Fuel Oil Research Articles

Scarce resources or damaged goods? On the legitimacy of laid‐off workers following MNC failure

AbstractResearch SummaryWe contribute to theorizing global human resource strategy by analyzing the mobility of workers laid off due to the failure of a MNC employer. The job opportunities of laid‐off workers are affected by their industry legitimacy. Focusing on scarce specialized workers, we propose that prospective MNC employers share an interest in retaining such workers' legitimacy. However, in the light of organizational failure, they may suffer from cross‐border legitimacy loss conditioned by their former employer's MNC structure—specifically, their former organizational units or geographical locations. We present an illustrative case study of traders laid off by a spectacular bankruptcy in the global bunker industry. This inspires a discussion of how MNC top management can manipulate worker legitimacy following an organizational failure.Managerial SummaryStrategic hiring of globally mobile scarce specialized workers is central to global human resource strategy. We analyze what drives the legitimacy and mobility of such workers after being laid off by a bankruptcy of their former employer. We demonstrate that laid off workers experience comparatively high legitimacy loss when they were previously assigned to an MNC organizational unit or geographical location where other workers were suspected of being responsible for failure. This weakens their bargaining position vis‐a‐vis a prospective employer. We present an illustrative case study of traders laid off by a spectacular bankruptcy in the global bunker oil industry.

Cofiring of Oil and Gaseous Fuels Through an Innovative Coaxial, Double Swirl Burner

Cofiring of Oil and Gaseous Fuels Through an Innovative Coaxial, Double Swirl Burner

Comparative Life Cycle Assessment of Alternative Marine Fuels

With the stricter rules introduced by the policymakers in maritime transportation, harmful emissions are aimed to be mitigated. Consequently, studies on alternative fuels have emerged, and different methods had adopted to evaluate fuel choices. Within this context, a well-to-wake life cycle assessment method is used to determine the environmental impacts of the fuel options. Included fuels in the study are ammonia, biodiesel, Dimethyl ether, electro Fischer Tropsch diesel fuel, electro methanol, Fischer Tropsch diesel fuel, hydrogen, liquefied natural gas, liquefied petroleum gas, marine diesel oil, marine gas oil, marine bio-oil, methanol, pyrolysis oil, renewable diesel, straight vegetable oil, and ultra-low sulfur heavy fuel oil. The paper aims to evaluate the fuels according to the 2050 strategy of the International Maritime Organization. Hence, black carbon, carbon monoxide, carbon dioxide, nitrous oxide, nitrogen oxide, sulfur oxide, particulate matter, methane, and volatile organic compounds are considered emissions. During the study, an ocean tanker model available in the GREET Model 2022 was used for life cycle inventory analysis, and life cycle assessment was conducted by Environmental Footprint Method 3.0, which is included in the OpenLCA. The assessment was carried out according to climate change, acidification, freshwater ecotoxicity, marine eutrophication, terrestrial eutrophication, non-cancer human toxicity, particulate matter, and photochemical ozone formation criteria. The results show that out of eight criteria, marine bio-oil became the most dominant choice due to the consumption of CO2 and methane while producing and low emission generation during combustion.

Effect of Added Acrylate Demulsifier for Increasing Antioxidants Functional in Diesel Fuel Oil

Biodiesel is produced by an esterification process with hygroscopic chemicals, otherwise the biodiesel is very easy to produce water, and the hydrocarbon compounds were easily oxidized, causing corrosion in the stockpiling process such as in storage tanks and distribution pipes. Antioxidants have been shown to reduce the formation of water in the biodiesel stockpiling process. While the demulsifier plays a role in helping to separate water and oil. In this study, the addition of an acrylate-based demulsifier in the accumulation of biodiesel-containing antioxidants was carried out. The antioxidant used in the form of tertiary butylhydroquinone with a concentration of 0.5 M has been able to play an active role in inhibiting the formation of water in the biodiesel stockpiling process. However, the stability of the water and oil emulsion has not been achieved properly, therefore the addition of an acrylate-based demulsifier with a volume of 2 mL, 5 mL, and 10 mL into 100 mL biodiesel can separate oil and water well. The biodiesel that has been added with a demulsifier is evaluated at storage times of 24 hours, 48 hours, and 72 hours. The result is that the storage for 72 hours is more effective in separating water and oil than storage for 24 hours and 48 hours. To evaluate the water content in the biodiesel stockpiling process out using 831 KF Coulometric and Fourier-Transform Infrared Spectroscopy analysis.

Analysis of the Occurrence of Combustion Failure in the Steam Boiler at KM. Nggapulu

The availability of steam is crucial for the smooth operation of devices requiring hot steam. The operational activities of a ship can be hindered if the production of hot steam is insufficient due to problems arising from inadequate maintenance or other reasons, leading to the failure of combustion in the steam boiler. This research aims to identify the factors influencing the failure of combustion in the steam boiler on KM Nggapulu, to understand the consequences of the combustion failure in the steam boiler on KM Nggapulu, and to ascertain the measures taken in the event of combustion failure in the steam boiler on KM Nggapulu. The research method employed in this thesis is qualitative. The data sources include primary and secondary data. Data collection techniques encompass observation, interviews, and documentation, ensuring the validity of the data. Based on the research conducted, the following conclusions can be drawn: The causes of combustion failure include irregular implementation of the Planned Maintenance System (PMS), contamination of main burner components (automizer, electrode, solenoid valve), clogged exhaust gas pipes due to soot, excessive air composition in the furnace due to exhaust gas pipe blockage, poor fuel quality, and irregular cleaning practices. The impacts of boiler combustion failure involve operational difficulties for systems dependent on hot steam, inadequate hot steam supply for passenger or crew accommodation, and viscosity issues in MFO (Marine Fuel Oil) due to inadequate hot steam. Remedial actions that can be taken include checking and maintaining the automizer, inspecting and maintaining the main burner (electrode and nozzle), cleaning the fuel heater, replacing the solenoid valve, reducing fuel viscosity, and cleaning the steam boiler exhaust gas duct.

Comparative safety analysis of engine room fires with different marine fuels of MGO, LPG and H2

ABSTRACT This research project is designed to investigate the behaviour of fires resulting from hydrogen leakage in engine rooms and evaluate the associated fire risks, aiming to compare these risks with those posed by traditional fuels which can be used in the shipping industry today. The study employs a model of the engine room constructed according to the original dimensions of the vessel under study. The primary objective of this research was to determine if the fire risk associated with hydrogen would be higher or lower than that of traditional fuels. To achieve this, a series of simulation scenarios were meticulously executed and subsequently analysed. The outcomes of the simulations indicate that hydrogen fires do not present a higher threat when compared to fires fuelled by marine gas oil or liquefied petroleum gas. Notably, hydrogen exhibits superior fire behaviour, characterized by the absence of smoke development and relatively less harm to machinery and crew, thus outperforming conventional fuel fires. This finding suggests that hydrogen-related fire risks can be brought under control and highlights its potential as a comparatively safe fuel choice in the maritime domain.

Unraveling the complexity of pyrolysates from residual fuels by Py-GCxGC-FID/SCD/TOF-MS with an innovative data processing method

Residual fuels, often called ’bottom-of-the-barrel’ are expected to play an important role in the transition towards a purely renewable energy market. Processes are required to upgrade such fuels and convert them into energy more cleanly and sustainably. To this goal, researchers aim to improve the understanding of their structure and reactivity. Given their complex nature and different chemical compositions, comprehensive two-dimensional gas chromatography (GCxGC) is well suited to provide a detailed characterization of the volatiles released during the pyrolysis of the residual fuels. This study reports a detailed characterization of pyrolysates released during the pyrolysis of two oil samples analyzed using a Py-GCxGC-FID/SCD/TOF-MS. The mass spectra generated with the electron impact ionization TOF-MS detection were used for species identification. An algorithm was developed and described here for the screening and post-processing of the detected peaks. Following algorithm post-processing, the species identification confirms that this workflow is suitable for unraveling the complex nature of the complex mixture released during the pyrolysis of the oil samples. The algorithm results were verified using information from a flame ionization detector (FID) and a sulfur chemiluminescence detector (SCD), and the extraction of fragmentation patterns based on the literature. The chemical structure of pyrolysis products is described and classified into 26 molecular classes. The methodology presented in this work can be extended to other complex mixtures, such as bio-oils, plastics, and biomasses.

Co-pyrolysis of printed circuit boards (PCBs): A review on current research and future prospects

The printed circuit board (PCB) is one of the most important components of modern electronics. It contains hazardous materials such as mercury, lead, and cadmium, which can be released into the environment if not properly disposed of. Furthermore, it is evolving into a pollution source owing to the presence of brominated flame retardants, which release highly toxic substances when incinerated in the presence of oxygen. Therefore, it is important to properly dispose of printed circuit boards to prevent any potential health or environmental hazards. In this regard, PCB pyrolysis has been shown in numerous studies to be a successful waste valorization method. Nevertheless, there are several drawbacks and challenges linked to inadequate decomposition, high energy demands, the utilization of expensive catalysts, and the necessity for dehalogenation. As an alternative, co-pyrolysis presents a more efficient and less detrimental method, resulting in increased oil production with less brominated flame retardants. Fuel oil is generally characterized by its calorific value which is 23 to 30.5 MJ/kg when only PCB was used for pyrolysis and can be increased to 37.7 MJ/kg PCB while co-pyrolysis with biomass. This review paper focuses current advancements in co-pyrolysis of PCBs with comprehensive overview of reaction mechanisms, debromination as well as their potential applications. Finally, the paper concludes with summary of the findings and future directions for research.

Investigation of anaerobic digested pyrolysis oil and waste derived biodiesel blends as sustainable fuel for marine engine application

In anaerobic digestion (AD) plants around 40% of the feed waste is utilised for biogas generation while the remainder is used as a fertiliser that is rich in oil that could be further utilised through pyrolysis. Dry AD waste, subjected to intermediate pyrolysis, generated a digested pyrolysis oil (DPO) of high viscosity (473 mm2/s) and low energy content (26 MJ/kg). To improve its fuel characteristics, we blended DPO with either used cooking oils (high in unsaturated fatty acids) or lamb fat (high in saturated fatty acids) using solvents of differing polarity including alcohols varying in chain length and hence aqueous miscibility from C1(methanol) to C5 (pentanol) and diethylether (DEE, a non-polar solvent). Five blends were prepared, typically consisting of 10–20% DPO, 20% solvent (alcohol or DEE) and 60–70% cooking oil or lamb fat. Physical properties of DPO blends e.g., viscosity, density, heating value, total acid number and flash point were found to be lower than neat DPO but increased about 25–40% over a storage period of 8 months. The blends were more stable than neat biodiesel as assessed by FT-IR spectroscopy. The elemental analysis (C, H, N, S and O) showed that atomic ratio of DPO blends; H:C, H:O, H:N and C:N were found to be lower than biodiesel and DPO fuels, respectively. Overall, the properties of DPO blends met the Marine Fuel Standard (Marine ISO 8217) and hence could be considered as a suitable replacement for bunker oil to protect marine environments following further testing and scale up studies.

Possibilities for Prediction And Evaluation of the Carbon Footprint in Furnace Fuel Oil Combustion in Medium- and Low-Power Boilers

Possibilities for Prediction And Evaluation of the Carbon Footprint in Furnace Fuel Oil Combustion in Medium- and Low-Power Boilers

Comparative life cycle impact assessment of offshore support vessels powered by alternative fuels for sustainable offshore wind operations using machine learning

Offshore Anchor handling tug supply (AHTS) vessels, a type of offshore support vessel, are critical for the operations related to handling anchors of offshore structures, oil rigs, and wind turbines, towing them to remote deep-sea locations, and securing them in place. Amidst growing concerns regarding the environmental footprints of carbon-based fuels and impending carbon taxation, the International Maritime Organization, policymakers, classification societies, shipping firms, and stakeholders are seeking cleaner alternatives. LNG (Liquefied natural gas) and Green ammonia as energy vectors are considered among the top contenders for future clean alternatives for offshore vessels. This study evaluated the environmental performance of newly built AHTS vessels powered by LNG and Green ammonia as marine fuels designed for offshore operations. This environmental impact assessment study uses IPCC and Environmental footprint methodologies. Considered broad impact groups: Global warming, human toxicity, eutrophication, ecotoxicity, and atmosphere-related impacts, and analyzed the process impacts. This study uses Supervised machine learning algorithms such as the Random forest, Decision tree, and XGBOOST models for environmental performance evaluation and prediction. The study reveals that the recently manufactured AHTS vessel, utilizing conventional fuels like Heavy fuel oil, Marine diesel oil, and LNG, exhibits significantly increased GTP 100 and GWP 100 emission levels per tonne-kilometer when compared to green ammonia, with a 44 % and 10.6 % rise compared to Heavy fuel oil, respectively. Furthermore, the XGBOOST regression model outperformed the Random forest and Decision tree models in predictive accuracy for GWP 100. It is analyzed and proposed that effectively managing unsustainable processes would minimize environmental footprints and reduce carbon, nitrogen oxide, LNG, and ammonia-based emissions.

"THE GREEN SHIPPING. STUDY ON REGULATIONS AND SUSTAINABLE OPTIONS FOR DECARBONISATION "

The maritime sector is responsible for more than 90% of world trade. This generates increasing international shipping fleet, that means significant contribution to environment pollution. In this context, appears the need for a cleaner maritime transport, a green one. The paper presents the concepts of “green shipping”, “eco-ship” and regulations that must be respected in relation to environment protection. This study highlights also the IMO’s regulations for green shipping, as IMO is the most important organization that support the reduction of greenhouse gas emissions from ships. The work examines briefly few options for decarbonisation in shipping, outlining the role of government policies, for huge investments in new and clean technologies and, also, in infrastructure for the production, distribution and utilisation of alternative marine fuels and biofuels.

General Methods for the Analysis of Physical Properties of Fuels

This article is another in a series of articles focused on introducing general methods for evaluating conventional and alternative fuels. The text presents an overview of the physical properties determined for liquid and gaseous fuels. Additionally, methods for determining these properties are presented. The significance of individual determinations is also discussed. Emphasis is placed particularly on standardized parameters and tests, but in some cases, tests that are not required by the relevant standards are also discussed. The main goal of the article is to provide a comprehensive overview of which physical properties are monitored for each fuel, why these properties are monitored, and what methods are used for this purpose. The article provides an overview of monitored physical properties for liquid and gaseous alternative fuels. Regarding the physical properties, density at 15 °C is practically monitored for all discussed liquid fuels. Only for E95 fuel, the density at 20 °C is prescribed. Kinematic viscosity at 40 °C is monitored for all diesel engine fuels, while there are no prescribed viscosity limits for gasoline fuels. For Jet A-1 fuel, the relevant ASTM standard pre-scribes the maximum value of kinematic viscosity at -20 °C. Distillation characteristics are prescribed for all fuels except E85, E95, rapeseed oil, and FAME. It should be noted that for FAME and fuels based on vegetable oils, the simulated distillation method is often used as a complementary method. Vapor pressure is monitored for fuels containing volatile components, including E5 and E10 gasoline, E85 fuel, and LPG. Seasonal values for vapor pressure are prescribed for E5, E10, and LPG fuels, representing values for summer and winter periods. The vapor pressure of LPG is regulated by the ratio of C3 and C4 hydrocarbons in the mixture. Flash point characterizes the fuel from a fire safety perspective and is determined for petroleum-type fuels (B7-B30, FAME, SMN 30, and paraffinic diesel), as well as for rapeseed oil and E95 fuel. Except for E95 fuel, which is determined using an open cup method, all other fuels use closed cup methods. Lubricity is determined for aviation kerosene, motor diesel fuels B7 and B10, blended motor diesel fuel SMN 30, and paraffinic diesel. Low-temperature properties are determined for petroleum-type fuels, aviation kerosene, and marine fuels. The crystallization point is determined for aviation kerosene. For fuels B7-B30, FAME, SMN 30, and paraffinic diesel, prescribed values include the temperature of wax precipitation and CFPP (Cold Filter Plugging Point).

DETERMINING HEAT LOSSES FROM THE BUILDING ENVELOPE USING THE NON-STATIONARY METHOD

One of the main causes of the climate change is accumulation of huge amount of carbon dioxide (CO2) in the atmosphere emitted from the combusting of organic fuels (coal, oil products and natural gas), consequently, to slow down the progress of the global warming is directly related to the limitation of CO2 emission which could be achieved through the rational use of fuel and energy in every sector (industrial, household, transport and building sectors), introduction of energy-saving measures including highly efficient technologies and innovative methods. The building sector accounts for about 40% of the energy saving potential, therefore reduction of energy losses is the best way to reduce energy consumption of buildings. To calculate the heat loss from the building envelope, it is necessary to know the thermal conductivity coefficient (λ) of each construction element. Currently developed methods of λ determination are entirely based on the laboratory test using the stationary regime. For more realistic results, it is necessary to take into account the daily variability of temperature and non-stationary thermal conductivity processes. Solving the non-stationary thermal conductivity tasks are associated with the significant difficulties due to the application of the relatively complex mathematical equations. Usually, the theory of non-stationary thermal conductivity refers to the method of separation of variables or the so-called Laplace Transform, which requires the use of operational counting methods. The article presents an innovative method for determining the coefficient of thermal conductivity (λ) of each construction element in the non-stationary temperature regime, which enables determination of heat losses from the building envelope in real environment using the precise definition of thermal flow velocity.

Prospects for the development of hydrogen energy in the Russian Federation

Currently, in the energy strategies presented by Japan, the Republic of South Korea, the Russian Federation and the countries of the European Union, hydrogen is considered as a promising energy carrier that should replace fossil fuels (oil, gas, coal) and be used for accumulation, storage and delivery of energy to different regions of the world. The improvement of hydrogen energy technologies plays a special role in the low-carbon development of the world economy. The main advantages of hydrogen are the possibility of obtaining it from various sources and the absence of carbon dioxide emissions when it is used as an energy carrier, which is especially important against the backdrop of the current climate agenda. In the meantime, this energy carrier is artificially created, since there are no deposits of free hydrogen in nature. Therefore, hydrogen should be perceived precisely as a “carrier” of energy, and not as a fuel. The purpose of this study is to substantiate the feasibility of building tidal power plants, the development of hydrogen technologies and industrial complexes in the Russian Federation.

Design and simulation of efficient solar thermal water heating system for textile industries in Pakistan

Pakistan is facing a severe crisis of energy since 2004. The core causes behind this crisis of energy are the lack of usage of advanced tools in policy development and planning, poor governance and dependency on other sources of energy which are also limited. In this research the design of a solar thermal system to produce hot water at a specified temperature has been presented as solar energy is available in abundance. A flow rate of 80 tons per day of hot water has been assumed. This system may run for 16 hours a day and it will require 5 tons of water per hour at the input. Water at ambient temperature of 25℃ enters the system and hot water at 75℃ is produced by the system. This design is implemented on TRNSYS software which validates the temperature achievement of 75℃ at outlet. It is shown that the collector area of flat plate solar collectors is 600m2. This temperature configuration is an essential requirement for textile industry and it is achieved efficiently. It is a good replacement for the industry working with expensive energy sources like diesel, gas or furnace oil.

Performance and Emission Analysis of Biodiesel Blends in a Low Heat Rejection Engine with an Antioxidant Additive: An Experimental Study.

The rapid depletion of crude oil and environmental degradation necessitate the search for alternative fuel sources for internal combustion engines. Biodiesel is a promising alternative fuel for compression ignition (CI) engines due to its heat content and combustion properties. Biodiesel blends are used in various vehicles and equipment, such as cars, trucks, buses, off-road vehicles, and oil furnaces. Biodiesel can reduce emissions from CI engines by up to 75% and improve engine durability due to its high lubricity. However, biodiesel has some drawbacks, including a performance reduction and increased nitrogen oxide emissions. Therefore, this study aims to investigate using environmentally available biodiesel in a low-heat rejection engine and an antioxidant additive to enhance the performance and reduce nitrogen oxide emissions. India currently has several biodiesel sources, including mango seed oil, mahua oil, and pongamia oil, which can be effectively utilized in CI engines by adding l-ascorbic acid. The experimental work involves a single-cylinder 4-stroke water-cooled direct injection CI engine with a power output of 5.2 kW. The engine's cylinder head, piston head, and valves are coated with lanthanum oxide using the plasma spray coating technique, with a thickness of 0.5 mm. The coated and uncoated engines are tested with different proportions of mahua oil, mango seed oil, and pongamia oil. The results show that the engine's performance is significantly improved compared to the baseline engine at all loads. Additionally, these biodiesels exhibit a notable reduction in nitrogen oxide emissions when combined with l-ascorbic acid.

Exploring Drivers Shaping the Choice of Alternative-Fueled New Vessels

The urgent imperative for maritime decarbonization has driven shipowners to embrace alternative marine fuels. Using a robust orderbook dataset spanning from January 2020 to July 2023 (encompassing 4712 vessels, 281 shipyards, and 967 shipping companies), four distinct multinomial logit models were developed. These models, comprising a full-sample model and specialized ones for container vessels, dry bulk carriers, and tankers, aim to identify the key determinants influencing shipowners’ choices of alternative fuels when ordering new vessels. It is interesting to find that alternative fuels (e.g., liquefied natural gas) are the most attractive choice for gas ships and ro-ro carriers; others prefer to use conventional fuels. Furthermore, this study reveals that shipowners’ choices of new fuels significantly correlate with their nationality. While it is well-established that economic factors influence shipowners’ choices for new ship fuel solutions, the impacts of bunker costs, freight rates, and CO2 emission allowance prices remain relatively limited. It is evident that the policies of the International Maritime Organization (IMO) to reduce carbon emissions have increased the demand for building new energy ships. This research contributes to bridging research gaps by shedding light on the intricate interplay of factors that influence shipowners’ preferences for alternative marine fuels amidst global regulatory shifts. It also offers valuable insights for policymakers aiming to incentivize shipowners to transition towards sustainable energy sources.

Optimization of Fleet Scrubber Installation and Utilization Considering Sulfur Emission Control Areas and Marine Fuel Switching

With the rising environmental consciousness, emission pollution has become one of the major concerns of the maritime industry, which is the artery of international trade. To handle the significant cost increase resulting from stringent emission regulations, ship operators have adopted multiple methods, including operational and technical methods. Scrubbers are a mature and effective technology that can reduce sulfur dioxide and particulate matter emissions by cleaning the exhaust gases before emitting them. However, the existing literature regarding the operation of scrubbers does not consider the prohibition of open scrubber usage in the vicinity of certain ports or the variable costs of using scrubbers. Therefore, this study explores the fleet scrubber installation and utilization problem, considering sulfur emission control areas, marine fuel switching, and open-scrubber-prohibited areas. A mixed-integer nonlinear model was developed to formulate and address the problem. Numerical experiments and sensitive analyses based on practical data were conducted to validate the originally proposed model and show the effectiveness of this technology under various scenarios. The results indicated that the operational cost was effectively reduced by using scrubbers, compared to not using them. Additionally, the disparity between total costs with and without scrubbers was significant, regardless of the sailing speed and proportion of the regulation areas. It was also proven that spreading the scrubber installation work over several years will relieve financial pressures due to scrubber investment and thus obtain a better installation plan.

Enhancing the Fuel Efficiency of Cogeneration Plants by Fuel Oil Afterburning in Exhaust Gas before Boilers

Cogeneration or combined heat and power (CHP) has found wide application in various industries because it very effectively meets the growing demand for electricity, steam, hot water, and also has a number of operational, environmental, economic advantages over traditional electrical and thermal systems. Experimental and theoretical investigations of the afterburning of fuel oil in the combustion engine exhaust gas at the boiler inlet were carried out in order to enhance the efficiency of cogeneration power plants; this was achieved by increasing the boiler steam capacity, resulting in reduced production of waste heat and exhaust emissions. The afterburning of fuel oil in the exhaust gas of diesel engines is possible due to a high the excess air ratio (three to four). Based on the experimental data of the low-temperature corrosion of the gas boiler condensing heat exchange surfaces, the admissible values of corrosion rate and the lowest exhaust gas temperature which provide deep exhaust gas heat utilization and high efficiency of the exhaust gas boiler were obtained. The use of WFE and afterburning fuel oil provides an increase in efficiency and power of the CPPs based on diesel engines of up to 5% due to a decrease in the exhaust gas temperature at the outlet of the EGB from 150 °C to 90 °C and waste heat, accordingly. The application of efficient environmentally friendly exhaust gas boilers with low-temperature condensing surfaces can be considered a new and prosperous trend in diesel engine exhaust gas heat utilization through the afterburning of fuel oil and in CPPs as a whole.