Emissions of intermediate volatility organic compound from waste cooking oil biodiesel and marine gas oil on a ship auxiliary engine

Emission and optical characteristics of brown carbon in size-segregated particles from three types of Chinese ships

Brown carbon (BrC) is one of the important light absorption substances that have high light absorption ability under short wavelength light. However, limit studies have focused on the BrC emission from ships. In this study, size-segregated particulate matters (PM) were collected from three different types of ships, light absorption characteristics and size distribution of methanol-soluble BrC and water-soluble BrC in PM from ship exhausts were investigated. Results showed that four-stroke low-power diesel fishing boat (4-LDF) had the highest mass concentrations of methanol-soluble organic carbon (MSOC) and water-soluble organic carbon (WSOC), followed by 2-stroke high-power heavy-fuel-oil vessel (2-HHV), and four-stroke high-power marine-diesel vessel (4-HMV). While 2-HHV had obviously higher light absorption coefficients of methanol-soluble BrC (Abs365,M) and water-soluble BrC (Abs365,W) in unit weight of PM than the other two types of ships. The tested ships presented comparable or higher absorption efficiency of BrC in water extracts (MAE365,W) compared with other BrC emission sources. Majority of BrC was concentrated in fine particles, and the particle size distributions of both Abs365,M and Abs365,W showed bimodal patterns, peaking at 0.43-0.65 µm and 4.7-5.8 µm, respectively. However, different particle size distributions were found for MAE365,M between diesel and heavy fuel oil ships. Besides, different wavelength dependence in particles with different size were also detected. Ship exhaust could be confirmed as a non-ignorable BrC emission source, and complex influencing factor could affect the light absorption characteristics of ship emissions. Particle size should also be considered when light absorption ability of BrC was evaluated.

Characteristics of intermediate volatility organic compounds emitted from inland vessels with different influential factors and implication of reduction emissions

Ships could emit an abundance intermediate volatility organic compounds (IVOCs). In recent years, many studies on the emission characteristics of IVOCs have focused on the burning of heavy fuel oil by ocean-going ships; however, few have focused on inland vessels which have a more significant impact on air quality and human health owing to their closer proximity to cities than ocean-going ships. In this study, the IVOC emission factors (EFIVOCs) of three inland vessels were determined using a dilution sampling system considering different influencing factors (ship age and operating conditions). The results showed that the EFIVOCs values ranged from 869.9 to 7607 mg/kg fuel, with an average of 4128 ± 2703 mg/kg fuel. In addition, the age of the vessel was found to have a dramatic effect on emissions with the average EFIVOCs of inland vessels aged >10 years was 4300 ± 4319, 5769, and 6484 ± 1586 mg/kg fuel under cruising, idling, and maneuvering conditions, respectively, while that of vessels <10 years old was 1180 ± 328.3 mg/kg fuel when maneuvering. The percentages of emission factors for unresolved complex mixture (UCM), normal alkanes (n-alkanes), branched alkanes (b-alkanes), and polycyclic aromatic hydrocarbons (PAHs) from inland vessels were 82.1 ± 2.6 %, 5.2 ± 0.9 %, 10.6 ± 2.0 % and 2.0 ± 0.6 % of the total IVOCs, respectively. The secondary organic aerosols (SOA) production of inland vessels was estimated to be 1212 ± 801.7 mg/kg fuel, which was substantially higher than those of diesel vehicles, non-road construction machinery, and gasoline vehicles reported by other researches. Moreover, based on the ship movement and measured EFIVOCs data, the IVOCs emission inventory of inland vessels in Jiangsu Province and China in 2016 was 4.2 ± 2.8 and 32.0 ± 21.0 Gg respectively, which was comparable to those from diesel vehicle emissions.

A SWOT-AHP analysis on biodiesel as an alternative future marine fuel

Alternative fuels especially those produced in a green way are essential for meeting supplying the world's growing energy needs. Biodiesel is becoming more prominent to meet international maritime organization regulations, minimize reliance on fossil fuels, and lessen the rising harmful emissions in the maritime sector. Four different generations have been investigated in the production stage in which a wide range of fuel types have existed including biodiesel, bioethanol, and renewable diesel. To investigate all facets of biodiesel usage as a marine fuel, the SWOT-AHP method is utilized in this paper in which 16 maritime experts with an average of 10.5 years of experience participated. SWOT factors and sub-factors have been developed in light of the literature review focused on biomass and alternative fuels. The AHP method is utilized for data acquisition from specified factors and sub-factors according to their superiority to each other. The analysis demonstrates the main factors 'PW and sub-factors' IPW values, and CR values to calculate the local and global rank of factors. Results highlighted that "Opportunity" has the highest prominence among the main factors; however, "Threats" remain at the lowest level. Moreover, "Tax privilege on green and alternative fuels supported by the authorities" (O4) is the one with the highest weight compared to the other sub-factors. Noteworthy energy consumption will be fulfilled in the maritime industry in addition to the development of new-generation biodiesel and other alternative fuels. This paper will be a quite valuable resource for experts, academics, and industry stakeholders to lessen the ambiguity around biodiesel.

Graphical abstract

Real-world emission characteristics of semivolatile/intermediate-volatility organic compounds originating from nonroad construction machinery in the working process

Detailed emission characterization of semivolatile/intermediate-volatility organic compounds (S/IVOCs) originating from nonroad construction machines (NRCMs) remains lacking in China. Twenty-one NRCMs were evaluated with a portable emission measurement system in the working process. Gas phase S/IVOCs were collected by Tenax TA tubes and analyzed via thermal desorption-gas chromatography-mass spectrometry (TD-GC-MS). Particle phase S/IVOCs were collected by quartz filters and analyzed via GC-MS. The average emission factors (EFs) for fuel-based total (gas + particle phase) IVOCs and SVOCs of the assessed NRCMs were 221.45 ± 194.60 and 11.68 ± 10.67 mg/kg fuel, respectively. Compared to excavators, the average IVOC and SVOC EFs of loaders were 1.32 and 1.55 times higher, respectively. Compared to the working mode, the average IVOC EFs under the moving mode (only moving forward or backward) were 1.28 times higher. The IVOC and SVOC EFs for excavators decreased by 69.06% and 38.37%, respectively, from China II to China III. These results demonstrate the effectiveness of emission control regulations. In regard to individual NRCMs, excavators and loaders were affected differently by emission standards. The volatility distribution demonstrated that IVOCs and SVOCs were dominated by gas- and particle-phase compounds, respectively. The mode of operation also affected S/IVOC gas-particle partitioning. Combined with previous studies, the mechanical type significantly affected the volatility distribution of IVOCs. IVOCs from higher volatile fuels are more distributed in the high-volatility interval. The total secondary organic aerosol (SOA) production potential was 104.36 ± 79.67 mg/kg fuel, which originated from VOCs (19.98%), IVOCs (73.87%), and SVOCs (6.15%). IVOCs were a larger SOA precursor than VOCs and SVOCs. In addition, normal (n-) alkanes were suitably correlated with IVOCs, which may represent a backup solution to quantify IVOC EFs. This work provides experimental data support for the refinement of the emission characteristics and emission inventories of S/IVOCs originating from NRCMs.

Detailed Speciation of Semi-Volatile and Intermediate-Volatility Organic Compounds (S/IVOCs) in Marine Fuel Oils Using GC × GC-MS

Ship emissions contribute substantial air pollutants when at berth. However, the complexity and diversity of the marine fuels utilized hinder our understanding and mapping of the characteristics of ship emissions. Herein, we applied GC × GC-MS to analyze the components of marine fuel oils. Owing to the high separation capacity of GC × GC-MS, 11 classes of organic compounds, including b-alkanes, alkenes, and cyclo-alkanes, which can hardly be resolved by traditional one-dimensional GC-MS, were detected. Significant differences are observed between light (-10# and 0#) and heavy (120# and 180#) fuels. Notably, -10# and 0# diesel fuels are more abundant in b-alkanes (44~49%), while in 120# and 180#, heavy fuels b-alkanes only account for 8%. Significant enhancement of naphthalene proportions is observed in heavy fuels (20%) compared to diesel fuels (2~3%). Hopanes are detected in all marine fuels and are especially abundant in heavy marine fuels. The volatility bins, one-dimensional volatility-based set (VBS), and two-dimensional VBS (volatility-polarity distributions) of marine fuel oils are investigated. Although IVOCs still take dominance (62-66%), the proportion of SVOCs in heavy marine fuels is largely enhanced, accounting for ~30% compared to 6~12% in diesel fuels. Furthermore, the SVOC/IVOC ratio could be applied to distinguish light and heavy marine fuel oils. The SVOC/IVOC ratios for -10# diesel fuel, 0# diesel fuel, 120# heavy marine fuel, and 180# heavy marine fuel are 0.085 ± 0.046, 0.168 ± 0.159, 0.504, and 0.439 ± 0.021, respectively. Our work provides detailed information on marine fuel compositions and could be further implemented in estimating organic emissions and secondary organic aerosol (SOA) formation from marine fuel storage and evaporation processes.

An updated comprehensive IVOC emission inventory for mobile sources in China

Intermediate volatility organic compounds (IVOCs) from mobile sources contribute significantly to secondary organic aerosol (SOA) formation. However, the assessments of IVOC emissions remain considerably uncertain due to the lack of localized measured data and detailed emission source classifications. This study established a comprehensive database of IVOC emission factors (EFs) for mobile sources based on the diversified measured EFs and correlations with hydrocarbons. The provincial-level IVOC emission inventories over China were further established by integrating activity data of various mobile sources. The national mobile source IVOC emissions were 507.5 Gg in 2017. The IVOC emissions of on-road and non-road mobile sources were roughly the same. Trucks and non-road construction machineries were the major contributors to IVOC emissions, accounting for >66 % of the total. The IVOC emission characteristics and spatial distributions from various mobile sources varied significantly with different types and usages. The IVOC emission inventories with detailed classifications can be used to evaluate emission control policies for mobile sources. Incorporating localized measured data would be beneficial for a better understanding for the atmospheric impacts of mobile source IVOC emissions.

Study on the real-world emission characteristics of gaseous and particulate pollutants from an inland ship using a portable emission measurement system

The emissions of pollutants from inland ships endanger the urban environment and human health, deserving quantitative study to make reduction measurements to achieve clean emissions. In this study, the real-world gaseous emissions (CO, THC, SO₂, NOx) and particulate emissions including particle mass (PM) and particle number (PN) as well as the particle size distribution and particle compositions from an inland ship were investigated using a portable emission measurement system (PEMS) method. The results showed that the emission concentrations of CO, THC, PM and PN at departure and idling conditions were significantly higher than those at other conditions, while the emission concentrations of NOx and SO₂ at cruising condition were the highest. The particle size distribution always presented a bimodal distribution ranged at 40 nm and 200 nm respectively at different conditions and engine loads. The proportion of nucleation mode particles was the highest at departure condition, and a larger engine load resulted in a declined proportion of nucleation mode particles. The anions of the emitted particles mainly included nitrite ion (NO₂^-), nitrate ion (NO₃^-), sulfate ion (SO₄^2-), and cations mainly included ammonium ion (NH₄⁺), sodium ion (Na⁺) and potassium ion (K⁺). The main components of organic carbon (OC) in soot were OC1 and OC2, accounting for more than 80 %, while the main component of elemental carbon (EC) was EC2, accounting for 83.9 %. The emission factors based on fuel consumption of CO and THC were significantly higher at idling conditions than other conditions, and the emission factor of NOx was higher at cruising conditions, while the emission factors of PM and PN were higher at departure and idling conditions than other conditions.

Source Diversity of Intermediate Volatility n-Alkanes Revealed by Compound-Specific δ13C-δD Isotopes

Intermediate volatility organic compounds (IVOCs) are important precursors of secondary organic aerosols, and their sources remain poorly defined. N-alkanes represent a considerable portion of IVOCs in atmosphere, which can be well identified and quantified out of the complex IVOC pool. To investigate the potential source diversity of intermediate volatility n-alkanes (IVnAs, nC₁₂-nC₂₀), we apportioned the sources of IVnAs in the atmosphere of four North China cities, based on their compound-specific δ¹³C-δD isotope compositions and Bayesian model analysis. The concentration level of IVnAs reached 1195 ± 594 ng/m³. The δ¹³C values of IVnAs ranged -32.3 to -27.6‰ and δD values -161 to -90‰. The δD values showed a general increasing trend toward higher carbon number alkanes, albeit a zigzag odd-even prevalence. Bayesian MixSIAR model using δ¹³C and δD compositions revealed that the source patterns of individual IVnAs were inconsistent; the relative contributions of liquid fossil combustion were higher for lighter IVnAs (e.g., nC₁₂-nC₁₃), while those of coal combustion were higher for heavier IVnAs (e.g., nC₁₇-nC₂₀). This result agrees with principal component analysis of the dual isotope data. Overall, coal combustion, liquid fossil fuel combustion, and biomass burning contributed about 47.8 ± 0.1, 35.7 ± 4.0, and 16.3 ± 4.2% to the total IVnAs, respectively, highlighting the importance of coal combustion as an IVnA source in North China. Our study demonstrates that the dual-isotope approach is a powerful tool for source apportionment of atmospheric IVOCs.

Emission Characteristics and Formation Pathways of Intermediate Volatile Organic Compounds from Ocean-Going Vessels: Comparison of Engine Conditions and Fuel Types

The lack of emission data for ocean-going vessels (OGVs) and the recent fuel switching make it urgent to enhance the onboard measurement of ship emissions, especially for intermediate volatile organic compounds (IVOCs). This study focused on the IVOC emission characteristics and formation pathways of three OGVs under various engine conditions (power and load) and fuel oils (heavy fuel oil (HFO) versus marine gas oil (MGO)). The results showed that the (1) IVOC emission factors (EF_IVOC) of the three OGVs increased with engine power and were higher for MGO (1494.4 ± 421.7 mg/kg) than HFO (1830.5 ± 534.5 mg/kg) and engine load is an important parameter. (2) Engine load and oil type affect the composition and volatility distribution of IVOCs. The proportion of polycyclic aromatic hydrocarbons in IVOCs increased with a higher load, and using MGO shifted IVOC components to a higher volatility in contrast to HFO. (3) The compositions of IVOCs were more like those in fuel oils under low loads than under high loads, indicating that different formation pathways of IVOCs exist for different engine loads. (4) A higher EF_IVOC was observed nearshore than in open sea owing to the lower and transient engine load, which indicates the necessity of paying attention to the IVOC emissions for ships.

Sustainable biodiesel generation through catalytic transesterification of waste sources: a literature review and bibliometric survey

Sustainable renewable energy production is being intensely disputed worldwide because fossil fuel resources are declining gradually. One solution is biodiesel production via the transesterification process, which is environmentally feasible due to its low-emission diesel substitute. Significant issues arising with biodiesel production are the cost of the processes, which has stuck its sustainability and the applicability of different resources. In this article, the common biodiesel feedstock such as edible and non-edible vegetable oils, waste oil and animal fats and their advantages and disadvantages were reviewed according to the Web of Science (WOS) database over the timeframe of 1970–2020. The biodiesel feedstock has water or free fatty acid, but it will produce soap by reacting free fatty acids with an alkali catalyst when they present in high portion. This reaction is unfavourable and decreases the biodiesel product yield. This issue can be solved by designing multiple transesterification stages or by employing acidic catalysts to prevent saponification. The second solution is cheaper than the first one and even more applicable because of the abundant source of catalytic materials from a waste product such as rice husk ash, chicken eggshells, fly ash, red mud, steel slag, and coconut shell and lime mud. The overview of the advantages and disadvantages of different homogeneous and heterogeneous catalysts is summarized, and the catalyst promoters and prospects of biodiesel production are also suggested. This research provides beneficial ideas for catalyst synthesis from waste for the transesterification process economically, environmentally and industrially.

Sustainable renewable energy production is being intensely disputed worldwide because fossil fuel resources are declining gradually.