Estimated health impacts from maritime transport in the Mediterranean region and benefits from the use of cleaner fuels

Environmental Justice and Systems Analysis for Air Quality Planning in the Port of Oakland in California

Many frontline communities experience adverse health impacts from living in proximity to high-polluting industrial sources. Securing environmental justice requires, in part, a comprehensive set of quantitative indicators. We incorporate environmental justice and life-cycle thinking into air quality planning to assess fine particulate matter (PM2.5) exposure and monetized damages from operating and maintaining the Port of Oakland, a major multimodal marine port located in the historically marginalized West Oakland community in the San Francisco Bay Area. The exposure domain for the assessment is the entire San Francisco Bay Area, a home to more than 7.5 million people. Of the more than 14 sources included in the emissions inventory, emissions from large container ships, or ocean-going vessels (OGVs), dominate the PM2.5 intake, and supply chain sources (material production and delivery, fuel production) represent between 3.5% and 7.5% of annual intake. Exposure damages, which model the costs from excess mortalities resulting from exposure from the study's emission sources, range from USD 100 to 270 million per annum. Variations in damages are due to the use of different concentration-response relationships, hazard ratios, and Port resurfacing area assumptions. Racial and income-based exposure disparities are stark. The Black population and people within the lowest income quintile are 2.2 and 1.9 times more disproportionately exposed, respectively, to the Port's pollution sources relative to the general population. Mitigation efforts focused on electrifying in-port trucking operations yield modest reductions (3.5%) compared to strategies that prioritize emission reductions from OGVs and commercial harbor craft operations (8.7-55%). Our recommendations emphasize that a systems-based approach is critical for identifying all relevant emission sources and mitigation strategies for improving equity in civil infrastructure systems.

Ports and their influence on local air pollution and public health: A global analysis

Despite the skyrocketing growth in recent decades of environmental studies on ports and shipping, their local health impacts remain largely under-researched. This article tackles this gap in research by statistically analyzing data on global shipping flows across nearly 5000 ports in 35 OECD countries between 2001 and 2018. The different traffic types, from containers to bulk and passengers, are analyzed jointly with data on natural conditions, air pollution, socio-economic indicators, and public health. The principal results show that port regions pollute more than non-port regions on average, while health impacts vary according to the size and specialization of the port region. Three types of port regions are clearly differentiated: industrial, intermediate, and metropolitan port regions.

Measurement and Modeling of Ship-Related Ultrafine Particles and Secondary Organic Aerosols in a Mediterranean Port City

Maritime transport emerges as a major source of ultrafine particle (UFP) pollution in coastal regions with consequences for the health of people living in port cities. Inhalation of UFPs can cause inflammation and oxidative stress, which are starting points for further diseases. In addition to primary particles, secondary organic aerosol (SOA) may form through the photo-oxidation of volatile organic compounds emitted in ship exhaust. The characterization of size-segregated and chemical properties of particles is essential for assessing the health implications related to shipping. We applied a coupled regional-local chemistry transport modeling system to study the effects of ship emissions on atmospheric concentrations of UFP and SOA in the Mediterranean port city Marseille (France), which is characterized by the combination of high port activity, industrialized emissions, and active photochemistry in summer. Our results show that the average potential impact from local shipping in the port area was 6-9% for SOA and 27-51% for total particle number concentration in July 2020. The estimated oxidative potential of daily mean particulate organic matter related to shipping was lower than the oxidative potential reported for heavy fuel oil (HFO). The lower oxidative potential in this study is very likely due to the low share of ships using HFO during stopover.

Assessing the impact of COVID-19 on air pollutant emissions from vessels in Lianyungang Port

The COVID-19 has had a particularly significant impact on the shipping industry. Using AIS data, a "bottom-up" method was adopted to investigate whether the removal of port-imposed prevention regulations would affect ship activity and ship emissions in Lianyungang Port. The study discovered that, except for passenger ships, the total number of other ships has increased significantly, with tugs, tankers/chemical vessels, ROROs and work boats ranking among the top four. After the regulations were removed, the average normal cruising time per vessel increased from 12.23 to 20.05 h, an increase of 63.94 %, while the average operating time per vessel during slow cruising, maneuvering and hotelling decreased. Meanwhile, the total emissions of air pollutants from vessels have increased by >60 %. Relevant departments need to pay more attention to NOx and develop feasible policies to reduce emissions from especially cargo vessels, tankers and chemical vessels.

Impact of shipping emissions regulation on urban aerosol composition changes revealed by receptor and numerical modelling

Various shipping emissions controls have recently been implemented at both local and national scales. However, it is difficult to track the effect of these on PM2.5 levels, owing to the non-linear relationship that exists between changes in precursor emissions and PM components. Positive Matrix Factorisation (PMF) identifies that a switch to cleaner fuels since January 2020 results in considerable reductions in shipping-source-related PM2.5, especially sulphate aerosols and metals (V and Ni), not only at a port site but also at an urban background site. CMAQ sensitivity analysis reveals that the reduction of secondary inorganic aerosols (SIA) further extends to inland areas downwind from ports. In addition, mitigation of secondary organic aerosols (SOA) in coastal urban areas can be anticipated either from the results of receptor modelling or from CMAQ simulations. The results in this study show the possibility of obtaining human health benefits in coastal cities through shipping emission controls.

The variation of PM2.5 from ship emission under low-sulfur regulation: A case study in the coastal suburbs of Kitakyushu, Japan

From January 1, 2020, the International Maritime Organization (IMO) regulation about the limit of fuel sulfur content to 0.5 % become effective, and ships commonly install sulfur scrubbers or use low-sulfur fuel or liquefied natural gas to replace sulfur-rich heavy fuel oil. In this study, the 4-year PM_2.5 sampling in the coastal suburbs of Kitakyushu, Japan clearly indicated the significant effects of relevant regulation and countermeasures on particle emissions in this receptor site. From the perspective of air quality, an obvious decrease in the mass concentration of ship-emitted particles was observed in 2020, and the contribution of sulfate could reach 60 %. The ammonium concentration was mainly controlled by sulfate and nitrate, and its reduction also could not be ignored, accounting for about 17 %. In terms of public health, the particle exposure risk also changed greatly, mainly due to the reduction of risk levels for As, W, Sb, V, Ni, and Cd; the lowest non-carcinogenic risk and carcinogenic risk for both adults (HI = 1.2 and CR = 5.7 × 10^-5) and children (HI = 9.9 and CR = 1.1 × 10^-4) all occurred in 2020. However, these reduced health risks were still not within the safe level (except for the carcinogenic risk for adults), a fact that requires continued attention. This result exposed the deficiency of current countermeasures regarding the IMO's fuel sulfur content limit in Kitakyushu City, and increasing the proportion of ships using clean fuels (liquefied natural gas, methanol, etc.) would surely alleviate the particle pollution caused by ship emissions.

Aerosol emissions from a marine diesel engine running on different fuels and effects of exhaust gas cleaning measures

The emissions of marine diesel engines have gained both global and regional attentions because of their impact on human health and climate change. To reduce ship emissions, the International Maritime Organization capped the fuel sulfur content of marine fuels. Consequently, either low-sulfur fuels or additional exhaust gas cleaning devices for the reduction in sulfur dioxide (SO₂) emissions became mandatory. Although a wet scrubber reduces the amount of SO₂ significantly, there is still a need to consider the reduction in particle emissions directly. We present data on the particle removal efficiency of a scrubber regarding particle number and mass concentration with different marine fuel types, marine gas oil, and two heavy fuel oils (HFOs). An open-loop sulfur scrubber was installed in the exhaust line of a marine diesel test engine. Fine particulate matter was comprehensively characterized in terms of its physical and chemical properties. The wet scrubber led up to a 40% reduction in particle number, whereas a reduction in particle mass emissions was not generally determined. We observed a shift in the size distribution by the scrubber to larger particle diameters when the engine was operated on conventional HFOs. The reduction in particle number concentrations and shift in particle size were caused by the coagulation of soot particles and formation/growing of sulfur-containing particles. Combining the scrubber with a wet electrostatic precipitator as an additional abatement system showed a reduction in particle number and mass emission factors by >98%. Therefore, the application of a wet scrubber for the after-treatment of marine fuel oil combustion will reduce SO₂ emissions, but it does not substantially affect the number and mass concentration of respirable particulate matters. To reduce particle emission, the scrubber should be combined with additional abatement systems.

Health impact assessments of shipping and port-sourced air pollution on a global scale: A scoping literature review

BACKGROUND

Globalisation has led to international trade expand rapidly. Seaborne transport moves 80% of traded goods across the globe, producing around 3% of greenhouse gases and other hazardous pollutants, such as PM, NO_x and SO_x, known to be harmful to health.

METHODS

A scoping literature review was conducted reviewing peer-reviewed studies on health impact assessments (HIA) of global shipping and port-sourced air pollution. For review inclusion, studies had to (1) use a HIA methodology; (2) quantify the air pollution concentration attributable to at least one shipping or port activity scenario; (3) assess at least one health outcome (i.e. epidemiological measure or monetization); (4) quantify the attributable health burden of the respective scenario.

RESULTS

Thirty-two studies were included, studying predominantly European Sea shipping/ port-sourced emissions with health impacts for global or respective European populations. Also, Global, Asian, North American and Australian Sea shipping/ port-sourced emissions were studied, with attributable health impacts for global or respective populations. The health outcome predominantly studied was mortality (all-cause, cause-specific, loss in life expectancy, years of life lost (YLLs)), but also morbidity (disease cases, hospital admissions, years lived with disability (YLDs)), disability-adjusted life-years (DALYs), restricted activity days and work loss days. The highest air pollution concentrations were identified along major shipping routes and ports, and the strongest health impacts occurred among respective riparian populations. Globally, ∼265,000 premature deaths were projected for 2020 (∼0.5% of global mortality) attributable to global shipping-sourced emissions. Emission control scenarios studied were predominantly sulphur fuel content caps and NO_x emission reduction scenarios, consisting of technological interventions, cleaner fuels or fuel switches, and were assessed as effective in reducing shipping-sourced emissions, and hence, health burdens.

CONCLUSIONS

Our review positions maritime transport an important source of air pollution and health risk factor, which needs more research and policy attention and rigorous emission control efforts, as shipping-sourced emissions are projected to increase with increases in global trade and shipping volumes.

Lowering mortality risks in urban areas by containing atmospheric pollution

OBJECTIVES

Although studies collectively examining the traffic and residential heat pollutant emissions are abundant, research investigations dedicated to Cyprus are scarce. This investigation has simulated the levels of air pollutants, namely, CO, NO_x, PM_2.5, and PM₁₀ and reconciled them with actual air quality measurements in Nicosia, Cyprus, during a 9-month period at an hourly resolution. To this end, several scenarios and cases were formulated to tackle emissions and minimise human mortality risks in the city.

METHODS

The GRAL dispersion model was used to project pollution levels. Nine different traffic scenarios were devised to estimate variations in concentration of PM_2.5 and NO_x under various policies, such as banning diesel passenger vehicles (PV), light duty vehicles (LDV), non-Euro 6 standards vehicles, stringent speed limits and a ubiquitous roll-out of electric passenger vehicles. Moreover, 4 distinct cases were analysed to year 2030 considering a fluctuation in traffic of ±20% whereas all vehicles conform to Euro 6 standards. Three additional policies examined the prohibition of diesel PV and LDV, 80% electric PV and outlawing fireplaces. Drawing on the findings of these scenarios and cases, the total cardiovascular and respiratory mortality rates at the capital of Cyprus, Nicosia, were deduced.

RESULTS

The most promising scenario in terms of curbing emissions was to ban non-Euro 6 vehicles and diesel PV and LDV which could contain average NO_x concentration, in Nicosia, from 52.9 μg/m³ to 15.0 μg/m³. If this policy were to be implemented, it could have saved 70% of the premature deaths tied to NO_x emissions. For particulate matter, banning fireplaces and abandoning non-Euro 6 vehicles could lower average concentrations from 18.3 μg/m³ to 13.1 μg/m³, saving at least 30% of the people poised to lose their lives from particulate matter risks.

CONCLUSION

Traffic and residential heat policies are not easy to implement. However, our study has demonstrated that the most effective policies for curbing NO_x emissions would be to ensure that all vehicles abide with the Euro 6 standards and, concurrently, ban diesel passenger and light duty vehicles. Lastly, phasing out domestic fireplaces appears to be the most promising solution for containing particulate matter, in 2030.

A city-level analysis of PM2.5 pollution, climate and COVID-19 early spread in Spain

PURPUSE

The COVID-19 outbreak has escalated into the worse pandemic of the present century. The fast spread of the new SARS-CoV-2 coronavirus has caused devastating health and economic crises all over the world, with Spain being one of the worst affected countries in terms of confirmed COVID-19 cases and deaths per inhabitant. In this situation, the Spanish Government declared the lockdown of the country.

METHODS

The variations of air pollution in terms of fine particulate matter (PM_2.5) levels in seven representative cities of Spain are analyzed here considering the effect of meteorology during the national lockdown. The possible associations of PM_2.5 pollution and climate with COVID-19 accumulated cases were also analyzed.

RESULTS

While the epidemic curve was flattened, the results of the analysis show that the 4-week Spanish lockdown significantly reduced the PM_2.5 levels in only one city despite the drastically reduced human activity. Furthermore, no associations between either PM_2.5 exposure or environmental conditions and COVID-19 transmission were found during the early spread of the pandemic.

CONCLUSIONS

A longer period applying human activity restrictions is necessary in order to achieve significant reductions of PM_2.5 levels in all the analyzed cities. No effect of PM_2.5 pollution or weather on COVID-19 incidence was found for these pollutant levels and period of time.

SUPPLEMENTARY INFORMATION

The online version contains supplementary material available at 10.1007/s40201-022-00786-2.

Promising Strategies for the Reduction of Pollutant Emissions from Working Vessels in Offshore Wind Farms: The Example of Taiwan

There are excellent offshore wind resources in the ocean off the west coast of Taiwan, and renewable offshore wind power has been actively developed in recent years. This study intends to establish a cost-effectiveness assessment model to compare the pollutant emissions and cost benefits of traditional fossil fuel and fuel cells used as the propulsion force of working vessels in Taiwan’s offshore wind farms. According to MARPOL, vessels should use very-low-sulfur fuel oil (VLSFO) with sulfur content of less than 0.5 wt. %. Therefore, this study proposes two strategies: changing marine power from VLSFO to ultra-low-sulfur diesel (ULSD) and a proton exchange membrane fuel cell (PEMFC). The emission reduction and cost benefit were analyzed in comparison with the original condition when VLSFO was used. The results show that compared with the total cost of VLSFO, the total costs of Strategy ULSD and Strategy PEMFC increase by 7.5% and 51.2%, respectively, over five years. Strategy PEMFC brings environmentally friendly benefits primarily by reducing SOx, NOx, HC, PM, and CO2 emissions by 100%, 97.4%, 91.8%, 81%, and 81.6%, respectively, as compared with VLSFO. The cost–benefit ratio (CBR) of Strategy ULSD was higher than that of Strategy PEMFC in the first three years after improvements were made, and then the trend reversed. Strategy PEMFC is suitable as an alternative marine power source for the medium- and long-term (more than three years), while Strategy ULSD is suitable as a short-term investment for less than three years.

Environmental valuation of in-port shipping emissions per shipping sector on four Spanish ports

This work provides an insight into the external costs associated with ships which had been berthed in four Spanish ports before COVID-19 was on the agenda. Firstly, on a port-by-port level and by individual vessel types, as this can also provide valuable insights. The economic valuation is based on the combination of the significant bottom-up European studies which follow the impact pathway approach (IPA) to calculating costs from transport air emissions. Our results showed higher total external costs for Las Palmas de Gran Canaria (€74.4 m), followed by Tenerife (€20 m), Palma de Mallorca (€19.5 m) and Pasaia (€1.5 m). The external costs by shipping subsectors give more insights into the relationships between ship types and external costs. This has been done to correctly assign the responsibilities among the different shipping sectors inside a port and to better understand the potential benefits of implementing abatement technologies, such as cold ironing. Potential benefits from cold ironing were found to differ hugely among the different ports analysed.

Vehicular Traffic in Urban Areas: Health Burden and Influence of Sustainable Urban Planning and Mobility

Vehicular traffic is one of the major sources of air pollution in European cities. This work aims to understand which characteristics of the urban environment could influence mobility-related air pollution, quantify the health impacts of exposure to traffic-derived PM2.5 and NO2 concentrations, and assess the potential health benefits expected from traffic interventions. The health benefits modeled are intended to provide a set of comparable data to support decision-makers and encourage informed decision-making to design healthier cities. Targeting a large geographical coverage, 12 European cities from 9 countries were comparatively assessed in terms of mean daily traffic volume/area, the number of public transport stops/area, and the percentage of green and outdoor leisure areas, among other urban indicators. This was implemented using an open-source data mining tool, which was seen as a useful engine to identify potential strategies to improve air quality. The comparison of urban indicators in the selected cities evidenced two trends: (a) cities with the most heterogeneous distribution of public transport stops, as an indicator of poor accessibility, are also those with the lowest proportion of km dedicated to cycleways and footways, highlighting the need in these cities for more sustainable mobility management; and (b) the percentage of green and outdoor leisure areas may influence the share of journeys by bicycle, pointing out that promoting the perception of green routes is relevant to enhance the potential of active transport modes. Socioeconomic factors can be key determinants of the urban indicators and would need further consideration. For the health impact assessment (HIA), two baseline scenarios were evaluated and compared. One is based on mean annual traffic contributions to PM2.5 concentrations in each target city (ranging between 1.9 and 13 µg/m3), obtained from the literature, and the second is grounded on mean annual NO2 concentrations at all available traffic and urban background stations within each city (17.2–83.5 µg/m3), obtained from the European Environment Agency database. The intervention scenarios modeled were designed based on traffic mitigation strategies in the literature, and set to ranges of 6–50% in traffic-derived PM2.5 concentrations and of 4–12.5% in NO2 concentrations. These scenarios could result in only a 1.7% (0.6–4%) reduction in premature mortality due to exposure to traffic-derived PM2.5, and 1.0% (0.4–2%) due to exposure to NO2, as the mean for all the cities. This suggests that more ambitious pollution abatement strategies should be targeted.

On-site measured emission factors of polycyclic aromatic hydrocarbons for different types of marine vessels

A portable emission sampling system was used to perform on-site measurements of the emission factors (EFs; quantities of pollutants emitted per unit of energy consumed) of 29 polycyclic aromatic hydrocarbons (PAHs) for five types of marine vessels using light diesel in Hainan Province, China. Both gaseous- and particulate-phase PAHs from vessel emissions were sampled and measured using gas chromatography coupled with mass spectrometry (GC-MS), and the PAH EFs were calculated based on the carbon mass balance method. The average EFs of gaseous- and particulate-phase PAHs were 6.2 ± 7.8 and 17 ± 26 mg/kg, with naphthalene (NAP) and phenanthrene (PHE) dominating the gaseous- and particulate-phase PAH emissions, respectively. Among the five types of vessels, the EFs for small fishing boats were significantly higher than those for other types of vessels, and the lowest EFs were found for tug boats. Composition profiles and typical isomer ratios of PAHs were calculated for five types of vessels. Particulate-phase PAHs accounted for 63 ± 16% of the total emissions of 29 PAH species, and the particulate/gaseous-phase partitioning of PAHs was dominated by organic carbon (OC) absorption rather than black carbon (BC) adsorption. Emission factors of PAHs under different activity conditions were measured and calculated, and relatively higher EFs were found in the maneuvering mode for medium fishing boats and in the operating mode for engineering vessels. No significant differences were found among the PAH composition profiles under different activity conditions.

Particle release from refit operations in shipyards: Exposure, toxicity and environmental implications

European harbours are known to contribute to air quality degradation. While most of the literature focuses on emissions from stacks or logistics operations, ship refit and repair activities are also relevant aerosol sources in EU harbour areas. Main activities include abrasive removal of filler and spray painting with antifouling coatings/primers/topcoats. This work aimed to assess ultrafine particle (UFP) emissions from ship maintenance activities and their links with exposure, toxicity and health risks for humans and the aquatic environment. Aerosol emissions were monitored during mechanical abrasion of surface coatings under real-world operating conditions in two scenarios in the Mallorca harbour (Spain). Different types of UFPs were observed: (1) highly regular (triangular, hexagonal) engineered nanoparticles (Ti-, Zr-, Fe-based), embedded as nano-additives in the coatings, and (2) irregular, incidental particles emitted directly or formed during abrasion. Particle number concentrations monitored were in the range of industrial activities such as drilling or welding (up to 5 ∗ 10⁵/cm³, mean diameters <30 nm). The chemical composition of PM₄ aerosols was dominated by metallic tracers in the coatings (Ti, Al, Ba, Zn). In vitro toxicity of PM₂ aerosols evidenced reduced cell viability and a moderate potential for cytotoxic effects. While best practices (exhaust ventilation, personal protective equipment, dust removal) were in place, it is unlikely that exposures and environmental release can be fully avoided at all times. Thus, it is advisable that health and safety protocols should be comprehensive to minimise exposures in all types of locations (near- and far-field) and periods (activity and non-activity). Potential release to coastal surface waters of metallic engineered and incidental nanomaterials, as well as fine and coarse particles (in the case of settled dust), should be assessed and avoided.

Real-world particle emissions and secondary aerosol formation from a diesel oxidation catalyst and scrubber equipped ship operating with two fuels in a SECA area

SO_x Emissions Control Areas (SECAs) have been established to reduce harmful effects of atmospheric sulfur. Typical technological changes for ships to conform with these regulations have included the combustion of low-sulfur fuels or installment of SO_x scrubbers. This paper presents experimental findings from high-end real-time measurements of gaseous and particulate pollutants onboard a Roll-on/Roll-off Passenger ship sailing inside a SECA equipped with a diesel oxidation catalyst (DOC) and a scrubber as the exhaust aftertreatment. The ship operates between two ports and switched off the SO_x scrubbing when approaching one of the ports and used low-sulfur fuel instead. Measurement results showed that the scrubber effectively reduced SO₂ concentrations with over 99% rate. In terms of fuel, the engine-out PM was higher for heavy fuel oil than for marine gas oil. During open sea cruising (65% load) the major chemical components in PM having emission factor of 1.7 g kg_fuel^-1 were sulfate (66%) and organics (30%) whereas the contribution of black carbon (BC) in PM was low (∼4%). Decreased engine load on the other hand increased exhaust concentrations of BC by a factor exceeding four. As a novel finding, the secondary aerosol formation potential of the emitted exhaust measured with an oxidation flow reactor and an aerosol mass spectrometer was found negligible. Thus, it seems that either DOC, scrubber, or their combination is efficient in eliminating SOA precursors. Overall, results indicate that in addition to targeting sulfur and NO_x emissions from shipping, future work should focus on mitigating harmful particle emissions.

Estimating the health and economic burden of shipping related air pollution in the Iberian Peninsula

Air pollution is the leading cause of the global burden of disease from the environment, entailing substantial economic consequences. International shipping is a significant source of NO_x, SO₂, CO and PM, which can cause known negative health impacts. Thus, this study aimed to estimate the health impacts and the associated external costs of ship-related air pollution in the Iberian Peninsula for 2015. Moreover, the impact of CAP2020 regulations on 2015 emissions was studied. Log-linear functions based on WHO-HRAPIE relative risks for PM_2.5 and NO₂ all-cause mortality and morbidity health end-points, and integrated exposure-response functions for PM_2.5 cause-specific mortality, were used to calculate the excess burden of disease. The number of deaths and years of life lost (YLL) due to NO₂ ship-related emissions was similar to those of PM_2.5 ship-related emissions. Estimated all-cause premature deaths attributable to PM_2.5 ship-related emissions represented an average increase of 7.7% for the Iberian Peninsula when compared to the scenario without shipping contribution. Costs of around 9 100 million € yr-1 (for value of statistical life approach - VSL) and 1 825 million € yr^-1 (for value of life year approach - VOLY) were estimated for PM and NO₂ all-cause burden of disease. For PM_2.5 cause-specific mortality, a cost of around 3 475 million € yr^-1 (for VSL approach) and 851 million € yr^-1 (for VOLY approach) were estimated. Costs due to PM and NO₂ all-cause burden represented around 0.72% and 0.15% of the Iberian Peninsula gross domestic product in 2015, respectively for VSL and VOLY approaches. For PM_2.5 cause-specific mortality, costs represented around 0.28% and 0.06%, respectively, for VSL and VOLY approaches. If CAP2020 regulations had been applied in 2015, around 50% and 30% respectively of PM_2.5 and NO₂ ship-related mortality would been avoided. These results show that air pollution from ships has a considerable impact on health and associated costs affecting the Iberian Peninsula.

Pollutant Emissions in Ports: A Comprehensive Review

In recent decades, maritime transport demand has increased along with world population and global trades. This is associated with higher pollution levels, including the emissions of GHG and other polluting gases. Ports are important elements within maritime transport and contribute themselves to pollutant emissions. This paper aims to offer a comprehensive yet technical review of the latest related technologies, explaining and covering aspects that link ports with emissions, i.e., analyzing, monitoring, assessing, and mitigating emissions in ports. This has been achieved through a robust scientific analysis of very recent and significant research studies, to offer an up-to-date and reliable overview. Results show the correlation between emissions and port infrastructures, and demonstrate how proper interventions can help with reducing pollutant emissions and financial costs as well, in ports and for maritime transportation in general. Besides, this review also wishes to propose new ideas for future research: new future experimental studies might spin-off from it, and perhaps port Authorities might be inspired to experiment and implement dedicated technologies to improve their impact on environment and sustainability.

Contribution of Aerosol Sources to Health Impacts

Atmospheric aerosol is one of the major leading environmental risk factors for human health worldwide, potentially causing several million premature deaths per year [...]

Shipping and Air Quality in Italian Port Cities: State-of-the-Art Analysis of Available Results of Estimated Impacts

Populated coastal areas are exposed to emissions from harbour-related activities (ship traffic, loading/unloading, and internal vehicular traffic), posing public health issues and environmental pressures on climate. Due to the strategic geographical position of Italy and the high number of ports along coastlines, an increasing concern about maritime emissions from Italian harbours has been made explicit in the EU and IMO (International Maritime Organization, London, UK) agenda, also supporting the inclusion in a potential Mediterranean emission control area (MedECA). This work reviews the main available outcomes concerning shipping (and harbours’) contributions to local air quality, particularly in terms of concentration of particulate matter (PM) and gaseous pollutants (mainly nitrogen and sulphur oxides), in the main Italian hubs. Maritime emissions from literature and disaggregated emission inventories are discussed. Furthermore, estimated impacts to air quality, obtained with dispersion and receptor modeling approaches, which are the most commonly applied methodologies, are discussed. Results show a certain variability that suggests the necessity of harmonization among methods and input data in order to compare results. The analysis gives a picture of the effects of this pollution source, which could be useful for implementing effective mitigation strategies at a national level.

Potential and limiting factors in the use of alternative fuels in the European maritime sector

The maritime sector is a key asset for the world economy, but its environmental impact represents a major concern. The sector is primarily supplied with Heavy Fuel Oil, which results in high pollutant emissions. The sector has set targets for deacrbonisation, and alternative fuels have been identified as a short-to medium-term option. The paper addresses the complexity related to the activities of the maritime industry, and discusses the possible contribution of alternative fuels. A sector segmentation is proposed to define the consumption of each sub-segment, so to compare it with the current alternative fuel availability at European level. The paper shows that costs and GHG savings are fundamental enablers for the uptake of alternative fuels, but other aspects are also crucial: technical maturity, safety regulation, expertise needed, etc. The demand for alternative fuels has to be supported by an existing, reliable infrastructure, and this is not yet the case for many solutions (i.e. electricity, hydrogen or methanol). Various options are already available for maritime sector, but the future mix of fuels used will depend on technology improvements, availability, costs and the real potential for GHG emissions reduction.

Recent Advances in Studying Air Quality and Health Effects of Shipping Emissions

The increase of global commerce and tourism makes the shipping sector an important contributor of atmospheric particles and gaseous pollutants. These have impacts on both health and climate, especially in populated coastal areas. Maritime activities could be an important driver for economic and social development, however, they are also an environmental pressure. Several policies were implemented in the last decades, at local/regional or international levels, mainly focused on reducing the content of sulphur in marine fuels. The last international IMO-2020 regulation was enforced on 1 January 2020. This work reviews some recent studies on this topic delineating current knowledge of the impacts of maritime emissions on air quality and health and the future projections relative to the benefits of the implementation of the new IMO-2020 regulation. In addition, future perspectives for further mitigation strategies are discussed.

Comparison of the impact of ships to size-segregated particle concentrations in two harbour cities of northern Adriatic Sea

Detailed information on in-harbour shipping contribution to size segregated particles in coastal cities are scarce, especially in the busy Mediterranean basin. This poses issues for human exposure and air quality in urban harbour agglomerates, where only criteria pollutants (i.e. PM₁₀ and/or PM_2.5) are usually monitored. In this work, particle number and mass size distributions, in a large size range (0.01-31 μm), were obtained in two coastal cities of northern Adriatic Sea: Venice (Italy) and Rijeka (Croatia). Three size ranges were investigated: nanoparticles (diameter D < 0.25 μm); fine particles (0.25<D < 1 μm), and coarse particles (D > 1 μm). Absolute concentrations were larger in Venice for all size ranges showing, using analysis of daily trends, a large influence of local meteorology and boundary-layer dynamics. Contribution of road transport was larger (in relative terms) in Rijeka compared to Venice. The highest contributions of shipping were in Venice, mainly because of the larger ship traffic. Maximum impact was on nanoparticles 7.4% (Venice) and 1.8% (Rijeka), the minimum was on fine range 1.9% (Venice) and <0.2% (Rijeka) and intermediate values were found in the coarse fraction 1.8% (Venice) and 0.5% (Rijeka). Contribution of shipping to mass concentration was not distinguishable from uncertainty in Rijeka (<0.2% for PM₁, PM_2.5, and PM₁₀) and was about 2% in Venice. Relative contributions as function of particles size show remarkable similitudes: a maximum for nanoparticles, a quick decrease and a successive secondary maximum (2-3 times lower than the first) in the fine range. For larger diameters, the relative contributions reach a minimum at 1-1.5 μm and there is a successive increase in the coarse range. Size distributions showed a not negligible contribution of harbour emissions to nanoparticle and fine particle number concentrations, compared to PM_2.5 or PM₁₀, indicating them as a better metric to monitor shipping impacts compared to mass concentrations (PM_2.5 or PM₁₀).

Health Impact of Air Pollution from Shipping in the Baltic Sea: Effects of Different Spatial Resolutions in Sweden

In 2015, stricter regulations to reduce sulfur dioxide emissions and particulate air pollution from shipping were implemented in the Baltic Sea. We investigated the effects on population exposure to particles <2.5 µm (PM_2.5) from shipping and estimated related morbidity and mortality in Sweden’s 21 counties at different spatial resolutions. We used a regional model to estimate exposure in Sweden and a city-scale model for Gothenburg. Effects of PM_2.5 exposure on total mortality, ischemic heart disease, and stroke were estimated using exposure–response functions from the literature and combining them into disability-adjusted life years (DALYS). PM_2.5 exposure from shipping in Gothenburg decreased by 7% (1.6 to 1.5 µg/m³) using the city-scale model, and 35% (0.5 to 0.3 µg/m³) using the regional model. Different population resolutions had no effects on population exposures. In the city-scale model, annual premature deaths due to shipping PM_2.5 dropped from 97 with the high-sulfur scenario to 90 in the low-sulfur scenario, and in the regional model from 32 to 21. In Sweden, DALYs lost due to PM_2.5 from Baltic Sea shipping decreased from approximately 5700 to 4200. In conclusion, sulfur emission restrictions for shipping had positive effects on health, but the model resolution affects estimations.

Air quality mitigation in European cities: Status and challenges ahead

Cities are currently at the core of air quality (AQ) improvement. The present work provides an overview of AQ management strategies and outcomes in 10 European cities (Antwerp, Berlin, Dublin, Madrid, Malmö, Milan, Paris, Plovdiv, Prague, Vienna) in 2018, and their evolution since 2013 (same cities, plus Ploiesti and Vilnius), based on first-hand input from AQ managers. The status of AQ mitigation in 2018, and its evolution since 2013, were assessed. While results evidenced that the majority of mitigation strategies targeted road traffic, emerging sources such as inland shipping, construction/demolition and recreational wood burning were identified. Several cities had in 2018 the ambition to continue decreasing air pollution concentrations to meet WHO guidelines, an ambition which had not yet been identified in 2013. Specific needs identified by all of the cities assessed were tools to quantify the effectiveness of mitigation strategies and for cost-benefit analysis, as well as specific and up to date technical guidance on real-world road vehicle emissions. The cities also requested guidance to identify mitigation measures promoting co-benefits, e.g., in terms of AQ, climate change, and noise. Support from administrations at local-regional-national-EU scales, and especially involving local policy-makers early on in the air quality management process, was considered essential. This work provides insight into the drivers of successful/unsuccessful AQ policies as well as on the challenges faced during their implementation. We identify knowledge gaps and provide input to the research and policy-making communities as to specific needs of cities.