| 1. |
- Andersson, Karin, 1952, et al.
(författare)
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Pre-study on sustainability indices for shipping
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Demands on reporting and communication of the sustainability performance within a company as well as externally and how the demands on continuous improvement are fulfilled, has led to a development and also standardisation of sustainability indicators and indices. In shipping, like in all sectors, numerous indices or reporting systems have been developed and are used for various purposes. The aim has often been for communication with cargo owners and passengers, but also to be used as a basis for economic incentives intended to decrease emissions in ports and fairways. With increased demands on aspects included, it is obvious that a future sustainability index for shipping needs to include social and economic aspects in addition to natural environment and resource use. The present report is a pre-study with a review on existing indices in the shipping sector, and an outlook to other areas, followed by a discussion on possible development paths of more comprehensive sustainability indices. The conclusions are: The available environmental indices for shipping are many and there are initiatives, like CSI, that cover many relevant aspects. However, the indices are not very developed what concerns working conditions or socioeconomic costs. Also, economic parameters describing the ship-owner as a company are not included. The scrapping process foreseen for a ship can be further developed and included in indices. For further development, the following is suggested: • Develop indicators that can be used for describing work environment with the goal of introduction into an index. • The development of socioeconomic cost assessments, for example in terms of ecosystem services, is interesting and could be included in indices in the future. It is recommended that this development is followed for future use. • At the moment, there is not an easy way to include the economic dimension in terms of economic stability of the company in an index, but this should be further investigated. • The possible use of MRV (Monitoring, Reporting, Verification) in indices should be evaluated.
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| 2. |
- Fridell, Erik, et al.
(författare)
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Crossing Borders and Expanding Modal Shift Measures: Effects on Mode Choice and Emissions from Freight Transport in the Nordics
- 2020
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Ingår i: Sustainability. - : MDPI AG. - 2071-1050. ; 12:3, s. 894-
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Tidskriftsartikel (refereegranskat)abstract
- Considering the underachievement on modal shift and environmental objectives for freight transport, scholars and policy makers recurrently ask how more road freight can be shifted to rail and waterborne transport. The current study simulates transport and modal distribution effects for several scenarios in which modal shift policy measures are strengthened, expanded, combined, and harmonized across borders in the Nordics. Found transport effects were then used in an environmental model to assess implications for energy use and emissions of CO2,eq, NOx, and particulate matter, gaining insights into which policy measures are more effective or complement each other, and whether international harmonization might increase effectiveness, and modal shift. From our simulations, a Norwegian ecobonus scheme for rail yields larger modal shift away from road than a similar ecobonus for sea transport. Facilitating longer freight trains yields more modal shift but has high policy costs. Effects of harmonizing policies across Nordic countries vary but can be strengthened by combining different measures. However, even for scenarios with strong policy measures, reductions in CO2,eq emissions do not exceed 3.6% in 2030 while sometimes increasing local air pollution. Modal shift policy should therefore not exclusively be regarded as environmental strategy, although it may contribute to other policy objectives.
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| 3. |
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| 4. |
- Johansson, Lasse, et al.
(författare)
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Model for leisure boat activities and emissions – implementation for the Baltic Sea
- 2020
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Ingår i: Ocean Science. - : Copernicus GmbH. - 1812-0792 .- 1812-0784. ; 16:5, s. 1143-1163
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Tidskriftsartikel (refereegranskat)abstract
- The activities and emissions from leisure boats in the Baltic Sea have been modeled in a comprehensive approach for the first time, using a new simulation model leisure Boat Emissions and Activities siMulator (BEAM). The model utilizes survey data to characterize the national leisure boat fleets. Leisure boats have been categorized based on their size, use and engine specifications, and for these subcategories emission factors for NOx, PM2.5, CO, non-methane volatile organic compounds (NMVOCs), and releases of copper (Cu) and zinc (Zn) from antifouling paints have been estimated according to literature values. The modeling approach also considers the temporal and spatial distribution of leisure boat activities, which are applied to each simulated leisure boat separately. According to our results the CO and NMVOC emissions from leisure boats, as well as Cu and Zn released from antifouling paints, are significant when compared against the emissions originating from registered commercial shipping in the Baltic Sea. CO emissions equal 70 % of the registered shipping emissions and NMVOC emissions equal 160 % when compared against the modeled results in the Baltic Sea in 2014. Modeled NOx and PM2.5 from the leisure boats are less significant compared to the registered shipping emissions. The emissions from leisure boats are concentrated in the summer months of June, July and August and are released in the vicinity of inhabited coastal areas. Given the large emission estimates for leisure boats, this commonly overlooked source of emissions should be further investigated in greater detail.
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| 5. |
- Johansson, L., et al.
(författare)
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Modeling of Leisure Craft Emissions
- 2020
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Ingår i: Springer Proceedings in Complexity. - Cham : Springer International Publishing. - 2213-8684 .- 2213-8692. ; , s. 205-210
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Konferensbidrag (refereegranskat)abstract
- Commercial shipping fleet and its emissions can be modeled in detail, but the emission from leisure craft are often invisible for activity based, bottom-up emission inventories. A new model (FMI-BEAM) describes the emissions from the leisure craft fleet in the Baltic Sea area, complementing the existing STEAM emission modeling suite. BEAM combines information from over 3000 boat marina locations, national small boat registries, Automatic Identification System data and boat survey results to derive leisure boat emissions for over 250,000 boats around the Baltic Sea coastline. The location of marinas and boat counts were determined from satellite images and other available data. With the BEAM leisure craft simulation model the spatial and temporal distribution of air emissions can be estimated. The presented results describe our first attempt to generate fuel consumption and emission inventory for small boats which have been underrepresented in current emission inventories. Small boat activity often occurs near the coastline in vicinity of populated areas and leisure craft emissions contribute to local air quality. The emissions of carbon monoxide and hydrocarbons are high compared to the emissions of commercial shipping, because very high emission levels are allowed for old small boat engines according to current legislation. The approach described in this paper can be applied in larger scale, for example to cover European coastlines in the future.
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| 6. |
- Kukkonen, J., et al.
(författare)
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Towards a Comprehensive Evaluation of the Environmental and Health Impacts of Shipping Emissions
- 2022
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Ingår i: Springer Proceedings in Complexity. - Cham : Springer International Publishing. - 2213-8684 .- 2213-8692. ; , s. 329-336
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Konferensbidrag (refereegranskat)abstract
- We present a new concept for marine research, applied in the EU-funded project EMERGE, “Evaluation, control and Mitigation of the EnviRonmental impacts of shippinG Emissions” (2020–2024; https://emerge-h2020.eu/ ). For the first time, both the various marine and atmospheric impacts of the shipping sector have been and will be comprehensively analyzed, using a concerted modelling and measurements framework. The experimental part of the project focuses on five European geographical case studies in different ecologically vulnerable regions, and a mobile onboard case study. The EMERGE consortium has also developed a harmonised and integrated modelling framework to assess the combined impacts of shipping emissions, both (i) on the marine ecosystems and (ii) the atmospheric environment. The first results include substantial refinements of a range of models to be applied, especially those for the STEAM and OpenDrift models. In particular, the STEAM (Ship Traffic Emission Assessment Model) model has been extended to allow for the effects of atmospheric and oceanographic factors on the fuel consumption and emissions of the ships. The OpenDrift model has been improved to take into account the partitioning, degradation, and volatilization of pollutants in water. The predicted emission and discharge values have been used as input for both regional scale atmospheric dispersion models, such as WRF-CMAQ (Weather Research and Forecasting—Community Multiscale Air Quality Model) and SILAM (System for Integrated modeLling of Atmospheric composition), and water quality and circulation models, such as OpenDrift (Open source model for the drifting of substances in the ocean) and Delft3D (oceanographic model). The case study regions are Eastern Mediterranean, Northern Adriatic Sea, the Lagoon of Aveiro, the Solent Strait and the Öresund Strait. We have also conducted a substantial part of the experimental campaigns scheduled in the project. The final assessment will include the benefits and costs of control and mitigation options affecting water quality, air pollution exposure, health impacts, climate forcing, and ecotoxicological effects and bioaccumulation of pollutants in marine biota.
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| 7. |
- Lunde Hermansson, Anna, et al.
(författare)
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Strong economic incentives of ship scrubbers promoting pollution
- 2024
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Ingår i: Nature Sustainability. - Göteborg : IVL Svenska Miljöinstitutet. - 2398-9629.
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Tidskriftsartikel (refereegranskat)abstract
- In response to stricter regulations on ship air emissions, many shipowners have installed exhaust gas cleaning systems, known as scrubbers, allowing for use of cheap residual heavy fuel oil. Scrubbers produce large volumes of acidic and polluted water that is discharged to the sea. Due to environmental concerns, the use of scrubbers is being discussed within the International Maritime Organization. Real-world simulations of global scrubber-vessel activity, applying actual fuel costs and expenses related to scrubber operations, show that 51% of the global scrubber-fitted fleet reached economic break even by the end of 2022, with a surplus of €4.7 billion in 2019 euros. Within five years after installation, more than 95% of the ships with the most common scrubber systems reach break even. However, the marine ecotoxicity damage cost, from scrubber water discharge in the Baltic Sea Area 2014–2022, amounts to >€680 million in 2019 euros, showing that private economic interests come at the expense of marine environmental damage.
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| 8. |
- Lunde Hermansson, Anna, 1987, et al.
(författare)
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Strong economic incentives of ship scrubbers promoting pollution
- 2024
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Ingår i: Nature Sustainability. - Göteborg : IVL Svenska Miljöinstitutet. - 2398-9629. ; In Press
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Tidskriftsartikel (refereegranskat)abstract
- In response to stricter regulations on ship air emissions, many shipowners have installed exhaust gas cleaning systems, known as scrubbers, allowing for use of cheap residual heavy fuel oil. Scrubbers produce large volumes of acidic and polluted water that is discharged to the sea. Due to environmental concerns, the use of scrubbers is being discussed within the International Maritime Organization. Real-world simulations of global scrubber-vessel activity, applying actual fuel costs and expenses related to scrubber operations, show that 51% of the global scrubber-fitted fleet reached economic break even by the end of 2022, with a surplus of €4.7 billion in 2019 euros. Within five years after installation, more than 95% of the ships with the most common scrubber systems reach break even. However, the marine ecotoxicity damage cost, from scrubber water discharge in the Baltic Sea Area 2014–2022, amounts to >€680 million in 2019 euros, showing that private economic interests come at the expense of marine environmental damage.
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| 9. |
- Moldanova, Jana, et al.
(författare)
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Framework for the environmental impact assessment of operational shipping
- 2022
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Ingår i: Ambio. - : Springer Science and Business Media LLC. - 0044-7447 .- 1654-7209. ; 51:3, s. 754-769
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Tidskriftsartikel (refereegranskat)abstract
- Shipping is an important source of pollution affecting both atmospheric and aquatic environments. To allow for efficient mitigation of environmental degradation, it is essential to know the extent of the impacts of shipping in relation to other sources of pollution. Here, we give a perspective on a holistic approach to studies of the environmental impacts of operational shipping through presentation of an assessment framework developed and applied on a case of shipping in the Baltic Sea. Through transfer of knowledge and concepts, previously used in assessments of air pollution, now applied to assessments of marine pollution and underwater noise, the horizon of understanding of shipping-related impacts is significantly improved. It identifies the main areas of environmental degradation caused by shipping and potential improvements through legislation and technological development. However, as the vast majority of contaminants discharged into the sea are not routinely monitored and assessed, the links between pressure of contaminants from shipping and environmental state and impacts will not be caught in the current environmental regulatory frameworks.
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| 10. |
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| 11. |
- 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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| 12. |
- Parsmo, Rasmus, et al.
(författare)
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Environmental discounts for Swedish ports and fairways: A ship owner perspective
- 2024
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Ingår i: Marine Policy. - Göteborg : IVL Svenska Miljöinstitutet. - 0308-597X .- 1872-9460. ; 159, s. 105950-105950
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Tidskriftsartikel (refereegranskat)abstract
- Sweden has adopted environmental discounts for ships arriving at fairways and in some ports to encourage investment in measures to reduce shipping’s impact on climate change, air quality and marine environment. The present study investigates the impact of these discounts in 2020 on investment decisions made by ship-owners. As a starting point, this impact was assessed by comparing the potential annual benefits of the discounts with the annualized costs of retrofitting four selected abatement technologies.The results indicate that, while the port discounts are relatively small when compared to the costs of abatement, the fairway discounts could be significant for ships frequently calling at Swedish ports under specific conditions. However, we conclude that the discounts alone are insufficient to incentivize ship-owners to invest in abatement technologies for older ships. To improve the usefulness of these discounts, the design should incorporate a more precise internalization of abatement costs. This could be achieved by implementing individual discounts for different abatement strategies, establishing dedicated subsidies for high-cost innovative technologies, enhancing scoring systems, and by better matching the discount with other market-based policies internationally.
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| 13. |
- Ytreberg, Erik, 1980, et al.
(författare)
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EMERGE deliverable 6.1. Baltic and North Sea report
- 2023
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Shipping is responsible for a range of different pressures affecting air quality, climate, and the marine environment. However, most social and economic analysis of shipping have focused on air pollution assessment and how shipping may impact climate change and human health. This risks policies to be biased towards air pollution and climate change, while trading off impacts on the marine environment. One example is the IMO’s global sulphur cap, which requires shipowners to use a compliant fuel with a sulphur content of 0.5% (0.1% in SECA regions) or use alternative compliance options (scrubbers) that are effective in reducing sulphur oxide (SOX) emissions to the atmosphere. The scrubber process results in large volumes of acidic discharge water. Although regulations primarily target SOX removal, other pollutants such as polycyclic aromatic hydrocarbons (PAHs) and metals are transferred from the exhausts to the wash water and subsequently discharged to the marine environment. The aim of this deliverable has therefore been to develop a holistic framework to evaluate the impacts of shipping emissions, particularly those related to scrubbers, on the marine environment, human health, climate, and economy. The structure of this deliverable follows the well-established DAPSIR (Driver-Activity-Pressure-State-Impact-Response) framework, under which information, findings and conclusions from previous work packages are synthesized and integrated, including experiments of direct emissions from shipping to the marine environment (WP2) and the atmosphere (WP3), assessment of marine environmental impacts (WP2, WP4 and WP6), as well as human health and climate change impacts (WP5 and WP6). Finally, this deliverable provides recommendations and guidance for stakeholders and policymakers. The assessment is performed using a baseline scenario (year 2018) and three future scenarios (for year 2050) based on different projected future developments of shipping transport volumes and considering the development of ships regarding fuel efficiency and ship size. In this deliverable, we focused primarily on two of the different future scenarios, scenario 3 (high scrubber pressure) and scenario 8 (high use of liquefied natural gas (LNG) and methanol). The marine environmental risk assessment, performed in the Öresund region for the baseline scenario (2018), showed unacceptable risks when ships in the area were using open loop scrubbers. In the assessment, modelled predicted environmental concentrations (PECs) of open loop scrubber discharge water exceeded the tolerable marine threshold value (predicted no-effect concentration, PNEC) in almost the entire Öresund region. The PEC value was derived based on ship activity and discharges of scrubber water in 2018, while the PNEC value was derived based on the ecotoxicological assays performed within the EMERGE project. Notably, the modelling of open loop scrubber discharge water was performed using the ship traffic activity in 2018 when less than 200 ships in the Baltic Sea used scrubbers, collectively releasing 192 million tonnes of discharge water. By 2022 there were approximately 800 ships equipped with scrubbers in the Baltic Sea. In the high scrubber future scenario (S3) in 2050 this led to an assumption of the considerably higher scrubber water discharge (1740 million tonnes), representing almost one order of magnitude higher compared to our baseline scenario in 2018. In addition, our impact assessment, following Marine Environment Protection Committee (MEPC) guidelines, shows that a ban on discharge water from scrubbers should be considered in the entire Baltic and North Sea region, since all sea basins in the region fail to reach good environmental status (GES) as defined by the EU Marine Strategy Framework Directive (Directive 2008/56/EC). However, the costs of such a measure for the shipping sector (banning discharges from scrubbers, i.e., in practice a ban on scrubbers) have been questioned within the International Maritime Organisation (IMO). Therefore, EMERGE also focused on analysing to what extent the global scrubber fleet has reached break-even on their scrubber installations and the potential monetary gain of using Heavy Fuel Oil (HFO) as compared to the more expensive Marine Gas Oil (MGO) or Very Low Sulphur Fuel Oil (VLSFO). Our results showed that 51% of the global scrubber fleet had reached break-even by the end of 2022, resulting in a summarised balance of 4.7 billion €2019. In addition, the marine ecotoxicity damage cost, by not restricting scrubbers in the Baltic Sea Area, accumulated to >680 million €2019 from 2015 to end of 2022. For air quality, both future scenarios showed a decrease in shipping contribution to PM2.5 exposure by a factor of 2 to 3 compared to our baseline scenario in 2018. Scenario 8 is somewhat more efficient in decreasing the shipping originated PM2.5 than scenario 3. Using the Greenhouse gas and Air pollution Interactions and Synergies (GAINS) model for human health impact assessment in scenario 3 revealed the loss of life expectancy in most areas around the Baltic Sea, when considering all sources, to be limited to two to four months. However, the differences in life shortening between Scenarios 3 and 8 are two to three orders of magnitude lower when compared to human health impacts resulting from all sources, indicating that scrubbers alone have a minor impact on human health in the Baltic region from air quality perspective. For Öresund case the shipping-related health impacts from PM2.5 represented approximately 10% of the total burden of air pollution, in 2050 scenario simulations this burden decreased to 7-9%. Important improvement of air quality in the scenario simulations come also from reduction of NO2 which is a criteria pollutant regulated by the Air Quality Directive, where the decrease is 3 to 5-fold. In relative terms the shipping contribution to NO2 concentration levels, however, maintains similar, approximately 25%, as the land emissions are also expected to decrease. The GAINS health impact assessment for the Baltic Sea was compared to the Solent region using a statistical technique. The latter study showed that a relatively small fraction of all premature deaths in Southampton, Portsmouth, Poole, Christchurch & Bournemouth are attributable to air pollution from shipping, corroborating the conclusion that the deployment scrubbers alone has a minor impact on human life shortening through atmospheric transport.
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| 14. |
- Ytreberg, Erik, 1980, et al.
(författare)
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Framework to evaluate external costs of shipping
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The activities that utilize the marine environment are today many, ranging from oil and natural gas extraction, to fishing and aquaculture to renewable energy installations and finally shipping and leisure boating. Thus, there is a need to understand the pressures and impacts from the different sectors on the marine environment to ensure sustainable use of marine resources. One framework to study this is the ecosystem service approach where the benefit the natural environment supply to human society via economic and social benefits, are mapped and assessed as well as the associated costs of environmental degradation due to different human activities (Beaumont et al. 2007). Ecosystem conditions refers to the physical, chemical and biological condition of an ecosystem at a particular point in time. In EU, member states are obligated to monitor the condition (or status) of both freshwater and marine ecosystems. This is regulated via two EU Directives; the Water Framework Directive (WFD, 2000/60/EC) which covers freshwater, transitional and coastal waters up to 1 nm from the continental baseline and the Marine Strategy Framework Directive (MSFD, 2008/56/EC) which handles all marine waters up to the Exclusive Economic Zone. The overarching aim of both WFD and MSFD is that all water bodies in the EU shall reach or maintain god status of waters, habitat and resources. This condition is termed “Good Ecological Status” (GEcS) in the WFD and “Good Environmental Status” (GES) in the MSFD. The status and conditions of ecosystems are also strongly linked to human well-being through ecosystem services as ecosystems need to be in good status in order to provide multiple ecosystem services (Pandeya et al. 2016). Shipping is an activity responsible for a range of different pressures affecting the marine environment via discharge of hazardous compounds from greywater, bilge water, scrubber water and antifouling paints; emission of nutrients from blackwater, greywater, food waste and deposition of nitrogen oxides (NOX); emissions of acidifying compounds from scrubber wash-water and deposition of sulphur oxides (SOX); spread of invasive species from hulls or ballast water; and finally, underwater noise. Shipping also affect air quality, human health, and global warming via air pollutants with transboundary properties such as fine particulate matter (PM), volatile organic compounds (VOCs), nitrogen oxides (NOX), sulfur oxides (SOX). Emissions to air of black carbon and greenhouse gases such as carbon dioxide (CO2), methane (CH4) are also important for the global warming impact. The knowledge about ecosystem and health impacts of air pollution is comparatively well developed, much because land-based emissions of air pollutants have been regulated in international and national regulations since the 80-ies in a tight science-policy regime. Since the 80-ies, analytical progress has been substantial in areas such as air pollution inventories and monitoring, emission dispersion modelling, as well as integrated assessment modelling of cost effective international air pollution control. Since the 90-ies, these analytical progresses have been complemented with additional interest from environmental economists as well as health researchers. Currently, the effect of large-scale air pollution emission changes on ecosystem-, human health-, and economic impacts can be modelled with reasonable accuracy, and analysis of these impacts are done with established methods and models. Due to the transboundary nature of air pollution emissions, emissions are governed not only by national legislation but also by international legislation and agreements. Some examples of high relevance for shipping emissions are the revised EU Sulphur-in-fuels / Fuel Quality Directive (Directive No 1999/32/EC & 2009/30/EC) and the International Maritime Organisations’ (IMO) use of sulphur and nitrogen emission control areas (SECA and NECA respectively) as well as limits on sulphur content in fuel (IMO 2017). Although shipping emission impacts on air quality are relatively well established, the knowledge base is not the same for impacts on the marine environment and a coherent environmental impact assessment of shipping has not yet been made. This risk policies to be biased towards air pollution whilst trading off impacts on marine environments. Therefore, it is important that we gain a better understanding on how shipping and other sectors affect marine ecosystems, as the pressure on marine resources and the demand for marine ecosystem services in many marine water bodies are too high. The focus of this report is the shipping industry and to assess what damage it may cause on human health, marine ecosystems and the climate. Determining the total impact of shipping is a complex task, primarily with respect to marine ecosystems, as the water emissions is very diverse ranging from hazardous compounds, acidifying substances, underwater noise, eutrophying substances to invasive species. The aim of this report is to develop a framework to determine how different pressures from shipping affect ecosystem services and human health, with an emphasis on marine environment due to larger knowledge gaps in this area. The framework could in a later stage be used to determine the resulting cost for society due to shipping induced degradation of ecosystem services and impacts on human health and climate.
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| 15. |
- Ytreberg, Erik, 1980, et al.
(författare)
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Valuating environmental impacts from ship emissions – The marine perspective
- 2021
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Ingår i: Journal of Environmental Management. - : Elsevier BV. - 0301-4797 .- 1095-8630. ; 282
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Tidskriftsartikel (refereegranskat)abstract
- Shipping is an activity responsible for a range of different pressures affecting the marine environment, air quality and human welfare. The methodology on how ship emissions impact air quality and human health are comparatively well established and used in cost-benefit analysis of policy proposals. However, the knowledge base is not the same for impacts on the marine environment and a coherent environmental and socio-economic impact assessment of shipping has not yet been made. This risk policies to be biased towards air pollution whilst trading off impacts on the marine environment. The aim of the current study was to develop a comprehensive framework on how different pressures from shipping degrade marine ecosystems, air quality and human welfare. A secondary aim was to quantify the societal damage costs of shipping due to the degradation of human welfare in a Baltic Sea case study. By adding knowledge from marine ecotoxicology and life-cycle analysis to the existing knowledge from climate, air pollution and environmental economics we were able to establish a more comprehensive conceptual framework that allows for valuation of environmental impacts from shipping, but it still omits economic values for biological pollution, littering and underwater noise. The results for the Baltic Sea case showed the total annual damage costs of Baltic Sea shipping to be 2.9 billion €2010 (95% CI 2.0–3.9 billion €2010). The damage costs due to impacts on marine eutrophication (768 million €2010) and marine ecotoxicity (582 million €2010) were in the same range as the total damage costs associated with reduced air quality (816 million €2010) and climate change (737 million €2010). The framework and the results from the current study can be used in future socio-economic assessments of ship emissions to prioritize cost efficient measures. The framework can be used globally but the damage costs presented on the marine environment are restricted to emissions on the Baltic Sea and Kattegat region as they are based on willingness to pay studies conducted on citizens around the Baltic Sea where eutrophication and emissions of chemicals are particularly threats to the state of the Baltic Sea.
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| 16. |
- Abdulhamid, Hussam, 1974, et al.
(författare)
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A combined transient in situ FTIR and flow reactor study of NOx storage and reduction over M/BaCO3/Al2O3 (M=Pt, Pd or Rh) catalysts
- 2006
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Ingår i: Journal of Catalysis. - : Elsevier BV. - 0021-9517 .- 1090-2694. ; 244:2, s. 169-182
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Tidskriftsartikel (refereegranskat)abstract
- Transient in situ DRIFTS and flow-reactor experiments were performed to study the storage and reduction of NOX over Pt/BaCO3/Al2O3, Pd/BaCO3/Al2O3, and Rh/BaCO3/Al2O3 samples using CO, H-2, C3H6, or C3H8 as the reducing agent. The DRIFTS results show that exposure of the examined samples to NO2 results in the formation of nitrite/nitrate peaks over alumina and barium and that the reduction of stored NOX is influenced by the type of precious metal and reducing agent. Using CO as the reductant results in a lower NOX reduction capacity for Pt/BaCO3/Al2O3 compared with Pd- and Rh-based samples, whereas H-2 shows a significant ability to reduce the stored NOX on all samples examined. In addition, the reduction with CO and C3H6 proceeds via the formation of isocyanate species over both barium and alumina sites. The intensity of barium-isocyanate species for Pt/BaCO3/Al2O3 is significantly lower than the corresponding intensity for the Pd- and Rh-based samples, suggesting that the interaction between barium and Pt is lower than the corresponding interaction in the Pd/BaCO3/Al2O3 and Rh/BaCO3/Al2O3 samples. (c) 2006 Elsevier Inc. All rights reserved.
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| 17. |
- Abdulhamid, Hussam, 1974, et al.
(författare)
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In situ FTIR study of SO2 interaction with Pt/BaCO3/Al2O3 NOx storage catalysts under lean and rich conditions
- 2006
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Ingår i: Journal of Catalysis. - : Elsevier BV. - 0021-9517 .- 1090-2694. ; 241:1, s. 200-210
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Tidskriftsartikel (refereegranskat)abstract
- The interaction of SO2 with Pt/BaCO3/Al2O3 NOx storage catalysts under lean and rich conditions in the absence and presence of water was investigated by means of in situ FTIR spectroscopy at 350 degrees C. For the lean condition (SO2 + O-2), surface and bulk barium sulfates were formed in addition to sulfites and surface sulfates on alumina. Pt does not appear to play an essential role in the formation of these species under lean conditions. In contrast, under reducing conditions (SO2 + H-2), Pt catalysed the reduction of SO2 with H-2 to form reduced sulfur species that accumulate on both Pt and barium sites. A subsequent treatment with NO2 resulted in the reduction of NO2 in the oxidation of these sulfur-containing species to form bulk barium sulfate instead of being stored over barium sites. Introducing water significantly affected sulfur trapping over the catalyst surface. During the lean conditions, the presence of water resulted in almost no surface barium sulfate formation. Meanwhile, the formation of bulk barium sulfate was increased, probably due to enhanced sulfate formation. However, the presence of H2O under reducing conditions resulted in significantly lower sulfur storage on both barium and alumina in comparison with humid lean exposure conditions.
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| 18. |
- Abdulhamid, Hussam, 1974, et al.
(författare)
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Influence of the type of reducing agent (H2, CO, C3H6 and C3H8) on the reduction of stored NOX in a Pt/BaO/Al2O3 model catalyst
- 2004
-
Ingår i: Topics in Catalysis. - 1572-9028 .- 1022-5528. ; 30-31:1-4, s. 161-168
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Tidskriftsartikel (refereegranskat)abstract
- In this investigation, a comparative study for a NOx storage catalytic system was performed focusing on the parameters that affect the reduction by using different reductants (H2, CO, C3H6 and C3H8) and different temperatures (350, 250 and 150 degrees C), for a Pt/BaO/Al2O3 catalyst. Transient experiments show that H2 and CO are highly efficient reductants compared to C3H6 which is somewhat less efficient. H2 shows a significant reduction effect at relatively low temperature (150 degrees C) but with a low storage capacity. We find that C3H8 does not show any NOx reduction ability for NOx stored in Pt/BaO/Al2O3 at any of the temperatures. The formation of ammonia and nitrous oxide is also discussed.
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| 19. |
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| 20. |
- Abdulhamid, Hussam, 1974, et al.
(författare)
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The reduction phase in NOx storage catalysis: Effect of type of precious metal and reducing agent
- 2006
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Ingår i: Applied Catalysis B: Environmental. - : Elsevier BV. - 0926-3373 .- 1873-3883. ; 62:3-4, s. 319-328
-
Tidskriftsartikel (refereegranskat)abstract
- The effect of different reducing agents (H2, CO, C3H6 and C3H8) on the reduction of stored NOx over PM/BaO/Al2O3 catalysts (PM = Pt, Pd or Rh) at 350, 250 and 150 °C was studied by the use of both NO2-TPD and transient reactor experiments. With the aim of comparing the different reducing agents and precious metals, constant molar reduction capacity was used during the reduction period for samples with the same molar amount of precious metal. The results reveal that H2 and CO have a relatively high NOx reduction efficiency compared to C3H6 and especially C3H8 that does not show any NOx reduction ability except at 350 °C over Pd/BaO/Al2O3. The type of precious metals affects the NOx storage-reduction properties, where the Pd/BaO/Al2O3 catalyst shows both a high storage and a high reduction ability. The Rh/BaO/Al2O3 catalyst shows a high reduction ability but a relatively low NOx storage capacity.
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| 21. |
- Acke, Filip, 1968, et al.
(författare)
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Influence of the platinum-support interaction on the direct reduction of NOx under lean conditions
- 1998
-
Ingår i: Studies in Surface Science and Catalysis. - 0167-2991. ; 116, s. 285-294
-
Tidskriftsartikel (refereegranskat)abstract
- Catalysts containing Pt supported on SiC, Al2O3 and ZSM-5 were prepared and studied for NOx reduction by C3H6 in Oz excess under transient (temperature ramps) and steady-state conditions. The maximum NOx reduction activity in the heating ramp experiments was similar for Pt/SiC and Pt/ZSM-5, while Pt/Al2O3 showed higher maximum activity. Both N-2 and N2O formation was observed for all catalysts, although the respective amounts varied with the investigated system. Highest Nz selectivity was observed for Pt/Al2O3. When the NOx reduction activity was studied under steady-state conditions the activity of Pt/Al2O3 decreased substantially (mainly due to a loss in N-2 production). Pt/ZSM-5 became somewhat more selective towards Na production whereas the activity and selectivity of Pt/SiC remained at about the same values as far the heating ramp experiments. Adsorbed species on the surface of the different catalysts were investigated using in-situ FTIR in order to obtain information about the reaction mechanisms. The adsorption of species on Pt/SiC was negligible, while a number of absorption bands were observed for Pt/Al2O3 (N and C containing species, and -NCO) and Pt/ZSM-5 (HC).
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| 22. |
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| 23. |
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| 24. |
- Amberntsson, Annika, 1974, et al.
(författare)
-
Influence of platinum and rhodium composition on the NOx storage and sulphur tolerance of a barium based NOx storage catalyst
- 2003
-
Ingår i: Applied Catalysis B: Environmental. - 0926-3373 .- 1873-3883. ; 46:3, s. 429-439
-
Tidskriftsartikel (refereegranskat)abstract
- In the present work the influence of the type of noble metals present in barium oxide based NOx storage catalysts was investigated, regarding the NOx storage performance, NO oxidation, NO reduction, sulphur deactivation and sulphur regenerability. Monolith samples with combinations of platinum and rhodium, were prepared, tested in a flow-reactor, and characterised by XPS measurements. The flow-reactor experiments simulated NOx storage and reduction cycles at 400 degrees C in synthetic gas mixtures with oxygen, propene and nitric oxide. For the sulphur deactivation and regenerability investigations 25 ppm (v/v) SO2 was added to the feed gas stream. From the experiments, it was concluded that a combination of platinum and rhodium is required to achieve good NOx storage and reduction performance. The NOx storage capacity was, however, found higher for catalysts containing only platinum compared to catalysts including rhodium. When exposed to SO2 the NOx storage capacity also seemed to deactivate faster for the samples containing rhodium than for samples with platinum as the sole noble metal. Additionally, it was observed that platinum gives high NO oxidation activity during the lean periods both with and without SO2 present in the gas feed. During the rich periods, rhodium showed high activity for NO reduction in sulphur free gas feed as well as in the presence of SO2. Finally, the results implied that to provide good sulphur regeneration ability of the NOx storage catalyst, a combination of platinum and rhodium is necessary.
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| 25. |
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| 26. |
- Amberntsson, Annika, 1974, et al.
(författare)
-
Investigations of sulphur deactivation of NOx storage catalysts: influence of sulphur carrier and exposure conditions
- 2002
-
Ingår i: Catalysis Today. - 0920-5861. ; 73:3-4, s. 279-286
-
Tidskriftsartikel (refereegranskat)abstract
- The influence of SO2, H2S and COS in low concentrations on the deactivation of PURh/BaO/Al2O3 NOx storage catalysts was investigated. Different samples of the catalyst were exposed to synthetic gas mixtures mimicking lean/rich engine cycling in a mixed lean application at 400degreesC. The lean gas mixture contained 8 vol.% O2, 500 vol-ppm C3H6 and 400 vol-ppm NO balanced to 100 vol.% with Ar. The rich excursions were performed by switching off the oxygen supply. Sulphur, 25 vol-ppm of either SO2, H2S or COS, was added to the gas flow either during the lean, the rich or both periods. This procedure aimed at investigating the influence of the exposure conditions and therefore the lean and rich periods were kept equally long (5 min). In addition, thermodynamical calculations for the prevailing conditions were performed.
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| 27. |
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| 28. |
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| 29. |
- Amberntsson, Annika, 1974, et al.
(författare)
-
Sulphur deactivation of NOx storage catalysts; Influence exposure conditions and noble metal
- 2003
-
Ingår i: Journal of Catalysis. - 0021-9517 .- 1090-2694. ; 217:2, s. 253-263
-
Tidskriftsartikel (refereegranskat)abstract
- In the present study, barium-based NOx, storage catalysts containing platinum, rhodium, or both noble metals were investigated. The influence of SO2 exposure conditions on the performance of NOx storage catalysts was studied using flow reactor measurements, FTIR, and XPS where the samples were exposed to lean and/or rich SO2-containing gas mixtures, simulating the conditions in a mixed lean application. The main results show that all samples are sensitive to sulfur and that deactivation is faster when SO2 is present in the feed under rich conditions than under lean or continuous SO2 exposure. It was also found that SO2 affects the performance of noble metals strongly and that noble metal deactivation most likely occurs during the rich period of a NOx storage cycle. Additionally, the influence of the noble metals present in the catalysts was investigated with respect to sulfur sensitivity and it was found that a combination of platinum and rhodium seems to be preferable for retaining high performance (high NO oxidation and reduction activity) of the catalyst under SO2 exposure and subsequent regeneration.
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| 30. |
- Amberntsson, Annika, 1974, et al.
(författare)
-
Sulphur dioxide deactivation of NOx storage catalysts
- 1999
-
Ingår i: Studies in Surface Science and Catalysis. - 0167-2991. ; 126, s. 317-324
-
Tidskriftsartikel (refereegranskat)abstract
- The influence of sulphur dioxide on the NOx storage performance of a Pt-Rh/BaO/Al2O3 model catalyst has been investigated. Addition of 2.5-25 vol.-ppm SO2 to a synthetic lean-burn exhaust, containing NO, C3H6, O2 and Ar, caused deactivation of the NOx storage function of the catalyst. The rate of deactivation was found to be proportional to the exposure of SO2. This effect is seen for temperatures between 250 and 450 degrees C. Together with in situ FTIR measurements, this leads to the conclusion that sulphur accumulates in the NOx storage component of the catalyst during the exposure. Furthermore, SO2 also inhibits the oxidation capacity of the catalyst during lean periods as is observed by a decreased NO oxidation activity. The presence of SO2 also reduces the reduction capacity of the catalyst under rich periods, which leads to an increased N2O formation and a decreased NO conversion.
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| 31. |
- Anderson, Maria, 1983, et al.
(författare)
-
Characterization of particles from a marine engine operating at low loads
- 2015
-
Ingår i: Atmospheric Environment. - : Elsevier BV. - 1873-2844 .- 1352-2310. ; 101, s. 65-71
-
Tidskriftsartikel (refereegranskat)abstract
- Particle emissions from a marine diesel engine operating at low loads with four different fuels were characterized with respect to particle number (PN) and particle mass (PM), size distribution, volatility and chemical composition. The four different fuels used were Swedish Environmental class 1 (MK1) and class 3 diesel (MK3), heavy fuel oil (HFO, 0.12 wt% S) and marine diesel oil (MDO, 0.52 wt% S). The measurements were performed for a marine diesel engine in a test-bed engine lab and the particle emissions were measured with an Engine Exhaust Particle Sizer and a Dust Monitor, giving the number concentrations in the size range of 5.6-560 nm and 300 nm to 20 gm, respectively. To quantify the amount of solid particles a thermodenuder was used. Additionally, filter samples were taken for gravimetric, black carbon (BC) and elemental analysis. The particle emissions showed a bimodal size distribution by number and the number concentrations were dominated by nanoparticles (diameter (Dp) 50 nm generally were solid primary particles. Combustion of HFO resulted in the highest PN and PM concentrations. Emission factors (EFs) for PM and PN for both the total particle emissions and the fraction of primary, solid particles are presented for different fuels and loads. EFs for nitrogen oxides (NOx), BC and some elements (Ca, Fe, V, Ni, Zn) are presented as well. This study contributes to understanding particle emissions from potential future fuels as well as emissions in ports and coastal areas where lower engine loads are common.
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| 32. |
- Anderson, Maria, 1983, et al.
(författare)
-
Particle- and Gaseous Emissions from an LNG Powered Ship
- 2015
-
Ingår i: Environmental Science & Technology. - : American Chemical Society (ACS). - 0013-936X .- 1520-5851. ; 49:20, s. 12568-12575
-
Tidskriftsartikel (refereegranskat)abstract
- Measurements of particle number and mass concentrations and number size distribution of particles from a ship running on liquefied natural gas (LNG) were made on-board a ship with dual-fuel engines installed. Today there is a large interest in LNG as a marine fuel, as a means to comply with sulfur and NOX regulations. Particles were studied in a wide size range together with measurements of other exhaust gases under different engine loads and different mixtures of LNG and marine gas oil. Results from these measurements show that emissions of particles, NOX, and CO2 are considerably lower for LNG compared to present marine fuel oils. Emitted particles were mainly of volatile character and mainly had diameters below 50 nm. Number size distribution for LNG showed a distinct peak at 9-10 nm and a part of a peak at diameter 6 nm and below. Emissions of total hydrocarbons and carbon monoxide are higher for LNG compared to present marine fuel oils, which points to the importance of considering the methane slip from combustion of LNG.
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| 33. |
- Andersson, Dan, 1966, et al.
(författare)
-
A TOTAL COST TOOL FOR INTERNALISING LOGISTICS AND ENVIRONMENTAL EXTERNALITIES
- 2013
-
Ingår i: 2013 Logistics Research. - 9781904564478
-
Konferensbidrag (refereegranskat)abstract
- Purpose: It is becoming increasingly important to analyze the environmental impact and overall effectiveness of goods transport systems. When making decisions that will have short or long term effects on these systems there is a need to understand their consequences thereby it is necessary to measure and evaluate different options. The impact of transport on the environment, climate, health and other factors can be calculated as external costs and be internalized. Also in logistics there are a number of costs that are intangible and very hard to calculate, for instance service deficiency costs which also needs to be internalized and become a part of the total cost. The purpose of this paper is to develop and evaluate a tool that can be used to analyse the potential effect of different ways to improve transport of goods on the overall logistics system performance. The tool should combine both economical and environmental performance objectives by providing estimates and corresponding uncertainties of: 1) transport efficiency and effectiveness, expressed as total logistics cost, and 2) environmental and other external interference, expressed as external costs.Research approach: The calculation tool is used in a case study to in in order understand the need for and availability of data needed for the using the analysis tool. In order to capture the intrinsic uncertainties in these types of models, uncertainty calculations are made.Findings and Originality: The result is a total cost analysis model, which takes uncertainty into account when analyzing the environmental impact and overall effectiveness of goods transport systems. By internalizing external effects it is possible to give a certain indication of the effect of different proposed logistics changes.Practical Impact: The new tool can be helpful for decision makers at different hierarchical levels in an organization. From tactical decisions regarding goods transports but also strategic decision making regarding for instance localization of production units and warehouses. There is a need for better understanding of the long-term effects of transport decision and how these will be influenced if the full cost of environmental effects is considered. By improving this understanding the environmental impact caused by goods transport may be reduced at the same time as the competitiveness of the companies may be increased.
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| 34. |
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| 35. |
- Bengtsson, Selma, 1984, et al.
(författare)
-
A comparative life cycle assessment of marine fuels: liquefied natural gas and three other fossil fuels
- 2011
-
Ingår i: Proceedings of the Institution of Mechanical Engineers Part M: Journal of Engineering for the Maritime Environment. - : SAGE Publications. - 2041-3084 .- 1475-0902. ; 225:2, s. 97-110
-
Tidskriftsartikel (refereegranskat)abstract
- Air emissions from shipping have received attention in recent years and the shippingindustry is striving for solutions to reduce their emissions and to comply with stricter regulations.Strategies to reduce emissions can consist of a fuel switch, engine changes, or end-ofpipetechnologies, but they do not necessarily imply reduced life cycle emissions. The presentpaper assesses the environmental performance of marine fuels from well-to-propeller using lifecycle assessment (LCA). Four fossil fuels are compared: heavy fuel oil (HFO), marine gas oil,gas-to-liquid (GTL) fuel, and liquefied natural gas (LNG), combined with two exhaust abatementtechniques: open-loop scrubber and selective catalytic reduction. LNG and other alternativesthat comply with the SECA 2015 and Tier III NOx requirements give decreased acidification andeutrophication potentials with 78–90 per cent in a life cycle perspective compared with HFO. Incontrast, the use of LNG does not decrease the global warming potential by more than 8–20 percent, the amount depending mainly on the magnitude of the methane slip from the gas engine.None of the fossil fuels scrutinized here would decrease the greenhouse gas emissions significantlyfrom a life cycle perspective. The study supports the need for LCA when evaluating theenvironmental impact of a fuel change, e.g. it is found that the highest global warming potentialduring the whole life cycle is connected to the alternatives with GTL fuel.
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| 36. |
- Bengtsson, Selma, 1984, et al.
(författare)
-
Environmental Assessment of Two Pathways Towards the Use of Biofuels in Shipping
- 2012
-
Ingår i: Energy Policy. - : Elsevier BV. - 0301-4215. ; 44, s. 451-463
-
Tidskriftsartikel (refereegranskat)abstract
- The goal of this study is to evaluate the life cycle performance of two alternative pathways to biofuels in the shipping industry: the 'diesel route' and the 'gas route'. The diesel route comprises of a shift from heavy fuel oil to marine gas oil and then a gradual shift to biodiesel, whereas the gas route comprises of a shift to liquefied natural gas and then a gradual shift to liquefied biogas. The two routes are assessed in a case study for the ferry traffic between the Swedish mainland and the island Gotland. Life cycle assessment (LCA) is used to evaluate the environmental performance with the functional unit chosen to be one year of ro-pax ferry service, including both passenger and goods transportation. The gas route is indicated to have better overall environmental performance than the diesel route. Furthermore, use of biofuels is illustrated as one possible measure to decrease the global warming impact from shipping, but to the expense of greater environmental impact for some other impact categories. As an example, the global warming potential (GWP(100)) was shown to decrease with the use of biofuels in this study, while the eutrophication potential and the primary energy use increased.
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| 37. |
- Bengtsson, Selma, 1984, et al.
(författare)
-
Environmental feasibility of biogas and biodiesel as fuel for passenger ferries
- 2011
-
Ingår i: SETAC Europe 17th LCA Case Study Symposium, 28 February -1March, Budapest. - 9789638667076 ; , s. 53-54
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Mobility is important in our everyday life. Marine transportation has the potential to increase its level of sustainability, by implementing new cleaning technologies, increase its energy efficiency and/or by changing fuel. The ferry traffic between the Swedish mainland and the island Gotland has a unique opportunity to be a first mover with environmentally sustainable shipping solutions, as it is procured by the Swedish authority Rikstrafiken. The present contract expires in January 2015 and Rikstrafiken has therefore made an investigation regarding the future ferry traffic [1]. This investigation stresses long term economical, social and environmental sustainability as conditions for the future ferry traffic. One possible solution to come closer to environmental sustainability could be to use biogas as fuel. Biogas has shown good life cycle environmental performance as vehicle fuel (e.g.[2]), but the use of liquefied biogas on ships has not been tested or evaluated. Liquefaction is needed in order to have acceptable energy content per unit volume of the fuel, but the liquefaction process is energy intensive and costly [3]. Biodiesel is another possible solution to consider. Both biogas and biodiesel can be blended with fossil fuels (natural gas and diesel, respectively) [4]. Here the environmental performance of liquefied biogas and biodiesel are compared with marine gas oil and liquefied natural gas.
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| 38. |
- Bengtsson, Selma, 1984, et al.
(författare)
-
Fuels for short sea shipping: A comparative assessment with focus on environmental impact
- 2014
-
Ingår i: Proceedings of the Institution of Mechanical Engineers Part M: Journal of Engineering for the Maritime Environment. - : SAGE Publications. - 2041-3084 .- 1475-0902. ; 228:1, s. 44-54
-
Tidskriftsartikel (refereegranskat)abstract
- Short sea shipping is facing harder requirements on exhaust emissions in the coming years as stricter regulations are enforced in some regions of the world. In addition, shortage of conventional fuels as well as restrictions on greenhouse gas emissions makes the search for new fuels of interest. The objective of this article is to assess important characteristics to evaluate when selecting fuels for short sea shipping. The following four criteria are considered: (1) local and regional environmental impacts, (2) overall environmental impact, (3) infrastructure and (4) fuel cost and competition with other transport modes. Special focus is put on environmental impact, and life cycle assessment is used for the environmental assessment. The fuels compared in this study are heavy fuel oil, marine gas oil, biomass-to-liquid fuel, rapeseed methyl ester, liquefied natural gas and liquefied biogas. This study shows that liquefied natural gas will reduce the local and regional environmental impacts more relative to the other fuels investigated here. Furthermore, liquefied biogas is found to be the most preferable if all envirtsonmental impact categories are considered. This study also highlights the importance to consider other impact categories for short sea shipping compared to deep sea shipping and shows that NOX emission is the dominant contributor to all assessed environmental impact categories with local and regional impac
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| 39. |
|
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| 40. |
- Bengtsson, Selma, 1984, et al.
(författare)
-
Life cycle assessment of marine fuels - A comparative study of four fossil fuels for marine propulsion
- 2011
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Maritime transportation is facing harder requirements on fuel quality and exhaust emissions in the coming decades, especially in the Emission Control Areas (ECAs). To address these requirements the shipping industry will either need to use alternative fuels or implement exhaust abatement techniques. Consequently, the maritime sector within ECAs is on the verge of a fuel and/or technology shift in the near future. At the same time, there is limited information regarding marine fuels’ overall environmental impact during their life cycle.The overall aim of this report is therefore to investigate the environmental performance of maritime fuels from a life cycle perspective. This has been done through a life cycle assessment (LCA) of four possible fossil marine fuels combined with two exhaust gas cleaning techniques. The geographical location is set to the North Sea and the Baltic Sea and the time perspective is 2015 to 2020.The following fuel alternatives are assessed:• Heavy fuel oil with a sulphur content of 1% (base scenario)• Heavy fuel oil with a sulphur content of 1% with a scrubber (fulfils the regulation within the sulphur ECAs 2015)• Marine gas oil with a sulphur content of 0.1% (fulfils the regulation within the sulphur ECAs 2015)• Marine gas oil with a sulphur content of 0.1 % with a selective catalytic reduction unit (fulfils the regulation within the sulphur ECAs 2015 and the Tier III regulation for nitrogen oxide emissions)• Liquefied natural gas (fulfils the regulation within the sulphur ECAs 2015 and the Tier III regulation for nitrogen oxide emissions)• Gas-to-liquid produced by the Fischer-Tropsch process (fulfils the regulation within the sulphur ECAs 2015)• Gas-to-liquid diesel produced by the Fischer-Tropsch process with a selective catalytic reduction unit (fulfils the regulation within the sulphur ECAs 2015 and the Tier III regulation for nitrogen oxide emissions)It is shown that the “use phase”, i.e. the combustion of marine fuels, is the dominant contributor to the overall environmental impact. Two main results are robust during all the modelled scenarios. Firstly, the global warming potential of the compared fuels are of the same order of magnitude. Maritime transportation with LNG as fuel can be attributed to comparable or a somewhat lower global warming potential than the other fuels depending on modelling choices. Secondly, the potential contribution to acidification and eutrophication is significantly lower for fuel alternatives that fulfil the Tier III requirement regarding nitrogen oxide emissions, i.e. the LNG fuel alternatives and the fuel alternatives with selective catalytic reduction units.A problematic issue related to LCA is how to allocate the impact from crude oil refining into marine fuels. This is problematic since there is a wide diversity of refineries and since the choice of allocation method could change the result. The problem is specific for marine fuels since they only contribute to a small part of a refinery’s overall impact. It is therefore suggested to perform a separate study with focus on how future changes in refinery production and different allocation methods will change the environmental impact of crude oil based fuels. It is also recommended that a study with a longer time perspective is carried out, in order to evaluate what fuels that are desirable in the future and what fuel properties that are important.
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| 41. |
- Broqvist, Peter, 1975, et al.
(författare)
-
Characterization of NOx species adsorbed on BaO: Experiment and theory
- 2004
-
Ingår i: Journal of Physical Chemistry B. - 1520-5207 .- 1520-6106. ; 108:11, s. 3523-3530
-
Tidskriftsartikel (refereegranskat)abstract
- Charged NO, species (x = 1,2,3) formed upon adsorption of NO2 on BaO are characterized by diffuse reflectance infrared Fourier transform (DRIFT) spectroscopy and theoretical vibrational analysis using the density functional theory (DFT). Experiments at 30degreesC reveal nitrite formation. At T > 250degreesC, shifts associated with formation of nitrates are observed, indicating an interconversion of oxygen atoms among adsorbates. The theoretical study includes single and pairwise NO2 adsorption on (BaO)(9) clusters. As has been reported previously [Broqvist, P.; Panas, I.; Fridell, E.; Persson, H. J. Phys. Chem. B 2002, 106, 137], an additional energy gain is calculated for the second adsorbed NO2. A vibrational analysis of the investigated adsorption configurations supports the interpretation of nitrite to nitrate interconversion on the BaO surface. Moreover, the calculations demonstrate the sensitivity in the NO2 vibrational band splitting with respect to adsorption configuration.
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| 42. |
- Broqvist, Peter, 1975, et al.
(författare)
-
NOx storage on BaO(100) surface from first principles: a two channel scenario
- 2002
-
Ingår i: Journal of Physical Chemistry B. - : American Chemical Society (ACS). - 1520-5207 .- 1520-6106. ; 106:1, s. 137-145
-
Tidskriftsartikel (refereegranskat)abstract
- NO2 adsorption at a BaO(100) surface is investigated by means of spin polarized GGA density functional theory. A periodic supercell procedure is employed, and two redox reaction channels are mapped out, involving two chemisorbed NO2 molecules per supercell. The chemisorption is studied in two subsequent steps. The reaction paths are initiated by NO2 adsorption in the form of a nitrite over a Ba2+ site. This generates an electron hole among the surrounding surface oxygen atoms. A reaction path branching occurs as the second NO2 either (a) acts as surface oxidant, forming a surface nitrite−peroxide pair by releasing NO(g), or (b) binds to an O-surf site to form a formal surface nitrate. A redox reaction involving surface nitrite−nitrate interconversion is also addressed. The computed results are employed to interpret experimental observations of surface nitrites, peroxides, NO(g) desorption, and surface Ba(NO3)2 formation. The understandings are discussed in the context of the NOx storage concept of lean-burn catalysis.
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| 43. |
- Broqvist, Peter, 1975, et al.
(författare)
-
NOx storage on BaO: theory and experiment
- 2004
-
Ingår i: Catalysis Today. - : Elsevier BV. - 0920-5861. ; 96:1-2, s. 71-78
-
Tidskriftsartikel (refereegranskat)abstract
- We review our understanding of the NO2 interaction with BaO. The presented picture has evolved from calculations using the density functional theory, reactor measurements and vibrational spectroscopy of surface species during NO2 storage on a BaO/Al2O3 catalyst and BaO powder. The DFT calculations predict nitrite formation on the BaO(1 0 0) surface upon NO2 adsorption. A particular stable adsorption configuration is a nitrate-nitrite pair geometry, with the nitrate bonded to a barium cation and the nitrite involving a surface oxygen anion. This configuration is supported by vibrational spectroscopy. Only nitrite formation is observed for NO exposure to BaO powder at low temperatures, whereas signatures at similar to250degreesC reveal the formation of surface nitrates. Continuous NO2 adsorption at this temperature results in surface Ba(NO3)(2), as well as bulk Ba(NO3)(2), formation.
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| 44. |
- Bruce, Gösta, et al.
(författare)
-
Svensk prosodi - rytm och melodi
- 2010
-
Ingår i: Sveriges nationalatlas. Språken i sverige. - 9789187760570 ; , s. 60-65
-
Bokkapitel (populärvet., debatt m.m.)
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| 45. |
- Brynolf, Selma, 1984, et al.
(författare)
-
Compliance possibilities for the future ECA regulations through the use of abatement technologies or change of fuels
- 2014
-
Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 28, s. 6-18
-
Tidskriftsartikel (refereegranskat)abstract
- The upcoming stricter emission control area (ECA) regulations on sulphur and nitrogen oxides (NOX) emissions from shipping can be handled by different strategies. In this study, three alternatives complying with the ECA regulations for sulphur as well as Tier III for NOX are presented and compared using life cycle assessment. None of the three alternatives will significantly reduce the life cycle impact on climate change compared to heavy fuel oil (HFO). However, all alternatives will reduce the impact on particulate matter, photochemical ozone formation, acidification and terrestrial eutrophication potential. The assessment also highlighted two important regulatory aspects. Firstly, the need to regulate the ammonia slip from use of selective catalytic reduction (SCR) and secondly the need to regulate the methane slip from LNG engines. In addition, an analysis of the use of SCR in Swedish waters is presented showing that SCRs have been used on a number of ships already giving significantly reduced NOX emissions.
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| 46. |
- Brynolf, Selma, 1984, et al.
(författare)
-
Environmental assessment of marine fuels: liquefied natural gas, liquefied biogas, methanol and bio-methanol
- 2014
-
Ingår i: Journal of Cleaner Production. - : Elsevier BV. - 0959-6526. ; 74, s. 86-95
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Tidskriftsartikel (refereegranskat)abstract
- The combined effort of reducing the emissions of sulphur dioxide, nitrogen oxides and greenhouse gases to comply with future regulations and reduce impact on climate change will require a significant change in ship propulsion. One alternative is to change fuels. In this study we compare the life cycle environmental performance of liquefied natural gas (LNG), liquefied biogas (LBG), methanol and bio-methanol. We also highlight a number of important aspects to consider when selecting marine fuels. A transition to use of LNG or methanol produced from natural gas would significantly improve the overall environmental performance. However, the impact on climate change is of the same order of magnitude as with use of heavy fuel oil. It is only the use of LBG and bio-methanol that has the potential to reduce the climate impact. The analysis did not show any significant differences in environmental performance between methane and methanol when produced from the same raw materials, but the performance of the methanol engines are yet to be validated.
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| 47. |
- 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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| 48. |
- Carlsson, Per-Anders, 1972, et al.
(författare)
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A transient in situ FTIR and XANES study of CO oxidation over Pt/Al2O3 catalysts
- 2004
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Ingår i: Journal of Catalysis. - : Elsevier BV. - 0021-9517 .- 1090-2694. ; 226:2, s. 422-434
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Tidskriftsartikel (refereegranskat)abstract
- We report experimental results for the oxidation of CO over supported Pt/Al2O3 catalysts operating in oxygen excess at atmospheric pressure. To study the reaction kinetics under transient conditions we have employed step changes of the O2 concentration by intermittently switching off the O2 supply at various temperatures ranging from 523 to 623 K. Detailed in situ FTIR and XANES data for CO coverage and the chemical state of Pt, respectively, are presented together with the CO conversion, which in both cases was monitored by mass spectrometry. A red-shift of the vibrational frequency of linearly bonded CO which correlates with a blue-shift of the Pt LIII binding energy indicates that the Pt catalyst initially is partially oxidised and gradually reduced when the O2 supply is switched off. Control experiments with a NO2 oxidised Pt/Al2O3 catalyst support these findings. A hysteresis in the catalytic activity due to the different rates whereby Pt is oxidised and reduced as a function of gas-phase composition is observed. The activation energy for the Pt oxide reduction (decomposition) process is estimated to be about 50 kJ/mol. The results further emphasise that the conventional three-step Langmuir-Hinshelwood (LH) scheme used to interpret CO oxidation on Pt surfaces must be complemented by a Pt oxidation and reduction mechanism during transient conditions. Moreover, FTIR data suggest that during the extinction, the partially oxidised platinum surface is reduced by chemisorbed CO which should be explicitly accounted for in the modeling of the reaction mechanism.
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| 49. |
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| 50. |
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