scholarly journals Health Impact of Air Pollution from Shipping in the Baltic Sea: Effects of Different Spatial Resolutions in Sweden

2020 ◽  
Vol 17 (21) ◽  
pp. 7963
Author(s):  
Nandi S. Mwase ◽  
Alicia Ekström ◽  
Jan Eiof Jonson ◽  
Erik Svensson ◽  
Jukka-Pekka Jalkanen ◽  
...  
Keyword(s):  
Air Pollution ◽  
Baltic Sea ◽  
Regional Model ◽  
Scale Model ◽  
The Baltic Sea ◽  
Positive Effects ◽  
Life Years ◽  
Pm2.5 Exposure ◽  
The Baltic ◽  
The City

In 2015, stricter regulations to reduce sulfur dioxide emissions and particulate air pollution from shipping were implemented in the Baltic Sea. We investigated the effects on population exposure to particles <2.5 µm (PM2.5) from shipping and estimated related morbidity and mortality in Sweden’s 21 counties at different spatial resolutions. We used a regional model to estimate exposure in Sweden and a city-scale model for Gothenburg. Effects of PM2.5 exposure on total mortality, ischemic heart disease, and stroke were estimated using exposure–response functions from the literature and combining them into disability-adjusted life years (DALYS). PM2.5 exposure from shipping in Gothenburg decreased by 7% (1.6 to 1.5 µg/m3) using the city-scale model, and 35% (0.5 to 0.3 µg/m3) using the regional model. Different population resolutions had no effects on population exposures. In the city-scale model, annual premature deaths due to shipping PM2.5 dropped from 97 with the high-sulfur scenario to 90 in the low-sulfur scenario, and in the regional model from 32 to 21. In Sweden, DALYs lost due to PM2.5 from Baltic Sea shipping decreased from approximately 5700 to 4200. In conclusion, sulfur emission restrictions for shipping had positive effects on health, but the model resolution affects estimations.

scholarly journals Nitrogen fixation estimates for the Baltic Sea indicate high rates for the previously overlooked Bothnian Sea

AMBIO ◽  
2020 ◽  
Vol 50 (1) ◽  
pp. 203-214 ◽  
Author(s):  
Malin Olofsson ◽  
Isabell Klawonn ◽  
Bengt Karlson
Keyword(s):  
Nitrogen Fixation ◽  
Baltic Sea ◽  
Nutrient Loading ◽  
External Input ◽  
Nitrogen Loading ◽  
External Loading ◽  
The Baltic Sea ◽  
Positive Effects ◽  
The Baltic ◽  
Bothnian Sea

AbstractDense blooms of diazotrophic filamentous cyanobacteria are formed every summer in the Baltic Sea. We estimated their contribution to nitrogen fixation by combining two decades of cyanobacterial biovolume monitoring data with recently measured genera-specific nitrogen fixation rates. In the Bothnian Sea, estimated nitrogen fixation rates were 80 kt N year−1, which has doubled during recent decades and now exceeds external loading from rivers and atmospheric deposition of 69 kt year−1. The estimated contribution to the Baltic Proper was 399 kt N year−1, which agrees well with previous estimates using other approaches and is greater than the external input of 374 kt N year−1. Our approach can potentially be applied to continuously estimate nitrogen loads via nitrogen fixation. Those estimates are crucial for ecosystem adaptive management since internal nitrogen loading may counteract the positive effects of decreased external nutrient loading.

Renovation Concept of Liepaja City Centre Construction after World War II

2015 ◽  
pp. 157
Author(s):  
Silvija Ozola
Keyword(s):  
World War Ii ◽  
Baltic Sea ◽  
City Council ◽  
City Centre ◽  
World War ◽  
The Baltic Sea ◽  
The World ◽  
The Baltic ◽  
The City ◽  
The Rose

The port city Liepaja had gained recognition in Europe and the world by World War I. On the coast of the Baltic Sea a resort developed, to which around 1880 a wide promenade – Kurhaus Avenue provided a functional link between the finance and trade centre in Old Liepaja. On November 8, 1890 the building conditions for Liepaja, developed according to the sample of Riga building regulations, were partly confirmed: the construction territory was divided into districts of wooden and stone buildings. In 1888 after the reconstruction of the trade canal Liepaja became the third most significant port in the Russian Empire. The railway (engineer Gavriil Semikolenov; 1879) and metal bridges (engineers Huten and Ruktesel; 1881) across the trade canal provided the link between Old Liepaja and the industrial territory in New Liepaja, where industrial companies and building of houses developed in the neighbourhood of the railway hub, but in spring 1899 the construction of a ten-kilometre long street electric railway line and power station was commenced. Since September 25 the tram movement provided a regular traffic between Naval Port (Latvian: Karosta), the residential and industrial districts in New Liepaja and the city centre in Old Liepaja. In 1907 the construction of the ambitious “Emperor Alexander’s III Military Port” and maritime fortress was completed, but already in the following year the fortress was closed. In the new military port there were based not only the navy squadrons of the Baltic Sea, but also the Pacific Ocean before sending them off in the war against Japan. The development of Liepaja continued: promenades, surrounded by Dutch linden trees, joined squares and parks in one united plantation system. On September 20, 1910 Liepaja City Council made a decision to close the New Market and start modernization of the city centre. In 1911 Liepaja obtained its symbol – the Rose Square. In the independent Republic of Latvia the implementation of the agrarian reform was started and the task to provide inhabitants with flats was set. Around 1927 in the Technical Department of Liepaja City the development of the master-plan was started: the territory of the city was divided into the industrial, commercial, residential and resort zone, which was greened. It was planned to lengthen Lord’s (Latvian: Kungu) Street with a dam, partly filling up Lake Liepaja in order to build the water-main and provide traffic with the eastern bank. The passed “Law of City Lands” and “Regulations for City Construction and Development of Construction Plans and Development Procedure” in Latvia Republic in 1928 promoted a gradual development of cities. In 1932 Liepaja received the radio transmitter. On the northern outskirts a sugar factory was built (architect Kārlis Bikše; 1933). The construction of the city centre was supplemented with the Latvian Society House (architect Kārlis Blauss and Valdis Zebauers; 1934-1935) and Army Economical Shop (architect Aleksandrs Racenis), as well as the building of a pawnshop and saving bank (architect Valdis Zebauers; 1936-1937). The hotel “Pēterpils”, which became the property of the municipality in 1936, was renamed as the “City Hotel” and it was rebuilt in 1938. In New Liepaja the Friendly Appeal Elementary school was built (architect Karlis Bikše), but in the Naval Officers Meeting House was restored and it was adapted for the needs of the Red Cross Bone Tuberculosis Sanatorium (architect Aleksandrs Klinklāvs; 1930-1939). The Soviet military power was restored in Latvia and it was included in the Union of Soviet Socialist Republics. During the World War II buildings in the city centre around the Rose Square and Great (Latvian: Lielā) Street were razed. When the war finished, the “Building Complex Scheme for 1946-1950” was developed for Liepaja. In August 1950 the city was announced as closed: the trade port was adapted to military needs. Neglecting the historical planning of the city, in 1952 the restoration of the city centre building was started, applying standard projects. The restoration of Liepaja City centre building carried out during the post-war period has not been studied. Research goal: analyse restoration proposals for Liepaja City centre building, destroyed during World War II, and the conception appropriate to the socialism ideology and further development of construction.

scholarly journals EU macro-regional strategies for the Baltic Sea Region after 2020. A nutshell of beauty and possibilities

Europa XXI ◽  
2019 ◽  
Vol 38 ◽  
Author(s):  
Jacek Zaucha ◽  
Kai Böhme ◽  
Dorota Pyć ◽  
Lilia Neumann ◽  
Aziewicz Dominik
Keyword(s):  
European Union ◽  
Baltic Sea ◽  
Economies Of Scale ◽  
The European Union ◽  
The Baltic Sea ◽  
Positive Effects ◽  
Regional Strategies ◽  
Soft Governance ◽  
Baltic Sea Region ◽  
The Baltic

The European Union Strategy for the Baltic Sea Region, that celebrates this year in Gdańsk its tenth anniversary, has been considered by many scholars and the decision makers as the model example of the soft governance that has gained in importance in the enlarged European Union (EU). The paper analyses the achievements and shortcomings of the Strategy from economic perspective with focus on externalities, public goods (also club goods, common-pool resources), economies of scale and scope and transaction costs. Two cases: Single Market for services and innovation spillovers are discussed more in depth. The analysis of these challenges and opportunities as well as the performance of the Strategy in the past and comparative analysis of its various evaluations allow authors to formulate several assumptions that should save the Strategy for the future. Their essence is related to mainstreaming of the Strategy into the EU and national policies (ensuring its stronger policy impact), strengthening strategic, visionary approach of the Strategy (e.g. facilitating large Baltic projects), better alignment with the business sector activities (understanding and addressing this sector expectations towards macro-regional co-operation) and acknowledgement of macro-regional solidarity as a foundation of the common efforts. Without all these, the Strategy might follow the case of the Baltic Development Forum that ceased to exist despite its evident positive effects for the entire region. Soft governance is difficult but promising as an alternative to the overgrowing sentiments towards centralisation. Thus, to avoid the impression of the “Titanic ball” Gdańsk celebrations should provide a new start instead of the business as usual and manifestation of shallow self-satisfaction.

scholarly journals Characterization of OMI tropospheric NO<sub>2</sub> over the Baltic Sea region

2014 ◽  
Vol 14 (2) ◽  
pp. 2021-2042 ◽  
Author(s):  
I. Ialongo ◽  
J. Hakkarainen ◽  
N. Hyttinen ◽  
J.-P. Jalkanen ◽  
L. Johansson ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Satellite Data ◽  
High Latitudes ◽  
The Baltic Sea ◽  
Baltic Sea Region ◽  
Tropospheric No2 ◽  
The Baltic ◽  
Sea Area ◽  
The City

Abstract. Satellite-based data are very important for air quality applications in the Baltic Sea area, because they provide information on air pollution over sea and there where ground-based network and aircraft measurements are not available. Both the emissions from urban sites over land and ships over sea, contribute to the tropospheric NO2 levels. The tropospheric NO2 monitoring at high latitudes using satellite data is challenging because of the reduced light hours in winter and the snow-covered surface, which make the retrieval complex, and because of the reduced signal due to low Sun. This work presents a detailed characterization of the tropospheric NO2 columns focused on part of the Baltic Sea region using the Ozone Monitoring Instrument (OMI) tropospheric NO2 standard product. Previous works have focused on larger seas and lower latitudes. The results showed that, despite the regional area of interest, it is possible to distinguish the signal from the main coastal cities and from the ships by averaging the data over a seasonal time range. The summertime NO2 emission and lifetime values (E = (1.0 ± 0.1) × 1028 molec. and τ = (3.0 ± 0.5) h, respectively) in Helsinki were estimated from the decay of the signal with distance from the city center. The method developed for megacities was successfully applied to a smaller scale source, in both size and intensity (i.e., the city of Helsinki), which is located at high latitudes (∼60° N). The same methodology could be applied to similar scale cities elsewhere, as far as they are relatively isolated from other sources. The transport by the wind plays an important role in the Baltic Sea area. The NO2 spatial distribution is mainly determined by the contribution of strong westerly winds, which dominate the wind patterns during summer. The comparison between the emissions from model calculations and OMI NO2 tropospheric columns confirmed the applicability of satellite data for ship emission monitoring. In particular, both the emission data and the OMI observations showed similar year-to-year variability, with a drop in year 2009, corresponding to the effect of the economical crisis.

scholarly journals Ascensão e queda da União de Kalmar * Rise and fall of the Kalmar Union

2014 ◽  
Vol 3 (1) ◽  
pp. 347
Author(s):  
ANDRÉ NASSIM DE SABOYA
Keyword(s):  
Baltic Sea ◽  
The Baltic Sea ◽  
Power Struggles ◽  
Nation States ◽  
Hanseatic League ◽  
The Baltic ◽  
The City

<p><strong>Resumo:</strong> Em 1397, foi formalizada, na cidade de Kalmar, na Suécia, a união das coroas da Dinamarca, Suécia e Noruega, sob um mesmo rei dinamarquês, que durou, intermitentemente, até 1523. O propósito desse artigo é indicar por que essa união escandinava começou e por que ela se desfez, em definitivo, 126 anos depois. A hipótese é que a disputa pelo controle do mar báltico foi preponderante para a formação de uma união forte contra a Liga Hanseática, que se apresentava como uma ameaça aos interesses comerciais dos escandinavos, e a dissolução teria ocorrido, principalmente, por causa de disputas de poder endógenas, entre a nobreza da Suécia e o monarca da Dinamarca. Argumenta-se que os custos da união, principalmente os custos de guerras, tornaram-se muito altos para a insatisfeita aristocracia sueca em contraposição aos benefícios de uma união forte para controlar o Mar Báltico.</p><p><strong>Palavras-chave:</strong> Kalmar – União Hanseática – Estados-nacionais.</p><p> </p><p><strong>Abstract:</strong> In 1397, was formalized in the city of Kalmar, Sweden, the union of the crowns of Denmark, Sweden and Norway under one Danish king, which lasted intermittently until 1523. The purpose of this paper is to indicate why this Scandinavian union began and why it fell apart, finally, 126 years later. The hypothesis is that the battle for control of the Baltic Sea was instrumental in the formation of a strong union against the Hanseatic League, which was presented as a threat to the commercial interests of the Scandinavians, and the dissolution occurred mainly because of endogenous power struggles between the Swedish nobility and the Danish monarchs. It is argued that the union costs, mainly the costs of wars, had become too high for the dissatisfied Swedish aristocracy versus the benefits of a strong union to control the Baltic Sea.</p><p><strong>Keywords:</strong> Kalmar – Union Hanseatic – Nation-states.</p>

scholarly journals Mobile measurements of ship emissions in two harbour areas in Finland

2014 ◽  
Vol 7 (1) ◽  
pp. 149-161 ◽  
Author(s):  
L. Pirjola ◽  
A. Pajunoja ◽  
J. Walden ◽  
J.-P. Jalkanen ◽  
T. Rönkkö ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Particle Number ◽  
City Centre ◽  
Particulate Emissions ◽  
Size Distributions ◽  
So2 Emissions ◽  
The Baltic Sea ◽  
Eu Directive ◽  
The Baltic ◽  
The City

Abstract. Four measurement campaigns were performed in two different environments – inside the harbour areas in the city centre of Helsinki, and along the narrow shipping channel near the city of Turku, Finland – using a mobile laboratory van during winter and summer conditions in 2010–2011. The characteristics of gaseous (CO, CO2, SO2, NO, NO2, NOx) and particulate (number and volume size distributions as well as PM2.5) emissions for 11 ships regularly operating on the Baltic Sea were studied to determine the emission parameters. The highest particle concentrations were 1.5 × 106 and 1.6 × 105 cm−3 in Helsinki and Turku, respectively, and the particle number size distributions had two modes. The dominating mode peaked at 20–30 nm, and the accumulation mode at 80–100 nm. The majority of the particle mass was volatile, since after heating the sample to 265 °C, the particle volume of the studied ship decreased by around 70%. The emission factors for NOx varied in the range of 25–100 g (kg fuel)−1, for SO2 in the range of 2.5–17.0 g (kg fuel)−1, for particle number in the range of (0.32–2.26) × 1016 # (kg fuel)−1, and for PM2.5 between 1.0–4.9 g (kg fuel)−1. The ships equipped with SCR (selective catalytic reduction) had the lowest NOx emissions, whereas the ships with DWI (direct water injection) and HAMs (humid air motors) had the lowest SO2 emissions but the highest particulate emissions. For all ships, the averaged fuel sulphur contents (FSCs) were less than 1% (by mass) but none of them was below 0.1% which will be the new EU directive starting 1 January 2015 in the SOx emission control areas; this indicates that ships operating on the Baltic Sea will face large challenges.

Playing maritime capital: The Baltic Sea in the touristic representations of St. Petersburg

2020 ◽  
Vol 32 (4) ◽  
pp. 928-945
Author(s):  
Alexei Kraikovski ◽  
Nikita Bogachev ◽  
Ivanna Lomakina
Keyword(s):  
Cultural Heritage ◽  
Baltic Sea ◽  
General Development ◽  
Historical Source ◽  
The Baltic Sea ◽  
Tourist Destination ◽  
Heritage Sites ◽  
Complex Approach ◽  
The Baltic ◽  
The City

This paper presents the first findings of a research investigation into understudied aspects of the touristic use of St. Petersburg’s cultural heritage, notably the development of the ‘Maritime Capital of Russia’ as a tourist brand. We argue that the effectiveness of this imaginary ‘Maritime City’ entails a complex approach based on the concept of ‘Maritimity’. Through this perspective we consider the numerous maritime heritage sites of the city as a dynamic playground for the cultural play of heritage consumption. Using guidebooks as a key historical source, we demonstrate how and why touristic representations of St. Petersburg’s maritime past have been transformed, and explore the link between the general development of the country between 1980 and 2003 and the maritime element in the vision of St. Petersburg as a tourist destination.

scholarly journals The supply of total nitrogen and total phosphorus from small urban catchments into the Gulf of Gdańsk

Baltica ◽  
2019 ◽  
Vol 31 (2) ◽  
pp. 154-164
Author(s):  
Roman Cieśliński ◽  
Alicja Olszewska ◽  
Łukasz Pietruszyński ◽  
Marta Budzisz ◽  
Katarzyna Jereczek-Korzeniewska ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Total Nitrogen ◽  
Total Phosphorus ◽  
Gulf Of Gdańsk ◽  
The Baltic Sea ◽  
Small Streams ◽  
Urban Catchments ◽  
Gulf Of Gdansk ◽  
The Baltic ◽  
The City

The main goal of work was to quantify the nitrogen and phosphorus loads transported by small streams to the Gulf of Gdańsk. The research aims to determine wastewater release volumes over time, instead of focusing only on spatial distributions. Another aim is to identify the main determinants potentially affecting water quality in rivers flowing across the city of Sopot. The study area consists of six small river catchments located in the city of Sopot, each with an open flow channel, which lies along the bay. Studies were conducted 12 times per year in the period from March 2014 to February 2015. Laboratory analyses were performed to determine the concentration of both total nitrogen and total phosphorus. In order to calculate pollutant loads, discharge was also measured in each of studied rivers. Conducted research has shown that all analyzed streams were characterized by low total nitrogen and total phosphorus concentrations. The mean annual values ranged from 0.60 to 1.28 mg·dm-3 in case of total nitrogen and from 0.066 to 0.100 mg·dm-3 in case of total phosphorus. In 2012, the total nitrogen load from Poland to the Baltic Sea was 210.768.000 kg N while the total phosphorus load was 15.269.000 kg P, which means that streams analyzed in this paper supplied barely 0.002 % of the biogenic load supplied to the Baltic Sea by Poland as a whole.

scholarly journals Mobile measurements of ship emissions in two harbour areas in Finland

2013 ◽  
Vol 6 (4) ◽  
pp. 7149-7184
Author(s):  
L. Pirjola ◽  
A. Pajunoja ◽  
J. Walden ◽  
J.-P. Jalkanen ◽  
T. Rönkkö ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Particle Number ◽  
Particulate Emissions ◽  
Size Distributions ◽  
So2 Emissions ◽  
The Baltic Sea ◽  
Particle Volume ◽  
Eu Directive ◽  
The Baltic ◽  
The City

Abstract. Four measurement campaigns by a mobile laboratory van were performed in two different environments; inside the harbour areas in the city center of Helsinki and along the narrow shipping channel near the city of Turku, Finland, during the winter and summer conditions in 2010–2011. The characteristics of gaseous (CO, CO2, SO2, NO, NO2, NOx) and particulate (number and volume size distributions as well as PM2.5) emissions for 11 ships regularly operating on the Baltic Sea were studied to determine the emission parameters. The highest particle concentrations were 1.5 × 106 and 1.6 × 105 cm−3 in Helsinki and Turku, respectively, and the particle number size distributions had two modes. The dominating mode was peaking at 20–30 nm and the accumulation mode at 80–100 nm. The majority of the particle mass was volatile since after heating the sample to 265 °C, the particle volume of the studied ships decreased by around 70%. The emission factors for NOx varied in the range of 25–100 g (kg fuel)−1, for SO2 in the range of 2.5–17.0 g (kg fuel)−1, for particle number in the range of (0.32–2.26) × 1016 particles (kg fuel)−1, and for PM2.5 between 1.0–4.9 g (kg fuel)−1. The ships equipped with SCR had lowest NOx emissions whereas the ships with DWI and HAM had lowest SO2 emissions but highest particulate emissions. For all ships the averaged fuel sulphur contents (FSCs) were less than 1% (by mass) but none of those was below 0.1% which will be the new EU directive from 1 January 2015 in the SOx Emission Control Areas, indicating big challenges for ships operating on the Baltic Sea.

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