| 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. |
- 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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| 3. |
- Anderson, Maria, 1983, et al.
(författare)
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Characterization of particles from a marine engine operating at low loads
- 2015
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Ingår i: Atmospheric Environment. - : Elsevier BV. - 1873-2844 .- 1352-2310. ; 101, s. 65-71
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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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| 4. |
- Anderson, Maria, 1983, et al.
(författare)
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Particle- and Gaseous Emissions from an LNG Powered Ship
- 2015
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Ingår i: Environmental Science & Technology. - : American Chemical Society (ACS). - 0013-936X .- 1520-5851. ; 49:20, s. 12568-12575
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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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| 5. |
- Fridell, Erik, 1963
(författare)
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Environmental aspects of intermodal transport
- 2017
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Ingår i: Intermodal Freight Transport and Logistics. - : CRC Press. ; , s. 255-268
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- This chapter looks at the environmental aspects of intermodal transport. It concerns the actual movement of goods. The chapter focuses on emission to air of pollutants and greenhouse gases. A lot can be said about the different environmental concerns related to intermodal transport. Today, the contribution to extensive global warming through the emissions of greenhouse gases, most importantly carbon dioxide (CO2) but also methane, nitrous oxide and other substances, is most in focus. CO2 from biofuels is usually not considered a contributor to global warming, because CO2 was taken from the air to grow the biomass. The total emission of CO2 equivalents in the European Union (EU-28) countries in 2014 was about 4 billion t. The emission of air pollutants is another concern. There are a number of substances that contribute to environmental problems and to health risks. The first EU emission standards for heavy-duty road vehicles came in 1992, and the latest came into force in 2013.
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| 6. |
- Fridell, Erik, 1963, et al.
(författare)
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Measurements of abatement of particles and exhaust gases in a marine gas scrubber
- 2016
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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. 154-162
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Tidskriftsartikel (refereegranskat)abstract
- Measurements of exhaust gases from a marine engine equipped with an open-loop wet scrubber using seawater for sulphur dioxide (SO2) abatement are reported. The scrubber reduces the SO2 emissions effectively to levels corresponding to
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| 7. |
- Magnusson, Mathias, 1982, et al.
(författare)
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Improved low-temperature activity for marine selective catalytic reduction systems
- 2016
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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. 126-135
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Tidskriftsartikel (refereegranskat)abstract
- Through the international work carried out recently by International Maritime Organization Marine Environment Protection Committee, the need for improved selective catalytic reduction systems for marine applications at low and transient temperatures has been acknowledged. It is of importance to improve the low-temperature activity to achieve compliance with the upcoming stricter International Maritime Organization NOX regulation (Tier III, 80% reduction) for ships. This study therefore investigates the possibilities to improve the low-temperature activity for a commercial vanadium-based urea-selective catalytic reduction catalyst for marine applications. By altering the NO2/NOX ratio, the reaction proceeds in the fast selective catalytic reduction reaction regime, which is especially beneficial at low and transient temperatures and in combination with SO2 and H2O. For both steady-state and transient modes, it is suggested that an improved low-temperature activity for the marine selective catalytic reduction system can be achieved by increasing the NO2/NOX ratio to 50%, whereby utilizing the fast selective catalytic reduction reaction scheme. The fast selective catalytic reduction can significantly improve the NOX reduction already at 250 degrees C in the presence of water or sulfur. The fast selective catalytic reduction will, however, require an increased NO2 fraction in the exhaust gases, preferably 50%, which may be achieved by placing an oxidation catalyst upstream of the selective catalytic reduction. The use of an oxidation catalyst upstream of the selective catalytic reduction can offer a possibility to achieve International Maritime Organization Tier III compliance at low and transient temperatures, but to avoid formation of ammonium nitrates and possible ammonium sulfates, temperatures should be kept above 250 degrees C in combination with marine fuels with a maximum of 0.10 wt% S.
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| 8. |
- 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
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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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| 9. |
- 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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| 10. |
- Zetterdahl, Maria, 1983, et al.
(författare)
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Impact of aromatic concentration in marine fuels on particle emissions
- 2017
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Ingår i: Journal of Marine Science and Application. - : Springer Science and Business Media LLC. - 1993-5048 .- 1671-9433. ; 16:3, s. 352-361
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Tidskriftsartikel (refereegranskat)abstract
- The fuel sulfur content in marine fuels has been regulated in Sulfur Emission Control Areas (SECAs) since January 2015. However, other fuel characteristics are also believed to have an impact on particle emissions, particularly on the number of particles emitted. This study investigates the impact of the content of aromatics in fuel. To achieve fuel blends with concentrations of aromatics similar to those found in marine fuel oils, i.e. 20%–30% by volume (%vol.), normal diesel oil (4%–5% vol. aromatics) is doped with a mixture of aromatics. Emission measurements are conducted in test-bed engine facilities and particle emissions over a wide size range are analyzed. Results show a decreased number of particles emitted (or not change) with an increase in the aromatic concentration in fuel. This is because there is a reduction in the cetane number of the fuel with an increased aromatic content, which effects the combustion process and results in decreased particle formation. However, when ignition improver is used to increase the cetane number, particle emissions remain at a lower level than for normal diesel oil; thereby emphasizing the presence of other factors in the formation of particles.
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