Supporting Information

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1 Supporting Information Spatial and seasonal dynamics of ship emissions over the Yangtze River Delta and East China Sea and their potential environmental influence Qianzhu Fan 1, Yan Zhang 1*, Weichun Ma 1, Huixin Ma 2, Junlan Feng 1, Qi Yu 1, Xin Yang 1, Simon K.W. Ng 3, Qingyan Fu 4, Limin Chen 1 1. Shanghai Key Laboratory of Atmospheric Particle Pollution and Prevention (LAP3), Department of Environmental Science and Engineering, Fudan University, Shanghai, , P.R. China 2. School of computing Science, Fudan University,, Shanghai, , P.R. China 3. Civic Exchange, 23/F, Chun Wo Commercial Centre, Wing Wo Street, Central, Hong Kong. 4. Shanghai Environmental Monitoring Center, Shanghai, , P.R. China Corresponding author: Yan Zhang, Shanghai Key Laboratory of Atmospheric Particle Pollution and Prevention (LAP3), Department of Environmental Science and Engineering, Fudan University, Shanghai, , P.R. China. Phone: , yan_zhang@fudan.edu.cn The number of pages: 12 The number of tables: 2 The number of figures: 6 Summary of contents: Additional Material and Methods S.1 Estimation of ship emissions S.2 Emissions Factors S.3 Low load adjustment multipliers for main engine emission factors S.4 Control factors S.5 Sources of uncertainty S1

2 Additional Figures and Tables 1. Table S1, Main engine and Auxiliary Emissions factors used in the present study, in g/kwh. 2. Table S2, Low load adjustment multipliers for main engine emission factors 3. Figure S1, Spatial distributions of NO x, CO, NMVOC, PM 10, and PM 2.5 in Emissions are given as kg/cell ( degrees, approximately 1 km 1 km). 4. Figure S2, Spatial distribution of OC, EC and elements such as V and Ni in PM 2.5. Emissions are given as kg/cell (approximately 1 km 1 km) 5. Figure S3, The emissions proportions for different types of ships (a, b, and c represent the proportions of SO 2, NO X, and PM 2.5, respectively, emitted by different types of ships in the pie charts). 6. Figure S4, Ship emissions under different operating conditions. (Note, emissions during hoteling did not consider boiler burning.) 7. Figure S5, Annual land-based and marine SO 2, NO x, and PM 2.5 emissions (from 118 E to 125 E and 27 N to 35 N). Emissions are given as ton/yr/km2. 8. Figure S6, The potential effect of ship emissions on the surrounding atmospheric environment in winter season, the affecting duration for each grid is estimated by airflow retention time starting from ports and ship emission hub points. Additional Material and Methods S.1 Estimation of ship emissions The marine vessels emission was calculated based on activity-based method following the below Equations: Main Engine load factor: ME emissions: AE emissions: ( ActSpeed MaxSpeed ) 3 LF m = (1) E m = Pm LFm LLAM T EFm FCFm E a = Pa LFa T EFa CFa (3) CFm (2) AB emissions: S2

3 b = Pb LFb T EFb CFb (4) E Total ship emissions: E + = Em + Ea Eb (5) Where LF m is ME load factors; ActSpeed is the actual speed when ship is cruising; MaxSpeed is the maximum speed designed for the ship; E m is emissions from ME (g), P m is the installed power of ME (kw); LLAM is low load adjustment multipliers of ME; T is operation time(h); EF m is ME emissions factors(g/kwh); FCF m is fuel correction factors of ME; CF m is ME control factors.; E a is emissions from AE (g); P a is the installed power of AE (kw); LF a is AE load factors; T is operation time(h); EF a is AE emissions factors (g/kwh); CF a is AE control factors; E b is emissions from AB (g); P b is the installed power of AB (kw); LF b is AB load factors; T is operation time(h); EF b is AB emissions factors (g/kwh); CF b is AB control factors; E is the total emissions of ship. For ships available in Lloyd's register, the following data was derived from Lloyd's database including: ship name, ship type, date of construction, flag name, revolutions per minute (RPM) of the main engine, speed, total kilowatts of the main engines (ME), total power of the auxiliary engines (AE) and gross tonnage. For some domestic ships unavailable in Lloyd's database, the engine data are assumed to be 7000 kw by default, based on the East China Sea-going ships in Lloyd's register (with an ME power mainly ranging from kw to kw) and domestic ships from the CCS (with an ME power mainly ranging from 4000 kw to 6000 kw). S.2 Emissions Factors The Sulphur content of RO is about 2.7%, and MD 0.5%.The factors for SO 2, NOx, CO, NMVOCs, PM 10, PM 2.5 come primarily from the data published in Cooper and Gustaffson(1), ICF international(2), Goldsworthy (3). Emissions factors for OC, EC, V and Ni are obtained from published data in Agrawal (4), Agrawal (5), Petzold (6), Moldanová, J (7). Table1 lists emissions factors used in the present study. S3

4 S.3 Low load adjustment multipliers for main engine emission factors Emissions factors are adjusted for loads below 20% using tables from oversea studies (2, 8). OC, EC, V and Ni use the same LLAM as the PM in the present study. Table S2 represents low load adjustment multipliers for main engine emission factors. S.4 Control factors For all marine engines over 130 kilowatts (kw) for engines built on or after January 1, 2000, NO X limits in Annex VI applied. We use a factor of for main engine and a factor of for auxiliary engine to adjust the NO X emission. For vessels built after 2010, and thus complying with IMO Tier 2. We use a main engine control factor of and an auxiliary engine control factor of to adjust it. The control factor data come from ICF international (2). S.5 Sources of uncertainty The original AIS data obtained from the Marine Department were reliable; thus, the estimation and statistics for the year s emissions according to the existing AIS data are relatively reliable. The accuracy of the AIS data was only limited to the accuracy of the AIS receiver and the base stations. Most of the basic ship information was obtained from Lloyd's database, while it is the most used and complete source for the basic ship information. The main engine information in Lloyd's database is relatively complete, but the auxiliary engine information is relatively limited. Moreover, almost no information exists on boilers. Considering the accuracy of the emission inventory, we calculated the main engine and auxiliary engine emissions in this paper. Because certain ships involved in this research were inland and were therefore not included in Lloyd's database, default values for the ship type were used as the installed power of the equipment and the maximum speed of these ships. Parameters used in module were combined from the Lloyd's database and China Classification Society (CCS) database. And we interviewed experienced members of S4

5 the Marine Department to verify the typical values. These parameters carry uncertainties. Different emission factors; ME, AE and ME control factors; low-load control factors; and ME fuel correction factors were acquired from the other literature. Selection of emission factors may also contain uncertainties. In this research, the ME emission factors assumed the use of RO (2.7% sulfur content). According to the matching of the static ship information with Lloyd's database, we divided the vessels into inland vessels and ocean-going vessels. According to the CMB s data, we adjusted the sulfur content of the main engine s fuel used by domestic vessels to 1.5%. The AE emission factors assumed the use of MD (0.5% sulfur content), and ships auxiliary engines were assumed to be medium speed diesel (MSD). Strictly speaking, some AEs use HFO (~2.7% sulfur content), this may contains a certain degree of uncertainty. References 1. Cooper, D.; Gustaffson, T. Methodology for Calculating Emissions from Ships: 1. Update of Emission Factors. Swedish Methodology for Environmental Data (SMED) ICF International: Current methodologies in preparing mobile source port-related emission inventories, Final Report, April Goldsworthy, L.; Goldsworthy, B. Modelling of ship engine exhaust emissions in ports and extensive coastal waters based on terrestrial AIS data an Australian case study. Environmental Modelling & Software. 2015, 63, Agrawal, H.; Malloy, Q. G. J.; Welch, W. A.; Miller, J. W.; Iii, D. R. C. In-use gaseous and particulate matter emissions from a modern ocean going container vessel, Atmos. Environ. 2008, 42(21), Agrawal, H.; Welch, W. A.; Miller, J. W.; Dr., C. Emission measurements from a crude oil tanker at sea. Environ. Sci. Technol. 2008, 42(19), Petzold, A.; Lauer, P.; Fritsche, U.; Hasselbach, J.; Lichtenstern, M.; Schlager, H.; S5

6 et al. Operation of marine diesel engines on biogenic fuels: modification of emissions and resulting climate effects. Environ. Sci. Technol. 2011, 45(24), Moldanová, J., et al. : Physical and chemical characterization of PM emissions from two ships operating in European emission control areas. Atmospheric Measurement Techniques. 2013, 6.2: Starcrest Consulting Group: Port of Los Angeles Inventory of Air Emissions Technical Report Revision. 2009, 2, December. S6

7 Additional Figures and Tables Table S1 Main engine and Auxiliary Emissions factors used in the present study, in g/kwh Machine Fuel Engine SO 2 NO X CO NMVOCs PM 10 PM 2.5 OC EC V Ni Type Type Type ME a RO SSD ME RO MSD ME RO HSD AE b MD MSD a ME Main Engine b AE Auxiliary Engine Table S2 Low load adjustment multipliers for main engine emission factors Load SO 2 NO X CO NMVOCs PM 10 PM 2.5 OC EC V Ni S7

8 Figure S1, Spatial distributions of NOx, CO, NMVOC, PM10, and PM2.5 in Emissions are given as kg/cell ( degrees, approximately 1 km 1 km). S8

9 Figure S2, Spatial distribution of OC, EC and elements such as V and Ni in PM 2.5. Emissions are given as kg/cell (approximately 1 km 1 km) S9

10 Figure S3, The emissions proportions for different types of ships (a, b, and c represent the proportions of SO 2, NO X, and PM 2.5, respectively, emitted by different types of ships in the pie charts). SO2 NOx CO NMVOC PM10 PM2.5 OC EC V Ni 0% 20% 40% 60% 80% 100% hotelling manoeuvring slow cruise fairway cruise Figure S4, Ship emissions under different operating conditions. (Note, emissions during hotelling did not consider boiler burning.) S10

11 Figure S5, Annual land-based and marine SO2, NOx, and PM2.5 emissions (from 118 E to 125 E and 27 N to 35 N). Emissions are given as ton/yr/km2. S11

12 Figure S6, The potential effect of ship emissions on the surrounding atmospheric environment in winter season, and the affecting duration for each grid is estimated by airflow retention time starting from ports and ship emission hub points. S12