Chemical composition and size distribution of particulate matters from marine diesel engines with different fuel oils

Zhou, Song; Zhou, Jinxi; Zhu, Yuanqing

doi:10.1016/j.fuel.2018.08.080

Cited by 61 publications

(43 citation statements)

References 31 publications

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“…Therefore, fresh exhaust emission PNC can be expected to be around 10 8 cm -3 . Similar concentrations of 0.9-1.94 *10 8 cm -3 , depending on fuel and engine load, were found by Zhou et al (2019).…”

Section: Particle Number Concentrations Of Exhaust Plumessupporting

confidence: 77%

“…The small ferries also operated on distillate fuels during all the FSC restrictions. Distillate fuels have been shown to produce lower particulate emissions on lower engine loads (Zhou et al, 2019).…”

Section: Particle Number Size Distribution Of the Exhaust Plumesmentioning

confidence: 99%

“…However, after the FSC restriction was set to 0.10 m/m%, the average PNCtot decreased significantly, to 1970 ± 200 cm -3 , probably because of the switch between heavy residual fuels and lighter distillates. The distillate fuels with lower FSC have been shown to produce lower particle emission (Zhou et al, 2019).…”

Section: Total Particle Concentrations and Size Distributions In Ambimentioning

confidence: 99%

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Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes at the Baltic Sea

Seppälä¹,

Kuula²,

Hyvärinen³

et al. 2020

Preprint

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Abstract. Exhaust emissions from shipping are a major contributor to particle concentrations in coastal and marine areas. Previously, marine fuel sulfur content (FSC) was restricted globally to 4.5 m/m% but the limit was changed to 3.5 m/m% at the beginning of 2012 and further down to 0.5 m/m% in January 2020. In sulfur emission control areas (SECA), the limits are stricter; FSC restriction was originally 1.50 m/m% but it decreased first to 1.00 m/m% in July 2010 and again to 0.10 m/m% in January 2015. In this work, the effects of the FSC restrictions on particle number concentrations (PNC) and size distributions (NSD) are studied at the Baltic Sea SECA. Measurements were made on a small island (Utö, Finland; 59° 46’50N, 21° 22’23E) between 2007 and 2016. Ship plumes were extracted from the particle number size distribution data, and the effects of the FSC restrictions on the observed plumes as well as on the total ambient concentrations were investigated. Altogether 42 322 analyzable plumes were identified during the 10-year measurement period. The results showed that both changes in the FSC restrictions reduced the PNC of the plumes. The latter restriction (to 0.10 m/m% in January 2015) decreased also the total ambient particle number concentrations, as a significant portion of particles in the area originated from ship plumes that were diluted beyond the plume detection limits. The overall change in the PNC of the plumes and ambient air was 27 and 32 %, respectively, for the total FSC change from 1.50 to 0.10 m/m%. The decrease in plume particle number concentration was caused mostly by a decrease in the concentration of particle sizes of ∼35–134 nm. The latter restriction also reduced the count median diameter of the particles, which was probably caused by the fuel type change from residual oil to distillates during the latter restriction. The PNC was larger for the plumes measured in daytime compared to those measured in nighttime likely because of the photochemical aging of particles due to UV-light. The difference decreased with the reducing FSC indicating that lower FSC has also an impact on the atmospheric processing of ship plumes.

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Section: Particle Number Concentrations Of Exhaust Plumessupporting

confidence: 77%

Section: Particle Number Size Distribution Of the Exhaust Plumesmentioning

confidence: 99%

Section: Total Particle Concentrations and Size Distributions In Ambimentioning

confidence: 99%

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Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes at the Baltic Sea

Seppälä¹,

Kuula²,

Hyvärinen³

et al. 2020

Preprint

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“…We further assumed that NO X is emitted as 90% NO and 10% NO 2 , based on the recommendation of CIMAC [45]. Furthermore, we assumed that almost all SO X from ships were emitted as SO 2 , i.e., sulfur in the fuel was oxidized to SO 2 , and only 1% was directly released in the form of SO 3 , corresponding to the lower limit of the reported conversion rates (1%−3%) for low sulfur fuels [46]. In addition, we did a sensitivity test using a higher SO X -to-SO 3 conversion rate.…”

Section: Ship Emissionsmentioning

confidence: 99%

Modeling of the Concentrations of Ultrafine Particles in the Plumes of Ships in the Vicinity of Major Harbors

Karl

Pirjola

Karppinen

et al. 2020

IJERPH

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Marine traffic in harbors can be responsible for significant atmospheric concentrations of ultrafine particles (UFPs), which have widely recognized negative effects on human health. It is therefore essential to model and measure the time evolution of the number size distributions and chemical composition of UFPs in ship exhaust to assess the resulting exposure in the vicinity of shipping routes. In this study, a sequential modelling chain was developed and applied, in combination with the data measured and collected in major harbor areas in the cities of Helsinki and Turku in Finland, during winter and summer in 2010–2011. The models described ship emissions, atmospheric dispersion, and aerosol dynamics, complemented with a time–microenvironment–activity model to estimate the short-term UFP exposure. We estimated the dilution ratio during the initial fast expansion of the exhaust plume to be approximately equal to eight. This dispersion regime resulted in a fully formed nucleation mode (denoted as Nuc2). Different selected modelling assumptions about the chemical composition of Nuc2 did not have an effect on the formation of nucleation mode particles. Aerosol model simulations of the dispersing ship plume also revealed a partially formed nucleation mode (Nuc1; peaking at 1.5 nm), consisting of freshly nucleated sulfate particles and condensed organics that were produced within the first few seconds. However, subsequent growth of the new particles was limited, due to efficient scavenging by the larger particles originating from the ship exhaust. The transport of UFPs downwind of the ship track increased the hourly mean UFP concentrations in the neighboring residential areas by a factor of two or more up to a distance of 3600 m, compared with the corresponding UFP concentrations in the urban background. The substantially increased UFP concentrations due to ship traffic significantly affected the daily mean exposures in residential areas located in the vicinity of the harbors.

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“…Zhou et al. 3 studied the PM chemical composition and size distribution with different fuel oils. Some measures have been taken to reduce emissions.…”

Section: Introductionmentioning

confidence: 99%

Reaction mechanism and chemical kinetics of NH₃-NO/NO₂-SCR system with vanadium-based catalyst under marine diesel exhaust conditions

Wang

Zhu

Zhou

2019

Proceedings of the Institution of Mechanical Engineers, Part A:

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As one of the most effective NOx emission removing technologies to meet the Tier III limitation by International Maritime Organization, urea-selective catalytic reduction (SCR) technology is starting to be used in two-stroke marine diesel engines. Based on the two-cycle catalytic mechanism proposed by Topsoe, in combination with the exhaust characteristics of the marine diesel, expansion studies on detailed SCR reaction model were carried out in this paper. According to the temperature dependence of reaction pathway, SCR reaction model was divided into three parts: low temperature reaction pathway, standard SCR reaction pathway, and high temperature oxidation pathways, and an expanded NH3-NO/NO2-SCR reaction model for V2O5 catalyst was proposed in the paper. In order to verify the accuracy of the expanded SCR reaction model, simulating and testing studies of SCR reaction under marine diesel conditions were carried out with a commercial extruded V2O5/TiO2 catalyst. The simulation values are agreed well with experimental values at 150–500 ℃, and kinetics characteristics of SCR reaction process under V2O5/TiO2 catalyst can be predicted accurately with the expanded NH3-NO/NO2-SCR reaction model.

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Chemical composition and size distribution of particulate matters from marine diesel engines with different fuel oils

Cited by 61 publications

References 31 publications

Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes at the Baltic Sea

Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes at the Baltic Sea

Modeling of the Concentrations of Ultrafine Particles in the Plumes of Ships in the Vicinity of Major Harbors

Reaction mechanism and chemical kinetics of NH₃-NO/NO₂-SCR system with vanadium-based catalyst under marine diesel exhaust conditions

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Chemical composition and size distribution of particulate matters from marine diesel engines with different fuel oils

Cited by 61 publications

References 31 publications

Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes at the Baltic Sea

Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes at the Baltic Sea

Modeling of the Concentrations of Ultrafine Particles in the Plumes of Ships in the Vicinity of Major Harbors

Reaction mechanism and chemical kinetics of NH3-NO/NO2-SCR system with vanadium-based catalyst under marine diesel exhaust conditions

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Product

Resources

About

Reaction mechanism and chemical kinetics of NH₃-NO/NO₂-SCR system with vanadium-based catalyst under marine diesel exhaust conditions