scholarly journals Effects of global ship emissions on European air pollution levels

2020 ◽  
Author(s):  
Jan Eiof Jonson ◽  
Michael Gauss ◽  
Michael Schulz ◽  
Jukka-Pekka Jalkanen ◽  
Hilde Fagerli
Keyword(s):  
Air Pollution ◽  
Sulfur Dioxide ◽  
Fine Particles ◽  
Regional Scale ◽  
Ozone Formation ◽  
Ship Emissions ◽  
Model Calculations ◽  
The World ◽  
Sensitivity Studies ◽  
Oxidised Nitrogen

Abstract. Ship emissions constitute a large, and so far poorly regulated, source of air pollution. Emissions are mainly clustered along major ship routes, both in open seas and close to densely populated shorelines. Major air pollutants emitted include sulfur dioxide, NOx and particles. Sulfur dioxide and NOx are both major contributors to the formation of secondary fine particles (PM2.5) and to acidification and eutrophication. In addition, NOx is a major precursor for ground-level ozone. This study is based on global and regional model calculations. The model runs are made with meteorology and emission data representative for year 2017, after the tightening of the SECA (Sulphur Emission Control Area) regulations in 2015, but before the global sulfur cap entering into force in 2020. We have also made model runs reducing sulfur emissions by 80 % corresponding to the 2020 requirements. This study is based on model sensitivity studies perturbing emissions from different sea areas: the Northern European SECA in the North Sea and the Baltic Sea, the Mediterranean Sea and the Black Sea, the Atlantic Ocean close to Europe, shipping in the rest of the world and finally all global ship emissions together. Sensitivity studies have also been made setting lower bounds on the effects of ship plumes on ozone formation. The results from the global and regional calculations are similar. Both global and regional scale calculations show that for PM2.5 and depositions of oxidised nitrogen and sulfur, the effects of ship emissions are much larger when emissions occur close to the shore than at open seas. In many coastal countries calculations show that shipping is responsible for 10 % or more of the controllable PM2.5 concentrations and depositions of oxidised nitrogen and sulphur. For ozone the lifetime in the atmosphere is much longer than for PM2.5, and the potential for ozone formation is much larger in otherwise pristine environments. We find considerable contributions from open sea shipping. As a result the largest contributions to ozone in several regions and countries are from rest of the world shipping.

scholarly journals Effects of global ship emissions on European air pollution levels

2020 ◽  
Vol 20 (19) ◽  
pp. 11399-11422
Author(s):  
Jan Eiof Jonson ◽  
Michael Gauss ◽  
Michael Schulz ◽  
Jukka-Pekka Jalkanen ◽  
Hilde Fagerli
Keyword(s):  
Air Pollution ◽  
North Sea ◽  
Ozone Formation ◽  
Ship Emissions ◽  
Pollution Levels ◽  
The North ◽  
The North Sea ◽  
Sensitivity Studies ◽  
Oxidised Nitrogen ◽  
Sulfur Emissions

Abstract. Ship emissions constitute a large, and so far poorly regulated, source of air pollution. Emissions are mainly clustered along major ship routes both in open seas and close to densely populated shorelines. Major air pollutants emitted include sulfur dioxide, NOx, and primary particles. Sulfur and NOx are both major contributors to the formation of secondary fine particles (PM2.5) and to acidification and eutrophication. In addition, NOx is a major precursor for ground-level ozone. In this paper, we quantify the contributions from international shipping to European air pollution levels and depositions. This study is based on global and regional model calculations. The model runs are made with meteorology and emission data representative of the year 2017 after the tightening of the SECA (sulfur emission control area) regulations in 2015 but before the global sulfur cap that came into force in 2020. The ship emissions have been derived using ship positioning data. We have also made model runs reducing sulfur emissions by 80 % corresponding to the 2020 requirements. This study is based on model sensitivity studies perturbing emissions from different sea areas: the northern European SECA in the North Sea and the Baltic Sea, the Mediterranean Sea and the Black Sea, the Atlantic Ocean close to Europe, shipping in the rest of the world, and finally all global ship emissions together. Sensitivity studies have also been made setting lower bounds on the effects of ship plumes on ozone formation. Both global- and regional-scale calculations show that for PM2.5 and depositions of oxidised nitrogen and sulfur, the effects of ship emissions are much larger when emissions occur close to the shore than at open seas. In many coastal countries, calculations show that shipping is responsible for 10 % or more of the controllable PM2.5 concentrations and depositions of oxidised nitrogen and sulfur. With few exceptions, the results from the global and regional calculations are similar. Our calculations show that substantial reductions in the contributions from ship emissions to PM2.5 concentrations and to depositions of sulfur can be expected in European coastal regions as a result of the implementation of a 0.5 % worldwide limit of the sulfur content in marine fuels from 2020. For countries bordering the North Sea and Baltic Sea SECA, low sulfur emissions have already resulted in marked reductions in PM2.5 from shipping before 2020. For ozone, the lifetime in the atmosphere is much longer than for PM2.5, and the potential for ozone formation is much larger in otherwise pristine environments. We calculate considerable contributions from open sea shipping. As a result, we find that the largest contributions to ozone in several regions and countries in Europe are from sea areas well outside European waters.

scholarly journals Modelling changes in secondary inorganic aerosol formation and nitrogen deposition in Europe from 2005 to 2030

2021 ◽  
Author(s):  
Jan Eiof Jonson ◽  
Hilde Fagerli ◽  
Thomas Scheuschner ◽  
Svetlana Tsyro
Keyword(s):  
Critical Loads ◽  
Fine Particles ◽  
Regional Scale ◽  
Ammonia Emission ◽  
Ammonia Emissions ◽  
Aerosol Formation ◽  
European Continent ◽  
Reduced Nitrogen ◽  
Inorganic Aerosol ◽  
Oxidised Nitrogen

Abstract. Secondary inorganic PM2.5 particles are formed from SOx, NOx and ammonia emissions, through the formation of either ammonium sulphate or ammonium nitrate. EU limits and WHO guidelines for PM2.5 levels are frequently exceeded in Europe, in particular in the winter months. In addition the critical loads for eutrophication are exceeded in most of the European continent. Further reductions in ammonia emissions and other PM precursors beyond the 2030 requirements could alleviate some of the health burden from fine particles, and also reduce the deposition of nitrogen to vulnerable ecosystems. Using the regional scale EMEP/MSC-W model, we have studied the effects of year 2030 ammonia emissions on PM2.5 concentrations and depositions of nitrogen in Europe in the light of present (2017) and past (2005) conditions. Our calculations show that in Europe the formation of PM2.5 from ammonia to a large extent is limited by the ratio between the emissions of ammonia on one hand, and SOx plus NOx, on the other hand. As the ratio of ammonia to SOx and NOx is increasing, the potential to further curb PM2.5 levels through reductions in ammonia emissions is decreasing. Here we show that per gram of ammonia emissions mitigated, the resulting reductions in PM2.5 levels simulated using 2030 emissions are about a factor of 2.6 lower than when 2005 emissions are used. However, this ratio is lower in winter, thus further reductions in the ammonia emissions in winter may have similar potentials as SOx and NOx in curbing PM2.5 levels in this season. Following the expected reductions of ammonia emission, depositions of reduced nitrogen should also decrease in Europe. However, as the reductions in NOx emission are larger than for ammonia, the fraction of total nitrogen (reduced plus oxidised nitrogen) deposited as reduced nitrogen is increasing and may exceed 60 % in most of Europe by 2030. Thus the potential for future reductions in the exceedances of critical loads for eutrophication in Europe will mainly rely on the ability to reduce ammonia emissions.

The contribution of shipping to air pollution in the Mediterranean region – a model evaluation study 

2021 ◽  
Author(s):  
Lea Fink ◽  
Volker Matthias ◽  
Matthias Karl ◽  
Ronny Petrik ◽  
Elisa Majamäki ◽  
...  
Keyword(s):  
Air Pollution ◽  
Air Quality ◽  
Mediterranean Sea ◽  
Regional Scale ◽  
Mediterranean Coast ◽  
Emission Model ◽  
Ship Emissions ◽  
Scale Models ◽  
The Mediterranean ◽  
The Impact

<p>Shipping has major contribution to emissions of air pollutants like NOx and SO2 and the global maritime transport volumes are projected to increase significantly. The Mediterranean Sea is a region with dense ship traffic. Air quality observations in many cities along the Mediterranean coast indicate high levels of NO2 and particulate matter with significant contributions from ship emissions.<br>To quantify the current impact of shipping on air pollution, models for ship emissions and atmospheric transport can be applied, but model predictions may differ from observational data. To determine how well regional scale chemistry transport models simulate pollutant concentrations, the model outputs from several regional scale models were compared against each other and to measured data.<br>In the framework of the EU H2020 project SCIPPER, ship emission model STEAM and the regional scale models CMAQ and CHIMERE model were applied on a modelling domain covering the Mediterranean Sea. Modeling results were compared to air quality observations at coastal locations. The impact of shipping in the Mediterranean Sea was extracted from the model excluding shipping emissions.</p><p> </p>

scholarly journals Effects of strengthening the Baltic Sea ECA regulations

2019 ◽  
Author(s):  
Jan Eiof Jonson ◽  
Michael Gauss ◽  
Jukka-Pekka Jalkanen ◽  
Lasse Johansson
Keyword(s):  
Baltic Sea ◽  
Emission Control ◽  
Ship Emissions ◽  
The Baltic Sea ◽  
Model Calculations ◽  
The North ◽  
Baltic Sea Region ◽  
Sulphur Emissions ◽  
The Baltic ◽  
Oxidised Nitrogen

Abstract. Emissions of most land based air pollutants in western Europe have decreased in the last decades. Over the same period emissions from shipping have also decreased, but with large differences depending on species and sea area. At sea, sulphur emissions in the SECAs (Sulphur Emission Control Areas) have decreased following the implementation of a 0.1 % limit on sulphur in marine fuels from 2015. In Europe the North Sea and the Baltic Sea are designated as SECAs by the International maritime Organisation (IMO). Model calculations assuming present (2016) and future (2030) emissions have been made with the regional scale EMEP model covering Europe and the sea areas surrounding Europe including the North Atlantic east of 30 degrees west. The main focus in this paper is on the effects of ship emissions from the Baltic Sea. To reduce the influence of meteorological variability, all model calculations are presented as averages for 3 meteorological years (2014, 2015, 2016). For the Baltic Sea, model calculations have also been made with higher sulphur emissions representative of year 2014 emissions. From Baltic Sea shipping the largest effects are calculated for NO2 in air, but effects are also seen for PM2.5 and depositions of oxidised nitrogen, mainly in coastal zones close to the main shipping lanes. As a result country averaged contributions from ships are small for large countries that extend far inland like Germany and Poland, and larger for smaller countries like Denmark and the Baltic states Estonia, Latvia and Lithuania, where ship emissions are among the largest contributors to concentrations and depositions of anthropogenic origin. Following the implementations of stricter SECA regulations, sulphur emissions from ships in the Baltic Sea shipping now have virtually no effects on PM2.5 concentrations and sulphur depositions in the Baltic Sea region. Following the expected reductions in European emissions, model calculated NO2 and PM2.5 concentrations, depositions of oxidised nitrogen, and partially also surface ozone levels, in the Baltic Sea region are expected to decrease in the next decade. Parts of these reductions are caused by reductions in the Baltic Sea ship emissions mainly as a result of the Baltic Sea being defined as a Nitrogen Emission Control Area from 2021.

The some results of study on outdoor and indoor ambient PM2.5

2018 ◽  
pp. 40-54 ◽  
Author(s):  
Byambatseren Ch ◽  
Michidmaa N ◽  
Sonomdagva Ch ◽  
Yutaka Matsumi
Keyword(s):  
Air Pollution ◽  
Fine Particle ◽  
Fine Particles ◽  
Quality Standard ◽  
Ambient Pollution ◽  
The World ◽  
Particle Pollution ◽  
Residential District ◽  
High Level ◽  
Indoor And Outdoor

In this study, PM2.5 pollution of indoor and outdoor ambience has been measured on a household which is located between the Ger area and the residential district at simultaneous duration and point. In order to analyze, we used n = 3,119,500 data which was measured at each 10 second during 24 hours period. The instrument that was used to study, created by Nagoya University and Panasonic Corporation. In recent years, the capital of Ulaanbaatar, Mongolia, is leading the air pollution during the winter in the world, and the majority of this pollution is comprised of PM2.5 . Fine particles are very harmful to human health, and people spend approximately 90% of their lives in the indoor ambient. Thus, it is important to measure continuously the amount of indoor and outdoor PM2.5, so we have selected two points and indicated some statistical analysis on indoor and outdoor ambient. The results of this study indicate the PM2.5 concentrations of air in Ulaanbaatar are higher than the air quality standard in October and peak in the December and January. Also, due to the feature of the sites being measured, pollution of indoor ambient was demonsrated strong or weak level, which is depended on outdoor ambient pollution. The measurements of the majority days were a high level of pollution from at 00:00 to 04:00 pm, however, it was decreased at 5:00 pm, but it started to increase around 07:00 to 09:00 in the morning, and it decreased from 10:00 am to low level of the pollution whole day. At 18 o’clock in the evening, the pollution was increasing and at the peak of the day, the fine particle pollution up to 02:00 on the next day.

Positive Aspects of COVID 19 Pandemic: A Blessing in Disguis

2020 ◽  
Vol 11 (SPL1) ◽  
pp. 187-191
Author(s):  
Anjankar Ashish P ◽  
Anjankar Vaibhav P ◽  
Anjankar Anil J ◽  
Kanyal Lata
Keyword(s):  
Air Pollution ◽  
Heart Attack ◽  
Traffic Accidents ◽  
Road Traffic ◽  
Community Action ◽  
Crime Rates ◽  
Road Traffic Accidents ◽  
Positive Effects ◽  
Positive Side ◽  
The World

COVID 19 is undeniably one of the deadliest diseases that humanity has ever seen. It continues to affect the lives and livelihood of people appallingly across the world. Maximum discussions focus towards the apprehension of catching the infection, dwelling in homes, overpopulated nursing homes and shut down of all kinds. But, here let’s discuss the positive side of COVID 19 pandemic.As COVID 19 has spread its influence all over the world, affected countries have either announced lockdown or have implemented severe restrictions in their respective countries. Because of this, everyone dwells in their homes. Thus, exercising social distancing and functioning from home. All of the above is directed at restricting the transmission of coronavirus and expectantly ostracising the fatality from COVID 19. These transformations have also brought about some unanticipated emanations; some good things have come out of the pandemic as well. Positive effects of COVID 19 are seen on reduced road traffic, and road traffic accidents lowered levels of air pollution which has to lead to lowered heart attack rates and rejuvenating environment. Crime rates have fallen, and expenses are reduced in most places. Community action, communication amongst families, behaviour, sanitation, hygiene, online and distance education has positively impacted by COVID 19 pandemic. COVID 19 despite a bane for humans, can be thought of a boon for living beings. The habitats and elements have been purified with the stringent use of petrochemical products. To breathe fresh air and to consume purified water is a boon by itself. Now, it is time for humans to lead a caring life to every bounty bestowed on them by Nature. This thoughtful and considerate life will give hope for a healthy, stress-free life.

Air pollution and happiness: Evidence from the coldest capital in the world

2021 ◽  
Vol 187 ◽  
pp. 107085
Author(s):  
Chimedregzen Sanduijav ◽  
Susana Ferreira ◽  
Mateusz Filipski ◽  
Yukiko Hashida
Keyword(s):  
Air Pollution ◽  
The World

scholarly journals Highlighting the compound risk of COVID-19 and environmental pollutants using geospatial technology

2021 ◽  
Vol 11 (1) ◽  
Author(s):  
Ram Kumar Singh ◽  
Martin Drews ◽  
Manuel De la Sen ◽  
Prashant Kumar Srivastava ◽  
Bambang H. Trisasongko ◽  
...  
Keyword(s):  
Air Pollution ◽  
Air Quality ◽  
Global Economy ◽  
Respiratory Diseases ◽  
Environmental Pollutants ◽  
Atmospheric Pollutants ◽  
Geospatial Technology ◽  
The World ◽  
Community Transmission ◽  
Global Threat

AbstractThe new COVID-19 coronavirus disease has emerged as a global threat and not just to human health but also the global economy. Due to the pandemic, most countries affected have therefore imposed periods of full or partial lockdowns to restrict community transmission. This has had the welcome but unexpected side effect that existing levels of atmospheric pollutants, particularly in cities, have temporarily declined. As found by several authors, air quality can inherently exacerbate the risks linked to respiratory diseases, including COVID-19. In this study, we explore patterns of air pollution for ten of the most affected countries in the world, in the context of the 2020 development of the COVID-19 pandemic. We find that the concentrations of some of the principal atmospheric pollutants were temporarily reduced during the extensive lockdowns in the spring. Secondly, we show that the seasonality of the atmospheric pollutants is not significantly affected by these temporary changes, indicating that observed variations in COVID-19 conditions are likely to be linked to air quality. On this background, we confirm that air pollution may be a good predictor for the local and national severity of COVID-19 infections.

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