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Benefits of Two Mitigation Strategies for Container Vessels: Cleaner Engines and Cleaner Fuels

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† Department of Chemical and Environmental Engineering, Bourns College of Engineering, University of California, Riverside, California 92521, United States
‡ College of Engineering−Center for Environmental Research and Technology, University of California, Riverside, 1084 Columbia Avenue, Riverside, California 92507, United States
*E-mail: [email protected]
Cite this: Environ. Sci. Technol. 2012, 46, 9, 5049–5056
Publication Date (Web):April 2, 2012
https://doi.org/10.1021/es2043646
Copyright © 2012 American Chemical Society
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    Abstract

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    Emissions from ocean-going vessels (OGVs) are a significant health concern for people near port communities. This paper reports the emission benefits for two mitigation strategies, cleaner engines and cleaner fuels, for a 2010 container vessel. In-use emissions were measured following International Organization for Standardization (ISO) protocols. The overall in-use nitrogen oxide (NOx) emission factor was 16.1 ± 0.1 gkW–1 h–1, lower than the Tier 1 certification (17 gkW–1 h–1) and significantly lower than the benchmark value of 18.7 gkW–1 h–1 commonly used for estimating emission inventories. The in-use particulate matter (PM2.5) emission was 1.42 ± 0.04 gkW–1 h–1 for heavy fuel oil (HFO) containing 2.51 wt % sulfur. Unimodal (∼30 nm) and bimodal (∼35 nm; ∼75 nm) particle number size distributions (NSDs) were observed when the vessel operated on marine gas oil (MGO) and HFO, respectively. First-time emission measurements during fuel switching (required 24 nautical miles from coastline) showed that concentrations of sulfur dioxide (SO2) and particle NSD took ∼55 min to reach steady-state when switching from MGO to HFO and ∼84 min in the opposite direction. Therefore, if OGVs commence fuel change at the regulated boundary, then vessels can travel up to 90% of the distance to the port before steady-state values are re-established. The transient behavior follows a classic, nonlinear mixing function driven by the amount of fuel in day tank and the fuel consumption rate. Hence, to achieve the maximum benefits from a fuel change regulation, fuel switch boundary should be further increased to provide the intended benefits for the people living near the ports.

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    Additional selected specifications of vessel and engine and detailed derivation of the equation to predict switchover time. This material is available free of charge via the Internet at http://pubs.acs.org.

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