On-board measurements of particle and gaseous emissions from a large cargo vessel at different operating conditions

Abstract

This study investigated particle and gaseous emission factors from a large cargo vessel for her whole voyage including at berth, manoeuvring and cruising. Quantification of these factors assists in minimising the uncertainty in the current methods of exhaust gas emission factor estimation. Engine performance and emissions from the main marine engine were measured on-board while the ship was manoeuvring and cruising at sea. Emissions of an auxiliary engine working at 55% of maximum continuous rating (MCR) were measured when the ship was at actual harbour stopovers. Gaseous and particle emission factors in this study are presented in g kWh or # kWh, and compared with previous studies. Results showed that the SO emission factor is higher than that of previous studies due to the high sulphur content of the fuel used. The particle number size distributions showed only one mode for different operating conditions of the ship, with a peak at around 40-50 nm, which was dominated by ultrafine particles. Emission factors of CO, HC, PM and PN observed during ship manoeuvring were much higher than that of those recorded at cruising condition. These findings highlight the importance of quantification and monitoring ship emissions in close proximity to port areas, as they can have the highest impact on population exposure.

Influence of vessel characteristics and atmospheric processes on the gas and particle phase of ship emission plumes: In-situ measurements in the Mediterranean Sea and around the Arabian Peninsula

“…also as neutralizer for corrosive species like sulfuric acid in the exhaust system. For these reasons, lubricating oil consumption, and as a consequence emission of organic particulate matter, depends on fuel quality (Lack et al, 2009;Juwono et al, 2013;Cappa et al, 2014;Chu-Van et al, 2018). We found almost a doubling of organic aerosol EFs (and of total PM1 EFs) over the range of observed fuel sulfur contents from 0.5 to 2.5 wt.…”

Gaseous Emissions from a Seagoing Ship under Different Operating Conditions in the Coastal Region of China

“…Fuel flow can be obtained through a fuel meter on the pipeline. The formulas for the calculation of EF of different pollutants is [26] Main Engine The stainless-steel probe in the funnel could continuously collect the gaseous O 2 , NO X , SO 2 , CO 2 , and CO and monitor the exhaust flow via the gas meter simultaneously. The gas pressure, temperature, and humidity in the funnel were obtained from the instruments in the engine control room, and the exhaust gas was calibrated according to the international standard ISO 8178.…”

“…Fuel flow can be obtained through a fuel meter on the pipeline. The formulas for the calculation of EF of different pollutants is [26]…”

“…However, it is undeniable that there will be some uncertainty in the test results, which may come from basic information of ships, accuracy of test equipment, sampling rate of emissions, division of different working conditions, calculation methods, etc. [26,27,30,37]. Therefore, it is necessary to conduct the emission measurements of various ship classes to minimize the uncertainty and ultimately improve the accuracy of China's ship emission inventory.…”

“…However, when the ships are in ports, channels, and anchorages, they are located closer to the densely populated areas; therefore, the emissions in these instances considerably affect the land environment. Furthermore, the accuracy of the total emission estimates can be improved by completely considering the ship emissions at the port and under the manoeuvring conditions [26,27]. However, the existing ship emission tests provide less-detailed emission analyses in the nearshore environment, especially when the ship is at anchorage.…”