Real-world particle emissions and secondary aerosol formation from a diesel oxidation catalyst and scrubber equipped ship operating with two fuels in a SECA area

SO_x Emissions Control Areas (SECAs) have been established to reduce harmful effects of atmospheric sulfur. Typical technological changes for ships to conform with these regulations have included the combustion of low-sulfur fuels or installment of SO_x scrubbers. This paper presents experimental findings from high-end real-time measurements of gaseous and particulate pollutants onboard a Roll-on/Roll-off Passenger ship sailing inside a SECA equipped with a diesel oxidation catalyst (DOC) and a scrubber as the exhaust aftertreatment. The ship operates between two ports and switched off the SO_x scrubbing when approaching one of the ports and used low-sulfur fuel instead. Measurement results showed that the scrubber effectively reduced SO₂ concentrations with over 99% rate. In terms of fuel, the engine-out PM was higher for heavy fuel oil than for marine gas oil. During open sea cruising (65% load) the major chemical components in PM having emission factor of 1.7 g kg_fuel^-1 were sulfate (66%) and organics (30%) whereas the contribution of black carbon (BC) in PM was low (∼4%). Decreased engine load on the other hand increased exhaust concentrations of BC by a factor exceeding four. As a novel finding, the secondary aerosol formation potential of the emitted exhaust measured with an oxidation flow reactor and an aerosol mass spectrometer was found negligible. Thus, it seems that either DOC, scrubber, or their combination is efficient in eliminating SOA precursors. Overall, results indicate that in addition to targeting sulfur and NO_x emissions from shipping, future work should focus on mitigating harmful particle emissions.

Physical Characteristics of Particle Emissions from a Medium Speed Ship Engine Fueled with Natural Gas and Low-Sulfur Liquid Fuels

Particle emissions from marine traffic affect significantly air quality in coastal areas and the climate. The particle emissions were studied from a 1.4 MW marine engine operating on low-sulfur fuels natural gas (NG; dual-fuel with diesel pilot), marine gas oil (MGO) and marine diesel oil (MDO). The emitted particles were characterized with respect to particle number (PN) emission factors, PN size distribution down to nanometer scale (1.2-414 nm), volatility, electric charge, morphology, and elemental composition. The size distribution of fresh exhaust particles was bimodal for all the fuels, the nucleation mode highly dominating the soot mode. Total PN emission factors were 2.7 × 10¹⁵-7.1 × 10¹⁵ #/kWh, the emission being the lowest with NG and the highest with MDO. Liquid fuel combustion generated 4-12 times higher soot mode particle emissions than the NG combustion, and the harbor-area-typical lower engine load (40%) caused higher total PN emissions than the higher load (85%). Nonvolatile particles consisted of nanosized fuel, and spherical lubricating oil core mode particles contained, e.g., calcium as well as agglomerated soot mode particles. Our results indicate the PN emissions from marine engines may remain relatively high regardless of fuel sulfur limits, mostly due to the nanosized particle emissions.

Particulate Mass and Nonvolatile Particle Number Emissions from Marine Engines Using Low-Sulfur Fuels, Natural Gas, or Scrubbers

In order to meet stringent fuel sulfur limits, ships are increasingly utilizing new fuels or, alternatively, scrubbers to reduce sulfur emissions from the combustion of sulfur-rich heavy fuel oil. The effects of these methods on particle emissions are important, because particle emissions from shipping traffic are known to have both climatic and health effects. In this study, the effects of lower sulfur level liquid fuels, natural gas (NG), and exhaust scrubbers on particulate mass (PM) and nonvolatile particle number (PN greater than 23 nm) emissions were studied by measurements in laboratory tests and in use. The fuel change to lower sulfur level fuels or to NG and the use of scrubbers significantly decreased the PM emissions. However, this was not directly linked with nonvolatile PN emission reduction, which should be taken into consideration when discussing the health effects of emitted particles. The lowest PM and PN emissions were measured when utilizing NG as fuel, indicating that the use of NG could be one way to comply with up-coming regulations for inland waterway vessels. Low PN levels were associated with low elemental carbon. However, a simultaneously observed methane slip should be taken into consideration when evaluating the climatic impacts of NG-fueled engines.

Selective catalytic reduction operation with heavy fuel oil: NOx, NH3, and particle emissions

To meet stringent NOx emission limits, selective catalytic reduction (SCR) is increasingly utilized in ships, likely also in combination with low-priced higher sulfur level fuels. In this study, the performance of SCR was studied by utilizing NOx, NH3, and particle measurements. Urea decomposition was studied with ammonia and isocyanic acid measurements and was found to be more effective with heavy fuel oil (HFO) than with light fuel oil. This is suggested to be explained by the metals found in HFO contributing to metal oxide particles catalyzing the hydrolysis reaction prior to SCR. At the exhaust temperature of 340 °C NOx reduction was 85-90%, while at lower temperatures the efficiency decreased. By increasing the catalyst loading, the low temperature behavior of the SCR was enhanced. The drawback of this, however, was the tendency of particle emissions (sulfate) to increase at higher temperatures with higher loaded catalysts. The particle size distribution results showed high amounts of nanoparticles (in 25-30 nm size), the formation of which SCR either increased or decreased. The findings of this work provide a better understanding of the usage of SCR in combination with a higher sulfur level fuel and also of ship particle emissions, which are a growing concern.

Effect of lubricant on the formation of heavy-duty diesel exhaust nanoparticles

The effect of lubricants on nanoparticle formation in heavy-duty diesel exhaust with and without a continuously regenerating diesel particulate filter (CRDPF) is studied. A partial flow sampling system with a particle size distribution measurement starting from 3 nm, approximately, is used. Tests are conducted using four different lubricant formulations, a very low sulfur content fuel, and four steady-state driving modes. A well-documented test procedure was followed for each test. Two different kinds of nanoparticle formation were observed, and both were found to be affected bythe lubricant but in differentway. Without CRDPF, nanoparticles were observed at low loads. No correlation between lubricant sulfur and these nanoparticles was found. These nanoparticles are suggested to form mainly from hydrocarbons. With CRDPF, installed nanoparticles were formed only at high load. The formation correlated positively with the lubricant (and fuel) sulfur level, suggesting that sulfuric compounds are the main nucleating species in this situation. Storage effects of CRDPF had an effect on nanoparticle concentration as the emissions of nanoparticles decreased over time.

Life expectancy of people with intellectual disability: a 35-year follow-up study

A 35-year follow-up study based on a nation-wide population study of the life expectancy of people with intellectual disability (ID) was undertaken. The study population consisted of a total of 60,969 person-years. A prospective cohort study with mortality follow-up for 35 years was used and the life expectancy of people with ID was calculated for different levels of intelligence. Proportional hazard models were used to assess the influence of level of intelligence and associated disorders on survival. People with mild ID did not have poorer life expectancy than the general population and subjects with mild ID did not have lower life expectancy in the first 3 decades of life. In cases with profound ID, the proportion of expected life lost was > 20% for almost all age groups. The female preponderance was manifested from the age of 60 years onwards, 25 years later than in the general population. Respectively, survival between sexes differed less. Epilepsy and/or hearing impairment increased the relative risk of death for all levels of ID. The prevalence of people with ID over 40 years was 0.4%. People with ID now live longer than previously expected, and the ageing of people with mild ID appears to be equal to that of the general population, posing new challenges to health care professionals.

Perspectives on poor dental health and its determinants

This paper is based on a cross-sectional study of 35-64-year-old Finnish adults. In the study poor dental health was defined in three ways: (1) high prevalence of dental diseases; (2) edentulousness; and (3) subjects' dissatisfaction with their dental appearance or function. The aim of the study was to determine the relationship of these conditions to certain sociodemographic background factors which are known to be associated with health. Statistical analysis was carried out by means of logistic regression analysis. The background factors associated with poor dental health varied according to the condition under consideration. Education was a factor that was associated with each of them and other associated background factors are also discussed.