scholarly journals A Comprehensive Inventory of the Ship Traffic Exhaust Emissions in the Baltic Sea from 2006 to 2009

AMBIO ◽  
2013 ◽  
Vol 43 (3) ◽  
pp. 311-324 ◽  
Author(s):  
Jukka-Pekka Jalkanen ◽  
Lasse Johansson ◽  
Jaakko Kukkonen
Keyword(s):  
Baltic Sea ◽  
Exhaust Emissions ◽  
The Baltic Sea ◽  
Ship Traffic ◽  
The Baltic ◽  
Traffic Exhaust

scholarly journals Effects of ship emissions on air quality in the Baltic Sea region simulated with three different chemistry transport models

2019 ◽  
Author(s):  
Matthias Karl ◽  
Jan Eiof Jonson ◽  
Andreas Uppstu ◽  
Armin Aulinger ◽  
Marja Prank ◽  
...  
Keyword(s):  
Air Quality ◽  
Boundary Conditions ◽  
Baltic Sea ◽  
The Other ◽  
Aerosol Formation ◽  
The Baltic Sea ◽  
Transport Models ◽  
Ship Traffic ◽  
Baltic Sea Region ◽  
The Baltic

Abstract. The Baltic Sea is highly frequented shipping area with busy shipping lanes close to densely populated regions. Exhaust emissions from ship traffic into the atmosphere are not only enhancing air pollution, they also affect the Baltic Sea environment through acidification and eutrophication of marine waters and surrounding terrestrial ecosystems. As part of the European BONUS project SHEBA (Sustainable Shipping and Environment of the Baltic Sea Region), the transport, chemical transformation and fate of atmospheric pollutants in the Baltic Sea region was simulated with three regional chemistry transport models (CTM) systems, CMAQ, EMEP/MSC-W and SILAM with grid resolutions between 4 km and 11 km. The main goal was to quantify the effect that shipping emissions have on the regional air quality in the Baltic Sea region when the same shipping emissions dataset but different CTMs in their typical setups are used. The performance of these models and the shipping contribution to the results of the individual models was evaluated for sulphur dioxide (SO2), nitrogen dioxide (NO2) and ozone (O3) and particulate matter (PM2.5). Model results from the three CTMs were compared to observations from rural and urban background stations of the AirBase monitoring network in the coastal areas of the Baltic Sea region. The performance of the three CTM systems to predict pollutant concentrations is similar. However, observed PM2.5 in summer was underestimated strongly by CMAQ and to some extent by EMEP/MSC-W. The spatial average of annual mean O3 in the EMEP/MSC-W simulation is 15–25 % higher compared to the other two simulations, which is mainly the consequence of using a different set of boundary conditions for the European model domain. There are significant differences in the calculated ship contributions to the levels of air pollutants among the three models. SILAM predicted a much weaker ozone depletion through NO emissions in the proximity of the main shipping routes than the other two models. In the entire Baltic Sea region the average contribution of ships to PM2.5 levels is in the range of 4.3–6.5 % for the three CTMs. Differences in ship-related PM2.5 between the models are mainly attributed to differences in the schemes for inorganic aerosol formation. Inspection of the ship-related elemental carbon (EC) revealed that assumptions about the vertical ship emission profile can affect the dispersion and abundance of ship-related pollutants in the near-ground atmosphere. The models are in agreement regarding the ship-related deposition of oxidised nitrogen, reporting a ship contribution in the range of 21–23 ktN y−1 as atmospheric input to the Baltic Sea. Results from the present study show the sensitivity of the ship contribution to combined uncertainties of boundary conditions, meteorological data and aerosol formation and deposition schemes. This is an important step towards a more reliable evaluation of policy options regarding emission regulations for ship traffic and the planned introduction of a nitrogen emission control area (NECA) in the Baltic Sea and the North Sea in 2021.

scholarly journals Atmospheric deposition of nitrogen to the Baltic Sea in the period 1995–2006

2011 ◽  
Vol 11 (19) ◽  
pp. 10057-10069 ◽  
Author(s):  
J. Bartnicki ◽  
V. S. Semeena ◽  
H. Fagerli
Keyword(s):  
Baltic Sea ◽  
Nitrogen Deposition ◽  
Total Nitrogen ◽  
Atmospheric Nitrogen Deposition ◽  
Atmospheric Nitrogen ◽  
The Baltic Sea ◽  
Ship Traffic ◽  
The United Kingdom ◽  
The Baltic ◽  
Baltic Sea Basin

Abstract. The EMEP/MSC-W model has been used to compute atmospheric nitrogen deposition into the Baltic Sea basin for the period of 12 yr: 1995–2006. The level of annual total nitrogen deposition into the Baltic Sea basin has changed from 230 Gg N in 1995 to 199 Gg N in 2006, decreasing 13 %. This value corresponds well with the total nitrogen emission reduction (11 %) in the HELCOM Contracting Parties. However, inter-annual variability of nitrogen deposition to the Baltic Sea basin is relatively large, ranging from −13 % to +17 % of the averaged value. It is mainly caused by the changing meteorological conditions and especially precipitation in the considered period. The calculated monthly deposition pattern is similar for most of the years showing maxima in the autumn months October and November. The source allocation budget for atmospheric nitrogen deposition to the Baltic Sea basin was calculated for each year of the period 1997–2006. The main emission sources contributing to total nitrogen deposition are: Germany 18–22 %, Poland 11–13 % and Denmark 8–11 %. There is also a significant contribution from distant sources like the United Kingdom 6–9 %, as well as from the international ship traffic on the Baltic Sea 4–5 %.

scholarly journals A modelling system for the exhaust emissions of marine traffic and its application in the Baltic Sea area

2009 ◽  
Vol 9 (4) ◽  
pp. 15339-15373 ◽  
Author(s):  
J.-P. Jalkanen ◽  
A. Brink ◽  
J. Kalli ◽  
H. Pettersson ◽  
J. Kukkonen ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Fuel Consumption ◽  
Exhaust Emissions ◽  
Automatic Identification ◽  
Identification System ◽  
The Baltic Sea ◽  
Support Tool ◽  
Marine Traffic ◽  
The Baltic ◽  
Modelling System

Abstract. A method is presented for the evaluation of the exhaust emissions of marine traffic, based on the messages provided by the Automatic Identification System (AIS), which enable the identification and location determination of ships. The use of the AIS data enables the positioning of ship emissions with a high spatial resolution, which is limited only by the inaccuracies of the Global Positioning System (typically a few metres) that is used in vessel navigation. The emissions are computed based on the relationship of the instantaneous speed to the design speed, and these computations also take into account the detailed technical information of the ships' engines. The modelling of emissions is also based on a few basic equations of ship design, including the modelling of the propelling power of each vessel in terms of its speed. We have also investigated the effect of waves on the consumption of fuel, and on the emissions to the atmosphere. The predictions of fuel consumption were compared with the actual values obtained from the shipowners. For a RoPax vessel, the predicted and reported values of fuel consumption agreed within an accuracy of 6%. According to the data analysis and model computations, the emissions of NOx, SOx and CO2 originating from ships in the Baltic Sea in 2007 were in total 400 kt, 138 kt and 19 Mt, respectively. A breakdown of emissions by flag state, ship's type and year of construction is also presented. The modelling system can be used as a decision support tool in the case of issues concerning, e.g., health effects caused by shipping emissions, the construction of emission-based fairway dues systems or emissions trading. The computation of emissions can also be automated, which will save resources in constructing emission inventories. Both the methodologies and the emission computation program can be applied in any sea region in the world, provided that the AIS data from that specific region are available.

scholarly journals Marine accidents as potential crisis situations on the Baltic sea

2020 ◽  
Vol 54 (2) ◽  
pp. 125-135
Author(s):  
Tomasz Szubrycht
Keyword(s):  
Baltic Sea ◽  
Traffic Engineering ◽  
Research Process ◽  
Modern Technology ◽  
Baltic States ◽  
The Baltic Sea ◽  
Ship Traffic ◽  
Oil Transport ◽  
Crisis Situation ◽  
The Baltic

People responsible for crisis management, especially in coastal voivodships (Pomeranian, West Pomeranian and Warmian-Masurian Voivodeship) must be aware and prepared to take effective action in the event of emergencies in maritime waters. The geographical, hydro meteorological conditions and geographical conditions of the Baltic Sea of the Baltic Sea and the increasing intensity of Baltic shipping, and in particular the increase in oil transport, mean that the likelihood of maritime accidents that can generate crises in sea areas increases significantly. There are about 2000 ships in the Baltic marine area at any given moment and about 3500 - 5500 ships navigate through the Baltic Sea per month. Approximately 20% of the ships in the Baltic Sea are tankers. Despite different uncertainties some trends in the Baltic shipping can be expected. For example ship traffic is likely to increase yearly and it is expected that vessel size will increase because the maritime transport must be more efficient and cost-saving. Such trends create serious threats for Baltic States. The maritime administrations of the Baltic States and international maritime organizations undertake a number of actions to increase maritime safety in the Baltic Sea. The publication characterizes Baltic shipping and analyzes the scale of threats generated by maritime accidents, as well as ways of responding and minimizing the probability of emergencies in the Baltic Sea. Activities including: legislative and organizational activity were also characterized; practical use of modern technology both on vessels and in land navigation monitoring systems; marine traffic engineering and shipbuilding, which aim is to minimize the likelihood of maritime accidents in the Baltic Sea and analyses of Baltic states capacity to oil spill response. In addition, the publication proposes a definition of a crisis situation in relation to sea areas and presents when a maritime accident or incident can generate a crisis situation in sea areas. The result of the research process is proposals for actions that, in the author's opinion, should be taken to reduce the number of maritime accidents in the Baltic Sea.

scholarly journals Projected change in atmospheric nitrogen deposition to the Baltic Sea towards 2020

2011 ◽  
Vol 11 (7) ◽  
pp. 21533-21567 ◽  
Author(s):  
C. Geels ◽  
K. M. Hansen ◽  
J. H. Christensen ◽  
C. Ambelas Skjøth ◽  
T. Ellermann ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Action Plan ◽  
Ecological Status ◽  
N Deposition ◽  
The Baltic Sea ◽  
Total N ◽  
Ship Traffic ◽  
Projected Change ◽  
The Baltic ◽  
Projected Changes

Abstract. The ecological status of the Baltic Sea has for many years been affected by the high input of both waterborne and airborne nutrients. The focus is here on the airborne input of nitrogen (N) and the projected changes in this input, assuming the new National Emission Ceilings directive (NEC-II), currently under negotiation in the EU, is fulfilled towards the year 2020. The Danish Eulerian Hemispheric Model (DEHM) has been used to estimate the development in N deposition based on present day meteorology combined with present day (2007) or future (2020) anthropogenic emissions. By using a so called tagging method in the DEHM model, the contribution from ship traffic and from each of the nine countries with coastlines to the Baltic Sea has been assessed. The annual deposition to the Baltic Sea is estimated to be 203 k tonnes N for the present day scenario (2007) and 165 k tonnes N in the 2020 scenario, giving a projected reduction of 38 k tonnes N in the annual load in 2020. This equals a decline in N deposition of 19 %. The results from 20 model runs using the tagging method show that of the total N deposition in 2007, 52 % came from emissions within the bordering countries. By 2020 this is projected to decrease to 48 %. For some countries the projected decrease in N deposition arising from the implementation of the NEC-II directive will be a considerable part of the reductions agreed on in the provisional reduction targets of the Baltic Sea Action Plan. This underlines the importance of including projections like the current in future updates of the Baltic Sea Action Plan.

Mercury in sediments of harbor areas of the Baltic Sea: compilation of data and comparison of legislation in the individual countries

2017 ◽  
Vol 32 (1) ◽  
pp. 0-0
Author(s):  
Grażyna Dembska
Keyword(s):  
Baltic Sea ◽  
Municipal Wastewater ◽  
The Baltic Sea ◽  
Potential Threat ◽  
Contamination Assessment ◽  
Limit Values ◽  
Ship Traffic ◽  
Mercury Compounds ◽  
The Baltic ◽  
The Individual

Mercury is a very toxic chemical element and presents a very high level of chemical and biological activity. Long-term emissions of this element into the environment created a global pool of mercury, as a result of mercury forms has been constantly mobilised, deposited and re-mobilised up till now. The continued releases increase the overall values of the global mercury cycle in the air, water, sediments/soil as well as flora and fauna. Port sediments, which containing large deposits of mercury compounds may constitute a potential threat to the marine environment. Moreover harbour basins, which are mainly located in the estuary areas, can be exposed on the pollutants collected by the river flowing through the whole basin area. Furthermore, some contamination can be also supplied to the harbour areas as a result of cargo handling, ship traffic, the discharge of industrial and municipal wastewater etc. These contamination are largely deposited in the benthic sediments. This study summarizes results of mercury concentration in the sediments collected from the marine ports of the Baltic Sea (31 ports). Additionally, it references them to the existing legislation of the individual countries. These data came from the various sources: scientific articles, data submitted by different ports, port-related organisations within the framework of the project SMOCS [35], as well as own research..It has been found differences between each country's legal system. These are related to the different limit values used for the contamination assessment of mercury in port sediments. Another issue is an application of different analytical methodologies in environmental survey. The common analytical methodolody for the determination of mercury compounds together with defined similar limit values for the polluted sediments seems to be extremly important issue in terms of planning as well as managing Baltic Sea port’s sediments

scholarly journals Effects of ship emissions on air quality in the Baltic Sea region simulated with three different chemistry transport models

2019 ◽  
Vol 19 (10) ◽  
pp. 7019-7053 ◽  
Author(s):  
Matthias Karl ◽  
Jan Eiof Jonson ◽  
Andreas Uppstu ◽  
Armin Aulinger ◽  
Marje Prank ◽  
...  
Keyword(s):  
Air Quality ◽  
Boundary Conditions ◽  
Baltic Sea ◽  
Transport Processes ◽  
The Other ◽  
Aerosol Formation ◽  
The Baltic Sea ◽  
Ship Traffic ◽  
Baltic Sea Region ◽  
The Baltic

Abstract. The Baltic Sea is a highly frequented shipping area with busy shipping lanes close to densely populated regions. Exhaust emissions from ship traffic into the atmosphere do not only enhance air pollution, they also affect the Baltic Sea environment through acidification and eutrophication of marine waters and surrounding terrestrial ecosystems. As part of the European BONUS project SHEBA (Sustainable Shipping and Environment of the Baltic Sea region), the transport, chemical transformation and fate of atmospheric pollutants in the Baltic Sea region were simulated with three regional chemistry transport model (CTM) systems, CMAQ, EMEP/MSC-W and SILAM, with grid resolutions between 4 and 11 km. The main goal was to quantify the effect that shipping emissions have on the regional air quality in the Baltic Sea region when the same shipping emission dataset but different CTMs are used in their typical set-ups. The performance of these models and the shipping contribution to the results of the individual models were evaluated for sulfur dioxide (SO2), nitrogen dioxide (NO2), ozone (O3) and particulate matter (PM2.5). Model results from the three CTMs for total air pollutant concentrations were compared to observations from rural and urban background stations of the AirBase monitoring network in the coastal areas of the Baltic Sea region. Observed PM2.5 in summer was underestimated strongly by CMAQ and to some extent by EMEP/MSC-W. Observed PM2.5 in winter was underestimated by SILAM. In autumn all models were in better agreement with observed PM2.5. The spatial average of the annual mean O3 in the EMEP/MSC-W simulation was ca. 20 % higher compared to the other two simulations, which is mainly the consequence of using a different set of boundary conditions for the European model domain. There are significant differences in the calculated ship contributions to the levels of air pollutants among the three models. EMEP/MSC-W, with the coarsest grid, predicted weaker ozone depletion through NO emissions in the proximity of the main shipping routes than the other two models. The average contribution of ships to PM2.5 levels in coastal land areas is in the range of 3.1 %–5.7 % for the three CTMs. Differences in ship-related PM2.5 between the models are mainly attributed to differences in the schemes for inorganic aerosol formation. Differences in the ship-related elemental carbon (EC) among the CTMs can be explained by differences in the meteorological conditions, atmospheric transport processes and the applied wet-scavenging parameterizations. Overall, results from the present study show the sensitivity of the ship contribution to combined uncertainties in boundary conditions, meteorological data and aerosol formation and deposition schemes. This is an important step towards a more reliable evaluation of policy options regarding emission regulations for ship traffic and the planned introduction of a nitrogen emission control area (NECA) in the Baltic Sea and the North Sea in 2021.

scholarly journals A modelling system for the exhaust emissions of marine traffic and its application in the Baltic Sea area

2009 ◽  
Vol 9 (23) ◽  
pp. 9209-9223 ◽  
Author(s):  
J.-P. Jalkanen ◽  
A. Brink ◽  
J. Kalli ◽  
H. Pettersson ◽  
J. Kukkonen ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Fuel Consumption ◽  
Exhaust Emissions ◽  
Automatic Identification ◽  
Identification System ◽  
The Baltic Sea ◽  
Support Tool ◽  
Marine Traffic ◽  
The Baltic ◽  
Modelling System

Abstract. A method is presented for the evaluation of the exhaust emissions of marine traffic, based on the messages provided by the Automatic Identification System (AIS), which enable the identification and location determination of ships. The use of the AIS data facilitates the positioning of ship emissions with a high spatial resolution, which is limited only by the inaccuracies of the Global Positioning System (typically a few metres) that is used in vessel navigation. The emissions are computed based on the relationship of the instantaneous speed to the design speed, and the detailed technical information of the engines of the ships. The modelling of emissions is also based on a few basic principles of ship design, including the modelling of the propelling power of each vessel in terms of its speed. We have investigated the effect of waves on the consumption of fuel, and on the emissions to the atmosphere. The predictions of fuel consumption were compared with the actual values obtained from the shipowners. For a Roll on – Roll off cargo/passenger ship (RoPax), the predicted and reported values of annual fuel consumption agreed within an accuracy of 6%. According to the data analysis and model computations, the emissions of NOx, SOx and CO2 originating from ships in the Baltic Sea during the full calendar year of 2007 were in total 400 kt, 138 kt and 19 Mt, respectively. A breakdown of emissions by flag state, the type of ship and the year of construction is also presented. The modelling system can be used as a decision support tool in the case of issues concerning, e.g., the health effects caused by shipping emissions or the construction of emission-based fairway dues systems or emissions trading. The computation of emissions can be automated, which will save resources in constructing emission inventories. Both the methodologies and the emission computation program can be applied in any sea region in the world, provided that the AIS data from that specific region are available.

scholarly journals Atmospheric deposition of nitrogen to the Baltic Sea in the period 1995–2006

2011 ◽  
Vol 11 (1) ◽  
pp. 1803-1834 ◽  
Author(s):  
J. Bartnicki ◽  
V. S. Semeena ◽  
H. Fagerli
Keyword(s):  
Baltic Sea ◽  
Nitrogen Deposition ◽  
Total Nitrogen ◽  
Atmospheric Nitrogen Deposition ◽  
Atmospheric Nitrogen ◽  
The Baltic Sea ◽  
Ship Traffic ◽  
The United Kingdom ◽  
The Baltic ◽  
Baltic Sea Basin

Abstract. The EMEP Unified model has been used to compute atmospheric nitrogen deposition into the Baltic Sea basin for the period of 12 years: 1995–2006. The level of annual total nitrogen deposition into the Baltic Sea basin has changed from 230 Gg N in 1995 to 199 Gg N in 2006, decreasing 13%. This value corresponds well with the total nitrogen emission reduction (11%) in the HELCOM Contracting Parties. However, inter-annual variability of nitrogen depositions to the Baltic Sea basin is relatively large, ranging from −13% to +17% of the averaged value. It is mainly caused by the changing meteorological conditions and especially precipitation in the considered period. The calculated monthly depositions are similar for most of the years showing maxima in the autumn months October and November. The source allocation budget for atmospheric nitrogen deposition to the Baltic Sea basin was calculated for each year of the period 1997–2006. The main emission sources contributing to total nitrogen deposition are: Germany 18–22 %, Poland 11–13% and Denmark 8–11%. There is also a significant contribution from distant sources like the United Kingdom 6–10%, as well as from the international ship traffic on the Baltic Sea 4–5%.

scholarly journals Projected change in atmospheric nitrogen deposition to the Baltic Sea towards 2020

2012 ◽  
Vol 12 (5) ◽  
pp. 2615-2629 ◽  
Author(s):  
C. Geels ◽  
K. M. Hansen ◽  
J. H. Christensen ◽  
C. Ambelas Skjøth ◽  
T. Ellermann ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Nitrogen Deposition ◽  
Action Plan ◽  
Ecological Status ◽  
The Baltic Sea ◽  
Ship Traffic ◽  
Projected Change ◽  
The Baltic ◽  
Projected Changes ◽  
The Eu

Abstract. The ecological status of the Baltic Sea has for many years been affected by the high input of both waterborne and airborne nutrients. The focus here is on the airborne input of nitrogen (N) and the projected changes in this input, assuming the new National Emission Ceilings directive (NEC-II), currently under negotiation in the EU, is fulfilled towards the year 2020. With a set of scenario simulations, the Danish Eulerian Hemispheric Model (DEHM) has been used to estimate the development in nitrogen deposition based on present day meteorology combined with present day (2007) or future (2020) anthropogenic emissions. Applying a so-called tagging method in the DEHM model, the contribution from ship traffic and from each of the nine countries with coastlines to the Baltic Sea has been assessed. The annual deposition to the Baltic Sea is estimated to 203 k tonnes N for the present day scenario (2007) and 165 k tonnes N in the 2020 scenario, giving a projected reduction of 38 k tonnes N in the annual load in 2020. This equals a decline in nitrogen deposition of 19%. The results from 20 model runs using the tagging method show that of the total nitrogen deposition in 2007, 52% came from emissions within the bordering countries. By 2020, this is projected to decrease to 48%. For some countries the projected decrease in nitrogen deposition arising from the implementation of the NEC-II directive will contribute significantly to compliance with the reductions agreed on in the provisional reduction targets of the Baltic Sea Action Plan. This underlines the importance of including projections like the current in future updates of the Baltic Sea Action Plan.

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