Emission factors for gaseous and particulate pollutants from offshore diesel engine vessels in China
Emission factors for gaseous and particulate pollutants from offshore diesel engine vessels in China
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DOI：
10.5194/acp-16-6319-2016
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发表时间：
2015-09
影响因子：
6.3
通讯作者：
Fan Zhang;Yingjun Chen;C. Tian;D. Lou;Jun Li;Gan Zhang;V. Matthias
中科院分区：
文献类型：
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作者：
Fan Zhang;Yingjun Chen;C. Tian;D. Lou;Jun Li;Gan Zhang;V. Matthias
抽象的。船舶排放对大气环境和人类健康具有重大影响，特别是在沿海地区和港区。然而，随着我国船舶保有量庞大，港口、国际贸易和造船业快速发展，航运排放对环境的贡献仍需明确，尤其是基于测量数据。本研究测量了中国三艘不同柴油发动机驱动的近海船舶（350、600 和 1600 kW）废气中的气相污染物（一氧化碳、二氧化硫、氮氧化物、总挥发性有机化合物）和颗粒相污染物（颗粒物、有机碳、元素碳、硫酸盐、硝酸盐、氨、金属）。确定了各种运行模式的浓度、基于燃料和基于功率的排放因子以及发动机转速对排放的影响。低发动机功率船舶 (HH) 观察到的一氧化碳、氮氧化物、总挥发性有机化合物和颗粒物的浓度和排放因子高于两艘高发动机功率船舶（XYH 和 DFH）；例如，HH 的 NOx EF（排放因子）为 25.8 g kWh−1，而 DFH 和 XYH 为 7.14 和 6.97 g kWh−1；PM EF 为 2.09 g kWh−1，而 DFH 和 XYH 为 0.14 和 0.04 g kWh−1。低动力工程船（HH）中除二氧化硫外的所有污染物的平均排放因子均显着高于先前的研究（例如CO EF的30.2 g kg−1燃料与先前研究中的2.17至19.5 g kg−1燃料相比，NOx EF的115 g kg−1燃料与先前研究中的22.3至87 g kg−1燃料相比以及9.40 g kg−1） PM EF 燃料与先前研究中的 1.2 至 7.6 g kg−1 燃料相比），而对于两种较高发动机功率的船舶（DFH 和 XYH），大多数污染物的平均排放因子与先前研究的结果相当，发动机类型是差异的最重要影响因素之一。在不同的操作模式下，所有三艘船的排放因子均显着不同。颗粒物主要成分为有机碳和元素碳，微量存在水溶性离子和元素。中国的内河试验船和一些近海试验船的 CO、NOx 和 PM 的 EF 始终高于以前的研究。此外，由于发动机类型对航运排放的影响很大，并且无法在清单计算中使用准确的本地EF，因此仍然迫切需要更多针对中国不同船舶的测量数据。实际运行期间的最佳发动机转速应基于排放因子和经济成本。
Abstract. Shipping emissions have significant influence on atmospheric environment as well as human health, especially in coastal areas and the harbour districts. However, the contribution of shipping emissions on the environment in China still need to be clarified especially based on measurement data, with the large number ownership of vessels and the rapid developments of ports, international trade and shipbuilding industry. Pollutants in the gaseous phase (carbon monoxide, sulfur dioxide, nitrogen oxides, total volatile organic compounds) and particle phase (particulate matter, organic carbon, elemental carbon, sulfates, nitrate, ammonia, metals) in the exhaust from three different diesel-engine-powered offshore vessels in China (350, 600 and 1600 kW) were measured in this study. Concentrations, fuel-based and power-based emission factors for various operating modes as well as the impact of engine speed on emissions were determined. Observed concentrations and emission factors for carbon monoxide, nitrogen oxides, total volatile organic compounds, and particulate matter were higher for the low-engine-power vessel (HH) than for the two higher-engine-power vessels (XYH and DFH); for instance, HH had NOx EF (emission factor) of 25.8 g kWh−1 compared to 7.14 and 6.97 g kWh−1 of DFH, and XYH, and PM EF of 2.09 g kWh−1 compared to 0.14 and 0.04 g kWh−1 of DFH, and XYH. Average emission factors for all pollutants except sulfur dioxide in the low-engine-power engineering vessel (HH) were significantly higher than that of the previous studies (such as 30.2 g kg−1 fuel of CO EF compared to 2.17 to 19.5 g kg−1 fuel in previous studies, 115 g kg−1 fuel of NOx EF compared to 22.3 to 87 g kg−1 fuel in previous studies and 9.40 g kg−1 fuel of PM EF compared to 1.2 to 7.6 g kg−1 fuel in previous studies), while for the two higher-engine-power vessels (DFH and XYH), most of the average emission factors for pollutants were comparable to the results of the previous studies, engine type was one of the most important influence factors for the differences. Emission factors for all three vessels were significantly different during different operating modes. Organic carbon and elemental carbon were the main components of particulate matter, while water-soluble ions and elements were present in trace amounts. The test inland ships and some test offshore vessels in China always had higher EFs for CO, NOx, and PM than previous studies. Besides, due to the significant influence of engine type on shipping emissions and that no accurate local EFs could be used in inventory calculation, much more measurement data for different vessels in China are still in urgent need. Best-fit engine speeds during actual operation should be based on both emission factors and economic costs.