Schadstoffemissionen durch die Schifffahrt Messungen von Schiffsemissionen in der marinen Troposphäre - HNEE
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Schadstoffemissionen durch die Schifffahrt Mit Ergebnissen des Projektes Messungen von Schiffsemissionen in der marinen Troposphäre MeSmarT A joint project of the Institute of Environmental Physics, University of Bremen and the German Federal Maritime and Hydrograhic Agency
• Ein großes Containerschiff so schmutzig wie 5Millionen Autos • Die 15 größten Schiffe emittieren so viel Schwefel, wie alle PKWs weltweit
Übersicht • Warum sind Schiffsemissionen relevant? • Was sind die gesetzlichen Rahmenbedingungen? • Wie erfolgt die Überwachung? • Welchen Einfluss hat das auf die Luftqualität? • Wie sieht die Zukunft aus?
Why should we care about shipping emissions? What is emitted? Effects NO, NO2 (nitrogen toxic, ozone formation, oxides) eutrophication climate (regional, +Ozone, +RF) (global, -CH4, -RF) SO2 (sulphur dioxide) acidification climate (regional, cloud formation, -RF) PM (ultrafine toxic, carcinogen particles) climate (regional, clouds, -RF) soot, for soot –albedo (regional, +RF) (PAH etc), heavy metals CO2 (carbon dioxide) climate global, +RF
Sind Schiffsemissionen ein vernachlässigbares oder nur ein regionales Problem? Einige Fakten: • 10 bis 15% des Treibstoffverbrauchs im Transportsektor • 2,5% der globalen Treibhausgasemissionen • 15% der globalen NOx-Emissionen • 8% der globalen SO2-Emissionen • 20% der Schiffsemissionen in der Nähe von Küsten • In 2030 in der Europäischen Union NOx von Schiffen = NOx von allen anderen Quellen www.mesmart.de
Why should we care about shipping emissions? Disclaimer: The presented work has been performed within the framework of the Sentinel-5 Precursor Validation Team or Level 1/Level 2 Product Working Group activities. Results are based on preliminary (not fully calibrated/validated) Sentinel-5 Precursor data that are still subject to change. Acknowledgement: Sentinel-5 Precursor is a European Space Agency (ESA) mission implemented on behalf of the European Commission (EC). The TROPOMI payload is a joint development by ESA and the Netherlands Space Office (NSO). The Sentinel-5 Precursor ground-segment development has been funded by ESA and with national contributions from The Netherlands, Germany, and Belgium. © Andreas.Richter@iup.physik.uni-bremen.de
Why should we care about shipping emissions? Disclaimer: The presented work has been performed within the framework of the Sentinel-5 Precursor Validation Team or Level 1/Level 2 Product Working Group activities. Results are based on preliminary (not fully calibrated/validated) Sentinel-5 Precursor data that are still subject to change. Acknowledgement: Sentinel-5 Precursor is a European Space Agency (ESA) mission implemented on behalf of the European Commission (EC). The TROPOMI payload is a joint development by ESA and the Netherlands Space Office (NSO). The Sentinel-5 Precursor ground-segment development has been funded by ESA and with national contributions from The Netherlands, Germany, and Belgium. © Andreas.Richter@iup.physik.uni-bremen.de
Why should we care about shipping emissions? Disclaimer: The presented work has been performed within the framework of the Sentinel-5 Precursor Validation Team or Level 1/Level 2 Product Working Group activities. Results are based on preliminary (not fully calibrated/validated) Sentinel-5 Precursor data that are still subject to change. Acknowledgement: Sentinel-5 Precursor is a European Space Agency (ESA) mission implemented on behalf of the European Commission (EC). The TROPOMI payload is a joint development by ESA and the Netherlands Space Office (NSO). The Sentinel-5 Precursor ground-segment development has been funded by ESA and with national contributions from The Netherlands, Germany, and Belgium. © Andreas.Richter@iup.physik.uni-bremen.de
Satellite observations of changes in shipping • Pattern of shipping NO2 close to Somalia has changed in 2007 • Probably in an attempt to evade pirates www.mesmart.de
Why should we care about shipping emissions? Ship emissions Preliminary –total column with stratospheric AMF Disclaimer: The presented work has been performed within the framework of the Sentinel-5 Precursor Validation Team or Level 1/Level 2 Product Working Group activities. Results are based on preliminary (not fully calibrated/validated) Sentinel-5 Precursor data that are still subject to change. Acknowledgement: Sentinel-5 Precursor is a European Space Agency (ESA) mission implemented on behalf of the European Commission (EC). The TROPOMI payload is a joint development by ESA and the Netherlands Space Office (NSO). The Sentinel-5 Precursor ground-segment development has been funded by ESA and with national contributions from The Netherlands, Germany, and Belgium. © Andreas.Richter@iup.physik.uni-bremen.de
Observations of changes in shipping NO2 • Trade and cargo volume is increasing • NO2 over shipping regions shows similar trend • Economic crisis in 2008 created clear signature in both, trade de Ruyter de Wildt, M., H. Eskes, and K. F. Boersma (2012), The global volume and economic cycle and satellite-derived NO2 trends over shipping lanes, Geophys. Res.Lett., 39, L01802, doi:10.1029/2011GL049541. shipping NOx www.mesmart.de 16
Why should we care about shipping emissions? • Increase in shipping volume leads to increase in the amount of shipping emissions • Shipping emission can be transported hundreds of kilometers into the inland http://unctadstat.unctad.org Yearly ship traffic in the German Bight (www.wsd-nord.wsv.de)
Are there any regulations? Emission Control Areas (ECA) Weltweiter Schwefel- Grenzwert • 4,50 % bis 2012 • 3,50 % seit 2012 • 0,50 % ab 2020 ECA Schwefel- Grenzwert • 1,50 % bis Juli 2010 • 1,00 % ab Juli 2010 • 0,10% seit 2015 Vergleich: Schwefel im Dieselkraftstoff Für Quelle: EMSA Quelle: www.deutsche-flagge.de Pkw: 0,001%
Are there any regulations? Regulation of NOx emissions MARPOL (VI) Marine Environment Protection Committee (MEPC 58, October 2008) adopted the revised MARPOL Annex VI and the associated NOx Technical Code 2008, which entered into force on 1 July 2010. • “Tier I” emission limit for engines installed after 1/1/ 1990 but prior to 1/1/2000 (if an approved method for that engine has been certified by an Administration) • “Tier II” emission limit for engines installed after 1 January 2011 • "Tier III" emission limit for engines installed after 1 January 2016 operating in NECAs. • North/Baltic Sea NECA starting in 2021 • Euro 6 for cars: 60 to 80 mg/kWh trucks: 400 mg/kWh www.mesmart.de 19
Are there any regulations?
What about compliance monitoring? 21 AWI-IUP-Seminar SS 2018, September 10, 2018
What about compliance monitoring? Targeted monitoring • The challenge is to know the fuel (bunker oil) quality from as much ships as possible, only to find these ones which don’t comply to the current rules. • What, if each ship would just carry a flag, indicating the currently burned bunker oil quality? In this case we could just pick out the black sheep! The stack emission plume of each ship in operation carry this information. The only question is whether it is possible to read it and what is the best method to do. 22
MeSmarT Messsysteme A. Fernerkundung: Differentielle Optische AbsorptionsSpektroskopie von NO2 und SO2 B. In situ Messungen: NO, NO2, NOx, SO2, O3, CO2 in der Umgebungsluft NO2 Automatic Identification System In situ imaging-DOAS measurements (Multi-Axis-)MAX-DOAS onshore, onboard www.mesmart.de
What about compliance monitoring? Wedel (Hamburg) as a pilot station AWI-IUP-Seminar SS 2018, September 10, 2018
What about compliance monitoring? Set-up of the measurement station Wedel: Instrumentation: Measurement • SO2, CO2, NOx, O3 station (in-situ) • SO2, NO2 (MAX- Distance to DOAS and LP- passing ships: DOAS) 200-500 m • Meteorological instruments: (p, T, wind, precipitation) • AIS receiver for ship information
What about compliance monitoring? Method – estimation of FSCC 2016-06-30 • Identification with NO • Peak integration of CO2 and SO2 • Calculation of FSC: [%] = ∙ 0,232 Time [UTC] 1.09% ± 0,27% S m/m 26
What about compliance monitoring?
Compliance monitoring - Results from 2015 0,1 % 1% Monitoring compliance with sulfur content regulations of shipping fuel by in situ measurements of ship emissions L. Kattner, B. Mathieu-Üffing, J. P. Burrows, A. Richter, S. Schmolke, A. Seyler, and F. Wittrock http://www.atmos-chem-phys.net/15/10087/2015/acp-15-10087-2015.html 846 analyzed plumes of 589 analyzed plumes of 374 474 individual ships individual ships
Compliance monitoring - Results from 2015 1600 2015 1400 • 3497 analyzed 1200 Length of plumes of 1693 0,15 % 0,1 % ships in m individual ships Number of ships 1000 >300 250-300 • 69 plumes of 57 800 200-250 individual ships not 600 150-200 100-150 compliant 400 50-100 • 98 % plumes 200 0-50 compliant 0 Sulphur content in fuel [% m/m]
Compliance monitoring now • In close cooperation with BSH, a compliance monitoring system has been developed and will be extended to further stations along the German coast offshore platform or ship Kadettrinne Kiel/NOK Density map by marinetraffic.com Neuwerkl Glücksstadt Rostock/ Warnemünde Wedel existing existing station station Bremerhaven potential potential new new locations locations Neuwerk as former station
Compliance monitoring now • Installation of fast and sensitive trace gas monitors, AIS receiver and meteorological station at frequented shipping lanes (Sniffer method) • Automated analysis of plume measurement and ship allocation in near real-time (~1 • Reporting of suspicious ships to authorities for further inspection (E-Mail) • Remote measurement give inspectors “clear ground” to take fuel samples (((( )))) () AIS Operator SO2 NO particles CO2 NO2 @ E-Mail
Compliance monitoring now • Significant decrease of observed FSC since 2015 • Non-compliance rate < 1% for Wedel and Bremerhaven (except 2015) • Higher non-compliance rate in Kiel might be caused by difference in route section (ships often pass Kiel Canal but do not call a German port)
Compliance monitoring now NOx Emission factors from NOx/CO2 ratio (all sites all data: 2014 – 2019, n=29890) Conversion of TIER I-III TIER I TIER II TIER III • > 80% are limits from g/kWh to g/kg fuel compliant with with specific fuel oil consumption factor of TIER I 160-180 g/kWh and engine • Only 9% are rated speed 500-1500rpm compliant with TIER III • Shift to smaller EF is expected from 2021
Do regulations really change the air quality? Paper published in ACP 34
Do regulations really change the air quality? Optical Remote Sensing with DOAS http://www.iup.uni-bremen.de/doas/doas_tutorial.htm • DOAS: Differential Optical Absorption Spectroscopy • Based on Beer–Lambert law • Idea: Measure (straylight) spectra with different absorption characteristics Light Trace gas(es) Detector • Fit absorption cross sections of multiple source absorbers (e.g. NO2, SO2, O3, H2O, O4) simultaneously to measured optical thickness • Retrieved quantity: Slant column density (SCD) = Concentration of the absorber integrated the along light path 35
Do regulations really change the air quality? MAX-DOAS Neuwerk • Additional data: – Weather station – Wind (HPA) – AIS (Automatic Identific. System) • Two-channel MAX-DOAS (UV, Vis) • Viewing towards the main shipping lane • Several azimuthal viewing directions http://www.freie-tonne.de (16.07.2013) 36
Do regulations really change the air quality? • Combining MAX-DOAS, AIS (Automatic Identification System) and wind data • Emission peaks clearly visible • Most peaks can be allocated to single ships • High sensitivity to background air 37
Do regulations really change the air quality? Vorteil der MAX-DOAS-Methode • Vertikalprofile: Höhenverteilung der Plume • Azimuthales scannen ermöglicht Untersuchungen der Horizontalbewegung • Unabhängig von der Windrichtung:
Do regulations really change the air quality? Klassifizierung: Blauer Sektor: Wind von der offenen See, nur Schiffsemissionen Grüner Sektor: hauptächlich landbasierte Emissionen (Industrie, Straßenverkehr, …) Gelber Sektor: Mix aller Quellen 39
Do regulations really change the air quality? Since 2015, the relative contribution of shipping to SO2 decreased to 14% 40
Do regulations really change the air quality? Vergleich Beiträge Schiffe vs. Land Beiträge zum Gesamt-NO2 bzw. SO2 Volumenmischungsverhältnis: NO2 gesamter Zeitraum auffallend ähnlich! SO2 2013-2014 1% Schwefel Mittleres SO2 VMR sinkt von 0.35 auf 0.13 ppb Anteil daran, der sicher Schiffen zugeordnet SO2 werden kann: sinkt von seit 2015 0.1% Schwefel 0.072 ppb auf 0.009 ppb Faktor 8 weniger SO2 41
Zusammenfassung • Schifffahrt ist ein weiterhin stark wachsender Industriezweig, der aufgrund seiner Emissionen einer stärkeren Regulierung bedarf • Der Beitrag der Schifffahrt zum Schadstoffausstoß ist signifikant, aber nur in Extremfällen dominierend gegenüber anderen Quellen • Erste gesetzliche Rahmenbedingungen zur Reduzierung des Schwefelgehalts sind in Nord- und Ostsee erfolgreich umgesetzt worden • In situ aber auch Fernerkundungssysteme können und werden zur Überwachung gesetzlicher Regelungen genutzt – und führen offensichtlich auch zu deren Einhaltung • Optische Fernerkundungs-Messungen in der Deutschen Bucht zeigen eine signifikante Reduzierung der Schwefelbelastung in der Deutschen Bucht seit Januar 2015 -> ähnliche Ergebnisse zukünftig für Stickoxide? MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
Ausblick • Was macht die Schifffahrtsindustrie in Bezug auf Schadstoff- und Treibhausgasemissionen respektive muss sie machen? • Schwefelemissionen: Verwendung von schwefelarmen Treibstoff und oder Filtertechniken • Stickoxid- und Partikelemissionen: Bessere Motorentechnik, Katalysatoren/Filter, Verwendung von LNG • Selbstverpflichtung im Rahmen internationaler Klimaabkommen: Reduktion der CO2-Emissionen bis 2050 um 50% im Vergleich zu 2008 MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
Ausblick Wie kann dieses Ziel erreicht werden? • Reduktion der Geschwindigkeit – 17-34% • Technische Verbesserungen an Schiffsrumpf und Antrieb: bis ~10% • Verbesserte Routenführung: bis ~5% • Problem: Techniken zur Schadstoffreduktion kosten zum Teil Energie • Umstellung auf LNG: signifikante Verbesserung hinsichtlich Schadstoffemissionen, aber nur 8-9% Verbesserung hinsichtlich der CO2-Emissionen!! MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
Ausblick Zwingend Notwendig: • Alternative Antriebsformen, z.B. Wind, Nuklear (bitte nicht) • Alternative Treibstoffe MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
Antrieb der Zukunft in der Schifffahrt: Mein Tipp: Brennstoffzellen mit Biomethanol/Ammoniak … MeSmarT – Measurements of Shipping Emissions in the marine Troposphere
Danke für Ihre Aufmerksamkeit! 50
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