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.     

Trends in onroad transportation energy and emissions

Globally, 1.3 billion on-road vehicles consume 79 quadrillion BTU of energy, mostly gasoline and diesel fuels, emit 5.7 gigatonnes of CO₂, and emit other pollutants to which approximately 200,000 annual premature deaths are attributed. Improved vehicle energy efficiency and emission controls have helped offset growth in vehicle activity. New technologies are diffusing into the vehicle fleet in response to fuel efficiency and emission standards. Empirical assessment of vehicle emissions is challenging because of myriad fuels and technologies, intervehicle variability, multiple emission processes, variability in operating conditions, and varying capabilities of measurement methods. Fuel economy and emissions regulations have been effective in reducing total emissions of key pollutants. Real-world fuel use and emissions are consistent with official values in the United States but not in Europe or countries that adopt European standards. Portable emission measurements systems, which uncovered a recent emissions cheating scandal, have a key role in regulatory programs to ensure conformity between “real driving emissions” and emission standards. The global vehicle fleet will experience tremendous growth, especially in Asia. Although existing data and modeling tools are useful, they are often based on convenience samples, small sample sizes, large variability, and unquantified uncertainty. Vehicles emit precursors to several important secondary pollutants, including ozone and secondary organic aerosols, which requires a multipollutant emissions and air quality management strategy. Gasoline and diesel are likely to persist as key energy sources to mid-century. Adoption of electric vehicles is not a panacea with regard to greenhouse gas emissions unless coupled with policies to change the power generation mix. Depending on how they are actually implemented and used, autonomous vehicles could lead to very large reductions or increases in energy consumption. Numerous other trends are addressed with regard to technology, emissions controls, vehicle operations, emission measurements, impacts on exposure, and impacts on public health.

Implications: Without specific policies to the contrary, fossil fuels are likely to continue to be the major source of on-road vehicle energy consumption. Fuel economy and emission standards are generally effective in achieving reductions per unit of vehicle activity. However, the number of vehicles and miles traveled will increase. Total energy use and emissions depend on factors such as fuels, technologies, land use, demographics, economics, road design, vehicle operation, societal values, and others that affect demand for transportation, mode choice, energy use, and emissions. Thus, there are many opportunities to influence future trends in vehicle energy use and emissions.     

Environmental protection and economization of resources by electroorganic and electroenzymatic syntheses

The electrochemical methodology is an intrinsically environmentally friendly technique. It is especially excellently suited for preventive environmental protection because the practically mass-free electrons are used as reagents. Therefore, it allows the production of organic compounds without the formation of ecologically critical waste which has to be disposed. In addition, toxic waste formation can be prevented by continuous in situ or two-step electrochemical regeneration of heavy metal redox reagents. By using solid polymer electrolytes (ion-exchange membranes), even the use of a supporting electrolyte can be avoided. Thus, product formation can take place in pure methanol without any other chemical present. The consumption of resources can be economized by generating high-value products on both electrodes, anode and cathode (paired electrosynthesis). In certain cases, the same product may be formed on the anode and the cathode (200%-cell). Finally, in electroenzymatic syntheses, two environmentally friendly methods can be combined for the regeneration of the cofactors or the prosthetic groups of redox enzymes.     

Comparing lifetime emissions of natural gas and conventional fuel vehicles: an application of the generalized ANCOVA model

New regulations and incentives are encouraging the use of clean, alternative fuel vehicles (AFVs) in urban areas. These vehicles are seen as one option for reducing air pollution from mobile sources. However, because of the limited number of AFVs on the road, little is known about actual lifetime emissions characteristics of in-use AFVs. This study describes the use of a generalized analysis of covariance model to evaluate and compare the emissions from natural gas vehicles with emissions from reformulated gasoline vehicles. The model describes fleet-wide emissions deterioration, while also accounting for individual vehicle variability within the fleet. This ability to measure individual vehicle variability can then be used to provide realistic bounds for the emissions deterioration in individual vehicles and the fleet as a whole. In order to illustrate the use of the model, the carbon monoxide, oxides of nitrogen (NOx), non-methane hydrocarbon (NMHC), and carbon dioxide emissions characteristics of a fleet of dedicated natural gas Dodge Ram vans and a fleet of dedicated reformulated gasoline Dodge Ram vans operating in the U.S. government fleet are explored. The analysis demonstrates the utility of the statistical method and suggests a potential for natural gas Dodge Ram vans to be generally cleaner than their conventional fuel counterparts. However, in the case of NOx and NHMCs, the analysis also suggests that these emissions benefits might be reduced over the vehicle lifetime due to higher emissions deterioration rates for natural gas vehicles. As this paper is aimed at illustrating the analysis of the covariance model, the results reported herein should be considered within the context of a more comprehensive study of these data before general conclusions are possible. Generalization of these findings to other vehicle models and alternative fuel technologies is not justified without further study.     

Future methane emissions from the heavy-duty natural gas transportation sector for stasis,high, medium,and low scenarios in 2035

Today’s heavy-duty natural gas–fueled fleet is estimated to represent less than 2% of the total fleet. However, over the next couple of decades, predictions are that the percentage could grow to represent as much as 50%. Although fueling switching to natural gas could provide a climate benefit relative to diesel fuel, the potential for emissions of methane (a potent greenhouse gas) from natural gas–fueled vehicles has been identified as a concern. Since today’s heavy-duty natural gas–fueled fleet penetration is low, today’s total fleet-wide emissions will be also be low regardless of per vehicle emissions. However, predicted growth could result in a significant quantity of methane emissions. To evaluate this potential and identify effective options for minimizing emissions, future growth scenarios of heavy-duty natural gas–fueled vehicles, and compressed natural gas and liquefied natural gas fueling stations that serve them, have been developed for 2035, when the populations could be significant. The scenarios rely on the most recent measurement campaign of the latest manufactured technology, equipment, and vehicles reported in a companion paper as well as projections of technology and practice advances. These “pump-to-wheels”(PTW) projections do not include methane emissions outside of the bounds of the vehicles and fuel stations themselves and should not be confused with a complete wells-to-wheels analysis. Stasis, high, medium, and low scenario PTW emissions projections for 2035 were 1.32%, 0.67%, 0.33%, and 0.15% of the fuel used. The scenarios highlight that a large emissions reductions could be realized with closed crankcase operation, improved best practices, and implementation of vent mitigation technologies. Recognition of the potential pathways for emissions reductions could further enhance the heavy-duty transportation sectors ability to reduce carbon emissions.

Implications: Newly collected pump-to-wheels methane emissions data for current natural gas technologies were combined with future market growth scenarios, estimated technology advancements, and best practices to examine the climate benefit of future fuel switching. The analysis indicates the necessary targets of efficiency, methane emissions, market penetration, and best practices necessary to enable a pathway for natural gas to reduce the carbon intensity of the heavy-duty transportation sector.     

Marginal abatement cost curve for nitrogen oxides incorporating controls,renewable electricity,energy efficiency,and fuel switching

A marginal abatement cost curve (MACC) traces out the relationship between the quantity of pollution abated and the marginal cost of abating each additional unit. In the context of air quality management, MACCs are typically developed by sorting control technologies by their relative cost-effectiveness. Other potentially important abatement measures such as renewable electricity, energy efficiency, and fuel switching (RE/EE/FS) are often not incorporated into MACCs, as it is difficult to quantify their costs and abatement potential. In this paper, a U.S. energy system model is used to develop a MACC for nitrogen oxides (NO_x) that incorporates both traditional controls and these additional measures. The MACC is decomposed by sector, and the relative cost-effectiveness of RE/EE/FS and traditional controls are compared. RE/EE/FS are shown to have the potential to increase emission reductions beyond what is possible when applying traditional controls alone. Furthermore, a portion of RE/EE/FS appear to be cost-competitive with traditional controls.

Implications: Renewable electricity, energy efficiency, and fuel switching can be cost-competitive with traditional air pollutant controls for abating air pollutant emissions. The application of renewable electricity, energy efficiency, and fuel switching is also shown to have the potential to increase emission reductions beyond what is possible when applying traditional controls alone.     

Asymmetric investigation to track the effect of urbanization,energy utilization,fossil fuel energy and CO2 emission on economic efficiency in China: another outlook

Environmental Science and Pollution Research - The accelerated urbanization in China was already coupled with a steadily increasing demand for energy usage. The present study major aim was to...     

Assessing energy, environmental, and economic tradeoffs in intermodal freight transportation

This paper presents an energy and environmental network analysis model to explore tradeoffs associated with freight transport. The geospatial model uses an intermodal network built by the authors to connect various modes (rail, road, water) via intermodal terminals. Routes along the network are characterized not only by temporal and distance attributes, but also by cost, energy, and emissions attributes (including emissions of carbon dioxide, particulate matter, sulfur oxides, volatile organic compounds, and oxides of nitrogen). Decision-makers can use the model to explore tradeoffs among alternative route selection across different modal combinations, and to identify optimal routes for objectives that feature energy and environmental parameters (e.g., minimize carbon dioxide emissions). The model is demonstrated with three case studies of freight transport along the U.S. eastern seaboard.     

Combustion,performance, and emission characteristics of diesel engine using oxyhydrogen gas as a fuel additive

Environmental Science and Pollution Research - A lot of research is being carried out to reduce the environmental pollution resulting from compression ignition engines. For this, various gaseous...     

Comparison of life-cycle energy and emissions footprints of passenger transportation in metropolitan regions

A comparative life-cycle energy and emissions (greenhouse gas, CO, NO_X, SO₂, PM₁₀, and VOCs) inventory is created for three U.S. metropolitan regions (San Francisco, Chicago, and New York City). The inventory captures both vehicle operation (direct fuel or electricity consumption) and non-operation components (e.g., vehicle manufacturing, roadway maintenance, infrastructure operation, and material production among others). While urban transportation inventories have been continually improved, little information exists identifying the particular characteristics of metropolitan passenger transportation and why one region may differ from the next. Using travel surveys and recently developed transportation life-cycle inventories, metropolitan inventories are constructed and compared. Automobiles dominate total regional performance accounting for 86–96% of energy consumption and emissions. Comparing system-wide averages, New York City shows the lowest end-use energy and greenhouse gas footprint compared to San Francisco and Chicago and is influenced by the larger share of transit ridership. While automobile fuel combustion is a large component of emissions, diesel rail, electric rail, and ferry service can also have strong contributions. Additionally, the inclusion of life-cycle processes necessary for any transportation mode results in significant increases (as large as 20 times that of vehicle operation) for the region. In particular, emissions of CO₂ from cement production used in concrete throughout infrastructure, SO₂ from electricity generation in non-operational components (vehicle manufacturing, electricity for infrastructure materials, and fuel refining), PM₁₀ in fugitive dust releases in roadway construction, and VOCs from asphalt result in significant additional inventory. Private and public transportation are disaggregated as well as off-peak and peak travel times. Furthermore, emissions are joined with healthcare and greenhouse gas monetized externalities to evaluate the societal costs of passenger transportation in each region. Results are validated against existing studies. The dominating contribution of automobile end-use energy consumption and emissions is discussed and strategies for improving regional performance given private travel's disproportionate share are identified.     

Low-carbon energy strategies and economic growth in developed and developing economies: the case of energy efficiency and energy diversity

Environmental Science and Pollution Research - There has been growing interest in studying the relationship between energy strategies (energy efficiency and energy diversity) and economic growth to...     

Decomposition of organochlorine compounds in flue gas from municipal solid waste incinerators using natural and activated acid clays

High-temperature particle control (HTPC) using a ceramic filter is a dust collection method without inefficient cooling and reheating of flue gas treatment; thus, its use is expected to improve the energy recovery efficiency of municipal solid waste incinerators (MSWIs). However, there are concerns regarding de novo synthesis and a decrease in the adsorptive removal efficiency of dioxins (DXNs) at approximately 300°C. In this study, the effect of natural and activated acid clays on the decomposition of monochlorobenzene (MCB), one of the organochlorine compounds in MSW flue gas, was investigated. From the results of MCB removal tests at 30–300°C, the clays were classified as adsorption, decomposition, and low removal types. More than half of the clays (four kinds of natural acid clays and two kinds of activated acid clays) were of the decomposition type. In addition, the presence of Cl atoms detached from MCB was confirmed by washing the clay used in the MCB removal test at 300°C. Activated acid clay was expected to have high dechlorination performance because of its proton-rich-composition, but only two clays were classed as decomposition type. Conversely, all the natural acid clays used in this work were of the decomposition type, which contained relatively higher di- and trivalent metal oxides such as Al₂O₃, Fe₂O₃, MgO, and CaO. These metal oxides might contribute to the catalytic dechlorination of MCB at 300°C. Therefore, natural and activated acid clays can be used as alternatives for activated carbon at 300°C to remove organochloride compounds such as DXNs. Their utilization is expected to mitigate the latent risks related to the adoption of HTPC, and also to contribute to the improvement of energy recovery efficiency of MSWI.

ImplicationsThe effect of natural and activated acid clays on MCB decomposition was investigated to evaluate their suitability as materials for the removal of organochlorine compounds, such as DXNs, from MSWI flue gas at approximately 300°C. More than half of the clays used in this study showed the decomposition characteristics of MCB. The presence of Cl atoms in the clay used in the MCB removal test at 300°C proved the occurrence of MCB decomposition. The results of this study suggest a novel flue gas treatment method to establish high-energy efficient MSWI systems.     

内循环微电解对天然气中H2S的处理及其工艺的优化

天然气已经成为工业生产中的重要能源,但天然气中含有大量的H_2S,在加工运输过程中会造成管道腐蚀等问题。因此,天然气脱硫是其加工利用过程中重要的一步。将内循环微电解技术用于天然气中H_2S的处理,分别考察了反应时间、通气速率、铁炭比和pH对H_2S去除效果的影响,筛选出影响H_2S去除效果的主控因子,采用Box-Behnken响应曲面法对处理H_2S的反应条件进行了优化。最终确定的最佳反应条件:反应时间为30 min、通气速率为0.33 m~3·h~(-1)、铁炭比为3∶2和pH=6.1,在最佳反应条件下进行验证实验,结果表明,H_2S的去除率可达到84.6%,其落在模型预测值的95%置信区间(80.16%～100%)内,经内循环微电解技术处理后,H_2S含量能够达到《天然气》(GB 17820-2012)中三类标准。因此,内循环微电解技术可以有效地去除天然气中的H_2S,研究结果可为内循环微电解应用于天然气中H_2S的处理提供参考,同时为天然气中H_2S的处理提供了一种简单高效的技术方法。     

Volatile organic compounds at two oil and natural gas production well pads in Colorado and Texas using passive samplers

A pilot study was conducted in application of the U.S. Environmental Protection Agency (EPA) Methods 325A/B variant for monitoring volatile organic compounds (VOCs) near two oil and natural gas (ONG) production well pads in the Texas Barnett Shale formation and Colorado Denver–Julesburg Basin (DJB), along with a traffic-dominated site in downtown Denver, CO. As indicated in the EPA method, VOC concentrations were measured for 14-day sampling periods using passive-diffusive tube samplers with Carbopack X sorbent at fenceline perimeter and other locations. VOCs were significantly higher at the DJB well pad versus the Barnett well pad and were likely due to higher production levels at the DJB well pad during the study. Benzene and toluene were significantly higher at the DJB well pad versus downtown Denver. Except for perchloroethylene, VOCs measured at passive sampler locations (PSs) along the perimeter of the Barnett well pad were significantly higher than PSs farther away. At the DJB well pad, most VOC concentrations, except perchloroethylene, were significantly higher prior to operational changes than after these changes were made. Though limited, the results suggest passive samplers are precise (duplicate precision usually ≤10%) and that they can be useful to assess spatial gradients and operational conditions at well pad locations over time-integrated periods.

Implications: Recently enacted EPA Methods 325A/B use passive-diffusive tube samplers to measure benzene at multiple fenceline locations at petrochemical refineries. This pilot study presents initial data demonstrating the utility of Methods 325A/B for monitoring at ONG facilities. Measurements revealed elevated concentrations reflective of production levels and spatial gradients of VOCs relative to source proximity at the Barnett well pad, as well as operational changes at the DJB well pad. Though limited, these findings indicate that Methods 325A/B can be useful in application to characterize VOCs at well pad boundaries.     

Phytoextraction of heavy metals from contaminated soil,water and atmosphere using ornamental plants: mechanisms and efficiency improvement strategies

Environmental Science and Pollution Research - Accumulation of heavy metals (HMs) in soil, water and air is one of the major environmental concerns worldwide, which mainly occurs due to...     

不同pH下微生物燃料电池降解含硫偶氮染料废水的效能及其机理

构建单室空气阴极微生物燃料电池反应器(MFC)并用于处理含硫偶氮染料有机废水,研究初始pH对单室MFC的产电性能和对偶氮染料及硫化物的去除效果以及阳极生物膜电化学行为的影响。利用紫外可见光谱全波长扫描(UV-vis), 高效液相(HPLC)和液相色谱-质谱联用(LC-MS)分析偶氮染料还原反应过程的中间产物。结果表明,以乙酸盐为底物,单室MFC的阳极液在中性条件下有利于系统性能的提高。pH由5.0增加到9.0过程中,单室MFC的产电性能先增加后减小,中性条件下产电性能和目标物降解率最佳,其次为偏酸和偏碱条件,过酸或过碱最差。当pH=7.0时,电池的最大功率密度为24.5 mW·m⁻²,内阻最小为154.1 Ω;微生物的活性最高,硫化物和偶氮染料的降解率最大,硫化物去除率为98.40%,染料的脱色率达到84.60%,COD的降解率为49.56%。另外,通过CV扫描可知,pH对阳极产电菌的氧化还原能力有显著影响,中性条件下阳极产电菌的氧化能力最强。联苯胺和3,4-二氨基萘-1-磺酸被证实为刚果红降解反应典型的中间产物,而硫化物氧化的主要产物是硫单质,硫代硫酸盐和硫酸盐。以上研究结果可为处理实际的含硫偶氮染料废水提供一定的参考。     

Carbon nanotube-like materials in the exhaust from a diesel engine using gas oil/ethanol mixing fuel with catalysts and sulfur

Particulate matter from a diesel engine, including soot and carbon nanomaterials, was collected on a sampling holder and the structure of the materials was studied by transmission electron microscopy (TEM) and scanning electron microscopy (SEM). As a result of employing gas oil/ethanol mixing fuel with sulfur and ferrocene/molybdenum as catalyst sources, formation of carbon nanotubes (CNT)-like materials in addition to soot was observed in the exhaust gas from a diesel engine. It was revealed that CNT-like materials were included among soot in our system only when the following three conditions were satisfied simultaneously: high ethanol fraction in fuel, high sulfur loading, and presence of catalyst sources in fuel. This study confirmed that if at least one of these three conditions was not satisfied, CNT-like materials were not observed in the exhaust from a diesel engine. These experimental results shown in this work provide insights into understanding CNT-like material formation mechanism in a diesel engine.

Implications: Recent papers reported that carbon nanotube-like materials were included in the exhaust gas from engines, but conditions for carbon nanotube-like material formation have not been well studied. This work provides the required conditions for carbon nanotube-like material growth in a diesel engine, and this will be helpful for understanding the carbon nanotube-like material formation mechanism and taking countermeasures to preventing carbon nanotube-like material formation in a diesel engine.     

An assessment of air emissions from liquefied natural gas ships using different power systems and different fuels

The shipping industry has been an unrecognized source of criteria pollutants: nitrogen oxides (NOx), volatile organic compounds, coarse particulate matter (PM10), fine particulate matter (PM2.5), sulfur dioxide (SO2), and carbon monoxide (CO). Liquefied natural gas (LNG) has traditionally been transported via steam turbine (ST) ships. Recently, LNG shippers have begun using dual-fuel diesel engines (DFDEs) to propel and offload their cargoes. Both the conventional ST boilers and DFDE are capable of burning a range of fuels, from heavy fuel oil to boil-off-gas (BOG) from the LNG load. In this paper a method for estimating the emissions from ST boilers and DFDEs during LNG offloading operations at berth is presented, along with typical emissions from LNG ships during offloading operations under different scenarios ranging from worst-case fuel oil combustion to the use of shore power. The impact on air quality in nonattainment areas where LNG ships call is discussed. Current and future air pollution control regulations for ocean-going vessels (OGVs) such as LNG ships are also discussed. The objective of this study was to estimate and compare emissions of criteria pollutants from conventional ST and DFDE ships using different fuels. The results of this study suggest that newer DFDE ships have lower SO2 and PM2.5/PM10 emissions, conventional ST ships have lower NOx, volatile organic compound, and CO emissions; and DFDE ships utilizing shore power at berth produce no localized emissions because they draw their required power from the local electric grid.