scholarly journals The impact of ship emissions on air quality and human health in the Gothenburg area – Part 1: 2012 emissions

2020 ◽  
Vol 20 (12) ◽  
pp. 7509-7530 ◽  
Author(s):  
Lin Tang ◽  
Martin O. P. Ramacher ◽  
Jana Moldanová ◽  
Volker Matthias ◽  
Matthias Karl ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Ship Emissions ◽  
The North ◽  
Relative Contribution ◽  
Premature Deaths ◽  
The North Sea ◽  
The Baltic ◽  
The Impact ◽  
The City

Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012 conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional- and local-scale model system has been set up using ship emissions in the Baltic Sea and the North Sea as well as in and around the port of Gothenburg. Ship emissions were calculated with the Ship Traffic Emission Assessment Model (STEAM), taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found to be substantial, especially in areas around the city ports. The relative contribution from local shipping to annual mean NO2 concentrations was 14 % as the model domain average, while the relative contribution from regional shipping in the North Sea and the Baltic Sea was 26 %. In an area close to the city terminals, the contribution of NO2 from local shipping (33 %) was higher than that of road traffic (28 %), which indicates the importance of controlling local shipping emissions. Local shipping emissions of NOx led to a decrease in the summer mean O3 levels in the city by 0.5 ppb (∼2 %) on average. Regional shipping led to a slight increase in O3 concentrations; however, the overall effect of regional and the local shipping together was a small decrease in the summer mean O3 concentrations in the city. In addition, volatile organic compound (VOC) emissions from local shipping compensate up to 4 ppb of the decrease in summer O3 concentrations due to the NO titration effect. For particulate matter with a median aerodynamic diameter less than or equal to 2.5 µm (PM2.5), local ship emissions contributed only 3 % to the annual mean in the model domain, while regional shipping under 2012 conditions was a larger contributor, with an annual mean contribution of 11 % of the city domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean decrease in the life expectancy by 0.015 years per person. The relative contribution of local shipping to the impact of total PM2.5 was 2.2 %, which can be compared to the 5.3 % contribution from local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated with shipping were calculated to be 2.6 premature deaths yr−1. The relative contribution of local and regional shipping to the total exposure to NO2 in the reference simulation was 14 % and 21 %, respectively. The shipping-related ozone exposures were due to the NO titration effect leading to a negative number of premature deaths. Our study shows that overall health impacts of regional shipping can be more significant than those of local shipping, emphasizing that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECAs) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to a strong decrease in the formation of secondary particulate matter on a regional scale was an important step in improving the air quality in the city.

scholarly journals The impact of ship emissions on air quality and human health in the Gothenburg area – Part I: 2012 emissions

2020 ◽  
Author(s):  
Lin Tang ◽  
Martin O. P. Ramacher ◽  
Jana Moldanová ◽  
Volker Matthias ◽  
Matthias Karl ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Ship Emissions ◽  
The North ◽  
Relative Contribution ◽  
Premature Deaths ◽  
The North Sea ◽  
The Baltic ◽  
The Impact ◽  
The City

Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012-year conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional and local-scale model system has been set up, using ship emissions in the Baltic Sea and the North Sea, as well as in and around the port of Gothenburg. Ship emissions are calculated with the Ship Traffic Emission Assessment Model (STEAM) model taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found substantial, especially in areas around the city ports. The local shipping contribution of NO2 to annual mean concentrations was up to 3.3 ppb, together with contribution from regional shipping at the North Sea and the Baltic Sea, the contribution was up to 4.3 ppb. In an area close to the city terminals, the contribution of NO2 from local shipping was higher than that of the road traffic, which indicates importance of controlling the local shipping emissions. The local shipping emissions of NOx decreased the summer mean O3 levels in the city by 0.5 ppb on annual mean. The regional shipping lead to a slight increase in the O3 concentrations, however, the overall effect of the regional and the local shipping together was a small decrease of the summer mean O3 concentrations in the city. For PM2.5, the local ship emissions contributed with 0.1 μg m−3 to the annual mean concentrations on the city-domain average, regional shipping was under 2012 conditions a larger contributor to the local PM2.5 than the local shipping, with an annual mean contribution of 0.5 μg m−3 on the city-domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean loss of the life expectancy by 0.015 years per person. The relative contribution of the local shipping to the impact of total PM2.5 was 2.2 % which can be compared to 5.3 % contribution from the local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated to shipping were calculated to be 2.6 premature deaths/year. The relative contribution of the local and the regional shipping to the total exposure to NOLsub>2 in the reference simulation was 14 % and 21 %, respectively. The shipping related ozone exposures were due to the NO titration effect, leading to negative number of premature deaths. Our study show that overall health impacts of regional shipping can be more important than those of local shipping, emphasising that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECA) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to strong decrease in formation of secondary particulate matter on regional scale, has been an important step in improving of the air quality in the city.

scholarly journals Model calculations of the effects of present and future emissions of air pollutants from shipping in the Baltic Sea and the North Sea

2014 ◽  
Vol 14 (15) ◽  
pp. 21943-21974 ◽  
Author(s):  
J. E. Jonson ◽  
J. P. Jalkanen ◽  
L. Johansson ◽  
M. Gauss ◽  
H. A. C. Denier van der Gon
Keyword(s):  
Baltic Sea ◽  
North Sea ◽  
Years Of Life Lost ◽  
Ship Emissions ◽  
The Baltic Sea ◽  
Model Calculations ◽  
The North ◽  
Before And After ◽  
The North Sea ◽  
The Baltic

Abstract. Land-based emissions of air pollutants in Europe have steadily decreased over the past two decades, and this decrease is expected to continue. Within the same time span emissions from shipping have increased, although recently sulphur emissions, and subsequently particle emissions, have decreased in EU ports and in the Baltic Sea and the North Sea, defined as SECAs (Sulphur Emission Control Areas). The maximum allowed sulphur content in marine fuels in EU ports is now 0.1%, as required by the European Union sulphur directive. In the SECAs the maximum fuel content of sulphur is currently 1% (the global average is about 2.4%). This will be reduced to 0.1% from 2015, following the new IMO rules (International Maritime Organisation). In order to assess the effects of ship emissions in and around the Baltic Sea and the North Sea, regional model calculations with the EMEP air pollution model have been made on a 1/4° longitude × 1/8° latitude resolution, using ship emissions in the Baltic Sea and the North Sea that are based on accurate ship positioning data. The effects on depositions and air pollution and the resulting number of years of life lost (YOLL) have been calculated by comparing model calculations with and without ship emissions in the two sea areas. The calculations have been made with emissions representative of 2009 and 2011, i.e. before and after the implementation of stricter controls on sulphur emissions from mid 2010. The calculations with present emissions show that per person, an additional 0.1–0.2 years of life lost is estimated in areas close to the major ship tracks with present emission levels. Comparisons of model calculations with emissions before and after the implementation of stricter emission control on sulphur show a general decrease in calculated particle concentration. At the same time, however, an increase in ship activity has resulted in higher emissions and subsequently air concentrations, in particular of NOx, especially in and around several major ports. Additional model calculations have been made with land based and ship emissions representative of year 2030. Following a decrease in emissions, air quality is expected to improve, and depositions to be reduced. Particles from shipping are expected to decrease as a result of emission controls in the SECAs. Further controls of NOx emissions from shipping are not decided, and calculations are presented with and without such controls.

scholarly journals Effects of halogens on European air-quality

2017 ◽  
Vol 200 ◽  
pp. 75-100 ◽  
Author(s):  
T. Sherwen ◽  
M. J. Evans ◽  
R. Sommariva ◽  
L. D. J. Hollis ◽  
S. M. Ball ◽  
...  
Keyword(s):  
Air Quality ◽  
Stratospheric Ozone ◽  
Mixing Ratios ◽  
The North ◽  
Halogen Chemistry ◽  
The North Sea ◽  
Regional Air Quality ◽  
The Uk ◽  
The Impact ◽  
Quality Policy

Halogens (Cl, Br) have a profound influence on stratospheric ozone (O3). They (Cl, Br and I) have recently also been shown to impact the troposphere, notably by reducing the mixing ratios of O3 and OH. Their potential for impacting regional air-quality is less well understood. We explore the impact of halogens on regional pollutants (focussing on O3) with the European grid of the GEOS-Chem model (0.25° × 0.3125°). It has recently been updated to include a representation of halogen chemistry. We focus on the summer of 2015 during the ICOZA campaign at the Weybourne Atmospheric Observatory on the North Sea coast of the UK. Comparisons between these observations together with those from the UK air-quality network show that the model has some skill in representing the mixing ratios/concentration of pollutants during this period. Although the model has some success in simulating the Weybourne ClNO2 observations, it significantly underestimates ClNO2 observations reported at inland locations. It also underestimates mixing ratios of IO, OIO, I2 and BrO, but this may reflect the coastal nature of these observations. Model simulations, with and without halogens, highlight the processes by which halogens can impact O3. Throughout the domain O3 mixing ratios are reduced by halogens. In northern Europe this is due to a change in the background O3 advected into the region, whereas in southern Europe this is due to local chemistry driven by Mediterranean emissions. The proportion of hourly O3 above 50 nmol mol−1 in Europe is reduced from 46% to 18% by halogens. ClNO2 from N2O5 uptake onto sea-salt leads to increases in O3 mixing ratio, but these are smaller than the decreases caused by the bromine and iodine. 12% of ethane and 16% of acetone within the boundary layer is oxidised by Cl. Aerosol response to halogens is complex with small (∼10%) reductions in PM2.5 in most locations. A lack of observational constraints coupled to large uncertainties in emissions and chemical processing of halogens make these conclusions tentative at best. However, the results here point to the potential for halogen chemistry to influence air quality policy in Europe and other parts of the world.

scholarly journals Contribution of ship emissions to the concentration and deposition of air pollutants in Europe

2016 ◽  
Vol 16 (4) ◽  
pp. 1895-1906 ◽  
Author(s):  
Sebnem Aksoyoglu ◽  
Urs Baltensperger ◽  
André S. H. Prévôt
Keyword(s):  
Air Quality ◽  
Dry Deposition ◽  
Wet Deposition ◽  
Nox Emissions ◽  
English Channel ◽  
Air Quality Model ◽  
Quality Model ◽  
Ship Emissions ◽  
The North ◽  
The North Sea

Abstract. Emissions from the marine transport sector are one of the least-regulated anthropogenic emission sources and contribute significantly to air pollution. Although strict limits were introduced recently for the maximum sulfur content in marine fuels in the SECAs (sulfur emission control areas) and in EU ports, sulfur emissions outside the SECAs and emissions of other components in all European maritime areas have continued to increase in the last two decades. We have used the air quality model CAMx (Comprehensive Air Quality Model with Extensions) with and without ship emissions for the year 2006 to determine the effects of international shipping on the annual as well as seasonal concentrations of ozone, primary and secondary components of PM2.5, and the dry and wet deposition of nitrogen and sulfur compounds in Europe. The largest changes in pollutant concentrations due to ship emissions were predicted for summer. Concentrations of particulate sulfate increased due to ship emissions in the Mediterranean (up to 60 %), the English Channel and the North Sea (30–35 %), while increases in particulate nitrate levels were found especially in the north, around the Benelux area (20 %), where there were high NH3 land-based emissions. Our model results showed that not only are the atmospheric concentrations of pollutants affected by ship emissions, but also depositions of nitrogen and sulfur compounds increase significantly along the shipping routes. NOx emissions from the ships, especially in the English Channel and the North Sea, cause a decrease in the dry deposition of reduced nitrogen at source regions by moving it from the gas phase to the particle phase which then contributes to an increase in the wet deposition at coastal areas with higher precipitation. In the western Mediterranean region, on the other hand, model results show an increase in the deposition of oxidized nitrogen (mostly HNO3) due to the ship traffic. Dry deposition of SO2 seems to be significant along the shipping routes, whereas sulfate wet deposition occurs mainly along the Scandinavian and Adriatic coasts. The results presented in this paper suggest that evolution of NOx emissions from ships and land-based NH3 emissions will play a significant role in future European air quality.

scholarly journals Sensitivity of modeled atmospheric nitrogen species and nitrogen deposition to variations in sea salt emissions in the North Sea and Baltic Sea regions

2016 ◽  
Vol 16 (5) ◽  
pp. 2921-2942 ◽  
Author(s):  
Daniel Neumann ◽  
Volker Matthias ◽  
Johannes Bieser ◽  
Armin Aulinger ◽  
Markus Quante
Keyword(s):  
Baltic Sea ◽  
Nitrogen Deposition ◽  
North Sea ◽  
Surf Zone ◽  
Sea Salt ◽  
Atmospheric Nitrogen ◽  
The North ◽  
The North Sea ◽  
The Baltic ◽  
The Impact

Abstract. Coarse sea salt particles are emitted ubiquitously from the ocean surface by wave-breaking and bubble-bursting processes. These particles impact the atmospheric chemistry by affecting the condensation of gas-phase species and, thus, indirectly the nucleation of new fine particles, particularly in regions with significant air pollution. In this study, atmospheric particle concentrations are modeled for the North Sea and Baltic Sea regions in northwestern Europe using the Community Multiscale Air Quality (CMAQ) modeling system and are compared to European Monitoring and Evaluation Programme (EMEP) measurement data. The sea salt emission module is extended by a salinity-dependent scaling of the sea salt emissions because the salinity in large parts of the Baltic Sea is very low, which leads to considerably lower sea salt mass emissions compared to other oceanic regions. The resulting improvement in predicted sea salt concentrations is assessed. The contribution of surf zone emissions is considered separately. Additionally, the impacts of sea salt particles on atmospheric nitrate and ammonium concentrations and on nitrogen deposition are evaluated. The comparisons with observational data show that sea salt concentrations are commonly overestimated at coastal stations and partly underestimated farther inland. The introduced salinity scaling improves the predicted Baltic Sea sea salt concentrations considerably. The dates of measured peak concentrations are appropriately reproduced by the model. The impact of surf zone emissions is negligible in both seas. Nevertheless, they might be relevant because surf zone emissions were cut at an upper threshold in this study. Deactivating sea salt leads to minor increases in NH3 +  NH4+ and HNO3 +  NO3− and a decrease in NO3− concentrations. However, the overall effect on NH3 +  NH4+ and HNO3 +  NO3− concentrations is smaller than the deviation from the measurements. Nitrogen wet deposition is underestimated by the model at most stations. In coastal regions, the total nitrogen deposition (wet and dry) is considerably affected by sea salt particles. Approximately 3–7 % of atmospheric nitrogen deposition into the North Sea is caused by sea salt particles. The contribution is lower in the Baltic Sea region. The stations in the EMEP network provide a solid basis for model evaluation and validation. However, for a more detailed analysis of the impact of sea salt particles on atmospheric nitrogen species, size-resolved measurements of Na+, NH4+, and NO3− are needed.

scholarly journals Contribution of ship emissions to the concentration and deposition of air pollutants in Europe

2015 ◽  
Vol 15 (21) ◽  
pp. 30959-30986 ◽  
Author(s):  
S. Aksoyoglu ◽  
A. S. H. Prévôt ◽  
U. Baltensperger
Keyword(s):  
Air Quality ◽  
North Sea ◽  
Dry Deposition ◽  
Wet Deposition ◽  
Sulfur Compounds ◽  
Nox Emissions ◽  
English Channel ◽  
Ship Emissions ◽  
The North ◽  
The North Sea

Abstract. Emissions from the marine transport sector are one of the least regulated anthropogenic emission sources and contribute significantly to air pollution. Although strict limits were introduced recently for the maximum sulfur content in marine fuels in the SECAs (sulfur emission control areas) and in the EU ports, sulfur emissions outside the SECAs and emissions of other components in all European maritime areas have continued to increase in the last two decades. We have used the air quality model CAMx with and without ship emissions for the year 2006 to determine the effects of international shipping on the annual as well as seasonal concentrations of ozone, primary and secondary components of PM2.5 and the dry and wet deposition of nitrogen and sulfur compounds in Europe. Our results suggest that emissions from international shipping affect the air quality in northern and southern Europe differently and their contributions to the air concentrations vary seasonally. The largest changes in pollutant concentrations due to ship emissions were predicted for summer. Increased concentrations of the primary particle mass were found only along the shipping routes whereas concentrations of the secondary pollutants were affected over a larger area. Concentrations of particulate sulfate increased due to ship emissions in the Mediterranean (up to 60 %), in the English Channel and the North Sea (30–35 %) while increases in particulate nitrate levels were found especially in the north, around the Benelux area (20 %) where there were high NH3 land-based emissions. Our model results showed that not only the atmospheric concentrations of pollutants are affected by ship emissions, but also depositions of nitrogen and sulfur compounds increase significantly along the shipping routes. NOx emissions from the ships especially in the English Channel and the North Sea, cause a decrease in the dry deposition of reduced nitrogen at source regions by moving it from the gas-phase to the particle phase which then contributes to an increase in the wet deposition at coastal areas with higher precipitation. In the western Mediterranean region on the other hand, model results show an increase in the deposition of oxidized nitrogen (mostly HNO3) due to the ship traffic. Dry deposition of SO2 seems to be significant along the shipping routes whereas sulfate wet deposition occurs mainly along the Scandinavian and Adriatic coasts. The results presented in this paper suggest that evolution of NOx emissions from ships and land-based NH3 emissions will play a significant role in the future European air quality.

scholarly journals The impact of shipping emissions on air pollution in the greater North Sea region – Part 1: Current emissions and concentrations

2016 ◽  
Vol 16 (2) ◽  
pp. 739-758 ◽  
Author(s):  
A. Aulinger ◽  
V. Matthias ◽  
M. Zeretzke ◽  
J. Bieser ◽  
M. Quante ◽  
...  
Keyword(s):  
Particulate Matter ◽  
North Sea ◽  
Transport Model ◽  
Identification System ◽  
Scientific Publications ◽  
The North ◽  
Relative Contribution ◽  
The North Sea ◽  
The Impact ◽  
Concentration Levels

Abstract. The North Sea is one of the areas with the highest ship traffic densities worldwide. At any time, about 3000 ships are sailing its waterways. Previous scientific publications have shown that ships contribute significantly to atmospheric concentrations of NOx, particulate matter and ozone. Especially in the case of particulate matter and ozone, this influence can even be seen in regions far away from the main shipping routes. In order to quantify the effects of North Sea shipping on air quality in its bordering states, it is essential to determine the emissions from shipping as accurately as possible. Within Interreg IVb project Clean North Sea Shipping (CNSS), a bottom-up approach was developed and used to thoroughly compile such an emission inventory for 2011 that served as the base year for the current emission situation. The innovative aspect of this approach was to use load-dependent functions to calculate emissions from the ships' current activities instead of averaged emission factors for the entire range of the engine loads. These functions were applied to ship activities that were derived from hourly records of Automatic Identification System signals together with a database containing the engine characteristics of the vessels that traveled the North Sea in 2011. The emission model yielded ship emissions among others of NOx and SO2 at high temporal and spatial resolution that were subsequently used in a chemistry transport model in order to simulate the impact of the emissions on pollutant concentration levels. The total emissions of nitrogen reached 540 Gg and those of sulfur oxides 123 Gg within the North Sea – including the adjacent western part of the Baltic Sea until 5° W. This was about twice as much of those of a medium-sized industrialized European state like the Netherlands. The relative contribution of ships to, for example, NO2 concentration levels ashore close to the sea can reach up to 25 % in summer and 15 % in winter. Some hundred kilometers away from the sea, the contribution was about 6 % in summer and 4 % in winter. The relative contribution of the secondary pollutant NO3− was found to reach 20 % in summer and 6 % in winter even far from the shore.

Modelling of the seasonal patterns of dimethylsulphide production and fate during 1989 at a site in the North Sea

2004 ◽  
Vol 61 (5) ◽  
pp. 765-787 ◽  
Author(s):  
Stephen D Archer ◽  
Francis J Gilbert ◽  
J Icarus Allen ◽  
Jerry Blackford ◽  
Philip D Nightingale
Keyword(s):  
North Sea ◽  
Ecosystem Model ◽  
Nutrient Concentrations ◽  
Ocean Turbulence ◽  
Physical Forcing ◽  
The North ◽  
Relative Contribution ◽  
Marine Surface ◽  
The North Sea ◽  
The Impact

This modelling study aimed to extend our understanding of the biogeochemistry of the climatically active gas dimethylsulphide (DMS) in marine surface waters to an annual cycle. Processes involved in the production and fate of DMS and its precursor β-dimethylsulphoniopropionate (DMSP), a product of phytoplankton synthesis, were incorporated into a complex, coupled one-dimensional physical ecosystem model (European Regional Seas Ecosystem Model (ERSEM) and the General Ocean Turbulence Model (GOTM)) to create a model of DMS biogeochemistry at a seasonally stratified site in the North Sea for 1989. The model was validated against nutrient concentrations, biological standing stocks, biological production, DMS and DMSP concentrations, and DMS sea to air flux determined throughout 1989 during the North Sea Project. The validation results demonstrated that complex ecosystem models, combined with a comprehensive network of processes that control the production and fate of DMSP and DMS, could accurately mimic DMS biogeochemistry. The model provides insights into the impact of seasonally changing physical forcing on the relative contribution of individual processes to DMS production and sea to air flux.

scholarly journals The Impact of the COVID-19 Emergency on Local Vehicular Traffic and Its Consequences for the Environment: The Case of the City of Reggio Emilia (Italy)

2020 ◽  
Vol 13 (1) ◽  
pp. 118
Author(s):  
Samuele Marinello ◽  
Francesco Lolli ◽  
Rita Gamberini
Keyword(s):  
Air Quality ◽  
Urban Areas ◽  
Monitoring Network ◽  
Reggio Emilia ◽  
Rapid Decline ◽  
Atmospheric Pollutant ◽  
The North ◽  
Characteristic Points ◽  
The Impact ◽  
The City

The COVID-19 health emergency has imposed the need to limit and/or stop non-essential economic and commercial activities and movement of people. The objective of this work is to report an assessment of the change in vehicle flows and in air quality of a specific study area in the north of Italy, comparing the periods February–May 2020 and February–May 2019. Circulating vehicles have been measured at nine characteristic points of the local road network of the city of Reggio Emilia (Italy), while atmospheric pollutant concentrations have been analysed using data extracted from the regional air quality monitoring network. The results highlight a rapid decline in the number of vehicles circulating in 2020 (with values of up to −82%). This has contributed to a reduction in air concentrations of pollutants, in particular for NO2 and CO (over 30% and over 22%, respectively). On the other hand, O3 has increased (by about +13%), but this is expected. Finally, the particulate matter grew (about 30%), with a behaviour similar to the whole regional territory. The empirical findings of this study provide some indications and useful information to assist in understanding the effects of traffic blocking in urban areas on air quality.

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