SEVENTH FRAMEWORK PROGRAMME THEME 7 Transport. Grant no D5.2 Gas emissions

Size: px

Start display at page:

Download "SEVENTH FRAMEWORK PROGRAMME THEME 7 Transport. Grant no D5.2 Gas emissions"

Sydney Goodman
5 years ago
Views:

2 Gas emissions Work Package: Deliverable type: WP5 Report Contractual date of delivery: 31.05.

1 SEVENTH FRAMEWORK PROGRAMME THEME 7 Transport IceWin Innovative Icebreaking Concepts for Winter Navigation Grant no D5.2 Gas emissions Work Package: Deliverable type: WP5 Report Contractual date of delivery: postponed 1 to Actual date of delivery: Author(s): Mäkelä Kari (VTT) Jalkanen Jukka-Pekka (FMI) 1 postponed in the meeting of the project steering committee

2 List of Beneficiaries Beneficiary Number * Beneficiary name Beneficiary short name Country Date enter project Date exit project 1 (coordinator) 2 Valtion Teknillinen Tutkimuskeskus Hama Investeeringud VTT FI 1 24 HI EST TML TML BEL Aker Arctic Technology AARC FI 1 24

3 Executive Summary IceWin project aims to find out what benefits can be attained in the level of service of icebreaking assistance, in logistics and especially in oil transports, and with regard to environmental emissions and risks. The purpose of this Task 5.2 is to generate information of ship exhaust emissions and how they change as sea ice conditions are taken into account. The engine power requirements in open water navigation are significantly different from power requirements when navigating through ice covered regions of the Baltic Sea. Ice affects the performance of vessels significantly. The exhaust emissions of ships in the predetermined ice conditions have been estimated in this task. Four cases were considered: a) a ship in a level ice field breaking ice, unassisted b) a ship in an existing ice channel c) a ship assisted by an icebreaker and d) a ship in open water without ice effects. The first case (a) mainly applies to a ship with icebreaking capability or having FS ice class of 1A Super. The level ice scenario was applied only to the icebreaker class whereas cases b, c and d were applied to all the ships selected for the study. Because of the constraints of the project it was not possible to investigate all individual ships in detail in the sea area studied. Therefore, a representative group of 38 ships were selected, based on the number of the port calls and the vessel size. All port calls in Estonia, Finland and Russia were analyzed during winter months, January - April The emission model STEAM was augmented with a module describing the additional resistance caused by sea ice. The traffic of vessels having low ice class (like 1C) will practically grind to a halt if sea ice thickness in even existing ice channels exceeds 60 cm. Emission and fuel consumption matrices were generated for different speeds and ice conditions and they will be used as input material for consecutive steps of the project. The database produced is comprehensive and unique in comprising data that mostly exceeds the data available before. 3 of 19 pages

5 Contents Executive Summary...3 Terminology...6 List of Figures...7 List of Tables...8 List of Tables Introduction Objective of IceWin Objective of WP Objective of Task Methodology Selection of representative group of ships Emission calculations Resistance of ice Results...18 References of 19 pages

6 Terminology AIS Ash Assisted Associated H2O CO CO2 EC FMI FS ice class Level ice NOx OC Old channel SO 4 SOx SFOC STEAM The Automatic Identification System (AIS) is a system used by ships and Vessel Traffic Services (VTS) principally for identification and locating vessels. AIS provides a means for ships to electronically exchange ship data including: identification, position, course and speed with other nearby ships and VTS stations. Ash in ship fuel, assumed as 0.05% w/w Vessel following an icebreaker Water, which is bound to the Sulphate part of the particulate matter Carbon monoxide Carbon dioxide Elementary carbon, component of particulate matter Finnish Meteorological Institute Finnish-Swedish classification system ruling merchant ships operating in the Baltic Sea. Divided into six ice classes, highest ice class, 1A Super Unbroken ice field Oxides of nitrogen (usually nitrogen monoxide and dioxide) Organic carbon, component of particulate matter A channel which has been previously opened by an icebreaker Sulphate, component of Particulate Matter Oxides of sulphur, gaseous component of oxides Specific fuel oil consumption Ship Traffic Emission Assessment Model 6 of 19 pages

7 List of Figures Figure 1. DWT distribution of chemical tankers calling Finnish ports. Number of visits in each DWT class is shown...12 Figure 2. Particulate matter emission factors as a function of engine load and fuel sulphur content...15 Figure 3. Performance of a RoPax "SUPERFAST VII" in broken ice channel of 19 pages

8 List of Tables Table 1. An example of chemical tanker class of ships calling Finnish ports. Note, that only seven vessels (total of 93) around the weighted DWT average of is shown Table 2. Selected representatives of ships calling in Finnish ports during Jan-Apr FS Ice class refers to the Finnish-Swedish ice class Table 3. Selected representatives of ships calling in Estonian ports during Jan-Apr FS Ice class refers to the Finnish-Swedish ice class...13 Table 4. Selected representatives of ships calling in Russian ports during Jan-Apr FS Ice class refers to the Finnish-Swedish ice class Table 6. Base value of specific fuel oil consumption (g/kwh) according to engine age, stroke type, power and build year.taken from 2nd IMO Greenhouse Gas study, p 185 [Buhaug et al, 2009] of 19 pages

9 1 Introduction 1.1 Objective of IceWin The ice cover of the Baltic Sea Motorway varies considerably from year to year. The northern parts freeze every winter. In a hard ice winter it freezes completely. Despite the climate change, hard ice winters occasionally occur in the Baltic Sea. Even the current icebreaker fleet available in the Baltic Sea is incapable of providing a satisfactory level of service in a hard ice winter. The combination of growing traffic volumes and the hard ice winter will mean serious difficulties for industrial and commercial transports. Some of the current icebreaker fleet will reach the end of its lifespan in the 2010s. It is evident that replacement investments will not yield a satisfactory level of service in hard ice winter conditions. Considering the growing traffic volumes, a satisfactory level cannot be reached even in an average ice winter. A large oil tanker, for instance, requires simultaneous assistance from two traditional icebreakers that together are capable of breaking a sufficiently wide channel through the ice. The objective of the IceWin project is to find out what benefits can be attained in the level of service of icebreaking assistance, in logistics and especially in oil transports, and with regard to environmental emissions and risks, by a) adopting the new technical solutions, and/or b) utilising the new type of agreement system The new technical solutions may be the innovations that are alone capable of breaking a sufficient wide channel also for over wide merchant vessels, e.g. oil tankers. The technical solutions have already completed but not introduced. The new agreement system to be developed would be based on the utilization of icebreaking capability of independently ice-going merchant vessels. It is important that jointly accepted rules could be enforced for cases where the capacity of conventional icebreakers is not sufficient. 1.2 Objective of WP5 The objective of WP5 is to define and produce detailed input data for WP6, i.e. route network (winter time sea routes, division of routes to parts), - performance of merchant vessels: speeds (by ship type, part of route, time period, different ice conditions), 9 of 19 pages

10 gas emissions of merchant vessels: - emissions (by ship type, part of route, time period, different ice conditions), risk assessment 1.3 Objective of Task 5.2 As the emissions from the maritime transport have a growing importance in the climate change and in other environmental problems it also becomes important to know the environmental effects of different icebreaking concepts. Exhaust gas emissions are the main environmental burden from ships. The purpose of this task is to generate information of ship exhaust emissions and how they change as sea ice conditions are taken into account. The engine power requirements in open water navigation are significantly different from power requirements when navigating through ice covered regions of the Baltic Sea. Task 5.2 will produce an emission database to be used in all emission calculations of the project. As the result of the emission calculations the differences between the icebreaking concepts will be shown and environmentally most critical phases in each concept will be revealed. Accordingly, the presently poor overall understanding of environmental effects of winter navigation will be enhanced. 10 of 19 pages

11 2 Methodology 2.1 Selection of representative group of ships 13 different ship types for each country (Finland, Russia, Estonia) totalling 38 ships were selected based on the data of harbour arrivals and departures during months of January- April During these months ice cover exists in the Gulf of Finland. IMO registry number was used in vessel identification whenever possible. In some cases harbour officials listed only vessel name and tonnage, which did not guarantee 100 % reliability in vessel identification. In these cases, AIS data archive was queried to confirm the identity of each ship. This gave access to ship IMO numbers even in cases where data from port calls did not have the required information. Each of the ships represents the whole ship type in each of the ports. For example, the selected chemical tanker calling in Finnish ports represents all 93 individual ships of that type. The ships were selected using the following list of criteria: 1) For each ship type, a weighted average based on the product of deadweight tonnage (DWT) and the number of port calls was used. From the list of ships calling in port X one individual ship closest to the weighted DWT average was selected to represent all the ships of that ship type. 2) If none of the ships were close to the weighted DWT value, one closest to it was selected. However, if there existed a vessel which visits port x significantly more often than all the others, this vessel was selected even if it were not the closest DWT match. An example of the DWT distribution of chemical tankers calling Finnish ports during Jan- Apr 2010 is shown in Figure of 19 pages

12 DWT < < DWT < < DWT < < DWT < < DWT < < DWT < < DWT < DWT >= Port calls IceWin T_CHEM, port calls by DWT class Port calls DWT Figure 1. DWT distribution of chemical tankers calling Finnish ports. Number of visits in each DWT class is shown Table 1 lists seven chemical tankers out of the total of 93 calling in Finnish ports during Jan-Apr The weighted DWT average of would support the selection of Oderstern as the representative vessel of this group, but Scorpius has significantly more port calls making it a more suitable candidate for further studies. Table 1. An example of chemical tanker class of ships calling Finnish ports. Note, that only seven vessels (total of 93) around the weighted DWT average of is shown. IMO number Ship Name Ship Type Visits GT DWT DWT * visits CRYSTAL TOPAZ T_CHEM CRYSTAL DIAMOND T_CHEM ASTRAL T_CHEM SCORPIUS T_CHEM ODERSTERN T_CHEM HULIN T_CHEM CESTENI T_CHEM The selected representatives in each ship type in Finnish, Estonian and Russian ports are given in Table 2, Table 3 and Table of 19 pages

13 Table 2. Selected representatives of ships calling in Finnish ports during Jan-Apr FS Ice class refers to the Finnish-Swedish ice class. Ship type IMO number Ship Name DWT Build Year FS Ice Class Bulk Cargo NORDANHAV B Container Cargo CONTAINERSHIPS VIII A General Cargo LAURA A Icebreaker URHO A Super Other ship* ARANDA N/A A Super Passenger ship** BIRGER JARL C RoRo/Passenger ship SUPERFAST VII A Super RoRo Cargo FINNMILL A Chemical Tanker SCORPIUS A LPG Tanker CORAL LOPHELIA A Crude Oil Tanker MASTERA A Super Oil Product Tanker EKEN A Vehicle Carrier AUTOSKY A * Ship type OTHER includes research vessels, diving support vessels, generator ships, crane ships and all others which cannot be classified to any other group. ** Passenger class includes passenger carrying vessels, which are not pleasure yachts, RoPax vessels or cruise ships. Table 3. Selected representatives of ships calling in Estonian ports during Jan-Apr FS Ice class refers to the Finnish-Swedish ice class Ship type IMO number Ship Name DWT Build Year Bulk Cargo STELLA ELTANIN N/A Container Cargo RIJNBORG A General Cargo KAILI A RoRo/Passenger ship FELLOW A RoRo Cargo STENA FORECASTER A Chemical Tanker MCT BREITHORN A Crude Oil Tanker MINERVA LISA C LPG Tanker CORAL IVORY A Oil Product Tanker EK-STAR A Vehicle Carrier SEINE HIGHWAY A Refrigerated Cargo SILVER STATT B Fishing vessel KALMYKOVO N/A FS Ice Class 13 of 19 pages

14 Table 4. Selected representatives of ships calling in Russian ports during Jan-Apr FS Ice class refers to the Finnish-Swedish ice class. Ship type IMO number Ship Name DWT Build Year FS Ice Class Bulk Cargo CINNAMON C Container Cargo FLOTTBEK A Super Fishing vessel SEDA A General Cargo PITZTAL C Icebreaker KAPITAN SOROKIN A Super Refrigerated Cargo SMOLENSK B RoRo/Passenger ship TRANSLUBECA A Super RoRo Cargo PAULINE RUSS A Super Chemical Tanker NESTE A Super Crude Oil Tanker MINERVA ELLIE A Oil Product Tanker BALTIC SEAGULL B Vehicle Carrier THAMES HIGHWAY A 2.2 Emission calculations The Ship Traffic Emission Assessment Model (STEAM) [Jalkanen et al., 2009] developed at the Finnish Meteorological Institute was applied to the selected ships. The model calculates ship resistance using the Hollenbach method [Hollenbach, 1998] and it is based on the principal dimensions, hull shape and data regarding installed main and auxiliary engine power. The effects of emission abatement techniques are included if a ship is known to utilize them. The STEAM model uses experimentally determined values for exhaust emissions, if these are available. For the studied ships, only one, FINNMILL, falls into this category and its NO x emissions estimates are based on the actually measured values and SO x emissions are based on the known sulphur content of the ship fuel. The model utilizes information of different propeller types, diameter and engine details. Diesel-electric installations are included, which is especially relevant for icebreakers and research vessels. All vessels are thought to use 1.5 % S (w/w) fuel for main engines and 0.5 % S (w/w) in auxiliaries. The base value for specific fuel oil consumption (SFOC) varies according to Table 5. Table 5. Base value of specific fuel oil consumption (g/kwh) according to engine age, stroke type, power and build year.taken from 2 nd IMO Greenhouse Gas study, p 185 [Buhaug et al, 2009]. Build year 2-stroke 4-stroke (>5000 kw) 4-stroke ( kw) 4-stroke (<1000 kw) of 19 pages

15 IceWin In addition to the factors mentioned in Table 5, the SFOC also varies as a function of engine load. STEAM models the load dependence which can be as high as ~30 % increase in SFOC on low loads. All emissions which are connected to changes in fuel consumption (PM2.5 components, SO x ) vary accordingly. The chemical composition of particulate matter varies not only as a function of engine load but also fuel consumption. The effect of fuel sulphur content on PM2.5 components is taken into account, leading to high PM2.5 emission factors (up to 2.25 g/kwh) on high sulphur fuel (3.4%S w/w) and small emission factors 0.35 g/kwh on low sulphur (0.1%S, w/w) fuel. Multi-engine loads are determined differently from single engine installations based on ship owner interviews, operational principals and safety rules of vessels. Total PM (EC,OC,Ash,SO4,H2O) as a function of fuel sulphur content and engine load Fuel S content (m%) Total PM (g/kwh) Engine load Figure 2. Particulate matter emission factors as a function of engine load and fuel sulphur content The chemical composition of particulate matter changes significantly as engine load and fuel sulphur content changes (Figure 2) and these are taken into account by STEAM. Complete elimination of sulphur from marine fuels still leads to small PM2.5 emissions of ash, elementary and organic forms of carbon Resistance of ice Methodology proposed by Riska et al. [Riska, 1997] was used to estimate the ice resistance in three different situations (a-c); a) a ship going through an ice field independently, breaking ice (applied to icebreakers only) 15 of 19 pages

16 v_ice/v_ow IceWin b) a ship following a broken ice channel (old channel) c) a ship assisted by an icebreaker d) a ship in open water The conditions in case a) were only applied to icebreakers, since it was assumed that all other ships would follow an existing, broken channel through ice. The resistance calculations required hull parameters (bow and stem angles, length of bow and parallel midbody) which were not readily available without obtaining schematics of the selected vessels. Instead, a statistical approach was used and required values were determined based on statistical averages. Propeller features were determined for each of the ships which were used in resistance estimation. Engine power and engine loads were estimated based on propeller features and resistance calculations. Auxiliary engine power was estimated based on the operating mode of the vessel (hoteling, manoeuvring, cruising), which in turn is estimated based on vessel speed. RoPax "Superfast VII", speed in broken channel divided by speed in open water v/vow, Broken channel v/vow, Assisted by icebreaker Ice thickness (m) Figure 3. Performance of a RoPax "SUPERFAST VII" in broken ice channel. An example of the performance of vessels in ice conditions is shown in Figure 3. This example shows the speed decrease of ice class 1A Super vessel SUPERFAST VII in broken ice channel as a function of ice thickness outside the channel (brash ice thickness in the channel equals 1.3 times level ice thickness). The vessel can only travel at 60% speed in an existing ice channel where surrounding ice field is one meter thick, while the vessel is using all the normal engine power (80 % load, kw), which in this case corresponds to 17 knots. The normal cruise speed of SUPERFAST VII is 26.6 knots with 80 % power but the additional resistance of ice slows the vessel significantly. It is noteworthy that there is a jump between open water performance and cases with ice cover. The curve of Error! Reference source not found. should reach unity at zero ice thickness, but linear dependency of results does not continue in this case. One explanation to this feature might 16 of 19 pages

17 be the use of statistical values for stem/bow angles and parallel midbody and bow lengths instead of the values which are specific for this ship. Open water performance is based on a very detailed description of vessels, whereas ice resistance is based on more approximate information. Because of the resource limitations, more accurate description of vessels in ice conditions was not feasible this time. Current predictions of the vessel performance in ice will make ice class 1C ships inoperable in case of independent navigation in an existing ice channel if the (brash) ice thickness exceeds ~60 cm. In these situations assistance from icebreakers is required. This concerns the engine power requirements only and does not include the need for reinforced hull structure. Special cases like the air lubrication systems ( KAPITAN SOROKIN ), the resistance of ships using podded propulsion ( MASTERA ) or ice breaking capabilities of Double Acting Tankers ( MASTERA ) can have larger uncertainty than other ships, since these vessels have advanced systems which are not currently taken into account by the emission model. 17 of 19 pages

18 3 Results The goal of the task 5.2 was to produce an emission factor database to be used in all emission calculations of the project in WP6. The emission model STEAM owned by the Finnish Meteorological Institute (FMI) was augmented with a module describing the additional resistance caused by sea ice. The generated database contains c.a fuel consumption and emission factor figures for the following vessels and conditions: o 13 different ship types selected for the study covering each of the three countries involved (Finland, Russia and Estonia) totalling to 38 existing ships. The typical ship selected represents an average ship in their ship type category. The selection of ship types was based on the statistics of the actual port calls during winter months January April 2010 o Four cruising conditions for each ship was used: a) a ship going through an ice field independently, breaking level ice (applied to icebreakers only) b) a ship following a broken ice channel (old channel) c) a ship assisted by an icebreaker d) a ship in open water o Cruising at different speeds with intervals of 0.1 knots up to the performance limit of each ship (10 27 knots) o Cruising in different ice conditions with intervals of 0.1 metre of level ice thickness up to 1 metre. o Fuel consumption and emission factors of NO x, SO x, CO, EC, OC, ash, SO 4, associated H 2 O and CO 2 for all above mentioned ships and cruising conditions This detailed database enables calculations for all energy use and emissions needed in the IceWin project. The database is comprehensive and unique in comprising data that mostly exceeds the data available before. 18 of 19 pages

19 References Buhaug, Ø.; Corbett, J.J.; Endresen, Ø.; Eyring, V.; Faber, J.; Hanayama, S.; Lee, D.S.; Lee, D.; Lindstad, H.; Markowska, A.Z.; Mjelde, A.; Nelissen, D.; Nilsen, J.; Pålsson, C.; Winebrake, J.J.; Wu, W. Q.; Yoshida, K., Second IMO GHG study 2009 ; International Maritime Organization (IMO) London, UK, April 2009; Hollenbach K.U., Estimating resistance and propulsion for single-screw and twin-screw ships, Ship Tech. Res., 45/2, Jalkanen J.-P.; Brink A.; Kalli J.; Pettersson H.; Kukkonen J. and Stipa T., A modelling system for the exhaust emissions of marine traffic and its application in the Baltic Sea area, Atmos. Chem. Phys., 9, , Riska K.; Wilhelmson M.; Englund K.; Leiviskä T., Performance of merchant vessels in ice in the Baltic, Winter Navigation Research Board report 52, Espoo, Finland of 19 pages

VINTERSJÖFARTSFORSKNING

STYRELSEN FÖR VINTERSJÖFARTSFORSKNING WINTER NAVIGATION RESEARCH BOARD Research Report No 84 Leena Vedenpää OBSERV OBSERVATIONS OF SHIP ICE PERFORMANCE IN THE BALTIC Winter 2012 Finnish Transport Safety