Low-sulfur Oil Research Articles

A Study on Fishing Vessel Energy System Optimization Using Bond Graphs

Recently, environmental regulations have been strengthened due to climate change. This change comes in a way that limits emissions from ships in the shipbuilding industry. According to these changes, the trend of ship construction is changing installing pollutant emission reduction facilities such as scrubbers or applying alternative fuels such as low sulfur oil and LNG to satisfy rule requirements. However, these changes are focused on large ships. Small ships are limited in size. So, it is hard to install large facilities such as scrubbers and LNG propulsion systems, such as fishing boats that require operating space. In addition, in order to apply the pure electric propulsion method, there is a risk of marine distress during battery discharge. Therefore, the application of the electric–diesel hybrid propulsion method for small ships is being studied as a compromised solution. Since hybrid propulsion uses various energy sources, a method that can estimate effective efficiency is required for efficient operation. Therefore, in this study, a Bond graph is used to model the various energy sources of hybrid propulsion ships in an integrated manner. Furthermore, based on energy system modeling using the Bond graph, the study aims to propose a method for finding the optimal operational scenarios and reduction ratios for the entire voyage, considering the navigation feature of each different maritime region. In particular, the reduction gear is an important component at the junction of the power transmission of the hybrid propulsion ship. It is expected to be useful in the initial design stage as it can change the efficient operation performance with minimum design change.

Emissions and energy/exergy efficiency in an industrial boiler with biodiesel and other fuels

Industrial boilers are significant equipment in industrial operations used to provide steam or heat for production. More than 80% of fire-tube boilers use heavy oil in small and middle industries in Taiwan. Due to biodiesel as a sustainable fuel, the objective of this study is to measure experimentally and evaluated energy and exergy analysis of the fire-tube boiler using biodiesel (BD), undistilled biodiesel (UB), low sulfur oil (LSO), and ultra-low sulfur diesel (ULSD), and the various mixing ratios of undistilled biodiesel and low sulfur oil (UB90, UB70, and UB50) to reduce emissions from fire-tube boilers. Results from BD and UB are comparable, and UB exhibited a high NOx reduction rate of 68.9% and a high SO2 reduction rate of 99.5% compared to LSO. The boiler that employed UB decreased CO2 emissions, NOx, and SO2 emissions. NOx emission increases with increasing LSO content. The boiler’s maximum energy efficiency when using BD is 86.6%, and the overall exergy efficiency is 44.8%. The boiler with UB70 had the lowest energy efficiency of 73.5% and the lowest exergy efficiency of 38.7% because of the increased heat loss. The Benefits of this study are not only for boiler applications but also for government policy references.

Combined removal experiment of NOx, SO2 and PM from marine diesel exhaust gas with SCR-DryEGCS system

Pollutants such as nitrogen oxides (NOx), sulfur oxides (SO2), and particulate matter (PM) in ship exhaust have a great impact on human health, environment and climate conditions. Combined selective catalytic reduction technology and dry exhaust gas cleaning technology, a test rig (SCR-DryEGCS system) for WD10C195-15 marine four-stroke high speed diesel engine was established to analyse the removal effect of NOx, SO2, and PM from exhaust gas. The SCR-DryEGCS system removed 89.03%, 99%, and 96% of NOx, SO2, and PM respectively. And also compared with low sulfur oil combined SCR method to verify the feasibility of the SCR-DryEGCS method. It shows that the SCR-DryEGCS system has its own advantages and has a good effect on the removal of NOx, SOx, and PM at the same time.

A two-phase optimization model for low-sulphur operation of container liners in the context of carbon neutrality

The shipping industry is under significant pressure to reduce carbon emissions, and it is crucial to ensure that current efforts to reduce sulphur dioxide (SO2) emissions do not result in increased carbon dioxide (CO2) emissions. Against the background of carbon neutrality and sulphur emission control area (SECA) policies, this paper proposes a two-phase mathematical model to study the impact of liner low-sulphur compliance operation on carbon emissions. The model addresses four key problems: fleet deployment (phase Ⅰ); compliance option decisions, speed optimization and cargo allocation (phase Ⅱ). To solve these problems, a novel dual population evolutionary algorithm has been designed. The results show that implementing low-sulphur compliance operations for liner companies does not simultaneously reduce both total costs and CO2 emissions, and the rise in the price of low-sulphur oil, the preference for cost decision-making and the expansion of SECAs will increase CO2 emissions; the current sulphur limit policy needs to be adjusted urgently to implement the carbon neutrality goal of the shipping industry; government subsidies can reduce CO2 emissions to some extent, but low-carbon or zero-carbon alternative energy is an inevitable choice for achieving carbon neutrality in the shipping industry.

Differential Enrichment of Trace and Major Elements in Biodegraded Oil: A Case Study from Bohai Bay Basin, China

Inorganic elements in crude oil have been used in the reconstruction of the sedimentary environment and oil–oil (source) correlations; however, the effect of biodegradation on these elements has not been investigated sufficiently. In this study, 14 crude oils from the Miaoxi Sag of the Bohai Bay Basin, eastern China, were analyzed using molecular markers, trace elements, and major elements to determine the effect of biodegradation on inorganic elements. The molecular markers indicated that the oils are in the low maturity stage and are derived from similar parent materials in lacustrine source rocks. The high-sulfur oil came from a more reductive and saltier environment compared with the low-sulfur oil. The oils were subjected to varying degrees of biodegradation. The concentrations of Mg, Ca, Mn, Fe, Be, Sc, Rb, Sr, Zr, Pb, Th, and U increased significantly throughout the biodegradation process, while the concentrations of Na, K, Ti, Al, Cr, Zn, Cs, Nb, Ba, Hf, and Tl increased considerably only during the intense biodegradation stage (PM < 4). The concentrations of P, Li, V, Co, Ni, Cu, Ga, Sn, and Ta were not correlated with the level of biodegradation. The V/Ni, V/Co, Ni/Co, Cr/V, Sc/V, and Th/U ratios were affected by biodegradation when PM ≥ 4. Several ratios, including Mg/P, Ca/P, Mn/P, and Fe/P, are proposed as favorable indicators of the level of biodegradation. Differential enrichment of these elements is associated with the effects of organic acids generated by biodegradation on the oil–water–rock interactions in the reservoir.

MOFs for desulfurization of fuel oil: Recent advances and future insights

AbstractNowadays, desulfurization of fuel oil has raised concern globally because of strict industrial and environmental legislations. Albeit hydrodesulfurization (HDS) has been extensively used in oil refineries to produce low sulfur oil (< 10 ppm) but not been proven as effective method for the removal of dibenzothiophene (DBT), benzothiophene (TH) and their derivatives. Subsequently, adsorptive desulfurization (ADS) and oxidative desulfurization (ODS) methods have been developed to achieve high removal efficiency. In the past decade, metal–organic frameworks (MOFs) and its composites as oxidative catalysts, as well as adsorbents, have attracted the researchers owing to high surface area, tunable properties, and reusable. The present review comprises use of MOFs and their composites for the removal of sulfur from fuel oil via ODS and ADS processes. Additionally, physicochemical properties of MOFs, mechanism, pros and cons of both process, regeneration, and future challenges have been discussed briefly. Moreover, current limitations and future prospective are also discussed.

Decisions on Technologies for Emissions Control in Port Areas under Subsidy and Low-Carbon Preferences of Customers

The emission control technologies decisions of port and shipping enterprises under subsidy and customers’ low-carbon preferences are discussed from a supply chain perspective. The game models are established under three game models (port-leader Stackelberg game, ship-leader Stackelberg game, and Nash game). The obtained results show that the impact of subsidy and low-carbon preference on demand in its pricing always is considered by the leader in the port supply chain. The profits and emissions in the Nash game are higher than that in the Stackelberg game. When subsidies and customers’ low-carbon preferences are low, the supply chain’s overall profits of using low sulfur oil are higher than that of using shore power. But the supply chain’s carbon emissions of adopting low sulfur oil are also higher than that of adopting shore power. When subsidies and low-carbon preferences of customers are high, the supply chain’s overall profits of using shore power are higher than that of using low sulfur oil. But the supply chain’s carbon emissions of adopting shore power are also higher than that of adopting low sulfur oil. When subsidy and low-carbon preference of customers are in the appropriate(medial) range, the supply chain would choose shore power to reduce emissions from the perspective of profits, and the whole carbon emissions of using shore power are lower than that of using low sulfur oil, so the regulator(government) and enterprises can achieve a win-win situation. Hence for a regulator who has to balance emission control and enterprises’ profits, implementing moderate subsidy within the appropriate range is the better strategy.

The supervision and multi-sectoral guarantee mechanism of the global marine sulphur limit—assessment from Chinese shipping industry

To significantly reduce sulfur oxides emissions from fossil fuel-powered ships, reduce air pollution in ports and slow ocean acidification, the International Maritime Organization (IMO) has imposed the new 0.50%m/m limit (reduced from 3.50%m/m in the past) on sulphur in ships’ fuel oil. This has given rise to a host of issues regarding fuel replenishment operations, safe operation management, maritime regulation, and coordinated governance of air and climate. In response to ocean acidification and climate change, regulations on the use of low-sulfur oil or alternative fuels by ships greatly reduce sulfur oxide emissions, but have no significant impact on reducing greenhouse gas emissions. In fact, the refining process for low-sulfur fuels and the use of the gas cleaning system on ships both increase energy consumption and carbon dioxide emissions. To ensure the decarbonization process of shipping industry, there is an urgent need for a conceptual change in global ocean governance so as to promote the coordinated governance of air pollution and climate change. China’s conception of “a maritime community with a shared future” provides a new model for global ocean governance. The Chinese government has formulated regulations at different levels to promote the coordinated management of atmospheric pollutants and greenhouse gas emissions. Regarding supervision of sulfur oxide emissions from ships, this study proposes to build a multi-department collaborative supervision mechanism from marine fuel life cycle to enhance sulfur oxide monitoring and risk control capabilities. Specific measures of the proposed supervision mechanism include: the joint supervision of compliant fuel supply, the compliant fuel information disclosure platform, a joint law enforcement mechanism for atmospheric pollution, the ability of intelligent ship exhaust monitoring, and the construction of port power infrastructure.

Synthesis of refinery desulfurization solvent network with multi-stage solvent regeneration

Increasing process of sour crude oil and demand of low-sulfur oil products expand the desulfurization units in refineries, which raises the desulfurization solvent circulation as well as the energy cost for solvent regeneration. In this work, synthesis of desulfurization solvent network with multi-stage solvent regeneration is investigated to reduce the energy cost. Firstly, this work presents superstructures for desulfurization solvent network with regeneration considering one-stage structure, two-stage cascaded structure, and two-stage parallel structure, respectively. Next, mathematical models for the three cases are formulated as nonlinear programming problems where the objective function aims to minimize the total energy consumption. Finally, a case study is conducted to illustrate the proposed method. The results show that the two-stage structures reduce more energy costs than the one-stage structure by 7.65% and 8.46%, respectively, which means that two-stage regeneration is more attractive. Besides, the parallel structure is better than the cascaded structure, because the energy requirement for solvent regeneration is more sensitive to the outlet concentration of hydrogen sulfide than the inlet concentration.

Reuse of low sulfur oil residues as a base for boiler and marine fuel

THE PURPOSE. A complex of various physico-chemical methods has been studied to explore the possibilities of reuse of oil residues (oil sludge) of low-sulfur high-paraffin oil deposits of the Mangyshlak peninsula (Kazakhstan) as a promising raw material for boiler and marine fuel with improved operational and environmental characteristics.METHODS. Determination of the conditional viscosity of oil sludge (in degrees Engler, ° E) was carried out using an Engler viscometer VU-M-PCP according to GOST 6258-85 «Petroleum products. The method of determining the conditional viscosity». Studies of the lowest working heat of combustion of oil sludge were carried out using an adiabatic bomb calorimeter ABK-1B (Russia) according to GOST 21261-91 "Petroleum products. Method for determining the highest heat of combustion and calculation of the lowest heat of combustion". Determination of the mass fraction of sulfur in the studied oil sludge was also carried out using an adiabatic bomb calorimeter ABK-1B (Russia) according to GOST 3877-88 «Petroleum products. Method of determination of sulfur by burning in a calorimetric bomb». To analyze the results obtained, data obtained using the nuclear magnetic resonance method were used. Proton NMR spectra were recorded on a Bruker AVANCE III NMR spectrometer operating at a frequency of 600.13 MHz for 1H and equipped with a highresolution inverse sensor for three cores (TXI, 5 mm). Data processing and analysis were performed using Bruker Topspin 3.6.1.RESULTS. It is shown that in terms of heat of combustion and viscosity properties at temperatures above 50 oC, this oil sludge is similar to boiler fuel oil M100. It was found that the use of carbonate sludge of chemical water treatment at a concentration of 0.1 wt. % allows you to further reduce the viscosity by 5-6% and reduce the sulfur content in the combustion products, without reducing the lower working heat of combustion of the oil product. The complex nature of the relationship between the width of NMR lines and viscous properties has been revealed, which may indicate the existence of associates of highmolecular paraffins even in slightly viscous liquid petroleum products. The nature and characteristic sizes of the resulting associates are discussed. It is shown that the addition of medium-distillate diesel fractions will make it possible to obtain a better fuel option for marine engines, gas turbine and boiler installations with a reduced amount of resinous-asphaltene substances, reduced viscosity values and solidification temperatures, high heat of combustion and low sulfur content.СONCLUSION. The conducted complex of physico-chemical studies has shown the possibility of using low-sulfur Mangyshlak oil sludge as a basis for obtaining fuel for marine engines, gas turbine and boiler plants, steam boilers and industrial furnaces.

Origin and environmental implications of dibenzothiophenes in the Huanghekou East Sag and the Laizhouwan Northeast Sag, Bohai Bay Basin

A suite of nine oils from Huanghekou East Sag and Laizhouwan Northeast Sag, Bohai Bay Basin, China, were analysed to investigate the effect of the depositional environment on dibenzothiophenes. Five oils were high-sulfur oils (HSOs, sulfur content >1%) from Huanghekou East Sag while other four oils were low-sulfur oils (LSOs). The major organic matter inputs of all oils were algae, and specific algae might contribute to the high molecular weight alkanes and C29 steranes of HSOs. HSOs mainly originated from carbonate-rich source rocks in more saline environments while LSOs derived from clay-rich source rocks deposited in freshwater conditions, as supported by a series of biomarkers, including phytane, gammacerane, terpanes and their abundance ratios. Maturity parameters show that the samples are all in the low mature to mature stage. The methylated dibenzothiophenes are more abundant in HSOs than those in LSOs. The major sources of methylated dibenzothiophenes are algae and bacteria while the dibenzothiophene is more derived from terrigenous plants, according to the carbon isotope values of individual compounds. Abundant bacterially generated H2S as well as reducing depositional environment result in transformation from algae-originated organic matter to relatively large amount of dibenzothiophenes, further, carbonate-rich source rocks might inhibit the demethylation, leading to the more abundance of methylated dibenzothiophenes in HSOs. Parameters derived from dibenzothiophenes, such as the ratios: methyldibenzothiophenes/methylphenanthrenes, methyldibenzothiophenes/phenanthrenes, dimethyldibenzothiophenes/dimethylphenanthrenes, and dimethyldibenzothiophenes/phenanthrenes are most useful for indicating reducing depositional environments among HSOs and LSOs.

A Study on Welding-induced Temperature Distribution and Deformation of IMO Type C LNG Fuel Tank Support Structures

The burden on ship owners and shipping companies has increased due to the International Maritime Organization’s (IMO's) environmental regulations. The countermeasures against these regulations involve using low sulfur oil, installing scrubbers, and using liquefied natural gas (LNG) fuel. Among them, the demand for LNG propulsion ships is currently the highest. The most widely used storage device for LNG fuel is the IMO type C tank. The structure of the IMO type C tank is divided into a container part (pressure vessel) and a support part (saddles). In general, epoxy resin for load-bearing and wooden blocks are applied between the pressure vessel and saddles. When the saddles of the saddle-tank integrated fuel tank are welded to a hull, melting of the resin or burn-damage on the wooden blocks may occur due to the welding heat. Therefore, in this study, the temperature distribution of the saddle is checked, and the appropriate minimum height of the saddle is proposed to prevent the functional loss of the resin and wooden blocks during the installation of the saddle-tank integrated fuel tank. In addition, the initial deformation of the saddle according to the welding direction and sequence is evaluated to identify the effect of the welding on the installation of the saddle-tank separated fuel tank.

The geochemical characteristics of the Paleogene lacustrine source rock and Cenozoic oil in the eastern Huanghekou Sag, Bohai Bay Basin, China: An oil–source rock correlation

Oil source correlations were conducted through bulk carbon isotope composition, source-related biomarkers, and maturity-related parameters to characterize the differences between two Paleogene lacustrine source rocks the Shahejie third (Es3) and fourth (Es4) members, utilizing seven Cenozoic crude oils. Es3 is dominated by type II1 sapropel kerogen, and Es4 is dominated by type II2 humic kerogen. The Es4 source rock has high gammacerane content, low Pr/Ph, high C30 steranes, high dinosteranes, and low β-/γ- and α-/γ-methyltrimethyltridecylchroman (MTTC), indicating a transgression in a saline lake during sedimentation. The low abundance of short-chain n-alkanes, high carbon peak number, abundant perylene, cadalene, and retene indicate that the Es4 input included significant amounts of ferns and gymnosperms. In contrast, the Es3 source rock was deposited in a moderately deep freshwater lake and had relatively more angiosperm and algal input with high oleanane to C30 hopane and high 1,2,7-/1,2,6- trimethylnaphthalene (TMN) ratios. The oils have relatively high sulfur content except oil O1. The larger population of oils were derived from the Es4 system, and were mixed with the low sulfur oil produced by Es3. The oil maturity parameters are generally higher than those seen in the two source where sampled, indicating that the oils were generated from source kitchens of higher thermal maturity in the east and south. The results of this study will contribute to the understanding of the evolution of Paleogene sedimentary environments and regional oil and gas exploration.

Reducing pollutant emissions from vessel maneuvering in port areas

We propose an activity-based model to calculate ships’ exhaust emissions while maneuvering in port. The exhaust emissions from the seven international commercial ports in Taiwan (namely Kaohsiung, Keelung, Taichung, Taipei, Hualien, Anping, and Suao) were calculated using actual data. Then, the regional ship exhaust emissions were estimated based on the number and size of ships and the type of fuel they used. Our method of predicting and evaluating the effectiveness of green port policies is shown to be intuitive and precise. Small vessels, which are the most common vessel type to enter and leave Taiwan ports, were shown to generate most of the emissions, but unit emissions from large vessels were the highest among three types of vessels (i.e., small, medium, and large). Moreover, greenhouse gas (GHG) emissions corresponded to sailing speed. Taiwan International Ports Co., Ltd (TIPC) has slightly reduced carbon dioxide equivalent and sulfur oxide emissions by implementing a green port policy, consisting of multiple ways of building a sustainable port environment (such as vessel speed reduction and use of low-sulfur oil). However, nitrogen oxide emissions have not decreased significantly. Our findings indicate that lower speeds and onshore power supply can reduce local air pollution, and assist transportation authorities, who should consistently monitor GHG emissions in port, to proactively respond to the International Maritime Organization’s regulations for ensuring a sustainable future.

Origin and Geochemical Implications of Hopanoids in Saline Lacustrine Crude Oils from Huanghekou East Sag and Laizhouwan Northeastern Sag, Bohai Bay Basin.

A suite of low-mature crude oils (five high-sulfur oils and six low-sulfur oils) from the Huanghekou and the Laizhouwan Sags, Bohai Bay Basin, are analyzed to investigate the fate of the hopanoids. Abundant hopanes, such as secohopanes, 25-norhopanes, benzohopanes, aromatized secohopanes, and sulfide hopanes, are identified, and their carbon isotope compositions are determined. Varying 13C isotope values of C31 hopane (−38.7–34.0‰) and C29-30 hopanes (−38.5–31.5‰) suggest different bacterial sources of these compounds. The presence of 25-norhopanes with enriched heavy carbon isotopes in severely biodegraded oils suggests that they are microbially mediated products. The detection of the isotopically depleted C29 and C30 D-ring-8,14-secohopanes (−45.6–41.2‰) indicates that secohopanes are from methane-oxidizing bacteria (methanotrophs). The presence of isorenieratane, lower aryl isoprenoid ratios, and a good correlation between the sulfur content and the gammacerane index indicate the presence of green sulfur bacteria (Chlorobiaceae) under photic zone euxinic conditions. Water column stratification results in good preservation of the organic matter, and it is in favor of diversity of aquatic microorganisms. The ratios of C35/C34 sulfide hopane, C35 sulfide hopane-2/C35 sulfide hopane-1, and C35/C34 benzohopane are influenced by the reducing environments in this region. In addition, the D-ring monoaromatized 8,14-secohopanoid/(D-ring monoaromatized 8,14-secohopanoid + benzohopanes) and C31–C35 secomoretanes/secohopanes are affected by the maturity. We hypothesize that the reducing environments and thermal effects are important markers for the hopanoid transformation, including the incorporation of inorganic sulfur in substituting functional groups, cyclizing, aromatizing, and opening ring C of the hopanoids.

Ship emissions around China under gradually promoted control policies from 2016 to 2019

Abstract. Ship emissions and coastal air pollution around China are expected to be alleviated with the gradual implementation of ship domestic emission control area (DECA) policies. However, a comprehensive post-assessment on the policy's effectiveness is still lacking. This study developed a series of high-spatiotemporal ship emission inventories around China from 2016 to 2019 based on an updated Ship Emission Inventory Model (SEIM v2.0) and analyzed the interannual changes in emissions under the influence of both ship activity increases and gradually promoted policies. In this model, NOx, SO2, PM and HC emissions from ships in China's inland rivers and the 200 Nm (nautical miles) coastal zone were estimated every day with a spatial resolution of 0.05∘×0.05∘ based on a combination of automatic identification system (AIS) data and the Ship Technical Specifications Database (STSD). The route restoration technology and classification of ocean-going vessels (OGVs), coastal vessels (CVs) and river vessels (RVs) has greatly improved our model in the spatial distribution of ship emissions. From 2016 to 2019, SO2 and PM emissions from ships decreased by 29.6 % and 26.4 %, respectively, while ship NOx emissions increased by 13.0 %. Although the DECA 1.0 policy was implemented in 2017, it was not until 2019 when DECA 2.0 came into effect that a significant emission reduction was achieved, e.g., a year-on-year decrease of 33.3 %, regarding SO2. Considering the potential emissions brought by the continuous growth of maritime trade, however, an even larger SO2 emission reduction effect of 39.8 % was achieved in these 4 years compared with the scenario without switching to cleaner fuel. Containers and bulk carriers are still the dominant contributors to ship emissions, and newly built, large ships and ships using clean fuel oil account for an increasingly large proportion of emission structures. A total of 4 years of consecutive daily ship emissions were presented for major ports, which reflects the influence of the step-by-step DECA policy on emissions in a timely manner and may provide useful references for port observation experiments and local policy making. In addition, the spatial distribution shows that a number of ships detoured outside the scope of DECA 2.0 in 2019, perhaps to save costs on more expensive low-sulfur oil, which would increase emissions in farther maritime areas. The multiyear ship emission inventory provides high-quality datasets for air-quality and dispersion modeling, as well as verifications for in situ observation experiments, which may also guide further ship emission control directions in China.

Investigating the Compatibility of Various Components in Marine Low-Sulfur Fuel Oil by Molecular Dynamics Simulations

Asphaltene aggregation and precipitation are one of the major issues for marine low-sulfur fuel oil used on board. Many research studies have been carried out to investigate the aggregation behavior of asphaltene under different conditions, but the mechanism of asphaltene aggregation in low-sulfur fuel oil at the molecular level is still unclear. In this work, molecular dynamics (MD) simulations were performed to calculate the solubility parameters, intermolecular interaction energies, and radial distribution function (RDF) curves of each component in marine low-sulfur fuel oil to examine their mutual compatibility. Simulation results indicate that the solubility parameter of resin gains the highest value and it is close to asphaltene. The solubility parameters of aromatic, hexadecane, and saturate decrease successively. The interaction energy between resin and asphaltene molecules is higher than that between the same kind of molecules, which means that resin can inhibit the aggregation of asphaltene molecules. Typically, a light distillate component (hexadecane) is added to heavy fuel oil to yield low-sulfur oil, and our calculations reveal that this has a negative effect on asphaltene aggregation. Specifically, asphaltene is more likely to self-aggregate, as shown by the increase in peak height in the radial distribution function of the asphaltene-asphaltene pair. The findings of this study will provide theoretical support for the production of marine low-sulfur fuel.

Deliverability of Gas condensate "sandstone reservoir"Khabour Fm. Akkas Field,western Iraq

The Khabour Fm. (ordovicain) presents a prospective target for exploration and developiment, as it certains "Gas Condensate" light gravity, low sulfur oil, and sweet gas as proven by Akkas field, in the western desert of Iraq .
 Gas- condensate project is in depth,hot,low permeability reservoir in the upper K1,K3,K5 sandstone members ,it's well known that the deliverability of gas-condensate wells can be improved by the formation of acondensate bank once a bottomhole pressure drope below the dewpoint.
 Improving deliverability can be improved by use the techniques as,Fracturing andchemical treatment.
 The Khabour formation total thickness is 1913m,represntaed by elastic series mainly shaly intercalated with sandstone beds in the lower part and by well developed sandstone beds in the upper part, In Akk-1 which is subdivided into eight members according to sand /shale ratio, the need for accurate estimate for reservoir properties of these member extends to the whole life cycle of a reservoir; detailed
 simulation and planning of future production which including for discovery , appraisal , planning , development and production from Akkas field.

Forecasting the quality of mineral oils during oil refining according to the fuel and oil flow chart at Atyrau Refinery

The article discusses the problem of rational oil refining at Atyrau Refinery. Based on a detailed study of the properties of low-sulfur oils of Kazakhstan, in order to assess the potential for the selection of petroleum oils, effective refining methods with modern technologies are shown. A graph is given that allows us to assess the raw mate-rial potential of the Republic of Kazakhstan for lube fractions of oil. The potential reserve of the considered deposits can fully meet the needs of the Republic in oils. The physical and chemical properties of crude oil sup-plied to Atyrau refinery, with a view to their use as raw materi-als for the oil refining and production. The results of experiments on hydrocracking of the plant’s vacuum gasoil are also presented, indicating that this refining option allows you to obtain not only light distillates (gasoline and diesel fuel), but also excellent base oils. This can significantly advance the oil refining in the enterprise as a whole. On the basis of experimental studies, the correlation dependence of the viscosity index on the hydrocarbon-type composition of oils was revealed, which allows predicting the quality of the resulting product.

Lifespan cost analysis of alternatives to global sulphur emission limit with uncertainties

Following the updated global sulphur emission cap from 1 January 2020, shipowners are facing an increasing cost burden to comply with the new regulation in a tough shipping market. This research compares the lifespan costs of three main alternatives, all of which can satisfy the 2020 global sulphur emission regulation. A lifespan cost analysis model is built considering several cost items across the three alternatives, including the initial cost of investment, maintenance cost and fuel consumption cost. Two vessels with a capacity of 5000 and 10,000 TEUs are selected as case study vessels. The @risk software is utilized to conduct an uncertainty analysis with respect to the fuel price and the discount rate to test the three alternatives in different circumstances. The results indicate that the larger the vessel, the lower the discount rate, and the greater the price of Mixed Fuel Oil (a mixture of Very Low Sulphur Oil and Marine Gas Oil), the more attractive the scrubber option. Quantitatively, if the refining technology of low-sulphur fuel improves in the future and the price differential between Mixed Fuel Oil and Heavy Sulphur Fuel Oil decreases to $29 per ton for the 5000 TEU vessel or $27 per ton for the 10,000 TEU vessel, the fuel-switch alternative will be as competitive as the use of a scrubber in terms of the lifespan cost. Additionally, as the discount rate increases, the cost gap between the use of a scrubber and the other two alternatives gradually decreases.