Marine environment at risk due to ship emissions

Date:
June 13, 2023
Source:
Chalmers University of Technology
Summary:
Researchers used four different types of port environments
to investigate the levels of contaminants emitted from five
different sources. They found that the combined emissions of metals
and environmentally hazardous substances is putting the marine
environment at risk. Ninety per cent of the harmful emissions came
from ships fitted with scrubbers, whose purpose is to clean their
exhaust gases.


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FULL STORY ==========================================================================
In a recently published study from Chalmers University of Technology,
Sweden, the researchers used four different types of port environments
to investigate the levels of contaminants emitted from five different
sources. They found that the combined emissions of metals and
environmentally hazardous substances is putting the marine environment
at risk. Ninety per cent of the harmful emissions came from ships fitted
with scrubbers, whose purpose is to clean their exhaust gases.

The combined emissions of metals and other environmentally hazardous
substances from ships is putting the marine environment at risk according
to a new study from Chalmers University of Technology, Sweden. When the researchers calculated the contaminant load from these emissions into
the marine environment in four ports, it was found that water discharged
from ships' scrubbers, whose purpose is to clean their exhaust gases,
accounts for more than 90 per cent of the contaminants. "The results speak
for themselves. Stricter regulation of discharge water from scrubbers
is crucial to reduce the deterioration of the marine environment," says
Anna Lunde Hermansson, a doctoral student at the Department of Mechanics
and Maritime Sciences at Chalmers.

Traditionally, environmental risk assessments (ERA) of emissions from
shipping are based on one source at a time. For example, the ERA might
look at the risk from copper in antifouling paints. But as with all
industries, shipping is an activity where there are multiple sources
of emissions.

"A single ship is responsible for many different types of emissions. These include greywater and blackwater, meaning discharges from showers, toilets
and drains, antifouling paint, and scrubber discharge water. That is why
it's important to look at the cumulative environmental risk in ports,"
says Anna Lunde Hermansson who, with colleagues Ida-Maja Hassello"v and
Erik Ytreberg, is behind the new study that looked at emissions from
shipping from a cumulative perspective.

A scrubber can be described as a cleaning system for the exhaust gases
arising from the combustion of heavy fuel oil, which has been the
most common fuel used in ships since the 1970s. Seawater is pumped up
and sprayed over the exhaust gases to prevent emissions of airborne
sulphur reaching the air. Scrubbers mean that ships can comply with
the requirements introduced by the International Maritime Organization
(IMO) in 2020. The only problem is that the water not only takes up the
sulphur from the exhaust gases, leading to acidification of the scrubber
water, but also other contaminants such as heavy metals and toxic organic compounds. The contaminated scrubber water is then often pumped directly
into the sea.

Hundreds of cubic metres of contaminated water every hour "There is no
cleaning step in between -- so up to several hundred cubic metres of
heavily contaminated water can be pumped out every hour from a single
ship.

Although new guidelines for ERAs of scrubber discharges are in progress,
the ERAs still only assess one source of emissions at a time, which means
that the overall assessment of the environmental risk is inadequate,"
says Lunde Hermansson.

In this new study, the researchers at Chalmers looked at four different
types of port environments to determine contaminant concentrations from
five different sources. Actual data from Copenhagen and Gdynia were used
for two of the ports. They were selected due to high volumes of shipping traffic, and a substantial proportion of these ships having scrubbers.

The results showed that the cumulative risk levels in the ports were, respectively, five and thirteen times higher than the limit that
defines acceptable risk. Port descriptions used internationally in
ERAs were utilised for the other two port environments. One of these environments has characteristics typical of a Baltic Sea port, while
the other represents a European port with efficient water exchange due
to a large tidal range.

The researchers found that three out of the four port environments were
prone to unacceptable risks according to the assessment model used. They
also saw that it was emissions from antifouling paint and scrubber
discharge water that accounted for the highest levels of hazardous
substances in the marine environment and had the highest contribution to
the risk. More than 90 per cent of the environmentally hazardous metals
and PAHs (polycyclic aromatic hydrocarbons) came from scrubber discharge
water, while antifouling paints accounted for the biggest load of copper
and zinc.

Total load is what causes the damage "If you look at only one
emissions source, the risk level for environmental damage may be low or acceptable. But if you combine multiple individual emissions sources,
you get an unacceptable risk. The marine organisms that are exposed to contaminants and toxins don't care about where the contaminants come from,
it is the total load that causes the damage," says Lunde Hermansson.

The only port environment that showed an acceptable risk in the
researchers' ERA was the model with the highest water exchange per tidal period, meaning that a high volume of water is exchanged in the port as
the tide moves in and out.

"It's important to remember that the contaminated water doesn't just
disappear -- it is transported elsewhere. In the port environments
studied, there might be a kind of acceptance of environmental damage --
that in this particular environment we have decided that we will have
an industry and that it will result in pollution. However, when the contaminated water is washed out to sea, it can end up in pristine sea
areas and have even greater consequences. This is something we address in
our research. We look at the total load, how much is actually discharged
into the environment," says Lunde Hermansson.

Having scrubbers on a ship is not a requirement. They are installed and
used as an alternative to switching to a cleaner and more expensive fuels
that emit lower volumes of metals and PAHs. Scrubbers allow ships to
continue using the much cheaper and more polluting heavy fuel oil. Heavy
fuel oil is a residual product in the distillation of crude oil, and is
now used only in maritime transport.

Economical to install scrubbers Since the mid-2010s, the number of ships
with scrubbers installed has increased. In a study conducted in 2018,
it was found that there were 178 ships with scrubbers operating in the
Baltic Sea. Today, the researchers estimate that there is triple that
number. Globally, there are about 5,000 such ships, representing around
five per cent of the total fleet.

"But it's the large ships with high fuel consumption that install
scrubbers, because it is more economical for them to do so. So we
anticipate that they would account for somewhere around 30 per cent of
total fuel consumption in shipping," says Lunde Hermansson.

She points out that the use of heavy fuel oil as a ship fuel also
contradicts the commitments that the IMO has said it wants to make,
such as reducing greenhouse gas emissions from shipping by 50 per cent by
2050. The Swedish Agency for Marine and Water Management and the Swedish Transport Agency have submitted a proposal to the Swedish Government to prohibit the discharge of scrubber water into internal waters, that is,
waters that lie within the Swedish archipelago.

"It's a step in the right direction, but we would have liked to see
a stronger ban that extends across larger marine areas, while we
also understand the challenge for individual countries to regulate international shipping," says Erik Ytreberg, an associate professor at
the Department of Mechanics and Maritime Sciences at Chalmers.

How the risk assessment in the four ports was carried out The work to
assess the environmental risk in the ports was carried out following a bottom-up approach.

In Step 1 (at the bottom), the loads from various emission sources
from shipping were calculated. The volumes were estimated using STEAM,
a model that assesses emissions from ship traffic. The volumes were
combined with specific concentrations of the substances within each
emissions source to calculate the load of the different substances.

In Step 2, the daily load was used to estimate the resulting
concentrations in the environment, called PEC or predicted environmental concentration, using the MAMPEC model. The model calculates PEC for a
defined environment (in this case a port), using the properties of the substances (in this case of 9 metals and 16 polycyclic hydrocarbons)
and the daily load of the substances (from Step 1).

MAMPEC calculates PEC for one substance at a time at a constant load.

In Step 3, the results were then combined to enable the inclusion of
more substances as well as loads from different emissions sources simultaneously. To calculate the environmental risk, the PEC is
compared with the limit values that represent the concentration that
can be considered safe, in other words, where no negative effect on the
marine environment is found. This is also known as the PNEC (Predicted
No Effect Concentration). If the PEC is higher than the PNEC, it is said
that there is an unacceptable risk.

In Step 4, the risk characterisation ratios (RCRs) from multiple
substances were added together, which means you can calculate the
cumulative risk and present a more comprehensive environmental risk
assessment within an area.

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========================================================================== Story Source: Materials provided by
Chalmers_University_of_Technology. Note: Content may be edited for style
and length.


========================================================================== Journal Reference:
1. Anna Lunde Hermansson, Ida-Maja Hassello"v, Jukka-Pekka Jalkanen,
Erik
Ytreberg. Cumulative environmental risk assessment of metals
and polycyclic aromatic hydrocarbons from ship activities in
ports. Marine Pollution Bulletin, 2023; 189: 114805 DOI: 10.1016/
j.marpolbul.2023.114805 ==========================================================================

Link to news story: https://www.sciencedaily.com/releases/2023/06/230613110059.htm

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