Measurement in Marine Fuel Emulsions

2005 ◽  
Vol 219 (3) ◽  
pp. 149-160
Author(s):  
G H Smith ◽  
E H Owens ◽  
I Reading
Keyword(s):  
Water Content ◽  
Cost Effective ◽  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Marine Fuel ◽  
Water Emulsion ◽  
Water Fraction ◽  
Accuracy Requirement ◽  
Oil Water ◽  
Reduce Emissions

The proposal, from the International Maritime Organisation (IMO), to limit further the emissions from marine diesel engines came into effect in May 2005. This has considerable consequence for the management and operation of ship diesel plant. One method that has been shown to limit the emissions of NOx is the addition of quantities of water as an emulsion into the heavy fuel oil (HFO) before it is injected into the burners. This reduces the peak combustion temperature, improves atomization of the diesel fuel, and can reduce emissions by as much as 30 per cent. A key component for an efficient and cost-effective system is a method to monitor the water content to an accuracy sufficient to allow the mix to be adjusted to meet the needs of the varying engine loads. This paper briefly presents the environmental, legislative, and technical background. The principle aim is, however, to describe the experimental work examining the application of an in-line optical sensor. Laboratory tests on HFO, having a room temperature viscosity of 180 cSt, were undertaken at two nominal temperatures, 80 and 130°. These tests provide empirical evidence that an in-line optical monitor could determine water fraction within the emulsion to the accuracy requirement (better than 3 per cent) and over the operational water content range (15-33 per cent water to oil). A hypothesis is presented to explain the changes in the optical scattering characteristics of the oil/water emulsion with water content. Additional results are presented that demonstrate the use of two commercial viscometers to quantify the oil/water fraction. It was concluded that the measurement of emulsion viscosity can be related to water fraction but that the current instruments do not have the required resolution and have serious limitations due to their temperature sensitivity. A key requirement for further work is that the scattering properties of the emulsion be investigated in greater detail. In particular a test must be undertaken at temperatures in the region of 170°. Also, the instrument must be developed to cope with the wide variety of diesel fuels that a ship may take on at bunkering facilities around the world.

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