scholarly journals Urban population exposure to NO<sub>x</sub> emissions from local shipping in three Baltic Sea harbour cities – a generic approach

2019 ◽  
Author(s):  
Martin Otto Paul Ramacher ◽  
Matthias Karl ◽  
Johannes Bieser ◽  
Jukka-Pekka Jalkanen ◽  
Lasse Johansson
Keyword(s):  
Baltic Sea ◽  
Large Scale ◽  
Transport Model ◽  
Population Data ◽  
Population Exposure ◽  
Population Activity ◽  
Port Area ◽  
The Baltic ◽  
Dynamic Population ◽  
The Impact

Abstract. Ship emissions in ports can have a significant impact on local air quality (AQ), population exposure, and therefore human health in harbour cities. We determined the impact of shipping emissions on local AQ and population exposure in the Baltic Sea harbour cities Rostock (Germany), Riga (Latvia) and the urban agglomeration of Gdansk-Gdynia (Poland) for 2012. An urban AQ study was performed using a global-to-local Chemistry Transport Model chain with the EPISODE-CityChem model for the urban scale. We simulated NO2, O3 and PM concentrations in 2012 with the aim to determine the impact of local shipping activities to outdoor population exposure in Baltic Sea harbour cities. Based on simulated concentrations, dynamic population exposure on outdoor NO2 concentrations for all urban domains was calculated. We developed and used a novel generic approach to model dynamic population activity in different microenvironments based on publicly available data. The results of the new approach are hourly microenvironment-specific population grids with a spatial resolution of 100 × 100 m2. We multiplied these grids with surface pollutant concentration fields of the same resolution to calculate total population exposure. We found that the local shipping impact on NO2 concentrations is significant, contributing with 22 %, 11 %, and 16 % to the total annually averaged grid mean concentration for Rostock, Riga and Gdansk-Gdynia, respectively. For PM2.5, the contribution of shipping is substantially lower with 1–3 %. When it comes to microenvironment-specific exposure to annual NO2, the highest exposure to NO2 from all emission sources was found in the home environment (54–59 %). Emissions from shipping have a high impact on NO2 exposure in the port area (50–80 %) while the influence in home, work and other environments is lower on average (3–14 %), but still with high impacts close to the port areas and downwind of them. Besides this, the newly developed generic approach allows for dynamic population exposure calculations in European cities without the necessity of individually measured data or large-scale surveys on population data.

scholarly journals Urban population exposure to NO<sub><i>x</i></sub> emissions from local shipping in three Baltic Sea harbour cities – a generic approach

2019 ◽  
Vol 19 (14) ◽  
pp. 9153-9179 ◽  
Author(s):  
Martin Otto Paul Ramacher ◽  
Matthias Karl ◽  
Johannes Bieser ◽  
Jukka-Pekka Jalkanen ◽  
Lasse Johansson
Keyword(s):  
Baltic Sea ◽  
Large Scale ◽  
Transport Model ◽  
Population Data ◽  
Outdoor Exposure ◽  
Population Exposure ◽  
Population Activity ◽  
Port Area ◽  
Dynamic Population ◽  
The Impact

Abstract. Ship emissions in ports can have a significant impact on local air quality (AQ), population exposure and therefore human health in harbour cities. We determined the impact of shipping emissions in harbours on local AQ and population exposure in the Baltic Sea harbour cities Rostock (Germany), Riga (Latvia) and the urban agglomeration of Gdańsk–Gdynia (Poland) for 2012. An urban AQ study was performed using a global-to-local chemistry transport model chain with the EPISODE-CityChem model for the urban scale. We simulated NO2, O3 and PM concentrations in 2012 with the aim of determining the impact of local shipping activities on population exposure in Baltic Sea harbour cities. Based on simulated concentrations, dynamic population exposure to outdoor NO2 concentrations for all urban domains was calculated. We developed and used a novel generic approach to model dynamic population activity in different microenvironments based on publicly available data. The results of the new approach are hourly microenvironment-specific population grids with a spatial resolution of 100 m × 100 m. We multiplied these grids with surface pollutant concentration fields of the same resolution to calculate total population exposure. We found that the local shipping impact on NO2 concentrations is significant, contributing 22 %, 11 % and 16 % to the total annually averaged grid mean concentration for Rostock, Riga and Gdańsk–Gdynia, respectively. For PM2.5, the contribution of shipping is substantially lower, at 1 %–3 %. When it comes to microenvironment-specific exposure to annual NO2, the highest exposure to NO2 from all emission sources was found in the home environment (54 %–59 %). Emissions from shipping have a high impact on NO2 exposure in the port area (50 %–80 %), while the influence in home, work and other environments is lower on average (3 %–14 %) but still has high impacts close to the port areas and downwind of them. Besides this, the newly developed generic approach allows for dynamic population-weighted outdoor exposure calculations in European cities without the necessity of individually measured data or large-scale surveys on population data.

scholarly journals The impact of ship emissions on air quality and human health in the Gothenburg area – Part II: Scenarios for 2040

2020 ◽  
Vol 20 (17) ◽  
pp. 10667-10686
Author(s):  
Martin O. P. Ramacher ◽  
Lin Tang ◽  
Jana Moldanová ◽  
Volker Matthias ◽  
Matthias Karl ◽  
...  
Keyword(s):  
Air Quality ◽  
Health Effects ◽  
Urban Areas ◽  
Large Scale ◽  
Health Effect ◽  
Population Exposure ◽  
Future Scenarios ◽  
Port Area ◽  
The Future ◽  
The Impact

Abstract. Shipping is an important source of air pollutants, from the global to the local scale. Ships emit substantial amounts of sulfur dioxides, nitrogen dioxides, and particulate matter in the vicinity of coasts, threatening the health of the coastal population, especially in harbour cities. Reductions in emissions due to shipping have been targeted by several regulations. Nevertheless, effects of these regulations come into force with temporal delays, global ship traffic is expected to grow in the future, and other land-based anthropogenic emissions might decrease. Thus, it is necessary to investigate combined impacts to identify the impact of shipping activities on air quality, population exposure, and health effects in the future. We investigated the future effect of shipping emissions on air quality and related health effects considering different scenarios of the development of shipping under current regional trends of economic growth and already decided regulations in the Gothenburg urban area in 2040. Additionally, we investigated the impact of a large-scale implementation of shore electricity in the Port of Gothenburg. For this purpose, we established a one-way nested chemistry transport modelling (CTM) system from the global to the urban scale, to calculate pollutant concentrations, population-weighted concentrations, and health effects related to NO2, PM2.5, and O3. The simulated concentrations of NO2 and PM2.5 in future scenarios for the year 2040 are in general very low with up to 4 ppb for NO2 and up to 3.5 µg m−3 PM2.5 in the urban areas which are not close to the port area. From 2012 the simulated overall exposure to PM2.5 decreased by approximately 30 % in simulated future scenarios; for NO2 the decrease was over 60 %. The simulated concentrations of O3 increased from the year 2012 to 2040 by about 20 %. In general, the contributions of local shipping emissions in 2040 focus on the harbour area but to some extent also influence the rest of the city domain. The simulated impact of onshore electricity implementation for shipping in 2040 shows reductions for NO2 in the port of up to 30 %, while increasing O3 of up to 3 %. Implementation of onshore electricity for ships at berth leads to additional local reduction potentials of up to 3 % for PM2.5 and 12 % for SO2 in the port area. All future scenarios show substantial decreases in population-weighted exposure and health-effect impacts.

scholarly journals The impact of ship emissions on air quality and human health in the Gothenburg area – Part II: Scenarios for 2040

2020 ◽  
Author(s):  
Martin O. P. Ramacher ◽  
Lin Tang ◽  
Jana Moldanová ◽  
Volker Matthias ◽  
Matthias Karl ◽  
...  
Keyword(s):  
Air Quality ◽  
Health Effects ◽  
Urban Areas ◽  
Large Scale ◽  
Health Effect ◽  
Population Exposure ◽  
Future Scenarios ◽  
Port Area ◽  
The Future ◽  
The Impact

Abstract. Shipping is an important source of air pollutants, from the global to the local scale. Ships are emitting substantial amounts of sulphur dioxides, nitrogen dioxides and particulate matter in the vicinity of coasts, threatening the health of the coastal population, especially in harbour cities. Reductions of emissions due to shipping have been targeted by several regulations. Nevertheless, effects of these regulations come into force with temporal delays, global ship traffic is expected to grow in the future, and other land-based anthropogenic emissions might decrease. Thus, it is necessary to investigate combined impacts to identify the impact of shipping activities on air quality, population exposure and health-effects in the future. We investigated the future effect of shipping emissions on air quality and related health effects considering different scenarios of the development of shipping under current regional trends of economic growth and already decided regulations in the Gothenburg urban area in 2040. Additionally, we investigated the impact of a large-scale implementation of shore electricity in the port of Gothenburg. For this purpose, we established a one-way nested chemistry transport modelling (CTM) system from the global to the urban scale, to calculate pollutant concentrations, population weighted concentrations and health-effects related to NO2, PM2.5 and O3. The simulated concentrations of NO2 and PM2.5 in future scenarios for the year 2040 are in general very low with up to 4 ppb for NO2 and up to 3.5 µg/m3 PM2.5 in the urban areas which are not close to the port area. From 2012 the simulated overall exposure to PM2.5 decreased by approximately 30 % in simulated future scenarios, for NO2 the decrease was over 60 %. The simulated concentrations of O3 increased from year 2012 to 2040 by about 20 %. In general, the contributions of local shipping emissions in 2040 focus on the harbour area but to some extent also influence the rest of the city domain. The simulated impact of wide use of shore-site electricity for shipping in 2040 shows reductions for NO2 in the port with up to 30 %, while increasing O3 of up to 3 %. Implementation of on-shore electricity for ships at berth leads to additional local reduction potentials of up to 3 % for PM2.5 and 12 % for SO2 in the port area. All future scenarios show substantial decreases in population weighted exposure and health-effect impacts.

scholarly journals Impact of upper-level jet-generated inertia-gravity waves on surface wind and precipitation

2007 ◽  
Vol 7 (6) ◽  
pp. 15873-15909 ◽  
Author(s):  
C. Zülicke ◽  
D. H. W. Peters
Keyword(s):  
Baltic Sea ◽  
Gravity Waves ◽  
Large Scale ◽  
Surface Wind ◽  
Synoptic Situation ◽  
Strong Wind ◽  
The Baltic Sea ◽  
The Baltic ◽  
The Impact ◽  
Inertia Gravity Waves

Abstract. A meteorological case study for the impact of inertia-gravity waves on surface meteorology is presented. The large-scale environment from 17 to 19 December 1999 was dominated by a poleward breaking Rossby wave transporting subtropical air over the North Atlantic Ocean upward and north-eastward. The synoptic situation was characterized with an upper tropospheric jet streak passing Northern Europe. The unbalanced jet spontaneously radiated inertia-gravity waves from its exit region. Near-inertial waves appeared with a horizontal wavelength of about 200 km and an apparent period of about 12 h. These waves transported energy downwards and interacted with large-scale convection. This configuration is simulated with the nonhydrostatic Fifth-Generation Mesoscale Model. Together with simplified runs without orography and moisture it is demonstrated that the imbalance of the jet (detected with the cross-stream ageostrophic wind) and the deep convection (quantified with the latent heat release) are forcing inertia-gravity waves. This interaction is especially pronounced when the upper tropospheric jet is located above a cold front at the surface and supports deep frontal convection. Weak indication was found for triggering post-frontal convection by inertia-gravity waves. The realism of model simulations was studied in an extended validation study for the Baltic Sea region. It included observations from radar (DWDPI, BALTRAD), satellite (GFZGPS), weather stations (DWDMI) and assimilated products (ELDAS, MESAN). The detected spatio-temporal patterns show wind pulsations and precipitation events at scales corresponding to those of inertia-gravity waves. In particular, the robust features of strong wind and enhanced precipitation near the front appeared with nearly the same amplitudes as in the model. In some datasets we found indication for periodic variations in the post-frontal region. These findings demonstrate the impact of upper tropospheric jet-generated inertia-gravity waves on the dynamics of the boundary layer. It also gives confidence to models, observations and assimilation products for covering such processes. In an application for the Gotland Basin in the Baltic Sea, the implications of such mesoscale events on air-sea interaction and energy and water budgets are discussed.

scholarly journals Freight Flows in the Baltic Seaports of Russia: Factors, Trends and Perspective

2021 ◽  
Vol 17 (4) ◽  
pp. 168-185
Author(s):  
Irina Boyko ◽  
Keyword(s):  
Supply Chain ◽  
Baltic Sea ◽  
Large Scale ◽  
Special Focus ◽  
Factors Affecting ◽  
The World ◽  
Sea Ports ◽  
The Baltic ◽  
The Impact

The volatility of the exogenous conjuncture has been increasingly affecting the Russian Baltic sea ports economics in terms of freight flows dynamics, destinations and commodity items share. The methodological distinction between the notion of ‘freight turnover’ and ‘freight flow’ is given for specification of the port activity, measured in qualitative indicators, consistent with the supply chain peculiarity on the contrary of the quantitative indicators, measured in tons. The classification of the factors, affecting the freight flows is represented as well. The freight turnover at the Russian Baltic ports has been gradually dropping. The unfavorable political conditions as well the world economy and trade downturns are not the only main reasons. The research is focused on the dynamics and structure of the freight flows at the Russian Baltic sea ports under the impact of political, ecological and economic factors, when the COVID-19 pandemic reveals the main ‘bottlenecks’ of their current economics and entails the global supply chain disruption. The ongoing global economic crisis results in the world trade squeezing, causes trade conflicts and increase the cases when trade became unfair practice in the political deals. The author of the article makes a special focus on the raw resource freight turnover specialization of the Russian sea ports as one of the most critical characteristics. In a time of growing risks and uncertainty large scale investments with the long term return into development of port facilities and port construction should be thoroughly analyzed. The author concludes that the freight redirection from the European sea ports to the Russian sea ports, located on Baltic Sea, will have positive, however, short-term, effect. The long term sustainability of the Russian Baltic sea ports will be determined by the reduction of the raw resources dependence and diversification of the freight flows, which also means increasing the share of cabotage and containerized cargo

A novel approach for dynamic population activity in urban-scale exposure estimates

2020 ◽  
Author(s):  
Martin Otto Paul Ramacher ◽  
Matthias Karl ◽  
Eleni Athanasopolou ◽  
Anastasia Kakouri ◽  
Orestis Speyer ◽  
...  
Keyword(s):  
Air Pollution ◽  
Human Health ◽  
Transport Model ◽  
Population Level ◽  
Horizontal Resolution ◽  
Population Exposure ◽  
Night Time ◽  
Population Activity ◽  
Activity Data ◽  
Dynamic Population

&lt;p&gt;Population exposure estimates are used in epidemiological studies to evaluate health risks associated with impacts of air pollution on human health. Traditional approaches in exposure modelling assume that air pollutants' concentrations at the residential address of the study population are representative of overall exposure. This approach is acknowledged to introducing bias in the quantification of human health effects, as individual and population-level mobility is non-existent. To sufficiently model population numbers for exposure estimates, the dynamic population activity (DPA) must be known. Information on DPA is mostly derived from national or municipal surveys and is scarce.&lt;/p&gt;&lt;p&gt;We developed a generic approach to model DPA integrating the Copernicus Urban Atlas land use and land cover product with literature based and microenvironment-specific diurnal activity data (Ramacher et al. 2019) and moreover taking into account gridded monthly day- and night-time populations as derived in the ENACT project (https://ghsl.jrc.ec.europa.eu/enact.php), while also considering indoor and outdoor environments. This approach produces maps with distribution of citizens in various microenvironments (MEs) and hours of the day. These maps can consequently be used to calculate population-level outdoor exposure when paired with consistent spatio-temporal air pollution concentration fields. In this study, we applied the generic DPA approach to the cities of Hamburg (DE) and Athens (GR). Hourly, urban-scale pollutant concentrations were produced by the Chemistry Transport Model (CTM) EPISODE-CityChem (Karl et al. 2019) driven by detailed local emission inventories, 4D meteorological fields and regional pollutant boundary conditions for 2015. Both the concentrations for NO&lt;sub&gt;x&lt;/sub&gt;, O&lt;sub&gt;3&lt;/sub&gt; and PM&lt;sub&gt;2.5&lt;/sub&gt; as well as the DPA maps for Hamburg and Athens were simulated on a 100 m horizontal resolution grid, and were then combined to calculate population exposure. We additionally used gridded population densities (based on residential addresses) to calculate population exposure, i.e. following a static population approach. We compared the exposures from the two approaches to capture the effect of a population moving in space and time.&amp;#160;&lt;/p&gt;&lt;p&gt;The presented approach to account for dynamic instead of static population activity in urban population exposure calculations is beneficial for cities in European regions where relevant population data are missing. It is found that by taking into account movement of population through different urban environments as well as commuting per se, the overall exposure estimates are elevated when compared to a static approach. Furthermore, we have shown that by considering infiltration of outdoor concentrations to indoor environments there are substantial decreases in population exposure estimates. This approach and the implications on exposure estimates is believed to be of interest to air pollution health studies.&lt;/p&gt;

scholarly journals Deficiency syndromes in top predators associated with large-scale changes in the Baltic Sea ecosystem

PLoS ONE ◽  
2020 ◽  
Vol 15 (1) ◽  
pp. e0227714 ◽  
Author(s):  
Sanna Majaneva ◽  
Emil Fridolfsson ◽  
Michele Casini ◽  
Catherine Legrand ◽  
Elin Lindehoff ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Large Scale ◽  
The Baltic Sea ◽  
Top Predators ◽  
The Baltic

Behavioural responses of voles to simulated risk of predation by a native and an alien mustelid: an odour manipulation experiment

2010 ◽  
Vol 37 (4) ◽  
pp. 273 ◽  
Author(s):  
Karen Fey ◽  
Peter B. Banks ◽  
Hannu Ylönen ◽  
Erkki Korpimäki
Keyword(s):  
Baltic Sea ◽  
Predation Risk ◽  
Myodes Glareolus ◽  
The Baltic Sea ◽  
Short Term ◽  
Behavioural Responses ◽  
Alien Predator ◽  
Risk Of Predation ◽  
The Baltic ◽  
The Impact

Context. Potential mammalian prey commonly use the odours of their co-evolved predators to manage their risks of predation. But when the risk comes from an unknown source of predation, odours might not be perceived as dangerous, and anti-predator responses may fail, except possibly if the alien predator is of the same archetype as a native predator. Aims. In the present study we examined anti-predator behavioural responses of voles from the outer archipelagos of the Baltic Sea, south-western Finland, where they have had no resident mammalian predators in recent history. Methods. We investigated responses of field voles (Microtus agrestis) to odours of native least weasels (Mustela nivalis) and a recently invading alien predator, the American mink (Mustela vison), in laboratory. We also studied the short-term responses of free-ranging field voles and bank voles (Myodes glareolus) to simulated predation risk by alien mink on small islands in the outer archipelago of the Baltic Sea. Key results. In the laboratory, voles avoided odour cues of native weasel but not of alien mink. It is possible that the response to mink is a context dependent learned response which could not be induced in the laboratory, whereas the response to weasel is innate. In the field, however, voles reduced activity during their normal peak-activity times at night as a response to simulated alien-mink predation risk. No other shifts in space use or activity in safer microhabitats or denser vegetation were apparent. Conclusions. Voles appeared to recognise alien minks as predators from their odours in the wild. However, reduction in activity is likely to be only a short-term immediate response to mink presence, which is augmented by longer-term strategies of habitat shift. Because alien mink still strongly suppresses vole dynamics despite these anti-predator responses, we suggest that behavioural naiveté may be the primary factor in the impact of an alien predator on native prey. Implications. Prey naiveté has long been considered as the root cause of the devastating impacts of alien predators, whereby native prey simply fail to recognise and respond to the novel predation risk. Our results reveal a more complex form of naiveté whereby native prey appeared to recognise alien predators as a threat but their response is ultimately inadequate. Thus, recognition alone is unlikely to afford protection for native prey from alien-predator impacts. Thus, management strategies that, for example, train prey in recognition of novel threats must induce effective responses if they are expected to succeed.

scholarly journals Effect of ocean acidification and elevated <i>f</i>CO<sub>2</sub> on trace gas production by a Baltic Sea summer phytoplankton community

2016 ◽  
Vol 13 (15) ◽  
pp. 4595-4613 ◽  
Author(s):  
Alison L. Webb ◽  
Emma Leedham-Elvidge ◽  
Claire Hughes ◽  
Frances E. Hopkins ◽  
Gill Malin ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Large Scale ◽  
Gas Production ◽  
Trace Gas ◽  
Research Station ◽  
The Baltic Sea ◽  
Chl A ◽  
The Baltic ◽  
Upwelling Event ◽  
Ambient Co2

Abstract. The Baltic Sea is a unique environment as the largest body of brackish water in the world. Acidification of the surface oceans due to absorption of anthropogenic CO2 emissions is an additional stressor facing the pelagic community of the already challenging Baltic Sea. To investigate its impact on trace gas biogeochemistry, a large-scale mesocosm experiment was performed off Tvärminne Research Station, Finland, in summer 2012. During the second half of the experiment, dimethylsulfide (DMS) concentrations in the highest-fCO2 mesocosms (1075–1333 µatm) were 34 % lower than at ambient CO2 (350 µatm). However, the net production (as measured by concentration change) of seven halocarbons analysed was not significantly affected by even the highest CO2 levels after 5 weeks' exposure. Methyl iodide (CH3I) and diiodomethane (CH2I2) showed 15 and 57 % increases in mean mesocosm concentration (3.8 ± 0.6 increasing to 4.3 ± 0.4 pmol L−1 and 87.4 ± 14.9 increasing to 134.4 ± 24.1 pmol L−1 respectively) during Phase II of the experiment, which were unrelated to CO2 and corresponded to 30 % lower Chl a concentrations compared to Phase I. No other iodocarbons increased or showed a peak, with mean chloroiodomethane (CH2ClI) concentrations measured at 5.3 (±0.9) pmol L−1 and iodoethane (C2H5I) at 0.5 (±0.1) pmol L−1. Of the concentrations of bromoform (CHBr3; mean 88.1 ± 13.2 pmol L−1), dibromomethane (CH2Br2; mean 5.3 ± 0.8 pmol L−1), and dibromochloromethane (CHBr2Cl, mean 3.0 ± 0.5 pmol L−1), only CH2Br2 showed a decrease of 17 % between Phases I and II, with CHBr3 and CHBr2Cl showing similar mean concentrations in both phases. Outside the mesocosms, an upwelling event was responsible for bringing colder, high-CO2, low-pH water to the surface starting on day t16 of the experiment; this variable CO2 system with frequent upwelling events implies that the community of the Baltic Sea is acclimated to regular significant declines in pH caused by up to 800 µatm fCO2. After this upwelling, DMS concentrations declined, but halocarbon concentrations remained similar or increased compared to measurements prior to the change in conditions. Based on our findings, with future acidification of Baltic Sea waters, biogenic halocarbon emissions are likely to remain at similar values to today; however, emissions of biogenic sulfur could significantly decrease in this region.

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