High-sulfur Fuels Research Articles

Optimizing fuel injection timing: Investigating the effects of injection timing on combustion performance and emission characteristics of high and low sulfur fuels in a diesel engine

Optimizing fuel injection timing: Investigating the effects of injection timing on combustion performance and emission characteristics of high and low sulfur fuels in a diesel engine

Mapping the knowledge domain of microbial desulfurization application in fuels and ores for sustainable industry.

Direct application of high-sulfur fuels and ores can cause environmental pollution (such as air pollution and acid rain) and, in serious cases, endanger human health and contribute to property damage. In the background of preserving the environment, microbial desulfurization technologies for high-sulfur fuels and ores are rapidly developed. This paper aims to reveal the progress of microbial desulfurization research on fuels and ores using bibliometric analysis. 910 publications on microbial desulfurization of fuels and ores from web core databases were collected in this work, spanning 39 years. Through 910 retrieved documents, collaborative networks of authors, institutions and countries were mapped by this work, the sources of highly cited articles and cited documents were statistically analyzed, and keyword development from different perspectives was discussed. The results of the study provide a reference for microbial desulfurization research and benefit environmental protection and energy green applications.

Real world emission characteristics of Chinese fleet and the current situation of underestimated ship emissions

Ships are considered important contributors to air pollution and have seriously health impact globally. Although many researchers have carried out studies on emission factors (EFs) in recent years, studies covering various types of ships are rare and the chemical characteristics of particulate matter (PM) emitted by them are unclear. Due to the diversity of different national fleets, the current emission inventory in China established by citing foreign EFs will lead to inaccurate calculation results and generate large uncertainty. In this study, the EFs for ocean-going, harbour, offshore and inland vessels were measured by the portable emission measurement system (PEMS). The specific compositions of PM were analyzed, including carbonaceous components, water-soluble ions (WSI), elements, and polycyclic aromatic hydrocarbons (PAHs). Combined with localized EFs, the ship emission inventory of Qingdao Port was established based on Automatic Identification System (AIS) data. The results show nitrogen oxide (NOx) is the primary pollutant discharged by all ships, followed by sulfur dioxide (SO2). The emissions of SO2 and PM from inland and offshore vessels fueled with high sulfur fuel (HSF) are significantly higher than other ships. Carbonaceous components accounted for 43.4%–53.9% of the total mass of PM, WSI accounted for 9.8%–14.3%, and elements accounted for 16.5%–28.6%. Although the use of low sulfur fuel (LSF) has reduced the emission of V and Ni from ships, it could still be treated as tracer elements of ship emissions. The annual emissions of SO2, NOX, PM2.5, THC and CO from ships in Qingdao port in 2020 were 9728.5, 38503.9, 1424.9, 1331.5 and 2440.4 tons, respectively. The ship emission inventory established based on EPA-recommended EFs resulted in underestimating approximately 16.8% of ship pollutants, especially for SO2 and PM. Ocean-going ships and offshore vessels are major emitters in the study waters. This study is hoped to provide a valuable reference for the further regulation and policy formulation of ship emissions in China.

Efficient Oxidative Desulfurization of High-Sulfur Diesel via Peroxide Oxidation Using Citric, Pimelic, and α-Ketoglutaric Acids

The widespread use of diesel fuel for transportation, industry, and electricity generation causes several environmental issues via an increase in the amount of sulfur compound emissions. Commercial diesel fuel must be free of sulfur-containing compounds since they can cause several environmental problems. Considering the currently available processes to eliminate sulfur compounds, oxidative desulfurization (ODS) is one of the effective means for this purpose. This work presented a simple, low cost, and efficient ODS system of high-sulfur diesel fuels using peroxide oxidation with the aid of citric, pimelic, and α-ketoglutaric acids. The aim of the study was to investigate the potential of these acids as hydrogen peroxide (H2O2) activators for ODS and to optimize the reaction conditions for maximum sulfur removal. The results showed that citric, pimelic, and α-ketoglutaric acids were effective catalysts for the desulfurization of high-sulfur diesel with an initial sulfur content of 2568 mg L−1, achieving a sulfur removal efficiency of up to 95%. The optimized reaction conditions were found to be 0.6 g of carboxylic acid dosage and 10 mL of H2O2 at 95 °C. The desulfurization efficiency of the real diesel sample (2568 mg L−1) was shown to be 27, 34, and 84.57%, using citric acid, α-ketoglutaric acid, and pimelic acid after 1h, respectively. The effectiveness of the oxidation process was characterized by gas chromatographic pulsed flame photometric detector (GC-PFPD) and Fourier-transform infrared spectroscopy (FTIR) techniques. The experimental results demonstrated that the developed system exhibited high efficiency for desulfurization of real high-sulfur diesel fuels that could be a good alternative for commercial application with a promising desulfurization efficiency.

UAV Inspection of Compliance of Fuel Sulfur Content of Sailing Ships in the Pearl River Delta, China

Air pollutants emitted by ships are one of the major causes of global environmental and human health problems, especially for sulfur oxides (SO2). In this study, a mini-sniffing sensor was mounted on the unmanned aerial vehicle (UAV) to monitor the concentration relationship between CO2 and SO2 in the exhaust gas of sailing ships, then the sulfur content of the ship’s fuel oil was estimated to evaluate the compliance of the fuel sulfur content (FSC) with IMO regulations. In the experiment, the measurement results of the exhaust gas of sailing ships in the Pearl River Delta were presented, the data set from February to April 2022 was provided, and 445 ships were comprehensively analyzed from the perspectives of ship length and ship type. From the experimental results, considering the error of the sensor, the compliance rate of the FSC of sailing ships entering and leaving the Pearl River reached 93.7%. To some extent, the current situation for meeting the 0.5% (m/m) limit is basically optimistic. The results represent the effectiveness of DECA policy implementation. This paper demonstrates the effectiveness and reliability of the UAV monitoring method in monitoring emissions from ships, and in more effectively monitoring the impact of shipping on air quality. Furthermore, an accurate and non-contact monitoring method is proposed, which can allow law enforcement officers to judge in advance whether the ships sailing is suspected of illegally using high-sulfur fuels. It can improve the efficiency of law enforcement and reduce the cost of supervision.

Application and Development of Selective Catalytic Reduction Technology for Marine Low-Speed Diesel Engine: Trade-Off among High Sulfur Fuel, High Thermal Efficiency, and Low Pollution Emission

In recent years, the International Maritime Organization (IMO), Europe, and the United States and other countries have set up different emission control areas (ECA) for ship exhaust pollutants to enforce more stringent pollutant emission regulations. In order to meet the current IMO Tier III emission regulations, an after-treatment device must be installed in the exhaust system of the ship power plant to reduce the ship NOx emissions. At present, selective catalytic reduction technology (SCR) is one of the main technical routes to resolve excess NOx emissions of marine diesel engines, and is the only NOx emission reduction technology recognized by the IMO that can be used for various ship engines. Compared with the conventional low-pressure SCR system, the high-pressure SCR system can be applied to low-speed marine diesel engines that burn inferior fuels, but its working conditions are relatively harsh, and it can be susceptible to operational problems such as sulfuric acid corrosion, salt blockage, and switching delay during the actual ship tests and ship applications. Therefore, it is necessary to improve the design method and matching strategy of the high-pressure SCR system to achieve a more efficient and reliable operation. This article summarizes the technical characteristics and application problems of marine diesel engine SCR systems in detail, tracks the development trend of the catalytic reaction mechanism, engine tuning, and control strategy under high sulfur exhaust gas conditions. Results showed that low temperature is an important reason for the formation of ammonium nitrate, ammonium sulfate, and other deposits. Additionally, the formed deposits will directly affect the working performance of the SCR systems. The development of SCR technology for marine low-speed engines should be the compromise solution under the requirements of high sulfur fuel, high thermal efficiency, and low pollution emissions. Under the dual restrictions of high sulfur fuel and low exhaust temperature, the low-speed diesel engine SCR systems will inevitably sacrifice part of the engine economy to obtain higher denitrification efficiency and operational reliability.

Salmonid Smolt Caudal Fin and Liver Transcriptome Responses to Low Sulfur Marine Diesel and High Sulfur Fuel Oil Seawater Accommodated Fractions for Assessing and Tracking Oil Spill Effects in Marine Environments

Salmonid Smolt Caudal Fin and Liver Transcriptome Responses to Low Sulfur Marine Diesel and High Sulfur Fuel Oil Seawater Accommodated Fractions for Assessing and Tracking Oil Spill Effects in Marine Environments

Emissões de gases de um motor agrícola de ignição por compressão utilizando misturas de óleo Diesel, biodiesel e etanol

ABSTRACT: Partial fuel replacement strategies arising from fossil sources used in compression ignition engines involve mixtures of mineral Diesel oil, biodiesel and ethanol to minimize the gas emissions. In this study, experimental assessments were performed on a multi-cylinder, turbocharged aftercooler, compression-ignition, agricultural tractor engine provided with electronic injection management and an exhaust gas recirculation (EGR) gas treatment system. Diesel oil containing low (BS10 -10 ppm) and high sulfur concentrations (BS500 - 500 ppm) was utilized, with 10% of biodiesel as a constituent established by Brazilian legislation, in blends with 5, 10, 15 and 20% of the total volume, made up of anhydrous ethanol with additives. Thus, there were eight fuels blends and two reference conditions (without ethanol). The emissions of CO, HC, NOx and the HC+NOx gases were estimated, corresponding to the eight operating modes (M) of the ABNT NBR ISO 8178-4 standard. From the findings, it was evident that with the rise in the ethanol concentrations in the fuel blends there was a corresponding increasing in the CO, NOx and HC+NOx emissions. The HC, on the contrary, exhibited a pattern of higher emissions for the high-sulfur fuels (BS500) at low loads. No difference was observed for the NOx emissions at high loads. In the other operation modes, different behaviors were expressed for the BS10, which sometimes showed an increase, while at other times a reduction in the NOx emissions. Regarding the BS500, the NOx emission increased when the ethanol concentrations rose. As the specific emissions of the NOx were higher than those of the HC (in g.kW-1.h-1), the behavior exhibited by the HC+NOx showed similarity to that of the NOx. When the directly analysis of the operating modes was taken into consideration, the use of ethanol triggered an upswing in the emissions, exceeding the threshold of MAR-1 and EURO V standards.

PERANCANGAN PEMBERSIH GAS BUANG KAPAL DENGAN KAPASITAS 70.000 KG/JAM

Marine air pollution regulations require the use of low Sulfur fuels to reduce SOx gas. Scrubber offers lower operating costs by allowing the use of high-sulfur fuels that are cheaper for fuel, capital costs and operating costs as an alternative to low-sulfur fuels, such as Liquid Natural Gas (LNG). It is necessary to design a ship exhaust gas cleaner (Scrubber). In the IMO 2020 Rules and Marpol Annex VI there are no Scrubber design standards that regulate calculations, material selection, and others. However, IMO 2020 and Marpol require that the exhaust gas purifier produced by the scrubber released into the air must reach 97.5% ~ 99.5% cleaning and the minimum water pH is 3 which can be determined using the OLIanalyzer Software. The components of the scrubber consist of shell, body flange, scrubber head, nozzle, lug support scrubber, Spray Nozzle, Distributor Pipe, Packing Bed Support, Packing Bed, Venturi Scrubber, Demister. From three times doing scrubber simulation using OLIanalyzer Software on the Delta Pioneer engine, 80% performance was produced and produced gas output of 160 ppm and water pH of 6.6 pH. So that the scrubber design can be applied to the pioneer delta ship engine with a capacity of 70,000 Kg/h.

A cost-benefit analysis of fuel-switching vs. use MGO: A CHINA-Europe container route case

With the increasingly strict environmental regulations, the relationship between supply and demand of ships in the post-epidemic era is tense, and ship operators are under tremendous pressure. In view of the existing strict sulfur emission reduction regulations and ship freight operating at high levels in the post-epidemic era, ship operators must choose cost-effective compliance options to create better environmental benefits. This study uses a cost-effective framework to analyze ship operations Supplier’s fuel switch and marine natural gasoline compliance options, and apply these options to specific liner routes through China’s SECA. We selected an international freight liner as the research object, and calculated the net present value of the compliance option in consideration of the fuel cost of the ship, the installation and operation and maintenance costs of the compliance option. The study mainly considered the influence of the navigation distance in the emission control area on the proportion of the total navigation distance, and also considered the fuel price difference that has a greater impact on ship operating costs. Our results show that in the post-epidemic era, in accordance with the requirements of environmental protection regulations, considering the ratio of SECA and the price difference between MGO and high-sulfur fuels, the use of fuel conversion is a necessary option. We also calculated the emissions of ships, and the results show that with the expansion of the emission control area, the use of MGO can achieve better emission reduction effects. Our results show that in the post-epidemic era, Considering the ratio of SECA and the price difference between low-sulfur and high-sulfur fuels, fuel conversion is the best option. We also calculated the emissions of ships, and the results show that with the expansion of the emission control area, the use of MGO oil can achieve better emission reduction effects.

Marine fuel refining technology improvement trade-offs: A game theoretic approach

The implementation of International Maritime Organization (IMO) 2020 sulfur cap requires ship operators to decrease fuels’ sulfur content and this may increase their demand for low-sulfur fuel (LSF). In anticipation, bunker companies can choose to upgrade their refining technology to produce better quality distillate and lighter oil. In this study, we consider a bunker supply chain consisting of bunker companies and a population of ship operators with two main marine fuel products, low-sulfur fuel (LSF) and high-sulfur fuel (HSF). We use Cournot game to model the competition between LSF and HSF under two different market channels (i.e., dual and single channels). The results show that bunker companies’ refining technology upgrading choice is affected by many operational parameters, such as the basic market demand, cost difference between LSF and HSF, market competition, variable and fixed cost for upgrading, the increase of market demand due to upgrading, and so on. Compared with a dual channel bunker company, a single channel bunker company is less likely to implement new refining technology. We further consider the scenario where bunker companies can make decisions after the realization of ship operators’ demand uncertainty. The findings are beneficial for both LSF and HSF bunker companies and may reach a win-win solution for bunker companies.

Detection of ship plumes from residual fuel operation in emission control areas using single-particle mass spectrometry

Abstract. Ships are among the main contributors to global air pollution, with substantial impacts on climate and public health. To improve air quality in densely populated coastal areas and to protect sensitive ecosystems, sulfur emission control areas (SECAs) were established in many regions of the world. Ships in SECAs operate with low-sulfur fuels, typically distillate fractions such as marine gas oil (MGO). Alternatively, exhaust gas-cleaning devices (“scrubbers”) can be implemented to remove SO2 from the exhaust, thus allowing the use of cheap high-sulfur residual fuels. Compliance monitoring is established in harbors but is difficult in open water because of high costs and technical limitations. Here we present the first experiments to detect individual ship plumes from distances of several kilometers by single-particle mass spectrometry (SPMS). In contrast to most monitoring approaches that evaluate the gaseous emissions, such as manned or unmanned surveillance flights, sniffer technologies and remote sensing, we analyze the metal content of individual particles which is conserved during atmospheric transport. We optimized SPMS technology for the evaluation of residual fuel emissions and demonstrate their detection in a SECA. Our experiments show that ships with installed scrubbers can emit PM emissions with health-relevant metals in quantities high enough to be detected from more than 10 km distance, emphasizing the importance of novel exhaust-cleaning technologies and cleaner fuels. Because of the unique and stable signatures, the method is not affected by urban background. With this study, we establish a route towards a novel monitoring protocol for ship emissions. Therefore, we present and discuss mass spectral signatures that indicate the particle age and thus the distance to the source. By matching ship transponder data, measured wind data and air mass back trajectories, we show how real-time SPMS data can be evaluated to assign distant ship passages.

Characterization of possible alternative materials for the production of marine fuels

Maritime transport is a significant contributor to the environmental pollution. For this reason, the maximum sulfur content in liquid marine fuels has been drastically reduced since January 1st 2020 for deep sea areas. This reduction can be solved by diluting the conventional high sulfur fuels with suitable low sulfur components. However, mixing two or more components with each other carries a potential risk of incompatibility or instability of the final product, especially in the case of longer storage and subsequent transportation to the end consumers. For the above reasons, this work deals with the mapping of alternative raw materials that could be used to produce very low sulfur fuel oils (VLSFO) with a sulfur level up to 0.5 wt%. A total of 5 raw materials (1 conventional fuel oil – HSFO and 4 alternative raw materials) were characterized. The individual raw materials were compared to each other with regard to the quality properties required for marine fuels according to the ISO 8217. Subsequently, the suitability of these raw materials for further mixing was outlined in order to meet the required quality parameters for marine fuel mixing.

Characterization of possible alternative materials for the production of marine fuels

Maritime transport is a significant contributor to the environmental pollution. For this reason, the maximum sulfur content in liquid marine fuels has been drastically reduced since January 1st 2020 for deep sea areas. This reduction can be solved by diluting the conventional high sulfur fuels with suitable low sulfur components. However, mixing two or more components with each other carries a potential risk of incompatibility or instability of the final product, especially in the case of longer storage and subsequent transportation to the end consumers. For the above reasons, this work deals with the mapping of alternative raw materials that could be used to produce very low sulfur fuel oils (VLSFO) with a sulfur level up to 0.5 wt%. A total of 5 raw materials (1 conventional fuel oil – HSFO and 4 alternative raw materials) were characterized. The individual raw materials were compared to each other with regard to the quality properties required for marine fuels according to the ISO 8217. Subsequently, the suitability of these raw materials for further mixing was outlined in order to meet the required quality parameters for marine fuel mixing.

Low-sulfur fuel consumption: Marine policy implications based on game theory

The tightening maritime regulations toward managing sustainability has heightened the demand for low-sulfur fuel (LSF) consumption. The price difference between high-sulfur fuel (HSF) and LSF poses a burden on ship operators’ profits pursuing sustainability. Therefore, it is paramount for policymakers to find ways to improve current market conditions in the pursuit of maximum social welfare. We address a novel pricing model for LSF and HSF under a government subsidy incentive system, considering two different market structures: monopoly and duopoly. A two-stage game model is developed, based on the choices of ship operators, the bunker suppliers and the government. Finally, the optimal level of government subsidy, optimal price for LSF and HSF, and the bunker suppliers’ profits are determined. The results show that government subsidy can encourage more consumers to purchase LSF. However, a larger environmental impact would be generated as the market total demand would increase. An optimal subsidy level can be derived to maximize total social welfare. In addition, social welfare can be affected by the market structure. For example, the social welfare in a duopoly setting is larger (smaller) than that in the monopoly setting when the environmental impact of the LSF product is low (high). The results imply that subsidizing policies for ship operators should be customized according to the objective of the government (i.e. to minimize environmental impact or maximize social welfare), technological maturity of ship engines built for LSF, and market structure of bunker suppliers.

A cost-benefit analysis of fuel-switching vs. hybrid scrubber installation: A container route through the Chinese SECA case

The shipping industry has been subjected to significant pressure with the increasingly stringent environmental regulations. All vessels must comply with the IMO 2020 Sulfur cap—using fuel with less than 0.5% of sulfur content in international navigation, and 0.1% within Sulfur Emission Control Areas (SECAs). Ship operators must select the most cost-effective compliance option for their vessels, especially in the current sluggish market. This research uses a cost–benefit framework to analyze ship operators’ compliance options of fuel-switching versus hybrid scrubbers, and applies these to a specific liner route through the Chinese SECA. The study considers the impacts of the proportion of the entire round trip that is a designated SECA; price differences between low- and high-sulfur fuels; loading factors; freight rates and discount rates on compliance options; and possible impacts of investment cost or government subsidies on scrubber installation. Based on the current conditions, fuel-switching is found to be the best compliance option on the specific route. However, the SECA proportion, a high price difference between low- and high-sulfur fuel, or a low scrubber cost can make scrubbers a better option. In addition, from the perspective of reducing sulfur oxide and carbon dioxide emissions, the scrubber option is always preferable. This highlights the importance of providing government subsidies for scrubbers in order to reduce environmental impacts.

The impact of scrubber discharge on the water quality in estuaries and ports

BackgroundThe International Maritime Organization (IMO) has set limits on sulphur content in fuels for marine transport. However, vessels continue to use these residual high-sulphur fuels in combination with exhaust gas cleaning systems (EGCS or scrubbers). Next to high sulphur, combustion of these fuels also results in higher emissions of contaminants including metals and PAHs. In scrubbers, exhaust gases are sprayed with water in order to remove SOx, resulting in acidic washwater with elevated contaminant concentrations discharged in the aquatic ecosystem. The number of vessels with scrubbers is increasing rapidly, but knowledge on washwater quality and impact are limited.ResultsThe scrubber washwater is found to be acidic with elevated concentrations of, e.g. zinc, vanadium, copper, nickel, phenanthrene, naphthalene, fluorene and fluoranthene. Model calculations on the effects of scrubber discharge under scenario HIGH (20% of vessels, 90th percentile concentrations) on the water quality in harbour docks showed a decrease in pH of 0.015 units and an increase in surface water concentrations for e.g. naphthalene (189% increase) and vanadium (46% increase).ConclusionsThe IMO established sulphur regulations to mitigate the impact of high sulphur emissions of the maritime sector. However, the use of open-loop scrubbers as an abatement technology will not reduce their contribution to ocean acidification. In addition, different types of scrubbers discharge washwater that is acutely toxic for aquatic organisms. However, washwater is diluted and the compounds for which a large increase in surface water concentrations was calculated in the Antwerp (Belgium) harbour docks (naphthalene > phenanthrene > fluorene > acenaphthene > vanadium) were not the compounds that already exceed their respective Water Quality Standards (WQS). Nevertheless, the WQS of several ‘priority hazardous substances’ (Water Framework Directive) are already exceeded in the docks and the Scheldt estuary. Since these hazardous substances are also identified in the washwater, scrubber washwater discharge should be discouraged in coastal waters and estuaries with large ecological value.

Analisis Daya dan Biaya Penggunaan Low Sulfur Fuel Oil (LSFO) dengan High Sulfur Fuel Oil (HSFO) dilengkapi Scrubberpada Kapal Niaga

Based on Marine Pollution (MARPOL) Convention Annex VI Regulation 14, commercial vessels are required to use low sulfur fuel (LSFO) with a sulfur content below 0.5% or continue to use heavy fuel (High Sulfur Fuel Oil - HSFO) with a sulfur content above 0.5% but you must install an exhaust gas cleaning system or scrubber. Indonesia is a member of the International Maritime Organization (IMO) so it must comply with these rules. This study aims to analyze the use of fuels with sulfur content below 0.5% or above 0.5% based on the power and costs incurred in order to comply with the Marpol Convention Annex VI Regulation 14. The data analysis techniques used in this study, for power, use Dulong formula, then the cost is reviewed from the comparison of the purchase of HSFO and LSFO along with the cost of purchasing and installing the scrubber. Based on the results of the study, it was concluded that the power produced by HSFO was greater than that of LSFO with a ratio of 1.15. Then, ship owners will get more profit if they invest in the purchase and installation of scrubbers on their ships than replacing the original HSFO fuel with LSFO.

Plasma-enhanced SO2 remediation in a humidified gas matrix: A potential strategy for the continued burning of high sulfur bunker fuel

We report a substantial enhancement in the removal of gaseous SO2 by discharging a transient nanosecond pulsed plasma in a water vapor-saturated gas mixture. With the plasma alone (i.e., “dry”), the SO2 remediation is limited to approximately 15% reduction in SO2 (i.e., ΔSO2 = 65 ppm). In presence of water vapor, we observe 84% remediation (ΔSO2 = 500 ppm) during plasma discharge due to the availability of OH radicals. Here, there is a synergistic effect of adding water vapor to the gas mixture in which the plasma excites highly reactive OH radical species that drive a two-step reaction process: SO2 + OH → HSO3 and the subsequent reaction of HSO3 + OH → H2SO4, which precipitates out in the aqueous phase. The efficacy of this approach increases as we increase the temperature of the gas matrix, indicating the relatively low barriers of this reaction, which is consistent with the OH-driven reaction pathway, and it also increases with plasma density, thus demonstrating the scalability of this approach. Plasma emission spectroscopy as well as Raman scattering spectroscopy provide spectroscopic evidence of the OH radical species, further substantiating the OH reaction intermediate mechanism. This approach provides a promising mitigation strategy for the continued use of high sulfur fuels (i.e., bunker fuel).

Changes in the SO2 Level and PM2.5 Components in Shanghai Driven by Implementing the Ship Emission Control Policy.

This study aims to understand the effect of the Domestic Emission Control Area (DECA) policy on ambient SO2 and particle components in Shanghai. Online single particle analysis and SO2 measurements from 2015 to 2017 were compared to analyze the long-term variations before and after the DECA policy. Our study showed that there was a significant decrease in SO2 by 27-55% after the implementation of the DECA policy. The number fraction of ship-emitted particles increased along with the increase in ship traffic activity, but the particles tended to contain lower-vanadium content. The elemental carbon component decreased, while the organic carbon components increased after switching oil. One thousand and ninety four ship fuel oil samples were collected. The oil sample analysis confirmed the ambient particle results; sulfur content decreased in domestic ship heavy fuel oils from 2013 to 2018; in the low sulfur fuel oils used after the DECA policy, vanadium was still highly correlated with sulfur as it was in high-sulfur fuels. Our results suggested that heavy fuel oil is still a major part of the low-sulfur ship oils in use. The multiple-component control including organic pollutants regarding low sulfur fuel oils may be necessary for preventing air pollution from ship emissions.