Particle Emissions from a Marine Engine: Chemical Composition and Aromatic Emission Profiles under Various Operating Conditions

Sippula, Olli; Scheibe, Benjamin; Sklorz, Martin; Streibel, Thorsten; Rabe, R.; Orasche, Jürgen; Lintelmann, Jutta; Michalke, Bernhard; Abbaszade, G.; Radischat, C.; Gröger, Thomas; Schnelle-Kreis, Jürgen; Harndorf, Horst; Zimmermann, Ralf

doi:10.1021/es502484z

Cited by 151 publications

(161 citation statements)

References 38 publications

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“…Table 3 summarizes the average source profiles of PM in excavator exhaust as derived in this study, as well as those previously reported by others for comparison. As shown in Table 3, the average fraction of total carbonaceous components for the excavators tested in this study is consistent with that for a marine engine, whereas the element fraction was lower than that for a marine engine (Sippula et al, 2014). Iron oxide is recognized as a catalyst and can promote soot burnout during combustion processes (Kasper et al, 1999).…”

Section: Average Chemical Composition Of Pm In Excavator Exhaustsupporting

confidence: 80%

“…Iron oxide is recognized as a catalyst and can promote soot burnout during combustion processes (Kasper et al, 1999). The EC fraction of PM in the excavator exhaust is higher than that reported by Sippula et al (2014), which might be the result of a lower metal fraction in the excavators used for their study. The proportion of n-alkanes measured in this study was significantly higher than those emitted from a marine engine (4-fold) and non-road generator (6-fold) in a different study , which could be the result of different aliphatic compounds in the diesel fuels (Sippula et al, 2014).…”

Section: Average Chemical Composition Of Pm In Excavator Exhaustmentioning

confidence: 93%

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Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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Abstract. With the rapid growth in the number of both non-road and on-road diesel vehicles, the adverse effects of particulate matter (PM) and its constituents on air quality and human health have attracted increasing attentions. However, studies on the characteristics of PM and its composition emitted from diesel vehicles are still scarce, especially under real-world driving conditions. In this study, six excavators and five trucks that provided a wide range of emission standards and operation modes were tested, and PM emissions and their constituents -including organic carbon (OC), elemental carbon (EC), water-soluble ions (WSIs), elements, and organic species like polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and hopanes -as well as steranes were analyzed and characterized. The average emission factors for PM (EF PM ) from excavator and truck emissions were 829 ± 806 and 498 ± 234 mg kg −1 fuel, respectively. EF PM and PM constituents were significantly affected by fuel quality, operational mode, and emission standards. A significant correlation (R 2 = 0.79, p < 0.01) was found between EF PM for excavators and the sulfur contents in fuel. The highest average EF PM for working excavators was 904 ± 979 mg kg −1 fuel as a higher engine load required in this mode. From pre-stage 1 to stage 2, the average EF PM for excavators decreased by 58 %. For trucks, the average nonhighway EF PM at 548 ± 311 mg kg −1 fuel was higher than the highway EF PM at 497 ± 231 mg kg −1 fuel. Moreover, the reduction rates were 63.5 and 65.6 % when switched from China II and III to China IV standards, respectively. Generally, the PM composition emitted from excavators was dominated by OC (39.2 ± 21.0 %) and EC (33.3 ± 25.9 %); PM from trucks was dominated by EC (26.9 ± 20.8 %), OC (9.89 ± 12 %), and WSIs (4.67 ± 5.74 %). The average OC / EC ratios for idling and working excavators were 3 to 4 times higher than those for moving excavators. Although the EF PM for excavators and trucks was reduced with the constraint of regulations, the element fractions for excavators increased from 0.49 % in pre-stage 1 to 3.03 % in stage 2, and the fraction of WSIs for the China IV truck was 5 times higher than the average value of all other-level trucks. Furthermore, as compared with other diesel vehicles, wide ranges were found for excavators of the ratios of benzo operation modes. A comparison of our results with those in the literature revealed that on-board measurement data more accurately reflect actual conditions. Although the fractions of the 16 priority PAHs in PM from the excavator and truck emissions were similar, the equivalent concentrations of total benzo[a]pyrene of excavators were 31 times than that for trucks, implying that more attention should be paid to non-road vehicle emissions.

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Section: Average Chemical Composition Of Pm In Excavator Exhaustsupporting

confidence: 80%

Section: Average Chemical Composition Of Pm In Excavator Exhaustmentioning

confidence: 93%

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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“…In order to complement the quantification of lighter hydrocarbon compounds with two to three carbons, selected ion flow tube mass spectrometry (SIFT-MS) was applied, which has been recognized as a real-time analytical technique for combustion gases and components in exhaled breath (Smith and Spanel, 2010). This part of the analysis was done without pretreatments and took place immediately after the gaseous samples were taken from auxiliary engines.…”

Section: Voc Sampling and Analysismentioning

confidence: 99%

Characteristics of marine shipping emissions at berth: profiles for particulate matter and volatile organic compounds

Xiao

Liu

et al. 2018

Atmos. Chem. Phys.

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Abstract. Emissions from ships at berth play an important role regarding the exposure of high density human populations to atmospheric pollutants in port areas; however, these emissions are not well understood. In this study, volatile organic compounds (VOCs) and particle emissions from 20 container ships at berth were sampled and analyzed during the "fuel switch" period at Jingtang Port in Hebei Province, China. VOCs and particles were analyzed using a gas chromatography-mass spectrometer (GC-MS) and a single particle aerosol mass spectrometer (SPAMS), respectively. VOC analysis showed that alkanes and aromatics, especially benzene, toluene and heavier compounds e.g., n-heptane, noctane and n-nonane, dominated the total identified species. Secondary organic aerosol (SOA) yields and ozone (O 3 ) forming potential were 0.017 ± 0.007 g SOA g −1 VOCs and 2.63 ± 0.37 g O 3 g −1 VOCs, respectively. Both positive and negative ion mass spectra from individual ships were derived and the intensity of specific ions were quantified. Results showed that elemental carbon (35.74 %), elemental carbon-organic carbon mixtures (33.95 %) and Na-rich particles (21.12 %) were major classes, comprising 90.7 % of the particles observed. Particles from ship auxiliary engines were in the 0.2 to 2.5 µm size range, with a peak occurring at around 0.4 µm. The issue of using vanadium (V) as tracer element was examined, and it was found that V was not a proper tracer of ship emissions when using low sulfur content diesel oil. The average percentage of sulfate particles observed in shipping emissions before and after switching to marine diesel oil remained unchanged at 24 %. Under certain wind conditions, when berths were upwind of emission sources, the ratios before and after 1 January were 35 and 27 % respectively. The impact of atmospheric stability was discussed based on PM 2.5 and primary pollutant (carbon monoxide) concentration. With a background of frequent haze episodes and complex mechanisms of particulate accumulation and secondary formation, the impact of atmospheric stability is believed to have been weak on the sulfate contribution from shipping emissions. The results from this study provide robust support for port area air quality assessment and source apportionment.

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“…Although the legislation is focussed on sulfur emissions, the overall health and environmental effects depend in a complex way on the physical and chemical properties of the emissions (WHO, 2013). Several studies have been carried out to determine the detailed chemical composition of shipping emissions (Agrawal et al, 2008a, b;Moldanová et al, 2009;Murphy et al, 2009;Lyyränen et al, 1999;Cooper, 2003;Sippula et al, 2014); however, the ships emissions are still poorly characterized with respect to on-road vehicles.…”

Section: Introductionmentioning

confidence: 99%

Constraining the ship contribution to the aerosol of the central Mediterranean

et al. 2017

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Abstract. Particulate matter with aerodynamic diameters lower than 10 µm, (PM 10 ) aerosol samples were collected during summer 2013 within the framework of the Chemistry and Aerosol Mediterranean Experiment (ChArMEx) at two sites located north (Capo Granitola) and south (Lampedusa Island), respectively, of the main Mediterranean shipping route in the Straight of Sicily.The PM 10 samples were collected with 12 h time resolutions at both sites. Selected metals, main anions, cations and elemental and organic carbon were determined.The evolution of soluble V and Ni concentrations (typical markers of heavy fuel oil combustion) was related to meteorology and ship traffic intensity in the Straight of Sicily, using a high-resolution regional model for calculation of back trajectories. Elevated concentration of V and Ni at Capo Granitola and Lampedusa are found to correspond with air masses from the Straight of Sicily and coincidences between trajectories and positions of large ships; the vertical structure of the planetary boundary layer also appears to play a role, with high V values associated with strong inversions and a stable boundary layer. The V concentration was generally lower at Lampedusa than at Capo Granitola V, where it reached a peak value of 40 ng m −3 .Concentrations of rare earth elements (REEs), La and Ce in particular, were used to identify possible contributions from refineries, whose emissions are also characterized by elevated V and Ni amounts; refinery emissions are expected to display high La / Ce and La / V ratios due to the use of La in the fluid catalytic converter systems. In general, low La / Ce and La / V ratios were observed in the PM samples. The combination of the analyses based on chemical markers, air mass trajectories and ship routes allows us to unambiguously identify the large role of the ship source in the Straight of Sicily.Based on the sampled aerosols, ratios of the main aerosol species arising from ship emission with respect to V were estimated with the aim of deriving a lower limit for the total ship contribution to PM 10 . The estimated minimum ship emission contributions to PM 10 were 2.0 µg m −3 at Lampedusa and 3.0 µg m −3 at Capo Granitola, corresponding with 11 and 8.6 % of PM 10 , respectively.

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Particle Emissions from a Marine Engine: Chemical Composition and Aromatic Emission Profiles under Various Operating Conditions

Cited by 151 publications

References 38 publications

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Characteristics of marine shipping emissions at berth: profiles for particulate matter and volatile organic compounds

Constraining the ship contribution to the aerosol of the central Mediterranean

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