Sulfur Fuels Research Articles

Evaluating Environmental Impact and the Significance of Shipboard Carbon Capture and Storage for Emission Reduction in Maritime Sector

Abstract This study conducts Life Cycle Assessment (LCA) to evaluate the environmental impacts of Shipboard Carbon Capture & Storage (SCCS) across its entire lifecycle. It examines the full-spectrum carbon capture and storage effects from well-to-tank and tank-to-propeller for four types of marine fuels: Very Low Sulphur Fuel Oil (VLSFO), Marine Gas Oil (MGO), Liquefied Natural Gas (LNG), and Methanol. Additionally, the study examines the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII) of a current ocean-going container ship to quantify the potential benefits of SCCS in reducing ship carbon emissions. The results indicate that the application of SCCS can significantly reduce emissions from carbon-based fuels during ship operations. In particular, ships using VLSFO as fuel can achieve 61.0% reduction in emissions by installing SCCS. However, the application of SCCS leads to 7.8% increase in fuel consumption due to additional energy requirement. In addition, this study also found while fossil methanol reduces emissions during ship combustion, its life cycle emissions are 17.5%-19.6% higher than conventional fossil fuel due to production emissions. The overall SCCS has a positive impact on emission reduction for ships and is reflected in the improvements in EEXI and CII. With the implementation of SCCS, ships fuelled by VLSFO and MGO can remain compliant with IMO Greenhouse Gases emission strategy until 2030. For ships fuelled by LNG and Methanol, compliance can remain beyond 2030.

Ship Emission Measurements Using Multirotor Unmanned Aerial Vehicles: Review

This review investigates the ship emission measurements using multirotor unmanned aerial vehicles (UAVs). The monitoring of emissions from shipping is a priority globally, because of the necessity to reduce air pollution and greenhouse gas emissions. Moreover, there is widespread global effort to extensively measure vessel fuel sulfur content (FSC). The majority of studies indicate that more commonly used methods for measuring ship emission with UAVs is the sniffing method. Most of the research is concerned with determining the fuel sulfur content. Fuel sulfur content can be determined by the ratio of CO2 and SO2 concentration in the exhaust gas plume. For CO2, the non-dispersive infrared (NDIR) method is used, the most common measuring range reaches 0–2000 ppm, the overall measuring range 0–10,000 ppm, and detection accuracy is ±5–300 ppm. For SO2, the electrochemical (EC) method is used, the measuring range reaches 0–100 ppm, and the detection accuracy is ±5 ppm. Common UAV characteristics, used in measurement with ships, involve the following: 8–10 m/s of wind resistance, 5–6 kg maximum payload, and a flight distance ranging from 5 to 10 km. This can change in the near future, since a variety of emission measuring devices that can be mounted on UAVs are available on the market. The range of available elements differs from device to device, but available ranges are allowed and the accuracy provides good possibilities for wider research into ship emissions.

Contrail Modeling of ECLIF2/ND‑MAX flights: Effects of nvPM Particle Numbers and Fuel Sulfur Content

Contrail Modeling of ECLIF2/ND‑MAX flights: Effects of nvPM Particle Numbers and Fuel Sulfur Content

Factors affecting pedestrian-level ship pollution in port areas: CFD in the service of policy-making

Examining the impact of various factors associated with plume dispersion is essential for quantifying ship pollution in port areas, particularly adjacent to urban environments. This paper concerns the application of Computational Fluid Dynamics (CFD) modelling to study the effect of such factors on air pollution at the passenger port of Marseille, France. Pedestrian-level pollution maps are created for several emission scenarios involving variables such as wind conditions, docking location, emission reduction technology, different emission sources, as well as parameters related to the vessel. Depending on wind direction, docking location and vessel's engine power, different parts of the studied area are exposed to ship pollution. Within a typical examined range, funnel exhaust temperature, funnel height and wind speed deviate up to 78 %, 45 % and 59 % from the baseline scenario, respectively, indicating significant sensitivity of ship pollution to changes in these factors. The lower buoyancy effects of using a scrubber lead to a 17 % larger area exposed to increased ship pollution instead of using Ultra Low Sulphur Fuel Oil (ULSFO). Additionally, it is estimated that an individual vessel may contribute up to six times more to the NOx pollution of a roundabout located 800 m downwind, compared to the local road traffic. The current work can provide valuable information to various stakeholders such as port authorities, decision-makers, or even air quality modelers regarding the impact of shipping emissions on air pollution in port areas, constituting a useful assessment and advisory tool.

Characterization of hydrocarbon degraders from Northwest Passage beach sediments and assessment of their ability for bioremediation.

Global warming-induced sea ice loss in the Canadian Northwest Passage (NWP) will result in more shipping traffic, increasing the risk of oil spills. Microorganisms inhabiting NWP beach sediments may degrade hydrocarbons, offering a potential bioremediation strategy. In this study, the characterization and genomic analyses of 22 hydrocarbon-biodegradative bacterial isolates revealed that they contained a diverse range of key alkane and aromatic hydrocarbon-degradative genes, as well as cold and salt tolerance genes indicating they are highly adapted to the extreme Arctic environment. Some isolates successfully degraded Ultra Low Sulfur Fuel Oil (ULSFO) at temperatures as low as -5°C and high salinities (3%-10%). Three isolates were grown in liquid medium containing ULSFO as sole carbon source over 3 months and variation of hydrocarbon concentration was measured at three time points to determine their rate of hydrocarbon biodegradation. Our results demonstrate that two isolates (Rhodococcus sp. R1B_2T and Pseudarthrobacter sp. R2D_1T) possess complete degradation pathways and can grow on alkane and aromatic components of ULSFO under Arctic conditions. Overall, these results demonstrate that diverse hydrocarbon-degrading microorganisms exist in the NWP beach sediments, offering a potential bioremediation strategy in the events of a marine fuel spill reaching the shores of the NWP.

Experimental, isotherm, kinetic, and thermodynamic studies of the novel modified zeolite ZSM-5 adsorbent for use in clean fuel processing

Reducing the amount of sulfur in fuels is the simplest way to reduce the emission of sulfur oxide gases into the air. Among various desulfurization methods, adsorptive desulfurization stands out for its mild conditions and affordability. This research used ZSM-5 zeolite as a desulfurization adsorbent. However, adsorption capacity and selectivity are two major challenges that adsorptive desulfurization is facing. Introducing mesoporosity into zeolite is a potential solution. The study focused on mesoporous formation via desilication and dealumination. Desilication involved treating zeolite with 0.2 M and 0.5 M NaOH, while dealumination used 1 M HCl at 80 °C. Adsorbent properties were analyzed using XRD, BET, FT-IR, and FE-SEM. Initial findings indicated dealumination removed only extra-framework aluminum. Conversely, desilication removed silicon, producing a hierarchical structure even at reduced concentrations. Des-0.5M also exhibited the highest adsorption capacity for thiophene compared to the Parent sample, increasing from 4.5 to 11 mgS/g. Moreover, the adsorption capacity for larger sulfur molecules such as dibenzothiophene increased from 2.5 to approximately 6 mgS/g, indicating the significance of the hierarchical structure developed in the adsorbents. In summary, this study highlights the potential of mesoporous formation through desilication to enhance the adsorption capacity of ZSM-5 zeolite for the adsorptive desulfurization of fuels.

Modelling and Simulation of a Wet Scrubber System

Shipping is a relatively clean transport method with low emissions per ton-mile compared with road transport. However, harmful emissions emitted in coastal areas are a concern, as these affect local air quality and health. To reduce sulphur oxide (SOX ) emissions, the International Maritime Organization (IMO) implemented a global sulphur cap of 0.5 wt% and the 0.1 wt% limit in emission control areas (ECAs). Ship owners can opt for either low sulphur fuels or wet scrubber systems. Wet scrubber systems are a reliable method for reducing SOX emissions with capture rates of up to 98%. These systems may use seawater alkalinity or caustic soda (e.g. closed-loop systems) to neutralise the SOX emissions. However, the dynamic loading of engines can cause large fluctuations in the exhaust flow conditions, and it is unknown how these affect the effectiveness of the scrubber. This study explores the impact of dynamic loads on the SOX removal efficiency of closed-loop wet scrubbers. A dynamic model of a closed-loop wet scrubber utilising fresh water and caustic soda is developed and verified using publicly available data. The model applies the two-film theory to model the gas-liquid interface. Billet and Schultes liquid hold-up theory is used to model the liquid film thickness in the packed bed. Maintaining scrubber efficiency with large load fluctuations or high-frequency fluctuations requires an increased liquid flow. The scrubber control system used a set-point of 75% of the equivalent compliance limit to ensure compliance with the 0.1% ECA limit during load fluctuations. The model and results can be used to develop a more advanced control system for improved scrubber operation and integration with a selective catalytic reduction (SCR) system to demonstrate compliance with the IMO NOX Tier III limit when using high-sulphur heavy fuel oil (HFO).

Differentiation of different dibenzothiophene (DBT) desulfurizing bacteria via surface-enhanced Raman spectroscopy (SERS).

Fossil fuels are considered vital natural energy resources on the Earth, and sulfur is a natural component present in them. The combustion of fossil fuels releases a large amount of sulfur in the form of SO x in the atmosphere. SO x is the major cause of environmental problems, mainly air pollution. The demand for fuels with ultra-low sulfur is growing rapidly. In this aspect, microorganisms are proven extremely effective in removing sulfur through a process known as biodesulfurization. A major part of sulfur in fossil fuels (coal and oil) is present in thiophenic structures such as dibenzothiophene (DBT) and substituted DBTs. In this study, the identification and characterization of DBT desulfurizing bacteria (Chryseobacterium sp. IS, Gordonia sp. 4N, Mycolicibacterium sp. J2, and Rhodococcus sp. J16) based on their specific biochemical constituents were conducted using surface-enhanced Raman spectroscopy (SERS). By differentiating DBT desulfurizing bacteria, researchers can gain insights into their unique characteristics, thus leading to improved biodesulfurization strategies. SERS was used to differentiate all these species based on their biochemical differences and different SERS vibrational bands, thus emerging as a potential technique. Moreover, multivariate data analysis techniques such as principal component analysis (PCA) and partial least squares discriminant analysis (PLS-DA) were employed to differentiate these DBT desulfurizing bacteria on the basis of their characteristic SERS spectral signals. For all these isolates, the accuracy, sensitivity, and specificity are above 90%, and an AUC (area under the curve) value of close to 1 was achieved for all PLS-DA models.

РАЗРАБОТКА И ТЕСТИРОВАНИЕ НЕЧЕТКОГО ЛОГИЧЕСКОГО АЛГОРИТМА ДЛЯ ОБЕСПЕЧЕНИЯ БЕЗОПАСНОГО СУДОХОДСТВА АРКТИЧЕСКОГО ТРАНСПОРТА В ПЕЧОРСКОМ МОРСКОМ РАЙОНЕ

Arctic shipping impacts climate change, human health and the environment. The introduction of alternative fuels in Arctic shipping can significantly reduce emissions and impacts, as well as the risk associated with the use and transport of heavy fuel oil. Around the world, alternative fuels are becoming viable alternatives to petroleum-based fuels. There are plans to increase the adoption of alternative fuels, especially ultra-low sulfur fuels, to fuel ships sailing in the Arctic. However, the risk of transport activities on the Arctic shelf is associated with incredibly harsh climatic conditions. A deterministic approach to risk assessment does not provide a complete assessment of transport activities, so the authors propose to use the fuzzy logic method to assess the risks of transport accessibility of ships using fuel with ultra-low sulfur content in the Pechora Sea.

Risk-based retrofitting analysis employing the carbon intensity indicator

The study employs a risk-based approach for ship propulsion system retrofitting analysis to reduce CO2 emissions and enhancing cost efficiency. The analysis is based on historical data from the EU-MRV database collected for ships operating in the Black Sea using the Carbon Intensity Indicator (CII). Based on the Attained CII/Required CII rate, four levels are identified as critical thresholds and analysed by the Weibull probabilistic model. Additionally, a cost-benefit analysis is performed, accounting for discounted costs related to the initially installed propulsion system supplied by Very Low Sulphur Fuel Oil (VLSFO) and the retrofitted system on Liquefied Natural Gas (LNG), including the cost of the fuel and taxes related to CO2, insurance, maintenance, interest rate, depreciation, resale, and loss of opportunity, conditional on the retrofitting consequences. The cost-benefit and associated risk-based retrofitting analyses are employed to identify the most appropriate retrofitting solution. The Weibull probabilistic model accounts for the enormous uncertainty and variation of the input parameters. The study demonstrates how the data can address critical issues such as condition-based time and the best ship age for retrofitting, accounting for the associated risk. An effort is made to define when to perform retrofitting, reaching a specific ship age accounting for the time needed for retrofitting.

Recycling Waste Lubricants with Different Types of Base Oil into Low Sulfur Fuel with Two Stage Distillation Pyrolysis Process

The intent and purpose of the research is to improve fuel performance by recycling waste lubricants into low sulfur fuel, using waste lubricants made of various types, namely mineral, semi-synthetic, full synthetic, and mixtures from different sampling sites, with the scope of lubricant waste coming from motorcycles. Recycling waste lubricants is chosen in 2 stages, to get purer fuel and better fuel performance, it is called a distillation pyrolysis process. The advantage of using this distillation pyrolysis process is that it does not use high temperatures, and is cheap and fast. Waste lubricant recycling using a two-stage distillation pyrolysis process produces a fuel with a sulfur content that decreases by 61.98 %wt -68.61%wt in stage I and 66.32 %wt - 70.66 %wt in stage II for waste lubricants with four different base oil. Thus, proving that the two-stage distillation pyrolysis process can reduce sulfur content and can also improve fuel performance at the characteristic values of several other chemical properties.

Enhancement of light Naphtha quality using calcite adsorbent from eggshells by adsorptive desulfurization

The presence of sulfur in transportation fuels has bad consequences for health and the environment, and there are many techniques used for removing or eliminating sulfur content, especially hydrodesulfurization. Hydrodesulfurization is the classical technique for desulfurization, but it is characterized by working at elevated temperatures and pressures as well as high costs. For this, there are many alternative methods, such as adsorptive, oxidative, extractive, and so on. The adsorptive desulfurization (ADS) is one of the most promising methods for sulfur reduction because of its ability to work under ambient conditions and ADS can significantly enhance the quality of light naphtha by reducing its sulfur content and improving its suitability for downstream processes such as catalyst poisoning and corrosion. The calcite prepared from eggshell was investigated here as an adsorbent for sulfur compounds from light naphtha. The adsorbent was characterized by X-ray diffraction (XRD) and Fourier transform infrared spectroscopy (FTIR). The investigation of adsorbent activity was done by batch adsorption, and the chosen studied variables are temperature, adsorbent dosage, and contact time with ranges of 20–40 C°, 1–3 g, and 15–45 min, respectively, which were designed according to the Box–Behnken experimental design and the experiment results were analyzed using Minitab software version 17. The results show that the sulfur-removing efficacy ranged between 45 and 60%, while optimum sulfur removal efficiency is 61% at the following operation conditions: 40 °C, 3 g, and 45 min for temperature, adsorbent dosage, and adsorption time respectively.Adsorption isotherms Langmuir and Freundlich were examined, and the results show the Freundlich isotherm is more suitable to describe the adsorption of these sulfur compounds.

Borealis charters tanker for feedstocks

The petrochemical maker Borealis has signed a long-term charter agreement with IINO Kaiun Kaisha for the Oceanus Aurora , classified as a very large gas carrier vessel. The ship will carry propane and butane from North America to Borealis’s ethylene crackers and propane dehydrogenation plants in Kallo, Belgium; Stenungsund, Sweden; and Porvoo, Finland. The vessel will be powered by low sulfur fuels and liquefied petroleum gas. It will eventually also be equipped with rotor sails.

Evaluation of biofuel effect on performance & emissions of a 2-stroke marine diesel engine using on-board measurements

The use of biofuels in the marine industry is attracting interest as a potential mid-term solution towards its decarbonization targets. To study the biofuels effect on engine performance, combustion mechanism and emissions an extended experimental investigation was conducted on a commercial vessel's electronically controlled slow-speed 2-stroke engine. The fuels used were a biofuel blend, B30, comprising 70% Very Low Sulfur Fuel Oil and 30% second generation biofuel, gas oil (MGO) and crude oil (HFO). The measurements were conducted according to the International Maritime Organization guidelines. Cylinder pressure measurements were performed and analyzed to derive power, fuel consumption and combustion rate and engine settings. This allowed to isolate the biofuel's effect on performance and emissions. B30 effect on performance and combustion was found minimal without effect on the injection system. Fuel efficiency was minorly impacted. NOx emissions were increased by 7% compared to MGO and 3.5% compared to HFO, remaining compliant to legislation. Use of B30 had minimal effect on CO2 emissions, thus actual benefit lies on the well-to-tank path. It is concluded that the 30% biofuel blend can be used on electronically controlled 2-stroke engines with minimal impact on engine performance, fuel consumption and only small increase of NOx emissions.

The Role of Belgian Airborne Sniffer Measurements in the MARPOL Annex VI Enforcement Chain

The Royal Belgian Institute of Natural Sciences launched its airborne sniffer program in 2015 whereby a custom-built sniffer sensor was installed onboard the Belgian coastguard aircraft enabling the measurement of SO2 and NOx emitted by ocean-going vessels (OGVs). The data gathered on non-compliant OGVs were subsequently sent to port inspection authorities, who were then able to trigger inspections more rapidly than had they not had the data from the aircraft. This study reveals the added value of airborne alerts on port inspection effectiveness, a subject that had not been previously documented. This article demonstrates that airborne alerts have not only led to increased sanctions but have also drastically improved the efficiency of port inspection authorities, leading to a 50% reduction in the enforcement cost per confirmed violation. Port inspection authorities were able to follow up on 46% of the generated Fuel Sulphur Content (FSC) alerts. Of the alerts that were followed up, 43% were confirmed as non-compliant after inspection. This means that 20% of the total number of generated airborne alerts, which includes those that were not able to be followed up, met conditions for legal sanctioning. In contrast, for NOx alerts, only limited follow-ups were conducted by port inspection authorities. None of the alerts were confirmed with those inspections, mainly due to the lack of inspection mechanisms for real-world NOx emissions under IMO and EU regulations. In addition, for this study, a large-scale remote FSC measurement validation analysis was conducted for the first time, comparing airborne FSC measurements and FSC reference data. In order to obtain FSC reference data, onboard measurements from exhaust gas cleaning systems (EGCSs) were collected, together with fuel samples from Belgian port inspection authorities. The validation analysis revealed that the empiric deviation in the airborne FSC measurements with the FSC reference data was 9%, which was significantly lower than the 25% uncertainty used in the reporting of the alerts. This study helps pave the way for an increased role of airborne monitoring in the MARPOL Annex VI enforcement chain.

Article: Green Shipping and Trade: Allocating Costs of the IMO Sulphur Regulation 2020

In January 2020 the Internatoinal Maritime Organisation (IMO) imposed, down from 3.5% m/m, a new limit of 0.50% m/m Sulphur limit from exhaust gases originating from commercial vessels. This new standard forced the maritime industry to switch to compliant fuels (such as Very Low Sulphur Fuel Oil (VLSFO) and ultra-low sulphur fuel oil (ULSFO) blends) or use an exhaust gas cleaning system (EGCS). Although there may be a consensus that this is a good thing, achievement of benefits has created contractual challenges for the industry. Responsibilities are divided between shipowner and charterer through forming a voyage charter, a time charter, or a bareboat charter (BBC). Baltic and International Maritime Council (BIMCO) and Intertanko provide standard contracts allocating the responsibilities of compliance with IMO Sulphur regulations between shipowner and charterer under the time charter. The compliance obligations under the voyage charterparty and BBC are still unaddressed. Here, we address them and offer an allocation of the responsibility. Charterparty, VLSFO, EGCS, contract, obligation, fixtures, Sulphur

Synergy of the Conventional Crude Oil and the FT-GTL Processes for Sustainable Synfuels Production: The Game Changer Approach-Phase One Category

Synergy of the Conventional Crude Oil and the FT-GTL Processes for Sustainable Synfuels Production: The Game Changer Approach-Phase One Category

Applicability of Oil Adsorption Pads Based on Properties of Very-Low Sulfur Fuel Oil: Implications for Oil Spill Remediation in a Marine Environment

Applicability of Oil Adsorption Pads Based on Properties of Very-Low Sulfur Fuel Oil: Implications for Oil Spill Remediation in a Marine Environment

Operational concerns from compliance of IMO2020 sulphur limit through VLSFO

From Jan 01, 2020, International Maritime Organisation (IMO) reduced the permissible sulphur content from bunker fuel used on ships from 3.5 % m/m in 2012 to 0.50 % m/m. The maritime industry is consequently abandoning High Sulphur Fuel Oil (HSFO) and employing Very Low Sulphur Fuel Oil (VLSFO) blends or using the Exhaust Gas Cleaning System (EGCS) that allows the combustion of HSFO by removing access sulphur from the exhaust gas of a ship. However, these compliance mechanisms present their own Technical and operational challenges. The concern that the specifications of VLSFO are hidden is groundless, as they must comply with ISO 8217. Thus, the problems with VLSFO blends are not their specs but the difficulty attached to their handling and use. Major problems with VLSFO blends are the breakdown of the main engine, poor liner conditions, collapsed piston rings, and consequential scuffing caused by mismanagement of cylinder oil and feed rate, improper maintenance of Piston Rings and Cylinder liner. Some other concerns with VLSFO blends are low shelf life, high sensitivity, admissibility of onboard testing, the readiness of seafarers, and other compliance difficulties. Training seafarers, technological awareness, and constant care can only achieve adequate compliance.

Screening method and mechanism of ionic liquid as extractant in fuel extraction desulfurization process

AbstractBackgroundIn the production of ultra‐low sulfur fuels, the use of extraction processes to remove sulfides from the fuel has various advantages. The selection of a suitable extractant is key to the extraction process. Ionic liquids (ILs) are known as green solvents and are designable, but there is a wide variety. In this study, an IL screening method was developed based on a conductor‐like screening model‐segment activity coefficient (COSMO‐SAC) model and a fuzzy comprehensive evaluation model. In addition, the feasibility of the method was verified by fuel extraction desulfurization experiments. Finally, the separation mechanism was explored through intermolecular interactions.ResultsIn this study, suitable extractants were screened from 2400 ILs with 24 anions and 100 cation combinations. Based on the results of the fuzzy comprehensive evaluation model, five ILs were selected; 1‐hexyl‐3‐methylimidazolium hexafluorophosphate ([HMIM][PF6]) was selected as the extractant and the single desulfurization rate could reach 72.74%. After four desulphurization experiments, the sulfur content in the model oil decreased from 1200 to 6.98 μg/g. The interaction energy difference between [HMIM][PF6] + BT and [HMIM][PF6] + OC (ΔE = ‐12.8662 kJ·mol−1) is higher than those of the other four extractants.ConclusionThe feasibility of the screened method was verified by the extraction desulfurization experiment. [HMIM][PF6] was selected as the most suitable extractant. Furthermore, by analyzing the weak interaction between ILs and benzothiophene (BT) and n‐octane (OC), it was found that weak hydrogen bonds (HBs) and π–π interactions between [HMIM][PF6] and BT play important roles in the extraction process. © 2022 Society of Chemical Industry (SCI).