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MARPOL 73/78, Chapter IV is considered to reveal the emission control engineering on ships. The probability model of the fuel oil consumption is established based on the machine learning technique. The proposed methods are applied into this research in order to establish the probability model of fuel oil consumption. The combination of Monte Carlo (MC) simulation method with Artificial Neural Networks (ANNs) is an optimal solution to deal the fuel consumption of marine main diesel engine. The sample data has been established based on the Monte Carlo simulation method. The model of fuel oil consumption is designed by Artificial Neural Network method. The proposed prediction model of fuel oil consumption is based on a back-propagation training algorithm of ANNs method. The research results of proposed model have been verified with the actual operation data that have been collected from a certain bulk carrier of VINIC shipping transportation company in Vietnam. The collected data is the actual operation parameters from the noon-log report of voyage during two years of the ship. The probability model of fuel oil consumption for main diesel engine is very useful in the field of ships energy efficiency management with higher accurancy than the other previous models.

Due to the presence of refractory sulphur (S) compounds in the gasoil, the achievement of Ultra-low-Sulphur Diesel (ULSD) using the conventional bimetallic catalyst in the Hydrodesulphurization (HDS) process in order to bring sulphur down to less than 10 ppmwt is considered as a tough task/challenge and gain major attention due to the EPA regulations on the transportation fuel industry. In this work, a catalytic testing of four commercial alumina-supported cobalt–molybdenum (CoMo) catalysts were conducted using fixed bed pilot plant reactor using a complex real mixture of straight run gasoil fraction (C12-C20) in order to determine the operating conditions at industrial unit particularly by focusing on the refractory (S) compounds and determining their reaction kinetics parameters. A limited pilot plant real data and a simplified kinetic model were employed to estimate the kinetic parameters for the four tested CA, CB, CC and CD catalysts. A parameter estimation technique with explicit models was also used to determine their highest posterior density intervals. The technique is based on minimization of the sum of the square errors (SSE) between the experimental and predicted data of the residual sulphur concentrations in the product distributions. The results revealed that each catalyst showed, expectedly, different results translated into how longer a commercial run length can be extended.

After-treatment systems using the selective catalytic reduction (SCR) technology have demonstrated a potential to reduce the nitrogen oxides (NOx) emissions from marine engines by more than 90% with its most typical configurations being the high pressure system (SCR-HP) and the low pressure system (SCR-LP). This study aims to investigate the impact of the SCR-HP system on a large marine two-stroke engine performance parameters by employing thermodynamic modelling. A coupled model of the zero-dimensional type is extended to incorporate the modelling of the SCR-HP system components and the control bypass valve (CBV) block. The CBV control system is modelled based on the exhaust gas minimum temperature set point, which is considered a function of the sulphur content and the exhaust receiver pressure. This model is initially validated against experimental data and subsequently employed to simulate several scenarios representing the engine operation at both healthy and degraded conditions considering the compressor fouling and the SCR reactor clogging. The derived results are analysed to quantify the impact of the SCR-HP system on the investigated engine performance. The SCR system pressure drop and the cylinder bypass valve flow cause an increase of the engine specific fuel oil consumption (SFOC) in the range 0.3 to 2.77 g/kWh. The thermal inertia of the SCR-HP system is mainly attributed to the SCR reactor, which causes a delayed turbocharger response. These effects are more pronounced at low engine loads. This study supports the better understanding of the operating characteristics of marine two-stroke diesel engines equipped with the SCR-HP system and quantification of the impact of the components degradation on the engine performance. Furthermore, it provides insights for the effective shipboard operation of these engines and the SCR-HP system.

This paper examines the usefulness of using reactive powder concrete (RPC) as a better option for constructing crude oil tanks. The effect of 2 types of crude oil products (kerosene and gas oil) on the structural behavior of RPC and normal strength concrete (NSC) slab specimens is experimentally and numerically investigated after being immersed for 180 days. The experimental program consisted of three groups of slab specimens; reference group (cured normally and tested at the age of 180 days), immersed in kerosene product group, and immersed in gas oil product group. Each of the groups consisted of testing (3) RPC slabs with a thickness of (20, 40 and 60 mm), and (1) NSC slab with (60 mm) slab thickness. A numerical finite element (FE) analysis has been done for the reference and immersed RPC slabs using the damage-plasticity constitutive model that readily available in the software package ABAQUS. The test results showed that the effect of each type of crude oil products on the load-bearing capacity of RPC slabs was nearly negligible with the highest reduction of 2.58% from its ultimate load after immersion in gas oil product. On the other hand, NSC slabs lost about (10.15 and 12.57%) of the ultimate load after being soaked in kerosene and gas oil respectively.

The devastating phenomenon of depletion of fossil fuel and environmental pollution have caught global concern to explore for alternative fuel resources that could meet human demand. Due to the properties that match diesel fuel properties, biodiesel appears to be one of the plausible resources due to the many advantages it provides compared to the conventional petroleum-diesel. Recently, non-edible oil receives worldwide attention compared to edible feedstock in producing biodiesel. Among the many privileges provided by non-edible Calophyllum inophyllum plant include useful by-products (glycerol), environmental friendly, ability to reduce the competition for food and more economical feedstock. Besides the application in the diesel engine, biodiesel could be a promising substitute to distillate fuel for power generation sector. Gas turbine develops steady flame during its combustion and this feature gives the flexibility of wide range of fuel selection including biodiesel for gas turbine. Therefore, the use of biodiesel in gas turbine seems a viable solution for the problems. This paper aims to evaluate the physiochemical properties of C. inophyllum (CI) biodiesel for gas turbine application. The properties of C. inophyllum methyl ester was obtained to evaluate its potential in gas turbine application according to the fuel selection standard for gas turbine; ASTM D2880 . The evaluation result show that C. inophyllum biodiesel may be pursued as an alternative fuel in gas turbine.

The main objective of this study is to develop a methodology for sulfur compounds speciation using two-dimensional gas chromatography coupled with a flame ionization detector and sulfur chemiluminescence detectors. The methodology enhances the ability to detect and quantify the refractory sulfur in petroleum distillates, and it was utilized to screen the molecular differences between distillates of two Kuwaiti heavy crude oils from different reservoirs but with similar physical properties. Despite the similarity in the physical properties, the detailed comparative analysis indicated significant differences in molecular composition, which suggests substantial differences in crude oil processability based on the reactivity of the detected compounds. The distillates that have been considered in this study include heavy naphtha, kerosene, and gas oil. The compositional differences between the distillates were observed using the two-dimensional gas chromatography system with an in-house developed method. This method groups the sulfur compounds into thiols, benzothiophenes (BTs), and dibenzothiophene (DBTs), and it can handle any atmospheric distillate up 365 °C. Furthermore, the method includes the possibility of identifying and quantifying a total number of 44 sulfur species, which covers the previously mentioned sulfur groups. Keywords: 2D-GC, GCxGC, Sulfur speciation, Crude oil distillates, Heavy crude oil, Quantitative analysis

The current study aims to assess the environmental response of macro-benthic invertebrates in the exposed coastal area of Suez Bay to a big fuel oil spill leakage from Ataqa Power Station. This oil spill occurred in the area opposite to the Power Station where the ninth (IX) sampling station was located. Thirteen stations were selected in the studied area and sampling was carried out during spring, 2018 (before the oil spill) and autumn, 2018 (after the oil spill) incident. The results indicated that the density of macro-benthic invertebrates were higher in spring than that in autumn (61,636 and 26,839 ind./m2, respectively). The Northern stations recorded higher densities than the southern ones (16,438 ind. ∕m2 with 34 species and 10,401 ind. ∕m2 with 19 species, respectively). Except for ammonia, the recorded values of dissolved nutrients (nitrite, nitrate, phosphate, and silicate) were higher in autumn than in spring. In addition, it was found that the average concentration of total petroleum hydrocarbons in sediments was 431.49 μg/g in autumn. While in spring, it was estimated to be in average of 194.96 μg/g. Keywords: Benthic invertebrates, Petroleum hydrocarbons, Ataqa Power Station, Suez Bay, Red Sea

In this study, emission factors of both particle and gaseous phases are characterised on board two large cargo vessels operating on the east coast of Australia during manoeuvring conditions. In order to investigate the difference in particle number and mass size distributions, measurements were conducted on two 2-stroke engines of two vessels using Heavy Fuel Oil (HFO) with nearly the same sulphur content. Results showed that manoeuvring compared to ocean-going conditions resulted in higher emission factors for carbon monoxide (CO), carbon dioxide (CO2), unburnt hydrocarbon (HC), particulate matter (PM) and particle number (PN), which can have significant negative effects on human health and the environment in coastal and port areas. Importantly, a significant difference was observed in particle number size distributions between the two vessels. Those observed for Vessel II were mono-modal with the peak at 40–50 nm and dominated by ultrafine particles (D < 100 nm), while for Vessel I a bimodal distribution with a nucleation peak at around 20 nm and a major peak at larger diameter of 60 nm was observed. The difference in particle number size distributions between the two vessels may be due to the difference in sampling location and/or marine engine characteristics, including age and technology. The effects of fuel sulphur content on PN and PM emissions observed in this study are also compared with the results available from previous measurements in the literature. Engine load was also found to be an important influence on all emission factors. Keywords: Ship emissions, Manoeuvring conditions, Emission factors, Sulphur content, Particle number size distributions

This study assessed hazardous emissions from transesterified Palm Kernel Oil-based (PKO-based) biodiesel blends in a Compression Ignition Engine (CIE). Automotive Gas Oil (AGO) was blended with the PKO-methyl esters in the ratios 1:9; 2:8; 3:7; …; 9:1. The various blends were thereafter fired in a CIE. Besides, 100% AGO and 100% PKO-methyl esters were also burnt in the CIE. Results showed that as the concentration of the PKO biodiesel increased in the blends, carbon monoxide (CO) emissions reduced. There was about 35% significant reduction in the lethal CO emissions as the concentration of methyl esters increased in the blends at 99.9% confidence (p ≪ 0.001). At 90% confidence, there were no significant changes in NOx emissions as a result of change in blend ratios (p > 0.01). There exists a degree of association between NOx and gas temperature in agreement with Zeldovich mechanism. Keywords: Palm kernel oil, Biodiesel, Compression ignition engine, Emissions

We studied the solubility, in real sea water, of iron present in the African dust outbreaks that traverse the Atlantic. Based on measurements of soluble iron (sFe) and aerosol chemistry, we found iron solubilities within the range of 0.4–1.8% in Tenerife, 0.4–3.1% in Barbados and 1.6–12% in Miami. We apportioned the concentrations of sFe between the three sources and processes that we identified: (1) dust, (2) heavy fuel oil combustion emissions, associated with an excess of vanadium and nickel, and (3) atmospheric processing, which is influenced by acidic pollutants. We tracked the propagation of the dust-front of the African dust outbreaks across the Atlantic, which are associated with dust peak events at the impacting sites. During the westward transport across the Atlantic, the contribution to sFe from dust decreased (63%, 42% and 11% in Tenerife, Barbados and Miami, respectively), whereas the contribution due to atmospheric processing increased (26%, 44% and 80% in Tenerife, Barbados and Miami, respectively). In these Saharan-dust outbreaks, the concentrations of sFe due to heavy fuel oil combustion were significantly lower (mostly, The project AEROATLAN (CGL 2015-66299-P), is funded by the Ministry of Economy and Competitiveness of Spain and the European Regional Development Fund. M.I.G. was awarded with a grant provided by the Canarian Agency for Research, Innovation and Information Society, co-funded by the European Social Funds. JLD is awarded with a posdoc contract Agustín de Bethencourt, funded by the Program Fomento de Transferencia del Conocimiento of the Cabildo de Tenerife.

Due to the heavy fuel oil (HFO) ban in Arctic maritime transport and new legislations restricting the sulphur content of fuel oils, new fuel oil types are continuously developed. However, the potential impacts of these new fuel oil types on marine ecosystems during accidental spills are largely unknown. In this study, we studied the toxicity of three marine fuel oils (two marine gas oils with low sulphur contents and a heavy fuel oil) in early life stages of cod (Gadus morhua). Embryos were exposed for 4 days to water-soluble fractions of fuel oils at concentrations ranging from 4.1 - 128.3 µg TPAH/L, followed by recovery in clean seawater until 17 days post fertilization. Exposure to all three fuel oils resulted in developmental toxicity, including severe morphological changes, deformations and cardiotoxicity. To assess underlying molecular mechanisms, we studied fuel oil-mediated activation of aryl hydrocarbon receptor (Ahr) gene battery and genes related to cardiovascular, angiogenesis and osteogenesis pathways. Overall, our results suggest comparable mechanisms of toxicity for the three fuel oils. All fuel oils caused concentration-dependant increases of cyp1a mRNA which paralleled ahrr, but not ahr1b transcript expression. On the angiogenesis and osteogenesis pathways, fuel oils produced concentration-specific transcriptional effects that were either increasing or decreasing, compared to control embryos. Based on the observed toxic responses, toxicity threshold values were estimated for individual endpoints to assess the most sensitive molecular and physiological effects, suggesting that unresolved petrogenic components may be significant contributors to the observed toxicity.

Energy efficiency studies have an important role in the petroleum industry in terms of environmental impacts and cost. In this context, distillation units are important process units in the refinery. Osuolale and Zhang (2018) pointed out they cause about 35 % of energy consumption. Energy analysis studies are useful in energy efficiency but remain incapable in some areas. Besides energy analysis in other words exergy analysis, which is related to the second law of thermodynamic, is a very powerful tool for detecting losses. In this study, an exergy analysis study was carried out on the vacuum distillation unit located in TUPRAS Izmit Refinery. Vacuum distillation unit (VDU) processes heavy petroleum products from atmospheric distillation column. Heavy, medium, and light gas oil and vacuum residue are the products of VDU. Vacuum distillation column was simulated in ASPEN HYSYS V10 in this study by using operational data and equipment information for exergy analysis. Energy and exergy analysis calculations were completed and case studies were carried out to examine the effect of various operational conditions on the exergy efficiency of the column in the ASPEN HYSYS. In order to see the effects of different operational conditions such as pump-around (PA) flowrate and return temperature for exergy efficiency on online platform, data was created by using of Aspen Simulation environment and an exergy prediction model was developed with machine learning models in R-Studio. Thus, support on exergy efficiency was provided with successful prediction models.

In liner container shipping, the optimization of bunker fuel costs and reliability can theoretically be achieved by steaming the distance in the available time at average, constant speed. However, in reality bunker fuel costs and reliability are mutually contradictory objectives. Due to incidents (e.g. technical problems on board of vessels, bad weather conditions, piracy) speed ups are necessary to arrive on schedule or at least to mitigate the delay. In this paper, a new approach to liner speed management is proposed. In order to manage the trade-off between bunker fuel consumption and reliability of services, a preventive buffer structure is built up to secure the schedule against delays. However, any analytical calculation of the structure and its effects can only be achieved with disproportionate effort. Therefore, a “discrete event simulation” is applied. Although a heuristic attempt does not provide the exact solution, reasonable and wide-ranged solutions are offered. Different decision alternatives are outlined, structured and tested to find appropriate speed profiles. For the evaluation of speed profiles three measures of reliability and deviation ( α -reliability: ratio of punctual vessels [in%], β -deviation: average positive deviation from the schedule [in hours], γ -deviation: average negative deviation [in hours]) and costs are illuminated.

A bioreactor is a gadget or framework that supports a naturally dynamic condition. A petroleum treatment or oil processing plant is a facility where raw petroleum products are processed and refined into useful products, for example, oil naphtha, gas, diesel fuel, black-top base, warming oil, lamp fuel, melted oil gas, stream fuel, and fuel oils. Oil treatment facility effluents (preliminary treatment of effluents) are commonly the squanders produced from enterprises fundamentally occupied with refining unrefined petroleum, fabricating powers, greases, and petrochemical intermediates. These effluents or wastewater, produced, are considered as a noteworthy wellspring of sea-going ecological contamination. The effluents are for the most part made out of oil, oil and numerous other lethal natural mixes. Wastewater created through oil processing plants contains different hydrocarbons. The expanding request of oil plainly demonstrates that effluents created from the oil business will keep on being delivered and released into the water bodies. The contaminations found in the gushing are truly lethal and perilous to nature. Systems utilized for emanating treatment incorporate adsorption, coagulation, concoction oxidation, organic strategies just as contemporary innovations like layers and microwave-helped synergist wet air oxidation and advanced oxidation forms like heterogeneous photograph reactant debasement which depends on its capability to totally mineralize the natural effluents adjacent to being practical, promptly accessible and the impetus utilized itself is nonpoisonous in nature. Bioreactors have been designed to treat wastewater generated. In this chapter, we have discussed the role of several different types of such bioreactors in petroleum refinery wastewater treatment.

Crude distillation unit (CDU) is the most energy-consuming and energy deficient process in a refinery, hence saving energy consumption in its operation is the main target. The CDU separates crude oils into light gas streams, naphtha, kerosene, diesel, atmospheric gasoil and residue. The cutpoint temperature management dictates the quantity and quality of the products, therefore a proper model for determination of its causes and effects is fundamental. The cutpoint temperature heavily depends on the composition of crude-oil and process conditions. In this study, the effect of uncertainty in process conditions, such as temperature, pressure, flow rates, etc., and feed composition on cutpoint temperature is researched. A hybrid approach based on Taguchi method and genetic algorithm is used to derive optimum cutpoint temperature for different variants of feed composition and process conditions. Then, an artificial neural networks (ANN) model is developed to predict the optimum cutpoint temperature by eliminating the need for the hybrid approach. The method is validated with two Pakistani crudes oils from the Zamzama field, where the ANN predicted the cutpoint temperature with enough accuracy for industrial application.

Environmental pollution from plastic waste and the energy crisis are currently among the main burning issues. Thermal or catalytic recycling of waste plastic for liquid fuel generation is the most promising solution to these issues. Catalytic cracking is usually preferred over thermal one owing to its greater selectivity towards the desired products. This chapter describes the properties and potential of polyoxometalates (POMs) as catalysts for catalytic cracking of plastic waste and converting it into derived fuel oil. POMs are distinct metal oxide condensates with unique physicochemical properties that make them excellent candidates for homogeneous and heterogeneous catalysis applications. POM-based catalytic cracking shows high selectivity for liquid hydrocarbons due to a larger number of Bronsted acid sites that accelerate the cracking process, thereby breaking the larger hydrocarbons into smaller ones and as a result, large amounts of petrol like fractions and gaseous products are obtained. Both oil and gas fractions obtained by catalytic pyrolysis are valued fuel products. This chapter is explicitly focusing on the catalytic properties of POMs and describing the reaction mechanism for POM-based cracking reactions as well as highlighting the effect of POMs on the products’ distribution and selectivity.

Environmental regulations have always been an essential component of the natural gas supply chain. This study explores the challenges and opportunities associated with replacing heavy fuel oil used for maritime transportation with relatively cleaner and green fuels. The economic and environmental viability of alternative bunker fuels mainly liquefied natural gas, Ammonia, and hydrogen, is assessed. Additionally, the entire supply chain of natural gas is holistically evaluated by understanding the end-user requirements and exploring the feasibility of further processing the transported fuel (i.e., LNG) into the required form. The examination of supply-demand synergies constitutes the novelty of this study. With the aid of linear programming, the fuel-alternatives mentioned above are assessed on environmental and economic levels. A multi-objective optimisation model is developed considering the emissions constraints imposed on ship operators by regulatory authorities. The mathematical model also includes the possible transported fuel (i.e., LNG, Ammonia, and hydrogen) where both supply and end-user demand are factored into the formulation with the aim of achieving optimal value in an environmentally benign manner. The outcome of this study demonstrates the optimal combinations of transported and consumed fuels. The magnitude of each bunker fuel to be consumed indicates the best fuel to be used while considering both economic and environmental aspects. According to the result obtained from the developed model, Ammonia seems to be the most favourable, followed by HFO, LNG, and hydrogen, respectively. This is mainly attributed to the high cost associated with the consumption of hydrogen fuel. As for the transported fuel, the model suggests that LNG should be the main transported fuel followed by Hydrogen and Ammonia, respectively.

This study deals with the toxicity assessment of crude and bunker oils representative of prospective oil spill threats in Arctic and Sub-Arctic seas (NNA: Naphthenic North-Atlantic crude oil; MGO: Marine Gas Oil; IFO: Intermediate Fuel Oil 180), alone or in combination with a third-generation dispersant (Finasol OSR52). Early life stages of sea urchin, Paracentrotus lividus, were selected for toxicity testing of oil low-energy water accommodated fractions. A multi-index approach, including larval size increase and malformation, and developmental disruption as endpoints, was sensitive to discriminate from slight to severe toxicity caused by the tested aqueous fractions. IFO (heavy bunker oil) was more toxic than NNA (light crude oil), with MGO (light bunker oil) in between. The dispersant was toxic and further on it enhanced oil toxicity. Toxic units revealed that identified PAHs were not the main cause for toxicity, most likely exerted by individual or combined toxic action of non-measured compounds. The authors would like to gratefully acknowledge financial support from the European Union's Horizon 2020 research and innovation program EU H2020-BG-2005-2 under grant agreement No 679266 (project GRACE), from the Spanish Ministry of Education, Culture and Sport through pre-doctoral fellowship FPU15/05517, from the Spanish Ministry of Economy, Industry and Competitiveness through the project seaDIMENTOX (CTM2017-87766-R) and from the Basque Government through Consolidated Research Group GIC IT810-13 and IT1302-19

This paper assessed the chromium and cadmium emissions from consumption of premium motor spirit (PMS) and automotive gas oil (AGO) across the states, regions and the nation, Nigeria as a whole. This was with a view to determining the levels of per capita and land exposures to the emissions and the associated risks to humans, plants and animals. Annual fuel consumption and toxic transition metals contents were combined to estimate the annual emission rates of chromium and cadmium emissions from combustion of the PMS and AGO for a period of ten years (2009–2018). Per capita and land distributions of emissions were then calculated by using population and land areas, respectively. The results showed that total emission rates from both PMS and AGO were lowest in 2012, with 1,102 million mg/yr of chromium and 3,253 million mg/yr of cadmium, and highest in 2018, with 14,454 million mg/yr of chromium and 39,580 million mg/yr of cadmium. Emission rates per capita were also lowest in 2012, with 7 mg/yr.person of chromium and 20 mg/yr.person of cadmium, and highest in 2018 with 74 mg/yr.person of chromium and 201 mg/yr.person of cadmium. Land distribution was lowest in 2012, with 1.19 mg/yr.km2 of chromium and 3.52 mg/yr.km2 of cadmium, and highest in 2018, with 15.63 mg/yr.km2 of chromium and 42.81 mg/yr.km2 of cadmium. Comparing to regulatory limits, the risks of humans, animals and plants be poisoned are very high. It is recommended that stiff regulations concerning the heavy metal contents of fuels imported and distributed in Nigeria should be created and implemented to mitigate the risks of poisoning to humans, animals and crops., Engineering; Chemical engineering; Energy Engineering; Petroleum Engineering; Environmental Science; cadmium; chromium; emissions; premium motor spirit; automotive gas oil; Nigeria.

Energy has a significant influence on Malaysia's industry. It is used in electricity generation, refineries, gas processing plants and end-user applications such as transportation, residential, agriculture and fishing. These burning fossil fuel activities produce greenhouse gases (GHG) emissions. This article presents the emissions data of fuel used in power plants in Malaysia during the year of 1990 until 2017. The fuel used in power plants is coal and coke, natural gas, diesel oil and residual fuel oil. The energy data used in power plants were gathered from the Malaysia Energy Information Hub, published by the Malaysian Energy Commission. The GHG emissions data were calculated using the emission factors method. The climate impact of different GHGs in terms of CO2-equivalent (CO2-e) was also calculated using global warming potentials. The article also presents population data in Malaysia during the year. A correlation between the fuels, GHG emission and the population is also investigated using statistical analysis. The data presented here may facilitate the Malaysian government to identify the source of the pollutants and undertake a climate change mitigation plan.

This study investigates the effect of engine temperature during cold start and hot start engine operation on particulate matter emissions and engine performance parameters. In addition to a fundamental study on cold start operation and the effect of lubricating oil during combustion, this research introduces important knowledge about regulated particulate number emissions and particulate size distribution during cold start, which is an emerging area in the literature. A further aspect of this work is to introduce waste lubricating oil as a fuel. By using diesel and two blends of diesel with 1 and 5% waste lubricating oil in a 6-cylinder turbocharged engine on a cold start custom test, this investigation studied particle number (PN), friction losses and combustion instability with diesel and waste lubricating oil fuel blends. In order to understand and explain the results the following were also studied: particle size distribution and median diameter, engine oil, coolant and exhaust gas temperatures, start of injection, friction mean effective pressure (FMEP), mechanical efficiency, coefficient of variation (CoV) of engine speed, CoV of indicated mean effective pressure (IMEP) and maximum rate of pressure rise were also studied. The results showed that during cold start the increase in engine temperature was associated with an increase in PN and size of particles, and a decrease in FMEP and maximum rate of pressure rise. Compared to a warmed up engine, during cold start, PN, start of injection and mechanical efficiency were lower; while FMEP, CoV of IMEP and maximum rate of pressure rise were higher. Adding 5% waste lubricating oil to the fuel was associated with a decrease in PN (during cold start), decreased particle size, maximum rate of pressure rise and CoV of IMEP and was associated with an increase in PN and nucleation mode particles (during hot start) and FMEP.

We perform an experiment on lacquer formation with simple test device. The anti-lacquer is one of important issues to increase durability, and to improve performance in the engines because the lacquer formation cause sticking of fuel injection pump, scuffing of cylinder liners, and increase of lubricant oil consumption in the marine diesel engines. We suggest this simple test in order to save enormous experimental cost in marine diesel engines, and in order to have ease in performing the various tests. The influences of the Base Number (BN) of lubricant oils and the sulfur content of fuel oils in the formation of lacquer are investigated. In order to investigate physical and chemical properties of lacquer, we perform a variety of tests such as, visual inspection, EDS. In addition, we investigate adhesion of lacquer by pull-off test quantitatively, and perform dissolution test with dilute sulfuric acid.

Injecting hydrocarbon fuels through blast furnace tuyeres has been an important evolution in blast furnace operations. Fuel injection was first used to improve burden descent due to the extra hydrogen that the injected fuel provided. The advent of higher temperature hot blast stoves and greater usage of hot blast oxygen enrichment allowed a massive increase in fuel injection and with it blast furnace productivity. In today’s most advanced operations, injected fuel represents up to 45% of the overall fuel used. The most popular fuel is injected pulverized coal followed by natural gas injection. Heavy fuel oil and tar injection were popular but discontinued due to high price and operational challenges. Waste plastic and discard motor oil are also injected for environmental reasons. The principles of fuel injection, commonly used systems, and impact on the blast furnace operation are summarized in this chapter.

Publisher Summary The concept of catalytic cracking is the same as that of thermal cracking, but it differs by the use of a catalyst that is not, in theory, consumed in the process. It is one of several applications used in a refinery that employ a catalyst to improve process efficiency and product slate. Catalytic cracking has a number of advantages over thermal cracking. This process produces less residuum and more useful gas oil constituents than thermal cracking. Finally, the process has considerable flexibility, permitting the manufacture of both motor gasoline and aviation gasoline. It can also accommodate variation in the gas oil production to meet changes in the fuel oil market. Furthermore two advances in the technology of moving bed catalytic cracking have greatly changed way it is operated, in comparison to the early processes. The more important of these advances was the introduction of crystalline aluminosilicate cracking catalysts, but the development of techniques to reduce catalyst attrition and metal erosion in moving bed cracking units has also been useful. In general, bio-feedstocks, catalytic cracker catalysts, or blends thereof achieve acceptable product yields and selectivity. As bio-feedstock use in the catalytic cracking units continues toward commercialization, the market potential will begin to allow catalyst manufacturers to allocate resources for more tailored catalyst development, greatly improving the yield and quality of desired products.

The oilheat industry is in the middle of a dramatic transformation. The fuel that heats more than six million homes in the northeastern United States is rapidly losing both volume and market share. The subsequent economic consequences for oilheat retailers has driven the industry to reshape its image by fundamentally changing the composition of its core product. Oilheat retailers are delivering biodiesel-blended fuel oil and advocating for fuel quality standards that assure that consumers are heating with a low-sulfur renewable fuel. This change in fuel composition is providing a viable market for biodiesel producers.

Tight oil is another type of crude oil which various from a gas condensate-type liquid to a highly-volatile liquid and the term tight oil refers to the oil preserved in tight sandstone or tight carbonate rocks with low matrix permeability – in these reservoirs, the individual wells generally have no natural productivity or their natural productivity is lower than the lower limit of industrial oil flow, but industrial oil production can be obtained under certain economic conditions and technical measures. Such measures include acid fracturing, multi-stage fracturing, horizontal wells, and multi-lateral wells. This chapter presents the analytical methods that can be applied to tight oil as well as to the three predominant fraction of tight oil: (i) naphtha, (ii) kerosene, and (iii) gas oil. For the most part, tight oil is not generally recognized as having a residuum and if analysis of residuum fractions are desired, the methods are presented in detail elsewhere.

IMO 2020, a regulation mandated by the International Maritime Organization, demands an 80% reduction in NOx emissions and limits Sulphur to 1000 ppm in fuels used for maritime transportation. This forces the need for a cleaner and sustainable fuel for the ocean-going ships to reduce the emissions generated by the conventional Heavy Fuel Oil (HFO). Liquefied Natural Gas (LNG) turns out to be a promising and long-term solution that complies with the new set of emission standards, but the technology to use LNG for ships is still underdeveloped. The cryogenic nature of LNG demands a special infrastructure and protocol for LNG bunkering operations. However, the procedures suggested in the literature seem to be mere concepts/ideas proposed without detailed quantitative evaluation. In this study, a comprehensive evaluation of the existing LNG bunkering protocol was conducted using a Unisim Dynamic Simulation (DS) model of the LNG bunkering system. The major pitfalls identified in the current protocol are a) the time taken for inerting and purging processes, b) GHG emissions (methane/CO2) released from frequent inerting and purging operations, c) high cost of inerting gas and d) improper pressure management resulting in increased Boil-Off Gas (BOG) generation. These shortcomings will have a major impact on the safety and operating cost of an LNG bunkering system, especially for busy bunkering ports/facilities.

Plastic waste generation has progressively increased over the past 30 years. The recycling techniques of waste plastics presently used include and filling, incineration, chemical or mechanical recycling, and conversion to fuel. There are a number of conversion techniques presently used; they include thermal pyrolysis, catalytic pyrolysis, copyrolysis and gasification. The techniques used depend on types of plastic waste. The fuel oils from waste plastics have properties (calorific valve, density, and viscosity), which are better or equal to that of commercial diesel fuel. The conversion of plastic waste into fuel helps to resolve two important problems: one is avoiding the negative impacts of plastic pollution on the environment and the second is to produce an alternative fuel for diesel engines, thus reducing the demand on fossil fuels.

This chapter considers potential consequences from air emissions associated with the increased shipping activity in the Arctic with a specific focus on black carbon (BC) particle emissions. Environmental impacts from increased shipping through the Arctic due to longer open periods of ice-free transportation routes will occur from black carbon emissions from fuel oil combustion. In addition to impacts on local health from haze, research efforts indicate that increased black carbon emissions from fuel oil combustion from shipping could have a noticeable local warming effect—warming from the dual effects of black carbon solar radiation absorption and albedo reduction from deposition on snow and ice. International Maritime Organization (IMO) requirements to lower sulfur content in vessel fuels by 2020 should reduce health impacts relative to local haze, but considerable uncertainty remains on how black carbon emissions will be reduced and thus also on how to reduce the overall impacts of increased shipping on the Arctic climate. Future policy changes that will need to consider include improved particulate controls, cleaner fuels, and improved engine technologies in Arctic vessels.

Catalytic hydrotreating (hydroprocessing) commonly appears in multiple locations in a refinery. Furthermore, hydrotreating, a term often used synonymously with hydrodesulfurization, is a catalytic refining process widely used to remove sulfur from crude oil products such as naphtha, gasoline, diesel fuel, kerosene, and fuel oil. The objective of the hydrotreating process is to remove sulfur as well as other unwanted compounds, for example, unsaturated hydrocarbon derivatives, nitrogen from refinery process streams. During the hydrotreating processes several chemical conversions occur: (1) olefins are converted to alkanes; (2) aromatics are converted to cycloalkanes and alkanes; and (3) sulfur, nitrogen, and metals are also removed: It is the purpose of this chapter to present the use of these processes as applied to the influx of higher boiling viscous feedstocks into refineries; hydroprocessing will assume a greater role in the refinery of the future. In addition to being recognized as a chemical hydrogenation process, the process uses the principle that the presence of hydrogen during a thermal reaction of a crude oil feedstock terminates many of the coke-forming reactions and enhances the yields of the lower boiling components, such as gasoline, kerosene, and jet fuel.

This chapter introduces pyrolysis as a technique of degrading solid plastic waste into useful compounds such as fuel oil. It starts by presenting a high-level perspective of basic information about plastics and its sources, potential environmental hazards due to different types of plastics, and the necessity to convert the plastic waste into fuel. Technical discussion on the pretreatment of plastic to be performed before being fed to the reactor, the dual operation of pyrolysis (both thermal and catalytic), and the catalysts which are mainly employed in pyrolysis are reported. It is followed by the discussion on different reactors that are used in pyrolysis and the factors affecting it such as feedstock, temperature, and type of catalyst. Toward the end of the chapter, the characterization of fuel oil obtained from pyrolysis and then the key concepts of limitations and future scope are presented.

These data relate to the research article entitled “Imprint and short-term fate of the Agia Zoni II tanker oil spill on the marine ecosystem of Saronikos Gulf” by Parinos et al., 2019 [1]. The dataset includes the concentrations of 32 individual compounds/groups of polycyclic aromatic hydrocarbons (PAHs) determined in 235 seawater samples and 55 sediment samples analyzed during the monitoring survey conducted by the Hellenic Centre for Marine Research (H.C.M.R.) following the September 2017 Agia Zoni II heavy fuel oil (HFO) spill incident in Saronikos Gulf, Greece. The survey effort included 69 seawater sampling sites, of which 55 coastal and 14 open sea areas, and 22 sediment sampling sites across the inner Saronikos Gulf, aiming to assess the spatial and temporal imprint of the spilled oil during the first six months from the incident. The data were acquired by means of gas chromatography - mass spectrometry, following proper pre-treatment of the collected samples. This dataset is, to the best of our knowledge, the very first PAHs record related to the Agia Zoni II oil spill incident, that should be of interest for future scientific research on this and HFO spills in general. Keywords: Polycyclic aromatic hydrocarbons, Heavy fuel oil, Group IFO 380, Oil pollution

This paper investigates the feasibility of the Northern Sea Route (NSR) using a speed optimisation model to minimise the required freight rate, by employing current data from a shipowner, supported by secondary data, conducting petroleum product transport on the NSR. The oil product tanker segment is used to assess route alternatives taking into account distance, ship size, ice breaking fees, fuel types and prices. Environmental policy elements are included in the cost analysis to account for low sulphur fuels from 2020, a prospective ban on the use of heavy fuel oil in the Arctic, and a possible global fuel tax.

This research investigated pyrolysis as a potential method to manage plastic waste in Sichang Island, Thailand. Pyrolysis was chosen to convert waste plastic into fuel oil using Al–Si catalysts derived from cogon grass. The study consisted of three stages. The first stage determined the composition of the waste plastics found in Sichang Island. High-density polyethylene (48%) comprised the highest proportion of the waste plastics, followed by low-density polyethylene (22%), polyethylene terephthalate (13%), polypropylene (10%), and polystyrene (7%). In the second stage, the Al–Si catalysts were prepared from cogon grass (Imperata cylindrica (L.) Beauv) by treating it with acid and calcination. The optimum conditions to extract silica from cogon grass through acid treatment were heating at 700 °C for 2 h, which yielded 97.7% of amorphous silica with a surface area of 172 m2/g and a pore volume of 0.43 cc/g. This amorphous silica was combined with an aluminum precursor to form Al–Si catalysts with 20–80 wt% of Al–Si. The results showed that the surface area of the catalyst increased with increasing aluminum content. The optimum ratio was 60 wt% of Al–Si with a surface area of 200 m2/g. In the final stage, the catalytic properties of the previously prepared Al–Si catalysts in the pyrolysis of waste plastics were evaluated. The catalyst enhanced the plastic cracking process and the oil yield while decreasing the reaction time. The optimum ratio of 60% Al–Si to 10% waste plastic provided the maximum oil yield of 93.11% and the minimum reaction time of 20 min. The results showed that catalytic cracking with 60% Al–Si contributed to a high quantity of oil yield, similar to using a commercial Al–Si catalyst. The results of this research will be applied as an alternative method of recycling plastic for sustainable waste management in Sichang Island.

A novel isotope dilution method for the analysis of inorganic chloride in fuel oil matrix is presented. The samples were diluted by isopropyl alcohol:toluene, mixed with 37Cl− internal standard and reacted with triethyloxonium tetrafluoroborate at room temperature. This reagent promoted conversion of Cl− into stable ethyl chloride (EtCl) which was selectively detected by headspace GC–MS/MS with no matrix effects. A limit of detection of 0.2 mg kg−1 Cl− was obtained in fuel oil. The method was tested on the NIST SRM 1634c (trace elements in residual fuel oil) and validated through a series of robustness tests. Over 18 days, the variation in the signal response was less than 10% and the RSD for quantitative isotope dilution results was below 3%. Overall, the method is fast, simple and allows robust quantitation of inorganic chloride directly in the non-aqueous media.

In the last decades, saving energy and protecting environment became the most important topics for search and survey. The energy engineer for any chemical process is obliged by restrictions of “Kyoto Protocol” for limitation of carbon dioxide emissions from fuel combustion, so he does his best to reduce utility consumption and thus reduce gas emission. Proper designing of the heat exchanger network (HEN) for any process is an effective and successful method to minimize utility consumption and therefore minimize gas emission (mainly carbon gases (CO 2 ) and sulfur gases (SO x )). Fuel switching coupled with energy targeting achieved the least gas emission. In this work we choose a hydrotreater unit of a petroleum refinery as a case study due to its effective role and its obvious consumption of utility. We applied the methodology of energy targeting through HEN design (using pinch technology) at several values of mean temperature difference (Δ T min ); where the maximum percentage of energy saving was 37% for hot and cold utility which directly leads to percentage reduction of gas emission by 29% for CO 2 and 17% for SO x . Switching fuel oil to other types of fuel realized gas emission reduction percentage where the maximum reduction established was through natural gas fuel type and reached 54% for CO 2 and 90% for SO x . Comparison between existing design and the optimum Δ T min HEN led to few modifications with the least added capital cost for the hydrotreater existing design to revamp it through four scenarios; the first one depended on fuel switching to natural gas while the second one switched fuel to diesel oil, in the third scenario we applied heat integration only and the fourth one used both of heat integration and fuel switching in a parallel way.

Integration of biomass resources in petroleum refining for sustainable production of transportation fuels has gained increased attention in the last few decades (IEA, 2013). One potential integration option is to mix biomass-based pyrolysis oil (BPO) with petroleum gas oil (VGO) and then co-process the blend in oil refinery fluidised catalytic cracking (FCC) units (Naik et al., 2017). It is important to establish the prediction model of product yield and quality with such coprocessing in FCC units. In this work, a novel molecular-level modelling approach is proposed for kinetic modelling of co-processing BPO with VGO in an oil refinery FCC unit. Molecular-level characterisation of BPO and VGO blends using Molecular Type and Homologous Series matrix is first conducted. Then, a novel reaction network is synthesized and a reaction model is developed for the proposed reaction network which considers not only the complex intermolecular interactions between various types of molecular attributes in the feed, but also the interactions between individual molecules and catalyst surface. A hybrid optimisation strategy combining genetic algorithm with deterministic optimisation algorithm is developed to obtain the optimal parameters in the reaction model. The results demonstrate an overall good agreement between measured and predicted yields using the developed kinetic model for VGO: BPO blending ratio of 90:10, C/O ratio between 5 and 8, and reaction temperature of 525°C. PONA composition, oxygen compounds compositions and oxygen content in each product fraction such as gasoline, diesel and gas oil can also be predicted. The effect of different blending ratios of BPO and VGO on oxygenates compositions is demonstrated.

Ethylene and its coproducts are used as feedstock monomers in many petrochemical and polymer industries. Nearly all of the world's ethylene is produced by cracking hydrocarbons such as naphtha and gas oil derived from petroleum refining or ethane and propane obtained from natural gas fractionation. Ethylene and other coproducts are produced at a high temperature in the radiant coils of steam cracking furnaces. In the furnace, these radiant coils are typically assembled as a set of pipes arranged in series and/or parallel, and placed in a number of parallel rows, called lanes along the length of the firebox. These coils form the heart of the cracking furnace and their design can have a decisive effect on furnace performance. Key considerations in cracking furnace and radiant coil design include furnace capacity, type of feedstock, feedstock flexibility, cracking severity, selectivity to light olefins, run length, efficiency, emissions, and cost. In this chapter, radiant coil technologies are presented based on the specific aspect that is being improved: • surface-to-volume ratio • radiant coil arrangement • internal heat transfer coefficient How these various aspects are implemented in radiant coil designs is demonstrated using a number of examples. Some of these examples are discussed in more detail such as the Triple-lane design and the Swirl Flow Tube® (SFT®). The Triple-lane design is an example of an improved radiant coil arrangement, while the SFT® is a typical example of a tube design with an increased internal heat transfer coefficient. The Triple-lane design is a specific version of a novel, multilane radiant coil arrangement that has been developed and patented by TechnipFMC and which leads to improved performance compared to conventional layouts. The Triple-lane arrangement can be used to obtain longer furnace run length, higher capacity, and better olefins selectivity with the highest ethylene production per radiant box volume. The design may be tuned to maximize one or more of these advantages. The SFT® is a second proprietary patented technology of TechnipFMC that is also discussed in more detail in this chapter. The SFT® is a small amplitude helical pipe that can be a part of cracking furnace radiant coils to enhance internal heat transfer. The stimulus for the SFT® development was the desire to enhance heat transfer. Cracking furnace licensors until now have maximized heat transfer rates by designing radiant coils to operate close to the maximum allowable metal temperatures at the end of the run. Further increase in heat transfer rates are limited by the metallurgy of the radiant coils. The SFT® technology overcomes this barrier by shifting the focus from wall temperatures to the heat transfer mechanism. The swirl flow enhances the heat transfer from pipe wall to process gas by achieving a more intense gas mixing at the tube circumference compared to conventional straight concentric tubes. This is at the expense of a slightly higher pressure drop. Using the SFT® as an example, this chapter demonstrates how a structured development approach based on the so-called technology readiness levels (TRL) can be adopted to develop the technology in various small steps from the conceptual phase to a full industrial application. The heat transfer enhancement of the SFT® technology was demonstrated in a series of experiments starting with computational fluid dynamics (CFD) studies to determine theoretically the benefits of the technology. Next, the cold flow performance was determined and compared with the CFD results followed by performance tests under real cracking conditions using the pilot steam cracking furnace of the University of Gent. The results revealed that SFT® technology can be used to enhance steam cracking furnace performance in several ways: increased run length, higher capacity, better selectivity, or a combination thereof. It is shown that with the application of this technology, a capacity increase in the range of 10%–20% can be achieved for various diverse feedstocks. Even though the base case designs used in these examples (for the purpose of comparison) are TechnipFMC's conventional radiant coils, the conclusions that are drawn are just as valid for other conventional coil layouts, including those of competitors. Lastly, all the presented new technologies can be applied in new furnaces as well as in furnace improvement/expansion projects.

International shipping activities consume about 300 Mtonne of fuel annually and give rise to about 3% of anthropogenic CO 2 emissions. The most common fuels today are heavy fuel oil, marine gas oil, and natural gas. The fuel consumption per transport work varies significantly between ship types. The operation of ships using these fuels also produces significant emissions of nitrogen oxides, sulfur oxides, and particulate matter. These emissions have impact on health risks, ecosystems, and the climate. Regulations on sulfur limits in marine fuels have been decided, and also the emissions of NO X will be more tightly regulated in parts of the world. A challenge for shipping is to replace fossil fuels with sustainable alternatives.

The identification procedure for oils in natural water samples can be divided into three stages: (1) isolation of the hydrocarbon components from the pollutant sample; (2) identification of the same in terms of the petroleum product, for example crude oil, petroleum and gas oil; (3) identification of the specific source of pollution, such as an individual tanker, tank truck, factory or domestic fuel tank. Stage (2), a general classification of the oil is often satisfactorily achieved by gas chromatographic techniques possibly coupled with mass spectrometry or infrared spectroscopy applied to a sample of the oil pollutant. Stage (3), the true identification, invariably requires samples from potential sources for comparison with the pollutant.

The work presented mainly focuses on the power generation from engine-gasifier integrated system suitably modified to operate on selected renewable as well as fossil-derived fuel combinations. In this direction, biodiesel of Honge oil methyl ester (HOME), fuel oil (FO) also called pyrolysis plastic oil (PPO), were selected as pilot injected fuels in the modified diesel engine to operate in dual fuel mode with low energy content producer gas as inducted fuel. Accordingly, the performance, combustion, and emission characteristics of a single cylinder, four stroke water cooled direct injection (DI) compression ignition (CI) engine operated in dual fuel mode using these fuel combinations were investigated as potential sources for power generation applications. In the first phase of the work, production of fuel oil from low-density polyethylene waste (LDPE) using thermal and catalytic process has been investigated. Thermal cracking yielded 97.2 wt% conversions compared to 99.1 wt% by catalytic cracking with catalyst to plastic ratio of 0.2 and biodiesel was obtained using transesterification process from the Honge oil, which is locally and abundantly available in India. Further, in the next phase of the work, performance of dual fuel engine was investigated using HOME and fuel oil (ranging from 0% to 30% in HOME) blend and producer gas induction. Optimized performance of dual fuel operation using combination of HOME and FO blend called HFO and producer gas induction was done using different engine operating parameters such as reentrant type combustion chamber (RCC), 230 bar injection pressure, 4 hole, and 0.25 mm nozzle orifice which showed a 4.9% increased performance with acceptable levels of emissions compared to HOME-PG operation with conventional unmodified diesel engine provided with hemispherical combustion chamber (HCC). Results of investigation on HOME + FO-PG operation with RCC showed significant changes in ignition delay, increased cylinder pressure, heat release rate, and decreased combustion duration compared to HOME-PG operation with conventional existing engine facility. However, extended investigations in engine technology with further development would enhance the performance and feasibility of these fuels for dual fuel operation and future power generation exploitations.

Submitted by Gisele Mara Hadlich (gisele@ufba.br) on 2018-10-02T18:09:12Z No. of bitstreams: 1 1-s2.0-S0039914017310494-main.pdf: 301332 bytes, checksum: c47f41a8de22952ea1b705b044d9b6db (MD5) Approved for entry into archive by Jessica Alves (alves.jessica@ufba.br) on 2018-10-04T15:09:57Z (GMT) No. of bitstreams: 1 1-s2.0-S0039914017310494-main.pdf: 301332 bytes, checksum: c47f41a8de22952ea1b705b044d9b6db (MD5) Made available in DSpace on 2018-10-04T15:09:57Z (GMT). No. of bitstreams: 1 1-s2.0-S0039914017310494-main.pdf: 301332 bytes, checksum: c47f41a8de22952ea1b705b044d9b6db (MD5) Previous issue date: 2018 This work presents the optimization of a sample preparation procedure using microwave-assisted digestion for the determination of nickel and vanadium in crude oil employing inductively coupled plasma optical emission spectrometry (ICP OES). The optimization step was performed utilizing a two-level full factorial design involving the following factors: concentrated nitric acid and hydrogen peroxide volumes, and microwave-assisted digestion temperature. Nickel and vanadium concentrations were used as responses. Additionally, a multiple response based on the normalization of the concentrations by the highest values was built to establish a compromise condition between the two analytes. A Doehlert matrix optimized the instrumental conditions of the ICP OE spectrometer. In this design, the plasma robustness was used as chemometric response. The experiments were performed using a digested oil sample solution doped with magnesium(II) ions, as well as a standard magnesium solution. The optimized method allows for the determination of nickel and vanadium with quantification limits of 0.79 and 0.20 μg g−1 , respectively, for a digested sample mass of 0.1 g. The precision (expressed as relative standard deviations) was determined using five replicates of two oil samples and the results obtained were 1.63% and 3.67% for nickel and 0.42% and 4.64% for vanadium. Bismuth and yttrium were also tested as internal standards, and the results demonstrate that yttrium allows for a better precision for the method. The accuracy was confirmed by the analysis of the certified reference material trace element in fuel oil (CRM NIST 1634c). The proposed method was applied for the determination of nickel and vanadium in five crude oil samples from Brazilian Basins. The metal concentrations found varied from 7.30 to 33.21 μg g−1 for nickel and from 0.63 to 19.42 μg g−1 for vanadium. Talanta