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.

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).

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.

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.

Maintaining Marine Diesel Emissions Using Performance Monitoring

2010 ◽  
Author(s):  
Herbert Roeser ◽  
Dilip Kalyankar
Keyword(s):  
Diesel Engine ◽  
Performance Monitoring ◽  
Fuel Oil ◽  
Exhaust Gas ◽  
Gas Emission ◽  
Heavy Fuel Oil ◽  
Tier Ii ◽  
Technological Advances ◽  
Exhaust Gas Emission ◽  
Marine Diesel

Ships are an integral part of modern commercial transport, leisure travel, and military system. A diesel engine was used for the first time for the propulsion of a ship sometime in the 1910s and has been the choice for propulsion and power generation, ever since. Since the first model used in ship propulsion, the diesel engine has come a long way with several technological advances. A diesel engine has a particularly high thermal efficiency. Added to it, the higher energy density of the diesel fuel compared to gasoline fuel makes it inherently, the most efficient internal combustion engine. The modern diesel engine also has a very unique ability to work with a variety of fuels like diesel, heavy fuel oil, biodiesel, vegetable oils, and several other crude oil distillates which is very important considering the shortage of petroleum fuels that we face today. In spite of being highly efficient and popular and in spite of all the technological advances, the issue of exhaust gas emissions has plagued a diesel engine. This issue has gained a lot of importance since 1990s when IMO, EU, and the EPA came up with the Tier I exhaust gas emission norms for the existing engine in order to reduce the NOx and SOx. Harsher Tier II and Tier III norms were later announced for newer engines. Diesel fuels commonly used in marine engines are a form of residual fuel, also know as Dregs or Heavy Fuel Oil and are essentially the by products of crude oil distillation process used to produce lighter petroleum fuels like marine distillate fuel and gasoline. They are cheaper than marine distillate fuels but are also high in nitrogen, sulfur and ash content. This greatly increases the NOx and SOx in the exhaust gas emission. Ship owners are trapped between the need to use residual fuels, due to cost of the large volume of fuel consumed, in order to keep the operation of their ships to a competitive level on one hand and on the other hand the need to satisfy the stringent pollution norms as established by the pollution control agencies worldwide. Newer marine diesel engines are being designed to meet the Tier II and Tier III norms wherever applicable but the existing diesel engine owners are still operating their engines with the danger of not meeting the applicable pollution norms worldwide. Here we make an effort to look at some of the measure that the existing marine diesel engine owners can take to reduce emissions and achieve at least levels prescribed in Tier I. Proper maintenance and upkeep of the engine components can be effectively used to reduce the exhaust gas emission. We introduced a pilot program on diesel engine performance monitoring in North America about two years ago and it has yielded quite satisfying results for several shipping companies and more and more ship owners are looking at the option of implementing this program on their ships.

scholarly journals Size-segregated characteristics of organic carbon (OC), elemental carbon (EC) and organic matter in particulate matter (PM) emitted from different types of ships in China

2020 ◽  
Vol 20 (3) ◽  
pp. 1549-1564 ◽  
Author(s):  
Fan Zhang ◽  
Hai Guo ◽  
Yingjun Chen ◽  
Volker Matthias ◽  
Yan Zhang ◽  
...  
Keyword(s):  
Particle Size ◽  
Elemental Carbon ◽  
Fine Particles ◽  
Particle Mass ◽  
Fuel Oil ◽  
Chemical Compositions ◽  
Particle Sizes ◽  
Heavy Fuel Oil ◽  
Different Types ◽  
Marine Diesel

Abstract. Studies of detailed chemical compositions in particles with different size ranges emitted from ships are in serious shortage. In this study, size-segregated distributions and characteristics of particle mass, organic carbon (OC), elemental carbon (EC), 16 EPA polycyclic aromatic hydrocarbons (PAHs) and 25 n-alkanes measured aboard 12 different vessels in China are presented. The results showed the following. (1) More than half of the total particle mass, OC, EC, PAHs and n-alkanes were concentrated in fine particles with aerodynamic diameter (Dp) < 1.1 µm for most of the tested ships. The relative contributions of OC, EC, PAH and alkanes to the size-segregated particle mass are decreasing with the increase in particle size. However, different types of ships showed quite different particle-size-dependent chemical compositions. (2) In fine particles, the OC and EC were the dominant components, while in coarse particles, OC and EC only accounted for very small proportions. With the increase in particle size, the OC / EC ratios first decreased and then increased, having the lowest values for particle sizes between 0.43 and 1.1 µm. (3) Out of the four OC fragments and three EC fragments obtained in thermal–optical analysis, OC1, OC2 and OC3 were the dominant OC fragments for all the tested ships, while EC1 and EC2 were the main EC fragments for ships running on heavy fuel oil (HFO) and marine-diesel fuel, respectively; different OC and EC fragments presented different distributions in different particle sizes. (4) The four-stroke low-power diesel fishing boat (4-LDF) had much higher PAH emission ratios than the four-stroke high-power marine-diesel vessel (4-HMV) and two-stroke high-power heavy-fuel-oil vessel (2-HHV) in fine particles, and 2-HHV had the lowest values. (5) PAHs and n-alkanes showed different profile patterns for different types of ships and also between different particle-size bins, which meant that the particle size should be considered when source apportionment is conducted. It is also noteworthy from the results in this study that the smaller the particle size, the more toxic the particle was, especially for the fishing boats in China.

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.

Enhancing Gas Turbine Operation With Heavy Fuel Oil

2013 ◽  
Author(s):  
Vikram Muralidharan ◽  
Matthieu Vierling
Keyword(s):  
Power Generation ◽  
Natural Gas ◽  
Gas Turbine ◽  
Power Plants ◽  
High Efficiency ◽  
Combined Cycle ◽  
Fuel Oil ◽  
Residual Oil ◽  
Heavy Fuel Oil ◽  
Hydro Power

Power generation in south Asia has witnessed a steep fall due to the shortage of natural gas supplies for power plants and poor water storage in reservoirs for low hydro power generation. Due to the current economic scenario, there is worldwide pressure to secure and make more gas and oil available to support global power needs. With constrained fuel sources and increasing environmental focus, the quest for higher efficiency would be imminent. Natural gas combined cycle plants operate at a very high efficiency, increasing the demand for gas. At the same time, countries may continue to look for alternate fuels such as coal and liquid fuels, including crude and residual oil, to increase energy stability and security. In over the past few decades, the technology for refining crude oil has gone through a significant transformation. With the advanced refining process, there are additional lighter distillates produced from crude that could significantly change the quality of residual oil used for producing heavy fuel. Using poor quality residual fuel in a gas turbine to generate power could have many challenges with regards to availability and efficiency of a gas turbine. The fuel needs to be treated prior to combustion and needs a frequent turbine cleaning to recover the lost performance due to fouling. This paper will discuss GE’s recently developed gas turbine features, including automatic water wash, smart cooldown and model based control (MBC) firing temperature control. These features could significantly increase availability and improve the average performance of heavy fuel oil (HFO). The duration of the gas turbine offline water wash sequence and the rate of output degradation due to fouling can be considerably reduced.

Particulate Emissions From a Two-Stroke Marine Diesel Engine Operated With Heavy Fuel Oil

2002 ◽  
Author(s):  
Tatsuro Tsukamoto ◽  
Kenji Ohe ◽  
Hiroshi Okada
Keyword(s):  
Diesel Engine ◽  
Sulfur Content ◽  
Diesel Oil ◽  
Fuel Oil ◽  
Particulate Emissions ◽  
Marine Diesel Engine ◽  
Heavy Fuel Oil ◽  
Particulate Emission ◽  
Marine Diesel ◽  
Test Engine

In these years, a problem of air pollution in a global scale becomes a matter of great concern. In such social situation, diesel engines are strongly required to reduce the NOx and particulate emission in the exhaust gas. In this paper, measurements of particulate emissions from a low speed two-stroke marine diesel engine were conducted with several kinds of diesel oil and a heavy fuel oil, to know the characteristics of particulate emissions at the present situation. The effects of engine load and sulfur content of the fuel on the particulate emission have been examined. The particulate emission from the test engine was measured by partial-flow dilution tunnel system, and particulate matter collected on the filter was divided into four components, SOF (soluble organic fraction), sulfate, bound water and dry soot, by Soxlet extraction and ion chromatograph. Results show that the particulate emission from the test engine operated with heavy fuel oil is three times as much as the value with diesel oil and that not only sulfate but SOF and dry soot concentration increase with the increase in fuel sulfur content. It is also found that the conversion rate from sulfur in fuel into sulfate in particulate matter is nearly independent of the sulfur content in the fuel and increases with the increase in the engine load.

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.

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