Update on emissions and environmental impacts from the international fleet of ships: the contribution from major ship types and ports
Update on emissions and environmental impacts from the international fleet of ships: the contribution from major ship types and ports
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DOI：
10.5194/acp-9-2171-2009
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发表时间：
2009-01-01
影响因子：
6.3
通讯作者：
Isaksen, I. S. A.
中科院分区：
文献类型：
--
作者：
Dalsoren, S. B.;Eide, M. S.;Isaksen, I. S. A.
可靠和最新的船舶排放清单对于大气科学家量化航运的影响以及政策制定者实施减排条例和奖励措施至关重要。本研究中的排放建模考虑了15种船型和7种尺寸类别的船型和尺寸相关输入数据。超过32 000艘商船的全球港口抵港和离港数据被用于建立船舶部门的运营概况。2004年模拟的总燃料消耗量为2.17亿吨，其中11亿吨用于港口作业。这与国际销售统计数据一致。模拟的燃料消耗被应用于开发全球排放清单，包括CO2，NO2，SO2，CO，CH4，VOC（挥发性有机化合物），N2O，BC（黑碳）和OC（有机碳）。海上和港口船舶的全球排放量按地理分布，采用了涵盖约200万次全球船舶观测和32，000艘船舶的全球港口数据的扩展地理数据集。除了世界船队的清单外，还使用船舶类型特定排放模型和交通分布分别编制了三种主要船舶类型的清单。全球化学品运输模型（CTM）用于计算排放的环境影响。我们发现，船舶排放是一个占主导地位的贡献者在世界大部分海洋表面浓度的NO2和SO2。在一些沿海地区，这种贡献也很大。就地表臭氧而言，海洋上空的贡献率很高，但北美西部（贡献率为15 - 25%）和西欧（5 - 15%）显然也很重要。对对流层臭氧柱的贡献可达5 - 6%。由于氮氧化物排放量高，船舶排放对全球甲烷寿命的总体影响很大。关于酸化，我们发现，船舶贡献了11%的硝酸盐湿沉降和4.5%的硫湿沉降全球。在某些沿海地区，贡献可能在15 - 50%之间。总体而言，我们发现船舶排放对北美西部、斯堪的纳维亚、西欧、北非西部和马来西亚/印度尼西亚的酸性沉降和表面臭氧有很大的影响。对大多数这些区域来说，集装箱运输是船舶类型的最大排放源，其影响最大。太平洋地区以及亚洲和北美之间的相关集装箱贸易路线尤其如此。然而，在上述影响区域中，散货船和油罐船的贡献也很大。虽然低纬度地区的总船舶影响较低，但在低纬度地区以及墨西哥湾和中东附近，油罐船的贡献相当大。与其他船型相比，散货船在大洋洲的特点是影响大。在斯堪的纳维亚和西北欧，船舶影响的主要区域之一，三种最大的船舶类型的相对贡献较小。这一区域的影响可能主要是靠海岸作业的较小船只。对于港口的排放，对NO2和SO2的影响似乎是重要的。对于大多数港口，这两个分量的贡献在0.5 - 5%之间，少数港口超过10%。此外，该研究还显示了减排可以最有效地减少不同船舶类型的影响。
A reliable and up-to-date ship emission inventory is essential for atmospheric scientists quantifying the impact of shipping and for policy makers implementing regulations and incentives for emission reduction. The emission modelling in this study takes into account ship type and size dependent input data for 15 ship types and 7 size categories. Global port arrival and departure data for more than 32 000 merchant ships are used to establish operational profiles for the ship segments. The modelled total fuel consumption amounts to 217 Mt in 2004 of which 11 Mt is consumed in in-port operations. This is in agreement with international sales statistics. The modelled fuel consumption is applied to develop global emission inventories for CO2, NO2, SO2, CO, CH4, VOC (Volatile Organic Compounds), N2O, BC (Black Carbon) and OC (Organic Carbon). The global emissions from ships at sea and in ports are distributed geographically, applying extended geographical data sets covering about 2 million global ship observations and global port data for 32 000 ships. In addition to inventories for the world fleet, inventories are produced separately for the three dominating ship types, using ship type specific emission modelling and traffic distributions.A global Chemical Transport Model (CTM) was used to calculate the environmental impacts of the emissions. We find that ship emissions is a dominant contributor over much of the world oceans to surface concentrations of NO2 and SO2. The contribution is also large over some coastal zones. For surface ozone the contribution is high over the oceans but clearly also of importance over Western North America (contribution 15-25%) and Western Europe (5-15%). The contribution to tropospheric column ozone is up to 5-6%. The overall impact of ship emissions on global methane lifetime is large due to the high NOx emissions. With regard to acidification we find that ships contribute 11% to nitrate wet deposition and 4.5% to sulphur wet deposition globally. In certain coastal regions the contributions may be in the range 15-50%.In general we find that ship emissions have a large impact on acidic deposition and surface ozone in Western North America, Scandinavia, Western Europe, western North Africa and Malaysia/Indonesia. For most of these regions container traffic, the largest emitter by ship type, has the largest impact. This is the case especially for the Pacific and the related container trade routes between Asia and North America. However, the contributions from bulk ships and tank vessels are also significant in the above mentioned impact regions. Though the total ship impact at low latitudes is lower, the tank vessels have a quite large contribution at low latitudes and near the Gulf of Mexico and Middle East. The bulk ships are characterized by large impact in Oceania compared to other ship types. In Scandinavia and north-Western Europe, one of the major ship impact regions, the three largest ship types have rather small relative contributions. The impact in this region is probably dominated by smaller ships operating closer to the coast. For emissions in ports impacts on NO2 and SO2 seem to be of significance. For most ports the contribution to the two components is in the range 0.5-5%, for a few ports it exceeds 10%.The approach presented provides an improvement in characterizing fleet operational patterns, and thereby ship emissions and impacts. Furthermore, the study shows where emission reductions can be applied to most effectively minimize the impacts by different ship types.