Determining black carbon emissions and activity from in-use harbor craft in Southern California

Schlaerth, Hannah; Ko, Joseph; Sugrue, Rebecca A.; Preble, C.; Ban-Weiss, George

doi:10.1016/j.atmosenv.2021.118382

Cited by 9 publications

(6 citation statements)

References 42 publications

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“…With a BC fraction (relative to total PM) of 38 % for upstream ships and 16 % for downstream ships our results indicate that a higher engine load leads to an increase in BC emission. This is in line with studies by Jiang et al (2018) and Schlaerth et al (2021) on smaller marine engines (like passenger ships and tugboats) but is in contrast to Buffaloe et al (2014) and Celik et al (2020), who measured a decrease in BC with increasing engine load. The large variability in BC emission factors reported in the literature reflects the influence of engine type, fuel type and operating conditions.…”

Section: Dependence Of Particle Emissions On Ship Parameterssupporting

confidence: 91%

“…For seagoing vessels E PM values ranging from 2 to 3.3 g kg −1 are very similar to our results, whereas E PNC was 2 to 7 times larger (Petzold et al, 2008;Jonsson et al, 2011;Lack and Corbett, 2012;Diesch et al, 2013;Beecken et al, 2014;Celik et al, 2020), probably due to the different fuel composition including the abovementioned higher sulfur content. The BC emission factor derived in this study (E BC = 0.5 ± 0.3 g kg −1 ) is in the upper range of values reported for seagoing ships (Petzold et al, 2008;Diesch et al, 2013;Buffaloe et al, 2014;Jiang et al, 2018;Celik et al, 2020;Schlaerth et al, 2021;Sugrue et al, 2022), although there is a large variability in the literature depending on ship type, engine type, engine load, fuel and operating conditions.…”

Section: Emission Factorsmentioning

confidence: 41%

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Measurement report: Inland ship emissions and their contribution to NO_x and ultrafine particle concentrations at the Rhine

Eger,

Mathes,

Zavarsky

et al. 2023

Preprint

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Abstract. Emission plumes of around 4700 ship passages were detected between March 2021 and June 2022 in the Upper Rhine valley in Worms, Germany. In combination with ship-related data recorded via the Automatic Identification System (AIS), the plume composition of individuals ships was analysed and it was possible to quantify their contribution to the overall emission load. To obtain an integral picture of inland ship emissions, nitrogen oxides (NOx = NO + NO2) and carbon dioxide (CO2) measurements in the gas-phase were combined with detailed particle-phase measurements including particle number concentration (PNC), particle size distribution (PSD) from 5 nm to 10 µm, particulate matter (PM1 and PM2.5), ultrafine particle fraction (UFP, diameter < 100 nm) and aerosol black carbon (BC). One measuring station was located in a bridge directly above the navigation channel and was especially helpful in deriving emission factors under real-world driving conditions for the fleet on the Upper Rhine. The other station was situated on a river bank at about 40 m distance to the shipping lane and was thus representative for the exposure of people working or living close to the Rhine. Inland ships contributed 1.2 µg m−3 or 7 % on average to the local nitrogen dioxide (NO2) concentration at the bridge above the shipping lane. NOx concentrations were increased by 10.5 µg m−3 (50 %), PNC by 800 particles cm−3 (10 %), PM1 by 0.4 µg m−3 (4 %) and BC by 0.15 µg m−3 (15 %). On the river bank a NOx increase of 1.6 µg m−3 (8 %) and an NO2 increase of 0.4 µg m−3 (3 %) were observed. More than 75 % of emitted particles were found in the UFP range with a geometric mean particle diameter of 52 ± 23 nm. Calculated emission factors (25–75 percentiles) were 26–44 g per kg of fuel for NOx, 1.9–3.2 g kg−1 for NO2, 0.3–0.7 g kg−1 for BC, 0.9–2.3 g kg−1 for PM1 and (1–3) × 1015 particles kg−1 for PNC, with a large variability observed from ship to ship. Relating these values to ship-specific parameters revealed the importance of engine characteristics, i.e. vessels using old motors with low revolutions per minute (RPM) caused comparably high emission factors for both NOx and PNC. Comparison with emission regulation limits set by the Central Commission for the Navigation of the Rhine (CCNR) and the European Union (EU) showed that mean energy-dependent emission factors under real-driving conditions were slightly above the respective requirements based on controlled laboratory conditions. The results from this study underline the importance of long-term measurements with high temporal resolution to reliably estimate the contribution of inland shipping to air pollution in cities along heavy traffic waterways and to monitor a potential future emission reduction when modernizing the fleet.

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Section: Dependence Of Particle Emissions On Ship Parameterssupporting

confidence: 91%

Section: Emission Factorsmentioning

confidence: 41%

Measurement report: Inland ship emissions and their contribution to NO_x and ultrafine particle concentrations at the Rhine

Eger,

Mathes,

Zavarsky

et al. 2023

Preprint

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“…Furthermore, also the other harbor activities and smaller vessels can have significant BC emissions and relatively large EFs; e.g. in the recent study of Schlaerth et al (2021), the BC EFs of 0.56 ± 0.86 g kg fuel −1 (passenger boats), 0.64 ± 0.29 g kg fuel −1 (tugboats with loads), 0.48 ± 0.67 g kg fuel −1 (tugboats without loads), 0.36 ± 1.2 g kg fuel −1 (fishing boats) were reported. In the study of Sugrue et al (2022) for the BC emissions of in-use excursion vessels and ferries, the modeweighted mean BC EF values for each engine tier varied from 0.05 g kg fuel −1 (Tier 4, active SCR) to 0.68 g kg fuel −1 (Tier 0).…”

Section: Marine Traffic Emission Factor Studiesmentioning

confidence: 99%

Review of black carbon emission factors from different anthropogenic sources

Rönkkö

Saarikoski

Kuittinen

et al. 2023

Environ. Res. Lett.

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Particulate black carbon (BC) affects global warming by absorbing the solar radiation, by affecting cloud formation, and by decreasing ground albedo when deposited to snow or ice. BC has also a wide variety of adverse effects on human population health. In this article we reviewed the BC emission factors (EF) of major anthropogenic sources, i.e., traffic (incl. marine and aviation), residential combustion, and energy production. We included BC EFs measured directly from individual sources and EFs derived from ambient measurements. Each source category was divided into sub-categories to find and demonstrate systematical trends, such as the potential influence of fuel, combustion technologies, and exhaust / flue gas cleaning systems on BC EFs. Our review highlights the importance of society level emission regulation in BC emission mitigation; a clear BC emission reduction was observed in ambient studies for road traffic as well as in direct emission measurements of diesel-powered individual vehicles. However, the BC emissions of gasoline vehicles were observed to be higher for vehicles with direct fuel injection techniques (GDI) than for vehicles with port-fueled injection (PFI), indicating potentially negative trend in gasoline vehicle fleet BC EFs. In the case of shipping, a relatively clear correlation was seen between the engine size and BC EFs so that the fuel specific BC EFs of the largest engines were the lowest. Regarding the BC EFs from residential combustion, we observed large variation in EFs, indicating that fuel type and quality as well as combustion appliances significantly influence BC EFs. The largest data gaps were in EFs of large-scale energy production which can be seen crucial for estimating global radiative forcing potential of anthropogenic BC emissions. In addition, much more research is needed to improve global coverage of BC EFs. Furthermore, the use of existing data is complicated by different emission factor calculation methods, different units used in reporting and by variation of results due to different experimental setups and BC measurement methods. In general, the conducted review of BC emission factors is seen to significantly improve the accuracy of future emission inventories and the evaluations of the climate, air quality, and health impacts of anthropogenic BC emissions.

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“…Black carbon (BC) emissions from marine engines have been studied widely using various methods to establish accurate emission factors (g BC (kg fuel) −1 ) for different engine and vessel types (e.g., Cappa et al, 2014;Corbin et al, 2020;Lack et al, 2008;Schlaerth et al, 2021) and the association between engine load and BC emissions has been shown (Jiang et al, 2018;Lack and Corbett, 2012). The Intergovernmental Panel on Climate Change (IPCC) report in 2007 noted that the effect of BC on climate change is probably larger than previously thought (Service, 2008), and recently, associations have been made also between health effects and BC from ships (Lepistö et al, 2022).…”

Section: Introductionmentioning

confidence: 99%

Local ship speed reduction effect on black carbon emissions measured at remote marine station

Heikkilä,

Luoma,

Mäkelä

et al. 2024

Preprint

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Abstract. Speed restrictions for ships have been introduced locally to reduce the waves and turbulence causing erosion, and safety hazards, and to mitigate the air and underwater noise emissions. Ship speed restrictions could be used to minimise the climate impact of maritime transport since many air pollutants in ship exhaust gas are reduced when travelling at lower speeds. However, for example, methane and black carbon emissions do not linearly correlate with the load of internal combustion engines. Therefore, the effect of speed restrictions may not be trivial. Black carbon concentrations from ship plumes were examined at the remote marine site in the Finnish Southwestern archipelago. Ships with service speeds over 15 knots and equipped with an exhaust gas cleaning system were analysed for black carbon emissions as a function of speed. Both unadjusted and weather-adjusted main engine loads were modelled to determine load-based emission factors. Black carbon concentration per kilogram of fuel decreased as a function of engine load. However, as calculated per hour the black carbon emission increased as a function of ship speed except around a constant emission area, which was roughly 15–20 knots. In terms of local air quality, total black carbon emission per nautical mile was the highest around the halved speeds, 10–13 knots, or when the speed was higher than 20–23 knots. From a climate warming perspective, the CO2 emissions dominated the exhaust gas and reducing the speed decreased the global warming potential in CO2 equivalent both per hour and per nautical mile.

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Determining black carbon emissions and activity from in-use harbor craft in Southern California

Cited by 9 publications

References 42 publications

Measurement report: Inland ship emissions and their contribution to NO_x and ultrafine particle concentrations at the Rhine

Measurement report: Inland ship emissions and their contribution to NO_x and ultrafine particle concentrations at the Rhine

Review of black carbon emission factors from different anthropogenic sources

Local ship speed reduction effect on black carbon emissions measured at remote marine station

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Determining black carbon emissions and activity from in-use harbor craft in Southern California

Cited by 9 publications

References 42 publications

Measurement report: Inland ship emissions and their contribution to NOx and ultrafine particle concentrations at the Rhine

Measurement report: Inland ship emissions and their contribution to NOx and ultrafine particle concentrations at the Rhine

Review of black carbon emission factors from different anthropogenic sources

Local ship speed reduction effect on black carbon emissions measured at remote marine station

Contact Info

Product

Resources

About

Measurement report: Inland ship emissions and their contribution to NO_x and ultrafine particle concentrations at the Rhine

Measurement report: Inland ship emissions and their contribution to NO_x and ultrafine particle concentrations at the Rhine