Measuring in-use ship emissions with international and U.S. federal methods
15 Feb 2013-Journal of The Air & Waste Management Association (Taylor & Francis Group)-Vol. 63, Iss: 3, pp 284-291
TL;DR: In-use modal and overall weighted emission factors of gaseous (NOx, CO, CO2, total hydrocarbons [THC], and SO2) and particulate pollutants from the main engine of a container ship, which are helpful in the development of emission inventory.
Abstract: Regulatory agencies have shifted their emphasis from measuring emissions during certification cycles to measuring emissions during actual use. Emission measurements in this research were made from two different large ships at sea to compare the Simplified Measurement Method (SMM) compliant with the International Maritime Organization (IMO) NOx Technical Code to the Portable Emission Measurement Systems (PEMS) compliant with the U.S. Environmental Protection Agency (EPA) 40 Code of Federal Regulations (CFR) Part 1065 for on-road emission testing. Emissions of nitrogen oxides (NOx), carbon dioxide (CO2), and carbon monoxide (CO) were measured at load points specified by the International Organization for Standardization (ISO) to compare the two measurement methods. The average percentage errors calculated for PEMS measurements were 6.5%, 0.6%, and 357% for NOx , CO2, and CO, respectively. The NOx percentage error of 6.5% corresponds to a 0.22 to 1.11 g/kW-hr error in moving from Tier III (3.4 g/kW-hr) to Ti...
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TL;DR: In this article, the authors measured the emissions of three diesel-engine-powered offshore vessels in China (350, 600 and 1600※kW) and determined the emission factors for various operating modes as well as the impact of engine speed on emissions.
Abstract: . Shipping emissions have significant influence on atmospheric environment as well as human health, especially in coastal areas and the harbour districts. However, the contribution of shipping emissions on the environment in China still need to be clarified especially based on measurement data, with the large number ownership of vessels and the rapid developments of ports, international trade and shipbuilding industry. Pollutants in the gaseous phase (carbon monoxide, sulfur dioxide, nitrogen oxides, total volatile organic compounds) and particle phase (particulate matter, organic carbon, elemental carbon, sulfates, nitrate, ammonia, metals) in the exhaust from three different diesel-engine-powered offshore vessels in China (350, 600 and 1600 kW) were measured in this study. Concentrations, fuel-based and power-based emission factors for various operating modes as well as the impact of engine speed on emissions were determined. Observed concentrations and emission factors for carbon monoxide, nitrogen oxides, total volatile organic compounds, and particulate matter were higher for the low-engine-power vessel (HH) than for the two higher-engine-power vessels (XYH and DFH); for instance, HH had NOx EF (emission factor) of 25.8 g kWh−1 compared to 7.14 and 6.97 g kWh−1 of DFH, and XYH, and PM EF of 2.09 g kWh−1 compared to 0.14 and 0.04 g kWh−1 of DFH, and XYH. Average emission factors for all pollutants except sulfur dioxide in the low-engine-power engineering vessel (HH) were significantly higher than that of the previous studies (such as 30.2 g kg−1 fuel of CO EF compared to 2.17 to 19.5 g kg−1 fuel in previous studies, 115 g kg−1 fuel of NOx EF compared to 22.3 to 87 g kg−1 fuel in previous studies and 9.40 g kg−1 fuel of PM EF compared to 1.2 to 7.6 g kg−1 fuel in previous studies), while for the two higher-engine-power vessels (DFH and XYH), most of the average emission factors for pollutants were comparable to the results of the previous studies, engine type was one of the most important influence factors for the differences. Emission factors for all three vessels were significantly different during different operating modes. Organic carbon and elemental carbon were the main components of particulate matter, while water-soluble ions and elements were present in trace amounts. The test inland ships and some test offshore vessels in China always had higher EFs for CO, NOx, and PM than previous studies. Besides, due to the significant influence of engine type on shipping emissions and that no accurate local EFs could be used in inventory calculation, much more measurement data for different vessels in China are still in urgent need. Best-fit engine speeds during actual operation should be based on both emission factors and economic costs.
76 citations
Cites methods from "Measuring in-use ship emissions wit..."
...Besides, TOR was used to measure OC 8 and EC in PM, which always had a lower OC content compared with other methods 9 (such as TOT) because of the different definitions of OC and EC (Khan et al., 2012)....
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...Besides, TOR was used to measure OC and EC in PM, which always had a lower OC content compared with other methods (such as TOT) because of the different definitions of OC and EC (Khan et al., 2012)....
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TL;DR: Results showed that the SO2 emission factor is higher than that of previous studies due to the high sulphur content of the fuel used, and the importance of quantification and monitoring ship emissions in close proximity to port areas, as they can have the highest impact on population exposure.
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TL;DR: In this article, seven ships were tested using portable emission measurement system and three ships were sampled using quartz-filters and analyzed using Thermal/Optical Carbon Analyzer and GC-MS.
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TL;DR: In this paper, emission factors of both particle and gaseous phases are characterised on board two large cargo vessels operating on the east coast of Australia during manoeuvring conditions, which can have significant negative effects on human health and the environment in coastal and port areas.
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References
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TL;DR: In this article, the authors present a thermodynamic equilibrium model for the K+−Ca2+−Mg2++−NH4+−Na+−SO42−−NO3−−Cl−−−H2O aerosol system.
Abstract: . This study presents ISORROPIA II, a thermodynamic equilibrium model for the K+–Ca2+–Mg2+–NH4+–Na+–SO42−–NO3−–Cl−–H2O aerosol system. A comprehensive evaluation of its performance is conducted against water uptake measurements for laboratory aerosol and predictions of the SCAPE2 thermodynamic module over a wide range of atmospherically relevant conditions. The two models agree well, to within 13% for aerosol water content and total PM mass, 16% for aerosol nitrate and 6% for aerosol chloride and ammonium. Largest discrepancies were found under conditions of low RH, primarily from differences in the treatment of water uptake and solid state composition. In terms of computational speed, ISORROPIA II was more than an order of magnitude faster than SCAPE2, with robust and rapid convergence under all conditions. The addition of crustal species does not slow down the thermodynamic calculations (compared to the older ISORROPIA code) because of optimizations in the activity coefficient calculation algorithm. Based on its computational rigor and performance, ISORROPIA II appears to be a highly attractive alternative for use in large scale air quality and atmospheric transport models.
1,232 citations
"Measuring in-use ship emissions wit..." refers methods in this paper
...A factor of 2.15 was applied to the mass of sulfate ions as sulfate on the Teflo filter was assumed to be in hydrated form (H2SO4 6H2O) as predicted using the aerosol thermodynamic model ISORROPIA (Nenes et al., 1998; Fountoukis and Nenes, 2007; ISORROPIA, 2009)....
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TL;DR: In this article, a computationally efficient and rigorous thermodynamic model that predicts the physical state and composition of inorganic atmospheric aerosol is presented, where the main features of the model is the implementation of mutual deliquescence of multicomponent salt particles.
Abstract: A computationally efficient and rigorous thermodynamic model that predicts the physical state and composition of inorganic atmospheric aerosol is presented. One of the main features of the model is the implementation of mutual deliquescence of multicomponent salt particles, which lowers the deliquescence point of the aerosol phase. The model is used to examine the behavior of four types of tropospheric aerosol (marine, urban, remote continental and non-urban continental), and the results are compared with the predictions of two other models currently in use. The results of all three models were generally in good agreement. Differences were found primarily in the mutual deliquescence humidity regions, where the new model predicted the existence of water, and the other two did not. Differences in the behavior (speciation and water absorbing properties) between the aerosol types are pointed out. The new model also needed considerably less CPU time, and always shows stability and robust convergence.
1,206 citations
"Measuring in-use ship emissions wit..." refers methods in this paper
...A factor of 2.15 was applied to the mass of sulfate ions as sulfate on the Teflo filter was assumed to be in hydrated form (H2SO4 6H2O) as predicted using the aerosol thermodynamic model ISORROPIA (Nenes et al., 1998; Fountoukis and Nenes, 2007; ISORROPIA, 2009)....
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Texas A&M University1, Leibniz Institute for Neurobiology2, Rutgers University3, Stanford University4, University of East Anglia5, University of Southern California6, University of Virginia7, University of Essex8, Max Planck Society9, Ocean University of China10, World Meteorological Organization11, University of Victoria12, University of Miami13, Alfred Wegener Institute for Polar and Marine Research14, Aarhus University15, University of Tokyo16, University of Concepción17, Leibniz Institute for Baltic Sea Research18, Princeton University19
TL;DR: Although ∼10% of the ocean's drawdown of atmospheric anthropogenic carbon dioxide may result from this atmospheric nitrogen fertilization, leading to a decrease in radiative forcing, up to about two-thirds of this amount may be offset by the increase in N2O emissions.
Abstract: Increasing quantities of atmospheric anthropogenic fixed nitrogen entering the open ocean could account for up to about a third of the ocean's external (nonrecycled) nitrogen supply and up to 3% of the annual new marine biological production, 0.3 petagram of carbon per year. This input could account for the production of up to 1.6 teragrams of nitrous oxide (N2O) per year. Although 10% of the ocean's drawdown of atmospheric anthropogenic carbon dioxide may result from this atmospheric nitrogen fertilization, leading to a decrease in radiative forcing, up to about two-thirds of this amount may be offset by the increase in N2O emissions. The effects of increasing atmospheric nitrogen deposition are expected to continue to grow in the future.
951 citations
TL;DR: In this paper, the authors used a global chemical transport model to show that ship sulphur emissions can be a dominant contributor to atmospheric sulphur dioxide concentrations over much of the world's oceans and in several coastal regions.
Abstract: The atmosphere overlying the ocean is very sensitive—physically, chemically and climatically—to air pollution Given that clouds over the ocean are of great climatic significance, and that sulphate aerosols seem to be an important control on marine cloud formation1, anthropogenic inputs of sulphate to the marine atmosphere could exert an important influence on climate Recently, sulphur emissions from fossil fuel burning by international shipping have been geographically characterized2, indicating that ship sulphur emissions nearly equal the natural sulphur flux from ocean to atmosphere in many areas3 Here we use a global chemical transport model to show that these ship emissions can be a dominant contributor to atmospheric sulphur dioxide concentrations over much of the world's oceans and in several coastal regions The ship emissions also contribute significantly to atmospheric non-seasalt sulphate concentrations over Northern Hemisphere ocean regions and parts of the Southern Pacific Ocean, and indirect radiative forcing due to ship-emitted particulate matter (sulphate plus organic material) is estimated to contribute a substantial fraction to the anthropogenic perturbation of the Earth's radiation budget The quantification of emissions from international shipping forces a re-evaluation of our present understanding of sulphur cycling and radiative forcing over the ocean
319 citations