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.

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.

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 Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes at the Baltic Sea

2020 ◽  
Author(s):  
Sami Seppälä ◽  
Joel Kuula ◽  
Antti-Pekka Hyvärinen ◽  
Sanna Saarikoski ◽  
Topi Rönkkö ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Particle Number ◽  
Uv Light ◽  
Ambient Air ◽  
Small Island ◽  
Distribution Data ◽  
Size Distributions ◽  
The Baltic Sea ◽  
Marine Fuel ◽  
The Baltic

Abstract. Exhaust emissions from shipping are a major contributor to particle concentrations in coastal and marine areas. Previously, marine fuel sulfur content (FSC) was restricted globally to 4.5 m/m% but the limit was changed to 3.5 m/m% at the beginning of 2012 and further down to 0.5 m/m% in January 2020. In sulfur emission control areas (SECA), the limits are stricter; FSC restriction was originally 1.50 m/m% but it decreased first to 1.00 m/m% in July 2010 and again to 0.10 m/m% in January 2015. In this work, the effects of the FSC restrictions on particle number concentrations (PNC) and size distributions (NSD) are studied at the Baltic Sea SECA. Measurements were made on a small island (Utö, Finland; 59° 46’50N, 21° 22’23E) between 2007 and 2016. Ship plumes were extracted from the particle number size distribution data, and the effects of the FSC restrictions on the observed plumes as well as on the total ambient concentrations were investigated. Altogether 42 322 analyzable plumes were identified during the 10-year measurement period. The results showed that both changes in the FSC restrictions reduced the PNC of the plumes. The latter restriction (to 0.10 m/m% in January 2015) decreased also the total ambient particle number concentrations, as a significant portion of particles in the area originated from ship plumes that were diluted beyond the plume detection limits. The overall change in the PNC of the plumes and ambient air was 27 and 32 %, respectively, for the total FSC change from 1.50 to 0.10 m/m%. The decrease in plume particle number concentration was caused mostly by a decrease in the concentration of particle sizes of ∼35–134 nm. The latter restriction also reduced the count median diameter of the particles, which was probably caused by the fuel type change from residual oil to distillates during the latter restriction. The PNC was larger for the plumes measured in daytime compared to those measured in nighttime likely because of the photochemical aging of particles due to UV-light. The difference decreased with the reducing FSC indicating that lower FSC has also an impact on the atmospheric processing of ship plumes.

scholarly journals Effects of marine fuel sulfur restrictions on particle number concentrations and size distributions in ship plumes in the Baltic Sea

2021 ◽  
Vol 21 (4) ◽  
pp. 3215-3234
Author(s):  
Sami D. Seppälä ◽  
Joel Kuula ◽  
Antti-Pekka Hyvärinen ◽  
Sanna Saarikoski ◽  
Topi Rönkkö ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Particle Number ◽  
Geometric Mean ◽  
Ambient Air ◽  
Small Island ◽  
Distribution Data ◽  
Size Distributions ◽  
The Baltic Sea ◽  
Marine Fuel ◽  
The Baltic

Abstract. Exhaust emissions from shipping are a major contributor to particle concentrations in coastal and marine areas. Previously, the marine fuel sulfur content (FSC) was restricted globally to 4.5 m/m%, but the limit was changed to 3.5 m/m% at the beginning of 2012 and further down to 0.5 m/m% in January 2020. In sulfur emission control areas (SECA), the limits are stricter: the FSC restriction was originally 1.50 m/m%, but it decreased to 1.00 m/m% in July 2010 and again to 0.10 m/m% in January 2015. In this work, the effects of the FSC restrictions on particle number concentrations (PNCs) and particle number size distributions (NSDs) are studied in the Baltic Sea SECA. Measurements were made on a small island (Utö, Finland; 59∘46′50 N, 21∘22′23 E) between 2007 and 2016. Ship plumes were extracted from the particle number size distribution data, and the effects of the FSC restrictions on the observed plumes as well as on the ambient concentrations were investigated. Altogether, 42 322 analyzable plumes were identified during the 10-year measurement period. The results showed that both changes in the FSC restrictions reduced the PNCs of the plumes. The latter restriction (to 0.10 m/m% in January 2015) also decreased the ambient particle number concentrations, as a significant portion of particles in the area originated from ship plumes that were diluted beyond the plume detection limits. The overall change in the PNCs of the plumes and ambient air was 27 and 32 %, respectively, for the total FSC change from 1.50 m/m% to 0.10 m/m%. The decrease in the plume particle number concentration was caused mostly by a decrease in the concentration of particle sizes of between approximately 33 and 144 nm. The latter restriction also reduced the geometric mean diameter of the particles, which was probably caused by the fuel type change from residual oil to distillates during the latter restriction. The PNC was larger for the plumes measured at daytime than for those measured at nighttime, likely because of the photochemical aging of particles due to UV light. The difference decreased with decreasing FSC, indicating that a lower FSC also has an impact on the atmospheric processing of ship plumes.

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 Impact of the new European Union landfill directive on the Baltic Sea region

2019 ◽  
pp. 393-404
Author(s):  
Bertil Paulsson ◽  
William Hogland
Keyword(s):  
European Union ◽  
Baltic Sea ◽  
New Technologies ◽  
Substantial Reduction ◽  
Economic Resources ◽  
The Baltic Sea ◽  
Eu Directive ◽  
Baltic Sea Region ◽  
The Baltic ◽  
The Eu

The Baltic Sea region with population exceeding 100 million which in the future will constitute about one quarter of the population in the European Union if Estonia, Latvia Lithuania and Poland are accepted as members. These countries in the eastern part of the Baltic Sea region are foreseen a rapid economic and technical development. Technologies and industries from different parts of the world are invading and the generation of waste will probably increase drastically if measures for avoidance are not taken.Applying the EU Directive 75/442 EEC on waste, witch current amendments, on the presumptive new members will imply drastic changes for the countries concerned, environmentally as well as economically. In addition an EU Directive 1999/31/EC on the landfilling of waste is decided April 26 1999. The new Directive indicates a substantial reduction of the amount of waste ending up at landfill sites. Member countries of the union have started to prepare them selves for the new situation. Countries interested in becoming members might however not be aware of the cost of the new requirements. Investigations of the situation in these countries indicates that upgrading of their waste management to EU standard will require huge economic resources. Implementation of a new landfill system and development of close down programme for existing old dumps including post closure environmental control will demand economic resources and import of technology and technical education. According to the landfill Directive as little landfilling as possible should be carried out which means that the waste must be handled with other methods that are not commonly used in all countries. Those new technologies will probably to high extent be imported from the EU - countries rather then developed and manufactured locally. The new technologies introduced must be adopted to the local situation.

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.

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