Fuel Sulfur Content Research Articles

Sixty-year trends in sulphur dioxide emissions from anthropogenic ground-based sources in Antarctica

Abstract Knowledge of trends of pollutants released into the environment is very important for interpreting the observed trends in pollution of natural environments and forecasting their development. This article reconstructs for the first time a series of sulphur dioxide emissions from the main categories of land-based sources of emissions in Antarctica (diesel generators, heating systems, vehicles and waste incineration) over 60 years: from the beginning of the intensive construction of scientific stations in 1960 until 2019. The trends in the sulphur content of fuels and the dynamics of fuel consumption by the main categories of emission sources are taken into account. According to the estimates obtained, total emissions of sulphur dioxide in Antarctica varied in the range of 28.6–161.3 tons. This paper establishes that the greatest levels of sulphur dioxide emissions occurred in the late 1980s–beginning of the 1990s. In subsequent years, there was a rapid reduction in emissions, primarily due to a reduction of the sulphur content of fuels. The rates of reduction of sulphur dioxide emissions for different areas of Antarctica are also shown.

Impact of fuel sulfur regulations on carbonaceous particle emission from a marine engine

Ship traffic substantially contributes to air pollution, thus affecting climate and human health. Recently introduced regulations by the International Maritime Organization (IMO) on the fuel sulfur content (FSC) caused a shift in marine fuel onsumption from heavy fuel oils (HFO) to diesel-like distillate fuels, but also to alternative hybrid fuels and the operation of sulfur scrubbers. Using multi-wavelength thermal-optical carbon analysis (MW-TOCA), our study provides emission factors (EF) of carbonaceous aerosol particles and link the fuel composition to features observed in the soot microstructure, which may be exploited in online monitoring by single-particle mass spectrometry (SPMS). Particulate matter from distillate fuels absorbs stronger light of the visible UV and near-infrared range than HFO. However, Simple Forcing Efficiency (SFE) of absorption weighted by EF of total carbon compensated the effect, leading to a net reduction by >50% when changing form HFO to distillate fuels.

The repercussions of enacting the IMO 2020 regulation for mitigating ship emissions in Malaysian waters

ABSTRACT The IMO 2020 regulations, introduced by the International Maritime Organization (IMO), came into effect on January 1, 2020, with the primary goal of reducing sulphur oxide emissions from ships by capping the allowable sulphur content in marine fuels at 0.50%. This measure aims to minimize the harmful environmental and health impacts of sulphur emissions, which contribute to air pollution and acid rain. However, the implementation of these regulations has posed considerable challenges for Malaysia’s maritime sector, particularly due to increased operational costs and difficulties in complying with the stringent requirements. This study critically analyses the challenges associated with the enforcement of IMO 2020 regulations in Malaysia, focusing on regulatory compliance. By conducting a comprehensive review of existing literature and integrating insights from key stakeholders and regulatory authorities, this research evaluates the current state of implementation. The findings reveal that the enforcement of IMO 2020 in Malaysia has been suboptimal, largely due to gaps in regulatory execution and industry preparedness. For Malaysia to fully align with international standards and contribute to the preservation of a sustainable maritime ecosystem, concerted efforts are essential to enhance enforcement mechanisms and ensure compliance with global emission reduction targets.

Air Pollutant Emission Factors of Inland River Ships under Compliance

Inland river ships (IRSs) use diesel with a lower sulfur content and emit relatively low emissions, making it challenging to monitor their emissions. Sniffer monitoring equipment was installed from August 2020 to June 2022 at the Gezhou Dam of the Yangtze River and monitored emissions from 8,238 IRSs passing through the lock. We partnered with the maritime department to select 100 ships passing through the lock to extract fuel oil samples for direct fuel sulfur content (FSC) detection, which determined the actual FSC of the passing ships. The monitoring data from these 100 ships indicated that the relative error of the SO2 emission factors (EFs) and FSC results is significant at the 10-parts-per-million level. The monitoring data from the remaining 8,138 ships showed that the EFs of NO, NO2, PM2.5, and PM10 were 24.02 ± 16.92 g kg−1, 10.30 ± 18.08 g kg−1, 0.72 ± 0.60 g kg−1, and 0.92 ± 0.70 g kg−1, respectively. The NOx EFs of container ships are higher than those of other ship types, while the PM EFs for different ship types do not significantly differ. Based on these EFs, we calculated the average emission rates for different types of ships passing through locks, which is a real-time measurement method for estimating ship emissions. In addition, a comparison of ship EF measurements over the past 20 years revealed that EF values for SO2, NOx, and PM exhibited a downward trend, with the calculated results of the current study determined to be the lowest numerical level.

Theoretical study of the oxidative desulfurization reaction in sulfur compounds present in crude oil

Oxidative desulfurization (ODS) has emerged as a highly promising and effective complementary technique to hydrodesulfurization for reducing sulfur content in fossil fuels. Notably, ODS demonstrates superior efficacy in removing challenging sulfur compounds (SCs) such as 4-methyldibenzothiophene and 4,6-dimethyldibenzothiophene. Therefore, it is imperative to unveil the molecular mechanisms underlying the ODS process and comprehend the reactivity properties of the participating species, offering insights to explain the mechanisms implicated. In this study, a thorough analysis of the reaction coordinate associated with the ODS process for a specific set of SCs was undertaken. The approach involved utilizing the Density Functional Theory and comparing the results with prior experimental observations to ensure the relevance of the findings in this study. In addition, reactivity trends were rationalized by applying temperature-dependent chemical reactivity theory. In this way, these results contribute to understanding the ODS process, which is essential to an environmentally friendly fuel production.

Variations in Cloud Concentration Nuclei Related to Continental Air Pollution Control and Maritime Fuel Regulation over the Northwest Pacific Ocean

Here, we compared the concentrations of cloud condensation nuclei (CCN) and particle number size distributions (PNSDs) measured during the transient period from the winter to the summer East Asian monsoon in 2021 with those in 2014 to explore possible responses to how CCN responds to upwind continental air pollutant mitigation and marine traffic fuel sulfur content (FSC) regulation over the northwest Pacific Ocean (NWPO). We also employed the Positive Matrix Factorization (PMF) analysis to apportion concentrations of CCN (Nccn) to different sources in order to quantify its source-specified responses to mitigation of air pollution during the transient period. Our results showed that (1) upwind continental mitigation likely reduced Nccn by approximately 200 cm−3 and 400 cm−3 at 0.2% and 0.4% supersaturation (SS), respectively, in the marine background atmosphere over the NWPO; (2) FSC regulation resulted in a decrease in Nccn at 0.4% SS by about 50 cm−3 and was nearly negligible at 0.2% SS over the NWPO. Additionally, a PMF-resolved factor, characterized by a dominant nucleation mode, was present only in 2014 and disappeared in 2021, likely due to the reduction. This estimation, however, suffered from uncertainties since seasonal changes were hard to be deducted accurately. PMF-resolved factors accurately represented Nccn in 80–90% of cases, but this accuracy was not observed in the remaining cases. Finally, an integrated analysis of satellite-derived cloud parameters and ship-based measurements indicated that the reduced Nccn over the NWPO might be co-limited with meteorological factors in forming cloud droplets during the transient period.

Has Reducing Ship Emissions Brought Forward Global Warming?

AbstractShips brighten low marine clouds from emissions of sulfur and aerosols, resulting in visible “ship tracks”. In 2020, new shipping regulations mandated an ∼80% reduction in the allowed fuel sulfur content. Recent observations indicate that visible ship tracks have decreased. Model simulations indicate that since 2020 shipping regulations have induced a net radiative forcing of +0.12 Wm−2. Analysis of recent temperature anomalies indicates Northern Hemisphere surface temperature anomalies in 2022–2023 are correlated with observed cloud radiative forcing and the cloud radiative forcing is spatially correlated with the simulated radiative forcing from the 2020 shipping emission changes. Shipping emissions changes could be accelerating global warming. To better constrain these estimates, better access to ship position data and understanding of ship aerosol emissions are needed. Understanding the risks and benefits of emissions reductions and the difficultly in robust attribution highlights the large uncertainty in attributing proposed deliberate climate intervention.

One Pot Synthesis of Phosphomolybdenate Based Hybrids for Efficient Oxidative Desulfurization

With increasing stringent standard of sulfur content in fuels, there is a growing need for high-efficiency deep desulfurization to meet ecological and environmental demands. Herein, a series of heteropolyacid catalysts with phosphomolybdic acid base melamine (MHPMo-n) were synthesized by one-pot method and applied to oxidative desulfurization. Further, the optimum conditions for desulfurizations could be explored, which the desulfurization rate of the catalyst could reach 100% within 60 min under the conditions of m(catalyst)= 0.01 g, T = 40 °C, O/S = 3. Furthermore, the catalyst demonstrated excellent catalytic efficiency during the five cycles. One-pot method of phosphomolybdic acid base melamine provides a new idea for the synthesis of catalysts with outstanding catalytic properties for oxidative desulfurization (ODS).

Enhancing oxidative desulfurization using sludge-derived ferrate (VI) for dibenzothiophene: An optimization study

Sulfur emissions pose a substantial threat to human health and the environment. To address this, stringent regulations limit sulfur content in fuels, and innovative desulfurization technologies are under active investigation. Oxidative desulfurization (ODS) employs oxidants to convert sulfur compounds into more readily recoverable sulfones. This study explores high-shear mixing in ODS, known as mixing-assisted oxidative desulfurization (MAOD), focusing on dibenzothiophene (DBT) oxidation in model fuels and pyrolysis oil. Fe(VI) derived from drinking water treatment sludge via wet oxidation is utilized in the MAOD process. The research evaluates the impact of ferrate concentration (400–600 ppm), phase transfer agent (PTA) concentration (100–300 mg per 50 mL of fuel), agitation speed (4,400 to 10,800 rpm), and temperature (40–60 °C) on % DBT conversion. Experimental sulfur conversions range from 63.4 % to 99.6 %. Through response surface methodology, optimal parameters of 537 ppm Fe(VI), 114 mg PTA per 50 mL of model fuel, 8,157 rpm agitation speed, and 41.7 °C are determined. These parameters are applied to pyrolysis oil, achieving a desulfurization efficiency of 53.2 %. Notably, increasing Fe(VI) concentration, agitation speed, and temperature significantly enhances sulfur reduction. The study underscores the potential of using potassium ferrate derived from drinking water treatment sludge in MAOD for effective desulfurization and provides insights into the impact of operating conditions on desulfurization efficiency. Ultimately, the research contributes to advancing environmentally friendly and cost-effective desulfurization technologies.

Ship Emission Measurements Using Multirotor Unmanned Aerial Vehicles: Review

This review investigates the ship emission measurements using multirotor unmanned aerial vehicles (UAVs). The monitoring of emissions from shipping is a priority globally, because of the necessity to reduce air pollution and greenhouse gas emissions. Moreover, there is widespread global effort to extensively measure vessel fuel sulfur content (FSC). The majority of studies indicate that more commonly used methods for measuring ship emission with UAVs is the sniffing method. Most of the research is concerned with determining the fuel sulfur content. Fuel sulfur content can be determined by the ratio of CO2 and SO2 concentration in the exhaust gas plume. For CO2, the non-dispersive infrared (NDIR) method is used, the most common measuring range reaches 0–2000 ppm, the overall measuring range 0–10,000 ppm, and detection accuracy is ±5–300 ppm. For SO2, the electrochemical (EC) method is used, the measuring range reaches 0–100 ppm, and the detection accuracy is ±5 ppm. Common UAV characteristics, used in measurement with ships, involve the following: 8–10 m/s of wind resistance, 5–6 kg maximum payload, and a flight distance ranging from 5 to 10 km. This can change in the near future, since a variety of emission measuring devices that can be mounted on UAVs are available on the market. The range of available elements differs from device to device, but available ranges are allowed and the accuracy provides good possibilities for wider research into ship emissions.

How do different marine engine fuels and wet scrubbing affect gaseous air pollutants and ozone formation potential from ship emissions?

Sulphur Emission Control Areas (SECAs), mandated by the International Maritime Organization (IMO), regulate fuel sulphur content (FSC) to mitigate the environmental and health impact of shipping emissions in coastal areas. Currently, FSC is limited to 0.1% (w/w) within and 0.5% (w/w) outside SECAs, with exceptions for ships employing wet sulphur scrubbers. These scrubbers enable vessels using non-compliant fuels such as high-sulphur heavy fuel oils (HFOs) to enter SECAs. However, while sulphur reduction via scrubbers is effective, their efficiency in capturing other potentially harmful gases remains uncertain. Moreover, emerging compliant fuels like highly aromatic fuels or low-sulphur blends lack characterisation and may pose risks.Over three years, we assessed emissions from an experimental marine engine at 25% and 75% load, representative of manoeuvring and cruising, respectively. First, characterizing emissions from five different compliant and non-compliant fuels (marine gas oil MGO, hydro-treated vegetable oil HVO, high-, low- and ultra-low sulphur HFOs), we calculated emission factors (EF). Then, the wet scrubber gas-phase capture efficiency was measured using compliant and non-compliant HFOs.NOx EF varied among fuels (5200–19700 mg/kWh), with limited scrubber reduction. CO (EF 750–13700 mg/kWh) and hydrocarbons (HC; EF 122–1851 mg/kWh) showed also insufficient abatement. Carcinogenic benzene was notably higher at 25% load and about an order of magnitude higher with HFOs compared to MGO and HVO, with no observed scrubber reduction. In contrast, carbonyls such as carcinogenic formaldehyde and acetaldehyde, acting as ozone precursors, were effectively scrubbed due to their polarity and water solubility. The ozone formation potential (OFP) of all fuels was examined.Significant EF differences between fuels and engine loads were observed, with the wet scrubber providing limited or no reduction of gaseous emissions. We suggest enhanced regulations and emission abatements in the marine sector to mitigate gaseous pollutants harmful to human health and the environment.

Parameterization of H2SO4 and organic contributions to volatile PM in aircraft plumes at ground idle

ABSTRACT Volatile Particulate Matter (vPM) emissions are challenging to measure and quantify, since they are not present in the condensed form at the engine exit plane and they evolve to first form in the aircraft plume and then continue to grow and change as they mix and dilute in the ambient atmosphere. To better understand the issues associated with the initial formation and growth of vPM, a modeling study has been undertaken to examine several key parameters that affect the formation and properties of the vPM that is created in the initial cooling and dilution of the aircraft exhaust. A modeling tool (Aerosol Dynamic Simulation Code, ADSC) that was developed and enhanced over a series of past research projects supported by NASA, DoD’s SERDP/ESTCP, and FAA was used to perform a parametric analysis of vPM. The parameters of fuel sulfur content (FSC), emitted condensable hydrocarbon (HC) concentrations, and the species profile of the HCs were used to construct a computational matrix that framed a wide range of expected parameter values. This computational matrix was executed for two representative commercial aircraft engines at ground idle and results were obtained for distances of 250 m and 1000 m downstream. From prior results, the most significant vPM emissions occur at the lowest power settings, so an engine power condition of 7% rated thrust was used. A primary goal of the parametric study is to develop an updated vPM modeling methodology and also to help interpret data collected in experimental campaigns. The parameterization proposed here allows the vPM emission composition and particle numbers to be estimated in greater detail than current methods. The aim is to provide additional understanding on how the vPM properties vary with fuel and engine parameters to increase the utility of vPM predictions. Implications: Volatile Particulate Matter (vPM) is an important contribution to the total PM emitted by aviation engines. While vPM is not currently a part of engine emissions certification regulations, vPM is used in aviation environmental impact assessments and for air quality modeling in and around airports. Current methods in use, such as FOA, were developed before many recent advances in experimental data acquisition and in understanding of vPM processes. The parameterization proposed here allows the vPM emission composition and particle numbers to be estimated in greater detail than current methods. These estimates can be used to develop inventories and provide a better estimate of total emission for most aviation engines. Its use in international regulatory tools can inform possible future regulatory actions regarding vPM.

Contrail Modeling of ECLIF2/ND‑MAX flights: Effects of nvPM Particle Numbers and Fuel Sulfur Content

Contrail Modeling of ECLIF2/ND‑MAX flights: Effects of nvPM Particle Numbers and Fuel Sulfur Content

Determination of Sulfur Content in Mineral Mass for Prediction of Hazardous Properties of Coal Mine Seams

Introduction. Sulfur is found in the organic and mineral parts of all types of solid fuels, and its concentration determines the extent of the hazardous characteristics of mine seams. Therefore, research on the determination of sulfur content in fossil fuels has not lost its relevance. The total sulfur content and its varieties has been studied in most cases in terms of the efficiency of fuel processing processes, the quality and environmental safety of coal products. Less attention was paid to the hazardous properties of mine seams, forecasting and developing preventive measures for endogenous fires in coal mines. This work aims to develop an engineering method to calculate the elemental sulfur content in the mineral mass of coal to predict the hazardous properties of mine seams.Materials and Methods. According to the results of the correlation analysis, we established how the sulfur content in the combustible part of the fuel depended on the total sulfur. We analyzed data on coals from almost all mine seams of the Donetsk and Lviv-Volyn coal basins. We presented the ash ratios for the formation and basin samples, as well as the information about the total sulfur and sulfur content in the combustible part. This allowed us to estimate the sulfur content in mineral impurities by calculation. The initial data for developing the method were taken from reference and regulatory documents.Results. Seven sets were considered, which included from 149 to 1827 mine seams. For each, reference and calculation data were summarized:- sulfur content — total (Std) and in the combustible part of the fuel (Sг);- conditional points for adjusting the indicators to avoid obtaining negative average values;- empirical equations that describe the calculated and corrected dependencies based on the ratio of Std and Sг;- correlation of these indicators;- ranges of change in ash yield.All this information was presented for clean and raw coals, for ash yields of more and less than 10%. In one case, satisfactory results were noted for determining the calculated sulfur content in a conditionally non-combustible mass. This was a set of 149 mine layers. For 13 of them, the difference in indicators (Std – Sг) was greater than or equal to zero. For 136 — less than zero. For 81, the sulfur content in the conditionally non-combustible part of the fuel Sн was less than zero. At the same time, there was a sufficient level of correlation (0.79) and a limited range of changes in ash yield (2.4–10). The empirical equation corresponding to this set was recommended for predicting the hazardous properties of mine seams with an ash yield of less than 10%.Discussion and Conclusion. The results of this study can be used to improve regulations for the safe conduct of mining activities, taking into account sulfur content in organic matter and in mineral impurities of fossil coal.

Preparation of Anderson-type CoMo6-2NH2@ECOF for highly active catalysis on aerobic oxidative desulfurization of fuel under O2

Deep desulfurization with high-efficiency is imperia for environmental demands with increasing stringent standard of sulfur content in fuels. To develop high efficiency heterogeneous catalyst for aerobic oxidative desulfurization (AODS) of fuel, an Anderson-type CoMo6-2NH2 (POM) as active site, which was considered to be very effective in catalyzing the activation of O2, was successfully anchored on the sub-stoichiometric ECOF as a carrier by Schiff-base condensation reaction between –NH2 groups in CoMo6-2NH2 and –CHO groups in ECOF. The anchoring of CoMo6-2NH2 on ECOF by covalent bond resulted in the heterogenization of CoMo6-2NH2 enabled CoMo6-2NH2@ECOF to be recyclable during the AODS process. When CoMo6-2NH2@ECOF was applied as catalyst for AODS of fuel with surfactant (OTAC) under O2, it exhibited excellent catalytic activity with almost 100 % removal rates under 95 °C for 6 h. Moreover, the catalyst can be recycled 7 times without significant loss of catalytic activity. Further, the structure-activity relationship was investigated and the reaction mechanism of AODS of fuel was verified by ESR, XPS analysis and selective quenching experiments.

Пути развития технологий производства водорода в рамках ESG концепции

The relevance of the article is determined by the development of a new method of industrial production hydrogen from plant biomass. The prerequisites for this technological solution are the high tonnage of wood waste in Russia and an increase in hydrogen production due to the development of hydrogenation processes in the oil refining industry due to stricter environmental requirements for the sulfur content in fuels. The paper presents ways to change the raw material base for hydrogen production and possible engineering solutions for the modernization of the industrial process of its production at oil refineries for the use of plant biomass as raw materials.

Efficient desulfurization of light crude oil using MOF and its composite

High sulfur content in petroleum fuels is a critical concern due to its significant contribution to environmental pollution through the formation of sulfur oxides during combustion. These sulfur compound not only degrade the quality of the fuel and quantity of finished petrochemical products, but also adversely affect the environment and damage equipment, tanks and pipelines. To address these issues and meet the rising need for both cleaner fuels and high-valued petrochemical products, desulphurization has become a key focus in crude oil refining. In this study, a MOF composite, ZIF-8/Co with montmorillonite clay was fabricated and tested for the desulfurization of light crude oil (LCO). For the first time, this composite adsorbent was applied to real crude oil system, achieving an impressive sulfur removal efficiency of 58.9%. The use of a green synthesis method further emphasizes the sustainability and cost effectiveness of this approach, presenting a promising advancement in crude oil desulfurization technology.

Selective and precise solid phase extraction based on a magnetic cellulose gold nanocomposite followed by ICP-OES analysis for monitoring of total sulfur content in liquid fuels.

This study describes the synthesis and characterization of a magnetic cellulose gold nanocomposite (MCNC@Au) for magnetic solid phase (m-SPE) extraction of total sulfur content in liquid fuel samples followed by analysis using inductively coupled plasma-optical emission spectroscopy (ICP-OES). The nanocomposite was prepared using an in situ co-precipitation method and characterization results from FTIR, P-XRD, TEM and SEM-EDX techniques confirmed the formation of the targeted nanocomposite. To achieve good extraction efficiency, the 2-level half-fractional factorial design and central composite design were used to investigate the most influential parameters of the proposed m-SPE method. The multivariate optimization results showed that efficient extraction was obtained when 27.5 mg sorbent mass, 35 minutes sorption time, 200 μL eluent volume and 8 min elution time were used. The optimal parameters resulted in excellent accuracy (98.8%), precision (1.7%), LOD (0.039 mg L-1), LOQ (0.129 mg L-1), MDL (0.014 μg g-1) and MQL (0.047 μg g-1). The optimized and validated m-SPE method was applied in real fuel oil samples, revealing a total sulfur content range of 13.20 ± 0.05-15.70 ± 0.02 μg g-1 for crude oil, 7.32 ± 0.01-9.12 ± 0.03 for μg g-1, 8.41 ± 0.02-9.15 ± 0.06 μg g-1 for gasoline and 9.10 ± 0.02 and 9.70 ± 0.04 μg g-1 for kerosene samples, sugesting high concentration levels of sulfur in crude oils. However, the obtained sulfur content levels are within the accepted standards in fuel oils, except for those of crude oil and kerosene samples. Therefore, the proposed m-SPE method followed by ICP-OES analysis has proven to be an alternative procedure for rapid and selective quantification of total sulfur in fuel samples.

Exploring the impact of competitive compounds and catalyst synthesis method in DBT oxidative desulfurization using MoO3-V2O5/Al2O3 catalyst.

This research endeavors to address the pressing challenge of reducing sulfur content in fuels, an environmental imperative. It does so by employing bimetallic catalysts to enhance the efficiency of oxidative desulfurization (ODS) processes. This involves utilizing successive impregnation and co-impregnation methods to prepare a MoO3-V2O5/Al2O3. The catalysts underwent characterization using various techniques including X-ray diffraction (XRD), N2 adsorption-desorption, UV-vis (DRS), temperature-programmed desorption (NH3-TPD), Raman, Fourier-transform infrared spectroscopy (FTIR), field emission scanning electron microscopy (FE-SEM), and energy dispersive spectrum (EDS). The catalyst was utilized for the evaluation of the ODS process of dibenzothiophene (DBT). The effects of oxidants, namely H2O2 and t-butyl hydroperoxide (TBHP), were studied in the ODS. The catalyst prepared using the co-impregnation method (5M-15V-co) demonstrated significant acidic sites and exhibited remarkable efficiency in oxidative desulfurization. Remarkably, this catalyst achieved 100% oxidation of sulfur components within 30 min (min). To assess the catalyst's performance further, competitive compounds including nitrogen-containing compounds (NCCs) and saturated and unsaturated hydrocarbon compounds (HCs) were employed in the ODS. Initially, the introduction of NCCs led to a decrease in the sulfur removal rate; however, the catalyst successfully oxidized DBT completely within 60 min. When cyclohexene was present as an olefinic hydrocarbon compound, the catalyst oxidized DBT by approximately 75%, whereas DBT oxidation reached 100% within 20 min when p-xylene was introduced to the catalytic reactor. Additionally, as the O/S ratio increased from 2/5 to 10, the sulfur removal rate improved from 30 to 90%, indicating that HCs and NCCs compete with sulfur in terms of oxidant consumption.

Performance assessment of state-of-the-art and novel methods for remote compliance monitoring of sulfur emissions from shipping

Abstract. The fuel sulfur content (FSC) of ocean-going and inland vessels was measured simultaneously by eight different state-of-the-art and novel monitoring systems during a 6-week campaign at the Elbe River, at a distance of about 10 km to the port of Hamburg, Germany. Both stationary and airborne systems on unoccupied aerial vehicles (UAVs) were operated by four participating partners in a side-by-side measurement setup to measure the emission factors of the same emission sources. A novel laser spectrometer, with significantly better-precision specifications as compared with the other instruments, was used for the first time for emission monitoring regarding the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI regulations. The comparison took place in the North Sea sulfur emission control area (SECA), where the allowed FSC is limited to 0.10 %Sm/m. The unit %Sm/m relates to the percentage of mass sulfur per mass combusted fuel. In total, 966 plumes that originated from 436 different vessels were analysed in this study. At the same time, fuel samples obtained from 34 different vessels and bunker delivery notes (BDNs) from five frequently monitored vessels were used as a reference to assess the uncertainties of the different systems. Seven of the eight measurement systems tended to underestimate the FSC found from fuel samples and BDNs. A possible relation between underestimation and high relative humidities (above 80 %) was observed. The lowest systematic deviations were observed for the airborne systems and the novel laser spectrometer. The two UAV-borne systems showed total uncertainties of 0.07 %Sm/m and 0.09 %Sm/m (confidence level: 95 %). The novel laser spectrometer showed the lowest total uncertainty of 0.05 %Sm/m compared with other stationary sniffer systems, whose total uncertainties range from 0.08 %Sm/m to 0.09 %Sm/m. It was concluded that non-compliant vessels, with an actual FSC of the combusted fuel above 0.15 %Sm/m to 0.19 %Sm/m, can be detected by the compared systems with 95 % confidence.