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author = {Johnson, K and Frederickson, C},
title = {Measurement of Criteria Emissions from a Tier 1 Ocean Going Container Vessel},
institution = {University of California Riverside},
year = {2022},
month = {dec},
url = {https://ww2.arb.ca.gov/sites/default/files/2019-11/ogv%20test%20guidelines_ADA.pdf},
keywords = {Unspecified Feedstock, Heavy Fuel Oil (HFO), Marine Gas Oil (MGO), Unspecified Pathway, Engine Testing and Performance, Lifecycle Assessment (LCA) and Air Emissions, Ocean-going Vessels},
}
RIS
TI - Measurement of Criteria Emissions from a Tier 1 Ocean Going Container Vessel
AU - Johnson, K
AU - Frederickson, C
AB - The objective of this research is to perform emission measurements on a container OGV while operating on two fuels. One fuel is denoted as a high sulfur fuel (HSF) at less than 0.5% sulfur fuel, and the other fuel is denoted as a low sulfur fuel (LSF) at less than 0.1% sulfur. These fuels were switched while operating at a single vessel speed of 15 knots. In addition, the emissions were collected during a cold start and slow speed (6-7 knots, ~3% MCR) for the LSF as well as during transitions for the fuel switches. For this project, the sponsor will be using the data collected by CE-CERT to evaluate a Tier 1 container vessel emissions factors and will allow data in this report to be utilized for the evaluation of various in-stack air emissions sampling technologies and on-line fuel sulfur technologies available for OGVs. The test methods utilized the 25% load point (15 knot vessel speed) from the ISO 8178 E3 cycle to determine the emissions rate of gaseous and particulate pollutants for the ME. The emissions measured were regulated gaseous PM2.5 mass emissions and PM composition which included both elemental carbon PM and organic carbon PM. Other methods and practices, such as dry to wet correction and NOx humidity correction, followed ISO and CFR recommendations. Results, Tier 1 vessel emissions: The PM emissions were collected over an interval which averaged between 15- and 20-minutes. The ME PM2.5 emissions were highest for the cold start condition (1.25 g/kWhr) and the low load condition (0.89 g/kWhr). The PM2.5 emission varied from 0.4 g/kWhr to 0.26 g/kWhr for the hot stabilized 22% load condition. The HSF emissions were lower for elemental and organic carbon PM compared to the LSF but showed more sulfate mass due to the higher sulfur in the fuel. The total PM2.5 mass emission, however, were the same between the fuels. The CO2 emissions ranged from 698 g/kWhr to 704 g/kWhr. The CO2 emissions did not show a statistically significant change between the LSF and HSFs. The CO2 emission factor decreased slightly when the engine load was decreased from 22% load to 2.4% load. Lower CO2 emissions at lower loads is uncommon for compression ignition engines. It is suspected that some type of low load combustion technology was employed during the engine derating in 2015 to reduce fuel consumption at this low of a load. The derating was designed to improve the fuel economy of the vessel at low steaming operation as tested during this testing. The average NOx emissions at 22% load were about the same as the 25% load certification value but were about 50% higher than the certification standard for a Tier 1 engine (17 g/kWhr). The NOx emissions were similar for the cold start and hot running NOx emissions. The NOx emission at the low load (2.4% load and 6-7 knots) was also surprisingly low and showed a similar emission factor at the 22% load. Typically, NOx increases as load decreases for compression ignition engines. It is speculated that the improved engine efficiency also reduced the low load Nox emissions.
DA - 2022/12//
PY - 2022
SP - 76
PB - University of California Riverside
UR - https://ww2.arb.ca.gov/sites/default/files/2019-11/ogv%20test%20guidelines_ADA.pdf
LA - English
KW - Unspecified Feedstock
KW - Heavy Fuel Oil (HFO)
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
The objective of this research is to perform emission measurements on a container OGV while operating on two fuels. One fuel is denoted as a high sulfur fuel (HSF) at less than 0.5% sulfur fuel, and the other fuel is denoted as a low sulfur fuel (LSF) at less than 0.1% sulfur. These fuels were switched while operating at a single vessel speed of 15 knots. In addition, the emissions were collected during a cold start and slow speed (6-7 knots, ~3% MCR) for the LSF as well as during transitions for the fuel switches. For this project, the sponsor will be using the data collected by CE-CERT to evaluate a Tier 1 container vessel emissions factors and will allow data in this report to be utilized for the evaluation of various in-stack air emissions sampling technologies and on-line fuel sulfur technologies available for OGVs. The test methods utilized the 25% load point (15 knot vessel speed) from the ISO 8178 E3 cycle to determine the emissions rate of gaseous and particulate pollutants for the ME. The emissions measured were regulated gaseous PM2.5 mass emissions and PM composition which included both elemental carbon PM and organic carbon PM. Other methods and practices, such as dry to wet correction and NOx humidity correction, followed ISO and CFR recommendations. Results, Tier 1 vessel emissions: The PM emissions were collected over an interval which averaged between 15- and 20-minutes. The ME PM2.5 emissions were highest for the cold start condition (1.25 g/kWhr) and the low load condition (0.89 g/kWhr). The PM2.5 emission varied from 0.4 g/kWhr to 0.26 g/kWhr for the hot stabilized 22% load condition. The HSF emissions were lower for elemental and organic carbon PM compared to the LSF but showed more sulfate mass due to the higher sulfur in the fuel. The total PM2.5 mass emission, however, were the same between the fuels. The CO2 emissions ranged from 698 g/kWhr to 704 g/kWhr. The CO2 emissions did not show a statistically significant change between the LSF and HSFs. The CO2 emission factor decreased slightly when the engine load was decreased from 22% load to 2.4% load. Lower CO2 emissions at lower loads is uncommon for compression ignition engines. It is suspected that some type of low load combustion technology was employed during the engine derating in 2015 to reduce fuel consumption at this low of a load. The derating was designed to improve the fuel economy of the vessel at low steaming operation as tested during this testing. The average NOx emissions at 22% load were about the same as the 25% load certification value but were about 50% higher than the certification standard for a Tier 1 engine (17 g/kWhr). The NOx emissions were similar for the cold start and hot running NOx emissions. The NOx emission at the low load (2.4% load and 6-7 knots) was also surprisingly low and showed a similar emission factor at the 22% load. Typically, NOx increases as load decreases for compression ignition engines. It is speculated that the improved engine efficiency also reduced the low load Nox emissions.