| 1. |
- Andersson, Karin, 1952, et al.
(författare)
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Environmental trade-offs in nitrogen oxide removal from ship engine emissions
- 2011
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Ingår i: Proceedings of the Institution of Mechanical Engineers Part M: Journal of Engineering for the Maritime Environment. - 2041-3084 .- 1475-0902. ; 225:1, s. 33-42
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Konferensbidrag (refereegranskat)abstract
- The emissions of nitrogen oxides (NOx) from ship engines constitute an increasing part of the total global emissions of NOx while the share from land-based sources is decreasing. In the coming years, new regulations will set limits to emissions in specific areas and various technical countermeasures will be developed and implemented. However, when taking technical measures against emissions on a local scale, there is always a risk of inducing an increase in the total environmental impact related to the technology used, owing to increased energy use and emissions in other places.In the present study, an investigation of the difference in environmental impact from passenger transport vessels with and without catalytic NOx emission purification was performed in a life cycle assessment. The production and transport of chemicals used in the catalyst are included in the study.The study shows that the use of selective catalytic reduction (SCR) gives a considerable decrease in the environmental impact compared with using a diesel engine without a catalyst. The transport of urea solution over a 500 km distance makes a very small contribution to the total environmental impact. The global warming potential is the only impact category for which values are increased when including the urea production and transport. When looking at the contribution from urea to the total impact from the SCR process, the increase is less than 10 per cent for most impact categories.
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| 2. |
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| 3. |
- Bäckström, Sebastian, et al.
(författare)
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Low carbon marine freight
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- We have studied the possibility to introduce biobased fuels as marine fuels. A business model in which low carbon marine freight is offered to shippers is analysed. The model is in many ways similar to existing schemes in the energy sector (“green electricity”, biogas and district heating). A fundamental principle of the model is that the cost increase in transportation when biobased fuels are used can be transferred to the end consumer. Technical aspects, fuel supply issues, economic implications, and freight market aspects are all considered from a perspective of using liquid biobased fuel on ships. We find that both HVO and FAME/RME are suitable options to blend in fossil marine fuelsIn a continuation of this work, a project with real life tests is aimed for. In a workshop we therefore gathered stakeholders that have key roles in the proposed business model. A number of shippers that joined the workshop showed an interest in trying this model in cooperation with ship owners that provide their transports.
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| 4. |
- Fridell, Erik, et al.
(författare)
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Emission factors for shipping in scenarios
- 2020
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This report presents emission factors for domestic and international shipping in scenarios up to 2050 for methane, nitrous oxide, sulphur dioxide, nitrogen oxides, volatile organic compounds, particulate matter and black carbon. The scenarios account for the decided regulations on fuels’ sulphur content and on emissions of nitrogen oxides as well as the anticipated use of abatement technologies such as scrubbers and selective catalytic reduction.Further, an update of some emission factors for 2019 is included, with focus on nitrogen oxides and black carbon, as well as recently introduced fuel types. Finally, the potential to review historical data and the improvement potential for existing emission factors are discussed.
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| 5. |
- Hult, Cecilia, et al.
(författare)
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Emission factors for methane engines on vehicles and ships : with a focus on methane emissions
- 2020
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This report covers emissions from methane engines on road vehicles and ships, and aims at presenting relevant emission factors for different engines and vehicle types and ships. A focus is placed on methane emissions, and both engine emissions and non-engine emissions are included. Methane fuel passes through the engine to varying degrees in different engine types causing a main part of the methane emissions from methane fueled road vehicles and ships.As introduction to the emission calculations we describe the use of different types of methane fuel, the use of different engine types, and typical properties of vehicles/vessels with different types of methane engines. The report presents emission factors for heavy duty vehicles in the categories “Heavy Goods Vehicle” (HGV) and “Bus”, emission factors for light duty vehicles are presented for the categories “Passenger car” and “Light Commercial Vehicle” (LCV), while emission factors for ships do not contain any subcategories.There is generally a shortage of measurement data that cause high uncertainties for many emissions factors.Emission factors for 2019 are summarized in the report. Different regulations apply which a.o. cause the large difference seen for some emissions between land-based vehicles and ships.
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| 6. |
- Jalkanen, Jukka-Pekka, et al.
(författare)
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Modelling of discharges from Baltic Sea shipping
- 2021
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Ingår i: Ocean Science. - : Copernicus GmbH. - 1812-0784 .- 1812-0792.
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Tidskriftsartikel (refereegranskat)abstract
- This paper describes the new developments of the Ship Traffic Emission Assessment Model (STEAM) which enable the modelling of pollutant discharges to water from ships. These include nutrients from black/grey water discharges as well as from food waste. Further, the modelling of contaminants in ballast, black, grey and scrubber water, bilge discharges, and stern tube oil leaks are also described as well as releases of contaminants from antifouling paints.Each of the discharges is regulated by different sections of the IMO MARPOL convention, and emission patterns of different pollution releases vary significantly. The discharge patterns and total amounts for the year 2012 in the Baltic Sea area are reported and open-loop SOx scrubbing effluent was found to be the second-largest pollutant stream by volume. The scrubber discharges have increased significantly in recent years, and their environmental impacts need to be investigated in detail.
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| 7. |
- Magnusson, Kerstin, et al.
(författare)
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Risk assessment of bilge water discharges in two Baltic shipping lanes
- 2018
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Ingår i: Marine Pollution Bulletin. - : Elsevier. - 0025-326X .- 1879-3363. ; 126, s. 575-584
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Tidskriftsartikel (refereegranskat)abstract
- Environmental concentrations and effects of bilge water contaminants in two Baltic Sea areas were estimatedfrom modelling of discharge rates and analytical data on bilge water from seven ships. Biodegradation of bilgewater oil was accounted for and annual water concentrations were estimated to peak in late spring, whichcoincides with the beginning of a period with extensive biological activities in the sea.Concentrations on bilgewater metals were calculated both as water concentrations and as the annual contribution of metals to sediments.The predicted bilge water concentrations of oil and metal in the marine environment were estimated tobe 4 to 8 orders of magnitude lower than reported toxic concentrations. However, available toxicity data arebased on short term exposure and there is to date limited information on toxic effects of the small but chronicallyelevated contaminant concentrations derived from bilge water discharge and other operational shipping activities.
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| 8. |
- Moldanová, Jana, et al.
(författare)
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Physical and chemical characterisation of PM emissions from two ships operating in European Emission Control Areas
- 2013
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Ingår i: Atmospheric Measurement Techniques. - : Copernicus GmbH. - 1867-8548 .- 1867-1381. ; 6:12, s. 3577-3596
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Tidskriftsartikel (refereegranskat)abstract
- In this paper emission factors (EFs) for particulate matter (PM) and some sub-components as well as gaseous substances were investigated in two onboard measurement campaigns. Emissions from two 4-stroke main engines were measured under stable-load conditions. The impact of varying engine load on the emissions was investigated on one of the engines, and the impact of fuel quality on the other, where heavy fuel oil (HFO) with sulphur content 1% and 0.5% and marine gas oil (MGO) with sulphur content 0.1% were used. Furthermore, emissions from one auxiliary engine were studied. The measured EFs for PM mass were in the range of 0.3 to 2.7 g kg−1 fuel with the lowest values for emissions from the combustion of MGO, and the highest values for HFO with a sulphur content of 1%. The PM mass size distribution was dominated by particles in accumulation mode. Emission factors for particle numbers EF(PN) in the range of 5 × 1015–1 × 1017 # kg−1 fuel were found, the number concentration was dominated by particles in the ultrafine mode and ca. 2/3 of the particle number were non-volatile. The most abundant component of the PM mass was organic carbon, making up 25–60% of the PM. The measured EFs for organic carbon (OC) were 0.6 g kg−1 fuel for HFO and 0.2 g kg−1 fuel for MGO. Elemental carbon (EC) made up 10–38% of the PM mass, with no significant differences between HFO and MGO fuels. The concentrations of metals on sampled filters were investigated with energy dispersive X-ray fluorescence (EDXRF) and the detected metal elements in exhaust when using HFO was concluded to originate from both the fuel (V, Ni, Fe) and the lubricant (Ca, Zn), while for the case of MGO combustion, most of the metals were concluded to originate from the lubricants. The measured emission factors for sulphate particles, EF (SO2−4), were low, ca. 0.1–0.2 g kg−1 fuel for HFO with 1% sulphur, 0.07–0.09 g kg−1 fuel for HFO with 0.5% sulphur and 0.003–0.006 g kg−1 fuel for MGO. This corresponds to 0.1–0.8% and 0.1–0.6% of fuel S converted to PM sulphate for HFO and MGO, respectively. Scanning transmission electron microscopy (STEM) images of the collected PM showed three different types of particles: relatively pure soot; char and char-mineral particles; and amorphous, probably organic particles containing inorganic impurities. The maps of elements obtained from STEM showed a heterogeneous composition of primary soot particles with respect to the trace metals and sulphur. Temperature-programmed oxidation (TPO) of PM showed higher soot oxidation reactivity compared to automotive diesel soot, PM from the HFO exhaust being more reactive than PM from the MGO exhaust. Oxidative potential measured as the rate of consumption of Dithiothreitol (DTT) was for the first time measured on PM from ship exhaust. The obtained values were between 0.01 and 0.04 nmol DTT min−1 μg−1 PM, which is quite similar to oxidative potentials of PM collected at urban and traffic sites. The data obtained during the experiments add information about emission factors for both gaseous and PM-bound compounds from ship engines using different fuels and under different engine-load conditions. Observed variability of the EFs illustrates uncertainties of these emission factors as a result of influences from fuel and lubricant composition, from differences between individual engines and from the differences in sampling conditions.
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| 9. |
- Nilsson, Ingar, 1974, et al.
(författare)
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Integrating environmental performance in a logistic approach to short sea shipping - a case study
- 2002
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Ingår i: Proceedings of the ENSUS 2002 Conference, Newcastle, UK, December 2002.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Transport by road is the most dominant mode of transportation in Europe today. An increased use of short sea shipping can balance the European transport system and contribute to a better environmental situation. The aim of this study is to identify and explore some characteristics of short sea shipping and to find general logistic weaknesses in the concept. By using a total logistic management approach, this study shows how short sea shipping is a competitive option with high environmental performance.We present a comparative study between different modes of transportation. A fictitious case of transportation of cargo between the Lake Vänern area in Sweden and Duisburg in Germany is set up and evaluated. The intermodal network between these two regions includes road, rail and shipping. The logistic quality of the total transport chain is measured as a weighted sum of performance parameters such as transport time, transport cost, frequency and flexibility, reliability, logistic management and service, environmental impact and political acceptability.The scope of the study is narrow, but by employing systems engineering techniques, interesting conclusions regarding a strengthened role of short sea shipping in a future European transport system has been made possible.
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| 10. |
- Parsmo, Rasmus, et al.
(författare)
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NOX Abatement in the Baltic Sea
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The background is the decision to establish a NOX Emission Control Area (NECA) in the region requiring ships to follow Tier III NOX emission regulations from 2021. To achieve further and more rapid reductions of NOX emissions than what is expected from the NECA, additional policy instruments have been discussed. The policy instruments analysed in this study are assumed to be additional to the NECA requirements. Our study describes changes of emissions and costs for existing ships with Tier II engines when upgrading for lower NOX emissions. Of the many existing technological alternatives to accomplish NOX reduction, this study focuses on liquefied natural gas (LNG) engines and selective catalytic reduction (SCR) for after treatment of exhaust gas. Emissions of NOX in 2030 are modeled for scenarios in which different policy instruments are assumed. The use of LNG and abatement equipment is modeled with the assumption that ship-owners choose the most advantageous option from a cost perspective. The most effective policy instrument found in this study is the refundable emission payment (REP) scheme. The reduction of emissions depends on the fee and subsidy rate applied. For example, a subsidy rate of 60% and a fee of 1 €/kg NOX is modelled to reduce the yearly emissions of NOX from shipping in the Baltic Sea in 2030 by about 53 ktonnes. A NOX tax will also have a significant effect on the NOX emissions, but in this case the costs for ship-owners are significantly higher. Applying a CO2 tax or environmentally differentiated port dues in the model are found to have less impact on the NOX emissions. Introducing slow steaming has a potential to reduce NOX emissions In another scenario the effects on emissions from a financial investments support for abatement technology or LNG engines are modeled. At an interest rate of 0 % emissions are reduced significantly. According to our model, an extended NECA, where also other sea areas than the Baltic and North Seas become NECAs, has no further impact on the NOX emissions in the Baltic Sea. However, since the abatement equipment is used for more hours in a global NECA it will reduce the abatement cost per kg NOX.
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