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author = {Miller, W and Johnson, K and McCaffrey, C and Eckel, T and Li, Q},
title = {Emissions Evaluation of an Auxiliary Boiler on a 2014 Suezmax Tanker},
institution = {University of California Riverside},
year = {2020},
month = {mar},
url = {https://ww2.arb.ca.gov/sites/default/files/2020-08/UCR%20Tier2%20FuelSwitch_v04_FinalADA_0.pdf},
keywords = {Unspecified Feedstock, Marine Gas Oil (MGO), Unspecified Pathway, Engine Testing and Performance, Lifecycle Assessment (LCA) and Air Emissions, Ocean-going Vessels},
}
RIS
TI - Emissions Evaluation of an Auxiliary Boiler on a 2014 Suezmax Tanker
AU - Miller, W
AU - Johnson, K
AU - McCaffrey, C
AU - Eckel, T
AU - Li, Q
AB - Introduction: More than ten years have passed since UCR measured the emissions from a large auxiliary boiler on a Suezmax tanker while it unloaded about one million barrels of crude. Modern vessels use newer auxiliary boiler designs, so it is of interest to measure their emissions and compare these emissions to previous studies to quantify the change in emissions over time. The Alfa Laval unit used in this testing is an Aalborg OL large capacity auxiliary boiler with a super heater, representative of a modern auxiliary boiler for tankers. The tests were performed on a Suezmax class vessel, which is the same as the previous vessel and still representative of tankers calling at the ports of California. Alfa Laval is a market share leader so data from this unit should provide an important perspective on the emissions from widely-used tanker auxiliary boilers with the latest technology advances. Further, ships operating within California waters now use low-sulfur distillate fuels so results from this test will show the combined effects of a modern auxiliary boiler design used in combination with cleaner California fuels. The test methods utilized International Organization for Standardization (ISO) 8178-4 sampling protocols. The auxiliary boiler was evaluated at one load representative of normal operation for the vessel (65% of maximum capacity). The emissions measured were regulated gaseous, speciated hydrocarbons C2-C12, aldehydes and ketones, metals, particulate matter mass less 2.5 um (PM2.5), and particulate matter (PM) composition which included elemental and organic carbon (EC and OC) PM. Other methods and practices, sampling dilution, and calculations such as dry to wet correction, followed ISO and Code of Federal Regulations (CFR) recommendations. The primary aim of this work is to study the in-use emissions from a modern tanker auxiliary boiler utilizing California approved marine gas oil (MGO) low sulfur fuel. The auxiliary boiler carbon dioxide (CO2) emissions were 3,171 g/kg-fuel which is similar to previous testing of a different modern auxiliary boiler on a container vessel (Johnson et al 2019). The close agreement suggests the relative measurements for CO2 concentration and exhaust flow were similar, indicating the results presented here are representative of a properly performed test. However, the nitrogen oxide (NOx) emissions averaged 3.00 ± 0.18, carbon monoxide (CO) 0.101 ± 0.001, and sulfur dioxide (SO2) 0.965 g/kg-fuel, which were lower than the previous testing The NOx emissions were slightly higher, within 50%, to previous testing of a modern container vessel auxiliary boiler tested on low sulfur MGO and ultra-low sulfur fuel oil (ULSFO) fuels (Johnson et al 2019), but over two times lower (2.2) than the emissions on an older tanker vessel auxiliary boiler tested on high sulfur HFO fuel. The PM2.5 emissions were 0.023 ± 0.004 g/kg-fuel and were slightly lower compared to previous testing of a different modern container vessel auxiliary boiler tested on low sulfur MGO and ultra-low sulfur fuel oil (ULSFO) fuels, but over 100 times lower (131) than the PM2.5 emissions on an older tanker auxiliary boiler tested on high sulfur heavy fuel oil (HFO). The PM composition was mostly organic carbon (98%) and about 2% elemental carbon (EC) for the auxiliary boiler emissions in this study. The equivalent black carbon (eBC) emissions were 0.0012±0.0004 g/kg-fuel and were about the same for a container vessel auxiliary boiler. eBC was not measured during the 2008 testing, but elemental carbon (EC) was. The EC emissions during the modern auxiliary boiler testing was 0.0006±0.0003 g/kg-fuel which was about 250 times lower than the EC emission reported for the older auxiliary boiler tested on high sulfur HFO.
DA - 2020/03//
PY - 2020
SP - 70
PB - University of California Riverside
UR - https://ww2.arb.ca.gov/sites/default/files/2020-08/UCR%20Tier2%20FuelSwitch_v04_FinalADA_0.pdf
LA - English
KW - Unspecified Feedstock
KW - Marine Gas Oil (MGO)
KW - Unspecified Pathway
KW - Engine Testing and Performance
KW - Lifecycle Assessment (LCA) and Air Emissions
KW - Ocean-going Vessels
ER -
Abstract
Introduction: More than ten years have passed since UCR measured the emissions from a large auxiliary boiler on a Suezmax tanker while it unloaded about one million barrels of crude. Modern vessels use newer auxiliary boiler designs, so it is of interest to measure their emissions and compare these emissions to previous studies to quantify the change in emissions over time. The Alfa Laval unit used in this testing is an Aalborg OL large capacity auxiliary boiler with a super heater, representative of a modern auxiliary boiler for tankers. The tests were performed on a Suezmax class vessel, which is the same as the previous vessel and still representative of tankers calling at the ports of California. Alfa Laval is a market share leader so data from this unit should provide an important perspective on the emissions from widely-used tanker auxiliary boilers with the latest technology advances. Further, ships operating within California waters now use low-sulfur distillate fuels so results from this test will show the combined effects of a modern auxiliary boiler design used in combination with cleaner California fuels. The test methods utilized International Organization for Standardization (ISO) 8178-4 sampling protocols. The auxiliary boiler was evaluated at one load representative of normal operation for the vessel (65% of maximum capacity). The emissions measured were regulated gaseous, speciated hydrocarbons C2-C12, aldehydes and ketones, metals, particulate matter mass less 2.5 um (PM2.5), and particulate matter (PM) composition which included elemental and organic carbon (EC and OC) PM. Other methods and practices, sampling dilution, and calculations such as dry to wet correction, followed ISO and Code of Federal Regulations (CFR) recommendations. The primary aim of this work is to study the in-use emissions from a modern tanker auxiliary boiler utilizing California approved marine gas oil (MGO) low sulfur fuel. The auxiliary boiler carbon dioxide (CO2) emissions were 3,171 g/kg-fuel which is similar to previous testing of a different modern auxiliary boiler on a container vessel (Johnson et al 2019). The close agreement suggests the relative measurements for CO2 concentration and exhaust flow were similar, indicating the results presented here are representative of a properly performed test. However, the nitrogen oxide (NOx) emissions averaged 3.00 ± 0.18, carbon monoxide (CO) 0.101 ± 0.001, and sulfur dioxide (SO2) 0.965 g/kg-fuel, which were lower than the previous testing The NOx emissions were slightly higher, within 50%, to previous testing of a modern container vessel auxiliary boiler tested on low sulfur MGO and ultra-low sulfur fuel oil (ULSFO) fuels (Johnson et al 2019), but over two times lower (2.2) than the emissions on an older tanker vessel auxiliary boiler tested on high sulfur HFO fuel. The PM2.5 emissions were 0.023 ± 0.004 g/kg-fuel and were slightly lower compared to previous testing of a different modern container vessel auxiliary boiler tested on low sulfur MGO and ultra-low sulfur fuel oil (ULSFO) fuels, but over 100 times lower (131) than the PM2.5 emissions on an older tanker auxiliary boiler tested on high sulfur heavy fuel oil (HFO). The PM composition was mostly organic carbon (98%) and about 2% elemental carbon (EC) for the auxiliary boiler emissions in this study. The equivalent black carbon (eBC) emissions were 0.0012±0.0004 g/kg-fuel and were about the same for a container vessel auxiliary boiler. eBC was not measured during the 2008 testing, but elemental carbon (EC) was. The EC emissions during the modern auxiliary boiler testing was 0.0006±0.0003 g/kg-fuel which was about 250 times lower than the EC emission reported for the older auxiliary boiler tested on high sulfur HFO.