Contribution of ship emissions to the concentration of PM2.5: A comprehensive study using AIS data and WRF/Chem model in Bohai Rim Region, China

Chen, Dongsheng; Zhao, Na; Zhou, Ying; Wang, Xiaotong; Li, Yue; Zhao, Yuhui; Guo, Xulin

doi:10.1016/j.scitotenv.2017.07.255

Cited by 109 publications

(67 citation statements)

References 45 publications

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“…; when ship activities occur in correspondence of wind blowing from the port area to the receptor site). This finding comes from measurements of O 3 , NOx, SO 2 and PM 2.5 in Brindisi 8 , of PM 2.5 in Shangai 9 , in Bohain Rim region 6 and in Los Angeles 7 and, finally, of SO 2 in Victoria (Canada) 4 . Results indicate that ships can contribute to 20-30% of the total PM 2.5 but only during ship-plume-influenced periods 9 , and about 11% at 10 km from the coastline.…”

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confidence: 90%

“…In fact, a large contribution of cruise ship emissions in Victoria's port (Canada) is observed at about 1 km from the mooring points 4 and up to 5 km inland at Taranto (Italy) 5 . The highest impact of ship emissions of PM 2.5 is estimated at 10 km from the coastline in Bohain Rim region (China) 6 and at about 1 km from the port source in Los Angeles 7 . It is also generally highlighted that the influence of ship emissions on pollutant concentration at ground is statistically relevant only during ship-plume-influenced periods (i.e.…”

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confidence: 99%

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A methodology for the design of an effective air quality monitoring network in port areas

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Murena

Quaranta

et al. 2020

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The assessment of the impact of ship emissions is generally realised by a network of receptors at ground level inside the port area or in the nearby urban canopy. Another possibility is the use of dispersion models capable of providing maps of concentrations to the ground taking into account ship emissions and weather conditions. In this work traffic data of passengers ships in the port of Naples were used to estimate pollutant emissions starting from EMEP/EEA (European Environment Agency/European Monitoring and Evaluation Programme) methodology and real data of power engines. In this way, a hourly file of emission rates was produced and input to CALPUFF together with meteorological data. then So 2 concentrations at different heights (0-60 m) in correspondence of selected points within the port area were evaluated. Results are compared with data measured at ground level in monitoring campaigns showing how is possible to better identify and quantify the air pollution from ships in port by positioning the receptors inside the port area at different heights from ground-level. The results obtained give useful information for designing an optimum on-site air quality monitoring network able to quantify the emissions of pollutants due to naval traffic and to individuate the contribution of single ships or ships' categories.

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confidence: 90%

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confidence: 99%

A methodology for the design of an effective air quality monitoring network in port areas

Mocerino

Murena

Quaranta

et al. 2020

Sci Rep

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“…Although the performance of the WRF/Chem model has been extensively evaluated in our previous studies [6,53,55] and those of other researchers [76][77][78][79][80][81], we must nonetheless provide detailed information on the model's performance during the sea breeze episode in this study. Similar evaluation methods to those employed by Chen et al [6] were applied in the Bohai Rim Region. The simulated results of meteorological factors (e.g., temperature at 2 m, T 2 ; relative humidity at 2 m, RH 2 ; wind speed at 10 m, WS 10 ; wind direction at 10 m, WD 10 ) were compared with ground-based meteorological observations that were available every three hours at four sites (Tianjin, Binhai, Tangshan, and Leting), as marked by the black triangle in Figure 1.…”

Section: Model Evaluationmentioning

confidence: 99%

“…However, present studies that have quantified the impacts of ship emissions have primarily focused on overall contributions based on long-term (e.g., annual or seasonal) modeling/observations [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15][16][17][53][54][55][56][57]. The evolution of ship-emitted pollutants during a specific sea breeze episode has not been addressed in detail.…”

Section: Introductionmentioning

confidence: 99%

Impact of Sea Breeze Circulation on the Transport of Ship Emissions in Tangshan Port, China

et al. 2019

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A sea breeze is a local circulation that occurs in coastal regions from the poles to the equator. The adverse influence of ship emissions on air quality in coastal areas may be aggravated by the onshore flow of sea breeze circulation. However, our knowledge regarding the evolution of ship-emitted pollutants during a specific sea breeze episode is still limited. To address this knowledge gap, this study investigated the evolution of ship emissions during a sea breeze episode that occurred on 29 June, 2014 in Tangshan port in China by employing the WRF/Chem model. NO2, one of the primary pollutants emitted by ships, was selected as the target pollutant for investigation. The results indicate that the ground level NO2 concentration was considerably affected by sea breeze circulation. Although the onset of the sea breeze was delayed until nearly midday due to offshore synoptic winds, ship-emitted NO2 was transported to more than 100 km inland with the penetration of the sea breeze. Further investigation found that the averaged concentration of ship-contributed NO2 during the episode showed an evident downward trend as the distance from the coastline increased. Vertically, the shallow atmospheric boundary layer (ABL) on the sea limited the vertical dispersion of ship emissions, and the pollutant was transported shoreward by the sea breeze within this shallow ABL. The height of the ABLs is lowered in coastal regions due to the cooling effect of sea breezes which brings the cool marine air to the hot land surface. Ship-contributed NO2 was mostly trapped in the shallow ABL; thereby, its concentration increased.

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“…Additionally, PM can cause economical losses (i.e., labor loss as a result of work days lost and extra medical expenditure) as well as environmental impacts, such as climate change and visibility degradation [7][8][9]. Previous studies have revealed that different size ranges of PM can be emitted from various sources with different fingerprints [10,11]. PM from different sources might have different toxicological characteristics as well as different impacts on visibility, and radiative forcing, supporting the postulation that PM mass concentration is not the most appropriate metric to investigate the adverse effects of PM [12,13].…”

Section: Introductionmentioning

confidence: 99%

Sources and Temporal Variations of Coarse Particulate Matter (PM) in Central Tehran, Iran

et al. 2019

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In this study, we used the positive matrix factorization (PMF) model to evaluate the sources of ambient coarse particulate matter (PM) and their temporal variations in two sampling sites, i.e., a school dormitory and a retirement home, located in central Tehran. 24-h ambient PM samples were collected using low-volume air samplers from May 2012 to June 2013. The collected filters were analyzed for their chemical components, including water-soluble ions, metals, and trace elements, which were used as the input to the PMF model. Our results indicated annual averages of 45.7 ± 3.8 µg/m 3 and 36.2. ± 4.0 µg/m 3 for coarse PM at the School dormitory and Tohid retirement home, respectively. Moreover, higher ambient coarse PM mass concentrations were observed in the warm season (53.3 ± 5.8 µg/m 3 for school dormitory and 43.1 ± 6.1 µg/m 3 for Tohid retirement home) as opposed to the cold season (41.4 ± 4.7 µg/m 3 for school dormitory and 28.7 ± 4.6 µg/m 3 for Tohid retirement home). Our PMF analysis also identified road dust, soil, and industry, and atmospherically processed coarse PM as the three sources of ambient coarse PM in central Tehran. Road dust, soil, and industry were the major sources of ambient coarse PM, contributing respectively to 74 ± 9% and 19 ± 2% of the total coarse PM mass concentration, while atmospherically aged aerosols had a rather minimal contribution of 7 ± 1% to total coarse PM mass concentration. The temporal trends of the resolved factors also revealed higher contributions of road dust to total ambient coarse PM during warm season as opposed to cold season, due to the increased resuspension rate from road surfaces as a result of higher wind speeds, and temperatures, combined with lower relative humidity. Similarly, higher resuspension rate of mechanically originated particulates resulted in higher warm-season time contributions of the soil factor. Results of this study clearly revealed the key role of road dust and non-tail pipe emissions on ambient coarse PM mass concentrations in crowded areas of central Tehran, and have important implications on the potential health impacts that can be caused by these difficult to mitigate sources of coarse PM.

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Contribution of ship emissions to the concentration of PM2.5: A comprehensive study using AIS data and WRF/Chem model in Bohai Rim Region, China

Cited by 109 publications

References 45 publications

A methodology for the design of an effective air quality monitoring network in port areas

A methodology for the design of an effective air quality monitoring network in port areas

Impact of Sea Breeze Circulation on the Transport of Ship Emissions in Tangshan Port, China

Sources and Temporal Variations of Coarse Particulate Matter (PM) in Central Tehran, Iran

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