80TH APCA Annual Meeting & Exhibition June 21-26, 1987

To increase U.S. petroleum energy-independence, the University of Texas at Arlington (UT Arlington) has developed a coal liquefaction process that uses a hydrogenated solvent and a proprietary catalyst to convert lignite coal to crude oil. This paper reports on part of the environmental evaluation of the liquefaction process: the evaluation of the solid residual from liquefying the coal, called inertinite, as a potential adsorbent for air and water purification. Inertinite samples derived from Arkansas and Texas lignite coals were used as test samples.

In the activated carbon creation process, inertinite samples were heated in a tube furnace (Lindberg, Type 55035, Arlington, UT) at temperatures ranging between 300 and 850 °C for time spans of 60, 90, and 120 min, using steam and carbon dioxide as oxidizing gases. Activated inertinite samples were then characterized by ultra-high-purity nitrogen adsorption isotherms at 77 K using a high-speed surface area and pore size analyzer (Quantachrome, Nova 2200e, Kingsville, TX). Surface area and total pore volume were determined using the Brunauer, Emmet, and Teller method, for the inertinite samples, as well as for four commercially available activated carbons (gas-phase adsorbents Calgon Fluepac-B and BPL 4?×?6; liquid-phase adsorbents Filtrasorb 200 and Carbsorb 30). In addition, adsorption isotherms were developed for inertinite and the two commercially available gas-phase carbons, using methyl ethyl ketone (MEK) as an example compound. Adsorption capacity was measured gravimetrically with a symmetric vapor sorption analyzer (VTI, Inc., Model SGA-100, Kingsville, TX). Also, liquid-phase adsorption experiments were conducted using methyl orange as an example organic compound. The study showed that using inertinite from coal can be beneficially reused as an adsorbent for air or water pollution control, although its surface area and adsorption capacity are not as high as those for commercially available activated carbons.

Implications: The United States currently imports two-thirds of its crude oil, leaving its transportation system especially vulnerable to disruptions in international crude supplies. UT Arlington has developed a liquefaction process that converts coal, abundant in the United States, to crude oil. This work demonstrated that the undissolvable solid coal residual from the liquefaction process, called inertinite, can be converted to an activated carbon adsorbent. Although its surface area and adsorption capacity are not as high as those for commercially available carbons, the inertinite source material would be available at no cost, and its beneficial reuse would avoid the need for disposal.     

Analysis and comparison of inertinite-derived adsorbent with conventional adsorbents

To increase U.S. petroleum energy-independence, the University of Texas at Arlington (UT Arlington) has developed a coal liquefaction process that uses a hydrogenated solvent and a proprietary catalyst to convert lignite coal to crude oil. This paper reports on part of the environmental evaluation of the liquefaction process: the evaluation of the solid residual from liquefying the coal, called inertinite, as a potential adsorbent for air and water purification. Inertinite samples derived from Arkansas and Texas lignite coals were used as test samples. In the activated carbon creation process, inertinite samples were heated in a tube furnace (Lindberg, Type 55035, Arlington, UT) at temperatures ranging between 300 and 850 degrees C for time spans of 60, 90, and 120 min, using steam and carbon dioxide as oxidizing gases. Activated inertinite samples were then characterized by ultra-high-purity nitrogen adsorption isotherms at 77 K using a high-speed surface area and pore size analyzer (Quantachrome, Nova 2200e, Kingsville, TX). Surface area and total pore volume were determined using the Brunauer Emmet, and Teller method, for the inertinite samples, as well as for four commercially available activated carbons (gas-phase adsorbents Calgon Fluepac-B and BPL 4 x 6; liquid-phase adsorbents Filtrasorb 200 and Carbsorb 30). In addition, adsorption isotherms were developed for inertinite and the two commercially available gas-phase carbons, using methyl ethyl ketone (MEK) as an example compound. Adsorption capacity was measured gravimetrically with a symmetric vapor sorption analyzer (VTI, Inc., Model SGA-100, Kingsville, TX). Also, liquid-phase adsorption experiments were conducted using methyl orange as an example organic compound. The study showed that using inertinite from coal can be beneficially reused as an adsorbent for air or water pollution control, although its surface area and adsorption capacity are not as high as those for commercially available activated carbons. Implications: The United States currently imports two-thirds of its crude oil, leaving its transportation system especially vulnerable to disruptions in international crude supplies. UT Arlington has developed a liquefaction process that converts coal, abundant in the United States, to crude oil. This work demonstrated that the undissolvable solid coal residual from the liquefaction process, called inertinite, can be converted to an activated carbon adsorbent. Although its surface area and adsorption capacity are not as high as those for commercially available carbons, the inertinite source material would be available at no cost, and its beneficial reuse would avoid the need for disposal.     

Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX)

The emissions from a Garrett-AiResearch (now Honeywell) Model GTCP85–98CK auxiliary power unit (APU) were determined as part of the National Aeronautics and Space Administration's (NASA's) Alternative Aviation Fuel Experiment (AAFEX) using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). Measurements were conducted by multiple research organizations for sulfur dioxide (SO₂), total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), speciated gas-phase emissions, particulate matter (PM) mass and number, black carbon, and speciated PM. In addition, particle size distribution (PSD), number-based geometric mean particle diameter (GMD), and smoke number were also determined from the data collected. The results of the research showed PM mass emission indices (EIs) in the range of 20 to 700 mg/kg fuel and PM number EIs ranging from 0.5?×?10¹⁵ to 5?×?10¹⁵ particles/kg fuel depending on engine load and fuel type. In addition, significant reductions in both the SO₂ and PM EIs were observed for the use of the FT fuel. These reductions were on the order of ～90% for SO₂ and particle mass EIs and ～60% for the particle number EI, with similar decreases observed for black carbon. Also, the size of the particles generated by JP-8 combustion are noticeably larger than those emitted by the APU burning the FT fuel with the geometric mean diameters ranging from 20 to 50 nm depending on engine load and fuel type. Finally, both particle-bound sulfate and organics were reduced during FT-2 combustion. The PM sulfate was reduced by nearly 100% due to lack of sulfur in the fuel, with the PM organics reduced by a factor of ～5 as compared with JP-8.

Implications: The results of this research show that APUs can be, depending on the level of fuel usage, an important source of air pollutant emissions at major airports in urban areas. Substantial decreases in emissions can also be achieved through the use of Fischer Tropsch (FT) fuel. Based on these results, the use of FT fuel could be a viable future control strategy for both gas- and particle-phase air pollutants.     

Total life cycle emissions of post-Panamax containerships powered by conventional fuel or natural gas

This study proposes an easy-to-apply method, the Total Life Cycle Emission Model (TLCEM), to calculate the total emissions from shipping and help ship management groups assess the impact on emissions caused by their capital investment or operation decisions. Using TLCEM, we present the total emissions of air pollutants and greenhouse gases (GHGs) during the 25-yr life cycle of 10 post-Panamax containerships under slow steaming conditions. The life cycle consists of steel production, shipbuilding, crude oil extraction and transportation, fuel refining, bunkering, and ship operation. We calculate total emissions from containerships and compare the effect of emission reduction by using various fuels. The results can be used to differentiate the emissions from various processes and to assess the effectiveness of various reduction approaches. Critical pollutants and GHGs emitted from each process are calculated. If the containerships use heavy fuel oil (HFO), emissions of CO₂ total 2.79 million tonnes (Mt), accounting for 95.37% of total emissions, followed by NO_x and SO_x emissions,which account for 2.25% and 1.30%, respectively.The most significant emissions are from the operation of the ship and originate from the main engine (ME).When fuel is switched to 100% natural gas (NG), SO_x, PM₁₀, and CO₂ emissions show remarkable reductions of 98.60%, 99.06%, and 21.70%, respectively. Determining the emission factor of each process is critical for estimating the total emissions. The estimated emission factors were compared with the values adopted by the International Maritime Organization (IMO).The proposed TLCEM may contribute to more accurate estimates of total life cycle emissions from global shipping.

Implications: We propose a total life cycle emissions model for 10 post-Panamax container ships. Using heavy fuel oil, emissions of CO₂ total 2.79 Mt, accounting for approximately 95% of emissions, followed by NO_x and SO_x emissions. Using 100% natural gas, SO_x, PM₁₀, and CO₂ emissions reduce by 98.6%, 99.1%, and 21.7%, respectively. NO_x emissions increase by 1.14% when running a dual fuel engine at low load in natural gas mode.     

Thermal Exploitation of Wastes with Lignite for Energy Production

Abstract

The thermal exploitation of wastewood with Greek lignite was investigated by performing tests in a laboratory-scale fluidized bed reactor, a 1-MW_th semi-industrial circulating fluidized bed combustor, and an industrial boiler.

Blends of natural wood, demolition wood, railroad sleepers, medium-density fiberboard residues, and power poles with lignite were used, and the co-combustion efficiency and the effect of wastewood addition on the emitted pollutants were investigated. Carbon monoxide, sulfur dioxide, and oxides of nitrogen emissions were continuously monitored, and, during the industrial-scale tests, the toxic emissions (polychlorinated dibenzodioxins and dibenzofurans and heavy metals) were determined. Ash samples were analyzed for heavy metals in an inductively coupled plasma-atomic emission spectroscopy spectrophotometer.

Problems were observed during the preparation of wastewood, because species embedded with different compounds, such as railway sleepers and demolition wood, were not easily treated. All wastewood blends were proven good fuels; co-combustion proceeded smoothly and homogeneous temperature and pressure profiles were obtained. Although some fluctuations were observed, low emissions of gaseous pollutants were obtained for all fuel blends. The metal element emissions (in the flue gases and the solid residues) were lower than the legislative limits. Therefore, wastewood co-combustion with lignite can be realized, provided that the fuel handling and preparation can be practically performed in large-scale installations.     

Emissions Tradeoffs among Alternative Marine Fuels: Total Fuel Cycle Analysis of Residual Oil,Marine Gas Oil,and Marine Diesel Oil

Abstract

Worldwide concerns about sulfur oxide (SO_x) emissions from ships are motivating the replacement of marine residual oil (RO) with cleaner, lower-sulfur fuels, such as marine gas oil (MGO) and marine diesel oil (MDO). Vessel operators can use MGO and MDO directly or blended with RO to achieve environmental and economic objectives. Although expected to be much cleaner in terms of criteria pollutants, these fuels require additional energy in the upstream stages of the fuel cycle (i.e., fuel processing and refining), and thus raise questions about the net impacts on greenhouse gas emissions (primarily carbon dioxide [CO₂]) because of production and use. This paper applies the Total Energy and Environmental Analysis for Marine Systems (TEAMS) model to conduct a total fuel cycle analysis of RO, MGO, MDO, and associated blends for a typical container ship. MGO and MDO blends achieve significant (70–85%) SO_x emissions reductions compared with RO across a range of fuel quality and refining efficiency assumptions. We estimate CO₂ increases of less than 1% using best estimates of fuel quality and refinery efficiency parameters and demonstrate how these results vary based on parameter assumptions. Our analysis suggests that product refining efficiency influences the CO₂ tradeoff more than differences in the physical and energy parameters of the alternative fuels, suggesting that modest increases in CO₂ could be offset by efficiency improvements at some refineries. Our results help resolve conflicting estimates of greenhouse gas tradeoffs associated with fuel switching and other emissions control policies.     

Inventory of aerosol and sulphur dioxide emissions from India: I—Fossil fuel combustion

A comprehensive, spatially resolved (0.25°×0.25°) fossil fuel consumption database and emissions inventory was constructed, for India, for the first time. Emissions of sulphur dioxide and aerosol chemical constituents were estimated for 1996–1997 and extrapolated to the Indian Ocean Experiment (INDOEX) study period (1998–1999). District level consumption of coal/lignite, petroleum and natural gas in power plants, industrial, transportation and domestic sectors was 9411 PJ, with major contributions from coal (54%) followed by diesel (18%). Emission factors for various pollutants were derived using India specific fuel characteristics and information on combustion/air pollution control technologies for the power and industrial sectors. Domestic and transportation emission factors, appropriate for Indian source characteristics, were compiled from literature. SO₂ emissions from fossil fuel combustion for 1996–1997 were 4.0 Tg SO₂ yr⁻¹, with 756 large point sources (e.g. utilities, iron and steel, fertilisers, cement, refineries and petrochemicals and non-ferrous metals), accounting for 62%. PM_2.5 emitted was 0.5 and 2.0 Tg yr⁻¹ for the 100% and the 50% control scenario, respectively, applied to coal burning in the power and industrial sectors. Coal combustion was the major source of PM_2.5 (92%) primarily consisting of fly ash, accounting for 98% of the “inorganic fraction” emissions (difference between PM_2.5 and black carbon+organic matter) of 1.6 Tg yr⁻¹. Black carbon emissions were estimated at 0.1 Tg yr⁻¹, with 58% from diesel transport, and organic matter emissions at 0.3 Tg yr⁻¹, with 48% from brick-kilns. Fossil fuel consumption and emissions peaked at the large point industrial sources and 22 cities, with elevated area fluxes in northern and western India. The spatial resolution of this inventory makes it suitable for regional-scale aerosol-climate studies. These results are compared to previous studies and differences discussed. Measurements of emission factors for Indian sources are needed to further refine these estimates.     

Regulated emissions from biodiesel fuels from on/off-road applications

This research is one of the largest studies of biodiesel in both on-road and off-road uses. The testing was conducted for the military and encompassed a wide range of application types including two medium-duty trucks, two Humvees, a heavy heavy-duty diesel truck, a bus, two stationary backup generators (BUGs), a forklift, and an airport tow vehicle. The full range of fuels tested included a California ultra-low sulfur diesel (ULSD) fuel, different blend ratios of two different yellow-grease biodiesels and one soy-based biodiesel, JP-8, and yellow-grease biodiesel blends with two different NO_x reduction additives. The B20-YGA, B20-YGB, and B20-Soy did not show trends relative to ULSD that were consistent over all applications tested. Higher biodiesel blends were tested on only one vehicle, but showed a tendency for higher total hydrocarbons (THC) and carbon monoxide (CO) emissions and lower particulate matter (PM) emissions. The JP-8 showed increases in THC and CO relative to the ULSD.     

F-T合成技术生产替代燃料对环境的影响及对策

主要介绍了F-T合成柴油的特性,阐述了其作为清洁能源的优越性;利用生命周期清单分析方法,比较了以煤、生物质及天然气为原料采用F-T合成技术生产替代能源的工艺路线前提下,在提取生产、转化精炼、运输分配、最终用途燃烧、全部燃料链各阶段温室气体排放情况,提出了温室气体的减排对策。     

Thermal exploitation of wastes with lignite for energy production

The thermal exploitation of wastewood with Greek lignite was investigated by performing tests in a laboratory-scale fluidized bed reactor, a 1-MW(th) semi-industrial circulating fluidized bed combustor, and an industrial boiler. Blends of natural wood, demolition wood, railroad sleepers, medium-density fiberboard residues, and power poles with lignite were used, and the co-combustion efficiency and the effect of wastewood addition on the emitted pollutants were investigated. Carbon monoxide, sulfur dioxide, and oxides of nitrogen emissions were continuously monitored, and, during the industrial-scale tests, the toxic emissions (polychlorinated dibenzodioxins and dibenzofurans and heavy metals) were determined. Ash samples were analyzed for heavy metals in an inductively coupled plasma-atomic emission spectroscopy spectrophotometer. Problems were observed during the preparation of wastewood, because species embedded with different compounds, such as railway sleepers and demolition wood, were not easily treated. All wastewood blends were proven good fuels; co-combustion proceeded smoothly and homogeneous temperature and pressure profiles were obtained. Although some fluctuations were observed, low emissions of gaseous pollutants were obtained for all fuel blends. The metal element emissions (in the flue gases and the solid residues) were lower than the legislative limits. Therefore, wastewood co-combustion with lignite can be realized, provided that the fuel handling and preparation can be practically performed in large-scale installations.     

From Air Repair to EM: A&WMA’s Publications through a Century of Change

Abstract

This paper analyzes the natural desulfurization process taking place in coal-fired units using Greek lignite. The dry scrubbing capability of Greek lignite appears to be extremely high under special conditions, which can make it possible for the units to operate within the legislative limits of sulfur dioxide (SO₂) emissions. According to this study on several lignite-fired power stations in northern Greece, it was found that sulfur oxide emissions depend on coal rank, sulfur content, and calorific value. On the other hand, SO₂ emission is inversely proportional to the parameter y _CO2max, which is equal to the maximum carbon dioxide (CO₂) content by vol ume of dry flue gas under stoichiometric combustion. The desulfurization efficiency is positively correlated to the molar ratio of decomposed calcium carbonate to sulfur and negatively correlated to the free calcium oxide content of fly ash.     

Total versus urban: Well-to-wheels assessment of criteria pollutant emissions from various vehicle/fuel systems

The potential impact on the environment of alternative vehicle/fuel systems needs to be evaluated, especially with respect to human health effects resulting from air pollution. We used the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model to examine the well-to-wheels (WTW) emissions of five criteria pollutants (VOCs, NO_x, PM₁₀, PM_2.5, and CO) for nine vehicle/fuel systems: (1) conventional gasoline vehicles; (2) conventional diesel vehicles; (3) ethanol (E85) flexible-fuel vehicles (FFVs) fueled with corn-based ethanol; (4) E85 FFVs fueled with switchgrass-based ethanol; (5) gasoline hybrid vehicles (HEVs); (6) diesel HEVs; (7) electric vehicles (EVs) charged using the average U.S. generation mix; (8) EVs charged using the California generation mix; and (9) hydrogen fuel cell vehicles (FCVs). Pollutant emissions were separated into total and urban emissions to differentiate the locations of emissions, and emissions were presented by sources. The results show that WTW emissions of the vehicle/fuel systems differ significantly, in terms of not only the amounts but also with respect to locations and sources, both of which are important in evaluating alternative vehicle/fuel systems. E85 FFVs increase total emissions but reduce urban emissions by up to 30% because the majority of emissions are released from farming equipment, fertilizer manufacture, and ethanol plants, all of which are located in rural areas. HEVs reduce both total and urban emissions because of the improved fuel economy and lower emissions. While EVs significantly reduce total emissions of VOCs and CO by more than 90%, they increase total emissions of PM₁₀ and PM_2.5 by 35–325%. However, EVs can reduce urban PM emissions by more than 40%. FCVs reduce VOCs, CO, and NO_x emissions, but they increase both total and urban PM emissions because of the high process emissions that occur during hydrogen production. This study emphasizes the importance of specifying a thorough life-cycle emissions inventory that can account for both the locations and sources of the emissions to assist in achieving a fair comparison of alternative vehicle/fuel options in terms of their environmental impacts.     

The Relationship of Carbon Dioxide Emissions with Coal Rank and Sulfur Content

Carbon dioxide emissions, on an equivalent energy basis, were calculated for 504 North American coals to explore the effects of coal rank and sulfur content on CO₂ emissions. The data set included coals ranging in rank from lignite through low-volatile bituminous from 15 U.S. states and Alberta, Canada. Carbon dioxide emissions were calculated from the carbon content and gross calorific value of each coal. The lowest CO₂ emissions are calculated for the high-volatile bituminous coals (198 to 211 lbs CO₂/MMBtu) and the highest for lignites and subbituminous coals (209 to 224 lbs CO₂/MMBtu). The lower CO₂ emissions from the high-volatile bituminous coals result in part from their generally higher sulfur content. However, even at equivalent sulfur contents the high-volatile bituminous coals give lower CO₂ emissions than the lower-rank coals. On average, the lowerrank coals produce 5 percent more CO₂ upon combustion than the highvolatile bituminous coals, on the basis of gross calorific value. This difference increases to 9 percent on the basis of estimated net calorific value. The net calorific value is better indicator of power plant energy production than the gross calorific value. The difference in CO₂ emissions resulting from the use of high-volatile bituminous coals and lower-rank coals is of the same order of magnitude as reductions expected from near-term combustion efficiency improvements. These results are useful to those interested in current and future CO₂ emissions resulting from coal combustion.     

Impact of Free Calcium Oxide Content of Fly Ash on Dust and Sulfur Dioxide Emissions in a Lignite-Fired Power Plant

Abstract

Emitted pollutants from the Agios Dimitrios lignite-fired power plant in northern Greece show a very strong linear correlation with the free calcium oxide content of the lignite ash. Dust (fly ash) emissions are positively correlated to free calcium oxide content, whereas sulfur dioxide (SO₂) emissions are negatively correlated. As a result, at present, the Agios Dimitrios Power Plant operates very strictly within the legislative limits on atmospheric particulate emission. In the present study, the factors to be considered in assessing the impact of lignite combustion on the environment are presented and evaluated statistically. The ash appears to have a remarkable SO₂ natural dry scrubbing capability when the free calcium oxide content ranges between 4 and 7%. Precipitator operating problems attributable to high ash resistivity can be overcome by injecting sulfur trioxide to reduce the ash resistivity, with, of course, a probable increase in operating costs.     

Rapid measurement of emissions from military aircraft turbine engines by downstream extractive sampling of aircraft on the ground: Results for C-130 and F-15 aircraft

Aircraft emissions affect air quality on scales from local to global. More than 20% of the jet fuel used in the U.S. is consumed by military aircraft, and emissions from this source are facing increasingly stringent environmental regulations, so improved methods for quickly and accurately determining emissions from existing and new engines are needed. This paper reports results of a study to advance the methods used for detailed characterization of military aircraft emissions, and provides emission factors for two aircraft: the F-15 fighter and the C-130 cargo plane. The measurements involved outdoor ground-level sampling downstream behind operational military aircraft. This permits rapid change-out of the aircraft so that engines can be tested quickly on operational aircraft. Measurements were made at throttle settings from idle to afterburner using a simple extractive probe in the dilute exhaust. Emission factors determined using this approach agree very well with those from the traditional method of extractive sampling at the exhaust exit. Emission factors are reported for CO₂, CO, NO, NO_x, and more than 60 hazardous and/or reactive organic gases. Particle size, mass and composition also were measured and are being reported separately. Comparison of the emissions of nine hazardous air pollutants from these two engines with emissions from nine other aircraft engines is discussed.     

Cleaner co-combustion of lignite-biomass-waste blends by utilising inhibiting compounds of toxic emissions

In this paper, the co-combustion behaviour of coal with wastes and biomass and the related toxic gaseous emissions were investigated. The objective of this work is to add on towards a cleaner co-combustion of lignite-waste-biomass blends by utilizing compounds that could inhibit the formation of toxic pollutants. A series of co-combustion tests was performed in a pilot scale incinerator, and the emissions of polychlorinated dibenzo-p-dioxins (PCDDs) and dibenzofurans (PCDFs) were measured. The co-combustion behaviour of lignite with olive kernels, MDF and sawdust was studied and the ability of additives such as urea, almond shells and municipal sewage sludge to reduce the PCDD/F emissions was examined. All blends were proven good fuels and reproducible combustion conditions were achieved. The addition of inhibitors prior to combustion showed in some cases, relatively high PCDD/F emissions reduction. Among the inhibitors tested, urea seems to achieve a reduction of PCDD/F emissions for all fuel blends, while an unstable behaviour was observed for the others.     

Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX)

The emissions from a Garrett-AiResearch (now Honeywell) Model GTCP85-98CK auxiliary power unit (APU) were determined as part of the National Aeronautics and Space Administration's (NASA's) Alternative Aviation Fuel Experiment (AAFEX) using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). Measurements were conducted by multiple research organizations for sulfur dioxide (SO2, total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOx), speciated gas-phase emissions, particulate matter (PM) mass and number, black carbon, and speciated PM. In addition, particle size distribution (PSD), number-based geometric mean particle diameter (GMD), and smoke number were also determined from the data collected. The results of the research showed PM mass emission indices (EIs) in the range of 20 to 700 mg/kg fuel and PM number EIs ranging from 0.5 x 10(15) to 5 x 10(15) particles/kg fuel depending on engine load and fuel type. In addition, significant reductions in both the SO2 and PM EIs were observed for the use of the FT fuel. These reductions were on the order of approximately 90% for SO2 and particle mass EIs and approximately 60% for the particle number EI, with similar decreases observed for black carbon. Also, the size of the particles generated by JP-8 combustion are noticeably larger than those emitted by the APU burning the FT fuel with the geometric mean diameters ranging from 20 to 50 nm depending on engine load and fuel type. Finally, both particle-bound sulfate and organics were reduced during FT-2 combustion. The PM sulfate was reduced by nearly 100% due to lack of sulfur in the fuel, with the PM organics reduced by a factor of approximately 5 as compared with JP-8.     

Impacts of Biodiesel on Pollutant Emissions of a JP-8–Fueled Turbine Engine

Abstract

The impacts of biodiesel on gaseous and particulate matter (PM) emissions of a JP-8–fueled T63 engine were investigated. Jet fuel was blended with the soybean oil-derived methyl ester biofuel at various concentrations and combusted in the turbine engine. The engine was operated at three power settings, namely ground idle, cruise, and takeoff power, to study the impact of the biodiesel at significantly different pressure and temperature conditions. Particulate emissions were characterized by measuring the particle number density (PND; particulate concentration), the particle size distribution, and the total particulate mass. PM samples were collected for off-line analysis to obtain information about the effect of the biodiesel on the polycyclic aromatic hydrocarbon (PAH) content. In addition, temperature-programmed oxidation was performed on the collected soot samples to obtain information about the carbonaceous content (elemental or organic). Major and minor gaseous emissions were quantified using a total hydrocarbon analyzer, an oxygen analyzer, and a Fourier Transform IR analyzer. Test results showed the potential of biodiesel to reduce soot emissions in the jet-fueled turbine engine without negatively impacting the engine performance. These reductions, however, were observed only at the higher power settings with relatively high concentrations of biodiesel. Specifically, reductions of ～15% in the PND were observed at cruise and takeoff conditions with 20% biodiesel in the jet fuel. At the idle condition, slight increases in PND were observed; however, evidence shows this increase to be the result of condensed uncombusted biodiesel. Most of the gaseous emissions were unaffected under all of the conditions. The biodiesel was observed to have minimal effect on the formation of polycyclic aromatic hydrocarbons during this study. In addition to the combustion results, discussion of the physical and chemical characteristics of the blended fuels obtained using standard American Society for Testing and Materials (ASTM) fuel specifications methods are presented.     

The Role of the Computer in Air Pollution Control

The search for ways of reducing vehicular emissions has led to numerous investigations of the relationships between fuel composition and the pollutants discharged from automobiles. The most obvious fuel effects result from evaporation of gasoline components from the fuel tanks and carburetors of vehicles which lack effective mechanical devices (such as those required on all 1971 model cars) to control evaporative losses. Thus, several laboratories and cooperative study groups (Coordinating Research Council and American Petroleum Institute) have investigated the ways in which fuel properties (especially the amounts and types of C₄-C₅ hydrocarbons) influence both the amount and the potential atmospheric reactivity of evaporative emissions.^1–6 But fuel evaporation accounts for only a small portion of the total hydrocarbons emitted by automobiles, and gasoline modifications (such as volatility reductions) that reduce evaporative losses can lead to higher levels of hydrocarbons in automobile exhaust.^4–6     

Active methods of mercury removal from flue gases

Due to its adverse impact on health, as well as its global distribution, long atmospheric lifetime and propensity for deposition in the aquatic environment and in living tissue, the US Environmental Protection Agency (US EPA) has classified mercury and its compounds as a severe air quality threat. Such widespread presence of mercury in the environment originates from both natural and anthropogenic sources. Global anthropogenic emission of mercury is evaluated at 2000 Mg year⁻¹. According to the National Centre for Emissions Management (Pol. KOBiZE) report for 2014, Polish annual mercury emissions amount to approximately 10 Mg. Over 90% of mercury emissions in Poland originate from combustion of coal.

The purpose of this paper was to understand mercury behaviour during sub-bituminous coal and lignite combustion for flue gas purification in terms of reduction of emissions by active methods. The average mercury content in Polish sub-bituminous coal and lignite was 103.7 and 443.5 μg kg⁻¹. The concentration of mercury in flue gases emitted into the atmosphere was 5.3 μg m⁻³ for sub-bituminous coal and 17.5 μg m⁻³ for lignite. The study analysed six low-cost sorbents with the average achieved efficiency of mercury removal from 30.6 to 92.9% for sub-bituminous coal and 22.8 to 80.3% for lignite combustion. Also, the effect of coke dust grain size was examined for mercury sorptive properties. The fine fraction of coke dust (CD) adsorbed within 243–277 μg Hg kg⁻¹, while the largest fraction at only 95 μg Hg kg⁻¹. The CD fraction < 0.063 mm removed almost 92% of mercury during coal combustion, so the concentration of mercury in flue gas decreased from 5.3 to 0.4 μg Hg m⁻³. The same fraction of CD had removed 93% of mercury from lignite flue gas by reducing the concentration of mercury in the flow from 17.6 to 1.2 μg Hg m⁻³. The publication also presents the impact of photochemical oxidation of mercury on the effectiveness of Hg vapour removal during combustion of lignite. After physical oxidation of Hg in the flue gas, its effectiveness has increased twofold.