Search

The fuel sulfur content (FSC) of ocean-going and inland vessels was measured simultaneously by eight different state-of-the-art and novel monitoring systems during a 6-week campaign at the Elbe River, at a distance of about 10 km to the port of Hamburg, Germany. Both stationary and airborne systems on unoccupied aerial vehicles (UAVs) were operated by four participating partners in a side-by-side measurement setup to measure the emission factors of the same emission sources. A novel laser spectrometer, with significantly better-precision specifications as compared with the other instruments, was used for the first time for emission monitoring regarding the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI regulations. The comparison took place in the North Sea sulfur emission control area (SECA), where the allowed FSC is limited to 0.10 %Sm/m. The unit %Sm/m relates to the percentage of mass sulfur per mass combusted fuel. In total, 966 plumes that originated from 436 different vessels were analysed in this study. At the same time, fuel samples obtained from 34 different vessels and bunker delivery notes (BDNs) from five frequently monitored vessels were used as a reference to assess the uncertainties of the different systems. Seven of the eight measurement systems tended to underestimate the FSC found from fuel samples and BDNs. A possible relation between underestimation and high relative humidities (above 80 %) was observed. The lowest systematic deviations were observed for the airborne systems and the novel laser spectrometer. The two UAV-borne systems showed total uncertainties of 0.07 %Sm/m and 0.09 %Sm/m (confidence level: 95 %). The novel laser spectrometer showed the lowest total uncertainty of 0.05 %Sm/m compared with other stationary sniffer systems, whose total uncertainties range from 0.08 %Sm/m to 0.09 %Sm/m. It was concluded that non-compliant vessels, with an actual FSC of the combusted fuel above 0.15 %Sm/m to 0.19 %Sm/m, can be detected by the compared systems with 95 % confidence.

Methods for the determination of ship fuel sulphur content and NOx emission factors based on remote measurements have been compared in the harbour of Rotterdam and compared to direct stack emission measurements on the ferry Stena Hollandica. The methods were selected based on a review of the available literature on ship emission measurements. They were either optical (LIDAR, Differential Optical Absorption Spectroscopy (DOAS), UV camera), combined with model-based estimates of fuel consumption, or based on the so called "sniffer" principle, where SO2 or NOx emission factors are determined from simultaneous measurement of the increase of CO2 and SO2 or NOx concentrations in the plume of the ship compared to the background. The measurements were performed from stations at land, from a boat and from a helicopter. Mobile measurement platforms were found to have important advantages compared to the land-based ones because they allow optimizing the sampling conditions and sampling from ships on the open sea. Although optical methods can provide reliable results it was found that at the state of the art level, the "sniffer" approach is the most convenient technique for determining both SO2 and NOx emission factors remotely. The average random error on the determination of SO2 emission factors comparing two identical instrumental set-ups was 6%. However, it was found that apparently minor differences in the instrumental characteristics, such as response time, could cause significant differences between the emission factors determined. Direct stack measurements showed that about 14% of the fuel sulphur content was not emitted as SO2. This was supported by the remote measurements and is in agreement with the results of other field studies.

The chemical composition of the plumes of seagoing ships was measured during a two week long measurement campaign in the port of Rotterdam, Hoek van Holland The Netherlands, in September 2009. Altogether, 497 ships were monitored and a statistical evaluation of emission factors (g kg−1 fuel) was provided. The concerned main atmospheric components were SO2, NO2, NOx and the aerosol particle number. In addition, the elemental and water-soluble ionic composition of the emitted particulate matter was determined. Emission factors were expressed as a function of ship type, power and crankshaft rotational speed. The average SO2 emission factor was found to be roughly half of what is allowed in sulphur emission control areas (16 vs. 30 g kg−1 fuel), and exceedances of this limit were rarely registered. A significant linear relationship was observed between the SO2 and particle number emission factors. The intercept of the regression line, 4.8 × 1015 (kg fuel)−1, gives the average number of particles formed during the burning of 1 kg zero sulphur content fuel, while the slope, 2 × 1018, provides the average number of particles formed with 1 kg sulphur burnt with the fuel. Water-soluble ionic composition analysis of the aerosol samples from the plumes showed that ~144 g of particulate sulphate was emitted from 1 kg sulphur burnt with the fuel. The mass median diameter of sulphate particles estimated from the measurements was ~42 nm.