Study on the impact of cruise ships calling at Barcelona in the city air quality

Study on the impact of cruise ships calling at Barcelona in the city air quality Bachelor's Thesis Facultat de Nàutica de Barcelona Universitat Politècnica de Catalunya Developed by: Javier Nieto Guarasa Supervised by: Santiago Ordás Jiménez Francesc Xavier Martínez de Osés Bachelor's degree in Nautical Science and Maritime Transport Barcelona, 1 September 2017 Department of Nautical Science and Engineering i (This page is intentionally left blank) Study on the impact of cruise ships calling at Barcelona in the city air quality ii (This page is intentionally left blank) iii Acknowledgements The author would like to dedicate this thesis to all deck officers, marine engineers and naval architects that make vessels navigate. Their passion and willingness makes this the most beautiful profession on Earth. Only when the three of them work in perfect harmony, the solid triangle they form can result in marvelous deed. The author would also like to acknowledge all professors and lecturers at the Barcelona School of Nautical Studies (Universitat Politècnica de Catalunya). All the time dedicated by the author to deepen his knowledge in Nautical Science has been empowered by their dedication and support. An special recognition to lecturers, mentors and thesis directors Santiago Ordás and Xavi Martínez de Osés, for their guidance, help and dozens of well-answered emails! Lastly, the author remembers his family, every good friend and colleague and all the friends of cruiseship MS Artania. They have always been there, even if they did not know. Their support and assistance to defeat any trouble in life was everything one can dream of. There is always light at the end of the path, we shall just keep going on until the end! To my cousin, Jose Durán «El miedo es el alimento del fracaso» Study on the impact of cruise ships calling at Barcelona in the city air quality iv (This page is intentionally left blank) v Abstract Barcelona ranks among top 10 cruise ports in the world and it is first in Europe by number of passengers. Its popularity as homeport is explained thanks to a passenger-friendly port-city integration, in which cruise ships berth quite near from the main city attractions. The figures are impressive: 5% cruise passengers annual growth, up to 400M€ direct expenditure (around 0.7% Barcelona's GDP) and the largest and newest cruise ships being homeported at Barcelona. However, these figures may hide negative impacts on the city pollution levels. This paper focuses on the study of the impact that cruise ships may have on air quality. For this purpose, real traffic during 2016 in Barcelona was analyzed to create an Emission Inventory using the EMEP/EEA algorithm for shipping. The obtained figures were carefully studied so as to develop an Immission Inventory using the Gaussian plume mathematical model. It was found that cruise ships were responsible for about 15% of port emissions (NOx). Nevertheless, the overall impact was determined to be variable and heavily dependent on atmospheric conditions and the parameters considered (sustainability of scale). Eventually, a brief review on several methods to reduce emissions in port was also done. The main aim of the project is to assess if cruise ships are a large source of pollution in the city by the figures and to raise awareness about the problems this pollution can have on Barcelona inhabitants. Keywords Air quality, air pollution, AIS, atmospheric dispersion, Barcelona, cruise ships, data analysis, emission inventory, emission modeling, Gaussian plume, Harmony of the Seas, immission. Study on the impact of cruise ships calling at Barcelona in the city air quality vi Resumen Barcelona se encuentra en el top 10 de principales puertos de crucero del mundo y es el primero de Europa. Su popularidad es debido a que se trata de un puerto accesible para el pasaje gracias a la integración puerto-ciudad, lo que permite que los buques atraquen muy cerca de las principales atracciones de la ciudad. Los datos son muy positivos: 5% de crecimiento anual en número de pasajeros, hasta 400M€ de gasto directo en la ciudad (sobre 0,7% de contribución al PIB de Barcelona) y confianza de las grandes navieras en la ciudad. Sin embargo, estos datos pueden esconder un impacto negativo sobre los niveles de contaminación atmosférica de la ciudad. Este trabajo se centra en el estudio de este impacto sobre la calidad del aire. Para este propósito, se estudió el tráfico real en Barcelona durante 2016 y se elaboró un Inventario de Emisiones a través del algoritmo EMEP/EEA para navegación marítima. Los datos obtenidos fueron estudiados para elaborar un Inventario de Inmisiones utilizando el modelo matemático de la pluma de Gauss. Todo ello se utilizó para determinar cuál era la magnitud del impacto de los cruceros. Se concluyó que los cruceros son responsables del 15% de emisiones provenientes del puerto. No obstante, el impacto total se determinó variable, con una elevada dependencia de las condiciones atmosféricas y de los parámetros considerados (sostenibilidad de escala). Por último, se hicieron breves comentarios sobre métodos para reducir las emisiones en puerto. La finalidad del proyecto es estudiar si los cruceros son una fuente importante de contaminación para la ciudad a través de los datos y crear concienciación sobre los problemas que esta contaminación puede tener en los habitantes de la ciudad condal. Palabras clave AIS, Análisis de datos, Barcelona, calidad del aire, contaminación atmosférica, cruceros, dispersión atmosférica, Harmony of the Seas, inmisión, inventario de emisiones, modelaje matemático de emisiones, pluma de Gauss. vii Table of contents ACKNOWLEDGEMENTS III ABSTRACT V RESUMEN VI TABLE OF CONTENTS VII LIST OF FIGURES IX LIST OF TABLES XI CHAPTER 1. INTRODUCTION TO CRUISING 1 1.1 INTRODUCTION. ABOUT THIS THESIS 1 1.2 ARE CRUISE SHIPS THAT BAD FOR THE ENVIRONMENT? 2 1.3 UNDERSTANDING CRUISING: A BRIEF INDUSTRY REPORT 3 1.3.1 THE CRUISE INDUSTRY SITUATION IN US - NORTH AMERICA 4 1.3.2 THE CRUISE INDUSTRY SITUATION IN EUROPE 5 1.3.3 THE CRUISE INDUSTRY SITUATION IN EMERGING REGIONS 5 1.4 BARCELONA CASE STUDY: EUROPE'S TOP CRUISE PORT 7 1.4.1 THE FACTS: WHAT MAKES BARCELONA EUROPE'S FAVORITE HOMEPORT? 7 1.4.2 THE FIGURES: A FAST-GROWING CRUISE PORT 8 1.4.3 THE FACILITIES: HOW MANY CRUISE SHIPS CAN THE CITY COPE WITH? 11 1.4.4 PREDICTIONS: HOW WILL THE PORT REACT TO NEW MARKET CHALLENGES? 12 CHAPTER 2. CRUISE SHIPS AND THE ENVIRONMENT 15 2.1 CRUISE VESSELS PROPULSION AND SHIPBOARD POWER 15 2.1.1 A REVIEW ON SHIPBOARD ENGINES 16 2.1.2 SHIPBOARD MARINE FUELS 17 2.2 AIR POLLUTION FROM CRUISE SHIPS 18 2.2.1 SULFUR OXIDES 18 2.2.2 NITROGEN OXIDES 19 2.2.3 CARBON DIOXIDE 20 2.3 INTERNATIONAL LEGAL BACKGROUND 22 2.3.1 NITROGEN OXIDES 23 2.3.3 SULFUR OXIDES 24 2.3.3 INCINERATION FUMES 24 2.3.4 CARBON DIOXIDE 25 2.4 EU LEGAL FRAMEWORK 28 2.4.1 WHAT ABOUT BERTHING REQUIREMENTS AT BARCELONA? 29 2.6 AIR QUALITY REQUIREMENTS IN SPAIN 29 Study on the impact of cruise ships calling at Barcelona in the city air quality 2 1.2 Are cruise ships that bad for the environment? On the relatively warm morning of June 6, 2016 the Harmony of the Seas, the world's largest cruise ship, arrived at Barcelona for the first time[79]. It was the third season that Royal Caribbean International deployed an Oasis class cruise ship at the Catalan port during Summer, calling weekly from early June to late October[79][5].It was just another record-breaking hit for which the Port Authority and the Board of Tourism congratulate themselves for the great job done during the last two decades. Both organizations have greatly contributed to make Barcelona the largest cruise port in Europe[11][61]. In 2016, it seemed even better because their blissfulness was supported by a jointly-conducted study by the Port Authority and the University of Barcelona. It revealed up 800 million euro turnover[11][10] per year, around 7,000 direct jobs in the city[11] and invaluable positive economic impact for the city as cruise ships expanded the Barcelona brand worldwide[5]. Back to our ship, she was a major contributor for Barcelona to beat again the 2.5 million cruise passenger barrier[79][5], indeed. This massive beast is 362m long and 66m wide, carries up to 6,780 passengers (9,080 people including crew) and is really hungry[79]. While navigating, she needs to be fed everyday with up to 85 t of marine heavy fuel-oil[79], which is far more pollutant than common gasoline or petro-diesel. Because of restrictive EU laws, she is not allowed to consume residual fuels while berthed. However, she still burns a colossal amount of lighter fuels to supply the enormous required power to keep her going on[79][5]. Nonetheless, not everybody shared the official cloud 9 state and the Harmony of the Seas was just a small, yet big part of the problem. While thousands of people were enjoying the city highlights, several citizens were demonstrating against cruise ships and the impact they may have on the city[79]. In fact, they were supported by a 2012-study by German environmental expert, Alex Friedrich. He found that a mega cruise ship produces more CO2 than 8,600 passenger cars, more NOx than 420,000 passenger cars and of course more SOx than 370M1 passenger cars per day[5][56]. Furthermore, a study funded by the European Commission and conducted by professors from the Technical University of Crete, found similar pros and cons than those defended in Barcelona. Whilst the cruise industry left a 537M euro turnover per year in Greece[44], it was responsible for increased urban pollution. It was found that NOx levels went up by 1887.5 tons[44], SO2 levels by 760.9 tons and PM2.5 by 94.3tons[44], yearly across Corfu, Katakolon, Mykonos, Piraeus and Santorini during 2013[44]. There was also a co-relation between these figures and increased asthma cases, lung cancers, cardio-respiratory diseases and heart attacks. This resulted in an estimated increased expenditure for the Hellenic Ministry of Health of 12.4M to 24.5M euro per year. Amazingly it only considered 134 ship calls[44]. The real query one may think of is that if cruise ships leave that much money and create that much employment, are they that bad? 1 However, it shall be considered that cars use much more refined fuels, which contain far less sulfur traces than marine fuel oils. Chapter 1. Introduction to cruising 3 Figure 1. Worldwide cruise passenger - SOURCE: www.cruisemarketwatch.com 1.3 Understanding cruising: a brief industry report The cruise industry has been growing steadily all over the world since the last decade[61]. Accounting for an annual 6.55% growth rate since 1990 (Figure 1), the total number of passengers has boosted from 3,774,000 in 1990 to estimated 22,935,000 in 2016 (Figure 1). Given its dynamism and continuous growth, all the cruise sector could overcome the worst of the western world crisis by moving capacity to fast-growing markets in Asia-Pacific and Brazil[61][63]. As the economic situation begins to improve, cruise lines deploy back their latest additions in mass market destinations, i.e. the Caribbean and the Western Mediterranean Riviera[20]. If growth estimations are accurate, more than 25,000,000 passengers would be carried over the 2019-season (Figure 1)[61]. These impressive figures make the cruise industry rank among the fastest growing maritime industries, with up to 650% growth rate in a 30-year period (Figure 1). These figures could not be explained without a deeper look into the cruise market dynamics and one of its top key factor: the destination[61][63]. Voyage planning departments select their routes and deploy their vessels according to market strategies. Traditionally, American cruise lines have been working using an strategic geographical division, which allowed years of profitable operations. This divisions is as follows[20] (Figure 2): US - North America, including the Caribbean Sea and Bermuda; Europe, including the Canary Islands; Asia - Pacific, including Australia; and South America. Leading to the following market share: y = 16582x2 + 323242x + 3E+06 R² = 0.9806 0 5000000 10000000 15000000 20000000 25000000 30000000 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 Worldwide cruise passengers Study on the impact of cruise ships calling at Barcelona in the city air quality 4 1.3.1 The cruise industry situation in US - North America It is no surprise that the US - North America area leads the ranking, because it also represents the world's largest emitting area. Passengers coming from the US, Canada and Mexico accounted for combined 58.6% market share in 2014[61]. Around 25% of target US cruisers have ever taken a cruise[63] (53% of total North American targets[63]). Within the area, several regions coexist. The Caribbean Sea still leads by far the cruise industry both in the US - North America region and worldwide. It is followed by Alaska, Bermuda, the West Coast and Hawaii, which also contribute to US-North America leadership. With total 37.6% share in 2014[61], the Caribbean region can only be described using superlatives. It is not only the world's largest cruise destination, but also year-round homeport to 6 of the 10 world's largest cruise ships2 [20] and top 5 largest cruise ports by number of passengers3 [61]. Alaska comes second in the US - North America region, accounting for 4.5% market share in 2014, it ranks 6th worldwide4[61]. 2 Royal Caribbean International's Allure of the Seas, Oasis of the Seas, Anthem of the Seas, Liberty of the Seas and Freedom of the Seas and Norwegian Cruise Line's Norwegian Escape operate year-round to/from Caribbean ports. During winter peak season, up to 8 of the 10 world's largest cruise ships are homeported in the US Caribbean. 3 In decreasing order: Port Miami (4.8M passengers in 2014), Port Everglades (located in Fort Lauderdale (Miami metro area) 4.2M passengers in 2014), Port Canaveral (located in Cape Canaveral (Orlando metro area) 4M passengers in 2014), Port of Nassau (3.4M passengers in 2014) and Puerto de Cozumel (located in the Mexican island of Cozumel, 2.7M passengers in 2014). 2nd and 3rd positions tend to interchange. 4 Cruise experts explain this difference because of the Alaskan short cruise season (from early May to mid/late September) as a result of weather conditions in the area and the strict Federal/State environmental requirements for vessels navigating within Alaskan waters. 51.1% 26.6% 9.8% 3.3% 9.2% Cruise destination share US - North America Europe Asia - Pacific South America Others Figure 2. Cruise destination share, based on a 2014-study conducted by the University of Rijeka, HR - SOURCE: Sciozzi et al, 2014 Chapter 1. Introduction to cruising 5 1.3.2 The cruise industry situation in Europe During the early 2000s, Europe was the fastest growing cruise market in the world[20]. Nevertheless, given that the main cruisers in the European region are nationals of EU countries, recent economic crisis has downsized the importance of the European cruise market. Even though, European waters still hold the 2nd position[61][20]. In the area, two major regions can be found[63]: the Mediterranean basin (split into the Western and the Eastern Mediterranean Sea) and the so-called Northern Europe (which comprises the Baltic Sea, the Norwegian Fjords, the British Isles and the English Channel Atlantic Coast). The Mediterranean Sea The second world's largest cruise destination, the Mediterranean basin[63][63], can be found in Europe. It accounts for 18.6% market share worldwide[61]. It is home of some of the world's largest cruise ships during summer peak season[29][20]. Major cruise ports including the 6th and 7th largest by number of cruise passengers5[61] are located within the area. Other important ports include Venice, Marseilles (for Provence), Piraeus6 (for Athens), Naples or Palma[63]. Northern Europe The Northern Europe region ranks 3rd worldwide with 11% market share in 2014[61][63]. This is an impressive figure given the short season and berth limitations in several ports. Major ports in the area include Copenhagen (Baltic's largest cruise port), Hamburg, Amsterdam/Ijmuiden and Southampton[63]. Contrary to other cruise destinations commented hereinbefore, European cruises are mostly destination-oriented[20]. This means that cruise ships in Europe tend to have extended stays, which in special occasions can go up to complete overnight stays[63]. This can have a not-so-positive impact given that the vessel is acting as a floating hotel in town[63]. 1.3.3 The cruise industry situation in emerging regions The Asia-Pacific region has experienced a massive growth in the last years[61], mostly because of the deployment of large vessels in the region. Cruise lines have been seeking to supply the demand of growing Chinese and Australian cruisers. During 2014, 9.8% of total world's cruisers sailed in Asia-Pacific waters[61], embarking mostly in Singapore, Shanghai, Tianjin (for Beijing), Sydney and Brisbane[61][64]. South America used to be a growing cruise destination and a shelter market during mid 2000s[64]. This was mostly thanks to the fast-pace development in Brazil, Argentina and Uruguay, top 3 cruise markets in the region[64]. Accounting for 3.3% market share, it is expected a significant decrease because of later recession in these emerging economies[61]. 5 In decreasing order: Port de Barcelona (2.4M passengers in 2014) and Porto di Civitavecchia (in Lazio coast (some 80km/50mi away from Rome) 2.1M passengers in 2014). Civitavecchia, though, receives more cruise ship calls than Barcelona in a year. 6 World's largest port by number of total passengers (around 20M passengers in 2014). Study on the impact of cruise ships calling at Barcelona in the city air quality 6 Experts believe that the cruise industry will continue to grow steadily both in Europe and elsewhere around the world[8]. In the near future, larger cruise ships are expected to sail European waters not only during peak seasons, but year-round[20][8][63]. In terms of worldwide available fleet, the figures are not so impressive, even though they provide a far more interesting approach. According to a recent study, 315 cruise ships sail all over the world[61]. An increase to just over 360 is expected for 20217[8]. However, figures show an increase in total berth capacity from 496,000 to 637,000 (Figure 3); which means larger cruise ships. In an environment full of lobbyism and globalization, could we expect cruise ships to be greener in the near future? Bearing in mind that cruise lines are expected to spend up to US$ 500M for a new built[64], cruise ships have an average efficient lifespan of 30 years8[61]. Vessels built in the 1990s could be sailing the world until 2030s. 7 10 cruise ships were delivered in 2016, including world's largest MS Harmony of the Seas. The 2017 order-book includes 11 new vessels, whilst the 2018 includes 14 new additions and the 2019 includes 17 new ships. Most of them over 100,000GT. 8 The oldest vessel still serving as a cruise ship is the Sweden-built Madeira-flagged MV Astoria (on charter to CMV), built in 1946 as the famous liner SS Stockholm, which collided in 1956 with SS Andrea Doria. 0 100 200 300 400 500 600 700 2001 2006 2011 2016 2021 Available cruise fleet vs. total berths Worldwide cruise fleet Total berths x1,000 Figure 3. Worldwide available cruise fleet and total berths - SOURCE: Cruise Industry News, 2016-2017 Cruise Industry News annual report Chapter 1. Introduction to cruising 7 1.4 Barcelona case study: Europe's top cruise port 1.4.1 The facts. What makes Barcelona Europe's favorite homeport? Since the 1992 Summer Olympics in Barcelona, the city has grown to become the 3rd largest touristic urban destination in Europe9[11][29]. Part of this growth is due to the excellent task done by the Port Authority and the City Council to promote Barcelona as the cruising capital of Europe. The vast majority of ports within the EU are mostly cargo-oriented, located in suburban areas, far away from touristic poles[20]. One of the main characteristics that explains Barcelona success is the port-city integration[29]. Contrary to other major European cruise destinations, cruise ships calling at Barcelona berth within a walk-able distance from downtown. This allows passengers to discover the main city sights in a couple of hours with no further transportation. This, together with the good international connectivity, makes Barcelona the first option for cruise lines as homeport. As explained before, there is a transition period. Before the Summer Olympics, Barcelona docking facilities were considered a whole different part of the city[29]. Vessels calling at Barcelona were mostly cargo ships[29], reflecting the city importance as an industrial pole in Spain. They were long gone, those days when long lines of small transatlantic vessels filled up the berths, carrying migrants to old Spanish colonies in South America and Guinea. Several Spanish lines and tour-operators had already been trying to promote cruising within the wealthier people in the city. They arranged old transatlantic vessels like Ciudad de Toledo, Villa de Madrid, Cabo San Roque or Cabo San Vicente, during winter season. However, they all failed to succeed[29]. This all changed when in 1987 because of the selection of Barcelona to host the XXV Summer Olympics, the city opened itself towards the sea[29][11]. During those years, the City Council approved an strategic plan to develop tourism as a major economic activity10. This plan meant several meetings with the Cambra de comerç, industria i navegació11 and the Patronat de Turisme12 that agreed to explore all generic touristic possibilities for the city, not exclusively focusing on cruise ships[29]. All in all, this resulted in the foundation of Turisme de Barcelona, responsible for creating a brand to appeal international visitors[29]. Cruise ships came shortly after[29]. In fact the relationship between Barcelona and cruise ships came across by accident[29]. The city had a need for hotel berths to accommodate not only the Olympic athletes, but all the journalists and international committees related to the event[29]. The only solution found was to arrange a total of 11 cruise ships as floating hotels, that stayed docked in port during the time the event was held[29]. The tremendous logistics related to the simultaneous berthing of 11 cruise ships in a port not prepared to host them, confirmed the port ability to become a major cruise center in the following years[29]. 9 Behind London and Paris, respectively. 10 At that time, 70% of travelers arriving in Barcelona, did so only for industrial/economic reasons[29]. 11 Catalan for Chamber of trade, industry and navigation. 12 Catalan for Board of Tourism. Study on the impact of cruise ships calling at Barcelona in the city air quality 8 The first cruise terminal, Terminal A, was inaugurated in 1994[29][53], followed shortly after by Estación Marítima Internacional13, opened in 1995[29]. By the end of the decade, Barcelona had 5 international cruise terminals, and a total of 2,000m linear docking facilities ready to berth some of the largest cruise ships at that time[29]. In a ten year period, the harbor became Spain's largest cruise facility[53]. 1.4.2 The figures. A fast-growing cruise port Studying cruise traffic in Barcelona in depth, the figures explain the incredible traffic evolution during a 20-years period (Figure 4). The port grew from just slightly over 225,000 passengers to current 2,540,000, half the number of passengers carried worldwide in 1995 (Figure 4). The economic crisis slowed down the growth taxes that allowed Barcelona to increase the total number of cruise passengers 10 times in only 15 years. Compared to cruise ship calls in Barcelona during the same period of time (Figure 5): 13 Currently World Trade Center Terminals North, South and East. 225,937 576,648 1,224,575 2,350,264 2,540,302 0 500000 1000000 1500000 2000000 2500000 3000000 1995-2015 Cruise passengers evolution in Barcelona Figure 4. Cruise passenger traffic evolution in Barcelona - SOURCE: Annual Statistical Reports by Port de Barcelona Chapter 1. Introduction to cruising 9 The first impression is that even though the number of passengers arriving in Barcelona went extremely up during the last 2 decades (Figure 4), the number of calls did not show that massive growth (Figure 5). Especially during the last 10 years when with only 64 more cruise ships calls at Barcelona (Figure 5), more than double the original number of passengers have arrived in the city (Figure 4). These figures are the evidence that cruise ships calling at Barcelona are larger than ever, even double/triple the size than some 10 years ago. If compared among all other sea traffic, cruise ships represent less than 10% of total traffic in Barcelona (Figure 6). In contrast with Port Miami and Port Everglades, 1st and 2nd largest cruise ports in terms of total passengers (Figure 7): 491 691 843 764 0 100 200 300 400 500 600 700 800 900 1000 1995-2015 Cruise ship calls in Barcelona Figure 5. Evolution of cruise ship calls in Barcelona over the last 20 years - SOURCE: Annual Statistical Reports by Port de Barcelona Figure 6. Evolution of sea traffic share during the last 20 years - SOURCE: Annual Statistical Reports by Port de Barcelona Study on the impact of cruise ships calling at Barcelona in the city air quality 10 And in terms of total calls (Figure 8): A stagnant-like tendency is clearly observed in mature ports like Port Miami and Port Everglades (Figure 7), and so this regression can be observed over the last years in Barcelona (Figure 7 and 8). This means that Barcelona has become a mature cruise port[61]. It is remarkable that even though Barcelona and Port Everglades receive more or less the same amount of cruise ship calls per year, Port Everglades receives 1M more passengers (Figure 7). 0 1000000 2000000 3000000 4000000 5000000 6000000 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 Comparison between ports by total passengers Port Everglades Port de Barcelona Port Miami 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 Comparison between ports by total calls Port Everglades Port de Barcelona Figure 7. Pax comparison between Barcelona, Miami and Ft Lauderdale - SOURCE: Port de Barcelona, Port Everglades and Port Miami statistical analysis. Figure 8. Calls comparison between Barcelona and Ft Lauderdale - SOURCE: Port de Barcelona and Port Everglades statistical anaylis. Chapter 1. Introduction to cruising 11 Interestingly, when cruise traffic is reduced in Barcelona, it increases in major Caribbean ports (Figure 7). This means that cruise lines still have their ace-up-the-sleeve in the American market. If economic conditions are not favorable to cruising in Europe, cruise lines cut their deployments back and resume the always traditional and profitable Caribbean roundtrips[61][64][8]. 1.4.3 The facilities. How many cruise ships can the city cope with? Currently, the port has 11 passenger terminals[53], of which 6 dedicated international cruise terminals. They are located on Moll Adossat (International terminals A to D) and Moll Barcelona (International Terminals WTC - North and WTC - South) respectively[53]. Moreover, on busy days when extra-capacity is required, the ferry facility Terminal Drassanes (a.k.a. Terminal Z), Terminal East and Terminal Maremagnum can be used to berth three medium/small-sized cruise ships[53]. Accounting a total turnaround daily capacity of 19,700 cruisers (39,400 simultaneous embarkation and disembarkation) and a combined total capacity of 21,700 passengers (41,400 simultaneous embarkation and disembarkation), Barcelona can berth up to 9 cruise ships in a day (Table 1). In 2016, Barcelona hit a new record, berthing 6 cruise ships on September 11 with up to 28,100 passengers (both turnaround and transit)14. In 2016, the maximum berth capacity was met on April 24, with 9 berthed ships. Table 1. Barcelona cruise facilities - SOURCE: Port de Barcelona 14 On Sept. 11, MS Harmony of the Seas (10,800pax), MS Norwegian Epic (8,120pax), MS Brilliance of the Seas (4,220pax), MS Costa Fascinosa (3,410pax), MS Zenith (1,440pax) and MS Sea Cloud II (120pax) called at Barcelona. On April 24, the port hit the maximum normal berthing capacity with 9 ships at port. 15 Terminals A, B, C and WTC (North, South, East) are owned and operated by Creuers del Port de Barcelona, S.A. Whereas, Terminal D "Palacruceros" is owned and operated through concession by Costa Crociere, S.p.A, Terminal Drassanes is owned and operated through concession by Terminal Ferry de Barcelona, S.A. (owned by Eurolíneas Marítimas, S.A.) and Terminal Maremagnum is owned and operated by the Port Authority. Terminal15 Dock Distance Turnaround Berthing (limit) Terminal A Moll Adossat 2km 4500 1379m (no limit) Terminal B Moll Adossat 2km 4500 1379m (no limit) Terminal C Moll Adossat 2.5km 3800 1379m (no limit) Terminal D "Palacruceros" Moll Adossat 2.5km 4500 1379m (no limit) Terminal North Moll Barcelona 400m 800 230m (169m) Terminal South Moll Barcelona 400m 1400 430m (253m) Terminal East Moll Barcelona 400m 1500 (transit) 160m (205m) Terminal Drassanes (Z) Moll Drassanes 200m 500 (transit) - Terminal Maremagnum Moll Espanya 400m 200 220m (140m) Study on the impact of cruise ships calling at Barcelona in the city air quality 18 2.2 Air pollution from cruise ships As previously discussed, the major air polluting substances resulting from shipboard internal combustion engines are sulfur oxides (SOx), nitrogen oxides (NOx) and carbon dioxide (CO2), among others[80][33][34][50]. Herein a brief review of their chemical characteristics and the environmental or health impact they may cause. 2.2.1 Sulfur oxides Marine heavy fuel oil tends to have important traces of sulfur among its chemical composition because of the low refining point of the fuel[80][28][34]. Sulfur itself in common solid and elemental state causes no danger to the environment and can be found naturally in sulfur mines all over the world[27][33]. It is in fact an important element used to produce fertilizers, insecticides, fungicides and for the human being, which uses it to synthesize proteins[33].Nevertheless, sulfur can be harmful in combination with other elements[27]. During the combustion reaction, oxygen does not only react with the hydrocarbon, but with all other traces present[27][33][34]. Burning coal and heavy fuel oil in power plants accounts for 65% of total SOx emissions in the world[27][34]. The rest comes mainly from other activities like maritime transport (13% of total SOx emissions[50]) and incineration[27]. Depending on the reaction, two compounds can be produced[34]: sulfur dioxide (2.1 and 2.2) and sulfur trioxide (2.4). Sulfur dioxide can be mostly found on the lower lays of the atmosphere. It is colorless but produces a nasty odor. It can be perceived by humans both by taste and smell from the range of 1,000μg/m3[33]. (2.1) (2.2) It reacts rapidly with water resulting in sulfurous acid (2.3)[34]. (2.3) Sulfur trioxide can be obtained directly from combustion when there is an excess of oxygen and sulfur or from the combination of SO2 with oxygen in the atmosphere[27][34]. It converts rapidly into sulfuric acid (2.5) in combination with water in the atmosphere[34]. In fact, only 3% of total S present during a combustion results in SO3 during burning[34]: (2.4) (2.5) These gases can be naturally found in the atmosphere, as a result of volcano eruptions[33]. Yet, humans are the largest contributor to current sulfur oxides[27] levels. Continuous high concentration of sulfur oxides in the atmosphere can cause several damages to both the environment and the Chapter 2. Cruise ships and the environment 19 population[33][34]. To lesser extent, they can also cause an important damage to buildings, heritage sites and monuments because of acid rain[33][50]. Depending on the prevailing weather and atmospheric conditions, sulfur products can be present in the atmosphere during long periods of times[33]. Well known is the London Smog that collapsed the Thames city in 1952 during 5 days in a row, because of thermal inversion conditions[33]. Similar fogs have been detected in large urban communities mainly across Africa, China and Eastern Europe, given the common use of coal-burning as a source of energy in these areas[34] . Concerning health effects, it has been largely documented that prolonged exposure to SOx leads to lung dysfunction[33], increased risk to suffer from respiratory diseases[33], nose and eyes irritation[33], and premature mortality[33]. Elderly, children and people suffering from acute respiratory illnesses, like asthma, are the most important group of risk[33]. Recent studies have detected that any prolonged concentration above 100μg/m3 of SOx can result in important health diseases in the future[33]. Regarding the effect of SOx on materials and buildings, SOx easily combines with water present in the atmosphere and produces a highly corrosive mist of H2SO3 or H2SO4. This results in damage to copper, steel or aluminum surfaces[33][34]. Sulfur acids also damage marble and mortar and other carbonaterich materials and surfaces, during rainy or foggy days (2.6). (2.6) Several studies have shown negative impacts of sulfur oxides to vegetation and ground ecosystems too[33]. Studies carried out in the USA found that vegetation in the vicinity of areas where SOx concentration was above normal levels, showed important signs of injury including foliage loose, less production in agriculture crops and premature death[33]. Similar studies conducted in Canada demonstrated clear damage to vegetation in pine woods[52]. However, impacts on forestry vary significantly depending on the prevailing atmospheric, weather and the ecosystem conditions themselves[33]. Acid rain results also in lake and river acidification, which can lead to impacts on fisheries because of pH shift[34]. 2.2.2 Nitrogen oxides Around 90% of total NOx in the atmosphere is produced by humans during fossil fuel combustion[34]. In fact, nitrogen oxides appear in every combustion reaction as air contains about 78% of N2 gas[80][34]. Concerning atmospheric chemistry, NOx refers to the combined amount of NO and NO2[46]. The NO/NO2 ratio varies heavily based on solar radiation, atmospheric temperature and ground-level ozone concentration[46]. Around 90% of nitrogen oxides are NO (nitrogen monoxide) and 10% are NO2 (nitrogen dioxide)[46]. Anthropogenic combustion generates NOx in two different ways[80]: from nitrogen traces on the fuel or from high-temperature combination between air nitrogen (N2) and air oxygen (O2). The first one is common in coal or HFO-fueled shore-based power stations and vessels[80]. As coal and HFO contain some traces of nitrogen, it turns into N2 and through several reactions ultimately becomes NO, which is Study on the impact of cruise ships calling at Barcelona in the city air quality 20 released into the air. The second one, aka thermal NOx, is generated through high-temperature combustion in which air nitrogen and oxygen combine[33]. Nitrogen oxides have a similar impact on environment than SOx, as they easily combine with water in the atmosphere producing nitrogen acids (2.7)[33]: (2.7) As in the previous case, this results in overall damage to several materials, heritage sites, buildings and sculptures[33]. It also has an impact on water acidity, because of increased pH[33]. NO also reacts with ground-level ozone (O3) and produces NO2[34]. Given that the reaction is reversible (2.8), NO2 reacts in presence of O2 and forms ozone[34]. Hence the previous NO/NO2 discussed equilibrium. (2.8) There are mainly two health-related NOx impacts on humans[33]. One of them is the difficulty to breath that people suffering from chronic lung diseases may experience when they are exposed to NOx highlypolluted environments during prolonged periods of time[33]. The other being a noticeable increase in mortality and cancers within the population[33]. Several studies have found an increase in lung and asthma-related illnesses among street workers and runners[33] in highly-polluted environments, i.e. large cities. 2.2.3 Carbon dioxide Carbon dioxide is the best known pollutant worldwide and the one that everybody associates to climate change and greenhouse effect[70]. It seems to be the perfect pollutant and in fact it is responsible for 82% of total greenhouse effect gases (GEG) in the atmosphere[70][19]. Even though CO2 is naturally present in the atmosphere and it is a necessary gas for human life on Earth, anthropogenic emissions have contributed to a massive increase in CO2[69]. Hence, the terrestrial ecosystem cannot cope with all of it anymore, resulting in 20% of total CO2 continuously trapped in the atmosphere[55]. An increased concentration of CO2 does not only result in global warming, but in ocean acidification[69], health-related problems[69] and sea level increase[70]. A study conducted by the European Union in 2012 revealed a net total of 4,683M t of CO2 emitted in the EU-27[19]. Germany (20.6%), the United Kingdom (13.1%), France (10.8%) and Italy (10.0%) accounted for more than half the emissions of the EU[19]. These figures are somehow frustrating for EU officials, since the 20% reduction in a decade do not compensate the amount of CO2 emitted by developing economies like Brazil, China or India[19]. Power production is the main CO2 contributor, accounting for 57.9% in 2012 across the EU[19]. In second place, comes transport, representing 21.9% (Figure 10) in 2012. Maritime transport is believed to represent around 4 to 6% of total emissions within the EU-27[19]. Chapter 2. Cruise ships and the environment 21 Being a GEG, CO2 is necessary for life on Earth as it controls the temperature through its ability to absorb energy in means of radiation and emit it back to the surface[69]. This process means that warm radiation emitted by the soil is kept in CO2 molecules and sent back into all directions, causing the heating of the ground[69]. It is a paradox that the same gas that allows life on Earth could destroy it by excess. Increasing the amount of CO2 in the atmosphere means that a larger amount of radiation is absorbed and kept in the atmosphere. However, this effect does not contribute actively to an excessive increase on the Earth's temperature, but it is an important passive contributor. It directly means greater amounts of water vapor in the atmosphere, the most effective greenhouse effect gas[69]. Higher temperature because of larger amounts of CO2 in the atmosphere, means increased water evaporation from oceans and rivers. This results in greater levels of humidity in the atmosphere (Figure 11). The greater the level of humidity, the higher the Earth temperature. Hence, resulting in a vicious circle that led to an increase in 0.8oC from 1880 in average global temperature[69]. An irreversible 0.6oC increase in the following years[69] is also expected. Global warming results in higher seawater temperature[69]. Higher seawater temperature leads to faster deicing in both poles, resulting in sea level increase, which could eventually submerge island countries and coastal communities[69]. Since 1990, the sea level has been increasing by 3.5mm per year[69]. It would also release large amounts of greenhouse effect gases that have been trapped for centuries in polar ice, leading to an extra 0.7oC increase in global temperature by 2100[69]. It was also estimated that 30% of total CO2 emissions end up in the seas. Once in the water, CO2 dilutes and forms carbonic acid (H2CO3) reducing seawater alkalinity by 0.1pH since 1750[69]. Higher carbonate ion concentration in seawater means weaker seashells and corals, which could even dilute because of water acidity[69]. Eventually this could result in an important damage for marine fauna because of the lack of their natural protection. Figure 10. CO2 emission share in EU-27. SOURCE: EUROSTAT Study on the impact of cruise ships calling at Barcelona in the city air quality 22 Concerning the effects on vegetation, experts do not agree whether global warming may have negative or positive impacts for agriculture crops[69]. On the one hand, higher temperatures would make summers longer, leading to a slowed down growth. On the other hand, higher CO2 levels in the atmosphere could boost plant growing. According to recent research conducted by the IMO, the maritime transport is responsible for about 1,000M t of CO2 per year, or 2.5% of total greenhouse effect gases worldwide[18]. 2.3 International legal background The maritime industry is heavily regulated regarding maritime pollution by the MARPOL 73/78 convention. This convention made up of 6 annexes contributes to create a legal and technical background for the shipping industry with regards of the maritime environment. The newest of the 6 annexes, Annex VI, focuses on the regulation for the prevention of air pollution from ships29[76]. It was approved in 1997 by the Commission and entered into force in 2005 after enough flag state ratification[76]. It is made up of 25 regulations[73], encompassing the main air pollutants coming from ships, as follows[73]: Nitrogen oxides, chapter 2 - regulation 13; Sulfur oxides and particulate matter, chapter 2 - regulation 14; Volatile organic compounds, chapter 2 - regulation 15; 29 As stated on Annex VI forewords. Figure 11. Carbon cycle explained - SOURCE: Walkato University (New Zealand) Chapter 2. Cruise ships and the environment 23 Fumes from incineration, chapter 2 - regulation 15; and Carbon dioxide, chapter 3 - regulations 19 to 23. It also includes specific regulation for countries to implement Annex VI and vessels to prove its fulfillment through the specific IAPP30 Certificate (chapter 2 - regulations 6 to 9)[73]. Although Annex VI includes all of the main gases that can be produced or used on board, major emphasis is put on NOx and SOx. These regulations apply to "all ships"[73], except in those specific situations in which the ship integrity or life at sea is endangered [73]. All vessels of 400GT and up, drilling rigs and platforms engaged in international voyages are required to carry a valid IAPP certificate. It is issued after a first survey carried out during construction or dry-docking by the flag state administration or another recognized authority[73]. This certificate may be renewed every 5 years[73]. After the entry into force of Chapter 3 in 2010, ships of 400GT and up engaged in international voyages are also required to carry a second IEE31 Certificate[73], proving the fulfillment of CO2 regulations. 2.3.1 Nitrogen oxides NOx emissions are among the most covered air pollutants in Annex VI regulations. Contrary to other IMO regulations, the NOx regulations apply depending on the onboard installed power[73]. All vessels with an output installed power of more than 130kW32[73] may comply with them. Depending on the date of construction[73], vessels may comply with any of the 3 Tiers (Table 2). The third of them entered into force for vessels built in early 2016[73] and operating in North American and US Caribbean Sea ECA's[73]. 30 IAPP stands for International Air Pollution Prevention. 31 IEE stands for International Energy Efficiency. 32 These regulations do not apply to emergency engines even if they can provide more than 130kW 33 Applying only to vessels engaged in navigation within or to/from the US Caribbean and North American ECA's. It does not apply to recreational crafts of 24m or less (L) and vessels built before January 1, 2021 of less than 500GT and 24m or more (L). Crank-shaft revolutions (rpm) TIER I Jan.1, 2000 - Jan.1, 2011 TIER II Jan.1, 2011 - TIER III Jan.1, 2016 -33 NO2 emissions (g/kWh) NO2 emissions (g/kWh) NO2 emissions (g/kWh) n < 130 17.0 14.4 3.4 130 ≤ n < 2000 45 · n(-0.2) 44 · n(-0.23) 9 · n(-0.2) n ≥ 2000 9.8 7.7 2.0 Table 2. IMO requirements on NOx emission - SOURCE: MARPOL A-VI Study on the impact of cruise ships calling at Barcelona in the city air quality 24 2.3.3 Sulfur oxides The total amount of SOx released from ships depends exclusively on the quality of fuel burnt on board[50]. This means that the only way to control SOx emissions from vessels is by establishing a minimum fuel quality in terms of maximum sulfur content. MARPOL also establishes a series of ECA's (aka SECA's), where sulfur levels in marine fuel shall be reduced[73] below minimum allowed levels. These areas include[76]: The Baltic Sea area; The North Sea area; The North American area; and The US Caribbean Sea area. Hence, according to Annex VI regulation 14, the sulfur traces present in marine fuels shall not exceed[73] (Table 3): 2.3.3 Incineration fumes Incineration has been proved to be a carcinogenic[34] and highly-polluting activity. Hence, it has been governed by Annex VI regulation 16. Shipboard incineration is currently being done on board passenger vessels because of the large amounts of waste generated[73]. However, not everything can be incinerated, as it may have negative impacts it may have on the environment. According to regulation 16, onboard incineration of Annex I, II or III cargo residues or contaminated packaging, PCB's, Annex V garbage containing heavy metals, refined petroleum containing halogen compounds, sewage sludge and sludge oil not produced on board and residues from exhaust gas cleaning systems, shall be prohibited[73]. Incineration of PCV's is prohibited unless the ship is carrying an approved incinerator under MEPC.219(63) and 244(66) resolutions[73]. Incineration of sewage sludge and oil produced on board may be done in the main or auxiliary engine or boilers but not while in port[73]. In all cases, the incinerator may reach a steady temperature above 850oC[73] in order to be fed with waste. 34 However, vessels built on or before August, 1 2011 and operating within the North American or the US Caribbean Sea are not required to fulfill these requirements until January 1, 2020. Date Outside ECA's ECA's Amount of S (m/m) Amount of S (m/m) Before July 1, 2010 4.50% 1.50% On or after July 1, 2010 but before January 1, 2012 4.50% 1.00% On or after January 1, 2012 but before 2015. 3.50% 1.00% On or after 2015 but before January 1, 2020 3.50% 0.10%34 On or after January 1, 2020 0.50% 0.10% Table 3. IMO sulfur content requirements - SOURCE: MARPOL A-VI Chapter 2. Cruise ships and the environment 25 2.3.4 Carbon dioxide As previously stated, worldwide shipping CO2 emissions have been estimated at 3%. Several studies expect this amount to increase by 50% to 250% within the next years because of the growth of available fleet[18]. These figures required the IMO to find a legal solution that resulted in the amendment of Annex VI, approved in 1997[76]. Nevertheless, being maritime transport a global industry, it was more difficult than expected. In 1997, the Commission asked the MEPC35 to exhaustively study the CO2 emissions from vessels and how to control them[72]. Yet no further investigation was done in the scope of the matter until early 2000s, when the MEPC was queried to conduct studies on GEG every 4 years[72]. Resulting from this research, the Commission approved several voluntary evaluation measures in 2005[72], a step behind the approval in July 2011 of the 2009 MEPC package of measures. This package of measures entering into force in January 2013 was to amend MARPOL Annex VI introducing Chapter IV (regulations 19 to 23). It introduced EEDI36, EEOI37 and SEEMP38, mandatory for vessels of 400GRT and up[72]. According to recent studies conducted by the IMO and the IACS39, the entry into force of these measures is expected to have a positive impact. They will reduce CO2 emissions from vessels by 13% to 23% thanks to a decreased fuel consumption on board[77]. Vessels complying with Chapter IV regulations are granted with the International Energy Efficiency Certificate. It expires after 5 years from the first issue[73]. This certificate is mandatory for vessels of 400GRT and up[73]. EEDI The Energy Efficiency Design Index is implemented through regulations 19 to 21[73]. It is only mandatory for new-built vessels or those who underwent a major refit[73][75]. The basic idea is to make vessels more efficient by reducing the amount of fuel consumed on board [75]. According to the type of vessel and its measures, they are assigned a minimum EEDI level in g of CO2 / (nm · transport capacity)[73]. The Organization foresees continuous adjustments of the minimum required EEDI level every 5 years[73]. Moreover, vessels are free to install any kind of system if it complies with the minimum required EEDI[73]. It is considered that around 85% of world fleet is required to comply with EEDI requirements[76]. After the latest MEPC amendments in 2014, the following vessel categories are required to comply with a minimum required EEDI. The EEDI value depends on their dwt (except for cruise ships, depending on vessel GT)[75]. Bulk carriers; 35 MEPC stands for Marine Environment Protection Committee. 36 EEDI stands for Energy Efficiency Design Index. 37 EEOI stands for Energy Efficiency Operational Index. 38 SEEMP stands for Shipboard Energy Efficiency Management Plan. 39 IACS stands for International Association of Classification Societies. Study on the impact of cruise ships calling at Barcelona in the city air quality 26 Gas carriers; Tankers; Containerships; General cargo ships; Reefers; Combination carriers; Ro/Ro, Ro/Pax and Car carriers; LNG Carriers; Cruise passenger ships having non-conventional propulsion.40 In order to confirm whether a vessel meets IMO requirements on energy efficiency, the vessel attained (aka calculated) EEDI may be equal or below the required EEDI[73][75]. The required EEDI is calculated through a simple formula (2.9). The value is multiplied per a reduction factor (in percentage) that shall change depending on the year of construction and the reference line according to the type of vessel and dwt[73]. (2.9) Reduction factors have been established at 10% for new-built vessels prior to 2020[75], 20% prior to 2025[75] and 30% from 2025[75]. In order to calculate the attained EEDI, a mathematical formula has been developed through MEPC/212(63)[75]. It considers the main engine power, its fuel consumption, the transport capacity, the speed and trip length (Figure 12): Simplified in terms (2.10): (2.10) 40 This includes diesel-electric drive-, gas turbine and steam turbine cruise vessels but not geared ones. Figure 12. Attained EEDI formula - SOURCE: MARPOL A-VI Chapter 2. Cruise ships and the environment 27 Vessels classified in different categories may comply with the strictest required EEDI level. Unfortunately, geared passenger cruise vessels are not obliged to comply with EEDI regulations[75]. SEEMP The Shipboard Energy Efficiency Management Plan is mandatory for all existing and new-built vessels since January 1, 2013[76]. The aim of the plan is to reduce CO2 emissions from vessels by establishing a series of shipboard procedures leading to better operational performance[73]. The plan shall be included in the vessel VMS41 and may be developed exclusively for each ship even if she makes part of a larger series of sister ships[73]. The plan shall be created according to resolution MEPC/213(63) and consists of 4 phases working together as in virtuous circles or in PDCA system[74]: planning, implementation, monitoring and selfevaluation and improvement. The idea is to determine which practices result in a significant improvement and can be continuously implemented. Those not having positive results shall be withdrawn[74]. Some of the practices that can be implemented include[74]: improved voyage planning, weather routing, speed optimization, optimized shaft power, optimum trim and ballast, optimum use of autopilot, improved hull maintenance or propeller polishing among others. According to an study conducted by the EU Directorate-General for Climate Action, these procedures could allow up to 34% CO2 emissions reduction [77]. EEOI The Energy Efficiency Operational Indicator is a voluntary yet recommendable index to be used for vessels not falling under EEDI regulations[73]. Although vessels are free to use the EEOI method, the IMO heavily recommends it as it is an easy-to-use tool. It is quite similar to the EEDI method, allowing ships to calculate the amount of CO2 produced per transport capacity[73]. Using this index, vessels can easily identify whether their SEEMP's meet their original goals by comparing consecutive EEOI's within SEEMP periods[74]. At first glance, it seems that EEOI and EEDI are in fact the same unit. Nevertheless, EEOI is only a simplified version of the aforementioned index (2.11). (2.11) The data is to be obtained from the Ship's Official Log and the Engine Room Logbook[73]. 41 VMS stands for Vessel Management System. Previously known as Ship Management System. Study on the impact of cruise ships calling at Barcelona in the city air quality 34 A deeper look into cruise ships calling at Barcelona in 2016, their particulars and shipboard installed powers is available in Annex A and Annex B. 3.2 Methods In order to determine the impact that cruise ships may have on a city air quality, the first target is finding the emissions produced on board. However, it can be somehow difficult to obtain all necessary data[45] from every cruise ship calling at port, so the only available solution is estimating the emissions. 3.2.1 Method discussion. Which one is best suited? There are two main methodologies so as to estimate the emission levels coming from vessels[78]. The first one consists in modeling based on shipboard surveys on actual fuel consumption or exhaust fumes emissions[78] and the second one in modeling based on the shipboard installed power and/or estimated fuel consumption[78]. The first method has proved to be the most reliable one, as it allows a realistic approach[4]. However, its logistics are more complicated and it would be really difficult to gain full access to all the information, considered sensitive by most cruise operators. The second one has largely been used in different studies and research conducted by governments and universities. Even though it is based on estimations, it can allow an interesting approach[42][65][36]. In order to select a method, some of the parameters to be considered are[78]: Shipping-based model; EU - approved method53; Easy-to-use method; and Accuracy and reliability. When doing literature research, the very first problem is the specialization of these methods[42][48]. Actually, being road transport one of the main contributors to air pollution, most of the existing and most accurate methods have been exclusively developed for emissions resulting from this mean of transport[42][78]. All methods for shipping are based on multiple inputs[45]. Literature research indicates that the larger the number of inputs and the complexity, the more accurate the obtained results[45]. Nevertheless, most of the required items are difficult to determine and given the large amount of vessels subject to study, it would be a tedious work. These forewords lead to a selection of 7 methodologies[45][42][78][4], based on different Europeanwide studies. As follows: EMEP/CORINAIR, EMS, ENTEC, MEET, MOPSEA, TREMOVE and TRENDS/ARTEMIS. Their characteristics, weaknesses and strengths are briefly discussed so as to determine which of them better meets the project objectives. 53 Different research methods and technology are used depending on the location[78]. Chapter 3. Estimating the emissions from cruise ships in Barcelona 35 The EMEP54/EEA Guidebook Previously known as the EMEP/CORINAIR Guidebook[26]. It consists of a series of guidelines developed by several EU institutions aiming to elaborate emission inventories. Its target is to create a general inventory of emissions so as to assess the impact that both anthropogenic and natural emissions may have on air quality. It was developed in 1996[26] and updated several times[25], leading to the current 8th edition published by the European Environment Agency in 2016[25]. It was developed in order to facilitate Member States' reporting to the UNECE Convention on Longrange transboundary air pollution. Among its uses is determining whether the EU National Emission Ceiling Directive requirements[26][42] are met by the Member States. Bearing in mind that an algorithm for ship-based emissions is provided, it seems an interesting method to use. EMS55 The EMS inventory methodology was developed by the Government of the Netherlands in order to determine the contribution of sea-going and inland shipping to air pollution within the Low Countries[45][42][78]. Literature research reveals that this system allows an interesting approach since it is based on a distinction between different navigational phases. Moreover it also takes into account technology-based emissions[45]. However, it has not been approved internationally[42] and has been only used in Netherlands-wide studies. ENTEC Entec plc was a British-registered company working on the fields of environmental protection[42]. It is better known for conducting a study in early 2000s on behalf of the European Commission quantifying CO2, HC, NO and SO2 from different sources. It included shipping emissions[26][42] across the Mediterranean Sea, the Baltic Sea, the North Sea, the English Channel and the Irish Sea. Particulate matter was also quantified during port-based stages, i.e. approaching and maneuvering, loading operations and hotelling. Even if it seems quite interesting, it was considered during later research as being not-so-transparent[42]. Moreover, it also makes a lot of assumptions that complicate its use[42]. MEEP56 This method in spite of focusing only on shipping as a source of air pollution describes a methodology to be used by both seagoing vessels and other means of transport[45]. It has been approved by the EU, indeed[42]. This systems allows extremely effective results considering only long journeys[42][78], 54 EMEP stands for European Monitoring and Evaluation Program. 55 EMS stands for Emissieregistratie en Monitoring Scheepvaart, Dutch for Emission Registration and Monitoring for Shipping. 56 MEEP stands for Methodologies for estimating air pollutant emissions from transport. Study on the impact of cruise ships calling at Barcelona in the city air quality 36 whilst the obtained results are not so accurate when considering short journeys[78] and maneuvering stages only. Hence, it is not a suitable method for this project. MOPSEA57 MOPSEA is an emission inventory model funded by the Federal Government of Belgium[78][31]. It aims to develop a reliable tool to calculate the impact of sea-going vessels, calling or navigating within Belgian waters[31], so as to comply with European and IMO regulations. The MOPSEA model allows to calculate historical emissions from vessels and to predict their impact in the future[31]. Its reliability and high level of specialization regarding maritime transport have made it one of the most well-known emission estimating modeling system worldwide[45]. It can be used to estimate the emissions from nearly all types of vessel, making distinction between fuel-58 and technology-related59 emissions[45][31]. It has been largely recommended as one of the most effective emission estimating method given the large amount of data required[45]. Nevertheless, its effectiveness based on complexion[45][31] seems not suitable for a project of this magnitude. TRENDS60 Also known as ARTEMIS[42]. This is a European-approved method providing an easy-to-use and reliable tool to calculate the emissions from all main four means of transport[42], i.e. road transport, rail transport, shipping and aviation. It is used as a computer software. Complexity of the mathematical model varies depending on the mode of transport, being road transport the most developed one[42][78]. The main weakness of TRENDS is that it considers navigation as a whole stage[42], not dividing between phases as it shall be done. Therefore, it is not a suitable method for establishing an emission inventory focusing only on port phases. 3.2.2 The EMEP/EEA algorithm The EMEP/EEA methodology consists of a series of guidelines so as to create emission inventories from a large number of natural and anthropogenic sources[25][26]. Considering that shipping is one of the main contributor to air pollution within the EU boundaries, a dedicated chapter (Part B - Chapter 1.A.3.d) on water-borne transport was included and continuously updated[25][26]. The list of pollutants generated by marine engines during combustion can be rather long[26]. Nevertheless, the most sizeable expulsed ones include mainly carbon dioxide (CO2), carbon monoxide (CO), sulfur dioxide (SO2) and nitrogen oxides (NOx) and to lesser extent non-methane volatile organic compounds (NMVOC's). All of which are covered in the EMEP/EEA guidelines[25][26][65]. Although the 57 MOPSEA stands for MOnitoring Programme on air pollution from SEA-going vessels. 58 Those coming from the combustion itself, namely CO2 and SO2. 59 Those depending on the technology used on board, namely NOx, CO, HC and PM. 60 TRENDS stands for Transport and Environment Database System. Chapter 3. Estimating the emissions from cruise ships in Barcelona 37 EMEP/EEA method was created to estimate water-borne emissions from the vessel on a whole trip, it splits each of the stages allowing independent calculation of them[25][26][65]. Basically the whole methodology consists of a simple statement[25][26][65]: « Ship-based emissions arise from the main propulsion and the auxiliary engines » The algorithm used in the EMEP/EEA method requires several data to be collected, namely[25][26][65]: Type of engine; Type of fuel; and Engine load factor. It also provides a simple diagram, aka decision tree (Figure 14), that makes easier the selection of the Tier or specific algorithm and methodology better suited to obtain the data. The diagram suggests three methods depending on the available data (Figure 14). Tier I and Tier II are based on the amount of fuel sold within the country and used by the ship respectively. Whereas Tier III uses specific technical data about the ship and her movement to estimate the emissions[65]. For the purpose of this project, Tier III was found to better suit the available information, thus it was the one selected for calculation purposes. Figure 14. EMEP/EEA decision tree for shipping emissions - SOURCE: EMEP/EEA 2016 Study on the impact of cruise ships calling at Barcelona in the city air quality 38 The suggested algorithm is based on estimating the emissions for every vessel engaged in an specific trip within a country territorial sea. It divides the whole trip into three different stages or phases[26][65]: cruising (aka navigation), maneuvering and hotelling time. For a single trip as per (3.1): (3.1) However, as long as the project focuses on port-related emissions, the harbor area was considered as an independent region and the specific trip included only the stages in which the vessel was within the port area. Therefore, only the maneuvering and hotelling stages were considered. Considering that the process can be tedious, the EMEP/EEA method recommends calculating the emissions for a representative period of time and then scaling them so as to meet year-round emissions[26][65]. Nevertheless, given that only cruise ships calling at Barcelona were considered, each one of the calls during 2016 was studied separately. Considering the equation, the Tier III allows 2 different approaches depending whether data on fuel consumption is available or not[26][65]. Specific data on shipboard fuel consumption can be really difficult to obtain, due to them being considered as sensitive information by cruise lines[41]. The only approach available was the second one based on installed power and the amount of time on each phase. The proposed algorithm is as follows (3.2): (3.2) Where: : emissions of a complete trip (tons); : emission factor (kg/ton), obtained from suggested tables based on type of vessel; : load factor (%); : engine nominal power (kWh); : time (hours) during which the engine is working on specific load factor; : engine category (main or auxiliary engine); : polluting substance (for this algorithm only NOx, PM and NMVOC's); : type of engine (slow-, medium-, high-speed diesel, gas turbine and steam turbine); : type of fuel oil (bunker/heavy fuel oil or marine diesel/gas oil); and : trip phase (cruising, maneuvering, hotelling). Chapter 3. Estimating the emissions from cruise ships in Barcelona 39 For this methodology, the emission factors were provided by EMEP/EEA61[25][26] (Table10). 61 Three different values are provided for NOx emission factors. The 2000 NOx emission factor represents engines before the introduction of NOx Annex VI regulations. 2005 and 2010 values are obtained through application of 3.4% and 6.8% reduction factors respectively representing the introduction of newer engines by 2005 and 2010 according to later MARPOL regulations. Engine Phase Engine type Fuel type NOx 2000 g/kW NOx 2005 g/kW NOx 2010 g/kW NMVOC EF g/kW PM EF g/kW Specific Fuel consumption ton/kW Main engine Cruise Gas Turbine BFO 6.1 5.9 5.7 0.1 0.1 305.0 MDO/MGO 5.7 5.5 5.3 0.1 0.0 290.0 Slow speed BFO 12.7 12.3 11.8 0.2 0.8 213.0 MDO/MGO 12.0 11.6 11.2 0.2 0.3 203.0 Medium speed BFO 14.0 13.5 13.0 0.5 0.8 213.0 MDO/MGO 13.2 12.8 12.3 0.5 0.3 203.0 High speed BFO 18.1 17.5 16.9 0.6 1.7 195.0 MDO/MGO 17.0 16.4 15.8 0.6 0.3 185.0 Steam turbine BFO 2.1 2.0 2.0 0.1 0.8 305.0 MDO/MGO 2.0 1.9 1.9 0.1 0.3 290.0 Maneuvering & hotelling Gas turbine BFO 3.1 3.0 2.9 0.5 1.5 336.0 MDO/MGO 2.9 2.8 2.7 0.5 0.5 319.0 Slow speed BFO 10.2 9.9 9.5 0.6 2.4 234.0 MDO/MGO 9.6 9.3 8.9 0.6 0.9 223.0 Medium speed BFO 11.2 10.8 10.4 1.5 2.4 234.0 MDO/MGO 10.6 10.2 9.9 1.5 0.9 223.0 High speed BFO 14.5 14.0 13.5 1.8 2.4 215.0 MDO/MGO 13.6 13.1 12.7 1.8 0.9 204.0 Steam turbine BFO 1.7 1.6 1.6 0.3 2.4 336.0 MDO/MGO 1.6 1.6 1.5 0.3 0.9 319.0 Auxiliary Hotelling Medium BFO 11.6 11.2 10.8 0.4 0.8 227.0 Study on the impact of cruise ships calling at Barcelona in the city air quality 40 Table 10. EMEP/EEA Emission factor Tier III - SOURCE: EMEP/EEA 2016 For all other emissions, the method requires the Tier I algorithm and the associated fuel-based EF tables to be used instead[65]. For this purpose, specific fuel consumption was obtained from the previous table and then calculated through the following formula (3.3): (3.3) The following EFs based on kg pollutant per burned fuel ton were also provided by EMEP/EEA (Table 11). Table 11. Tier I Emission factor - SOURCE: EMEP/EEA 2016 Regarding sulfur levels, the EU minimum sulfur content requirements for vessels outside SECA's (3.50% during maneuvering and 0.10% during hotelling) were used (see 2.4.1). It shall be noted that the EMEP/EEA methodology does not provide emission factors to calculate CO2 emissions[50][26]. Literature research showed that similar studies used different CO2 EF[65][41]. Hence, a brief selection was done (Table 12). Table 12. CO2 emission factor comparison - SOURCE: Different sources IPCC Emission Factors were preferred over the others, since it was the only IMO-approved CO2 EF to be used in order to calculate voluntary EEOI index[74][75] and the one approved to be used on MRV reports (see 2.4). This factor was also used in a large amount of scientific articles in the scoop of the matter[54][4]. speed MDO/MGO 10.9 10.5 10.2 0.4 0.3 217.0 High speed BFO 14.7 14.2 13.7 0.4 0.8 227.0 MDO/MGO 13.9 13.5 13.0 0.4 0.3 217.0 Pollutant BFO MDO / MGO NOx 79.3 kg/ton 78.5 kg/ton CO 7.4 kg/ton 7.4 kg/ton NMVOC 2.7 kg/ton 2.8 kg/ton SOx 20 · S% 20 · S% CO2 HFO EF CO2 MDO/MGO EF SOURCE 3114 kg/ton 3206 kg/ton IPCC, 1996 3179 kg/ton 3179 kg/ton Cooper et Gustafsson, 2004 3200 kg/ton 3200 kg/ton Lloyd's Register, 1995 Chapter 3. Estimating the emissions from cruise ships in Barcelona 41 3.2.3 Special considerations The algorithm required a series of data regarding the ship herself and her time spent on each stage. A brief review on the following topics was also done: Time spent in port; Type of engine and installed power; Engine load factor; and Used fuel oil; Time spent in port At an early stage, specific information on the number of calls, berthing hours and an estimation of maneuvering and approaching times was obtained from internal information from the Port Authority. Time at berth was not estimated, but calculated for each vessel using AIS62 66systems. This data was cross-checked with daily updates sent via corporate mailing to the maritime authorities. This included the Calatala List of Authorized Vessels63, daily prevision of cruise terminals available on the Port Authority website64 and the maritime administration site65. A 5 minutes error was accepted. Maneuvering time was estimated using the AIS tracker history tool66. A sampler of 25 cruise ships maneuvering in Barcelona67, during a weeklong period comprising from August 15 to August 21 was used (≈ 80% of total calls in terms of type of vessel and company). The obtained results were (Table 13): 62 AIS stands for Automatic Identification System. 63 Special thanks to MRCC Barcelona for allowing access to Calatala List of Authorized Vessels. 64 Daily updates available on: http://www.portdebarcelona.cat/en/web/port-del-ciudada/cruceros 65 Special thanks to MRCC Barcelona for allowing access to www.dueport.es 66 Kongsberg Marine AIS Tracker. Special thanks to MRCC Barcelona for allowing access to the official app. 67 This data represents almost 75% of total calls in terms of cruise ship type. Vessel Berthing maneuvering Unberthing maneuvering Aida Blu 40 min + 5 min 10 min + 5 min Aida Stella 35 min + 5 min 10 min + 5 min Azamara Journey 20 min + 5 min 30 min + 5 min Brilliance of the Seas 15 min + 5 min 20 min + 5 min Carnival Vista 20 min + 5 min 40 min + 5 min Celebrity Constellation 15 min + 5 min 20 min + 5 min Celebrity Equinox 40 min + 5 min 25 min + 5 min Costa Diadema 25 min + 5 min 30 min + 5 min Study on the impact of cruise ships calling at Barcelona in the city air quality 42 Table 13. Maneuvering times (sample of 25 vessels in 1 week) - SOURCE: AIS tracker For estimating purposes, it was considered that the maneuvering stage on arrival began at the pilot station68. A twenty minutes surplus was added to these figures during the unberthing stage69. Type of engine and installed power Information on the vessels propulsion system, engine type and shipboard installed power can be easily and reliably found through free access Ship Particulars provided online by classification societies. In this case, it was found via Vessel Register70 (for DNV-GL classed vessels), List of Ships in Class71 (for Lloyd's 68 It is a common praxis on cruise ships to have engines ready for maneuvering before pilot boarding ground. 69 It is a common praxis on cruise ships to switch to full away mode after dropping pilot. 70 DNV-GL online site: vesselregister.dnvgl.com 71 LR online site: lrshipsinclass.lrfairplay.com Costa Fascinosa 25 min + 5 min 20 min + 5 min Disney Magic 15 min + 5 min 30 min + 5 min Harmony of the Seas 10 min + 5 min 30 min + 5 min Insignia 25 min + 5 min 10 min + 5 min Jewel of the Seas 25 min + 5 min 20 min + 5 min Mein Schiff 3 30 min + 5 min 10 min + 5 min MSC Fantasia 30 min + 5 min 10 min + 5 min MSC Poesia 40 min + 5 min 10 min + 5 min Norwegian Epic 30 min + 5 min 10 min + 5 min Seabourn Sojourn 15 min + 5 min 20 min + 5 min Seven Seas Explorer 30 min + 5 min 25 min + 5 min Seven Seas Navigator 30 min + 5 min 25 min + 5 min Sirena 30 min + 5 min 10 min + 5 min Sovereign 25 min + 5 min 20 min + 5 min Star Breeze 15 min + 5 min 15 min + 5 min Ventura 30 min + 5 min 10 min + 5 min Zenith 30 min + 5 min 10 min + 5 min AVERAGE MEAN 25min + 5 min 20 min + 5 min Chapter 3. Estimating the emissions from cruise ships in Barcelona 43 Register classed vessels), Leonardo72 (for RINA classed vessels), Veristar73 (for Bureau Veritas classed vessels) and List of Registered Vessels74 (for Croatian Register of Shipping classed vessels). Sometimes data provided by classification societies did not specifically state the total installed power, especially in some RINA ship particular's. In that case, the information was estimated using the EMEP/EEA equation (3.4) based on GT's for the 2010 worldwide passenger vessels75 fleet[25][26]: (3.4) Engine load factor As engine load factor can be a difficult-to-obtain data, the considered percentages were obtained through literature research. LF percentage during maneuvering and hotelling phases seems to vary greatly depending on the source[45][65][41]. For instance, the EMEP/EEA methodology stated the following data to be considered as LF: Table 14. Engine load factor - SOURCE: EMEP/EEA 2016 Hence, those factors were the ones considered for conventional propelled cruise ships. However, given that the vast majority of them are diesel-electric powered76, a generic load factor for the main engines was required. And several studies considering only passenger car ferries and Ro/Pax vessels, most of them with diesel-electric drive, have used the following LF percentages[41][6] (Table 15): Table 15. Cruise ship (diesel electric drive) LF - SOURCE: Corbett, J - 2013 This data was consistent with existing information provided on the Royal Princess Machinery Operation Manual used on board cruise ship MS Artania. 72 RINA online site: www.leonardoinfo.com 73 BV online site: www.veristar.com 74 HRB online site: www.csr.hr 75 A second algorithm is specifically provided for the 2006 Mediterranean-based fleet, however as long as cruise lines tend to vary deployments year after year, the worldwide algorithm was considered to give a better approach. Although this formula calculates total installed power, it was only used on diesel-electric vessels. 76 After ship-particulars from different sources. Phase Operating time Main Engine LF Main Engine LF Auxiliary Engine Cruise 100% 80% 30% Maneuvering 100% 20% 50% Hotelling 5% 20% 40% Cruise Maneuvering Hotelling LF 80% 40% 20% Study on the impact of cruise ships calling at Barcelona in the city air quality 50 Based on the average emissions per ship, the emissions per ship hour were calculated (Figure 18): These figures showed something totally unexpected. Even if the seasonality and the number of calls play an important role, this data is totally out of the previous trends. In terms of emissions per hour it was found that March was the most polluted month, whereas April was the least polluted one. Interestingly, more vessels called at Barcelona in April than in March. The point is not the number of calls, but the average port stay. In March there were only 26 ship calls and the average port stay was 11 hours 08 minutes, around one hour and a half less than 12 hours 35 minutes, the average port stay in 2016. A shorter port stay together with larger ships in port, led to increased emissions per hour83. In April ship calls went up to 92, 50% of which were of smaller ships. This together with an increased port stay to 12 hours 26 minutes, led to reduced emissions per ship per hour. 83 It shall be considered that ships are much more polluting during maneuvering phase than hotelling. 124 88 0.06 0.04 0.04 0.04 0.04 9,562 6,748 11.0 7.6 20 14 0,01 0,10 1,00 10,00 100,00 1000,00 10000,00 Emissions (kg/hourl) - logarithmic scale Emissions per hour NOx SOx CO2 PM 2.5 CO Figure 18. Emissions per hour Chapter 3. Estimating the emissions from cruise ships in Barcelona 51 Lastly, based on the previous figures the emissions per hour and passenger were obtained: As in terms of total emissions, January was the less polluted month by emissions per passenger. January was also found to be the month with less ship calls (19 calls), 25% of which were of the MS Viking Star (a modern rather small cruise ship). This leads to an average 3672 passengers/ship compared to 4063 and 3904 passenger/ship in February and March, 2nd and 3rd less calls respectively but 1st and 2nd in terms of ship load factor. The point is not only that ships stayed longer hours in port in January but all 19 ships were state-of-the-art or large ones (see previous discussion on emissions and passengers, GT and ship age) plus a 97.2% load factor84 resulted in a reduced emission ratio per passenger. November was found to be the most polluted month by emissions per passenger. This is explained because November was also the month with less passenger-per-ship ratio. Given a 87.3% load factor85 (avg. of 2,184 passengers per ship), this reduction was totally expected. 84 71,752 scheduled berths of which 69,769 were occupied. 85 160,557 scheduled berths of which 139,746 were occupied. 2.71E-02 4.49E-02 1.18E-05 1.97E-05 2.10 3.45 2.20E-03 3.83E-03 4.36E-03 7.14E-03 0,00001 0,0001 0,001 0,01 0,1 1 10 Emissions (kg/hour · pax) - logarithmic scale Emissions per pax per hour NOx SOx CO2 PM 2.5 CO Figure 19. Emissions per pax and hour Study on the impact of cruise ships calling at Barcelona in the city air quality 52 3.3.3 The average cruise ship calling at Barcelona Comparing all the obtained data, the average cruise ship calling at Barcelona during 2016 was determined to have the following characteristics: Around 12 hours and 35 minutes of total port stay; Around 3,032 passengers carried; Average shipboard consumed power 11,500kWh; Responsible for the following emissions (in kg/h) (Table 21): Table 21. Average cruise ship emissions In terms of emissions per passenger per hour (Table 22): Table 22. Average cruise ship emission per hour and pax Bearing in mind the following average emission factor for power stations supplying the Barcelona region in 2016 (Table 23): Table 23. Emission factors in Barcelona (2016) - SOURCE: Red Eléctrica Española And the above average consumed power, the following emissions per hour and passenger were found (Table 24): Table 24. Average emissions if considered shore power After the previous results, it seems that shore-based power is cleaner than shipboard-produced. This could allow up to 55% reduction on CO2 emissions. Nevertheless, these figures can be easily affected by the use of less environmentally-friendly sources of power if that is the case. NOx (kg/h) SOx (kg/h) CO2 (kg/h) PM 2.5 (kg/h) CO (kg/h) 108.90 0.27 8,245 9.24 17.17 NOx (kg/h·pax) SOx (kg/h·pax) CO2 (kg/h·pax) PM 2.5 (kg/h·pax) CO (kg/h·pax) 0.04 8.99·10-5 2.71 3,04·10-3 5.66·10-3 CO2 (kg/kWh) EF 0.40 CO2 kg/h 4600 kg/(h·pax) 1.52 Chapter 3. Estimating the emissions from cruise ships in Barcelona 53 3.4 Conclusions The previous tables and graphs provided a lot of interesting results. Out of them, some general ideas can be highlighted, answering some of the initial questions. First, it was found that contrary to popular belief, large cruise ships are not as polluting as expected. At least in terms of emissions per passenger. The point is that they have a higher installed power and thus they are responsible for greater emissions. Nevertheless, they also tend to carry larger crowds, hence reducing the emissions per passenger ratio (aka sustainability of scale). This was mostly observed in newer cruise ships, where a greener management seems to have been implemented. This is the case of mega-liner MS Harmony of the Seas, which was heavily contested by Barcelona inhabitants and the city council. Yet in fact Royal's flagship was a rather greener ship compared to other vessels, with up to 60% reduced emission-per-passenger ratios (see 3.3.1). Eventually, given that larger ships carry more passengers and the emission ratios are reduced, it would be more suitable for the city to homeport mainly larger vessels. The total city expenditure would be the same with reduced emissions per passenger. Interestingly, cruise ships were not responsible for large SOx emissions but mainly for NOx and CO2. From these results, it is clear that the Sulfur Directives issued by the European Union have a positive impact, by reducing overall SOx emissions in non-SECA port areas and of course in SECA's. However, major concerns arise in terms of NOx emissions, because of the use of diesel engines. The figures are extremely high if compared to other pollutants, thus it seems reasonable that more restrictive legislation shall be implemented in the area. This leads to the all-time-known conflict between the US higher restrictions concerning NOx and the EU restrictions concerning SOx. Concerning the emission trends, seasonality clearly plays an important role on the total figures. Therefore, total emissions peaked during summer and late-summer, whereas they bottomed in the December-to-March period. The overall emission difference was rated at 14.6%, compared to 18% passenger difference and 13.3% ship call variation. This indicates that even if emissions per ship were larger in October emissions per passenger were lower, which redirects again to a more sustainable scenario. The fact is that November, which no way was expected to top any rank, was the most polluted month in terms of emissions per passenger. This was because of lower passenger load factor. The perfect binomial is large cruise ships and high load factors. Both for the city and the cruise line management. Unfortunately, the comparison between ship-based emissions and shore-based emissions for similar power showed that cruise ship engines are much more pollutant than shore plants. Given a 55% CO2 reduction when using shore-based power, cold ironing is at first glance an interesting solution to be further considered. After being reviewed in several locations, this system has been proved to be very effective. However, the high cost-to-efficiency ratio and the negative impact of highly polluting shorebased sources of power shall also be considered. Study on the impact of cruise ships calling at Barcelona in the city air quality 54 (This page is intentionally left blank) Chapter 4. Impact of cruise ships on air quality in Barcelona 55 Chapter 4. Impact of cruise ships on air quality in Barcelona This chapter focuses on the theoretical impact that the previously calculated emissions may have on the city air quality (immission). First, a brief study on the atmospheric conditions prevailing in Barcelona and the variations during 2016 was done. Afterwards, different dispersion models were reviewed so as to determine which one was the most suitable in terms of time economy and reliability. Using the Gaussian plume, the concentration of pollutants was calculated in different locations across the city. Eventually, the results were compared to real data so as to discuss their impact. 4.1 Atmospheric conditions in Barcelona Owing to the close relationship between the prevailing atmospheric conditions and the distribution of air pollutants[43], a brief study on the climatology of Barcelona was required. Barcelona is a city located on a 5km-wide plain by the western Mediterranean sea[51]. The city is surrounded by the rivers Llobregat and Besòs to the S and N respectively, the Mediterranean Sea to the E and the Catalan Coastal Range (Collserola) to the W[51]. Barcelona's climate has been classified as a mixture of humid sub-tropical with warm summer (Cfa[51]) and hot-summer Mediterranean climate (Csa[51]). Therefore, winters are typically wet while summers are mostly dry[59][51]. Concerning precipitation, summers tend to be arid while the vast majority of precipitations are during spring and autumn, in form of heavy showers. Thereby, mostly clear skies and long sunny days are expected in the city[59]. Regarding temperatures, the average tends to be stable around 15oC, showing little variation during the year[51]. Stability is the main parameter affecting atmospheric dispersion[2][3]. It is function of the following: Wind According to the statistical analysis held by the Meteorology Service of the Port of Barcelona from 2008 to 2015, the prevailing winds in the area of Barcelona are mostly westerlies (Figure 20). A seasonal variation was observed in wind direction but not in wind speed, which stays consistent around 3.2 - 3.5 m/s year-round. A study by the Meteorological Service of Catalonia (METEOCAT) found mostly prevailing winds from SW (≈20%) and NW (≈15%) directions, with only 3.13% calm (wind speed ≈ 0m/s) days[51]. Study on the impact of cruise ships calling at Barcelona in the city air quality 56 Wind veers and backs continuously, hence it can be really difficult to establish an average daily wind direction. Statistics show that Barcelona is mostly affected by westerly winds coming from the shore. These are greater in winter and autumn (Figure 20), because of Atlantic low pressures arriving in western Europe. In summer and spring, SW winds are easily recorded (Figure 20) because of sea-born breeze86. West and northwest winds have a positive impact on air pollution, since the air is moving from 86 Typically known in the area as Marinada, arisen from a pressure difference between land and sea, because of different heat capacities (water has a larger heat capacity, thus water absorbs less heat than ground). Figure 20. Average wind direction in Barcelona - SOURCE: Port de Barcelona Chapter 4. Impact of cruise ships on air quality in Barcelona 57 the city towards the sea. Therefore, a lower effect of cruise ships emissions could be expected in winter than in other seasons. Concerning wind speed, the following values (Table 25) correspond to the average: Table 25. Average wind speed in Barcelona - SOURCE: Port de Barcelona Winds from the SW to NE arch tend to be slightly stronger, peaking at > 7m/s for winds from the NW (Figure 20)[51]. According to the State Meteorological Agency (AEMET) 1981-2010 factbook, prevailing winds in Barcelona (Obs. Fabra station) were (Table 26): Table 26. Avg. monthly wind speed and direction - SOURCE: Obs. Fabra Solar radiation According to the Solar Radiation Atlas published by AEMET, Barcelona receives mostly medium to high solar radiation values (Figure 21). The average daily radiation is similar to the one in other EU capitals like Rome, Zagreb or Bucharest[59]. Avg. low wind speed (m/s) Avg. high wind speed (m/s) Winter 3.2 22.1 Spring 3.5 18.8 Summer 3.4 17.0 Fall 3.2 20.4 Month Avg. wind speed (km·h-1) Avg. wind direction (o) Higher gust (km·h-1) January 8 SW 73 February 10 SW 65 March 13 S 73 April 13 S 64 May 13 SE 84 June 10 S 60 July 12 SE 41 August 10 W 61 September 11 SW 52 October 11 E 56 November 9 NW 61 December 9 SW 70 Study on the impact of cruise ships calling at Barcelona in the city air quality 58 The solar radiation year distribution shows a medium-latitude pattern[59] (Figure 22), peaking and bottoming during the solstices, and with similar radiation values during the equinoxes[59]. Figure 21. Avg. daily solar radiation in Europe - SOURCE: AEMET Figure 22. Avg. solar irradiation in Barcelona - SOURCE: AEMET Chapter 4. Impact of cruise ships on air quality in Barcelona 59 During 2015, the daily mean stood somewhere between 65 and 329 W/m2[59], bottoming in March and peaking in June[59]. Values can vary greatly depending on daily cloudiness. 4.2 Methods Atmospheric dispersion is heavily related to overall atmospheric stability[2]. Basic atmospheric thermodynamics consider three different cases as per dry adiabatic ascent[43][2]: Atmospheric stability, when the air parcel is cooler than the surrounding atmosphere layer[2][3]. Since the air parcel is more dense than the atmosphere, only the adiabatic descent is possible. Neutrality, when both the air parcel and the surrounding atmosphere layer are at the same temperature, thus neither ascent nor descent is possible[2][3]. Atmospheric instability, when the air parcel is hotter than the surrounding atmosphere layer. In this case, the air parcel is less dense than the atmosphere, so the adiabatic ascent will occur[2][3]. These assumptions apply to the gas plume87 behavior in the atmosphere. Thereupon: Non-buoyant plumes, related to stable conditions[3]. These plumes are made up of a cooler and more dense gas than the atmospheric air, thus only descent is possible[3]. Passive plumes, related to neutral conditions[3]. Since the plume and the atmospheric air are the same density, no ascent or descent is possible[3]. Buoyant plumes, related to unstable conditions[3]. These plumes are made up of warmer and less dense gas than the atmospheric air, thus their ascent is possible[3]. This is the case of combustiongenerated flue gas[43][2][3]. Atmospheric dispersion modeling refers to the mathematical analysis of gas plumes' distribution through the atmosphere[62]. Up to three different mathematical models are available so as to determine atmospheric dispersion over short periods of time without chemical combination[24]: The Eulerian mathematical model[24]. It describes the dispersion of pollutants in a limited frame of reference, which has been fixed with respect to a shore-based point of reference[24]. Wind speed is described as a linear function u(x,t). It is mostly used to calculate long-range dispersion[62][24]. The Gaussian mathematical model[24]. Based on the Gaussian mathematical distribution, it is the most widely-known atmospheric dispersion model[24]. It is mostly used to calculate local dispersion in a constrained area and short period of time[1]. The Lagrangian mathematical model[24]. It is based on the evolution of an air parcel containing the pollutant[24]. Thus, it is associated to a movable reference, moving along the wind trajectory. Wind 87 In fluid dynamics a plume is considered to be a column of fluid moving through another one, i.e. water vapor in the atmosphere. Study on the impact of cruise ships calling at Barcelona in the city air quality 66 : top inside stack diameter (m). The atmospheric temperatures were obtained from the official weather conditions statistics provided by the Meteorological Services of Catalonia and the Port Authority. The funnel height was estimated through a series of calculations considering the actual air draft of several ships using the previous 25- ship sampler (see 4.2.2 - funnel height), though it is recommended for merchant ships to consider 30m air draft (Concawe, 1994)89. Concerning the exhaust gas speed and temperature, both were considered at 30m/s and 370oC respectively (Concawe, 1994). The internal funnel diameter was considered at 1.10m90. Bearing in mind that always 91[2], the downwind distance from source to point of maximum rise is calculated through the following formula (4.9)[3]: (4.9) And owing to an always unstable condition[3], the valid equation is (4.10): (4.10) This led to the following combined formula (4.11)[3]: (4.11) 4.2.2 Special considerations Based on the previous equations and tables, an excel worksheet (Annex C) was created to determine the atmospheric dispersion in the following cases: Top 5 worst days (in terms of total emissions); and Worst day of the month (in terms of total emissions). 89 Cruise ships tend to be much more higher than common merchant vessels. Thus the 30m rule observed in several EU-based ship emission studies was not considered for the study. 90 After McCallum, D. Technical practices manual for surface ship stack design. Hull Form and Fluid Dynamics branch. Naval Engineering Center. US Navy: Washington, 1976. 91 As per Beychok, values above 55 are extremely rare, nearly impossible, for exhaust flue gases. Chapter 4. Impact of cruise ships on air quality in Barcelona 67 A map with an overlay of the Gaussian dispersion (in percentage) was created through the site www.ess.co.at, a project funded by the European Union and used by the Technical University of Vienna on their Air Quality Engineering lessons. So as to calculate the previous cases, some considerations were taken into account. Locations The atmospheric dispersion values were calculated at ground level in the following locations across the city (Figure 27), where meteorological and air quality stations are available: Eixample (ϕ = 41o 23' 07.2''N - L = 002o 09' 13.8''E); Gràcia - Sant Gervasi (ϕ = 41o 23' 55.5''N - L = 002o 09' 12.2''E); Palau Reial (ϕ = 41o 23' 14.9''N - L = 002o 06' 54.5''E); Parc de la Ciutadella (ϕ = 41o 23' 11.1''N - L = 002o 11' 14.7''E); Port Vell (ϕ = 41o 25' 33.9''N - L = 002o 08' 52.8''E); and Sants (ϕ 41o 22' 43.7''N - L = 002o 07' 59.1''E). These were selected because they allow a general overview of the whole area of Barcelona and have been continuously recording air quality parameters since 2005. The distances were estimated using a city map provided by the Catalan Cartography and Geology Institute (ICGC) considering a single combined source located on the Moll Adossat dock (Terminal B). Figure 27. Area of study and location of the stations - SOURCE: ICGC Study on the impact of cruise ships calling at Barcelona in the city air quality 68 Days considered For calculation purposes, the following days were considered as being top 5 worst days in terms of total emissions (Table 30): Table 30. Top 5 worst days Whereas the worst monthly days were (Table 31): Table 31. Monthly worst days Top 5 days considered were also among the monthly worst days in terms of gross emissions, except for July 17 (Table 30) which was the second most polluted day in the same month. The previous values were obtained by adding the emissions of each ship call per day (Annex B). Date NOx (kg) SOx (kg) CO2 (tons) PM 2.5 (kg) CO (kg) April 24 9,616.80 4.23 714.66 858.86 1,566.03 July 3 10,190.27 4.59 764.92 935.60 1,698.58 July 17 9,254.75 5.33 654.80 742.61 1,427.95 August 28 9,372.57 4.22 718.95 861.27 1,562.28 October 21 9,610.30 4.33 742.73 876.92 1,601.91 Date NOx (kg) SOx (kg) CO2 (tons) PM 2.5 (kg) CO (kg) January 8 3,525.41 1.59 265.86 320.49 587.64 February 14 3,865.00 1.74 290.78 351.36 644.24 March 28 4,475.39 2.02 335.20 406.85 745.99 April 24 9,616.80 4.23 714.66 858.86 1,566.03 May 23 8,994.35 4.68 665.73 768.37 1,444.50 June 12 8,711.80 3.92 662.91 801.20 1,452.14 July 3 1,190.27 4.59 764.92 935.60 1,698.58 August 28 9,372.57 4.22 718.95 861.27 1,562.28 September 20 9,054.86 4.00 692.61 797.43 1,480.68 October 21 9,610.30 4.33 742.73 876.92 1,601.91 November 4 5,661.26 2.55 426.82 514.66 943.66 December 27 4,645.24 1.79 303.26 322.39 664.09 Chapter 4. Impact of cruise ships on air quality in Barcelona 69 Weather conditions The actual weather conditions were obtained from the monthly Informes meteorològics issued by the Port Authority and official data from the Raval station, managed by the Meteorological Service of Catalonia. The Solar radiation parameters were obtained from Informes meteorològics. Strong was considered to be a sunny day (> 200W/m2), moderate to be a rather sunny day (100 - 200 W/m2) and slight was considered to be a low radiation day (< 100W/m2)92. For top 5 days (Table 32): Table 32. Prevailing atmospheric conditions on top 5 days - SOURCE: Port de Barcelona and Servei Meteorològic And monthly top days (Table 33): 92 Pasquill stated that STRONG corresponded to a sunny day in England during summer, whereas SLIGHT corresponded to a sunny day in England during winter. Literature research may differ[2]. Date Wind Speed (m/s) Gusts (m/s) Solar radiation April 24 SSW 4.1 9.6 Strong July 3 SSW 3.3 8.1 Moderate July 17 SSW 3.1 8.7 Strong August 28 SSW 3.1 8.9 Strong October 21 E 2.1 5.6 Slight Date Wind Speed (m/s) Gusts (m/s) Solar radiation January 8 WNW 3.6 12.4 Slight February 14 W 4.8 14 Moderate March 28 NW 3.0 13.1 Moderate April 24 SSW 4.1 9.6 Strong May 23 SE 3.5 10.6 Strong June 12 WSW 3.0 8.3 Moderate July 3 SSW 3.3 8.1 Moderate August 28 SSW 3.1 8.9 Strong September 20 WSW 2.6 7.3 Moderate October 21 E 2.1 5.6 Slight November 4 NW 2.0 - Moderate December 27 WSW 3.3 - Moderate Table 33. Prevailing atmospheric conditions on monhtly top days - SOURCE: Port de Barcelona and Servei Meteorològic de Catalunya Study on the impact of cruise ships calling at Barcelona in the city air quality 70 Funnel height An important factor to be considered is the actual stack height, aka the ship's funnel height above sealevel. Literature research led to doubtful results, since the ship air draft is not considered important unless in conflict with height-limited fairways, i.e. bridges. Given that most ships have similar deck heights (Concawe, 1994), the previous 25-ship sampler was used again considering the number of decks and the air draft of the following vessels93, which was easily found on classification societies sites:  Royal Caribbean's Oasis class: 65m in 18 decks above sea level (ratio 3.61m per deck);  Royal Caribbean's Freedom class: 64m in 18 decks above sea level (ratio 3.55m per deck);  Royal Caribbean's Voyager class: 61m in 17 decks above sea level (ratio 3.59m per deck);  Princess' Royal class: 66m in 19 decks above sea level (ratio 3.47m per deck);  Princess' Crown/Gem/Grand class: 59m in 19 decks above sea level (ratio 3.10m per deck);  Princess' Sun class: 56m in 15 decks above sea level (ratio 3.73m per deck);  Princess' Panamax class: 62m in 16 decks above sea level (ratio 3.87m per deck);  Princess' Explorer class: 40m in 11 decks above sea level (ratio 3.64m per deck); and  Costa Crociere's Concordia class: 57m in 17 decks above sea level (ratio 3.35m per deck). The average height-per-deck ratio found was 3.55 m per deck. 93 Considering total air draft from summer freeboard (as per Load Lines 1969 convention) to funnel. Vessel Number of decks Estimated height Aida Blu 15 above sea level 53.25m Aida Stella 14 above sea level 49.70m Azamara Journey 11 above sea level 39.05m Brilliance of the Seas 12 above sea level 42.60m Carnival Vista 18 above sea level 63.90m Celebrity Constellation 13 above sea level 46.15m Celebrity Equinox 19 above sea level 67.45m Costa Diadema 17 above sea level 60.35m Costa Fascinosa 14 above sea level 49.70m Disney Magic 11 above sea level 39.05m Harmony of the Seas 18 above sea level 63.90m Insignia 11 above sea level 39.05m Jewel of the Seas 12 above sea level 42.60m Mein Schiff 3 15 above sea level 53.25m MSC Fantasia 18 above sea level 63.90m MSC Poesia 15 above sea level 53.25m Chapter 4. Impact of cruise ships on air quality in Barcelona 71 4.3 Results Analyzing the variables that explain the atmospheric dispersion, some results can be foreseen. First, the wind direction is the most important factor affecting the results. Therefore, westerly, northwesterly and northerly winds will move all port-related emissions towards the sea, whereas the rest will move them towards land. Hence, it affects differently depending on the direction. Considering a 16-point compass and the districts of Barcelona (Figure 28):  NNE winds affect mainly the Sants-Montjuïc district94;  NE winds affect again mainly the Sants-Montjuïc district;  ENE winds affect again mainly the Sants-Montjuïc district;  E winds affect Sants-Montjuïc, Ciutat Vella, Eixample, Les Corts and Sarrià-Sant Gervasi districts;  ESE winds affect Sants-Montjuïc, Les Corts, Sarrià-Sant Gervasi, Ciutat Vella, Gràcia and Eixample districts;  SE winds affect Sants-Montjuïc, Les Corts, Sarrià-Sant Gervasi, Horta-Guinardó, Ciutat Vella, Gràcia and Eixample districts;  SSE winds affect Sants-Montjuïc, Horta-Guinardó, Ciutat Vella, Gràcia and Eixample districts;  S winds affect Ciutat Vella, Eixample, Gràcia, Nou Barris, Sant Andreu, Sant Martí districts;  SSW winds affect Ciutat Vella and Sant Martí districts;  SW winds affect Ciutat Vella and Sant Martí districts; and  WSW winds affect Ciutat Vella and Sant Martí districts. Overall greater effects in the city were expected when 2nd quadrant winds prevail. 94 It shall be considered that the Montjuïc hill constitutes a natural wall against the arrival of air. Norwegian Epic 19 above sea level 67.45m Seabourn Sojourn 11 above sea level 39.05m Seven Seas Explorer 14 above sea level 49.70m Seven Seas Navigator 13 above sea level 46.15m Sirena 11 above sea level 39.05m Sovereign 15 above sea level 53.25m Star Breeze 5 above sea level 17.75m Ventura 19 above sea level 67.45m Zenith 12 above sea level 42.60m AVERAGE MEAN 14 above sea level 49.98m Table 34. Estimated height of 25 ships sample - SOURCE: Different sources Study on the impact of cruise ships calling at Barcelona in the city air quality 72 Concerning wind speed, the faster the wind, the faster the atmospheric dispersion. Hence, stronger winds will have a positive impact on air quality. In 2016, strong winds (up to 130% stronger than other seasons) were recorded during the January to May time-span. In conclusion, a reduction in concentration is expected during these days. Higher gusts also have a positive impact, since they move air faster. Regarding stability, all situations considered where unstable. The difference mostly arises between the degrees of instability. More unstable days allow a higher plume rise so the pollutant needs to travel more in order to reach ground-level altitude. Therefore, a lower effect is expected in close-to-port districts when stability is classed "C" (slightly unstable) compared to "D" (neutral). This effect was mostly observed on April 24, May 23, July 17 and August 28 because of the Strong incoming solar radiation. January 8 The prevailing winds on January 8, 2016 were mostly WNW and average speed of 3.6m/s. Stability was found to be neutral, so a faster ground disposal would be expected. This means that the air was moving towards the sea and the emissions resulting from cruise ships had little to no effect on the city (Table 35). Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 123 3 - 40 103 - - - - - Gràcia - S.G. 107 2 - 26 7·102 - - - - - Palau Reial 67 1 - 20 3·102 - - - - - Ciutadella 109 - - - - - - - - - Port Vell 64.4 8.5 - 9.9 - - - - - - Sants 84 - - - - - - - - - Table 35. January 8 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya Figure 28. Map of Barcelona's districts - SOURCE: wikipedia.org Chapter 4. Impact of cruise ships on air quality in Barcelona 73 The real values show increased concentrations in the most urban areas of downtown Barcelona, mainly owing to the wheeled traffic. The previous figures together with the above diagram (Figure 29) allow to conclude that cruise ships did not have any effect on the city air quality that day. February 14 The prevailing winds on February 14, 2016 were mostly W and average speed of 4.8m. Stability was determined to be neutral, too. Air was blowing from land to sea, thus little effect can be expected on the real values. After the diagram, the dispersion could only affect the coastal areas corresponding to Port Vell and Parc de la Ciutadella stations (Figure 30). Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 40 1 - 12 4·102 - - - - - Gràcia - S.G. 27 2 - 11 6·102 - - - - - Palau Reial 15 1 - 8 2·102 - - - - - Ciutadella 20 - - - - ≈ 0 ≈ 0 ≈ 0 ≈ 0 ≈ 0 Port Vell 27.5 1.2 - 4 - ≈ 0 ≈ 0 ≈ 0 ≈ 0 ≈ 0 Sants 17 - - - - - - - - - Table 36. February 14 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya Figure 29. January 8 atmospheric dispersion map Study on the impact of cruise ships calling at Barcelona in the city air quality 74 The atmospheric dispersion model showed negligible ship-based values in the two previously-stated stations (Table 37). Also Ciutadella and Port Vell had lower values than other areas in the city. Again, cruise ships had little impact on air quality that day. March 28 The prevailing winds on March 28, 2016 were mostly NW, average speed of 3.0m/s. Stability was found again to be neutral. Again as air was moving from land to sea, the effect of the emissions can be totally neglected (Table 37 - Figure 31). Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 35 1 - 18 5·102 - - - - - Gràcia - S.G. 30 1 - 14 5·102 - - - - - Palau Reial 18 1 - 11 2·102 - - - - - Ciutadella 34 - - - - - - - - - Port Vell 52.3 2.4 - 7.9 - - - - - - Sants 21 - - - - - - - - - Table 37. March 28 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya Figure 30. February 14 atmospheric dispersion map. Chapter 4. Impact of cruise ships on air quality in Barcelona 75 April 24 The prevailing winds on April 24, 2016 were mostly SSW and average wind speed of 4.1m/s. Stability was determined to be slightly unstable. Given the SSW direction, wind was blowing from sea along the shoreline towards the NE part of the city, affecting most of the city area (Table 38 - Figure 32). Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 43 2 - 15 4·102 8.6·10-26 3.8·10-29 6.4·10-21 7.7·10-27 1.4·10-26 Gràcia - S.G. 31 2 - 14 3·102 1.4·10-17 6.2·10-21 1.0·10-12 1.3·10-18 2.3·10-18 Palau Reial 12 2 - 12 3·102 2.9·10-208 1.3·10-211 2.2·10-200 2.6·10-209 4.8·10-209 Ciutadella 25 - 1.4·10-1 6.1·10-5 1.0·104 1.2·10-2 2.3·10-2 Port Vell 43.8 1.3 - 7.9 - 3.1·10-1 1.4·10-4 2.3·104 2.8·10-2 5.1·10-2 Sants 16 - 4.5·10-177 2.0·10-180 3.3·10-169 4.0·10-178 7.3·10-178 Table 38. April 24 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya Figure 31. March 28 atmospheric dispersion map. Study on the impact of cruise ships calling at Barcelona in the city air quality 82 July 17 The prevailing winds on July 17, 2016 were mostly SSW and average wind speed of 3.1m/s. Stability was determined to be slightly unstable. The air was flowing as in July 3, with similar consequences to atmospheric dispersion. Table 42. July 17 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya The greatest values were obtained at Ciutadella and Port Vell respectively (Table 42). In other areas the effect can be neglected, given the difference. The impact of cruise ships on air quality was estimated at 1.19% in Port Vell and 0.39% in Ciutadella (Table 42). Again, NOx is the top contributor. The hourly impact of cruise ships was subsequently studied in depth (Figure 41): Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 57 3 - 25 4·102 1.1·10-25 7.4·10-29 9.1·10-21 1.0·10-26 2.0·10-26 Gràcia - S.G. 46 4 - 23 6·102 1.7·10-17 1.2·10-20 1.5·10-12 1.7·10-18 3.2·10-18 Palau Reial 27 4 - 20 2·102 3.6·10-208 2.5·10-211 3.1·10-203 3.5·10-209 6.7·10-209 Ciutadella 44 - 1.7·10-1 1.2·10-4 1.5·105 1.6·10-2 3.2·10-2 Port Vell 31.9 1.5 - 13.9 3.8·10-1 2.7·10-4 3.3·105 3.7·10-2 7.1·10-2 Sants 25 - 5.5·10-177 3.8·10-180 4.7·10-172 5.3·10-178 1.0·10-177 Figure 40. July 17 atmospheric dispersion map Chapter 4. Impact of cruise ships on air quality in Barcelona 83 Figure 41. NOx concentration in Ciutadella on July 17 - SOURCE: Servei Meteorològic de Catalunya Except for the MS Sovereign which stayed overnight, the rest of the vessels arrived around 4.00 - 7.00am and left around 6.00 - 7.00 pm. The higher concentration during early-morning hours is explained because of stability conditions (Figure 41). The same applies for 6.00 - 10.00 pm concentration peak. Even if cruise ships may have an impact on the figures (up to 1.19%), the distribution shows a typical wheeled traffic-influenced scenario. August 28 The prevailing winds on August 28, 2016 were mostly SSW and average wind speed was 3.1m/s. Stability was determined to be slightly unstable. Overall the similar situation as in previous summer months. Table 43. August 28 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya 0 10 20 30 40 50 60 70 80 90 NOx Ciutadella Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 110 6 - 38 6·102 1.0·10-25 4.7·10-29 7.9·10-21 9.5·10-27 1.7·10-26 Gràcia - S.G. 15 2 - 16 2·102 1.7·10-17 7.6·10-21 1.3·10-12 1.5·10-18 2.8·10-18 Palau Reial 11 1 - 18 2·102 3.5·10-208 1.6·10-211 2.7·10-203 3.2·10-209 5.8·10-209 Ciutadella 33 - 1.7·10-1 7.5·10-5 1.3·104 1.6·10-2 2.8·10-2 Port Vell 32 0.7 - 7.6 3.7·10-1 1.7·10-4 2.9·104 3.4·10-2 6.2·10-2 Sants 10 - 5.4·10-177 2.4·10-180 4.1·10-172 4.9·10-178 9.0-178 Study on the impact of cruise ships calling at Barcelona in the city air quality 84 Port Vell and Ciutadella were again the most affected areas by cruise ship emissions (Figure 42). The values vary from 0.52% in Ciutadella to 1.15% in Port Vell (Table 43) in terms of NOx. The hourly impact of cruise ships was subsequently studied in depth: Figure 43. NOx concentration in Ciutadella on August 28 - SOURCE: Servei Meteorològic de Catalunya. NOx concentration peaked at 8.00 am and 6.00 pm respectively (Figure 43). Interestingly, both were arrival and departure times for cruise ships. This graph clearly represents a ship-influenced situation. However, given that these are also wheeled traffic peak times, the impact could be masked behind. 0 20 40 60 80 100 120 NOx Ciutadella Figure 42. August 28 atmospheric dispersion map Chapter 4. Impact of cruise ships on air quality in Barcelona 85 September 20 The prevailing winds on September, 20 2016 were mostly WSW and average wind speed of 2.6m/s. Stability was determined to be neutral. As in June, the wind was blowing from land to the ENE part of the city, having an effect, if any, onto the coastal areas. Table 44. September 20 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya The figures show little to no effect and can be totally negligible (Table 44 - Figure 44). Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 83 3 - 24 7·102 - - - - - Gràcia - S.G. 73 2 - 19 3·102 - - - - - Palau Reial 46 2 - 20 3·102 - - - - - Ciutadella 67 - ≈ 0 ≈ 0 2.5·10-301 ≈ 0 ≈ 0 Port Vell 59.2 3.7 - 9.8 7.8·10-290 3.5·10-293 6.0·10-285 6.9·10-291 1.3·10-290 Sants 47 - - - - - - Figure 44. September 20 atmospheric dispersion map Study on the impact of cruise ships calling at Barcelona in the city air quality 86 October 21 The prevailing winds on October 21, 2016 were mostly E and average wind speed of 2.1m/s. Stability was determined to be neutral. As in May 23, this situation meant that the air was flowing from the sea towards land, thus all pollution generated in the port area traveled into downtown Barcelona. Table 45. October 21 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya However, the values were not as great as in May 23 (Table 45). Therefore, little effect is observed. Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 91 2 - 24 6·102 9.9·10-118 4.5·10-121 7.7·10-114 9.1·10-119 1.7·10-118 Gràcia - S.G. 68 1 - 22 1·103 ≈ 0 ≈ 0 8.3·10-299 ≈ 0 ≈ 0 Palau Reial 39 2 - 18 5·102 6.3·10-30 2.9·10-33 4.9·10-26 5.8·10-31 1.1·10-30 Ciutadella 87 - - - - - - Port Vell 64.6 0.6 - 12.6 - - - - - Sants 49 - 5.1·10-24 2.3·10-27 3.9·10-20 4.6·10-25 8.4·10-25 Figure 45. October 21 atmospheric dispersion map Chapter 4. Impact of cruise ships on air quality in Barcelona 87 November 4 The prevailing winds on November 4, 2016 were mostly NW and average wind speed of 2.0m/s. Stability was determined to be neutral. As in March and January, the air was moving from land to sea. The effect of the emissions can be totally neglected (Table 46 - Figure 46). Table 46. November 4 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 128 1 - 37 8·102 - - - - - Gràcia - S.G. 113 1 - 35 6·102 - - - - - Palau Reial 68 2 - 28 4·102 - - - - - Ciutadella 119 - - - - - - Port Vell - - - - - - Sants 67 - - - - - - Figure 46. November 4 atmospheric dispersion map Study on the impact of cruise ships calling at Barcelona in the city air quality 88 December 27 The prevailing winds on December 27, 2016 were mostly WSW and average wind speed of 3.3m/s. Stability was determined to be neutral. As expected, only values were obtained in the Ciutadella and Port Vell areas (Table 47). However, the values are totally negligible, thus having no effect on air quality. Table 47. December 27 pollutants' concentration - SOURCE: Servei Meteorològic de Catalunya Station Real values (μg/m3) Estimated ship-based values (μg/m3) NOx SOx CO2 PM2.5 CO NOx SOx CO2 PM2.5 CO Eixample 383 5 - - - - - - - - Gràcia - S.G. 280 4 - 42 1·103 - - - - - Palau Reial 131 3 - 25 5·102 - - - - - Ciutadella 182 - ≈ 0 ≈ 0 9.4·10-302 ≈ 0 ≈ 0 Port Vell - 3.7·10-290 1.4·10-293 2.4·10-285 2.6·10-291 5.3·10-291 Sants 212 - - - - - - Figure 47. December 27 atmospheric dispersion map Chapter 4. Impact of cruise ships on air quality in Barcelona 89 4.4 Conclusion After reviewing the previous values, several ideas can be obtained to determine how great the impact of cruise ships on air quality in Barcelona is. In general terms, it was found that the effect can be described as variable. First, the Gaussian plume dispersion results are affected by the wind direction, wind speed and atmospheric stability. Thus, weather conditions may have a greater impact than the emissions themselves. This means that a busy cruise day in Barcelona could have little to no impact on air quality, whereas a rather calm day could be worse. Of the above conditions, wind speed and atmospheric stability were mostly consistent on the 13 studied days. Therefore, wind direction was the value that mostly affected the results. As previously explained, II and III quadrant winds have the greater impact because they consist of winds traveling towards downtown Barcelona. Herein two main cases are explained: III-quadrant winds mostly affect the NE part of the city (Figure 48). Given the location of the Port Vell and Ciutadella stations, which are close to the port, they are the most affected by port-based emissions. Calculated values ranged from ca. 0% to 2.54% NOx. Winds from III-quadrant are 20% possible in Barcelona and are dominant in summer, which means that a greater effect can be expected from cruise ships in the Ciutat Vella and Sant Martí districts during peak season. In fact the most-polluted day in the area was found to be July 3 (summer peak season with SSW prevailing winds and slightly instability). Figure 48. III quadrant atmospheric dispersion effect Study on the impact of cruise ships calling at Barcelona in the city air quality 90 II-quadrant winds affect the whole city (Figure 49). SE winds were only found on May 23 and consequently they meant higher ship-based values in downtown stations. Given the far location of these points, total ship-based immission was estimated to be a maximum of 0.03% in the area. Air pollutants disposed in another locations, thus the impact could not be correctly measured. It was expected to be greater in the area surrounding the port. The main idea is that the real impact of cruise ships on air pollution depends greatly on the atmospheric conditions. Hence, those days with high emission values are not necessarily having a negative impact on the city. Considering that cruise ship contribute to 0.75% of Barcelona GDP (around 400M€), the maximum impact was determined to be around 2.54% in 2016. Does this mean that cruise ships may have up to 3 times more negative impact than real benefits? Of course not, since weather and atmospheric conditions are always applying and the impact of existing wheeled traffic may also be considered as the greatest pollutant in the city (see discussion on daily NOx trends). In conclusion, cruise ships have a negative impact on air quality. However, this impact is variable and depends on a sum of different factors. Therefore, a deeper study is required to Figure 49. II quadrant atmospheric dispersion effect Chapter 5. Are cruise ships that bad for the environment? 91 Chapter 5. Are cruise ships that bad for the environment? 5.1 The Harmony issue: facts and figures. On the relatively warm morning of June 6, 2016 the Harmony of the Seas, the world's largest cruise ship, arrived in Barcelona for the first time[79]. That was the third season that Royal Caribbean International deployed an Oasis class cruise ship at the Catalan port during Summer, that year running from early June to late October with weekly calls[79][5]. However, her arrival was heavily contested by the population and the city council, stating environmental issues and unsustainable tourism. [79][5] After reviewing the figures, the question is "were they right"? On the one hand, they were totally right when qualifying Royal Caribbean's mega-liner as an extremely polluting vessel (see 3.3.1). Her emissions surpassed by hundreds of tones those of other vessels calling during 2016 at Barcelona (see 3.3.1). Moreover, 22% increase in hourly emissions was observed (Table 48) between MS Harmony of the Seas and her immediate predecessor MS Liberty of the Seas, which was replaced by the Oasis class in 2015. Below the figures that support the increase: Table 48. Oasis vs. Freedom class emissions On the other hand, considering the previous figures, not only 22% emission increase is observed but 55% passenger increase (Table 48). This means that the emission-per-passenger ratio was reduced by 27% when switching from a Freedom class vessel to an Oasis class one. This is not only about the amount of emissions poured into the air, but a combined figure that explains if a ship call is more sustainable than another one. VESSEL NOx (kg/h) SOx (kg/h) CO2 (t/h) PM 2.5 (kg/h) CO (kg/h) PAX Oasis class 182.95 0.082 13.21 16.63 30.49 6,780 Freedom class 149.69 0.067 10.80 13.60 24.95 4,370 Study on the impact of cruise ships calling at Barcelona in the city air quality 98 Barcelona could differentiate itself by working closer with cruise management, with tax incentives and awards for all these companies really concerned about the city's environment. A really good idea, could be a partnership with companies implementing cold ironing systems, for example up to 100% tax reduction for vessels using shore power. This could allow up to 55% CO2 emission reduction, as noted before, and of course will not have a great effect on the economy since the country is still earning money from the energy sold to the vessel. If cruise ships have an impact, it is all because of lack of mutual understanding and cooperation. 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London (UK): Institute of Marine Engineers, 2000. ISBN 1902536177. Study on the impact of cruise ships calling at Barcelona in the city air quality 104 (This page is intentionally left blank) Annex A. Inventory of cruise calls in Barcelona 105 Annex A. Inventory of cruise calls in Barcelona The following inventory (sorted by number of calls and alphabetically) has been elaborated from data obtained through the following sources: DUEPORT vessel call management website; Information from Calatala List of Authorized Vessels issued by the Port Authority; and Information from the classification societies websites (see 3.2.2). NUMBER OF CALLS VESSEL CRUISE LINE L x B PAX 53 Costa Diadema Costa Crociere 306 x 37 4,950 42 Costa Fascinosa Costa Crociere 209 x 36 3,780 39 Norwegian Epic Norwegian Cruise Line 329 x 72 5,183 37 MSC Fantasia MSC Crociere 333 x 38 4,636 36 Sovereign Pullmantur Cruises 269 x 32 2,850 33 MSC Poesia MSC Crociere 294 x 32 3,605 26 Mein Schiff 3 TUI Cruises 295 x 36 2,790 24 Aida Stella Aida Cruises 253 x 32 2,686 22 Harmony of the Seas Royal Caribbean Int'l 362 x 66 6,780 19 Aida Blu Aida Cruises 253 x 32 2,686 19 Costa Favolosa Costa Crociere 209 x 36 3,780 17 Viking Star Viking Ocean Cruises 228 x 29 930 15 Brilliance of the Seas Royal Caribbean Int'l 292 x 40 2,501 14 Eurodam Holland America Line 285 x 32 2,106 14 MSC Preziosa MSC Crociere 333 x 38 3,959 13 Carnival Vista Carnival Cruise Line 321 x 48 4,980 13 Celebrity Equinox Celebrity Cruises 317 x 37 3,148 Study on the impact of cruise ships calling at Barcelona in the city air quality 106 13 Riviera Oceania Cruises 238 x 32 1,252 13 TUI Discovery Thomson Cruises 264 x 32 2,076 13 Zenith Pullmantur Cruises 208 x 29 1,828 12 MSC Splendida MSC Crociere 333 x 38 4,636 11 Norwegian Spirit Norwegian Cruise Line 268 x 32 2,800 11 Thomson Majesty Thomson Cruises 207 x 32 1,970 10 Costa Mediterranea Costa Crociere 292 x 32 2,680 10 Crystal Symphony Crystal Cruises 238 x 30 922 10 Thomson Spirit Thomson Cruises 215 x 28 1,350 9 Oosterdam Holland America Line 291 x 58 2,272 9 Queen Victoria Cunard Line 294 x 32 2,014 9 Seabourn Sojourn Seabourn Cruise Line 198 x 26 450 9 Silver Cloud Silversea Cruises 157 x 22 296 8 Aida Aura Aida Cruises 203 x 28 1,300 8 Mein Schiff 4 TUI Cruises 295 x 36 2,790 8 Mein Schiff 5 TUI Cruises 295 x 36 2,790 7 Britannia P&O Cruises 330 x 47 4,100 7 Disney Magic Disney Cruise Line 294 x 32 2,700 7 MSC Armonia MSC Crociere 251 x 32 2,679 7 Royal Princess Princess Cruises 330 x 47 4,100 7 Seven Seas Explorer Regent Seven Seas 223 x 32 750 7 Seven Seas Navigator Regent Seven Seas 171 x 25 490 7 Sirena Ocean Cruises 181 x 25 826 6 Aida Cara Aida Cruises 203 x 28 1,300 6 Independence of the Seas Royal Caribbean Int'l 339 x 56 4,370 6 Silver Spirit Silversea Cruises 196 x 26 540 6 Star Breeze Windstar Cruises 134 x 19 208 6 Ventura P&O Cruises 291 x 36 3,597 6 Viking Sea Viking Ocean Cruises 228 x 29 930 5 Celebrity Constellation Celebrity Cruises 294 x 32 2,450 5 Costa Magica Costa Crociere 270 x 36 3,470 5 Minerva Swan Hellenic 133 x 20 350 5 MSC Magnifica MSC Crociere 294 x 32 3,605 Annex A. Inventory of cruise calls in Barcelona 107 5 Pacific Princess Princess Cruises 181 x 25 826 4 Azamara Journey Azamara Club Cruises 181 x 25 694 4 Celebrity Reflection Celebrity Cruises 319 x 37 3,480 4 Celestyal Crystal Celestyal Cruises 159 x 20 1,409 4 Costa Neoromantica Costa Crociere 220 x 31 1,800 4 Emerald Princess Princess Cruises 290 x 36 3,841 4 Jewel of the Seas Royal Caribbean Int'l 292 x 40 2,501 4 Koningsdam Holland America Line 296 x 38 2,650 4 Marina Oceania Cruises 238 x 32 1,252 4 Mein Schiff 1 TUI Cruises 260 x 32 2,681 4 MSC Opera MSC Crociere 251 x 29 2,679 4 Silver Wind Silversea Cruises 156 x 21 294 4 Star Legend Windstar Cruises 134 x 19 208 4 Wind Surf Windstar Cruises 187 x 20 386 3 Albatros Phoenix Reisen 205 x 27 812 3 Amadea Phoenix Reisen 193 x 25 624 3 Arcadia P&O Cruises 290 x 32 2,388 3 Artania Phoenix Reisen 230 x 32 1,260 3 Costa Luminosa Costa Crociere 294 x 32 2,786 3 Costa Pacifica Costa Crociere 290 x 36 3,780 3 Europa 2 Hapag Lloyd Kreuzfahrten 226 x 27 516 3 MSC Musica MSC Crociere 294 x 32 3,200 3 Nautica Oceania Cruises 181 x 25 824 3 Prinsendam Holland America Line 205 x 28 793 3 Rhapsody of the Seas Royal Caribbean Int'l 279 x 36 2,435 3 Seabourn Odyssey Seabourn Cruise Line 200 x 26 450 3 Seven Seas Voyager Regent Seven Seas 206 x 29 700 3 Tere Moana Paul Gauguin Cruises 100 x 14 90 3 The World ResidenSea 196 x 30 200 2 Aegean Odyssey Voyages to Antiquity 140 x 24 380 2 Azamara Quest Azamara Club Cruises 181 x 25 686 2 Azura P&O Cruises 290 x 36 3,597 CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) February 1, 2016 Costa Diadema 7:50 19:00 0:25 10:05 0:40 1629,94 0,73 129,33 148,18 271,69 February 2, 2016 - - - - - - - - - - - February 3, 2016 Norwegian Epic 4:00 17:00 0:25 11:55 0:40 2225,22 1,00 174,43 202,29 370,92 February 4, 2016 - - - - - - - - - - - February 5, 2016 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 February 6, 2016 - - - - - - - - - - - February 7, 2016 Viking Star 4:30 0:00 0:25 19:05 376,59 0,10 17,60 9,67 35,87 Costa Mediterranea 13:20 20:30 0:25 6:05 0:40 1018,81 0,46 84,40 92,62 169,82 February 8, 2016 Viking Star 0:00 18:00 17:20 0:40 355,44 0,09 17,77 9,77 34,50 Costa Diadema 7:50 19:00 0:25 10:05 0:40 1629,94 0,73 129,33 148,18 271,69 February 9, 2016 - - - - - - - - - - - February 10, 2016 - - - - - - - - - - - February 11, 2016 MSC Fantasia 12:00 18:00 0:25 4:55 0:40 1001,39 0,45 84,64 91,04 166,92 February 12, 2016 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 February 13, 2016 - - - - - - - - - - - February 14, 2016 Norwegian Epic 4:00 19:00 0:25 13:55 0:40 2541,23 1,14 197,25 231,02 423,59 Costa Mediterranea 13:20 20:30 0:25 6:05 0:40 1018,81 0,46 84,40 92,62 169,82 February 15, 2016 Costa Diadema 7:50 19:00 0:25 10:05 0:40 1629,94 0,73 129,33 148,18 271,69 February 16, 2016 - - - - - - - - - - - February 17, 2016 - - - - - - - - - - - February 18, 2016 - - - - - - - - - - - February 19, 2016 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 February 20, 2016 - - - - - - - - - - - February 21, 2016 Viking Star 4:30 0:00 0:25 19:05 376,59 0,10 17,60 9,67 35,87 Costa Mediterranea 13:20 20:30 0:25 6:05 0:40 1018,81 0,46 84,40 92,62 169,82 February 22, 2016 Viking Star 0:00 18:00 17:20 0:40 355,44 0,09 17,77 9,77 34,50 February 23, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 February 24, 2016 Norwegian Epic 4:00 19:00 0:25 13:55 0:40 2541,23 1,14 197,25 231,02 423,59 February 25, 2016 - - - - - - - - - - - February 26, 2016 MSC Preziosa 7:00 16:00 0:25 7:55 0:40 1425,50 0,64 115,27 129,59 237,61 February 27, 2016 - - - - - - - - - - - February 28, 2016 Costa Mediterranea 13:20 20:30 0:25 6:05 0:40 1018,81 0,46 84,40 92,62 169,82 February 29, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 TOTAL 21 7:55:00 226:45:00 12:40:00 28102,01 12,38 2198,66 2460,51 4580,93 AVG. PER SHIP - 0:45 10:47:51 1338,19 0,59 104,70 117,17 218,14 AVG. PER STAY HOUR - - - - 113,62 0,05 8,89 9,95 18,52 AVG. PER SECOND 3,16E-01 1,39E-05 2,47E-03 2,76E-03 5,14E-03 AVG. PER HOUR + PAX 2,81E-02 1,24E-05 2,20E-03 2,46E-03 4,59E-03 February CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) March 1, 2016 - - - - - - - - - - - March 2, 2016 - - - - - - - - - - - March 3, 2016 - - - - - - - - - - - March 4, 2016 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 MSC Fantasia 12:00 18:00 0:25 4:55 0:40 1001,39 0,45 84,64 91,04 166,92 March 5, 2016 - - - - - - - - - - - March 6, 2016 Norwegian Epic 4:00 19:00 0:25 13:55 0:40 2541,23 1,14 197,25 231,02 423,59 Viking Star 4:00 0:00 0:25 19:35 385,95 0,10 17,98 9,89 36,74 Costa Mediterranea 13:20 20:30 0:25 6:05 0:40 1018,81 0,46 84,40 92,62 169,82 March 7, 2016 Viking Star 0:00 19:00 18:20 0:40 374,16 0,10 18,52 10,20 36,23 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 March 8, 2016 - - - - - - - - - - - March 9, 2016 - - - - - - - - - - - March 10, 2016 - - - - - - - - - - - March 11, 2016 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 March 12, 2016 - - - - - - - - - - - March 13, 2016 Costa Mediterranea 13:20 20:30 0:25 6:05 0:40 1018,81 0,46 84,40 92,62 169,82 March 14, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 March 15, 2016 - - - - - - - - - - - March 16, 2016 Norwegian Epic 4:00 17:00 0:25 11:55 0:40 2225,22 1,00 174,43 202,29 370,92 March 17, 2016 - - - - - - - - - - - March 18, 2016 Costa Pacifica 7:30 18:00 0:25 9:25 0:40 1761,41 0,79 140,43 160,13 293,60 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 March 19, 2016 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 March 20, 2016 Costa Fascinosa 13:00 20:30 0:25 6:25 0:40 1305,22 0,59 107,49 127,87 217,56 March 21, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Costa Magica 13:00 19:00 0:25 4:55 0:40 882,17 0,40 74,62 87,75 147,05 March 22, 2016 - - - - - - - - - - - March 23, 2016 - - - - - - - - - - - March 24, 2016 - - - - - - - - - - - March 25, 2016 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Costa Magica 13:00 19:00 0:25 4:55 0:40 882,17 0,40 74,62 87,75 147,05 March 26, 2016 Sovereign 8:00 17:00 0:25 7:55 0:40 1061,48 0,29 52,44 33,15 106,46 March 27, 2016 Costa Fascinosa 13:00 20:30 0:25 6:25 0:40 1305,22 0,59 107,49 127,87 217,56 March 28, 2016 Norwegian Epic 4:00 19:00 0:25 13:55 0:40 2541,23 1,14 197,25 231,02 423,59 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 March 29, 2016 - - - - - - - - - - - March 30, 2016 Costa Magica 13:00 19:00 0:25 4:55 0:40 882,17 0,40 74,62 87,75 147,05 Seven Seas Navigator 13:00 0:00 0:25 10:35 350,10 0,09 17,77 9,64 33,99 March 31, 2016 Seven Seas Navigator 0:00 12:00 11:20 0:40 391,27 0,10 21,28 13,34 38,74 TOTAL 26 10:00:00 246:10:00 16:00:00 33840,96 14,56 2602,44 2890,04 5387,28 AVG. PER SHIP - 0:23 9:28:05 0:36 1301,58 0,56 100,09 111,16 207,20 AVG. PER STAY HOUR - - - - 124,34 0,05 9,56 10,62 19,79 AVG. PER SECOND 3,45E-01 1,49E-05 2,66E-03 2,95E-03 5,50E-03 AVG. PER HOUR + PAX 3,18E-02 1,37E-05 2,45E-03 2,72E-03 5,07E-03 March CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) April 1, 2016 Britannia 5:00 0:00 0:25 18:35 2398,97 1,08 184,07 218,09 399,88 Silver Cloud 7:00 19:00 0:25 10:55 0:40 405,41 0,11 20,20 12,61 40,73 Costa Neoromantica 7:00 17:00 0:25 8:55 0:40 526,68 0,24 118,12 134,06 245,81 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 April 2, 2016 Britannia 0:00 23:00 22:20 0:40 2924,06 1,32 229,01 265,82 487,40 Oceana 8:00 18:00 0:25 8:55 0:40 1011,23 0,46 81,13 91,93 168,56 Sovereign 8:00 17:00 0:25 7:55 0:40 1061,48 0,29 52,44 33,15 106,46 April 3, 2016 Costa Fascinosa 13:00 20:30 0:25 6:25 0:40 1305,22 0,59 107,49 127,87 217,56 April 4, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 MSC Armonia 14:30 22:00 0:25 6:25 0:40 538,40 0,24 44,58 48,95 89,74 April 5, 2016 - - - - - - - - - - - April 6, 2016 MSC Fantasia 12:00 18:00 0:25 4:55 0:40 1001,39 0,45 84,64 91,03 166,92 April 7, 2016 Norwegian Epic 4:00 17:00 0:25 11:55 0:40 2225,22 1,00 174,43 202,29 370,92 Crystal Symphony 6:00 19:00 0:25 11:55 0:40 704,38 0,32 55,50 64,03 117,41 April 8, 2016 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 April 9, 2016 Horizon 7:00 17:00 0:25 8:55 0:40 946,49 0,26 46,34 29,15 94,59 MSC Armonia 8:00 18:00 0:25 8:55 0:40 695,22 0,31 55,91 63,20 115,88 Sovereign 8:00 17:00 0:25 7:55 0:40 1061,48 0,29 52,44 33,15 106,46 April 10, 2016 Eurodam 5:30 16:00 0:25 9:25 0:40 1477,01 0,67 117,82 134,27 246,20 Costa Fascinosa 13:00 20:30 0:25 6:25 0:40 1305,22 0,59 107,49 127,87 217,56 April 11, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Zenith 8:00 17:00 0:25 7:55 0:40 859,13 0,23 42,83 27,14 86,50 April 12, 2016 Mein Schiff 4 7:00 18:00 0:25 9:55 0:40 1148,40 0,52 91,36 104,40 191,42 April 13, 2016 Silver Wind 6:00 18:00 0:25 10:55 0:40 405,41 0,11 20,20 12,61 40,73 Seven Seas Navigator 7:00 18:00 0:25 9:55 0:40 379,45 0,11 19,99 14,63 39,21 Ventura 7:45 18:00 0:25 9:10 0:40 1503,48 0,68 120,17 136,68 250,61 Aida Aura 12:00 0:00 0:25 11:35 667,48 0,30 53,15 60,68 111,26 MSC Armonia 14:30 22:00 0:25 6:25 0:40 538,40 0,24 44,58 48,95 89,74 April 14, 2016 Aida Aura 0:00 19:30 18:50 0:40 1084,10 0,49 86,05 98,55 180,71 MSC Poesia 7:00 18:00 0:25 9:55 0:40 1387,65 0,63 110,30 126,15 231,30 April 15, 2016 Britannia 6:45 17:30 0:25 9:40 0:40 1462,03 0,66 116,41 132,91 243,70 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 April 16, 2016 Costa Neoromantica 7:00 17:00 0:25 8:55 0:40 526,68 0,24 118,12 134,06 245,81 Viking Star 7:00 0:00 0:25 16:35 329,79 0,09 15,72 8,59 31,53 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 MSC Armonia 14:30 21:00 0:25 5:25 0:40 475,68 0,21 40,05 43,24 79,29 April 17, 2016 Viking Star 0:00 23:59 23:59 448,97 0,11 20,87 10,36 41,59 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Eurodam 6:00 16:00 0:25 8:55 0:40 1413,26 0,64 113,22 128,48 235,57 MSC Orchestra 7:00 17:00 0:25 8:55 0:40 1272,81 0,57 102,01 115,71 212,16 MSC Fantasia 12:00 20:00 0:25 6:55 0:40 1284,13 0,58 105,06 116,74 214,05 Costa Fascinosa 13:00 20:30 0:25 6:25 0:40 1305,22 0,59 107,49 127,87 217,56 April 18, 2016 Viking Star 0:00 18:00 17:20 0:40 355,44 0,09 17,77 9,77 34,50 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Amsterdam 8:00 20:00 0:25 10:55 0:40 971,44 0,44 76,83 88,31 161,93 Zenith 8:00 18:00 0:25 8:55 0:40 946,49 0,26 46,34 29,15 94,59 Costa Favolosa 11:45 18:00 0:25 5:10 0:40 1115,14 0,50 93,76 110,59 185,88 April 19, 2016 - - - - - - - - - - - April 20, 2016 (*) Prinsendam 7:00 23:00 0:25 14:55 0:40 597,72 0,16 29,52 18,57 60,17 Mein Schiff 4 18:00 0:00 0:25 5:35 609,84 0,27 52,46 55,44 101,65 April 21, 2016 Mein Schiff 4 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 Silver Cloud 7:00 0:00 0:25 16:35 537,50 0,14 24,69 13,66 51,02 Celebrity Reflection 7:45 0:00 0:25 15:10 0:40 2141,57 0,96 165,48 194,69 356,97 MSC Preziosa 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 MSC Armonia 8:30 18:00 0:25 8:25 0:40 663,85 0,30 53,64 60,35 110,66 Costa Favolosa 11:45 18:00 0:25 5:10 0:40 1115,14 0,50 93,76 110,59 185,88 April 22, 2016 Silver Cloud 0:00 19:00 18:20 0:40 607,35 0,16 28,95 16,02 58,22 Celebrity Reflection 0:00 16:00 0:25 14:55 0:40 2110,68 0,95 163,25 191,88 351,82 MSC Poesia 12:40 23:00 0:25 9:15 0:40 1311,09 0,59 104,77 119,19 218,54 April 23, 2016 MSC Fantasia 7:00 14:00 0:25 5:55 0:40 1142,76 0,51 94,85 103,89 190,48 Viking Sea 7:00 0:00 0:25 16:35 329,79 0,09 15,72 8,59 31,53 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 Le Ponant 9:00 0:00 0:25 13:55 0:40 45,41 0,01 2,65 1,43 4,59 April 24, 2016 Viking Sea 0:00 23:59 23:59 448,97 0,11 20,87 10,36 41,59 Le Ponant 0:00 18:00 0:25 16:55 0:40 53,59 0,01 2,98 1,62 5,35 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 April Rhapsody of the Seas 4:30 17:00 0:25 11:25 0:40 1355,51 0,61 106,71 123,23 225,95 Eurodam 5:45 16:00 0:25 9:10 0:40 1445,14 0,65 115,52 131,38 240,89 Seabourn Odyssey 6:00 16:00 0:25 8:55 0:40 521,63 0,23 42,05 47,42 86,95 Wind Star 6:00 17:00 0:25 9:55 0:40 218,20 0,10 17,70 19,84 36,37 Costa Favolosa 12:45 19:00 0:25 5:10 0:40 1115,14 0,50 93,76 110,59 185,88 Costa Fascinosa 13:20 20:30 0:25 6:05 0:40 1254,53 0,57 103,83 123,26 209,11 April 25, 2016 Viking Sea 0:00 18:00 17:20 0:40 355,44 0,09 17,77 9,77 34,50 Riviera 5:00 18:00 0:25 11:55 0:40 1171,17 0,53 92,00 106,47 195,22 Costa Luminosa 6:15 14:00 0:25 6:40 0:40 1142,10 0,51 93,79 103,83 190,37 Star Legend 7:00 17:00 0:25 8:55 0:40 207,89 0,35 10,94 5,86 21,20 Costa Diadema 15:30 23:00 0:25 6:25 0:40 1142,06 0,51 94,10 103,82 190,37 April 26, 2016 Silver Spirit 6:00 18:00 0:25 10:55 0:40 676,12 0,30 53,60 61,47 112,70 Sirena 7:00 0:00 0:25 16:35 960,06 0,43 74,39 87,28 160,03 Sea Cloud 15:30 0:00 0:25 8:05 52,87 0,01 2,88 1,37 5,03 April 27, 2016 Sirena 0:00 22:00 21:20 0:40 1249,46 0,56 98,19 113,59 208,27 Sea Cloud 0:00 18:00 17:20 0:40 111,29 0,03 5,05 2,81 10,53 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Aida Aura 13:00 0:00 0:25 10:35 613,73 0,28 49,27 55,79 102,30 April 28, 2016 Aida Aura 0:00 19:30 18:50 0:40 1084,10 0,49 86,05 98,55 180,71 Costa Favolosa 11:40 18:00 0:25 5:15 0:40 1127,81 0,51 94,67 111,74 187,99 0:40 April 29, 2016 Celebrity Equinox 4:30 14:00 0:25 8:25 0:40 1408,18 0,63 113,32 128,02 234,72 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 April 30, 2016 Vision of the Seas 5:00 17:00 0:25 10:55 0:40 1305,61 0,59 103,11 118,69 217,63 Tere Moana 6:00 18:00 0:25 10:55 0:40 115,55 0,03 6,01 3,55 11,56 Sea Cloud II 7:00 18:00 0:25 9:55 0:40 70,10 0,02 3,66 2,01 6,85 Zenith 8:00 17:00 0:25 7:55 0:40 859,13 0,23 42,83 27,14 86,50 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 Mein Schiff 4 18:00 0:00 0:25 5:35 609,84 0,27 52,46 55,44 101,65 TOTAL 92 33:45:00 997:13:00 54:00:00 95399,44 40,51 7322,11 7995,87 15195,63 AVG. PER SHIP 0:22 10:50:22 0:35:13 1036,95 0,44 79,59 86,91 165,17 AVG. PER STAY HOUR - - - 87,93 0,04 6,75 7,37 14,01 AVG. PER SECOND 2,44E-01 1,04E-05 1,87E-03 2,05E-03 3,89E-03 AVG. PER HOUR + PAX 3,62E-02 1,54E-05 2,78E-03 3,03E-03 5,76E-03 CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) May 1, 2016 Mein Schiff 4 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 N.G. Orion 7:00 22:00 0:25 13:55 0:40 138,90 0,04 6,72 3,87 13,49 Costa Fascinosa 13:15 20:30 0:25 6:10 0:40 1267,20 0,57 104,74 124,42 211,23 May 2, 2016 Norwegian Jade 4:00 19:00 0:25 13:55 0:40 2292,84 1,03 178,01 208,44 382,19 Wind Surf 6:00 17:00 0:25 9:55 0:40 218,20 0,10 17,70 19,84 36,37 Aida Cara 6:30 18:00 0:25 10:25 0:40 541,15 0,24 43,12 49,20 90,20 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Club Med 2 8:00 0:00 0:25 14:55 0:40 308,48 0,14 24,22 28,04 51,42 Zenith 8:00 18:00 0:25 8:55 0:40 946,49 0,26 46,34 29,15 94,59 Costa Favolosa 11:40 18:00 0:25 5:15 0:40 1127,81 0,51 94,67 111,74 187,99 May 3, 2016 Aida Blu 6:30 18:00 0:25 10:25 0:40 896,94 0,40 71,20 81,54 149,51 May 4, 2016 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 May 5, 2016 Costa Favolosa 12:40 19:00 0:25 5:15 0:40 1127,81 0,51 94,67 111,74 187,99 Ocean Majesty 15:00 21:00 0:25 4:55 0:40 91,81 0,03 6,31 4,20 10,64 May 6, 2016 Koningsdam 9:30 0:00 0:25 14:05 1902,05 0,86 148,52 172,91 317,05 Aida Cara 10:30 20:00 0:25 8:25 0:40 455,14 0,21 36,91 41,38 75,87 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 May 7, 2016 Koningsdam 0:00 18:00 17:20 0:40 2380,22 1,07 190,31 216,38 396,75 Royal Princess 3:45 18:00 0:25 13:10 0:40 1894,46 0,85 147,64 172,22 315,78 Norwegian Spirit 4:00 19:00 0:25 13:55 0:40 1872,49 0,84 145,45 170,23 312,12 Seadream II 7:30 18:00 0:25 9:25 0:40 55,04 0,02 3,19 1,80 5,62 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 Star Flyer 8:00 20:00 0:25 10:55 0:40 101,64 0,03 5,10 2,90 9,92 May 8, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Costa Fascinosa 13:15 19:30 0:25 5:10 0:40 1115,14 0,50 93,76 110,59 185,88 May 9, 2016 Celebrity Equinox 4:30 17:00 0:25 11:25 0:40 1807,34 0,81 142,15 164,30 301,26 Silver Whisper 7:00 0:00 0:25 16:35 662,11 0,30 51,43 60,19 110,37 Silver Spirit 7:00 0:00 0:25 16:35 900,06 0,41 69,77 81,82 150,03 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Thomson Majesty 8:00 18:00 0:25 8:55 0:40 805,22 1,35 41,26 22,77 82,20 May 10, 2016 Silver Whisper 0:00 18:00 17:20 0:40 709,63 0,32 56,74 64,51 118,29 Silver Spirit 0:00 22:00 21:20 0:40 1171,37 0,53 92,06 106,49 195,25 Ovation of the Seas 3:30 0:00 0:25 19:25 0:40 3085,47 1,39 235,28 280,50 514,31 Brilliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 Costa Favolosa 9:40 19:30 0:25 8:45 0:40 1660,03 0,75 133,11 160,13 276,71 May 11, 2016 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Aida Stella 12:30 0:00 0:25 11:05 849,42 0,38 67,76 77,22 141,59 May 12, 2016 Aida Stella 0:00 19:30 18:50 0:40 1437,48 0,65 114,10 130,68 239,61 Ventura 9:00 17:00 0:25 6:55 0:40 1205,00 0,54 98,61 109,55 200,86 Mein Schiff 3 18:30 0:00 0:25 5:05 562,32 0,25 49,03 51,12 93,73 May 13, 2016 Mein Schiff 3 0:00 18:30 17:50 0:40 1821,60 0,82 145,28 165,60 303,64 Seven Seas Navigator 5:00 18:00 0:25 11:55 0:40 439,77 0,12 22,41 16,02 44,79 Aida Blu 7:00 18:00 0:25 9:55 0:40 861,30 0,39 68,62 78,30 143,57 Aida Cara 8:00 20:00 0:25 10:55 0:40 562,66 0,25 44,67 51,15 93,79 Costa Favolosa 12:40 19:00 0:25 5:15 0:40 1127,81 0,51 94,67 111,74 187,99 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 May 14, 2016 Brilliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 Carnival Vista 5:00 17:00 0:25 10:55 0:40 1367,78 0,62 108,00 124,34 227,99 Tere Moana 5:45 0:00 0:25 17:50 164,97 0,04 7,77 4,15 15,61 Zenith 7:00 17:00 0:25 8:55 0:40 946,49 0,26 46,34 29,15 94,59 Seadream I 7:00 18:00 0:25 9:55 0:40 57,38 0,02 3,29 1,85 5,83 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 May 15, 2016 Tere Moana 0:00 9:30 8:50 0:40 89,81 0,02 4,85 2,62 8,85 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 N.G. Orion 7:00 18:00 0:25 9:55 0:40 103,54 0,03 5,30 3,06 10,21 Costa Fascinosa 14:00 21:00 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 Costa Neoromantica 15:00 21:00 0:25 4:55 0:40 336,60 0,15 79,69 85,68 157,10 May 16, 2016 Jewel of the Seas 6:00 0:00 0:25 17:35 1409,39 0,38 68,52 35,52 139,05 Star Breeze 7:00 17:00 0:25 8:55 0:40 207,89 0,35 10,94 5,86 21,20 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 May 17, 2016 Jewel of the Seas 0:00 18:00 17:20 0:40 1421,06 0,39 76,39 37,58 145,22 May 18, 2016 Thomson Spirit 7:00 18:00 0:25 9:55 0:40 722,04 1,13 36,22 19,92 72,95 Emerald Princess 7:45 17:00 0:25 8:10 0:40 1370,82 0,62 110,59 124,62 228,50 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Crystal Symphony 12:00 0:00 0:25 11:35 621,02 0,28 49,48 56,46 103,52 Arcadia 16:45 0:00 0:25 6:50 1017,06 0,46 85,04 92,46 169,53 May 19, 2016 Crystal Symphony 0:00 1:00 0:20 0:40 83,36 0,04 13,24 7,58 13,89 Arcadia 0:00 17:00 16:20 0:40 2343,66 1,06 188,41 213,06 390,66 Independence of the Seas 6:00 17:00 0:25 9:55 0:40 1808,73 0,81 143,65 164,43 301,49 May 20, 2016 Nautica 4:30 20:00 0:25 14:25 0:40 914,13 0,41 71,08 83,10 152,37 Ocean Majesty 7:00 18:00 0:25 9:55 0:40 146,41 0,04 8,50 5,46 15,70 Aida Cara 8:15 20:00 0:25 10:40 0:40 551,91 0,25 43,90 50,17 92,00 May MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 May 21, 2016 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 May 22, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Silver Spirit 8:00 0:00 0:25 15:35 848,38 0,38 66,04 77,13 141,41 Costa Fascinosa 12:40 19:30 0:25 5:45 0:40 1203,84 0,54 100,16 118,66 200,66 Mein Schiff 3 18:00 0:00 0:25 5:35 609,84 0,27 52,46 55,44 101,65 May 23, 2016 Silver Spirit 0:00 18:00 17:20 0:40 964,66 0,43 77,13 87,70 160,80 Mein Schiff 3 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 Seven Seas Voyager 6:00 19:00 0:25 11:55 0:40 642,47 0,29 50,66 61,17 107,09 Aida Blu 6:30 18:00 0:25 10:25 0:40 896,94 0,40 71,20 81,54 149,51 Oosterdam 7:00 0:00 0:25 15:55 0:40 1856,13 0,84 143,11 168,74 309,39 Thomson Majesty 8:00 18:00 0:25 9:35 755,14 0,63 37,22 19,04 72,88 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 May 24, 2016 Oosterdam 0:00 15:45 15:05 0:40 1685,06 0,76 136,51 153,19 280,88 Silver Wind 7:30 18:00 0:25 9:25 0:40 359,19 0,10 18,34 11,54 36,45 Aida Cara 8:00 20:00 0:25 10:55 0:40 562,66 0,25 44,67 51,15 93,79 May 25, 2016 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Aida Stella 12:45 0:00 0:25 10:50 831,60 0,37 66,48 75,60 138,62 May 26, 2016 Aida Stella 0:00 19:30 18:50 0:40 1437,48 0,65 114,10 130,68 239,61 Briliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 May 27, 2016 Black Watch 7:00 16:00 0:25 7:55 0:40 536,31 0,15 27,11 17,14 54,23 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 May 28, 2016 Royal Princess 4:00 18:00 0:25 12:55 0:40 1863,58 0,84 145,41 169,42 310,63 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 May 29, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Eurodam 10:30 0:00 0:25 12:25 0:40 1859,55 0,84 145,45 169,05 309,96 Costa Fascinosa 12:45 19:30 0:25 6:20 1089,79 0,49 91,93 99,07 181,65 May 30, 2016 Eurodam 0:00 16:00 15:20 0:40 2125,20 0,96 171,89 193,20 354,24 Artania 7:00 18:00 0:25 9:55 0:40 607,12 0,17 31,73 20,49 62,73 Costa Diadema 7:45 19:00 0:25 10:10 0:40 1641,02 0,74 130,14 149,18 273,54 May 31, 2016 Norwegian Spirit 4:00 19:00 0:25 13:55 0:40 1872,49 0,84 145,45 170,23 312,12 Celebrity Equinox 4:45 17:00 0:25 11:10 0:40 1774,08 0,80 139,74 161,28 295,72 Aida Cara 9:30 20:00 0:25 9:25 0:40 498,15 0,22 40,01 45,29 83,03 Azamara Quest 12:00 0:00 0:25 11:35 1193,68 0,89 55,83 29,10 113,84 TOTAL 107 38:20:00 1191:50:00 61:20:00 124054,97 55,96 9394,67 10246,93 19561,52 AVG. PER SHIP 0:45 11:08:19 1159,39 0,52 87,80 95,77 182,82 AVG. PER STAY HOUR - - - 96,05 0,04 7,27 7,93 15,15 AVG. PER SECOND 2,67E-01 1,20E-05 2,02E-03 2,20E-03 4,21E-03 AVG. PER HOUR + PAX 3,80E-02 1,72E-05 2,88E-03 3,14E-03 6,00E-03 CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) June 1, 2016 Azamara Quest 0:00 18:00 17:20 0:40 1793,83 1,39 84,71 43,89 171,39 Riviera 7:00 0:00 0:25 15:55 0:40 1503,81 0,68 116,02 136,71 250,67 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Mein Schiff 3 17:30 0:00 0:25 6:05 657,36 0,30 55,90 59,76 109,57 June 2, 2016 Riviera 0:00 19:00 18:20 0:40 1635,48 0,74 130,12 148,68 272,61 Mein Schiff 3 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 Star Legend 6:00 17:00 0:25 9:55 0:40 226,61 0,35 11,69 6,29 22,93 Aida Blu 6:30 18:00 0:25 10:25 0:40 896,94 0,40 71,20 81,54 149,51 June 3, 2016 Carnival Vista 5:00 17:00 0:25 10:55 0:40 1367,78 0,62 108,00 124,34 227,99 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 June 4, 2016 Europa 2 7:00 0:00 0:25 16:35 827,64 0,37 64,19 75,24 137,96 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 June 5, 2016 Europa 2 0:00 14:30 13:50 0:40 720,72 0,32 58,91 65,52 120,13 Norwegian Epic 3:15 18:00 0:25 13:40 0:40 2501,73 1,13 194,39 227,43 417,01 Harmony of the Seas 4:00 18:00 0:25 12:55 0:40 2759,53 1,24 215,11 250,87 459,98 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 June 6, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Thomson Majesty 8:00 18:00 0:25 8:55 0:40 805,22 1,35 41,26 22,77 82,20 June 7, 2016 Harmony of the Seas 4:00 18:00 0:25 12:55 0:40 2759,53 1,24 215,11 250,87 459,98 Brilliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 Aegean Odyssey 6:00 18:00 0:25 10:55 0:40 349,13 0,09 17,46 10,87 35,09 June 8, 2016 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Aida Stella 14:00 0:00 0:25 9:35 742,50 0,33 60,04 67,50 123,77 June 9, 2016 Aida Stella 0:00 19:30 18:50 0:40 1437,48 0,65 114,10 130,68 239,61 Seabourn Sojourn 6:00 19:00 0:25 11:55 0:40 662,83 0,30 52,25 60,26 110,48 Thomson Spirit 6:30 18:00 0:25 10:25 0:40 751,94 1,13 37,42 20,61 75,72 Aida Blu 6:30 18:00 0:25 10:25 0:40 896,94 0,40 71,20 81,54 149,51 June 10, 2016 TUI Discovery 7:00 18:00 0:25 9:55 0:40 1119,69 0,50 89,08 101,79 186,64 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 June 11, 2016 Carnival Vista 5:00 17:00 0:25 10:55 0:40 1367,78 0,62 108,00 124,34 227,99 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 Mein Schiff 3 17:30 0:00 0:25 6:05 657,36 0,30 55,90 59,76 109,57 0:00 June 12, 2016 Mein Schiff 3 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 Harmony of the Seas 4:00 18:00 0:25 12:55 0:40 2759,53 1,24 215,11 250,87 459,98 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 June 13, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Queen Victoria 11:30 0:00 0:25 12:05 1621,46 0,73 128,09 147,41 270,28 June 14, 2016 Queen Victoria 0:00 16:30 15:50 0:40 2154,97 0,97 173,75 195,91 359,20 Europa 2 5:45 0:00 0:25 17:10 0:40 918,72 0,41 70,77 83,52 153,14 June 15, 2016 Seabourn Sojourn 6:00 19:00 0:25 11:55 0:40 662,83 0,30 52,25 60,26 110,48 Riviera 7:00 20:00 0:25 11:55 0:40 1171,17 0,53 92,00 106,47 195,22 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 June 16, 2016 - - - - - - - - - - - June 17, 2016 TUI Discovery 8:00 18:00 0:25 8:55 0:40 1027,03 0,46 82,39 93,37 171,19 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 June 18, 2016 Wind Surf 6:00 17:00 0:25 9:55 0:40 218,20 0,10 17,70 19,84 36,37 Sovereign 8:00 17:00 0:25 7:55 0:40 1061,48 0,29 52,44 33,15 106,46 June 19, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Harmony of the Seas 4:15 18:00 0:25 12:40 0:40 2713,79 1,22 211,81 246,71 452,35 Brilliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 June 20, 2016 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 June 21, 2016 Seabourn Sojourn 6:00 19:00 0:25 11:55 0:40 662,83 0,30 52,25 60,26 110,48 Mein Schiff 3 17:30 0:00 0:25 6:05 657,36 0,30 55,90 59,76 109,57 June 22, 2016 Mein Schiff 3 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 Aida Blu 6:30 18:00 0:25 10:25 0:40 896,94 0,40 71,20 81,54 149,51 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Aida Stella 12:30 0:00 0:25 11:05 849,42 0,38 67,76 77,22 141,59 June 23, 2016 Aida Stella 0:00 20:30 19:50 0:40 1508,76 0,68 119,25 137,16 251,49 Riviera 7:00 18:00 0:25 9:55 0:40 1004,85 0,45 79,99 91,35 167,50 June 24, 2016 Norwegian Spirit 4:00 19:00 0:25 13:55 0:40 1872,49 0,84 145,45 170,23 312,12 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 June 25, 2016 Royal Princess 4:00 18:00 0:25 12:55 0:40 1863,58 0,84 145,41 169,42 310,63 Independence of the Seas 7:00 20:00 0:25 11:55 0:40 2108,11 0,95 165,27 191,65 351,39 Sovereign 8:00 17:00 0:25 7:55 0:40 1061,48 0,29 52,44 33,15 106,46 June 26, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 June Harmony of the Seas 4:15 18:00 0:25 12:40 0:40 2713,79 1,22 211,81 246,71 452,35 Silver Cloud 8:00 0:00 0:25 15:35 506,69 0,13 23,45 12,94 48,16 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 June 27, 2016 Silver Cloud 0:00 21:00 20:20 0:40 668,97 0,17 31,42 17,44 63,93 Seabourn Sojourn 6:00 17:00 0:25 9:55 0:40 568,70 0,26 45,45 51,70 94,79 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 June 28, 2016 - - - - - - - - - - - June 29, 2016 Thomson Spirit 6:30 19:00 0:25 11:25 0:40 811,74 1,15 39,82 21,99 81,26 Queen Victoria 7:00 17:00 0:25 8:55 0:40 1391,31 0,63 111,47 126,48 231,91 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 June 30, 2016 - - - - - - - - - - - TOTAL 75 27:05:00 858:05:00 44:40:00 101096,93 47,58 7663,02 8461,54 16047,83 AVG. PER SHIP 0:45 11:26:28 1347,96 0,63 102,17 112,82 213,97 AVG. PER STAY HOUR - - - 108,73 0,05 8,24 9,10 17,26 AVG. PER SECOND 3,02E-01 1,42E-05 2,29E-03 2,53E-03 4,79E-03 AVG. PER HOUR + PAX 3,09E-02 1,45E-05 2,34E-03 2,58E-03 4,90E-03 CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) July 1, 2016 Celebrity Constellation 4:30 17:00 0:25 11:25 0:40 803,98 0,27 51,88 26,34 99,93 Brilliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 Carnival Vista 5:00 17:00 0:25 10:55 0:40 1367,78 0,62 108,00 124,34 227,99 Sirena 7:00 20:00 0:25 11:55 0:40 776,32 0,35 61,12 70,57 129,40 TUI Discovery 8:00 18:00 0:25 8:55 0:40 1027,03 0,46 82,39 93,37 171,19 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 Mein Schiff 3 17:30 0:00 0:25 6:05 657,36 0,30 55,90 59,76 109,57 July 2, 2016 Mein Schiff 3 0:00 18:30 17:50 0:40 1821,60 0,82 145,28 165,60 303,64 Celebrity Equinox 5:00 17:00 0:25 10:55 0:40 1740,82 0,78 137,34 158,26 290,17 Aida Blu 6:30 18:00 0:25 10:25 0:40 896,94 0,40 71,20 81,54 149,51 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 July 3, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Harmony of the Seas 4:15 18:00 0:25 12:40 0:40 2713,79 1,22 211,81 246,71 452,35 Riviera 6:00 18:00 0:25 10:55 0:40 1088,01 0,49 85,99 98,91 181,36 Britannia 7:45 23:00 0:25 14:10 0:40 2018,02 0,91 156,56 183,46 336,38 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 July 4, 2016 Costa Diadema 7:45 19:00 0:25 10:10 0:40 1641,02 0,74 130,14 149,18 273,54 Thomson Majesty 8:00 18:00 0:25 8:55 0:40 805,22 1,35 41,26 22,77 82,20 Eurodam 11:00 0:00 0:25 12:35 1710,79 0,77 134,71 155,53 285,17 July 5, 2016 Eurodam 0:00 16:00 15:20 0:40 2125,20 0,96 171,89 193,20 354,24 July 6, 2016 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Aida Stella 12:45 0:00 0:25 10:50 831,60 0,37 66,48 75,60 138,62 July 7, 2016 Aida Stella 0:00 20:30 19:50 0:40 1508,76 0,68 119,25 137,16 251,49 Seven Seas Explorer 4:30 21:00 0:25 15:25 0:40 870,37 0,39 67,44 82,12 145,08 July 8, 2016 Independence of the Seas 8:00 20:00 0:25 10:55 0:40 1958,42 0,88 154,46 178,04 326,44 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 July 9, 2016 Carnival Vista 5:00 17:00 0:25 10:55 0:40 1367,78 0,62 108,00 124,34 227,99 Star Breeze 6:00 17:00 0:25 9:55 0:40 226,61 0,35 11,69 6,29 22,93 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 July 10, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Harmony of the Seas 5:00 18:00 0:25 11:55 0:40 2576,57 1,16 201,90 234,23 429,48 Oosterdam 7:00 0:00 0:25 16:35 1787,70 0,81 138,17 162,52 297,99 Costa Fascinosa 12:30 20:00 0:25 6:25 0:40 1305,22 0,59 107,49 127,87 217,56 July 11, 2016 Oosterdam 0:00 16:00 15:20 0:40 1710,72 0,77 138,37 155,52 285,15 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 Mein Schiff 3 18:00 0:00 0:25 5:35 609,84 0,27 52,46 55,44 101,65 July 12, 2016 Mein Schiff 3 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 Aegean Odyssey 7:00 19:00 0:25 10:55 0:40 349,13 0,09 17,46 10,87 35,09 Aida Blu 8:00 18:00 0:25 8:55 0:40 790,02 0,36 63,47 71,82 131,69 Ventutra 23:45 0:00 0:15 66,33 0,03 19,41 6,03 11,06 July 13, 2016 Ventura 0:00 23:59 23:59 3181,63 1,43 248,92 289,24 530,34 Brilliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 Seven Seas Navigator 6:00 19:00 0:25 11:55 0:40 439,77 0,12 22,41 16,02 44,79 Silver Cloud 7:00 19:00 0:25 10:55 0:40 405,41 0,11 20,20 12,61 40,73 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 July 14, 2016 Ventura 0:00 18:00 17:20 0:40 2476,32 1,12 197,99 225,12 412,77 Celebrity Constellation 4:30 0:00 0:25 18:25 0:40 1226,23 0,38 68,83 36,08 139,04 TUI Discovery 20:00 0:00 0:25 3:35 409,27 0,18 37,78 37,21 68,22 July 15, 2016 Celebrity Constellation 0:00 14:00 13:20 0:40 875,24 0,26 56,11 24,99 96,74 TUI Discovery 0:00 19:00 0:25 17:55 0:40 1861,00 0,84 142,62 169,18 310,20 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 July 16, 2016 Royal Princess 4:00 18:00 0:25 12:55 0:40 1863,58 0,84 145,41 169,42 310,63 Sovereign 5:00 0:00 0:25 18:35 2095,37 0,53 91,91 51,68 197,24 July 17, 2016 Sovereign 0:00 6:30 5:50 0:40 757,62 0,20 42,94 22,81 75,19 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Harmony of the Seas 5:00 18:00 0:25 11:55 0:40 2576,57 1,16 201,90 234,23 429,48 Sirena 6:00 18:00 0:25 10:55 0:40 721,20 0,32 57,14 65,56 120,21 Thomson Majesty 8:00 19:00 0:25 9:55 0:40 877,60 1,37 44,16 24,44 88,90 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 July 18, 2016 Norwegian Spirit 4:00 19:00 0:25 13:55 0:40 1872,49 0,84 145,45 170,23 312,12 Seven Seas Explorer 7:00 18:00 0:25 9:55 0:40 598,12 0,27 47,78 57,37 99,70 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 July 19, 2016 - - - - - - - - - - - July 20, 2016 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 Azamara Journey 12:00 0:00 0:25 11:35 1193,68 0,89 55,83 29,10 113,84 Aida Stella 12:45 0:00 0:25 10:50 831,60 0,37 66,48 75,60 138,62 July 21, 2016 Azamara Journey 0:00 18:00 17:20 0:40 1793,83 1,39 84,71 43,89 171,39 Aida Stella 0:00 20:30 19:50 0:40 1508,76 0,68 119,25 137,16 251,49 Thomson Spirit 8:00 18:00 0:25 8:55 0:40 662,24 1,11 33,82 18,54 67,41 Mein Schiff 3 18:00 0:00 0:25 5:35 609,84 0,27 52,46 55,44 101,65 July 22, 2016 Mein Schiff 3 0:00 18:00 17:20 0:40 1774,08 0,80 141,84 161,28 295,72 July Aida Blu 6:30 18:00 0:25 10:25 0:40 896,94 0,40 71,20 81,54 149,51 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 July 23, 2016 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 July 24, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Harmony of the Seas 5:15 18:00 0:25 11:40 0:40 2530,84 1,14 198,60 230,08 421,86 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 July 25, 2016 Brilliance of the Seas 5:00 17:00 0:25 10:55 0:40 977,17 0,30 56,92 30,33 112,58 Seven Seas Explorer 6:30 18:00 0:25 10:25 0:40 622,87 0,28 49,57 59,62 103,83 Star Breeze 7:00 17:00 0:25 8:55 0:40 207,89 0,35 10,94 5,86 21,20 Seabourn Sojourn 7:00 18:00 0:25 9:55 0:40 568,70 0,26 45,45 51,70 94,79 Costa Diadema 7:55 19:00 0:25 10:00 0:40 1618,85 0,73 128,53 147,17 269,84 July 26, 2016 Star Pride 8:00 17:00 0:25 7:55 0:40 189,17 0,34 10,19 5,42 19,46 July 27, 2016 Emerald Princess 7:00 18:00 0:25 9:55 0:40 1602,98 0,72 127,35 145,73 267,19 MSC Fantasia 8:00 18:00 0:25 8:55 0:40 1566,87 0,71 125,48 142,44 261,18 July 28, 2016 - - - - - - - - - - - July 29, 2016 Carnival Vista 5:00 17:00 0:25 10:55 0:40 1367,78 0,62 108,00 124,34 227,99 TUI Discovery 8:00 19:00 0:25 9:55 0:40 1119,69 0,50 89,08 101,79 186,64 MSC Poesia 12:45 23:00 0:25 9:10 0:40 1301,52 0,59 104,08 118,32 216,95 July 30, 2016 Celebrity Constellation 4:30 17:00 0:25 11:25 0:40 803,98 0,27 51,88 26,34 99,93 Celebrity Equinox 4:45 17:00 0:25 11:10 0:40 1774,08 0,80 139,74 161,28 295,72 Sovereign 8:00 18:00 0:25 8:55 0:40 1170,06 0,31 56,80 35,66 116,52 July 31, 2016 Norwegian Epic 4:00 18:00 0:25 12:55 0:40 2383,23 1,07 185,84 216,66 397,25 Harmony of the Seas 5:15 18:00 0:25 11:40 0:40 2530,84 1,14 198,60 230,08 421,86 Costa Fascinosa 12:30 19:30 0:25 5:55 0:40 1229,18 0,55 102,00 120,96 204,89 TOTAL 93 33:35:00 1039:09:00 52:00:00 125830,47 58,64 9422,93 10173,29 19639,58 AVG. PER SHIP 0:45 11:10:25 1353,02 0,63 101,32 109,39 211,18 AVG. PER STAY HOUR - - - 111,88 0,05 8,38 9,05 17,46 AVG. PER SECOND 3,11E-01 1,45E-05 2,33E-03 2,51E-03 4,85E-03 AVG. PER HOUR + PAX 2,94E-02 1,37E-05 2,20E-03 2,37E-03 4,58E-03 CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) November 1, 2016 MSC Armonia 6:50 12:50 0:25 4:55 0:40 444,31 0,20 37,79 40,39 74,06 November 2, 2016 Star Breeze 6:50 17:30 0:25 9:35 0:40 220,37 0,35 11,44 6,14 22,35 Seadream I 7:45 17:00 0:25 8:10 0:40 49,19 0,01 2,96 1,66 5,07 Costa Favolosa 8:25 18:55 0:25 9:25 0:40 1761,41 0,79 140,43 169,34 293,60 MSC Fantasia 8:45 18:00 0:25 8:10 0:40 1460,84 0,66 117,82 132,80 243,50 Celestyal Crystal 12:25 19:00 0:25 5:30 0:40 383,18 0,11 21,97 14,59 41,18 November 3, 2016 Rhapsody of the Seas 5:13 10:58 0:25 4:40 0:40 681,91 0,31 58,07 68,04 113,67 November 4, 2016 Eurodam 6:40 22:40 0:25 14:55 0:40 2178,33 0,98 168,47 198,03 363,10 Wind Star 6:45 17:00 0:25 9:10 0:40 204,65 0,09 16,72 18,60 34,11 Aida Stella 8:00 20:00 0:25 10:55 0:40 932,58 0,42 73,77 84,78 155,45 MSC Armonia 8:20 18:00 0:25 8:35 0:40 674,31 0,30 54,40 61,30 112,40 MSC Poesia 13:05 22:50 0:25 8:40 0:40 1244,10 0,56 99,94 113,10 207,38 November 5, 2016 Silver Spirit 6:25 18:30 0:25 11:00 0:40 680,43 0,31 53,91 61,86 113,42 Prinsendam 6:45 16:40 0:25 8:50 0:40 392,10 0,11 21,26 13,83 41,13 Sovereign 8:35 18:30 0:25 8:50 0:40 1161,01 0,31 56,43 35,45 115,68 November 6, 2016 Costa Fascinosa 13:20 19:25 0:25 5:00 0:40 1089,79 0,49 91,93 108,29 181,65 November 7, 2016 Costa Favolosa 8:30 18:50 0:25 9:15 0:40 1736,06 0,78 138,60 167,04 289,38 Costa Diadema 8:50 19:05 0:25 9:10 0:40 1507,97 0,68 120,53 137,09 251,36 Seven Seas Voyager 16:00 0:00 0:25 7:35 383,96 0,17 31,99 34,91 64,00 November 8, 2016 Seven Seas Voyager 0:00 23:59 23:59 1094,10 0,49 85,60 99,46 182,37 Celebrity Silhouette 7:55 19:50 0:25 10:50 0:40 1729,73 0,78 136,54 165,31 288,32 November 9, 2016 Seven Seas Voyager 0:00 18:50 18:10 0:40 889,57 0,40 70,83 83,64 148,28 Amadea 6:42 14:00 0:25 6:13 0:40 158,74 0,05 10,31 6,98 18,13 Queen Victoria 8:15 18:35 0:25 9:15 0:40 1433,16 0,65 114,49 130,29 238,89 MSC Fantasia 8:40 17:55 0:25 8:10 0:40 1460,84 0,66 117,82 132,80 243,50 MSC Splendida 11:55 17:55 0:25 4:55 0:40 1001,39 0,45 84,64 91,03 166,92 November 10, 2016 Astoria 6:45 16:00 0:25 8:10 0:40 123,99 0,04 7,61 4,95 13,64 Rotterdam 7:45 0:00 0:25 15:50 1900,80 0,86 147,29 172,80 316,84 November 11, 2016 Rotterdam 0:00 17:45 17:05 0:40 2100,38 0,95 168,15 190,94 350,11 Zenith 7:00 17:00 0:25 8:55 0:40 946,49 0,26 46,34 29,15 94,59 MSC Poesia 13:00 22:50 0:25 8:45 0:40 1253,67 0,56 100,63 113,97 208,97 November 12, 2016 Seabourn Odyssey 7:30 23:50 0:25 15:15 0:40 819,71 0,37 63,58 74,52 136,63 Sovereign 7:45 21:00 0:25 12:10 0:40 1522,93 0,40 70,96 43,80 149,21 Costa Favolosa 8:35 18:55 0:25 9:15 0:40 1736,06 0,78 138,60 167,04 289,38 MSC Magnifica 12:25 19:00 0:25 5:30 0:40 880,44 0,40 73,67 80,04 146,76 November 13, 2016 Star Legend 7:30 16:55 0:25 8:20 0:40 196,97 0,35 10,50 5,60 20,19 Costa Fascinosa 13:05 19:20 0:25 5:10 0:40 1115,14 0,50 93,76 110,59 185,88 November 14, 2016 Clio 7:15 0:00 0:25 16:20 151,71 0,04 7,24 3,84 14,38 Costa Diadema 8:50 19:10 0:25 9:15 0:40 1519,06 0,68 121,33 138,10 253,21 MSC Fantasia 12:55 19:55 0:25 5:55 0:40 1142,76 0,51 94,85 103,89 190,48 November 15, 2016 Clio 0:00 13:00 12:20 0:40 120,75 0,03 6,09 3,74 11,71 Silver Wind 6:30 17:55 0:25 10:20 0:40 387,43 0,11 19,47 12,20 39,07 MSC Opera 8:15 18:10 0:25 8:50 0:40 666,47 0,30 53,65 60,59 111,09 Marina 10:35 0:00 0:25 13:00 1150,38 0,52 90,50 104,58 191,75 MSC Magnifica 12:10 18:05 0:25 4:50 0:40 803,88 0,36 68,15 73,08 134,00 November 16, 2016 Marina 0:00 18:55 18:15 0:40 1628,55 0,73 129,62 148,05 271,46 November 17, 2016 Norwegian Spirit 4:50 17:10 0:25 11:15 0:40 1562,02 0,70 123,03 142,00 260,37 Costa Favolosa 8:25 19:00 0:25 9:30 0:40 1774,08 0,80 141,35 170,50 295,72 November 18, 2016 Seven Seas Explorer 8:40 18:30 0:25 8:45 0:40 540,37 0,24 43,61 52,12 90,07 MSC Splendida 11:10 18:55 0:25 6:40 0:40 1248,79 0,56 102,51 113,53 208,16 MSC Poesia 13:10 22:30 0:25 8:15 0:40 1196,25 0,54 96,48 108,75 199,40 November 19, 2016 Sovereign 8:50 18:10 0:25 8:15 0:40 1097,67 0,30 53,89 33,99 109,81 November 20, 2016 Riviera 7:10 0:00 0:25 16:25 1434,51 0,65 111,02 130,41 239,11 Costa Fascinosa 13:05 19:25 0:25 5:15 0:40 1127,81 0,51 94,67 111,74 187,99 November 21, 2016 Riviera 0:00 17:55 17:15 0:40 1545,39 0,70 123,61 140,49 257,60 Horizon 8:30 18:05 0:25 8:30 0:40 910,09 0,25 44,88 28,31 91,22 Costa Diadema 9:10 19:00 0:25 8:45 0:40 1452,53 0,65 116,52 132,05 242,12 November 22, 2016 MSC Poesia 8:10 17:55 0:25 8:40 0:40 1244,10 0,56 99,94 113,10 207,38 November 23, 2016 Seabourn Odyssey 6:45 21:10 0:25 13:20 0:40 729,50 0,33 57,06 66,32 121,60 November 24, 2016 - - - - - - - - - - - November 25, 2016 MSC Splendida 8:15 18:00 0:25 8:40 0:40 1531,53 0,69 122,93 139,23 255,29 November 26, 2016 MSC Magnifica 12:00 18:10 0:25 5:05 0:40 832,59 0,38 70,22 75,69 138,78 November 27, 2016 Costa Fascinosa 13:10 19:30 0:25 5:15 0:40 1127,81 0,51 94,67 111,74 187,99 November 28, 2016 Costa Diadema 7:45 19:05 0:25 10:15 0:40 1652,11 0,74 130,94 150,19 275,39 November Costa Pacifica 12:40 18:25 0:25 4:40 0:40 1039,10 0,47 88,27 94,46 173,20 November 29, 2016 - - - - - - - - - - - November 30, 2016 - - - - - - - - - - - TOTAL 64 24:10:00 622:07:00 38:40:00 67167,86 29,45 5166,25 5732,87 10679,45 AVG. PER SHIP 9:43:14 1049,50 0,46 80,72 89,58 166,87 AVG. PER STAY HOUR - - - 98,06 0,04 7,54 8,37 15,59 AVG. PER SECOND 2,72E-01 1,19E-05 2,10E-03 2,32E-03 4,33E-03 AVG. PER HOUR + PAX 4,49E-02 1,97E-05 3,45E-03 3,83E-03 7,14E-03 CALL ATA ATD Time berthing Time at berth Time unberthing NO x (kg) SO x (kg) CO2 (tons) PM 2,5 (kg) CO (kg) December 1, 2016 - - - - - - - - - - - December 2, 2016 Costa Magica 7:40 18:30 0:25 9:45 0:40 1484,13 0,67 118,09 142,47 247,38 MSC Splendida 8:30 20:00 0:25 10:25 0:40 1778,93 0,80 140,79 161,72 296,52 Costa Fascinosa 12:30 18:15 0:25 4:40 0:40 1039,10 0,47 88,27 103,68 173,20 December 3, 2016 - - - - - - - - - - - December 4, 2016 Costa Deliziosa 7:40 13:55 0:25 5:10 0:40 948,16 0,43 79,78 86,20 158,05 Costa Mediterranea 14:50 19:55 0:25 4:00 0:40 761,54 0,34 65,82 69,23 126,94 December 5, 2016 Costa Favolosa 7:45 18:05 0:25 9:15 0:40 1736,06 0,78 138,60 167,04 289,38 Costa Diadema 9:00 18:50 0:25 8:45 0:40 1452,53 0,65 116,52 132,05 242,12 December 6, 2016 - - - - - - - - - - - December 7, 2016 Amadea 7:45 14:40 0:25 5:50 0:40 152,64 0,05 10,07 6,84 17,57 Pacific Princess 11:25 22:35 0:25 10:05 0:40 674,29 0,30 53,75 61,30 112,40 December 8, 2016 - - - - - - - - - - - December 9, 2016 MSC Splendida 8:35 18:00 0:25 8:20 0:40 1484,41 0,67 119,53 134,95 247,43 Amadea 14:45 21:00 0:25 5:10 0:40 142,03 0,04 9,64 6,60 16,59 December 10, 2016 - - - - - - - - - - - December 11, 2016 Costa Mediterranea 14:00 19:30 0:25 4:25 0:40 812,99 0,37 69,53 73,91 135,52 December 12, 2016 Costa Diadema 8:40 18:05 0:25 8:20 0:40 1397,09 0,63 112,52 127,01 232,88 December 13, 2016 - - - - - - - - - - - December 14, 2016 Albatros 8:20 18:25 0:25 9:00 0:40 320,11 0,09 16,85 10,72 32,95 December 15, 2016 - - - - - - - - - - - December 16, 2016 MSC Splendida 8:40 18:10 0:25 8:25 0:40 1496,19 0,67 120,38 136,02 249,39 December 17, 2016 - - - - - - - - - - - December 18, 2016 Costa Diadema 8:40 17:55 0:25 8:10 0:40 1374,91 0,62 110,92 124,99 229,18 MSC Magnifica 12:50 18:15 0:25 4:20 0:40 746,46 0,34 64,00 67,86 124,43 December 19, 2016 - - - - - - - - - - - December 20, 2016 Norwegian Spirit 1:20 17:55 0:25 15:30 0:40 2056,82 0,93 158,76 186,98 342,85 Costa Mediterranea 8:30 20:30 0:25 10:55 0:40 1615,69 0,73 127,50 146,88 269,32 December 21, 2016 - - - - - - - - - - - December 22, 2016 - - - - - - - - - - - December 23, 2016 MSC Splendida 8:45 18:00 0:25 8:10 0:40 1460,84 0,66 117,82 132,80 243,50 December 24, 2016 Costa Diadema 8:55 19:00 0:25 9:00 0:40 1485,79 0,67 118,92 135,07 247,66 December 25, 2016 Viking Sea 23:30 0:00 0:25 0:05 20,91 0,01 3,32 1,46 2,92 December 26, 2016 Viking Sea 0:00 23:59 23:59 448,97 0,11 20,87 10,36 41,59 December 27, 2016 Viking Sea 0:00 23:59 23:59 448,97 0,11 20,87 10,36 41,59 Norwegian Spirit 5:00 17:55 0:25 11:50 0:40 1629,94 0,73 127,93 148,18 271,69 Saga Sapphire 7:25 21:20 0:25 12:50 0:40 1077,85 0,29 50,97 31,62 106,33 Costa Mediterranea 8:45 17:00 0:25 7:10 0:40 1152,60 0,52 94,06 104,78 192,12 December 28, 2016 Viking Sea 0:00 18:00 17:20 0:40 355,44 0,09 17,77 9,77 34,50 December 29, 2016 MSC Magnifica 11:50 17:05 0:25 4:10 0:40 727,32 0,33 62,62 66,12 121,23 Viking Sea (*) 23:40 0:00 0:20 15,48 0,01 3,18 1,14 2,22 December 30, 2016 Viking Sea (*) 0:00 23:59 23:59 448,97 0,11 20,87 10,36 41,59 MSC Splendida 8:50 18:30 0:25 8:35 0:40 1519,75 0,68 122,08 138,16 253,32 Minerva 22:40 0:00 0:25 0:55 40,08 0,16 3,88 1,31 4,52 December 31, 2016 Viking Sea (*) 0:00 23:59 23:59 448,97 0,11 20,87 10,36 41,59 Minerva 0:00 23:59 23:59 573,68 0,14 25,61 13,24 53,15 Costa Diadema 8:45 0:00 0:45 14:30 2128,90 0,96 159,29 193,54 354,86 TOTAL 36 12:45:00 365:00:00 18:00:00 35458,52 15,27 2712,23 2965,07 5598,47 AVG. PER SHIP 0:45 10:08:20 984,96 0,42 75,34 82,36 155,51 AVG. PER STAY HOUR - - - 89,60 0,04 6,85 7,49 14,15 AVG. PER SECOND 2,49E-01 1,07E-05 1,90E-03 2,08E-03 3,93E-03 AVG. PER HOUR + PAX 3,68E-02 1,59E-05 2,82E-03 3,08E-03 5,82E-03 December Annex C. Values of atmospheric dispersion 133 Annex C. Values of atmospheric dispersion The following annex contains: 13 tables with the obtained values corresponding to the atmopsheric dispersion of the previously studied days in chapter 3. The data was obtained through an excel worksheet with the Gaussian plume distribution algorithm. All the data introduction and the worksheet programming was done by the author. Emission rates per ship (g/s) Horizontal wind speed (m/s) 3,6 Exhaust gas speed (m/s) 30 NOx 8,424E-02 Incoming solar radiation (daytime) Slight Top inside funnel diameter (m) 1,1 SOx 3,795E-05 Cloudiness (nighttime) Buoyancy (m) 2,3 CO2 6,353E+03 Estimated funnel height (m) 50 Passengers 2793 PM 2,5 7,658E-03 Atmospheric temperature (K) 290,2 CO 1,404E-02 Exhaust gas temperature (K) 643 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (g/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 January 8, 2016 Parameters Parc de la Ciutadella Port Vell Gràcia - Sant Gervasi Eixample Palau Reial Sants Emission rates (g/s) Horizontal wind speed (m/s) 4,8 Exhaust gas speed (m/s) 30 NOx 9,073E-02 Incoming solar radiation (daytime) Moderate Top inside funnel diameter (m) 1,1 SOx 4,087E-05 Cloudiness (nighttime) Buoyancy (m) 1,7 CO2 6,826E+03 Estimated funnel height (m) 50 Passengers 5160 PM 2,5 8,248E-03 Atmospheric temperature (K) 287,3 CO 1,512E-02 Exhaust gas temperature (K) 643 Windward distance from source (m) 800 Total Per ship Per pax Transversal distance (m) 3200 Concentration NOx (μg/m3) 0,00E+00 0,00E+00 0,00E+00 Vertical distance (m) 0 Concentration SOx (μg/m3) 0,00E+00 0,00E+00 0,00E+00 Concentration CO2 (mg/m3) 0,00E+00 0,00E+00 0,00E+00 Stability D Concentration PM 2,5 (μg/m3) 0,00E+00 0,00E+00 0,00E+00 Vertical dispersion (σz) 26,54 Concentration CO (μg/m3) 0,00E+00 0,00E+00 0,00E+00 Transversal dispersion (σy) 55,70 Windward distance from source (m) 500 Total Per ship Per pax Transversal distance (m) 1800 Concentration NOx (μg/m3) 0,000 0,000E+00 0,000E+00 Vertical distance (m) 0 Concentration SOx (μg/m3) 0,000 0,000E+00 0,000E+00 Concentration CO2 (mg/m3) 0,000 0,000E+00 0,000E+00 Stability D Concentration PM 2,5 (μg/m3) 0,000 0,000E+00 0,000E+00 Vertical dispersion (σz) 18,39 Concentration CO (μg/m3) 0,000 0,000E+00 0,000E+00 Transversal dispersion (σy) 36,59 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 February 14, 2016 Eixample Palau Reial Sants Parameters Port Vell Gràcia - Sant Gervasi Parc de la Ciutadella Emission rates (g/s) Horizontal wind speed (m/s) 3 Exhaust gas speed (m/s) 30 NOx 9,014E-02 Incoming solar radiation (daytime) Moderate Top inside funnel diameter (m) 1,1 SOx 4,061E-05 Cloudiness (nighttime) Buoyancy (m) 2,7 CO2 6,751E+03 Estimated funnel height (m) 50 Passengers 6336 PM 2,5 8,194E-03 Atmospheric temperature (K) 288 CO 1,502E-02 Exhaust gas temperature (K) 643 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mμg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) 0 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 March 28, 2016 Parameters Eixample Palau Reial Sants Port Vell Parc de la Ciutadella Gràcia - Sant Gervasi Emission rates (g/s) Horizontal wind speed (m/s) 4,1 Exhaust gas speed (m/s) 30 NOx 2,018E-01 Incoming solar radiation (daytime) Strong Top inside funnel diameter (m) 1,1 SOx 8,881E-05 Cloudiness (nighttime) Buoyancy (m) 2,0 CO2 1,499E+04 Estimated funnel height (m) 50 Passengers 2767 PM 2,5 1,802E-02 Atmospheric temperature (K) 288,2 CO 3,286E-02 Exhaust gas temperature (K) 643 Windward distance from source (m) 3200 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) 1,387E-01 1,541E-02 5,570E-06 Vertical distance (m) 0 Concentration SOx (μg/m3) 6,105E-05 6,783E-06 2,452E-09 Concentration CO2 (mg/m3) 1,031E+01 1,145E+00 4,140E-04 Stability C Concentration PM 2,5 (μg/m3) 1,239E-02 1,376E-03 4,975E-07 Vertical dispersion (σz) 176,00 Concentration CO (μg/m3) 2,259E-02 2,510E-03 9,071E-07 Transversal dispersion (σy) 294,20 Windward distance from source (m) 1900 Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) 3,095E-01 3,439E-02 1,243E-05 Vertical distance (m) 0 Concentration SOx (μg/m3) 1,362E-04 1,514E-05 5,471E-09 Concentration CO2 (mg/m3) 2,300E+01 2,556E+00 9,237E-04 Stability C Concentration PM 2,5 (μg/m3) 2,764E-02 3,071E-03 1,110E-06 Vertical dispersion (σz) 109,46 Concentration CO (μg/m3) 5,040E-02 5,600E-03 2,024E-06 Transversal dispersion (σy) 184,60 Windward distance from source (m) 3900 Total Per ship Per pax Transversal distance (m) 3000 Concentration NOx (μg/m3) 1,398E-17 1,554E-18 5,616E-22 Vertical distance (m) 0 Concentration SOx (μg/m3) 6,155E-21 6,839E-22 2,472E-25 Concentration CO2 (mg/m3) 1,039E-15 1,155E-16 4,174E-20 Stability C Concentration PM 2,5 (μg/m3) 1,249E-18 1,388E-19 5,016E-23 Vertical dispersion (σz) 210,76 Concentration CO (μg/m3) 2,277E-18 2,530E-19 9,146E-23 Transversal dispersion (σy) 351,11 Windward distance from source (m) 2500 Total Per ship Per pax Transversal distance (m) 2500 Concentration NOx (μg/m3) 8,573E-26 9,525E-27 3,443E-30 Vertical distance (m) 0 Concentration SOx (μg/m3) 3,773E-29 4,192E-30 1,515E-33 Concentration CO2 (mg/m3) 6,371E-24 7,079E-25 2,559E-28 Stability C Concentration PM 2,5 (μg/m3) 7,656E-27 8,507E-28 3,075E-31 Vertical dispersion (σz) 140,56 Concentration CO (μg/m3) 1,396E-26 1,551E-27 5,606E-31 Transversal dispersion (σy) 235,93 Windward distance from source (m) 1900 Total Per ship Per pax Transversal distance (m) 5700 Concentration NOx (μg/m3) 2,912E-208 3,236E-209 1,169E-212 Vertical distance (m) 0 Concentration SOx (μg/m3) 1,282E-211 1,424E-212 5,147E-216 Concentration CO2 (mg/m3) 2,164E-203 2,404E-204 8,691E-208 Stability C Concentration PM 2,5 (μg/m3) 2,601E-209 2,890E-210 1,044E-213 Vertical dispersion (σz) 109,46 Concentration CO (μg/m3) 4,742E-209 5,269E-210 1,904E-213 Transversal dispersion (σy) 184,60 Windward distance from source (m) 1400 Total Per ship Per pax Transversal distance (m) 4000 Concentration NOx (μg/m3) 4,465E-177 4,961E-178 1,793E-181 Vertical distance (m) 0 Concentration SOx (μg/m3) 1,965E-180 2,184E-181 7,893E-185 Concentration CO2 (mg/m3) 3,318E-172 3,687E-173 1,333E-176 Stability C Concentration PM 2,5 (μg/m3) 3,988E-178 4,431E-179 1,602E-182 Vertical dispersion (σz) 82,88 Concentration CO (μg/m3) 7,271E-178 8,079E-179 2,920E-182 Transversal dispersion (σy) 140,50 April 24, 2016 Parameters Parc de la Ciutadella Port Vell Gràcia - Sant Gervasi Eixample Palau Reial Sants Emission rates (g/s) Horizontal wind speed (m/s) 3,5 Exhaust gas speed (m/s) 30 NOx 1,703E-01 Incoming solar radiation (daytime) Strong Top inside funnel diameter (m) 1,1 SOx 8,871E-05 Cloudiness (nighttime) Buoyancy (m) 2,3 CO2 1,261E+04 Estimated funnel height (m) 50 Passengers 2040 PM 2,5 1,455E-02 Atmospheric temperature (K) 289,9 CO 2,736E-02 Exhaust gas temperature (K) 643 Windward distance from source (m) 1700 Total Per ship Per pax Transversal distance (m) 2800 Concentration NOx (μg/m3) 3,993E-62 5,704E-63 2,796E-66 Vertical distance (m) 0 Concentration SOx (μg/m3) 2,079E-65 2,970E-66 1,456E-69 Concentration CO2 (mg/m3) 2,955E-60 4,222E-61 2,070E-64 Stability C Concentration PM 2,5 (μg/m3) 3,411E-63 4,873E-64 2,389E-67 Vertical dispersion (σz) 98,92 Concentration CO (μg/m3) 6,412E-63 9,161E-64 4,491E-67 Transversal dispersion (σy) 167,13 Windward distance from source (m) 1000 Total Per ship Per pax Transversal distance (m) 1600 Concentration NOx (μg/m3) 2,353E-52 3,362E-53 1,648E-56 Vertical distance (m) 0 Concentration SOx (μg/m3) 1,226E-55 1,751E-56 8,584E-60 Concentration CO2 (mg/m3) 1,742E-50 2,488E-51 1,220E-54 Stability C Concentration PM 2,5 (μg/m3) 2,010E-53 2,872E-54 1,408E-57 Vertical dispersion (σz) 61,00 Concentration CO (μg/m3) 3,780E-53 5,399E-54 2,647E-57 Transversal dispersion (σy) 104,00 Windward distance from source (m) 4500 Total Per ship Per pax Transversal distance (m) 1900 Concentration NOx (μg/m3) 9,205E-07 1,315E-07 6,447E-11 Vertical distance (m) 0 Concentration SOx (μg/m3) 4,794E-10 6,848E-11 3,358E-14 Concentration CO2 (mg/m3) 6,813E-05 9,734E-06 4,772E-09 Stability C Concentration PM 2,5 (μg/m3) 7,864E-08 1,123E-08 5,508E-12 Vertical dispersion (σz) 240,11 Concentration CO (μg/m3) 1,478E-07 2,112E-08 1,035E-11 Transversal dispersion (σy) 399,03 Windward distance from source (m) 3500 Total Per ship Per pax Transversal distance (m) 900 Concentration NOx (μg/m3) 2,193E-03 3,132E-04 1,536E-07 Vertical distance (m) 0 Concentration SOx (μg/m3) 1,142E-06 1,631E-07 7,998E-11 Concentration CO2 (mg/m3) 1,623E-01 2,319E-02 1,137E-05 Stability C Concentration PM 2,5 (μg/m3) 1,873E-04 2,676E-05 1,312E-08 Vertical dispersion (σz) 190,97 Concentration CO (μg/m3) 3,522E-04 5,031E-05 2,466E-08 Transversal dispersion (σy) 318,74 Windward distance from source (m) 5900 Total Per ship Per pax Transversal distance (m) 1100 Concentration NOx (μg/m3) 4,637E-03 6,625E-04 3,248E-07 Vertical distance (m) 0 Concentration SOx (μg/m3) 2,415E-06 3,450E-07 1,691E-10 Concentration CO2 (mg/m3) 3,432E-01 4,904E-02 2,404E-05 Stability C Concentration PM 2,5 (μg/m3) 3,962E-04 5,660E-05 2,775E-08 Vertical dispersion (σz) 307,31 Concentration CO (μg/m3) 7,448E-04 1,064E-04 5,216E-08 Transversal dispersion (σy) 508,36 Windward distance from source (m) 4200 Total Per ship Per pax Transversal distance (m) 900 Concentration NOx (μg/m3) 4,885E-03 6,979E-04 3,422E-07 Vertical distance (m) 0 Concentration SOx (μg/m3) 2,544E-06 3,635E-07 1,782E-10 Concentration CO2 (mg/m3) 3,616E-01 5,166E-02 2,533E-05 Stability C Concentration PM 2,5 (μg/m3) 4,174E-04 5,962E-05 2,923E-08 Vertical dispersion (σz) 225,48 Concentration CO (μg/m3) 7,846E-04 1,121E-04 5,495E-08 Transversal dispersion (σy) 375,16 Sants Palau Reial Eixample May 23, 2016 Parameters Parc de la Ciutadella Port Vell Gràcia - Sant Gervasi Emission rates (g/s) Horizontal wind speed (m/s) 3 Exhaust gas speed (m/s) 30 NOx 1,806E-01 Incoming solar radiation (daytime) Moderate Top inside funnel diameter (m) 1,1 SOx 8,138E-05 Cloudiness (nighttime) Buoyancy (m) 2,7 CO2 1,375E+04 Estimated funnel height (m) 50 Passengers 6213 PM 2,5 1,661E-02 Atmospheric temperature (K) 295,2 CO 3,011E-02 Exhaust gas temperature (K) 643 Windward distance from source (m) 1200 Total Per ship Per pax Transversal distance (m) 3000 Concentration NOx (μg/m3) 0,000E+00 0,000E+00 0,000E+00 Vertical distance (m) 0 Concentration SOx (μg/m3) 0,000E+00 0,000E+00 0,000E+00 Concentration CO2 (mg/m3) 2,494E-304 6,235E-305 0,000E+00 Stability D Concentration PM 2,5 (μg/m3) 0,000E+00 0,000E+00 0,000E+00 Vertical dispersion (σz) 35,89 Concentration CO (μg/m3) 0,000E+00 0,000E+00 0,000E+00 Transversal dispersion (σy) 80,04 Windward distance from source (m) 700 Total Per ship Per pax Transversal distance (m) 1800 Concentration NOx (μg/m3) 7,984E-290 1,996E-290 3,213E-294 Vertical distance (m) 0 Concentration SOx (μg/m3) 3,597E-293 8,992E-294 1,447E-297 Concentration CO2 (mg/m3) 6,075E-288 1,519E-288 2,445E-292 Stability D Concentration PM 2,5 (μg/m3) 7,343E-291 1,836E-291 2,955E-295 Vertical dispersion (σz) 23,94 Concentration CO (μg/m3) 1,331E-290 3,327E-291 5,356E-295 Transversal dispersion (σy) 49,43 Windward distance from source (m) Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 Windward distance from source (m) Total Per ship Per pax Transversal distance (m) 0 Concentration NOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical distance (m) 0 Concentration SOx (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Concentration CO2 (mg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Stability D Concentration PM 2,5 (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Vertical dispersion (σz) -1,70 Concentration CO (μg/m3) #¡DIV/0! #¡DIV/0! #¡DIV/0! Transversal dispersion (σy) 0,00 June 12, 2016 Parameters Parc de la Ciutadella Port Vell Gràcia - Sant Gervasi Eixample Palau Reial Sants