Characterization of particulate matter emitted by a marine engine operated with liquefied natural gas and diesel fuels

Corbin, Joel C.; Peng, Weihan; Yang, Jiacheng; Sommer, David E.; Trivanovic, Una; Kirchen, Patrick; Miller, John W.; Rogak, Steven N.; Cocker, David R.; Smallwood, Gregory J.; Lobo, Prem; Gagné, S.

doi:10.1016/j.atmosenv.2019.117030

Cited by 40 publications

(34 citation statements)

References 53 publications

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“…MSS results were on average 7 % higher than those for the PAX from both kerosene-fuelled and diesel-fuelled rigs. This agrees in general with the finding of previous studies (Smallwood et al, 2010;Durdina et al, 2016;Lobo et al, 2020;Corbin et al, 2020), and the discrepancy between the various instruments from source to source and amongst the different fuels is likely caused by difference in the properties of the particles (morphology, structure, and optical absorption), the different content of non-refractory components of the particles (i.e. quantities of bound H and O, volatiles, nitrates, ash, sulfates, etc.)…”

Section: Comparison Of Mass Concentration Results From Different Diag...supporting

confidence: 94%

Measurement of black carbon emissions from multiple engine and source types using laser-induced incandescence: sensitivity to laser fluence

et al. 2022

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Abstract. A new regulatory standard for non-volatile particulate matter (nvPM) mass-based emissions from aircraft engines has been adopted by the International Civil Aviation Organisation. One of the instruments used for the regulatory nvPM mass emissions measurements in aircraft engine certification tests is the Artium Technologies LII 300, which is based on laser-induced incandescence. The LII 300 response has been shown in some cases to vary with the type of black carbon particle measured. Hence it is important to identify a suitable black carbon emission source for instrument calibration. In this study, the relationship between the nvPM emissions produced by different engine sources and the response of the LII 300 instrument utilising the auto-compensating laser-induced incandescence (AC-LII) method was investigated. Six different sources were used, including a turboshaft helicopter engine, a diesel generator, an intermediate pressure test rig of a single-sector combustor, an auxiliary power unit gas turbine engine, a medium-sized diesel engine, and a downsized turbocharged direct-injection gasoline engine. Optimum LII 300 laser fluence levels were determined for each source and operating condition evaluated. It was found that an optimised laser fluence can be valid for real-time measurements from a variety of sources, where the mass concentration was independent of laser fluence levels covering the typical operating ranges for the various sources. However, it is important to perform laser fluence sweeps to determine the optimum fluence range as differences were observed in the laser fluence required between sources and fuels. We discuss the measurement merits, variability, and best practices in the real-time quantification of nvPM mass concentration using the LII 300 instrument and compare that with other diagnostic techniques, namely absorption-based methods such as photoacoustic spectroscopy (using a photoacoustic extinctiometer, PAX, and a micro soot sensor, MSS) and thermal-optical analysis (TOA). Particle size distributions were also measured using a scanning mobility particle sizer (SMPS). Overall, the LII 300 provides robust and consistent results when compared with the other diagnostic techniques across multiple engine sources and fuels. The results from this study will inform the development of updated calibration protocols to ensure repeatable and reproducible measurements of nvPM mass emissions from aircraft engines using the LII 300.

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Section: Comparison Of Mass Concentration Results From Different Diag...supporting

confidence: 94%

Measurement of black carbon emissions from multiple engine and source types using laser-induced incandescence: sensitivity to laser fluence

et al. 2022

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“…MSS results were on average 7% higher than that for the PAX from both kerosene fuelled and diesel fuelled rigs. This agrees in general with the finding of previous studies (Smallwood et al 2010;Durdina et al, 2016;Lobo et al, 2020;Corbin et al, 2020), and the discrepancy between the various instruments from source to source and amongst the different fuels is likely caused by difference in the properties of the particles (morphology, structure, and optical absorption), the different content of non-refractory components of the particles (i.e. quantities of bound H and O, volatiles, nitrates, ash, sulphates, etc.)…”

Section: Comparison Of Mass Concentration Results From Different Diagnostic Techniquessupporting

confidence: 92%

Measurement of Black Carbon Emissions from Multiple Engine and Source Types using Laser-Induced Incandescence: Sensitivity to Laser Fluence

Yuan

Lobo

Smallwood

et al. 2021

Preprint

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Abstract. A new regulatory standard for non-volatile particulate matter (nvPM) mass concentration emissions from aircraft engines has been adopted by the International Civil Aviation Organisation. One of the instruments used for the regulatory nvPM mass emissions measurements in aircraft engine certification tests is the Artium Technologies LII 300, which is based on laser-induced incandescence. The LII 300 has been shown in some cases to demonstrate a variation in response to the type of black carbon particle measured. Hence it is important to identify a suitable black carbon emission source for instrument calibration. In this study, the relationship between the nvPM emissions produced by different engine sources and the response of the LII 300 instrument utilising auto-compensating laser-induced incandescence (AC-LII) method was investigated. Six different sources were used, including a turboshaft helicopter engine, a diesel generator, an intermediate pressure test rig of a single sector combustor, an auxiliary power unit gas turbine engine, a medium-sized diesel engine, and a downsized turbocharged direct injection gasoline engine. Optimum LII 300 laser fluence levels were determined for each source and operating condition evaluated. It was found that an optimised laser fluence can be valid for real-time measurements from a variety of sources, where the mass concentration was independent of laser fluence levels covering the typical operating ranges for the various sources. However, it is important to perform laser fluence sweeps to determine the optimum fluence range, as differences were observed in the laser fluence required, between sources and fuels. We discuss the measurement merits, variability, and best practices in the real-time quantification of nvPM mass concentration using the LII 300 instrument, and compare that with other diagnostic techniques, namely absorption–based methods such as photoacoustic spectroscopy using a photoacoustic extinctiometer (PAX) and a Micro Soot Sensor (MSS), and thermal-optical analysis (TOA). Particle size distributions were also measured using a scanning mobility particle sizer (SMPS). Overall, the LII 300 provides robust and consistent results when compared with the other diagnostic techniques across multiple engine sources and fuels. The results from this study will inform the development of updated calibration protocols to ensure repeatable and reproducible measurements of nvPM mass emissions from aircraft engines using the LII 300.

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“…Fossil fuels commonly contain sulfur that forms sulfur oxides (SO x ) during combustion (Arnold et al, 2006;Hoang and Pham, 2018). Most of the sulfur in diesel fuels are oxidized to SO 2 (Kozak and Merkisz, 2005;Walker, 2004); however, some SO 2 is further oxidized to SO 3 (3 %-5 %; Cordtz et al, 2013). In the high-temperature exhaust, it is already possible for SO 3 to react with water molecules, resulting in the formation of gaseous sulfuric acid (GSA) (Arnold et al, 2012;Rönkkö et al, 2013).…”

Section: Introductionmentioning

confidence: 99%

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

et al. 2021

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Abstract. Exhaust emissions from shipping are a major contributor to particle concentrations in coastal and marine areas. Previously, the 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: the FSC restriction was originally 1.50 m/m%, but it decreased 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 (PNCs) and particle number size distributions (NSDs) are studied in the Baltic Sea SECA. Measurements were made on a small island (Utö, Finland; 59∘46′50 N, 21∘22′23 E) 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 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 PNCs of the plumes. The latter restriction (to 0.10 m/m% in January 2015) also decreased the 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 PNCs of the plumes and ambient air was 27 and 32 %, respectively, for the total FSC change from 1.50 m/m% to 0.10 m/m%. The decrease in the plume particle number concentration was caused mostly by a decrease in the concentration of particle sizes of between approximately 33 and 144 nm. The latter restriction also reduced the geometric mean 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 at daytime than for those measured at nighttime, likely because of the photochemical aging of particles due to UV light. The difference decreased with decreasing FSC, indicating that a lower FSC also has an impact on the atmospheric processing of ship plumes.

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Characterization of particulate matter emitted by a marine engine operated with liquefied natural gas and diesel fuels

Cited by 40 publications

References 53 publications

Measurement of black carbon emissions from multiple engine and source types using laser-induced incandescence: sensitivity to laser fluence

Measurement of black carbon emissions from multiple engine and source types using laser-induced incandescence: sensitivity to laser fluence

Measurement of Black Carbon Emissions from Multiple Engine and Source Types using Laser-Induced Incandescence: Sensitivity to Laser Fluence

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

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