scholarly journals Characterization of possible alternative materials for the production of marine fuels

Paliva ◽  
2021 ◽  
pp. 16-23
Author(s):  
Dominik Schlehöfer ◽  
Aleš Vráblík ◽  
Radek Černý
Keyword(s):  
Raw Materials ◽  
Quality Parameters ◽  
Fuel Oil ◽  
Marine Fuel ◽  
Quality Properties ◽  
Alternative Materials ◽  
Fuel Oils ◽  
Sulfur Level ◽  
The Individual ◽  
Low Sulfur

Maritime transport is a significant contributor to the environmental pollution. For this reason, the maximum sulfur content in liquid marine fuels has been drastically reduced since January 1st 2020 for deep sea areas. This reduction can be solved by diluting the conventional high sulfur fuels with suitable low sulfur components. However, mixing two or more components with each other carries a potential risk of incompatibility or instability of the final product, especially in the case of longer storage and subsequent transportation to the end consumers. For the above reasons, this work deals with the mapping of alternative raw materials that could be used to produce very low sulfur fuel oils (VLSFO) with a sulfur level up to 0.5 wt%. A total of 5 raw materials (1 conventional fuel oil – HSFO and 4 alternative raw materials) were characterized. The individual raw materials were compared to each other with regard to the quality properties required for marine fuels according to the ISO 8217. Subsequently, the suitability of these raw materials for further mixing was outlined in order to meet the required quality parameters for marine fuel mixing.

scholarly journals Characterization of possible alternative materials for the production of marine fuels

Paliva ◽  
2021 ◽  
pp. 16-23
Author(s):  
Dominik Schlehöfer ◽  
Aleš Vráblík ◽  
Rarek Černý
Keyword(s):  
Raw Materials ◽  
Quality Parameters ◽  
Fuel Oil ◽  
Marine Fuel ◽  
Quality Properties ◽  
Alternative Materials ◽  
Fuel Oils ◽  
Sulfur Level ◽  
The Individual ◽  
Low Sulfur

Maritime transport is a significant contributor to the environmental pollution. For this reason, the maximum sulfur content in liquid marine fuels has been drastically reduced since January 1st 2020 for deep sea areas. This reduction can be solved by diluting the conventional high sulfur fuels with suitable low sulfur components. However, mixing two or more components with each other carries a potential risk of incompatibility or instability of the final product, especially in the case of longer storage and subsequent transportation to the end consumers. For the above reasons, this work deals with the mapping of alternative raw materials that could be used to produce very low sulfur fuel oils (VLSFO) with a sulfur level up to 0.5 wt%. A total of 5 raw materials (1 conventional fuel oil – HSFO and 4 alternative raw materials) were characterized. The individual raw materials were compared to each other with regard to the quality properties required for marine fuels according to the ISO 8217. Subsequently, the suitability of these raw materials for further mixing was outlined in order to meet the required quality parameters for marine fuel mixing.

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.

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).

Comparison of the biodegradability of crude and fuel oils

1976 ◽  
Vol 22 (4) ◽  
pp. 598-602 ◽  
Author(s):  
J. D. Walker ◽  
L. Petrakis ◽  
R. R. Colwell
Keyword(s):  
Crude Oil ◽  
Microbial Degradation ◽  
Mixed Population ◽  
Fuel Oil ◽  
Fuel Oils ◽  
Generic Composition ◽  
Low Sulfur ◽  
South Louisiana

Crude and fuel oils were compared for ability to support growth of a mixed population of estuarine bacteria. A total of four oils, two crude and two fuel oils, were examined. It was found that each of the oils supported a unique population of bacteria and yeasts, with respect to generic composition. Low-sulfur, high-saturate, South Louisiana crude oil was found to be highly susceptible to degradation. In contrast, the dense, high-sulfur, high-aromatic, Bunker C fuel oil was strongly refractory to microbial degradation.

Emulsification Characteristics of Marine Fuel Oils with Water

1995 ◽  
Vol 39 (01) ◽  
pp. 86-94
Author(s):  
Cherng-Yuan Lin ◽  
Chein-Ming Lin ◽  
Cheh-Skiung Chen
Keyword(s):  
Emulsion Stability ◽  
Test Tube ◽  
Fuel Oil ◽  
Water Droplets ◽  
Marine Fuel ◽  
Residual Fuel Oil ◽  
Saturated State ◽  
Fuel Oils ◽  
Mean Diameter ◽  
Distillate Fuel

The effects of water-to-oil ratio, surfactant content, stayed time, and homogenizing speed on the emulsification characteristics of emulsion activity, emulsion stability, and mean micro-water-droplets diameter for a light distillate fuel oil and a heavy residual fuel oil are experimentally investigated. It is revealed that after centrifuging, the emulsion of the distillate fuel separates into four distinct layers from top to bottom of a test tube. Also, an emulsion of the distillate fuel oil emulsified with surfactant Span 20 is shown to have more fluctuating variations of emulsion activity and mean diameter of water droplets with homogenizing speed. A saturated state of the emulsion with the surfactant addition appears as the surfactant content = 1.5 to 2.0%. Higher surfactant content than 2% is shown to deteriorate the emulsification characteristics of these fuel oils. In addition, the residual fuel oil is found to have better emulsification characteristics in comparison with the distillate fuel oil.

scholarly journals Method for producing low-viscosity marine fuel oil

2021 ◽  
Vol 288 ◽  
pp. 01008
Author(s):  
Rafail Mendybayev ◽  
Nurlan Uteuliyev ◽  
Diana Mendybayeva ◽  
Sairanbek Akhmetov ◽  
Aigul Bukanova
Keyword(s):  
Raw Materials ◽  
Vacuum Distillate ◽  
Fuel Oil ◽  
Marine Fuel ◽  
Low Viscosity ◽  
Real World Application ◽  
Coking Properties ◽  
Distillate Fraction ◽  
The Stability ◽  
Distillate Fractions

Low-viscosity marine fuel oil that is obtained from the products of residual raw materials and middle distillate fractions of oil is intended for use in ship engines instead of a diesel fuel. A real-world application of this new composition is of great importance A proposed new composition of low-viscosity marine fuel oil is created by compounding a mixture of oil distillates in accordance with the following parameters. The oil distillate mixture should contain a vacuum distillate fraction 420-490°C, a vacuum distillate fraction 350-420°C and a straight-run diesel fraction 180-350°C taken in certain ratios. This study presents the new fuel composition and its technical advantages over previous analogues. The benefits include improvements in the coking properties and storage stability due to the stability in the pour point indicator.

scholarly journals Cost-Benefit Evaluation on Promising Strategies in Compliance with Low Sulfur Policy of IMO

2020 ◽  
Vol 9 (1) ◽  
pp. 3
Author(s):  
Pei-Chi Wu ◽  
Cherng-Yuan Lin
Keyword(s):  
Emission Reduction ◽  
Cost Benefit Analysis ◽  
Cost Benefit ◽  
Fuel Oil ◽  
Pollutant Emission ◽  
Container Ship ◽  
Marine Fuel ◽  
International Convention ◽  
Low Sulfur ◽  
Compliance Strategy

According to the amendment of the “International Convention for the Marine Prevention of Pollution from Ships” (MARPOL), Annex VI stating that the sulfur content in marine fuel oil cannot exceed 0.5 wt. % came into effect in 2020. This study uses cost-benefit analysis method to evaluate the feasibility and implementation benefits of those strategies. A container ship serving on the ship route is selected as a representative. It is found that the very low-sulfur fuel oil (VLSFO) strategy has a higher total incremental cost than the scrubber strategy in the first 4.14 years, but then, the trend is reversed. After this container ship is equipped with a scrubber, the pollutant emission reduction is 5% higher than the condition of VLSFO only in the first year. The SOx and PM emission reduction rates of VLSFO strategy are higher than that of the scrubber strategy by 9% and 25%, respectively, within five years. In addition, during 3.3 years after the scrubber is installed, the cost-benefit ratio is higher than that of the VLSFO strategy. Hence, the scrubber for the ocean route container ships is merely a short-term compliance strategy within 3.3 years. In contrast, the low sulfur fuel oil strategy that less pollutant is emitted is a compliance strategy for periods longer than 3.3 years.

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.

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