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116 REVISTA ROMÂN DE AUTOMATIC Table 11 Emission factors (g/kW-h) for inland ships in maneuvering mode * Pollutant NOx CO SOx CO2 HC (VOC) PM specific fuel consumption Engine type / Fuel MEET x sfc x -3 10 [6] type g/kW-h SSD / MGO 15.912 5.712 4.08s 653 0.734 0.245 204 SSD / MDO 15.912 5.712 4.08s 653 0734 0.245 204 SSD / RO 16.77 6.02 4.3s 688 0.774 0.258 215 MSD / MGO 11.373 6.244 4.46s 714 0.803 0.268 223 MSD / MDO 11.373 6.244 4.46s 714 0.803 0.268 223 MSD / RO 11.934 6.552 4.68s 749 0.842 0.281 234 HSD / MGO 14.049 7.582 4.46s 714 1.004 0.335 223 HSD / MDO 14.049 7.582 4.46s 714 1.004 0.335 223 HSD / RO 14.742 7.956 4.68s 749 1.050 0.351 234 GT / MGO 3.122 0.606 6.38s 1021 0.096 0.351 319 GT / MDO 3.122 0.606 6.38s 1021 0.096 0.351 319 GT / RO 3.276 0.638 6.72s 1075 0.101 0.370 336 ST / MGO 1.745 0.086 6.38s 1021 1.595 0.664 319 ST / MDO 1.745 0.086 6.38s 1021 1.595 0.664 319 ST / RO 1.838 0.091 6.72s 1075 1.680 0.699 336 * Emission factor (kg/ton fuel) from MEET is not differentiated by fuel types. In this situation we have applied a sfc differentiated by fuel and engines type to emission factors from MEET. Table 12 Emission factors (g/kW-h) for inland ships in hotteling mode * Pollutant NOx CO SOx CO2 HC (VOC) PM specific fuel consumption Engine type / Fuel type MEET x sfc x -3 10 g/kW-h [6] SSD / MGO 7.14 20.196 4.08s 653 4.712 0.245 204 SSD / MDO 7.14 20.196 4.08s 653 4.712 0.245 204 SSD / RO 7.525 21.285 4.3s 688 4.967 0.258 215 MSD / MGO 5.129 22.077 4.46s 714 5.151 0.268 223 MSD / MDO 5.129 22.077 4.46s 714 5.151 0.268 223 MSD / RO 5.382 23.166 4.68s 749 5.405 0.281 234 HSD / MGO 6.244 26.76 4.46s 714 6.445 0.335 223 HSD / MDO 6.244 26.76 4.46s 714 6.445 0.335 223 HSD / RO 6.552 28.08 4.68s 749 6.763 0.351 234 GT / MGO 1.914 2.233 6.38s 1021 0.606 0.351 319 GT / MDO 1.914 2.233 6.38s 1021 0.606 0.351 319 GT / RO 2.016 2.352 6.72s 1075 0.638 0.370 336 ST / MGO 0.992 0.191 6.38s 1021 0.157 0.673 319 ST / MDO 0.992 0.191 6.38s 1021 0.157 0.673 319 ST / RO 1.045 0.202 6.72s 1075 0.168 0.709 336 * Emission factor (kg/ton fuel) from MEET is not differentiated by fuel types. In this situation we applied a sfc differentiated by fuel and engines type to emission factors from MEET.
REVISTA ROMÂN DE AUTOMATIC 117 4. CONCLUSIONS For many systems (processes) emission factor represent an average of pollutant measurements in a time period and can be assumed as the emissions parameter for the whole process. In the navigation process, on the sea or on the rivers, this is not possible. We have in the navigation process a complex system where the emission factor depends on many parameters. There are numerous studies and research works that follow to find a methodology to establish emission factors so that they mirror better the whole navigation process. Although there are many studies in the field, there is not a unitary methodology yet. Every work treats the navigation process from certain points of view, every study use own assumptions and approximations and the results are various. Generally, these studies try to estimate emission level from navigation activities on emission factors base and not to establish a methodology for emission factors determination. At present the data that underline emission factors is limited and is an aggregation of engine tests on a variety of engine types and sizes, fuel types, operational mode, etc. Emission factors are still derived from limited data. Some conclusion can be formulated after the study of emission factors from other research works: 1. Three sources that studied emission factors (g/kWh) offer us close values for pollutant released in air during fuel burning ( table 5, 6and 7) even if the used methodologies in calculation of these factors are different. 2. Engine type and fuel type are key elements in relation with emission factors: emissions are increased for MSD engines than those for SSD engines (table 5, 6) except NOx that is better and RO (residual oil) produces more quantities of pollutant than MDO or MGO (table 7). 3. Working state of the engine is another important element in the evaluation of air pollution from navigation: during cruising that generally means steady working state of the engine the emission factors are smaller than those for manoeuvrings mode when the engine is changing frequently its working condition (table 8, 9 for navigation on the sea and table 10, 11 for inland navigation). Understanding how and how much each parameter from navigation process has an influence on the quantity of pollutant released in air, will allow us to find in the next stages of our work a method to calculate the basic emission factor and the emission level. 5. REFERENCES [1]. METHODOLOGIES FOR ESTIMATING AIR POLLUTANT EMISSIONS FROM SHIPS, Techne report MEET RF98, August 1998, Carlo Trozzi, Rita Vaccaro [2]. VESSEL OPERATOR ENGINE EMISSIONS MEASUREMENT GUIDE, Final Report, Submitted by James J. Corbett, P.E., Ph.D., Principal Investigator University of Delaware [3]. DERIVATION OF MARINE VESSEL EMISSION FACTORS, NYNJLINA CMVEI, Starcrest Consulting Group, LLC D-1, APPENDIX D [4]. AIR EMISSIONS CALCULATION METHODOLOGY, APPENDIX D, Laurie Kutina, Ecology and Environment, Inc., Air Quality Specialist [5]. TECHNICAL CODE ON CONTROL OF EMISSION OF NITROGEN OXIDES FROM MARINE DIESEL ENGINES, CONFERENCE OF PARTIES TO THE INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION FROM SHIPS, 1973, AS MODIFIED BY THE PROTOCOL OF 1978 RELATING THERETO, MP/CONF. 3/35, 22 October 1997 [6]. ENTEC - QUANTIFICATION OF SHIP EMISSIONS, Final Report chapt 2, July 2002 [7]. EMISSIONS INVENTORY GUIDEBOOK - OTHER MOBILE SOURCES & MACHINERY, 15February, 1996, Activities 080100 – 081000 AR934-18.doc
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