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Energy efficiency analysis of a ship’s central cooling system using variable

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DOI: 10.1080/20464177.2017.1283192

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Energy efficiency analysis of a ship’s central

cooling system using variable speed pump

Gazi Kocak & Yalcin Durmusoglu

To cite this article: Gazi Kocak & Yalcin Durmusoglu (2017): Energy efficiency analysis of a ship’s
central cooling system using variable speed pump, Journal of Marine Engineering & Technology,
DOI: 10.1080/20464177.2017.1283192

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JOURNAL OF MARINE ENGINEERING & TECHNOLOGY, 2017
http://dx.doi.org/10.1080/20464177.2017.1283192

Energy efficiency analysis of a ship’s central cooling system using variable

speed pump
Gazi Kocak and Yalcin Durmusoglu
Department of Marine Engineering, Maritime Faculty, Istanbul Technical University, Istanbul, Turkey

ABSTRACT ARTICLE HISTORY

Energy efficiency is getting more important due to energy cost and environmental effects. Pumping Received 25 July 2016
systems are important because they consume almost 20% of the total energy in land power instal- Accepted 3 January 2017
lations. Comparing to the land installations mentioned above, the energy consumed by pumps in KEYWORDS
marine installations is much greater. In this study, it is shown that the energy consumed by pump- Central cooling system;
ing systems onboard ships is almost 50% of the total energy consumption. These pumps work at energy efficiency;
a constant speed, in other words constant mass flow. However, some of the systems are working environment; seawater
under variable load. For example, seawater cooling system load depends on some parameters such temperature; variable speed
as seawater temperature and engine load. Therefore, the consumed energy of this system can be pump
reduced depending on the seawater temperature. A variable speed pump is one of the solutions to
save the energy in this system, which will change the pump speed depending on seawater temper-
ature. In this paper, the energy-saving potential of a central cooling water system is analysed. The
saved energy and related annual cost of the pump occupied in the system are calculated for different
seawater temperatures, and its environmental results are also discussed.

Introduction room operations to cargo operations. These operations

Energy efficiency can be defined as the reduction of are carried out on a complex system which consists of
energy consumption per unit service without causing a sub-systems that require electrical or mechanical power.
decline in the quantity and quality of the production Auxiliary systems of an engine room mostly consist of
or the service (Durmusoglu et al. 2015). In this respect, pumping systems. That is why pumps are often a major
energy efficiency in industry is considered as preventing consumer in this category. They consume almost 50%
energy losses in the heating, cooling, HVAC, pumping, of the electrical power produced onboard ship. This is
compressed air, electricity, etc. systems or to reduce the a very important portion of the total power. Comparing
demand for energy. to the land installations (which is 20%), the importance
It is well known that the most of the electrical energy of pumping systems of ships is very clear. The energy
is consumed by the pumping systems at various applica- efficiency of pumps should be considered for design
tions such as buildings, industry, and transportation. A and operation as it is mentioned above. The operational
study indicates that the pumps of a land power installa- energy efficiency of a ship’s central cooling water system
tion consume the 20% of the total energy. It is demon- was analysed in study (Durmusoglu et al. 2015).
strated that 20–30% of the energy, which is consumed One of the main reasons of importance of energy
by pumps, can be saved only with some minor changes efficiency is environmental concerns. The marine trans-
(Europump 2006). Therefore, pumps and pumping sys- portation sector is one of the causes of global air pol-
tems are very significant in terms of energy efficiency in lution. Shipping emissions affect global air quality, peo-
different industrial sectors. ple’s health, the marine ecology, and global warming.
Energy efficiency and environmental affects have great Carbon dioxide (CO2 ), carbon monoxide (CO), partic-
importance on ship design and operations (Boulougouris ulate matter, nitrogen oxides (NOx ), and sulphur oxides
et al. 2011). Therefore, they have to be core elements in (SOx ) are the most significant pollutants emitted from
ship design process (ship building) and ship operations, marine diesel engines. Globally, almost 15% of NOx and
which are carried out by marine engineers and officers. 5–8% of SOx emissions are emitted from oceangoing
It has a wide applicability to ship systems from engine ships (Eyring et al. 2005; Coraddu et al. 2014). The CO2

CONTACT Gazi Kocak [email protected] Department of Marine Engineering, Maritime Faculty, Istanbul Technical University, Istanbul 34940, Turkey

© 2017 Institute of Marine Engineering, Science & Technology

2 G. KOCAK AND Y. DURMUSOGLU

Table 1. Shipping CO2 emissions compared with global CO2 (val- specific speed (N s ) can be calculated by Equation (1).
ues in million tonnes CO2 ) (Corbett et al. 2007). √
N Q
Total % of International % of Ns = . (1)
Year Global CO2 shipping global shipping global Hm 0.75
2007 31,409 1100 3.50 885 2.80
2008 32,204 1135 3.50 921 2.90 The diffuser, impeller, and thus the pump types are all
2009 32,047 978 3.10 855 2.70 decided by N s . For example, the effect the specific speed
2010 33,612 915 2.70 771 2.30
2011 34,723 1022 2.90 850 2.40 N s on the design of centrifugal pump impeller is illus-
2012 35,640 938 2.60 796 2.20 trated in Figure 2.
Average 33,273 1015 3.10 846 2.60
The pump power, which is defined as the power which
is applied to the pump shaft, can be calculated from

has an importance on global warming due to its green- ρgHm Q

Pp = , (2)
house effect. The 3.1% of worlds’ total CO2 emissions 1000ηp
arise from maritime transportation. The detailed emis-
where Pp is the power of pump in kW, ρ is the spe-
sions comparison results by years are shown in Table 1.
cific mass in kg/m3 , and ηp is the pump efficiency.
Due to estimation of increase in global fleet and freight
The hydraulic power (Phyd = ρgHm Q) of the pump is
volumes, mentioned emissions are predicted to increase
expressed as the right-hand side top line of Equation (2)
by 50–250% by 2050 (Corbett et al. 2007).
in unit of Watts. The centrifugal pumps are often driven
In this paper, the energy consumption of a central
by electrical motors. Therefore, the electrical power con-
cooling water system of a 4200 TEU containership at the
sumed by the pump should also be calculated. The
full ahead situation is observed. The data are obtained
power of electric motor’s shaft (kW) is obtained from
from a realistic full-mission engine room simulator. The
Equation (3).
energy consumption of this system and the energy effi-
ciency in case of using a variable speed pump (VSP) PM = α · Pp , (3)
are calculated for variable seawater temperatures. The where α is multiplication factor. The relation of pump
amounts of released CO2 emission in both cases are also power and multiplication factor is given in Table 2.
calculated. Another important factor is efficient operation of the
pump system. Pump efficiency is related to power sup-
plied to pump and the energy gained by the transported
Pumps and pump performance modelling
fluid. The efficiency value is not fixed for a given pump as
Pumps are mainly used for transporting fluids to the it is a function of the mass flow (Q) and head (H) (Ozden
same level but far distances or to higher levels. A typical Ertoz 2003).
pump assembly consists of some main parts, which are The pump efficiency and pump system efficiency can
shown in Figure 1. be calculated using following equations:
In a pump system, performance parameters have sig-
Phyd ρgQHm
nificant importance. There are three performance param- ηp = = , (4)
eters which are called mass flow (Q, m3 /h), total head PP 1000PP
(H m , m), and revolution (N, rpm). After decision of Phyd ρgQHm
ηs = = . (5)
these parameters, an important design parameter called PM 1000PM
The efficiency of a centrifugal pump tends to increase
with mass flow rate up to an optimum point (ηopt ) and
then decreases even the mass flow rates increases. This
optimum point is also called best efficient point. This
situation is shown in Figure 3.
It is very difficult to keep the parameters constant,
which ensures the pump operate at optimum efficiency
point due to technical reasons such as dynamic environ-
ments. In this situation, it is better to define an oper-
ational range of pump at which the pump works at a
limited efficiency of 80% for varying mass flow rates
(Demirel & Ismail Deha 2007). In Figure 3 it is shown that
Figure 1. A typically centrifuge pump arrangement. the working range of the pump is constrained between
 JOURNAL OF MARINE ENGINEERING & TECHNOLOGY 3

Figure 2. Effect of specific speed of a pump impeller design (KSB 2005).

Table 2. The multiplication factor (Sen 2006). Affinity laws and VSPs
PP (kW) α
Pumps can be operated at different mass flow rates in the
< 1.5 1.50–1.40 dynamic systems where the parameters are not constant.
1.5–4 1.40–1.25
4–35 1.25–1.15 In constant speed pumps, the mass flow rate is controlled
> 35 1.15–1.10 by a bypass valve or a throttling valve. These methods
of controlling mass flow rate result in inefficient opera-
tion and economical losses. The solution to this problem
is adjusting the pumps’ speed in accordance with the
required mass flow rate. Thus, the pump efficiency will be
increased. In the variable pumps, the relation of param-
eters is described by affinity laws. These laws are the
mathematical relations of pump’s design parameters for
changing mass flow rate. Affinity laws are obtained by
experimental observations.
Changing the mass flow rate from Q1 to Q2 , the rela-
tion of pump speed is expressed in Equation (6), which
is a first-order equation. The relation of head and power
is expressed in Equations (7) and (8), respectively, which
are second- and third-order equations.

 
Q1 N1
= , (6)
Q2 N2
 2
H1 N1
Figure 3. Performance diagram of a pump. = , (7)
H2 N2
 3
P1 N1
= . (8)
P2 N2
Qmin and Qmax , which ensures to pump run between ηopt
and 0.8ηopt . This approach is valid for constant speed Equation (8) indicates an important result with respect
pumps where the mass flow changes due to dynamic to energy efficiency. It is shown in Table 3 that a 10%
parameters such as engine load, heating load, or cooling decrease in pump speed results in a 33% reduction of
water temperature. However, it is possible to operate the consumed power.
pump at higher efficiency values by varying the pump In Figure 4 the power curves of a constant speed
speed for changing mass flow rate due to other param- pump and VSPs are illustrated. From the figure, we can
eters. These kinds of pumps are usually called VSPs or observe the significant power consumption difference for
variable frequency drive (VFD) pumps. the identical mass flow rate.
4 G. KOCAK AND Y. DURMUSOGLU

water (HTFW) cooling system. The SW system employs

seawater to cool down the fresh water of the LTFW sys-
tem. Besides, the HTFW system is cooled down by the
fresh water of LTFW system. The central cooling system
has totally six pumps, two pumps for each SW, LTFW, and
HTFW systems. The seawater pumps are always electri-
cally driven. The capacity of the pumps is determined by
the main engine power and the ship size.
The ships systems are exposed to operate in an
extremely dynamic environment. One of the most impor-
tant systems influenced from this dynamic behaviour is
central cooling water system. This situation is mainly due
to varying engine load, changing seawater temperatures,
and changing cooler temperatures at LTFW side. The
main engine load is changing due to manoeuvring con-
ditions. The ship is usually navigating at navigation full
Figure 4. Comparison of fixed speed and VFD pump power speed, but the speed is reduced at passage through nar-
curves. row waterways, channels, straits, and berthing situations
(Theotokatos et al. 2016). Another important reason is
Table 3. Variation of design parameters of a pump. seawater temperature. The ships are navigating in inter-
New pump speed (N2 ): (rpm) 10% national waters. That is why they are always exposed to
New pump head (H2 ): (m) 21% different climates and different seawater temperatures.
New power of pump (P2 ): (kW) 33%
The central cooling water system is directly affected from
this situation.
The ship cooling system is designed to operate
Central cooling water system of a ship
at extreme conditions due to safety operation. These
A vessel’s cooling water system, which mainly consists of extreme design conditions are forced by International
pumps, is one of the important energy consumers of a Maritime Organisation, which is listed in Table 4 as
ship. The seawater is the main coolant for engine room tropical conditions. According to tropical condition stan-
systems. In this study, the central cooling water system is dards, all cooling pumps should be designed to be able to
inspected, which is shown in Figure 5. The central cool- operate at 110% load. Besides these pumps are working
ing water system consists of three sub-systems: the seawa- at maximum capacity with constant speed and constant
ter (SW) cooling system, the low-temperature fresh water mass flow rates in all weather conditions. From the
(LTFW) cooling system, and the high-temperature fresh energy efficiency approach, these pumps are working

Figure 5. Central cooling water system of a containership.

 JOURNAL OF MARINE ENGINEERING & TECHNOLOGY 5

Table 4. Tropical condition standards for ships. same for every 5-degree intervals such as 0–5°C and
Seawater temperature 32 °C 5–10°C.
Central water temperature 36 °C Using this figure, it is possible to obtain the percentage
Ambient air temperature 45 °C
Barometric pressure 1 bar of the voyage carried out for every temperature range in
a year. The obtained results for this scenario are shown in
Table 5. In this table, it is possible to see the voyage hours
for one year and percentages of the voyage for different
inefficiently when the ambient conditions are not trop- SW temperatures.
ical conditions. In this situation, the pumps are working
at maximum capacity and the temperature control of the
fresh water due to dynamic environment is carried out Energy efficiency estimation methodology
by bypassing the fresh water. However, the temperature The heat exchanger of central cooling water system of the
control can be carried out by changing the mass flow analysed ship is illustrated in Figure 8. In this system,
rate of the seawater pump at changing seawater temper- seawater is used for cooling the fresh water, where sea-
atures, which result in a significant energy saving. This water inlet is point 1 and seawater outlet is point 2. In
can be achieved by application of variable speed seawater the other side of the heat exchanger, the fresh water com-
pumps. ing from the main engine jacket cooling is cooled down.
The fresh water inlet is point 3 and fresh water outlet is
point 4. There is also a fresh water bypass line, which is
Energy efficiency analysis of a ship’s cooling
shown by point 5. The central cooling system of the ship
water system: a case study
is designed according to the tropical conditions. There-
In this study, an energy efficiency analysis of a 4200 fore, a suitable size of pump and heat exchanger is chosen
TEU containership’s central cooling water system is car- to be able to obtain the desired cooling effect, which will
ried out. The data are collected from a realistic full- ensure the fresh water outlet temperature is 32°C. The
mission simulator of Kongsberg Marine. The engine of system is designed for the tropical conditions, that is why
the ship plant is Sulzer 12RTA 84(C), which can produce the seawater pump will operate at maximum capacity
48.6 MW power at full-load condition. because the seawater temperature is very high and max-
The analysis is based on the energy efficiency esti- imum seawater flow rate is needed for sufficient cooling
mation of the ship, which is cruising between North of effect. Besides, in the fresh water side – in the tropical
United Kingdom and Qatar. The reason for preferring conditions – all of the fresh water is flowing through point
these locations is that it is possible to see the effect of 3 to point 4 without any fresh water is bypassed through
different seawater temperatures on central cooling water line 5.
system. Generally, the minimum seawater temperature is In case of the lower seawater temperatures, the fresh
around 5°C (excluding polar region), and the maximum water temperature control is carried out by bypass line
or tropical seawater temperature is 36°C, which can be (line 5) to keep the fresh water outlet temperature at 32°C.
observed in this region. Therefore, it will be possible to In this case, the lower the sea temperature, the more the
observe the minimum and maximum influence of sea- bypass mass flow rate. This situation is show in Table 6
water temperature on cooling water system. The route of for this case study. It can be seen from the table that the
the ship is illustrated in Figure 6. The whole route is sep- mass flow rate of the bypass line is zero when the seawa-
arated into 21 sectors, as shown in the figure. The sectors ter temperature is 25°C and it reaches the highest value
are determined considering the seawater temperatures. (937 t/h) when the seawater temperature is 5°C. Besides,
Despite the seawater temperature is changing, the sec- the seawater mass flow rate is always constant irrespective
tors are separated that the seawater temperature is almost of seawater temperature.
same through one sector. It can be seen from the above table that the power
In this scenario, an annual calculation is carried out. consumption of the seawater pump is always constant
A containership is assumed to be chartered for 6480 h at 191.3 kW despite the seawater temperature is chang-
per year. The ship is navigating at full speed, which is 20 ing. This is not a good application from the standpoint
knots. The seawater temperatures of sectors are monthly of energy efficiency. A solution to this problem can be
average temperatures (http://www.seatemperature.org). adjusting the seawater mass flow rate instead of bypassing
Using these data, a 3D seawater temperature map of fresh water which will result in reduction in the energy
the route is figured out for energy efficiency estimation, consumption of the seawater pump. This is applicable
which is shown in Figure 7. In the figure, it can be clearly by utilising a VSP. When a VFD is used, the seawater
seen that the temperature range is classified to be the mass flow rate (which will be adequate for heat balance)
6 G. KOCAK AND Y. DURMUSOGLU

Figure 6. The route of the ship and the sectors.

Figure 7. 3D seawater temperature map of the route.

should be calculated. Here an important point is that heat balance equation. The heat balance equation of the
the heat transfer rate at the heat exchanger is constant, heat exchanger shown in Figure 8 is obtained as follows:
neglecting the heat losses. The seawater mass flow rate
for different seawater temperatures can be calculated by Q̇ = ṁFW cp,FW (T3 − T4 ) = ṁSW cp,SW (T2 − T1 ), (9)
 JOURNAL OF MARINE ENGINEERING & TECHNOLOGY 7

Table 5. The percentage of voyage for different SW temperatures and corresponding hours.
Seawater temperature ranges (°C)

5–10 10–13 13–15 15–20 20–25 25–30 < 30 Total

Percentage 4 4 7 24 16 33 13 100
Voyage hours (h/year) 257 257 437 1543 1029 2109 849 6480

Table 7. The new data for VSP.

T SW (°C) mSW,2 (m3 /h) H2 (m) P2 (kW)
5 1327 7.73 50.06
10 1360 8.13 53.97
13 1432 9.01 63.00
15 1495 9.82 71.64
20 1747 13.41 114.29
25 2074 18.90 191.30

and the power (secondary vertical axis). Comparing con-

stant speed pump performance curves and VFD pump
performance curves, it can be seen that the pump curve,
system curve, and power curve are changing. The pump
Figure 8. Central cooling heat exchanger. curves for different mass flow rates are shown for 80%
and 50% rates, as well. Especially the power curve has a
Table 6. The system values for different seawater temperatures. significance to see the power gain in low mass flow rates.
T SW (°C) mFW (t/h) mby−pass (t/h) mSW (t/h) Power (kW) In Figure 9(b) the power consumption of the pump
5 496 937 2126 191.3 for maximum mass flow rate is shown with Q1 and the
10 615 818 2126 191.3 reduced mass flow rate is shown with Q2 . As the constant
13 691 742 2126 191.3
15 759 674 2126 191.3
speed pump always run at maximum capacity, it always
20 1040 394 2126 191.3 runs at power Q1 , which is 191.3 kW for this study. When
25 1433 0 2126 191.3 the mass flow rate is reduced to Q2 , the power is reduced
to about 50 kW, which can be seen in the figure, clearly.
where Q̇ is heat transfer rate in (kW), and ṁFW and ṁSW
are mass flow rate of fresh water and seawater in (t/h), Results and discussion
respectively. cP is specific heat ratio in (kW/kg°C). Using
Application of constant speed pumps is plausible for sta-
Equation (9), the mass flow rate of seawater for different
ble systems. However, in the dynamic systems such as
temperatures is
ships, it is better to use VSPs. As the seawater tempera-
ṁFW cp,FW (T3 − T4 ) ture decreases, the amount of seawater passing through
ṁSW = . (10) the heat exchanger should be decreased to keep the heat
cp,SW (T2 − T1 )
balance constant. It can be achieved by VSPs. Thus, the
This mass flow rate is used in affinity law equations energy consumed by the seawater pump decreases. The
defined above as Equations (6)–(8). Then all of the annual energy-saving estimations of the case study for
required parameters can be calculated from these equa- different seawater temperatures are listed in Table 8. The
tions. The required seawater mass flow rate for the differ- seawater temperature between 5°C and 30°C is classi-
ent seawater temperatures and regarding head and power fied for every 5°C range. The power for constant speed
values are listed in Table 7. In the table, the significant pump and VFD are shown as P1 and P2 , respectively.
point is that the power consumption of the pump for 25°C The power difference and the energy-saving rate for every
is 191.3 kW and is decreasing to 50 kW for 5°C. temperature range are calculated in the table. The energy-
The constant speed pump and VSP performance saving rates in table are calculated using the ships route
curves are shown in Figure 9. In constant speed pump and the seawater temperatures. The energy-saving rate is
performance curve, we can see the pump curve and sys- increasing at low seawater temperatures. The maximum
tem curve, which are parameters of head and mass flow energy-saving rate seems at 15–20°C due to longer cruise
rate. Another important curve is the power curve, which time at this temperature, which is almost 24% of the total
is the main parameter to observe for energy efficiency voyage. Although the cruise time is longest above 25°C,
analysis. Power curve is the parameter of mass flow rate the energy-saving rate is zero because the system reaches
8 G. KOCAK AND Y. DURMUSOGLU

Figure 9. Pump performance curves: (a) Constant speed, (b) VFD.

Table 8. Annual energy-saving estimation for different SW temperatures.

T SW (°C) (5–10) (10–13) (13–15) (15–20) (20–25) (25–30) ( < 30)
P1 (kW) 191.3 191.3 191.3 191.3 191.3 191.3 191.3
P2 (kW) 50 54 63 72 114 191.3 191.3
P (kW) 141.3 137.3 128.3 119.3 77.3 0 0
Voyage hours (h/year) 257 257 437 1543 1029 2109 849
Energy saving (kWh/year) 36,334 35,306 56,085 184,063 79,509 0 0

Table 9. Annual CO2 and fuel cost estimation. environmental concerns. In this respect, an energy effi-
Annual energy saving 391,297 (kWh/year) ciency analysis of a central cooling water system is carried
sfoc 213 (g/kWh) out. This is important because ships are always cruis-
Fuel saving 83.35 (tonne/year)
Unit fuel cost (MGO) 450 ($/tonne) ing in different seawater temperatures. In this study, it
Total fuel cost saving 37,506 ($/year) is observed that the lower seawater temperature is better
CO2 emission saving 267 (tonne CO2 /year) for energy saving of this system. The ship route decided
in this study is containing low seawater temperatures,
its extremum conditions. In other words, after this point moderate seawater temperatures, and high seawater tem-
the fresh water bypass valve is closing. peratures. Therefore, it is possible to see the effect for
The reduction in the energy consumption has also different seawater temperatures on energy saving. In the
positive effect on CO2 emissions released to atmosphere. case study, only 4% of the route is in 5–10°C temperature
This is because the consumed fuel is reduced. The fuel range. If the ship is cruising mostly in low-temperature
type is marine gas oil (MGO), which has specific fuel area, the energy saving and CO2 emission reduction
oil consumption (sfoc) of 213 g/kWh. The annual saved would be much greater values. For example, if the ship is
fuel is about 84 tonnes and the reduction in CO2 emis- cruising always at 5°C seawater, the annual energy-saving
sions is 267 tonnes, which are shown in Table 9. The rate is rising to 915 MWh, the fuel saving is 195 tonnes
amount of CO2 emission is calculated using emission (which means nearly $88,000) and the CO2 reduction is
factor which is 3.206 tCO2 /tMGO . Annual energy-saving 625 tonnes. These values are only for one year. Consider-
rate is nearly 391 MWh, which is a very significant ing the ship life is 25 years, the amount of energy saving
amount to be considered, which means saving $37,506 and CO2 reduction will be much more important val-
per year. ues. Another important point is the investment cost. It
takes about $40.000 for a ship to install the VSP system,
which has two VFD pumps. Considering the energy-
Conclusion saving amount, the payback period will be about one year
Energy efficiency is getting more important in indus- for the ship in this study. The oil prices should also be
try in terms of using fuel reserves more efficiently and considered because recently the oil prices are at the lowest
 JOURNAL OF MARINE ENGINEERING & TECHNOLOGY 9

level. If the prices are higher, the payback period will be Demirel K, Ismail Deha ER. 2007. Pump applications for
reduced. marine engineers (book in Turkish). Istanbul: Birsen Pub-
In conclusion, applications of VFD pumps are very lishing; p. 505–543.
Durmusoglu Y, Kocak G, Deniz C, Zincir B. 2015. Energy effi-
profitable for energy saving of dynamic systems such as ciency analysis of pump systems in a ship power plant and
ships. The effect on CO2 reduction is also significant. a case study of a container ship. IAMU 16th AGA; Opatija,
Croatia.
Disclosure statement Europump. 2006. System Efficiency – A Guide for Energy Effi-
cient Rotodynamic Pumping Systems.
No potential conflict of interest was reported by the authors. Eyring V, Köhler HW, Van Aardenne J, Lauer A. 2005. Emis-
sions from international shipping: 1. The last 50 years. J
Geophys Res Atmos. 110:1984–2012.
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