Marine Diesel Oil Research Articles

Investigation of Applying Technical Measures for Improving Energy Efficiency Design Index (EEDI) for KCS and KVLCC2

While extensive research is being conducted to reduce greenhouse gases in industrial fields, the International Maritime Organization (IMO) has implemented regulations to actively reduce CO2 emissions from ships, such as energy efficiency design index (EEDI), energy efficiency existing ship index (EEXI), energy efficiency operational indicator (EEOI), and carbon intensity indicator (CII). These regulations play an important role for the design and operation of ships. However, the calculation of the index and indicator might be complex depending on the types and size of the ship. Here, to calculate the EEDI of two target vessels, first, the ships were set as Deadweight (DWT) 50K container and 300K very large crude-oil carrier (VLCC) considering the type and size of those ships along with the engine types and power. Equations and parameters from the marine pollution treaty (MARPOL) Annex VI, IMO marine environment protection committee (MEPC) resolution were used to estimate the EEDI and their changes. Technical measures were subsequently applied to satisfy the IMO regulations, such as reducing speed, energy saving devices (ESD), and onboard CO2 capture system. Process simulation model using Aspen Plus v10 was developed for the onboard CO2 capture system. The obtained results suggested that the fuel change from Marine diesel oil (MDO) to liquefied natural gas (LNG) was the most effective way to reduce EEDI, considering the limited supply of the alternative clean fuels. Decreasing ship speed was the next effective option to meet the regulation until Phase 4. In case of container, the attained EEDI while converting fuel from Diesel oil (DO) to LNG was reduced by 27.35%. With speed reduction, the EEDI was improved by 21.76% of the EEDI based on DO. Pertaining to VLCC, 27.31% and 22.10% improvements were observed, which were comparable to those for the container. However, for both vessels, additional measure is required to meet Phase 5, demanding the reduction of 70%. Therefore, onboard CO2 capture system was designed for both KCS (Korea Research Institute of Ships & Ocean Engineering (KRISO) container ship) and KVLCC2 (KRISO VLCC) to meet the Phase 5 standard in the process simulation. The absorber column was designed with a diameter of 1.2–3.5 m and height of 11.3 m. The stripper column was 0.6–1.5 m in diameter and 8.8–9.6 m in height. The obtained results suggested that a combination of ESD, speed reduction, and fuel change was effective for reducing the EEDI; and onboard CO2 capture system may be required for Phase 5.

An introduction of future fuels on working ship for GHGs reduction: Trailing suction hopper dredger case study

This paper examines technical feasibility of implementation of future fuels on Trailing Suction Hopper Dredger (TSHD) working ship, with goal to reduce GHGs. In order to determine suitable future fuel for that purpose, the analysis of fuel efficiency, emissions and environmental impact, viability, availability, safety regulations preparedness and current market engine solutions is done first, and methanol, ammonia and hydrogen are chosen as possible choices. Among them, methanol and ammonia are chosen for further detailed examination of their possible implementation with retrofit of a TSHD prototype fuelled by marine diesel oil (MDO), thus enabling comparison of design versions. After evaluation of design versions for operational, safety and risk, and ecological properties, the marine methanol fuel (MMF) proves its technical feasibility for implementation on TSHD ship, while ammonia failed to satisfy risk reduction requirements from the authorities. Although methanol fuel does not reduce GHGs completely, it enables “green transition” towards fulfilling of IMO future goals of zero carbon emission. The hydrogen is not assessed here because of the technological readiness level not as close in sight as for ammonia and methanol.

Methane-assisted catalytic light oil desulfurization: Catalyst design, sulfur product distribution analysis and mechanistic study

The desulfurization of natural oil feedstock for fuel purposes is crucial for environmental protection and sustainable development. Methane is the main component of natural gas resources with low added value. Distinctive characteristics are demonstrated if methane can be directly used for oil desulfurization, instead of being converted into hydrogen via methane stream reforming for hydrodesulfurization. Here, the methane-assisted catalytic desulfurization process is specifically developed for light oils such as marine diesel oil. First, different catalyst supports are selected and compared, among which Al2O3 is confirmed to provide the most favorable reaction performances. Then, the reaction is operated under different gas atmospheres including CH4, N2, and H2, to reveal the uniqueness of methane for a desulfurization process. Next, model compound oils are selected with thiophene as the sulfur-containing oil component. Heptane and toluene are used as solvents to represent paraffin-rich and aromatic-rich oil, respectively. It is found that the structural characteristic of the oil significantly influences the desulfurization performance and product distribution, based on which the respective reaction mechanism networks are proposed. It is concluded that despite the unparalleled desulfurization performance under hydrogen, the methane-assisted desulfurization process demonstrates distinctive characteristics to prevent light end loss and oversaturation as well as the formation of H2S as the primary desulfurization product, which can be better utilized under certain circumstances.

Combustion and Exhaust Gas Characteristics of Residual Oil Mixed with Air-Fine Mixture in Medium-Speed Marine Diesel Engine

In the marine engineering field, research has been conducted to reduce fuel consumption and emissions of harmful exhaust gases from medium- and low-speed diesel engines by improving supercharging performance, scavenging efficiency, and introducing electronic control technology, etc., and these technologies have been put to practical use. However, most of these technologies have been applied to newly constructed vessels, and oxygen-containing fuels such as water-emulsion fuel and DME fuel have not yet been put to practical use. In this study, the effects of heating high viscosity residual oil and mixing air into the fuel as fine bubbles on the combustion and exhaust characteristics of the fuel were investigated using a practical medium-speed marine diesel engine. As a result, the fuel consumption reduction effect was confirmed when fine air bubbles were mixed in heated residual oil, as is the case with them being blended into marine diesel oil. In particular, the maximum reduction was 7% at 75% load and 0.2L/min air volume, and the average reduction was 3.2% at 75% load. In terms of the exhaust gas characteristics of the fuel, no significant reduction in NOx was observed when microbubbles were mixed, but smoke values were reduced by up to 33%.

Chemical characterization of combustion engine exhaust and assessment of helicopter deck operator occupational exposures on an offshore frigate class ship

Diesel engine exhaust (DE) consists of a complex mixture of gases and aerosols, originating from sources such as engines, turbines, and power generators. It is composed of a wide range of toxic compounds ranging from constituents that are irritating to those that are carcinogenic. The purposes of this work were to characterize DE originating from different engine types on a ship operating offshore and to quantify the potential exposure of workers on the ship’s helicopter deck to select DE compounds. Sampling was conducted on a Norwegian Nansen-class frigate that included helicopter operations. Frigate engines and generators were fueled by marine diesel oil, while the helicopter engine was fueled by high flash point kerosene-type aviation fuel. Exhaust samples were collected directly from the stack of the diesel engine and one of the diesel generator exhaust stacks, inside a gas turbine exhaust stack, and at the exhaust outlet of the helicopter. To characterize the different exhaust sources, non-targeted screening of volatile and semi-volatile organic compounds was performed for multiple chemical classes. Some of the compounds detected at the sources are known irritants, such as phthalic anhydride, 2,5-dyphenyl-p-benzoquinone, styrene, cinnoline, and phenyl maleic anhydride. The exhaust from the diesel engine and diesel generator was found to contain the highest amounts of particulate matter and gaseous compounds, while the gas turbine had the lowest emissions. Personal exposure samples were collected outdoors in the breathing zone of a helicopter deck operator over nine working shifts, simultaneously with stationary measurements on the helicopter deck. Elemental carbon, nitrogen dioxide, and several volatile organic compounds are known to be present in DE, such as formaldehyde, acrolein, and phenol were specifically targeted. Measured DE exposures of the crew on the helicopter deck were variable, but less than the current European occupational exposure limits for all compounds, except elemental carbon, in which concentration varied between 0.5 and 37 µg/m3 over nine work shifts. These findings are among the first published for this type of working environment.

Estimating hydrogen usage of a Crew Transport Vessel fleet for Offshore Windfarm maintenance

This paper presents an estimate for the mass of hydrogen that would be needed to power the current fleet of Crew Transport Vessels (CTVs) used for maintaining the German offshore wind farms and how this demand may be geographically distributed. The estimate is based on a calculation of the marine diesel oil consumption of the current fleet, which is further employed for estimating the current emissions of these activities. Based on the predicted price of hydrogen, bunkering the CTV fleet with hydrogen may become economically advantageous in the future. Moreover, using hydrogen may reduce CO2 emissions. Results have been obtained by using vessel position data, weather data, and diesel consumption estimates. As a shortcoming, certain effects are excluded from the current estimate. However, this work presents an approach that can be improved and used for estimating hydrogen consumption in future scenarios. In these scenarios, a vessel type and parameters can be set. While here the challenge was to create a generic model that can be applied to multiple types of vessels.

Liquefied Natural Gas (LNG) as a Transitional Choice Replacing Marine Conventional Fuels (Heavy Fuel Oil/Marine Diesel Oil), towards the Era of Decarbonisation

As environmental regulations on sulphur emissions become more severe, the maritime sector is looking for alternative solutions. This study evaluates greenhouse gas (GHG) reduction alternatives and their combined ability to decarbonise international transport. Liquefied natural gas (LNG) is becoming widely used, reducing CO2 emissions by 20–30 percent, while it has similar action in other emissions such as SOX. Although costs are attractive, methane slip, which depends on the engine type, reduces GHG gains. Replacing conventional fuels such as heavy fuel oil and marine diesel oil with alternative ones is an effective method to decrease SOx emissions. Liquefied natural gas is highly appreciated as an alternative fuel for maritime transportation. In this frame, the possibility of using alternative fuels, such as LNG, to reduce NOx, CO2 and SOx emissions in Heraklion Port, including certain regionally defined waters, over the life of the vessel will also be explored. The study is conducted for ships calling at Heraklion Port and using alternative fuel such as LNG in different modes (cruising, hotelling, manoeuvring). A fuel-based emission reduction factor, rEif, is defined in relation to the comparison of two different fuels: conventional (heavy oil, marine diesel) and alternative fuels (LNG). The bottom-up method is used for this data analysis. This study, by defining the reduction of several emissions with the use of LNG, indicates that it is actually an efficient transitional fuel to lead international transport to decarbonisation.

Do global environmental drivers' ocean acidification and warming exacerbate the effects of oil pollution on the physiological energetics of Scylla serrata?

Global climate change-induced ocean warming and acidification have complex reverberations on the physiological functioning of marine ectotherms. The Sundarbans estuarine system has been under threat for the past few decades due to natural and anthropogenic disturbances. In recent years, petroleum products' transportation and their usage have increased manifold, which causes accidental oil spills. The mud crab (Scylla serrata) is one of the most commercially exploited species in the Sundarbans. The key objective of this study was to delineate whether rearing under global environmental drivers (ocean acidification and warming) exacerbates the effect of a local driver (oil pollution) on the physiological energetics of mud crab (Scylla serrata) from the Sundarbans estuarine system. Animals were reared separately for 30days under (a) the current climatic scenario (pH 8.1, 28°C) and (b) the predicted climate change scenario (pH 7.7, 34°C). After rearing for 30days, 50% of the animals from each treatment were exposed to 5mg L-1 of marine diesel oil for the next 24h. Physiological energetics (ingestion rate, absorption rate, respiration rate, excretion rate, and scope for growth), thermal performance, thermal critical maxima (CTmax), acclimation response ratio (ARR), Arrhenius activation energy (AAE), temperature coefficient (Q10), warming tolerance (WT), and thermal safety margin (TSM) were evaluated. Ingestion and absorption rates were significantly reduced, whereas respiration and ammonia excretion rates significantly increased in stressful treatments, resulting in a significantly lower scope for growth. A profound impact on thermal performance was also noticed, leading to a downward shift in CTmax value for stress-acclimated treatment. The present results clearly highlighted the detrimental combined effect of global climatic stressors and pollution on the physiological energetics of crabs that might potentially reduce their population and affect coastal aquaculture in forthcoming years.

Techno–Economic and Risk Evaluation of Combined Cycle Propulsion Systems in Large Container Ships

Owing to the stringent regulations on pollutant emissions that are imposed by the International Maritime Organization and increasing fuel prices, there has been significant research on developing cleaner fuels and novel propulsion systems. This study presents a techno-economical and risk assessment method for evaluating alternative propulsion technologies and cleaner fuels as substitutes for heavy fuel oil and two-stroke diesel engines in marine transportation. This analysis was carried out for two different journeys. Accordingly, we evaluated the economic benefits of using an enhanced intercooler/reheat combined gas and steam cycle or simple and intercooler/reheat combined gas and steam cycles that were fueled by marine diesel oil or liquified natural gas instead of a two-stroke diesel engine that was fueled by MDO as the propulsion system in a large container ship, considering different shipping routes. The results highlighted the advantages of implementing the simple, intercooler/reheat, and enhanced combined gas and steam cycles as propulsion systems. A sensitivity analysis was performed to investigate the effects of the fuel cost, capital cost, and hull fouling resistance on the economic analysis. For the routes that were considered herein, compared to a two-stroke diesel engine that was fueled by MDO, the simple, intercooler/reheat, and enhanced gas and steam combined cycles that were fueled by LNG increased the net present value by 78.3%, 78.5%, and 76.4%, respectively, and reduced the payback period by 38.8%, 38.9%, and 35%, respectively. Furthermore, the fuel and capital costs had a significant influence on the overall economic profit.

Development of Rhizophora mangle (Rhizophoraceae) and Avicennia schaueriana (Avicenniaceae) in the presence of a hydrocarbon-degrading bacterial consortium and marine diesel oil.

The development of Rhizophora mangle and Avicennia schaueriana seedlings impacted by marine diesel oil (MDO) was evaluated in the presence or absence of a hydrocarbon-degrading bacterial consortium (HBC). The bioassays were conducted in a greenhouse during 6 months and consisted of three different treatments (control, MDO only and MDO + HBC). The bacterial consortium was mainly composed of Bacillus spp. (73%), but Rhizobium spp., Pseudomonas spp., Ochrobactrum spp., and Brevundimonas spp. were also present. After 6 months, A. schaueriana seedlings showed higher mortality compared to those of R. mangle; R. mangle exhibited 68% (control), 44% (MDO alone) and 50% (MDO + HBC) seedlings survivorship compared to 42% (control), 0% (MDO alone) and 4% (MDO + HBC) for A. schaueriana. This variability may be due to differences in species physiology. Stem growth, diameter and number of leaves remained constant during the 6 months of the experiment with marine diesel oil and hydrocarbon-degrading bacterial consortium (MDO + BBC). For both mangrove species, bacterial enzymatic activity in the sediments was sufficient to maintain cell counts of 107cellscm-3 in the rhizospheric soil and possibly synthetize the extracellular polymeric substances (EPS) that may emulsify and solubilize oil products.

Techno-Environmental Mission Evaluation of Combined Cycle Gas Turbines for Large Container Ship Propulsion

The stringent regulations set by the International Maritime Organization on pollutant emissions combined with the rise in fuel prices have stimulated research on cleaner fuels and new propulsion systems. This study describes a new method for evaluating alternative technologies and cleaner fuels that can be utilised in the marine sector to replace heavy fuel oil and diesel engines, and thus improve their performance while lowering carbon dioxide and nitrogen oxide emissions. The proposed techno-environmental technique allows consistent evaluation of simple intercooler/reheat gas and steam combined cycles fuelled by marine diesel fuel and liquefied natural gas, instead of a two-stroke diesel engine fuelled by marine diesel fuel, as a propulsion system of a large container ship. The implementation of the enhanced combined gas and steam cycles, and combined gas and steam cycles, fuelled by liquefied natural gas, increases the engine’s efficiency by 11% as compared with that of two-stroke diesel engines that run on marine diesel oil, while decreasing carbon dioxide and nitrogen oxide emissions by 44.7% and 76.3%, respectively. In addition, the advantages of using a gas and steam combined cycle to burn LNG over the gas and steam combined cycle for burning marine diesel oil are demonstrated.

Polymer hydrogel for water removal from naphthenic insulating oil and marine diesel

The control of water content in industrial oils and fuels is a key factor to avoid degradation during the storage period and guarantee their expected performance. Thus, our work investigated the application of polymer hydrogel to remove water from naphthenic insulating oil (NIO) and marine diesel oil (MDO). Two acrylamide-based hydrogels were synthesized by free radical polymerization: poly(acrylamide-co-sodium acrylate) and poly(acrylamide-co-acrylonitrile). Prior to batch tests for water removal, the hydrogels were characterized by SEM, pore size distribution, DVS, FTIR, and XDR. An extensive physicochemical characterization of MDO and NIO was performed, including the determination of water solubility curves. A 22 factorial design with duplicates was carried out to examine the effects of the hydrogel mass and hydrogel type on the water content in the oils. Finally, kinetic and thermodynamic studies of the water removal process were carried out. In just 60 min, the hydrogel removed approximately 80% of water from NIO and MDO, considering 1 g of hydrogel and 50 mL of emulsion at 25 °C. The two lowest temperatures studied (25 °C and 35 °C) showed the best hydrogel performance. Tests of hydrogel reuse showed the polymer can be regenerated without losing its water removal capacity.

Removal of Petroleum Hydrocarbons from Brackish Water by Natural and Modified Sorbents

Crude oil and petroleum products made from it are increasingly being extracted and consumed worldwide as an important energy source. During necessary transportation, e.g., by tanker, an oil spill might occur, which leads to water pollution by oil. One of the methods of cleaning up oil spills is to use sorbents, preferably made from natural materials. This study evaluates the remediation efficiency of brackish water polluted with crude oil, marine diesel oil (MDO) and lubricating oil. The experiment was performed with three different sorbents (straw, straw modified with methoxytrimethylsilanes (MTMS) and wood chip shavings) and without them. The evaporation loss and the dissolved and sorbed fractions of oil were measured by gas chromatography (GC) to evaluate remediation efficiency. Hydrophobization made the natural sorbents buoyant for the duration of the experiment, with only a slight increase in the maximum sorption capacity. The sorbents increased the evaporation of the oils and also of the water, reduced the proportion of the oil dissolved in water and retained the sorbed proportion for the lubricating oil and partly for the MDO, to such an extent that it could not be extracted entirely even after a 60-min extraction time.

NH3 combustion using three-layer stratified fuel injection for a large two-stroke marine engine: Experimental verification of the concept

A unique liquid NH3 spray combustion concept for a compression ignition engine, which applies a "three-layer stratified fuel injection comprising a supporting fuel / liquid NH3 / supporting fuel (i.e., NH3 stratified injection)” concept, in which the liquid NH3 is sandwiched by the supporting fuels, is proposed for a large two-stroke marine engine. The supporting fuel is a liquid fuel which can be ignited and burnt easily, such as marine gas oil, marine diesel oil, biodiesel oil and synthetic diesel oil produced from renewable energies. The three layers were injected sequentially from a single nozzle, and a three-layered spray was formed. To verify the combustion concept, a constant volume combustion chamber and a stratified fuel injection system were developed to simulate combustion in the cylinder of a large two-stroke engine. We then confirmed that the stratified fuel injection system can very nearly realize a two- or three-layer spray, by measuring the energy injection rate during one injection period. In the experiments, the heat release rates and combustion gas compositions for the NH3 stratified injection were evaluated. From the experimental results, and using the combustion concept, we found that the fuel is ignited and burns up the NH3 in the NH3 stratified injection; it also suppresses N2O production via the combustion of the supporting fuel in the third layer. Consequently, it was found that the combustion concept is effective for liquid NH3 spray diffusion combustion in large two-stroke marine engines.

LNG vs. MDO in Marine Fuel Emissions Tracking

The continuous increase in global maritime freight transport has led to an increase in emissions. The port of Heraklion was selected as a case study to investigate the environmental impact of shipping in wider areas. Two different maritime fuels were examined: the conventional maritime fuel, marine diesel oil (MDO), and an alternative maritime fuel, liquified natural gas (LNG). To carry out this study, real data from the port of Heraklion, the Lloyd’s Register Fairplay (LRF) Sea-Web database, and literature reviews were used. The bottom-up method was adopted for data processing. The results of this study demonstrate that alternative maritime fuels, such as LNG, could drastically reduce SO2, NOx, PM, and CO2 emissions.

Emissions assessment of a tanker in a chilean port using bi-directional cold ironing integrated to LNG

Air pollution in coastal cities and nearby communities has become a health problem in the last decades because of the dispersion of pollutants produced by the various port activities. In this context, when a vessel at berth uses its auxiliary engines to generate the electric power to maintain its service, the operational profile is not continuous; the auxiliary engines work outside their fuel efficiency range, producing additional pollutant emissions.To reduce emissions while in port and at berth, two short-term options are considered: the first option is using alternative energy sources such as liquefied natural gas (LNG) instead of current fuels. The second option is using cold ironing technology, which enables to turn-off the vessels auxiliary engines, by feeding the services using shore power supply. In a classical cold ironing configuration, energy only flows from shore to on board.This work presents an emissions assessment of a tanker vessel at berth, applying a novel bi-directional energy flow strategy associated to a cold ironing system, integrating LNG, and compared to current fuels used, focused on the environmental impact on Quintero’s Bay. This bay is one of the most important port areas of the Chilean coast deemed to be affected by emissions generated by intense port activities. Taking current fuels such as heavy fuel oil (HFO) and marine diesel oil (MDO) and ship’s arrivals/departures from port as a reference case, the results presented in this work, show a significant reduction in emissions when applying the bi-directional energy flow strategy.

Techno-Environmental Evaluation of a Liquefied Natural Gas-Fuelled Combined Gas Turbine with Steam Cycles for Large Container Ship Propulsion Systems

Restrictions on emissions are being imposed by regional and international shipping organisations, which raise the question of which marine fuel and technology can most effectively replace heavy fuel oil and diesel engines. The aim of this study is to find appropriate advanced combined gas and steam turbine cycles for marine propulsion systems in a large container ship with respect to the evolving maritime environmental regulations. The selection criteria are the thermodynamic performance, emissions, size, and weight of advanced combined gas and steam turbine cycles in a large container ship. Two baselines are used: a diesel engine using marine diesel oil and a combined gas and steam turbine system using liquefied natural gas and marine diesel oil. Then, liquefied natural gas cycles are examined based on fuel replacement and enhanced to assess the benefits of liquefied natural gas over marine diesel oil. The results show that the enhanced liquefied natural gas combined gas and steam turbine cycles are the most efficient, at up to 1.6% higher than the other cycles. Regarding the size and weight, the combined gas and steam turbine propulsion system is approximately 24.7% lighter than the original diesel engine propulsion system.

The feasibility of autonomous low-emission ro-ro passenger shipping in the Adriatic Sea

Digitalization, artificial intelligence, and awareness of climate change are the driving forces of the rapid development of the transportation industry. As seaborne trade grows, the maritime sector is exploring the applicability of alternative powering options and ways to implement new technologies to increase safety and efficiency. Autonomous ships have recently generally been presented as more cost-effective and environmentally friendly than conventional manned ships. This paper deals with the feasibility of autonomous ro-ro passenger ships combined with the application of alternative power options, where the Croatian short-sea shipping sector is taken as an illustrative example. An analysis is conducted for heavy fuel oil, marine diesel oil, liquefied natural gas, methanol, electricity, and fossil and renewable hydrogen for three different ships operating on short, medium, and relatively long routes. For the ship lifetime of 20 years, through five Key Performance Indicators (KPIs), the environmental and economic impact of the considered options is evaluated and the potential for their autonomous application is investigated. Taking into account the contrasts between conventional and autonomous ships, the differences in the costs for autonomous ship are outlined, and the KPIs of conventional and autonomous ro-ro passenger ships are compared. The results indicate that from an environmental and economic point of view, methanol and electricity-powered ships are the best option for all three routes. Regarding autonomous shipping, the ecological and economic benefits are obvious for all the considered power options and ships, except for the renewable hydrogen-powered ship operating on the longest route.

Review of Top-Down Method to Determine Atmospheric Emissions in Port. Case of Study: Port of Veracruz, Mexico

Indicators of environmental policies in force in Mexico, fossil fuels will continue to be used in industrial sectors, especially marine fuels, such as marine diesel oil, in port systems for some time. Considering this, we have evaluated several methods corresponding to a top-down system for determining fuel consumption and sulfur dioxide atmospheric emissions for the port of Veracruz in 2020 by type of ship on a daily resolution, considering a sulfur content of 0.5% mass by mass in marine fuel. After analyzing seven methods for determining sulfur dioxide atmospheric emission levels, Goldsworthy’s method was found to be the best option to characterize this port. The port system has two maritime zones, one of which is in expansion, which represented 55.66% of fuel consumption and 23.05% of atmospheric emissions according to the typology of vessels. We found that higher fuel consumption corresponded to container vessels, and tanker vessels represented higher atmospheric emission levels in the berthing position. The main differences that we found in the analysis of the seven methods of the top-down system corresponded to the load factor parameter, main and auxiliary engine power, and estimation of fuel consumption by type of vessel.

Salmonid Smolt Caudal Fin and Liver Transcriptome Responses to Low Sulfur Marine Diesel and High Sulfur Fuel Oil Seawater Accommodated Fractions for Assessing and Tracking Oil Spill Effects in Marine Environments

Salmonid Smolt Caudal Fin and Liver Transcriptome Responses to Low Sulfur Marine Diesel and High Sulfur Fuel Oil Seawater Accommodated Fractions for Assessing and Tracking Oil Spill Effects in Marine Environments