Particle- and Gaseous Emissions from an LNG Powered Ship

Anderson, Maria; Salo, Kent; Fridell, Erik

doi:10.1021/acs.est.5b02678

Cited by 112 publications

(93 citation statements)

References 48 publications

(95 reference statements)

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“…Efforts to replace heavier residual oil in marine vehicles with other fuels that result in less pollution has been underway with other studies looking at the possibility of using liquefied natural gas (Burel et al, 2013;Anderson et al, 2015). Though these studies did not include an analysis of PAH emissions, the significant reduction of PM in their studies could also suggest a decrease in PAH due to the slight correlation of the two (Baral et al, 2011).…”

Section: Pah Emissions From Shipsmentioning

confidence: 99%

An Overview: Polycyclic Aromatic Hydrocarbon Emissions from the Stationary and Mobile Sources and in the Ambient Air

Cheruiyot

Lee

Mwangi

et al. 2015

Aerosol Air Qual. Res.

133

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Polycyclic aromatic hydrocarbons are a class of semi-volatile organic carbons that are emitted from both natural and anthropogenic sources therefore are ubiquitous in nature. Their main sources are both fossil and biomass fuels as well as other feedstocks used in chemical and combustion processes. Mostly the combustion processes are PAH depletion processes rather than PAH generating processes. PAHs are emitted from both stationary and mobile sources at varying levels depending on the operation conditions such as fuels, feedstock, and control devices in use as well as process parameters for example combustion temperatures.After emission from sources, the fates of PAHs in the atmosphere include partitioning between gas and particulate phases, particle size distribution, long range transport, dry and wet deposition on to water bodies, soil, vegetation and other receptor surfaces as well as resuspension from receptor surfaces back to the atmosphere. These processes are controlled by their physiochemical properties. Additionally, it is through these processes that human beings are exposed to PAHs via inhalation, ingestion and dermal contact.Dry deposition is the major process through which PAHs from the atmosphere are made available to receptor surfaces including the human respiratory system. From studies with cumulative fractions of dry deposition and size distribution for particulate PAHs, it is evident that the coarse particles are majorly responsible for the highest fraction of deposition fluxes. This is especially true for the high molecular weight PAHs, since the low molecular weight PAHs are majorly in the gas phase, which have lower dry deposition velocities. On the other hand, the highest risk for human being comes in the form of fine particles, whose mean aerodynamic diameter is below 2.5 µm. This is because the particle bound content results and particle size distributions of PAHs indicate that the fine particles have the most PAH content owing to their large surface areas and high organic carbon content. For the wet deposition of PAHs, more research is recommended for measurement of scavenging ratios of individual PAHs, since there is a scarcity of studies focusing on this issue.PAH mutagenic activity and exposure risk of humans can be estimated using the deposition rates, toxicity levels based on benzo(a)pyrene, or biomarkers such as urinary 1-hydroxypyrene. Other parameters that have been used to evaluate the risks of various exposure groups include inhalation exposure levels (IEL), incremental lifetime cancer risk (ILCR), and estimation of maximum consumption time (t max ). Highway toll workers, back carbon workers and food vendors in night markets are among susceptible groups identified using these biomarkers and exposure parameters.To reduce exposure to human beings, PAH emissions need to be controlled at the sources. Control and reduction of PAH emissions from various sources involves largely altering the fuel and feedstock characteristics, using air pollution control devices and/or adjustin...

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Section: Pah Emissions From Shipsmentioning

confidence: 99%

An Overview: Polycyclic Aromatic Hydrocarbon Emissions from the Stationary and Mobile Sources and in the Ambient Air

Cheruiyot

Lee

Mwangi

et al. 2015

Aerosol Air Qual. Res.

133

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“…Natural gas engines emit little primary particle mass and less CO 2 than engines fueled with conventional fuels (Anderson et al, 2015;Bielaczyc et al, 2014) but their particle number emission can be significant Jayaratne et al, 2010). In addition, the size of the majority of the particles emitted by natural gas engines can be below the detection limits of traditional exhaust particle measurement devices (Alanen et al, 2015).…”

Section: Introductionmentioning

confidence: 99%

Comparison of primary and secondary particle formation from natural gas engine exhaust and of their volatility characteristics

et al. 2017

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Abstract. Natural gas usage in the traffic and energy production sectors is a growing trend worldwide; thus, an assessment of its effects on air quality, human health and climate is required. Engine exhaust is a source of primary particulate emissions and secondary aerosol precursors, which both contribute to air quality and can cause adverse health effects. Technologies, such as cleaner engines or fuels, that produce less primary and secondary aerosols could potentially significantly decrease atmospheric particle concentrations and their adverse effects. In this study, we used a potential aerosol mass (PAM) chamber to investigate the secondary aerosol formation potential of natural gas engine exhaust. The PAM chamber was used with a constant UV-light voltage, which resulted in relatively long equivalent atmospheric ages of 11 days at most. The studied retro-fitted natural gas engine exhaust was observed to form secondary aerosol. The mass of the total aged particles, i.e., particle mass measured downstream of the PAM chamber, was 6-268 times as high as the mass of the emitted primary exhaust particles. The secondary organic aerosol (SOA) formation potential was measured to be 9-20 mg kg −1 fuel . The total aged particles mainly consisted of organic matter, nitrate, sulfate and ammonium, with the fractions depending on exhaust after-treatment and the engine parameters used. Also, the volatility, composition and concentration of the total aged particles were found to depend on the engine operating mode, catalyst temperature and catalyst type. For example, a high catalyst temperature promoted the formation of sulfate particles, whereas a low catalyst temperature promoted nitrate formation. However, in particular, the concentration of nitrate needed a long time to stabilize -more than half an hour -which complicated the conclusions but also indicates the sensitivity of nitrate measurements on experimental parameters such as emission source and system temperatures. Sulfate was measured to have the highest evaporation temperature, and nitrate had the lowest. The evaporation temperature of ammonium depended on the fractions of nitrate and sulfate in the particles. The average volatility of the total aged particles was measured to be lower than that of primary particles, indicating better stability of the aged natural gas engine-emitted aerosol in the atmosphere. According to the results of this study, the exhaust of a natural gas engine equipped with a catalyst forms secondary aerosol when the atmospheric ages in a PAM chamber are several days long. The secondary aerosol matter has different physical characteristics from those of primary particulate emissions.

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“…One growing area of potential emissions is 'methane slip' in the transport sector where gas-fired engines are not able to fully combust all the methane which then escapes to the atmosphere. Anderson et al (2015) measured the amount of methane in the exhaust of an LNG-fuelled ferry in the Baltic Sea. This study reported around 7g per kg LNG at higher engine loads, rising to 23-36g at lower loads -0.7 per cent to 3.6 per cent.…”

Section: The Environmental Case For Lngmentioning

confidence: 99%

A review of demand prospects for LNG as a marine transport fuel

Fevre

2018

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Particle- and Gaseous Emissions from an LNG Powered Ship

Cited by 112 publications

References 48 publications

An Overview: Polycyclic Aromatic Hydrocarbon Emissions from the Stationary and Mobile Sources and in the Ambient Air

An Overview: Polycyclic Aromatic Hydrocarbon Emissions from the Stationary and Mobile Sources and in the Ambient Air

Comparison of primary and secondary particle formation from natural gas engine exhaust and of their volatility characteristics

A review of demand prospects for LNG as a marine transport fuel

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