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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 NO x , 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 NO x and SO 2 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, NO 2 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 NO − 3 was found to reach 20 % in summer and 6 % in winter even far from the shore.

h i g h l i g h t s We present an evaluated dynamical ammonia emission inventory. The inventory is suitable to compare and assess ammonia abatement strategies. CMAQ model run of temporal parameterization influences on sec. aerosol formation. Correlation coefficient of NH 3 improved significantly for 12 out of 16 EMEP stations.

Abstract. Scenarios for future shipping emissions in the North Sea have been developed in the framework of the Clean North Sea Shipping project. The effects of changing NO x and SO 2 emissions were investigated with the CMAQ chemistry transport model for the year 2030 in the North Sea area. It has been found that, compared to today, the contribution of shipping to the NO 2 and O 3 concentrations will increase due to the expected enhanced traffic by more than 20 and 5 %, respectively, by 2030 if no regulation for further emission reductions is implemented in the North Sea area. PM 2.5 will decrease slightly because the sulfur contents in ship fuels will be reduced as international regulations foresee. The effects differ largely between regions, seasons and date of the implementation of stricter regulations for NO x emissions from newly built ships.

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 NO x , particulate matter and ozone. Especially in the case of particulate matter and ozone 5 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 the 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 10 20 North Sea, which 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, NO 2 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 25 NO − 3 was found to reach 20 % in summer and 6 % in winter even distant from the shore.11278 draw conclusions about the actual concentration levels distant from the sources. This is even more true for secondary pollutants like particulate ammonium sulfate or ammonium nitrate that undergo chemical transformations while being transported in the atmosphere. In this study, an emission inventory for ships in the North Sea for 2011 was created with a state-of-the-art modeling approach. The main purpose, however, 25 was to use these emissions with a chemistry transport model (CTM) in order to quantify the effect of sea going ships on air quality (with regard to NO 2 , SO 2 , ozone and PM) in middle and northern Europe. 11279Abstract Introduction Conclusions ReferencesTables be transferred from latitude-longitude positions to a regularly spaced Eulerian grid.