Particle Emissions from Ships: Dependence on Fuel Type

Abstract

This paper presents the results of field emission measurements that have been carried out on the 4500-kW fourstroke 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 (CO 2 ), carbon monoxide (CO), nitrogen oxides (NO x ), sulfur dioxide (SO 2 ), total hydrocarbons (HCs), and particulate matter (PM) were conducted. The gases, except SO 2 , 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 0.30 -0.40 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.

Characteristics and temporal evolution of particulate emissions from a ship diesel engine

“…However, previous laboratory studies indicate that the PM emissions between FSC = 0.5% which is the intended global limit for 2020 and FSC = 0.1% which is just implemented in the SECA did not differ significantly from each other [30]. The use of lower FSC led to reduction of OM and SO 4 2À emissions but the BC emission was not reduced [31]. BC emission factors were found to be dependent on engine load and engine settings and not on the FSC [32].…”

Extension of an assessment model of ship traffic exhaust emissions for particulate matter and carbon monoxide

“…H 2 O attached to sulphate) are assumed to be linearly dependent on the fuel sulphur content, whereas the emission factors of EC, OC and ash are independent of this factor in STEAM2. The emissions of PM could therefore not be eradicated totally, even if sulphur would be completely eliminated from ship fuels (Winnes and Fridell, 2010b;Buhaug et al, 2009). The measured total mass of particulate matter as defined here includes also the associated H 2 O; the amount of which may substantially vary according to the experimental set-up and conditions during the exhaust measurements.…”

“…The PM emissions are simultaneously reduced, as a major part of PM emissions is in the form of sulphate. However, sulphur content reductions will not eradicate PM emissions completely (Winnes and Fridell, 2010b;Fridell et al, 2008;Cooper, 2001Cooper, , 2003Kasper et al, 2007;Buhaug et al, 2009), even if the global fleet would switch to low sulphur fuel. The emissions of PM can also be reduced by using after-treatment techniques, which will remove a significant part of the PM emissions European Commission Directorate General Environment, 2005) Scrubbing systems from engine manufacturers have been commonly applied to diesel power plants on land, but their commercial installations to ships have been scarce.…”

Method to assess the atmospheric pollutant emissions generated by railway track maintenance

“…These ships use Heavy Fuel Oil (HFO) as fuel source. Pollutant emissions by kilogram of fuel consumed were calculated by Winnes & Fridell (2009). A ship of this size consumes on average, 10.8 tons of HFO per day (International Maritime Organization, 2015).…”