Effects of ship emissions on European ground-level ozone in 2020

Jonson, Jan Eiof; Tarrasón, L.; Klein, Heiko; Vestreng, Vigdis; Cofala, J.; Whall, C.

doi:10.1080/01431160902821858

Cited by 21 publications

(22 citation statements)

References 12 publications

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“…Seasonal changes in the ship traffic appear to be primarily connected with touristic activities/passenger transport, and mainly interest specific coastal areas (e.g., the Ligurian sea, several routes in Greece, etc.). The emissions from the passenger ships are however estimated to be small (Jonson et al, 2009), and probably produce a limited effect on the seasonal distribution of the emissions. Table 2 presents some statistics on V sol measurements and the cases of consecutive days with V sol >V st .…”

Section: Seasonal Evolutionmentioning

confidence: 99%

“…Recent modeling studies which used different ship emission inventories assumed a constant source throughout the year (e.g., Marmer and Langmann, 2005;Jonson et al, 2009), explicitly because of lacking information. For instance, Marmer and Langmann (2005) found mean concentrations of sulphate aerosol almost four times higher in summer than in winter in the lowest level of their model.…”

Section: Seasonal Evolutionmentioning

confidence: 99%

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Evidence for heavy fuel oil combustion aerosols from chemical analyses at the island of Lampedusa: a possible large role of ships emissions in the Mediterranean

et al. 2012

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Abstract. Measurements of aerosol chemical composition made on the island of Lampedusa, south of the Sicily channel, during years [2004][2005][2006][2007][2008], are used to identify the influence of heavy fuel oil (HFO) combustion emissions on aerosol particles in the Central Mediterranean. Aerosol samples influenced by HFO are characterized by elevated Ni and V soluble fraction (about 80 % for aerosol from HFO combustion, versus about 40 % for crustal particles), high V and Ni to Si ratios, and values of V sol > 6 ng m −3 . Evidence of HFO combustion influence is found in 17 % of the daily samples. Back trajectories analysis on the selected events show that air masses prevalently come from the Sicily channel region, where an intense ship traffic occurs. This behavior suggests that single fixed sources like refineries are not the main responsible for the elevated V and Ni events, which are probably mainly due to ships emissions.V sol , Ni sol , and non-sea salt SO 2− 4 (nssSO 2− 4 ) show a marked seasonal behaviour, with an evident summer maximum. Such a pattern can be explained by several processes: (i) increased photochemical activity in summer, leading to a faster production of secondary aerosols, mainly nssSO 2− 4 , from the oxidation of SO 2 (ii) stronger marine boundary layer (MBL) stability in summer, leading to higher concentration of emitted compounds in the lowest atmospheric layers. A very intense event in spring 2008 was studied in detail, also using size segregated chemical measurements. These data show that elements arising from heavy oil combustion (V, Ni, Al, Fe) are distributed in the sub-micrometric fraction of the aerosol, and the metals are present as free metals, carbonates, oxides hydrates or labile complex with organic ligands, so that they are dissolved in mild condition (HNO 3 , pH1.5).Data suggest a characteristic nssSO 2− 4 /V ratio in the range 200-400 for HFO combustion aerosols in summer at Lampedusa. By using the value of 200 a lower limit for the HFO contribution to total sulphates is estimated. HFO combustion emissions account, as a summer average, at least for 1.2 µg m −3 , representing about 30 % of the total nssSO 2− 4 , 3.9 % of PM 10 , 8 % of PM 2.5 , and 11 % of PM1. Within the used dataset, sulphate from HFO combustion emissions reached the peak value of 6.1 µg m −3 on 26 June 2008, when it contributed by 47 % to nssSO 2− 4 , and by 15 % to PM 10 .

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Section: Seasonal Evolutionmentioning

confidence: 99%

Section: Seasonal Evolutionmentioning

confidence: 99%

Evidence for heavy fuel oil combustion aerosols from chemical analyses at the island of Lampedusa: a possible large role of ships emissions in the Mediterranean

et al. 2012

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“…Offshore shipping sources of NO x may become significant as land based-emissions decline Jonson et al, 2009;Dalsøren et al, 2010). The impact of ship emissions on tropospheric oxidants is mainly caused by the relatively large fraction of NO x in ship exhaust.…”

Section: Shippingmentioning

confidence: 99%

Tropospheric ozone and its precursors from the urban to the global scale from air quality to short-lived climate forcer

et al. 2015

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Abstract. Ozone holds a certain fascination in atmospheric science. It is ubiquitous in the atmosphere, central to tropospheric oxidation chemistry, yet harmful to human and ecosystem health as well as being an important greenhouse gas. It is not emitted into the atmosphere but is a byproduct of the very oxidation chemistry it largely initiates. Much effort is focused on the reduction of surface levels of ozone owing to its health and vegetation impacts, but recent efforts to achieve reductions in exposure at a country scale have proved difficult to achieve owing to increases in background ozone at the zonal hemispheric scale. There is also a growing realisation that the role of ozone as a short-lived climate pollutant could be important in integrated air quality climate change mitigation. This review examines current understanding of the processes regulating tropospheric ozone at global to local scales from both measurements and models. It takes the view that knowledge across the scales is important for dealing with air quality and climate change in a synergistic manner. The review shows that there remain a number of clear challenges for ozone such as explaining surface trends, incorporating new chemical understanding, ozone-climate coupling, and a better assessment of impacts. There is a clear and present need to treat ozone across the range of scales, a transboundary issue, but with an emphasis on the hemispheric scales. New observational opportunities are offered both by satellites and small sensors that bridge the scales.

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“…On a global scale both the climate effects and air pollution have been studied (Corbett et al, 1999Endresen et al, 2003;Eyring et al, 2007;Fuglestvedt et al, 2010). In addition several regional studies have addressed the regional impacts of ship emissions in Europe (Jonson et al, 2000(Jonson et al, , 2009Andersson et al, 2007;Brandt et al, 2013). Tuovinen et al (2013) looked at the effect of increased shipping in the Arctic sea-lanes on nitrogen deposition and ozone uptake by vegetation.…”

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confidence: 99%

Model calculations of the effects of present and future emissions of air pollutants from shipping in the Baltic Sea and the North Sea

et al. 2015

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Abstract. Land-based emissions of air pollutants in Europe have steadily decreased over the past two decades, and this decrease is expected to continue. Within the same time span emissions from shipping have increased in EU ports and in the Baltic Sea and the North Sea, defined as SECAs (sulfur emission control areas), although recently sulfur emissions, and subsequently particle emissions, have decreased. The maximum allowed sulfur content in marine fuels in EU ports is now 0.1 %, as required by the European Union sulfur directive. In the SECAs the maximum fuel content of sulfur is currently 1 % (the global average is about 2.4 %). This will be reduced to 0.1 % from 2015, following the new International Maritime Organization (IMO) rules.In order to assess the effects of ship emissions in and around the Baltic Sea and the North Sea, regional model calculations with the EMEP air pollution model have been made on a 1/4 • longitude × 1/8 • latitude resolution, using ship emissions in the Baltic Sea and the North Sea that are based on accurate ship positioning data. The effects on depositions and air pollution and the resulting number of years of life lost (YOLLs) have been calculated by comparing model calculations with and without ship emissions in the two sea areas. In 2010 stricter regulations for sulfur emissions were implemented in the two sea areas, reducing the maximum sulfur content allowed in marine fuels from 1.5 to 1 %. In addition ships were required to use fuels with 0.1 % sulfur in EU harbours. The calculations have been made with emissions representative of 2009 and 2011, i.e. before and after the implementation of the stricter controls on sulfur emissions from 2010. The calculations with present emissions show that per person, an additional 0.1-0.2 years of life lost is estimated in areas close to the major ship tracks with current emission levels. Comparisons of model calculations with emissions before and after the implementation of stricter emission control on sulfur show a general decrease in calculated particle concentration. At the same time, however, an increase in ship activity has resulted in higher emissions of other components, and subsequently air concentrations, in particular of NO x , especially in and around several major ports.Additional model calculations have been made with landbased and ship emissions representative of year 2030. Following a decrease in emissions from all sectors, air quality is expected to improve, and depositions to be reduced. Particles from shipping are expected to decrease as a result of emission controls in the SECAs. Further controls of NO x emissions from shipping are not decided, and calculations are presented with and without such controls.

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Effects of ship emissions on European ground-level ozone in 2020

Cited by 21 publications

References 12 publications

Evidence for heavy fuel oil combustion aerosols from chemical analyses at the island of Lampedusa: a possible large role of ships emissions in the Mediterranean

Evidence for heavy fuel oil combustion aerosols from chemical analyses at the island of Lampedusa: a possible large role of ships emissions in the Mediterranean

Tropospheric ozone and its precursors from the urban to the global scale from air quality to short-lived climate forcer

Model calculations of the effects of present and future emissions of air pollutants from shipping in the Baltic Sea and the North Sea

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