| 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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| 11. |
- Stripple, Håkan, et al.
(författare)
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Port Infrastructures in a System Perspective
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The transport of both goods and passengers are important parts of our society. Several different modes of transport are available, such as rail, sea, air, and road transports. These transport modes have different properties and transport performance. For example, the different modes have different accessibility and distribution range, different energy use, different environmental performance and different transport speed and time. Transport is a very big business worldwide. This makes it important to ensure that the transport systems work optimally and that correct mode of transport is used for the right purpose. This requires knowledge of the properties for the various modes of transport and their real performance and a strategic transport planning in the community and among the different market participants. A transport needs not only a transport carrier transporting goods from one place to another but also a transport infrastructure. Thus, a transport should be viewed from a system perspective where all the system's various parts are taken into account. This means, for example, that roads, railways, airports and ports, etc. should be included in the assessment models. This study covers a system analysis of different port infrastructures using a Life Cycle Assessment methodology (LCA).
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| 12. |
- Styhre, Linda, et al.
(författare)
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Energieffektiv svensk sjöfart
- 2014
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Sjöfarten står inför en enorm utmaning med krav på 40-50 procent minskning av koldioxidutsläpp till 2050 jämfört med 2005 års utsläpp, samtidigt som det finns en politisk vilja att öka andelen sjötransporter. Kraftigt ökad energieffektivisering kommer att vara avgörande för att möta utsläppskraven. Dock visar projektioner att det globalt kommer att vara svårt att minska sjöfartens utsläpp via åtgärder som är kända idag. Den här studien pekar på vikten av en snabbare implmentering av kända åtgärder och fortsatt utveckling av nya energireducerande tekniker, verktyg och metoder. Ökad energieffektivitet inom sjöfarten kan ske genom oeprativa. logistiska, tekniska, avtals- och markndsrelaterade och kommunikativa åtgärder. Åtgärder kopplade till varandra och bör med fördel betraktas ut ett systemperspektiv.
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| 13. |
- Styhre, Linda, 1975, et al.
(författare)
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Energy efficient shipping – between research and implementation
- 2013
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Ingår i: Proceedings of IAME2013 Conference, Marseille, France, 3-5 July 2013.
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Konferensbidrag (refereegranskat)abstract
- Shipping contributes to a substantial amount of CO2 emissions globally. To meet sustainability objectives, EU has requested a minimum 40% reduction of CO2 emissions from shipping by 2050 compared to 2005 levels. Increased energy efficiency - defined as energy used per transportation work - through better operational practices, new technologies and improved logistic systems will be key issues in the effort to abate these emissions.The objective of this paper is to identify and describe the gap between present knowledge and implementation of available energy efficient measures among shipping companies. The results show that measures that cost-efficiently decrease the energy consumption of shipping companies are available; however, many of them are not implemented or used in daily operations.Implementation of operational and structural measures faces many challenges. This study highlights that there is very little time to plan, control and follow-up on voyages in shipping companies, and the crews seldom receive feedback on bunker consumption during or after a voyage. There is also to some extent a lack of incentives to apply new technologies and methods among crew and on-shore staff in the shipping companies.
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| 14. |
- Styhre, Linda, et al.
(författare)
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Environmentally differentiated port dues
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This is the final report of the research project Environmentally differentiated port dues. The purposes of the research are to examine how environmentally differentiated dues and incentives in ports can reduce the environmental impact caused by transport modes that call at the port, and their consequences from legal, political and goods flow perspectives. Both land and sea transport are addressed. The project examines how ports, as important parts of international transport chains, can contribute to the environmental and climate objectives, by introducing environmentally differentiated port dues to promote a shift to more environmentally efficient transport, vehicles, ships, technologies and alternative fuels.
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| 15. |
- Styhre, Linda, et al.
(författare)
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Greenhouse gas emissions from ships in ports – case studies in four continents
- 2017
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Ingår i: Transportation Research Part D 54. ; , s. 212–224-
-
Tidskriftsartikel (refereegranskat)abstract
- Emissions of GHG from the transport sector and how to reduce them are major challenges for policy makers. The purpose of this paper is to analyse the level of greenhouse gas (GHG) emissions from ships while in port based on annual data from Port of Gothenburg, Port of Long Beach, Port of Osaka and Sydney Ports. Port call statistics including IMO number, ship name, berth number and time spent at berth for each ship call, were provided by each participating port. The IMO numbers were used to match each port call to ship specifications from the IHS database Sea-web. All data were analysed with a model developed by the IVL Swedish Environmental Research Institute for the purpose of quantifying GHG emissions (as CO2-equivalent) from ships in the port area. Emissions from five operational modes are summed in order to account for ship operations in the different traffic areas. The model estimates total GHG emissions of 150,000, 240,000, 97,000, and 95,000 tonnes CO2 equivalents per year for Gothenburg, Long Beach, Osaka, and Sydney, respectively. Four important emission-reduction measures are discussed: reduced speed in fairway channels, on-shore power supply, reduced turnaround time at berth and alternative fuels. It is argued that the potential to reduce emissions in a port area depends on how often a ship revisits a port: there it in general is easier to implement measures for high-frequent liners. Ships that call 10 times or less contribute significantly to emissions in all ports.
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| 16. |
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| 17. |
- Winnes, Hulda, 1975
(författare)
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Air Pollution from Ships - Emission Measurements and Impact Assessments
- 2010
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Environmental impact and air pollution from ships have received increasing attention the last decades. Due to combustion characteristics of typical marine engines and a wide spread use of unrefined fuel, the global fleet emits significant amounts of SO2, NOX and particles to air. Impact assessments and information on emitted amounts are important inputs to decision-making in regulation development and also for ship designers who aim at environmentally improved designs.In order to assess the impacts caused by ship emissions to air, information on ships’ activities in an area or the corresponding fuel use is essential. In combination with an emission factor that state the mass of an emitted pollutant related to either the work produced by ship engines or the mass of combusted fuel, the total emitted mass of a pollutant is established.Ship engines are diverse and the emission factors are insufficiently quantified for certain operational modes and specific pollutants which makes assessments difficult. Measurements on-board ships were thus conducted in order to determine emission characteristics during manoeuvring periods and for engines operating on fuels of different qualities. The measurement studies comprised three engines and focussed on emissions of particles and NOX.Elevated levels of numbers of small particles (0.30-0.40µm) were observed during manoeuvring periods and from combustion of marine distillate oils. Sizes
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| 18. |
- Winnes, Hulda, et al.
(författare)
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Effects of Marine Exhaust Gas Scrubbers on Gas and Particle Emissions
- 2020
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Ingår i: Journal of Marine Science and Engineering. - : MDPI AG. - 2077-1312. ; 8, s. 299-
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Tidskriftsartikel (refereegranskat)abstract
- There is an increase in installations of exhaust gas scrubbers on ships following international regulations on sulphur content in marine fuel from 2020. We have conducted emission measurements on a four-stroke marine engine using low sulphur fuel oil (LSFO) and heavy fuel oil (HFO) at different steady state engine loads. For the HFO the exhaust was probed upstream and downstream of an exhaust gas scrubber. While sulphur dioxide was removed with high efficiency in the scrubber, the measurements of particle emissions indicate lower emissions at the use of LSFO than downstream of the scrubber. The scrubber removes between 32% and 43% of the particle mass from the exhaust at the HFO tests upstream and downstream of the scrubber, but levels equivalent to those in LSFO exhaust are not reached. Decreases in the emissions of polycyclic aromatic hydrocarbons (PAH-16) and particulate matter as black carbon, organic carbon and elemental carbon, over the scrubber were observed for a majority of the trials, although emissions at LSFO use were consistently lower at comparable engine power.
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| 19. |
- Winnes, Hulda, 1975, et al.
(författare)
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Emissions of NOX and particles from manoeuvring ships
- 2010
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Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 15:4, s. 204-211
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Tidskriftsartikel (refereegranskat)abstract
- Ship exhausts contain high levels of particles and nitrogen oxides due to the heavy fuel oil normally used for combustion and the combustion characteristics of most ship engines. The quantification of exhaust gases during ships' manoeuvring has not received a lot of attention. This work presents results from emission measurements for the main engines onboard two ships and characterises quantities and potential impacts of emissions from manoeuvring. The observed nitrogen oxides levels vary throughout the manoeuvring period but at lower levels than at cruising speed. With a selective catalytic reduction system in operation, however, the situation is reversed. Elevated levels of particle emissions, measured as number concentrations, are detected throughout the manoeuvring. There are also peak concentrations of particles, at both the start-up and the shut-down of the engines. The increase is big enough to suspect a notable impact on air quality in port cities over the short period that manoeuvring at reduced speeds takes place. (C) 2010 Elsevier Ltd. All rights reserved.
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| 20. |
- Winnes, Hulda, et al.
(författare)
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Energy efficient port calls - A study of Swedish shipping with international outlooks
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The calculation of the total fuel consumption of Swedish shipping in 2014 resulted in approximately 1 500 000 tonnes of fuel. Significantly more fuel is used at sea than in the port areas. In Sweden, the high-frequency shipping services contribute to a significant amount of the total fuel consumption: the ships that call more than 100 times/year stand for about 19 percent of the total consumption while ships with less than 10 calls contributed to 38 percent. Fuel consumption and CO2-equivalent emissions for ships in three Swedish ports and three foreign ports are presented and discussed, see table below. Comparisons between the ports can be made only in a context of ship traffic characteristics, e.g. ship types, ship sizes and call frequency. Further, the geographical boundaries of the inventory affect the result. The average CO2- equivalents per port call reveal great differences between the ports. Port of Long Beach and Port of Sydney have a high ratio of large ships, which partly explain the high average values. Large ships have larger installed main engines and auxiliary engines, and stay a longer time at berth for the loading and unloading of cargo. More than half of the emissions from ships in ports originate from the time at berth. International shipping contributes to approximately 2.4 percent of greenhouse gas (GHG) emissions, and its share is expected to increase in the future. This stands in contrast to ambitions to reduce the use of fossil fuels. In order to reach sustainability objectives international steps towards more strict policies and regulations are necessary for the shipping sector. National efforts are in many ways limited to voluntary incentive schemes, and local port initiatives cannot significantly influence overall energy needs and emission levels. However, it is argued that an individual port can still facilitate a transfer to more energy efficient shipping and a reduction of emissions from ships in the port areas. For example, ports can implement environmentally differentiated port dues and give rebates to ship owners that perform well, manage and administer the supply of alternative fuels and on-shore power connections, and work for a reduction of ship speed in the fairway channel. The call frequency of individual ships to the same port is of high relevance to the improvement potential. The diverse conditions between ports suggest that emission abatement measures need to be customer-tailored for specific ports.
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| 21. |
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| 22. |
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| 23. |
- Winnes, Hulda, et al.
(författare)
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Life cycle inventory of fairway channels
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Well-maintained fairway channels are necessities for a functioning marine transport system. In this report environmental aspects of construction and operation of fairway channels are described and analysed. Life cycle inventory data on energy use during dredging, maintenance of navigational aids, pilotage and ice breaking are presented. Impacts on the marine environment have not been included in the study. All data have been acquired from the Swedish Maritime Administration and the Port of Gothenburg. The study is part of a greater project covering environmental life cycle aspects of a larger part of the transport infrastructure system, including ports. The data have therefore been modelled to fit in a life cycle assessment model, developed for the same project. The aim is to present generic data for Swedish fairway channels. However, port specifics can cause large variations in the need for the fairway channel maintenance, piloting and ice breaking. Care should be taken before applying and using the presented data in a wider context. All the activities described in this report are for this reason accompanied with a brief recommendation on further use. For use in LCA models with wider scopes, it is recommended that impacts from pilotage and ice breaking are related to models on ship operations, and that dredging, and maintenance of navigational aids are related to models on ports. A summary of the most important emissions to air from fairway activities are presented in the Table below. The results for Sweden are summarised both as a total including all activities in the inventory, and with pilotage and ice breaking subtracted. The latter values are intended for further use in LCA models on ports. The results show that the main contributing activity to energy use and CO2 emissions from a national perspective is dredging. For a single port, other activities may have greater influence. In the case study of Gothenburg, pilots contributed the most to CO2 emission. However, the impacts from infrastructure activities in the fairway channel are minor in relation to the impacts from a transport chain as a whole.
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| 24. |
- Winnes, Hulda, 1975, et al.
(författare)
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On-board measurements of particle emissions from marine engines using fuels with different sulphur content
- 2016
-
Ingår i: Proceedings of the Institution of Mechanical Engineers Part M: Journal of Engineering for the Maritime Environment. - : SAGE Publications. - 2041-3084 .- 1475-0902. ; 230:1, s. 45-54
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Tidskriftsartikel (refereegranskat)abstract
- The approaching marine fuel sulphur regulations will result in reductions in emissions of sulphur oxides to air. Importantly, also particle emissions that impose health risks will be lessened by these regulations. Combustion particles from marine engines are complex mixtures of organic compounds, soot, sulphate, metals and other inorganic species. Their composition and abundance are determined both by fuel and engine characteristics. Health risks from particles are thought to be related to the size of particles and chemical composition of particles which makes particle mass a coarse parameter for indication of how harmful emissions are. This article presents emission measurements conducted on board two ships with a focus on comparing number concentrations of ultrafine particles (D-p
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| 25. |
- Winnes, Hulda, 1975, et al.
(författare)
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Particle Emissions from Ships: Dependence on Fuel Type
- 2009
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Ingår i: Journal of the Air & Waste Management Association. - : Informa UK Limited. - 1047-3289 .- 1096-2247 .- 2162-2906. ; 59:12, s. 1391-1398
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Tidskriftsartikel (refereegranskat)abstract
- This paper presents the results of field emission measurements that have been carried out on the 4500-kW four-stroke main engine on-board a product tanker. Two fuel qualities-heavy fuel oil (HFO) and marine gas oil (MGO)-have been tested on the same engine for comparable load settings. A fuel switch within the marine sector is approaching and the aim of this study is to draw initial conclusions on the subsequent effects on ship exhaust gas composition and emission factors with a focus on particles. Measurements on exhaust gas concentrations of carbon dioxide (CO2), carbon monoxide (CO), nitrogen oxides (NOx), sulfur dioxide (SO2), total hydrocarbons (HCs), and particulate matter (PM) were conducted. The gases, except SO2, did not show any major differences between the fuels. Specific PM emissions were generally higher for HFO than for MGO; however, for the smallest size-fraction measured containing particles 0.300.40 mu m in diameter, the opposite is observed. This finding emphasizes that to minimize negative health effects of particles from ships, further regulation may be needed to reduce small-sized particles; a fuel shift to low sulfur fuel alone does not seem to accomplish this reduction. The average of this and previously published data from on-board studies on particle emissions from ships results in emissions factors of 0.33 and 1.34 g/kWh for marine distillate oil (MDO) and HFO, respectively. Accounting for 1 standard deviation in each direction from the average values gives a range of 0.18-0.48 g/kWh for MDO and 0.56-2.12 g/kWh for HFO.
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| 26. |
- Winnes, Hulda, 1975, et al.
(författare)
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Reducing GHG emissions from ships in a port area
- 2015
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Ingår i: Research in Transportation Business and Management. - 2210-5395. ; 17, s. 73-82
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Tidskriftsartikel (refereegranskat)abstract
- Climate change has recently received more attention in the shipping sector. This is mainly due to a growingdemand for reduced global emissions and the fact that shipping is one of the fastest growing sectors in termsof greenhouse gas (GHG) emissions. In parallel, ports have started to introduce programmes and policies toaddress these emissions.This study aims at quantifying potential reductions of ships' emissions of GHG fromefforts implemented by ports.Building on a model that calculates GHG emissions from ships in various scenarios for individual ports, differentkinds ofmeasures for emission reductions are investigated for diverse types of vessels and parts of the port area.A case study of the ship traffic to the Port of Gothenburg is performed. Projections of ship emissions in the portarea for 2030 are made, and three scenarios, ‘1. Alternative fuel’, ‘2. Ship design’ and ‘3. Operation’, are analysed.These scenarios are related to a business as usual development. GHG emissions from ships in the port areprojected to increase by 40% to 2030 in a business as usual (BAU) scenario. The highest reductions were seenin the ‘Operation’ scenario where GHG emissions were 10% lower than the BAU level.
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| 27. |
- Winnes, Hulda, et al.
(författare)
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Scrubbers: Closing the loop; Activity 3. Summary; Environmental analysis of marine exhaust gas scrubbers on two Stena Line ships.
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This is a summary and a joint analysis of four studies on environmental aspects of the use of exhaust gas SO2 -scrubbers on ships. Based on measurements and analyses of emissions and effluents from scrubber systems on ferries in Stena Line’s fleet we draw conclusions on environmental effects of the installations. The studies are part of the EU-funded project “Scrubbers: Closing the loop”. The use of exhaust gas scrubbers on ships is an alternative to the use of low sulphur fuels from a legal perspective. Both options fulfil existing international standards on sulphur emissions from ships in the Sulphur Emission Control Areas (SECA) implemented by the IMO. The environmental effects of a wide spread use of exhaust gas scrubbers are relevant topics for discussion as the limit for sulphur in marine fuel will be reduced globally 2020 and a large increase in the use of scrubbers is likely to follow. Our environmental analyses indicate that the use of a low sulphur fuel oil as marine fuel is favourable compared to the use of heavy fuel oil in combination with an exhaust gas scrubber, from an environmental risk perspective.
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| 28. |
- Winnes, Hulda, et al.
(författare)
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Scrubbers: Closing the loop; Activity 3. Task 1; Air emission measurements.
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- An SO2 scrubber is fitted in the exhaust channel in order to reduce SO2 emissions to levels corresponding to the combustion of 0.1% sulphur fuel or lower, as described by the MARPOL Annex VI Regulation 14 on sulphur content in marine fuels used for operations in a SECA. This report covers two emission measurement campaigns. One set of trials contains benchmark measurements for emissions from operations on low sulphur fuel oil. The second set of trials is conducted after the fitting of an exhaust gas cleaning system on the ship. We compare emissions from LSFO combustion with HFO combustion downstream a scrubber. Both are alternatives that can be used to comply with the existing regulations in the area. We also analyse emission reductions over the scrubber, as measurements were conducted both upstream and downstream the installation. Our results show that the emissions of sulphur dioxide to air are lower when using high sulphur fuel together with a closed loop scrubber than when a low sulphur fuel oil is used. However, the study also concludes that other important air emissions, apart from sulphur dioxide, are at higher levels than emissions from a low sulphur fuel.
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| 29. |
- Yaramenka, Katarina, et al.
(författare)
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Cost-benefit analysis of NOX control for ships in the Baltic Sea and the North Sea
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Emissions of air pollutants from shipping (NOx, SOx, and PM2.5) make a significant contribution to the total emissions in Europe and world-wide. According to the analysis by Brandt et al. (2013), shipping emissions cause about 50 thousand premature deaths per year in Europe. Significant share of the sulphur and nitrogen deposition that causes acidification and eutrophication emanates from ship emissions. NOx emissions contribute to formation of secondary particles and ozone, resulting in increased number of respiratory and cardio-vascular diseases among the population, especially in coastal states. NOx emissions from anthropogenic sources reported by the 28 member countries of the European Union to the Convention on Long-Range Transboundary Air Pollution (CLRTAP) amounted to ∼7820 ktonnes in 2014 (CEIP, 2017) whereas emissions from international shipping in the European seas for the same year are estimated at 3186 ktonnes (EMEP, 2016). As more stringent NOx emission control is gradually enforced for stationary and mobile sources on land, the share of NOx emission reduction potential attributable to international shipping is expected to increase in the future. One instrument is a NOx emission control area (NECA) in the Baltic Sea and the North Sea; the other is a combination of NECA and a NOx levy with revenues going back to shipping companies as subsidy for NOx abatement uptake. Both instruments are assumed to be in force in 2021. In the analysis, we operate with three main scenarios: • Baseline (no additional policy instruments) • NECA • NECA+Levy&fund In the NECA scenario we assume that no extra use of liquefied natural gas (LNG) is introduced and that the Tier III requirements for marine gasoil (MGO) fuelled vessels are fulfilled by installing selective catalytic reduction (SCR). In the NECA+Levy&fund scenario it is further assumed that Tier 0 vessels will not install SCR but pay levy instead, and that 75 per cent of Tier I and Tier II vessels will take up retrofit SCR, given that it is more profitable than paying the levy. Total abatement costs have been assessed from the socio-economic perspective, implying low interest rate and long investment lifetime at investment costs’ annualization. Health benefits have been estimated with the GAINS and the Alpha-RiskPoll models. The method for estimating health benefits is the same as applied in cost-benefit analyses supporting the European Commission’s work on the air pollution abatement strategies and the work of the Convention on Long-Range Transboundary Air Pollution.
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| 30. |
- Yaramenka, Katarina, et al.
(författare)
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Scrubbers: Closing the loop; Activity 3. Task 3; Cost benefit analysis.
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This report presents the results of a cost benefit analysis (CBA) of ship operations on HFO together with open-loop and closed-loop scrubbers, compared to low sulphur fuel oil (LSFO). An increasing number of ships are expected to be equipped with SO2 exhaust gas cleaning, so called scrubber technology, in response to stricter global regulations on sulphur emissions from ships in 2020. The compliance strategy for ship owners is either to use a low sulphur fuel, or to continue operations on HFO and install exhaust gas SO2 scrubbers on board their ships. The resulting external costs of environmental and health damage associated with air and water emissions are higher for the scrubber scenarios than in the case of low-sulphur fuel use. The external costs were to a large extent influenced by the fuel needed to run the scrubbers. The fuel penalty associated with the use of scrubbers causes more emission than the low sulphur fuel oil option, followed by higher external costs. From an environmental and health perspective and in line with the precautionary principle, operations on low sulphur fuels therefore seem to be more preferable than operations on HFO together with an exhaust gas scrubber.
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| 31. |
- Åström, Stefan, 1977, et al.
(författare)
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The costs and benefits of a nitrogen emission control area in the Baltic and North Seas
- 2018
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Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209 .- 1879-2340. ; 59:March 2018, s. 223-236
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Tidskriftsartikel (refereegranskat)abstract
- The main purpose of this paper is to analyse the socio-economic justification of implementing a Nitrogen Emission Control Area (NECA), starting 2021, for ships in the Baltic Sea and/or the North Sea and English Channel. We analyse the potential for emission reduction, emission control costs, and monetised benefits following the introduction of a NECA. Costs and benefits are compared for 2030. We compile new data on emission control costs for shipping, use the GAINS model for calculations of emission dispersion, and the Alpha-RiskPoll model for estimating monetary values of health impacts. The model results show that costs to conform to the NOX regulations of a NECA in the Baltic Sea, North Sea or both sea regions would be 111 (100–123), 181 (157–209), and 230 (195–273) million € per year, respectively. Corresponding benefits from reduced emissions are estimated to be 139 (56–294), 869 (335–1882), and 1007 (392–2177) million € per year, respectively. Calculated benefits surpass costs for most scenarios, but less convincingly for a Baltic Sea NECA. Conforming to the NECA regulations by using Liquefied Natural Gas (LNG) propulsion engines is estimated to give the highest net benefits but also the largest variation (costs: 153 (88–238), benefits: 1556 (49–3795) million €/year). The variations are mainly due to uncertainties in the valuation of avoided fatalities and climate impacts. It is concluded that the NECAs for the Baltic and North Seas can be justified using CBA under all but extreme assumptions.
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