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Page 56 IFEU Heidelberg, Öko-Institut, IVE, RMCON Table 33: CO and HC emission factors of the main engine. Source: EPA /2009/ SSD HFO [g/kWh] MSD/SSD MDO/MGO [g/kWh] CO 1.40 1.10 HC 0.60 0.50 Source: EPA 2009; SSD = slow speed diesel; MSD = medium speed diesel; HFO = heavy fuel oil; MDO = marine diesel oil; MGO = marine gas oil Auxiliary engines For auxiliary engines the assumptions were also taken from Buhaug et al. /2008/ and EPA /2009/. Depending on the auxiliary engine power, a fuel consumption of either 230 g/kWh for engines with less than 800 kW or 220 g/kWh for engines with 800 kW and more was used /Buhaug et al. 2008/. For the emissions at sea it was assumed that the auxiliary engines are fuelled with the same type of marine fuels than the main engines. In port it is assumed that auxiliary engines are fuelled with low-S marine diesel oils of 1.5 % generally and 0.1 % S in European ports due to EU regulations. Thus CO 2 equivalent emissions and sulphur oxide emissions were calculated accordingly. For NOx, CO and HC emission factors were taken from EPA /2009/. Table 34: CO and HC emission factors for auxiliary engines. Source: EPA /2009/ Pollutants MSD HFO 2,7% S [g/kWh] MSD MDO 1,0% S [g/kWh] MSD MGO 0,5% S [g/kWh] MSD MGO 0.,1% S [g/kWh] NOx 14.7 13.9 13.9 13.9 CO 1.10 1.10 1.10 1.10 HC 0.40 0.40 0.40 0.40 PM 10 Like main engine PM 2.5 (90% of PM10) Like main engine SO2 11.98 4.24 2.12 0.42 Source: EPA 2009, Janhäll 2007 5.3.3.2 Important assumptions for calculating marine vessel emission factors Modelling requires other assumptions, such as days at sea (for modelling the reduced speed option), the nominal design speed (Vn), the percentage of heavy fuel oil (HFO) and the default vessel utilization factor. Table 35 lists the main assumptions used for calculating marine vessel emissions. Those assumptions are averages for the respective vessels for particular trade lanes as defined in Table 29 and for individual vessel classes that can be selected in the expert mode as defined in Table 30. For the default mode all vessels were modelled assuming an average speed of 4 % below the nominal design speed. This corresponds to an average main engine load of 80 % from the maximum continuous rating. The vessel speed may be altered in the expert mode. EcoTransIT World: Methodology and Data – July 15 th , 2010
IFEU Heidelberg, Öko-Institut, IVE, RMCON Page 57 Slow speed steaming is one measure of temporarily lowering emissions 6 . The emission reduction effect is due to an over-proportional decline of the emissions compared to the service speed. Thus, while the vessel carrying capacity in a given time period diminishes, the emissions diminish even more, resulting in a net-reduction of emissions per tonne-kilometre. EcoTransIT World allows to model seaborne emissions down to minus 30 % of the speed based on the vessel’s design speed. The positive benefit of speed reductions below 30 % disappears and enduring operation of marine engines at very low engine loads is not recommended by engine manufacturer without modifications to the engines. The detailed calculation alogorithms are explained in the Appendix.. Chapter 6.3.1.1 provides several example emission factors for bulk and container vessels, taking different speed reductions and netcargo container loads into account. Table 35: Days at sea, design speed (Vn), share of heavy fuel oil and default vessel utilization factors that are used in EcoTransIT World. Vessel type Trade Size class Days at sea Vn km/h % HFO Default vessel utilization factor [%] BC (liquid, dry, and General Cargo) Suez trade Aframax / Suezmax 259 27.2 100% 49% BC (liquid, dry, and General Cargo) Transatlantic trade Handymax / Panamax 250 26.8 99% 55% BC (liquid, dry, and General Cargo) Transpacific trade Handymax / Panamax / Aframax / Suezmax 253 27.0 100% 53% BC (liquid, dry, and General Cargo) Panama trade Handymax / Panamax 250 27.0 99% 55% BC (liquid, dry, and General Cargo) Other global trade Handysize / Handymax / Panamax / Aframax 250 27.0 99% 55% BC (liquid, dry, and General Cargo) Intra-continental trade Feeder / Handysize / Handymax 242 26.6 98% 57% CC Suez trade 4700 - 7000 (+) TEU 246 46.3 100% 67% CC Transatlantic trade 2000 - 4700 TEU 251 41.6 100% 65% CC Transpacific trade 1000 - 7000 (+) TEU 253 40.3 100% 65% CC Panama trade 2000 - 4700 TEU 251 41.6 100% 65% CC Other global trade 1000 - 4700 TEU 255 38.7 100% 65% CC Intra-continental trade non EU 1000 - 3500 TEU 256 37.5 100% 65% CC Intra-continental trade EU 500 - 2000 TEU 228 34.1 100% 65% CC EU SECA trade 500 - 2000 TEU 228 34.1 80% 65% Great Lakes BC < 30000 dwt 238 26.3 96% 58% Ferry / RoRo vessel World Large > 2000 lm 219 36.9 33% 70% Ferry / RoRo vessel World Small < 2000 lm 180 37.4 55% 70% Ferry / RoRo vessel EU SECA Large > 2000 lm 219 36.9 16% 70% Ferry / RoRo vessel EU SECA Small < 2000 lm 180 37.4 30% 70% GC Coastal < 5000 dwt 180 25.4 100% 60% GC EU SECA Coastal < 5000 dwt 180 25.4 70% 60% BC / GC (dry) Feeder 5000 - 15000 dwt 244 26.4 99% 60% BC / GC (dry) Handysize 15000 - 35000 dwt 256 27.6 99% 56% BC (dry) Handymax 35000 - 60000 dwt 261 26.6 99% 55% BC (dry) Panamax 60000 - 80000 dwt 270 26.4 99% 55% BC (dry) Aframax 80000 - 120000 dwt 271 26.0 100% 55% BC (dry) Suezmax 120000 - 200000 dwt 279 26.9 100% 50% BC (liquid) Feeder 5000 - 15000 dwt 203 23.2 79% 52% BC (liquid) Handysize 15000 - 35000 dwt 228 26.8 100% 61% BC (liquid) Handymax 35000 - 60000 dwt 231 27.1 100% 59% BC (liquid) Panamax 60000 - 80000 dwt 196 27.3 100% 53% BC (liquid) Aframax 80000 - 120000 dwt 247 27.1 100% 49% BC (liquid) Suezmax 120000 - 200000 dwt 270 27.8 100% 48% BC (liquid) VLCC (+) > 200000 dwt 274 27.8 100% 48% CC Feeder 7000 TEU 242 46.7 100% 70% Global average CC World over all ships 238 38.6 100% 65% Source: Buhaug 2008, own calculation 5.3.3.3 Emissions in Sulphur Emission Control Areas Dedicated emission factor were developed for trade within the sulphur emission control ar- 6 A permanent related measure would be the downsizing or re-rating of the main engine. EcoTransIT World: Methodology and Data – July 15 th , 2010
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