32 Modeling of Leisure Craft Emissions
209
32.3 Conclusion
The annual total fuel consumption of the Baltic Sea fleet is around 61,000 tons which
is about 1.3% of the fuel consumed (and CO 2 emitted) by the Baltic Sea commercial
shipping fleet. Figure 32.1 describes the geographical distribution of small boat fuel
consumption, which is mostly concentrated along the coasts, but archipelago areas
are also visible, because these are popular boating areas.
However, boats are already a more significant source of hydrocarbons than the
commercial shipping fleet; the HC emissions from leisure craft in July are 6.5 times
those of the large ships. Also, emissions of CO from boats during July are 2.5 times
the corresponding amount from large ships. This work provides a rough estimate
of the contribution of small boats to waterborne traffic emissions. The results are
prone to large uncertainties concerning boat activities, but these can be reduced with
further work. Our approach to small boat emission modeling is applicable to other
areas, but care must be taken to adjust the activity totals and temporal distribution to
fit local conditions.
One question from Kaarle Kupiainen was received after this talk in ITM2018.
“Does the PM estimate consider the influence of lubrication oil on emissions for
especially the older gasoline two-stroke motors?”
Our response: The approach presented in this paper is not sophisticated enough to
incorporate the PM emissions from lubrication oil. In principle, if emission factor
measurements for small boat engines were conducted with enough detail, this could
be determined by following typical chemical markers arising from lubrication oil.
Currently, however, this is not done.
Acknowledgements This work resulted from the BONUS SHEBA project and it was supported by
BONUS (Art 185), funded jointly by the EU, the Academy of Finland, Swedish Agency for Marine
and Water Management, Swedish Environmental Protection Agency, FORMAS, Forschungcentrum
Jülich, ICES and the Estonian Science Foundation. We are grateful to the Helcom member states
for allowing the use of HELCOM AIS data in this research.
References
1. J.P. Jalkanen, A. Brink, J. Kalli, H. Pettersson, J. Kukkonen, T. Stipa, A modelling system for
the exhaust emissions of marine traffic and its application in the Baltic Sea area. Atmos. Chem.
Phys. 9, 9209–9223 (2009)
2. J.P. Jalkanen, L. Johansson, J. Kukkonen, A. Brink, J. Kalli, T. Stipa, Extension of an assessment
model of ship traffic exhaust emissions for particulate matter and carbon monoxide. Atmos.
Chem. Phys. 12, 2641–2659 (2012)
3. L. Johansson, J.P. Jalkanen, J. Kalli, J. Kukkonen, The evolution of shipping emissions and the
costs of regulation changes in the northern EU area. Atmos. Chem. Phys. 13, 11375–11389
(2013)
209
32.3 Conclusion
The annual total fuel consumption of the Baltic Sea fleet is around 61,000 tons which
is about 1.3% of the fuel consumed (and CO 2 emitted) by the Baltic Sea commercial
shipping fleet. Figure 32.1 describes the geographical distribution of small boat fuel
consumption, which is mostly concentrated along the coasts, but archipelago areas
are also visible, because these are popular boating areas.
However, boats are already a more significant source of hydrocarbons than the
commercial shipping fleet; the HC emissions from leisure craft in July are 6.5 times
those of the large ships. Also, emissions of CO from boats during July are 2.5 times
the corresponding amount from large ships. This work provides a rough estimate
of the contribution of small boats to waterborne traffic emissions. The results are
prone to large uncertainties concerning boat activities, but these can be reduced with
further work. Our approach to small boat emission modeling is applicable to other
areas, but care must be taken to adjust the activity totals and temporal distribution to
fit local conditions.
One question from Kaarle Kupiainen was received after this talk in ITM2018.
“Does the PM estimate consider the influence of lubrication oil on emissions for
especially the older gasoline two-stroke motors?”
Our response: The approach presented in this paper is not sophisticated enough to
incorporate the PM emissions from lubrication oil. In principle, if emission factor
measurements for small boat engines were conducted with enough detail, this could
be determined by following typical chemical markers arising from lubrication oil.
Currently, however, this is not done.
Acknowledgements This work resulted from the BONUS SHEBA project and it was supported by
BONUS (Art 185), funded jointly by the EU, the Academy of Finland, Swedish Agency for Marine
and Water Management, Swedish Environmental Protection Agency, FORMAS, Forschungcentrum
Jülich, ICES and the Estonian Science Foundation. We are grateful to the Helcom member states
for allowing the use of HELCOM AIS data in this research.
References
1. J.P. Jalkanen, A. Brink, J. Kalli, H. Pettersson, J. Kukkonen, T. Stipa, A modelling system for
the exhaust emissions of marine traffic and its application in the Baltic Sea area. Atmos. Chem.
Phys. 9, 9209–9223 (2009)
2. J.P. Jalkanen, L. Johansson, J. Kukkonen, A. Brink, J. Kalli, T. Stipa, Extension of an assessment
model of ship traffic exhaust emissions for particulate matter and carbon monoxide. Atmos.
Chem. Phys. 12, 2641–2659 (2012)
3. L. Johansson, J.P. Jalkanen, J. Kalli, J. Kukkonen, The evolution of shipping emissions and the
costs of regulation changes in the northern EU area. Atmos. Chem. Phys. 13, 11375–11389
(2013)