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The regulation of ship emissions has become more restrictive due to their significant impact on global air quality, particularly in coastal regions. According to the International Maritime Organization (IMO) regulations, current restrictions mainly limit the sulfur content of the fuel mass to 0.5 % and 0.1 % respectively. In compliance with these regulations, exhaust SO2 cleaning systems (scrubbers) and new low-sulfur fuels are increasingly used. For comprehensive monitoring of ship emissions, advanced measurement techniques are demanded. Our study reports on the results of a land-based field campaign conducted in the port of Rostock, Germany. The chosen location strategically positions the measurement setup to capture all incoming and outgoing ships passing within a distance of up to 2 km. Potential ship exhaust plumes are indicated by rapid changes in particle number and size distribution monitored by an optical particle sizer (OPS) and a scanning mobility particle sizer (SMPS). Additionally, single-particle mass spectrometry (SPMS) was used to qualitatively characterize ambient single-particles (0.2–2.5 μm) by their chemical signatures. In a one-week time span, the exhaust plumes of 73 ships were identified. The high sensitivity of SPMS to transition metals and polycyclic aromatic hydrocarbons (PAH) in individual particles make it possible to distinguish between different marine fuels.

The International Maritime Organization proposes several strategies to eliminate the adverse effects of ship emissions. The most important is finding alternative fuels, such as hydrogen. The current paper aims to compare diesel and renewable hydrogen-powered ships using Life Cycle Assessment (LCA) and Life Cycle Cost Assessment (LCCA). As a case study, three different ships sailing in the Red Sea area are investigated. The environmental outcomes are presented in terms of global warming potential (GWP), photochemical potential, eutrophication potential, particulate matter and acidification potential. Producing hydrogen fuel onboard ships will increase the total carbon footprint by 10%–28% higher than the currently used diesel fuels. Economically, the cost-effective target will be achieved at the cost of hydrogen production by electrolysis below 5.15$/kg. [ABSTRACT FROM AUTHOR]

Maritime transport contributes to stimulating the development of civilisation. According to the European Environment Agency, around 1/4 of the total CO2 emissions in the EU in 2019 came from the transport sector, of which 71.7% were from road transport. The share of CO2 emissions from maritime transport is estimated to be about 3% of the world's. In terms of energy demand for moving a specific load over a specific distance, it is currently the cheapest form of transport. The International Maritime Organization's activities aim to reduce the environmental impact of this form of transport. The article discusses the expected effects of the regulations introduced until 2023. Regulations have a significant impact on the increase in transport costs. There may be far-reaching changes in the shipping market that have an indirect (rather unintended) effect due to the introduced regulations. "Side effects" can be very severe, especially for shipowners with a small number of ships. The article attempts to draw attention to such threats. [ABSTRACT FROM AUTHOR]

With stricter IMO regulations on CO2 taking effect in 2023 and ambitious goals to reduce carbon intensity by 2030, the maritime industry is scrambling to clean up its act. Conventional methods and equipment are now being reevaluated, upgraded or completely replaced. The difference between a short-term fix and a long-term sustainable option is how flexible vessels will be to use new energy sources or technology as they become viable. The review discusses the recent literature on renewable energy sources, technical and operational strategies for new and existing ships, technology maturity, and alternative fuels. It is found that the IMO's targets can be met by combining two or three technologies, or via a radical technology shift which can provide innovative, high-efficiency solutions from an environmental and economic standpoint. It has also been noted that policies and enforcement are essential management instruments for mitigating the unfavourable environmental effects of marine transportation and directing the maritime industry toward sustainability on a regional, national, and international scale. [ABSTRACT FROM AUTHOR]

Sulphur Emission Control Areas (SECAs), mandated by the International Maritime Organization (IMO), regulate fuel sulphur content (FSC) to mitigate the environmental and health impact of shipping emissions in coastal areas. Currently, FSC is limited to 0.1% (w/w) within and 0.5% (w/w) outside SECAs, with exceptions for ships employing wet sulphur scrubbers. These scrubbers enable vessels using non-compliant fuels such as high-sulphur heavy fuel oils (HFOs) to enter SECAs. However, while sulphur reduction via scrubbers is effective, their efficiency in capturing other potentially harmful gases remains uncertain. Moreover, emerging compliant fuels like highly aromatic fuels or low-sulphur blends lack characterisation and may pose risks. Over three years, we assessed emissions from an experimental marine engine at 25% and 75% load, representative of manoeuvring and cruising, respectively. First, characterizing emissions from five different compliant and non-compliant fuels (marine gas oil MGO, hydro-treated vegetable oil HVO, high-, low- and ultra-low sulphur HFOs), we calculated emission factors (EF). Then, the wet scrubber gas-phase capture efficiency was measured using compliant and non-compliant HFOs. NO x EF varied among fuels (5200–19700 mg/kWh), with limited scrubber reduction. CO (EF 750–13700 mg/kWh) and hydrocarbons (HC; EF 122–1851 mg/kWh) showed also insufficient abatement. Carcinogenic benzene was notably higher at 25% load and about an order of magnitude higher with HFOs compared to MGO and HVO, with no observed scrubber reduction. In contrast, carbonyls such as carcinogenic formaldehyde and acetaldehyde, acting as ozone precursors, were effectively scrubbed due to their polarity and water solubility. The ozone formation potential (OFP) of all fuels was examined. Significant EF differences between fuels and engine loads were observed, with the wet scrubber providing limited or no reduction of gaseous emissions. We suggest enhanced regulations and emission abatements in the marine sector to mitigate gaseous pollutants harmful to human health and the environment. [Display omitted] • Ship engine gaseous emissions vary widely with fuel type and engine load. • Wet sulphur scrubbers are ineffective in reducing especially water-insoluble gases. • SECA-compliant fuels generally emit less than non-compliant fuels with scrubbers. • Wet scrubbers effectively reduce carbonyls acting as ozone precursors. • Further legislation is required to address non-SO 2 gaseous pollutants. [ABSTRACT FROM AUTHOR]

The International Maritime Organization (IMO) announced that maritime transport share by 2.89% in global greenhouse gases. Electric propulsion system appears as a promising option for reducing ship emissions, especially for high-powered vessels. The aim of the current paper is to investigate the environmental and economic impact of using electric propulsion systems. Simple eco-environmental model was presented to assess the best propulsion system for passenger ships. A comparison between diesel electric (DE) and combined gas turbine electric and steam (COGES) propulsion systems is conducted. As a case study, one of the cruise ships is selected. The results showed specific environmental benefits of COGES over DE propulsion option. From the design and operational viewpoints, COGES propulsion system is more energy efficient than DE by 9.3% and 27.55%, respectively. Economically, the values of the life cycle costs are 5,013 and 6,042 $/kW for DE and COGES systems, respectively. Finally, COGES seems as a greener option with a life-cycle cost-effectiveness of 612, 1970, and 6 $/ton for NOx, SOx, and CO2 emissions, respectively. [ABSTRACT FROM AUTHOR]

Shipping is a significant contributor to global greenhouse gas (GHG) and air pollutant emissions. These emissions mainly come from using diesel fuel for power generation. In this paper, the natural gas is proposed as an alternative marine fuel to be used instead of conventional marine diesel oil. Numerical analysis of environmental and economic benefits of the natural gas-diesel dual-fuel engine is carried out. As a case study, a container ship of class A7 owned by Hapag-Lloyd has been investigated. The results show that the proposed dual-fuel engine achieves environmental benefits for reducing carbon dioxide (CO2), nitrogen oxides (NOx), sulfur oxides (SOx), particulate matter (PM), and carbon monoxide (CO) emissions by 20.1%, 85.5%, 98%, 99%, and 55.7% with cost effectiveness of 109, 840, 9864, 27761, and 4307 US$/ton, respectively. The results show that the conversion process to the dual-fuel engine will comply with the current and future IMO regulations regarding air pollutant emissions. On the other hand, using the proposed dual-fuel engine on the container ship will improve the ship energy efficiency index by 29.6 % with annual fuel cost saving of 4.77 million US dollars. [ABSTRACT FROM AUTHOR]

The international maritime organization (IMO) has introduced several legislations to optimize the use of energy generated from machinery onboard ships to reduce the emitted exhaust gas emissions. The aim of the current paper is to study the effect of using emission reduction strategies for container ships with emphasis on the improved Energy Efficiency Design Index (EEDI) from environmental and economic points of view. As a case study, A19 and A7 class container ships are investigated. Three different options are considered including natural gas, treatment equipment, and ship speed reduction. The lowest annual emission rates per transported cargo are achieved by A19. These rates are 18.9, 0.93, and 1.8 kg/TEU for NOx, SOx, and CO2 emissions, respectively. In order to improve the EEDI value for the A7, the ship speed should be reduced by 22.5%. This will comply with the three phases of IMO requirements by reducing CO2 emissions with cost-effectiveness of 52.54 $/ton CO2. On the other hand, using the installed dual-fuel engine infrastructure onboard A19 container ship will improve the energy efficiency by 10.13% with annual fuel saving of 23.73 million dollars. [ABSTRACT FROM AUTHOR]

• Newly implemented IMO regulations require a significant reduction of ship emissions. • Ship emission studies related to switching to low-sulphur fuels are thoroughly reviewed. • Refinery processes to produce low-sulphur fuels require extra energy consumption. • Scope for new regulations to be added to reduce particle number and methane slip. • Future marine fuel mix needs to be involved to meet fuel regulations and emission reduction. This study presents an overview of the context and global impacts of recent International Maritime Organization (IMO) regulations on the marine fuel oil refining industry, future marine fuel mix and ship emissions. IMO limited marine fuel sulphur content in both Sulphur Emission Control Areas (SECAs) and Nitrogen Oxide Emission Control Areas (NECAs) to 0.1% (wt. %) by 2015, and to 0.5% globally by 2020. It is anticipated that the newly implemented IMO regulations will help to mitigate negative impact of ship emissions on public health and environment. IMO regulations require significant changes to refineries to increase the production of low sulphur fuels through a shift to distillates, use of novel deep desulphurization techniques, or fuel blending. Changes to the refinery processes can bring forth increases in greenhouse gas emissions and high capital investments. Alternative fuels will need to meet the required reduction of air pollutants and greenhouse gas emissions in coastal areas. Alternative marine fuels consisting of liquefied nature gas (LNG) and biofuel may be suitable fuels to meet both targets. These two fuels are predicted to account for 50% of shipping energy demand by 2050, while the remainder will still be supplied by conventional heavy fuel oil (HFO)/marine gas oil (MGO). Switching to low sulphur fuels as a results of the new IMO regulations has led to measureable reductions in ship emissions generally. This fuel switching also resulted in changes in engine emission characteristics, especially on particulate matter chemical composition. [ABSTRACT FROM AUTHOR]

Searching for a new eco-friendly marine fuel has become necessary to eliminate the adverse effects arising from ships' emissions. The current paper investigates using blue/green ammonia as a marine alternative fuel from environmental and economic points of view. A new RO/RO vessel under construction is investigated as a case study. Three propulsion systems are considered: heavy fuel diesel engine, blue/green ammonia diesel engine and blue/green solid oxide fuel cell (SOFC). Environmentally, SOFC green ammonia-fueled ship is the best selection with NO x and greenhouse gas (GHG) emissions' reduction of 93.4% and 92% compared with the traditional propulsion system. Economically, SOFC blue ammonia-fueled ship will be the best selection with total ship saving cost of 5.71% and annual levelized cost of energy 0.19 $/kWh. Finally, SOFC green ammonia-fueled ship proposes to be eco-friendly with cost effectiveness of 172.92 $/ton-emissions as a step forward to achieve IMO 2030 strategy. [ABSTRACT FROM AUTHOR]

The 2012 guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, MEPC.212(63), as updated by MEPC 245(66) in April 2014, represent a major step forward in implementing energy efficiency regulations for ships through the introduction of the EEDI limits for various types of ships. There are, however, serious concerns regarding the sufficiency of propulsion power and steering devices to maintain maneuverability of ships in adverse conditions, hence regarding the safety of ships, if the EEDI requirements are achieved by simply reducing the installed engine power. This was the rationale for a new EU funded research project with the acronym SHOPERA (2013-2016), aiming at developing suitable methods, tools and guidelines to effectively address the above concerns. The paper discusses the background of the ongoing research in project SHOPERA, presents early and intermediate results of the project and discusses certain fundamental issues regarding the formulation of proper criteria and practical assessment procedure for ship's maneuverability and safety under adverse conditions. [ABSTRACT FROM AUTHOR]

This study presents a probabilistic analysis for conventional diesel-fuelled engines, LNG-fuelled engines or dual-fuelled (LNG and diesel) engines to establish which is more optimal for container shipping within emission controlled areas. Variables investigated include uncertainty over future NO x and EE regulations, downtime due to engine failure, limitations to LNG bunkering and fuel prices. Decision analysis given perfect information and risk analysis were used to generate varying scenarios to understand how the optimal decision was affected. The optimal decision for a risk neutral decision maker is to invest in a diesel fuelled engine. With perfect information over future NO x regulations, the optimal decision changes to that of purchasing a LNG-fuelled engine. The model also highlights the importance of risk tolerance to the decision problem. On the whole, the more risk averse decision makers are, the likelier they would consider LNG as an alternative fuel source. [ABSTRACT FROM AUTHOR]

Abstract: The paper describes the feasibility of ballast water detection with SeaWiFS-derived diffuse attenuation coefficients and the corresponding number of in situ plankton cell density along the ship’s routes. Onboard sampling of the ballast water have been carried out by the LNG carrier of 110,000 gross tons during the six cruises between Japan and Qatar from May 2002 to July 2003. SeaWiFS images of the ballast water exchange areas along the ship’s route were acquired and processed by using SeaDAS. Based on the plankton analysis of the sampled ballast water, phytoplankton and zooplankton species were identified and their numbers of cell were counted for each ballast water exchange. It is found out that the observed cell density is highly correlated with the corresponding SeaWiFS-derived diffuse attenuation coefficient at 490nm (K(490)). By using this correlation the criterion of 10 cells/ml imposed by IMO regulations corresponds to 0.24m−1 of K(490). It is expected that this value of K(490) will be the criterion of future satellite-based ballast water quality standard. [Copyright &y& Elsevier]

The probabilistic distribution of the vertical extent of collision damage is an important and somewhat controversial component of the proposed IMO harmonized damage stability regulations for cargo and passenger ships. The only pre-existing vertical distribution, currently used in the international cargo ship regulations, was based on a very simplified presumption of bow heights. This paper investigates the development of this damage extent distribution based on three independent methodologies; actual casualty measurements, world fleet bow height statistics, and collision simulation modeling. The results from the three methods are compared, and a proposed distribution for the new harmonized regulations is presented. [Copyright &y& Elsevier]

Emissions from ships at berth are small compared to the total ship emissions; however, they are one of the main contributors to pollutants in the air of densely-populated areas, consequently heavily affecting public health. This is due to auxiliary marine engines being used to generate electric power and steam for heating and providing services. The present study has been conducted on an engine representative of a marine auxiliary, which was a heavy duty, six-cylinder, turbocharged and after-cooled engine with a high pressure common rail injection system. Engine performance and emission characterisations during cold start are the focus of this paper, since cold start is significantly influential. Three tested fuels were used, including the reference diesel and two IMO (International Maritime Organization) compliant spiked fuels. The research engine was operated at a constant speed and 25% load condition after 12 h cooled soak. Results show that during cold start, significant heat generated from combustion is used to heat the engine block, coolant and lubricant. During the first minute, compared to the second minute, emissions of particle number (PN), carbon monoxide (CO), particulate matter (PM), and nitrogen oxides (NO x ) were approximately 10, 4, 2 and 1.5 times higher, respectively. The engine control unit (ECU) plays a vital role in reducing engine emissions by changing the engine injection strategy based on the engine coolant temperature. IMO-compliant fuels, which were higher viscosity fuels associated with high sulphur content, resulted in an engine emission increase during cold start. It should be taken into account that auxiliary marine diesel engines, working at partial load conditions during cold start, contribute considerably to emissions in coastal areas. It demonstrates a need to implement practical measures, such as engine pre-heating, to obtain both environmental and public health advantages in coastal areas., (Copyright © 2019 Elsevier Ltd. All rights reserved.)