Air Pollution and Climate Change

SHORT-LIVED CLIMATE
POLLUTANTS:
OXIDATION AND BEYOND
Copyright Impact Global emission
Solutions Ltd 2015. All Rights reserved.

What are SLCPs?
SLCPs - MAINTRANSPORT POLLUTANTS IN CITIES:
• Precursors to CO2 – not yet fully oxidised to CO2
• Not exposed to full oxidation temperatures
• BLACK CARBON – PM10+ 2.5 and smaller, global warming
potential up to 3200 times of CO2
• METHANE – CH4, 28 times global warming potential of CO2
• NO & NO2 – Precursors to TROPOSPHERIC OZONE
• adverse climate and health impacts
OTHERTRANSPORT POLLUTANTS IN CITIES:
• BENZENE - Carcinogenic
• FORMALDEHYDE - Carcinogenic
• ACETALDEHYDE - Carcinogenic

SLCPs Effect on Global Climate Change
CO2 55%
SLCPs 45%
Copyright Impact Global emission Solutions Ltd. 2015
All Rights reserved
• SLCPs account for nearly half of all global climate-
forcing emissions
Source: IGSD, 2013: 10

Combustion Process andThermal Reaction
Boil
Water
1000C
Combustion
Commences
2250C
SLCPs, Benzene,
Formaldehyde,
Acetaldehyde
100-2000C
Completed
Combustion
Oxidation to
Co2?
380-6000C
DPF & DOC
Incomplete
Oxidation of
Unburned
Pollutants ?
250-3750C
Increased
NOX due to
DPF, DOC &
Oxygen
150-4000C

Combustion Process andThermal Reaction
CombustionDe
g C
=+
Acetaldehyde
NO2
Formaldehyde
Combustion Commences
225O C
Benzene

OxidationTemperatures?
Copyright Impact Global emission Solutions Ltd 2015. All Rights
reserved.

RealWorld Operating temperatures of DPF ?
• Highway = 380 Degrees C
• Urban = 250-280 Degrees C
• During Regen Only ( if they have regen ) = 500-550 Degrees C
………………………….at Core
• Regen is required to at Best Oxidise to CO2
reserved.

Short to Long-Lived Climate Pollutants – CO2
Engine Exhaust Gas = 580 O C
Boil
Water
100 O C
DPF/DOC
Exhaust into DPF/
DOC 250-375 O C
Let’s make
NOx and SLCP
150-400 O C
Oxidation
to CO2 380- 600 O C
= LTCP

What Diesel particulate Filter ( DPF) and
Diesel Oxidation Catalyst (DOC) Do
1) PM10+ all
species come
from engine
2) Catalyses
PM10 to
smaller more
harmful Micro -
PM: PM2.5 and
smaller
3) Creates more
harmful
pollutant
species and
NOx
4)
4) Do not fully
Oxidise all PM
& black carbon
to CO2 !

reserved.
Carbon Mass =
1 in = 1 out
Therefore:
CO2= Oxidised
OR Unoxidised =
Co + C6H6 + CH2O + C2H4O orVariants
PAH +VOC
CARBON MASS is still the same !

reserved.
Diesel particulate matter is emitted in three usually distinct but
overlapping size modes:
the nucleation mode, typically 3-30 nm diameter, containing
most of the particle number;
the accumulation mode, roughly 30-500 nm, containing most
of the particle mass;
and the coarse mode consisting of larger particles and usually
comprising less than 10% of the mass . Lubricating oil is a
dominant component of the nucleation mode particles produced
without after treatment
And co2 is 0.33nm … ! … What Can you actually measure?

reserved.
NO + NO2 ( NOX )
Cause or Effect ?
Cause = Increased temperature at DPF & DOC +
Exposure to Oxygen and Nitrates in fuel
Effect = Increase of up to 200% ( Euro 3 to Euro 5 )
Increase up to 1400% ( Euro 3 to EuroVI )
Therefore PM is the source of the problem !

Thermal Decomposition of Water –
Boiling a Kettle
1) Put the kettle on 2) Boil to 100 O C 3) Liquid becomes
gas
4) Steam Evaporates

Thermal decomposition of SLCPTO CO2
and Beyond – CO2 Decomposition
1) CO2 and black
carbon + incomplete
oxidation
e.g. benzene
2) Subject to higher
temperature and
pressure
3) Decompose to C + O 4) Reform by adding H2
to CO2 + CO + C = CH4
( Sabatier process )
Oxidation
Temp
=+ Heat &
Pressure
=
Decomp.
Point
500-3000
O C
+=
CO2 + 4
H2 → CH4 +
2 H2O +
energy+

If Covalent bonds are created by reaction to heat + pressure,
what can they be reformed to with heat and pressure ?
Therefore; CO2 + 4 H2 → CH4 + 2H2O + energy (Sabatier Reaction)
Combustion
Oxidation
Decomposition
Reform to CH4
FUEL CH4
OXIDISE DECOMPOSE REFORM

THEREFORE: Normal Oxidation – IPCC 2006 ( Diesel )
SFC x NCV x mass 44/12 x oxidation factor 99/100 (assume 100% ) = CO2
ADVANCED COMBUSTION : Beyond Oxidation
SFC x NCV x mass 44/12 x oxidation factor 99/100 x decomp factor x/y =
C+O
Where X will be % CO2 reduced by decomposition or reformationY= CO2
Where:
SFC = Specific Fuel Consumption;
NCV = Net CalorificValue

Cup of tea ?
www.impactglobalemissionsolutions.com
Eric Keogh
eric@impactglobalemissionsolutions.com

Ref: EJ Grootendorst,YVerbeek,V Ponec 1995
FS USA http://www.fs.fed.us/t-d/pubs/pdf/08511816.pdf
Winati,W. S., Purwanto, W.W., Bismol, S. (2014) Decomposition of Carbon Dioxide in the
Three-Pass Flow Dielectric Barrier Discharge Plasma Reactor, International Journal of
Technology, 1, 1-11.
Srivastava, M.P., Kobyashi, A. 2010 Carbon dioxide decomposition by plasma methods and
application of high energy and high density plasmas in material processing and nano
structures, Transactions ofJWRI, 39(1), 11-25.
Miller, J.E. 2009 Why not split harmful carbon dioxide into harmless carbon and oxygen?
ScientificAmerican, 7.9.2009, available at: http://www.scientificamerican.com/article/splitting-
carbon-dioxide/, accessed: 3.5.2015
Lunde, P.J, Kester, F.L. (1974) Carbon dioxide methanation o a ruthenium catalyst, Industrial
EngineeringChemical Process Des Dev, 13(1), 27-33.
Transport & Environment (2015) Six Facts About Diesel the Car IndustryWould Rather notTell
you,Transport & Environment, Brussels.
Johnson Mathey 2012, Paul Sabatier, https://www.dieselnet.com/tech/dpf_regen.php
http://www.researchgate.net/profile/Hiromu_Sakurai/publication/6795746_Chemical_and_phy
sical_properties_of_ultrafine_diesel_exhaust_particles_sampled_downstream_of_a_catalytic_tr
ap/links/02e7e52478115d51ac000000.pdf
https://dspace.lboro.ac.uk/dspace-jspui/bitstream/2134/4835/1/samuel2.pdf
* Depending on Fuel and Engine configuration – pressure and temperature
References

Air Pollution and Climate Change

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