Black carbon from ships: a review of the effects of ship speed, fuel quality and exhaust gas scrubbing

Lack, D. A.; Corbett, James J.

doi:10.5194/acp-12-3985-2012

Cited by 156 publications

(141 citation statements)

References 51 publications

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“…This is likely to be a consequence of their predominant emission in pristine environments (low condensational sink). Although our results represent a somewhat extreme scenario, our findings are of particular importance when considering future ship-fuel regulations, as the combustion of higherquality ship fuel leads to less carbonaceous particle emissions compared to the currently used bunker fuels (Lack and Corbett, 2012).…”

Section: Reduction Of Carbonaceous Emissionsmentioning

confidence: 84%

“…This is because the warming related to the ship-emitted CO 2 acts on timescales on the order of centuries whereas the cooling of the sulphuric compounds acts on timescales of decades when taking changes in oceanic heat content into account. Furthermore, evidence suggests that combustion of cleaner ship fuel also leads to reduced emission of particulate BC (Lack and Corbett, 2012), thereby reducing its potential cooling and warming effects. We here present an initial investigation of the magnitude of these effects.…”

Section: K Peters Et Al: Aerosol Indirect Effects From Shipping Emimentioning

confidence: 99%

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Aerosol indirect effects from shipping emissions: sensitivity studies with the global aerosol-climate model ECHAM-HAM

et al. 2012

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Abstract. In this study, we employ the global aerosol-climate model ECHAM-HAM to globally assess aerosol indirect effects (AIEs) resulting from shipping emissions of aerosols and aerosol precursor gases. We implement shipping emissions of sulphur dioxide (SO 2 ), black carbon (BC) and particulate organic matter (POM) for the year 2000 into the model and quantify the model's sensitivity towards uncertainties associated with the emission parameterisation as well as with the shipping emissions themselves. Sensitivity experiments are designed to investigate (i) the uncertainty in the size distribution of emitted particles, (ii) the uncertainty associated with the total amount of emissions, and (iii) the impact of reducing carbonaceous emissions from ships.We use the results from one sensitivity experiment for a detailed discussion of shipping-induced changes in the global aerosol system as well as the resulting impact on cloud properties. From all sensitivity experiments, we find AIEs from shipping emissions to range from −0.32 ± 0.01 W m −2 to −0.07 ± 0.01 W m −2 (global mean value and inter-annual variability as a standard deviation). The magnitude of the AIEs depends much more on the assumed emission size distribution and subsequent aerosol microphysical interactions than on the magnitude of the emissions themselves. It is important to note that although the strongest estimate of AIEs from shipping emissions in this study is relatively large, still much larger estimates have been reported in the literature before on the basis of modelling studies. We find that omitting just carbonaceous particle emissions from ships favours new particle formation in the boundary layer. These newly formed particles contribute just about as much to the CCN budget as the carbonaceous particles would, leaving the globally averaged AIEs nearly unaltered compared to a simulation including carbonaceous particle emissions from ships.

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Section: Reduction Of Carbonaceous Emissionsmentioning

confidence: 84%

Section: K Peters Et Al: Aerosol Indirect Effects From Shipping Emimentioning

confidence: 99%

Aerosol indirect effects from shipping emissions: sensitivity studies with the global aerosol-climate model ECHAM-HAM

et al. 2012

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“…Because of the dependency of BC emissions on the sulfur content in fuels (Kurok, 2008;Lack and Corbett, 2012), there are different emission factors for MDO and HFO. The emission factors proposed for the non-carbon ash fraction assume that this ash consists of metal oxides; it does not take into account that some metals form metal sulfates.…”

Section: Particulatesmentioning

confidence: 99%

“…We used the formulas below to calculate a correction factor for BC emissions f BC . They were derived as a piece-wise linear fit to an average relation between engine load and BC emissions shown in a diagram by Lack and Corbett (2012).…”

Section: Emission Calculationmentioning

confidence: 99%

The impact of shipping emissions on air pollution in the greater North Sea region – Part 1: Current emissions and concentrations

et al. 2016

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Abstract. The North Sea is one of the areas with the highest ship traffic densities worldwide. At any time, about 3000 ships are sailing its waterways. Previous scientific publications have shown that ships contribute significantly to atmospheric concentrations of NO x , particulate matter and ozone. Especially in the case of particulate matter and ozone, this influence can even be seen in regions far away from the main shipping routes. In order to quantify the effects of North Sea shipping on air quality in its bordering states, it is essential to determine the emissions from shipping as accurately as possible. Within Interreg IVb project Clean North Sea Shipping (CNSS), a bottom-up approach was developed and used to thoroughly compile such an emission inventory for 2011 that served as the base year for the current emission situation. The innovative aspect of this approach was to use load-dependent functions to calculate emissions from the ships' current activities instead of averaged emission factors for the entire range of the engine loads. These functions were applied to ship activities that were derived from hourly records of Automatic Identification System signals together with a database containing the engine characteristics of the vessels that traveled the North Sea in 2011. The emission model yielded ship emissions among others of NO x and SO 2 at high temporal and spatial resolution that were subsequently used in a chemistry transport model in order to simulate the impact of the emissions on pollutant concentration levels. The total emissions of nitrogen reached 540 Gg and those of sulfur oxides 123 Gg within the North Sea -including the adjacent western part of the Baltic Sea until 5 • W. This was about twice as much of those of a medium-sized industrialized European state like the Netherlands. The relative contribution of ships to, for example, NO 2 concentration levels ashore close to the sea can reach up to 25 % in summer and 15 % in winter. Some hundred kilometers away from the sea, the contribution was about 6 % in summer and 4 % in winter. The relative contribution of the secondary pollutant NO − 3 was found to reach 20 % in summer and 6 % in winter even far from the shore.

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“…Furthermore, most of the emission increase from 2000 to 2007 (BC: 56 %, NO x : 54 %) was due to cruise ships. The emission inventory (Vestreng et al, 2009) is likely to be conservative as the BC emission factors used are probably too low for Arctic conditions (Lack and Corbett, 2012).…”

Section: Introductionmentioning

confidence: 99%

The influence of cruise ship emissions on air pollution in Svalbard – a harbinger of a more polluted Arctic?

et al. 2013

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Abstract. In this study we have analyzed whether tourist cruise ships have an influence on measured sulfur dioxide (SO2), ozone (O3), Aitken mode particle and equivalent black carbon (EBC) concentrations at Ny Ålesund and Zeppelin Mountain on Svalbard in the Norwegian Arctic during summer. We separated the measurement data set into periods when ships were present and periods when ships were not present in the Kongsfjord area, according to a long-term record of the number of passengers visiting Ny Ålesund. We show that when ships with more than 50 passengers cruise in the Kongsfjord, measured daytime mean concentrations of 60 nm particles and EBC in summer show enhancements of 72 and 45%, respectively, relative to values when ships are not present. Even larger enhancements of 81 and 72% were found for stagnant conditions. In contrast, O3 concentrations were 5% lower on average and 7% lower under stagnant conditions, due to titration of O3 with the emitted nitric oxide (NO). The differences between the two data subsets are largest for the highest measured percentiles, while relatively small differences were found for the median concentrations, indicating that ship plumes are sampled relatively infrequently even when ships are present although they carry high pollutant concentrations. We estimate that the ships increased the total summer mean concentrations of SO2, 60 nm particles and EBC by 15, 18 and 11%, respectively. Our findings have two important implications. Firstly, even at such a remote Arctic observatory as Zeppelin, the measurements can be influenced by tourist ship emissions. Careful data screening is recommended before summertime Zeppelin data is used for data analysis or for comparison with global chemistry transport models. However, Zeppelin remains as one of the most valuable Arctic observatories, as most other Arctic observatories face even larger local pollution problems. Secondly, given landing statistics of tourist ships on Svalbard, it is suspected that large parts of the Svalbard archipelago are affected by cruise ship emissions. Thus, our results may be taken as a warning signal of future pan-Arctic conditions if Arctic shipping becomes more frequent and emission regulations are not strict enough.

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Black carbon from ships: a review of the effects of ship speed, fuel quality and exhaust gas scrubbing

Cited by 156 publications

References 51 publications

Aerosol indirect effects from shipping emissions: sensitivity studies with the global aerosol-climate model ECHAM-HAM

Aerosol indirect effects from shipping emissions: sensitivity studies with the global aerosol-climate model ECHAM-HAM

The impact of shipping emissions on air pollution in the greater North Sea region – Part 1: Current emissions and concentrations

The influence of cruise ship emissions on air pollution in Svalbard – a harbinger of a more polluted Arctic?

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