The direct influence of ship traffic on atmospheric PM2.5, PM10 and PAH in Venice

Spatiotemporal Analysis of Complex Emission Dynamics in Port Areas Using High-Density Air Sensor Network

Cargo terminals, as pivotal hubs of mechanical activities, maritime shipping, and land transportation, are significant sources of air pollutants, exhibiting considerable spatiotemporal heterogeneity due to the complex and irregular nature of emissions. This study employed a high-density air sensor network with 17 sites across four functional zones in two Shanghai cargo terminals to monitor NO and NO2 concentrations with high spatiotemporal resolution post sensor data validation against regulatory monitoring stations. Notably, NO and NO2 concentrations within the terminal surged during the night, peaking at 06:00 h, likely due to local regulations on heavy-duty diesel trucks. Spatial analysis revealed the highest NO concentrations in the core operational areas and adjacent roads, with significantly lower levels in the outer ring, indicating strong emission sources and limited dispersion. Employing the lowest percentile method for baseline extraction from high-resolution data, this study identified local emissions as the primary source of NO, constituting over 80% of total emissions. Elevated background concentrations of NO2 suggested a gradual oxidation of NO into NO2, with local emissions contributing to 32-70% of the total NO2 concentration. These findings provide valuable insights into the NO and NO2 emission characteristics across different terminal areas, aiding decision-makers in developing targeted emission control policies.

Advancing shipping NOx pollution estimation through a satellite-based approach

Estimating shipping nitrogen oxides (NOx) emissions and their associated ambient NO2 impacts is a complex and time-consuming task. In this study, a satellite-based ship pollution estimation model (SAT-SHIP) is developed to estimate regional shipping NOx emissions and their contribution to ambient NO2 concentrations in China. Unlike the traditional bottom-up approach, SAT-SHIP employs satellite observations with varying wind patterns to improve the top-down emission inversion methods for individual sectors amidst irregular emission plume signals. Through SAT-SHIP, shipping NOx emissions for 17 ports in China are estimated. The results show that SAT-SHIP performed comparably with the bottom-up approach, with an R2 value of 0.8. Additionally, SAT-SHIP reveals that the shipping sector in port areas contributes ∼21 and 11% to NO2 concentrations in the Yangtze River Delta and Pearl River Delta areas of China, respectively, which is consistent with the results from chemical transportation model simulations. This approach has practical implications for policymakers seeking to identify pollution sources and develop effective strategies to mitigate air pollution.

Characterization of the sources and health risks of polycyclic aromatic hydrocarbons in PM2.5 and their relationship with black carbon: A case study in northern Taiwan

Polycyclic aromatic hydrocarbons (PAHs) and black carbon (BC) often coexist in PM2.5 because both form during the incomplete combustion of organic matter. These compounds are regarded as hazardous air pollutants with potential health effects, including respiratory and cardiovascular effects. In this study, to evaluate the health risks of PAHs and BC at an urban site in northern Taiwan, 16 priority PAHs and BC, identified by the United States Environmental Protection Agency, were analyzed and quantified in PM2.5 to determine their concentrations, their relationship with each other, and their likely sources. The results indicated that the mean concentrations of total PAHs and BC were 0.91 ng m-3 and 0.97 μg m-3, respectively, with a significant positive correlation between them, indicating the same emission sources. The results also indicated that fossil fuel combustion and traffic emissions were primary contributors to PAHs, with wood and biomass combustion playing a less prominent role. Among these 16 priority PAHs, benzo[a]pyrene, dibenz[a,h]anthracene, benzo[b]fluoranthene, and indeno[1,2,3-cd]pyrene served as major carcinogenic compounds, accounting for 89.0% of the total carcinogenic toxicity. Thus, the lifetime excess cancer risk resulting from PAH exposure was estimated as 8.03 × 10-6, indicating a potential carcinogenic risk to human health at the sampling site. Overall, this study highlights the need for future mitigation policies for traffic emissions and fossil fuel combustion for reducing the local emissions of BC and co-produced PAHs in northern Taiwan.

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.

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.

Discovering oxidative potential (OP) drivers of atmospheric PM10, PM2.5, and PM1 simultaneously in North-Eastern Spain

Ambient particulate matter (PM) is a major contributor to air pollution, leading to adverse health effects on the human population. It has been suggested that the oxidative potential (OP, as a tracer of oxidative stress) of PM is a possible determinant of its health impact. In this study, samples of PM₁₀, PM_2.5, and PM₁ were collected roughly every four days from January 2018 until March 2019 at a Barcelona urban background site and Montseny rural background site in northeastern Spain. We determined the chemical composition of samples, allowing us to perform source apportionment using positive matrix factorization. The OP of PM was determined by measuring reactive oxygen species using dithiothreitol and ascorbic acid assays. Finally, to link the sources with the measured OP, both a Pearson's correlation and a multiple linear regression model were applied to the dataset. The results showed that in Barcelona, the OP of PM₁₀ was much higher than those of PM_2.5 and PM₁, whereas in Montseny results for all PM sizes were in the same range, but significantly lower than in Barcelona. In Barcelona, several anthropogenic sources were the main drivers of OP in PM₁₀ (Combustion + Road Dust + Heavy Oil + OC-rich) and PM_2.5 (Road Dust + Combustion). In contrast, PM₁ -associated OP was driven by Industry, with a much lower contribution to PM₁₀ and PM_2.5 mass. Meanwhile, Montseny exhibited no clear drivers for OP evolution, likely explaining the lack of a significant difference in OP between PM₁₀, PM_2.5, and PM₁. Overall, this study indicates that size fraction matters for OP, as a function of the environment typology. In an urban context, OP is driven by the PM₁₀ and PM₁ size fractions, whereas only the PM₁ fraction is involved in rural environments.

Non-Invasive-Monitoring Methodology for the Evaluation of Environmental Impacts on Istrian Stone Surfaces in Venice

This work proposes a non-invasive, affordable, and easily reproducible methodology for monitoring limestone surfaces vulnerability. The proposed methodology integrates the study of environmental factors impacting limestone surfaces with physical–chemical and morphological observations of historical Istria stone surfaces in Venice. Pollutant trends of particulate matters (PPM), NO2, SO2, O3, and the meteorological forcing were considered over a 20-year period. To collect information on the conservation state of stone surfaces, visual, optical microscopy observation, chemical analysis via FT-IR-ATR spectroscopy, and the evaluation of morphological and profilometric parameters by digitalizing the surface of silicone molds were carried out. The surfaces of Ca’ Foscari, Ca’ Dolfin, and Garzoni Palace were monitored in 2015 and five years after. Indicators, such as site, sheltered or exposed position, and location of the stone surfaces, were taken into consideration for data interpretation. A relationship between surface conservation state and the proposed environmental indicators has been evaluated. Deposits and crusts were found only in the courtyard façade and in sheltered points, reflecting SO2 reduction; large, eroded areas were found on exposed surfaces related to rain runoff and possibly related to the locally high NOx levels.

Impact of Anthropogenic Activities on Underwater Noise Pollution in Venice

We illustrate the implementation and results of a field experiment, consisting of recording continuous signal from a hydrophone 3 m deep in the Venetian lagoon. We simultaneously recorded audio signal through a microphone placed on a nearby pier. We investigate the potential of this simple instrumental setup to explore the small touristic boat traffic contribution to the underwater noise. The ultimate goal of our work is to contribute to quantifying underwater noise pollution due to motorboat passages and its impact on the ecosystem. Efforts such as ours should help to identify measures that could diminish noise pollution, focusing specifically on the aspects that are most disruptive to underwater life. After this preliminary test, more work can be planned, involving the deployment of a larger network of similar instruments around the lagoon. At this point, we can conclude that (i) our instruments are sensitive enough to detect motorboats and identify some of their characteristics; (ii) the area of interest is characterized by a large (approx. 20 dB) day/night difference in ambient noise; and (iii) the historic center of Venice and its immediate surroundings are particularly noisy, in comparison to other similarly studied locations.

Impacts of vehicle emission on air quality and human health in China

The growing of vehicle population aggravates air pollution and threatens human health. In this study, based on the refined whole-process vehicle emission inventory considering volatile organic compounds (VOCs) evaporation emission, the CAMx model was applied to comprehensively quantify the impacts of the vehicle sector on the annual and seasonal concentrations of PM_2.5 and O₃ in China. Also, the health risks caused by long-term exposure to PM_2.5 and O₃ were evaluated. The model results showed that vehicle emission was an important source of severe O₃ pollution in summer, with a contribution of more than 30% in most parts of China, but not an important source of serious PM_2.5 pollution in winter, with a contribution of less than 20% in heavily polluted regions in China. Compared to tailpipe emission, vehicle VOCs evaporation emission led to increases of 25% and 47% to sectoral contribution to PM_2.5 and O₃. Health risk assessment results showed that attributable deaths caused by long-term exposure to PM_2.5 and O₃ were 975,029 and 46,043 in 2018, to which vehicle emission contributed approximately 12.5% and 22.2%, respectively.

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.

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.

Occurrence and source apportionment of organic pollutants in deep sediment cores of the Venice Lagoon

In this study, recent and aged inputs of five classes of organic contaminants (i.e. PCBs, OCPs, PCDD/Fs, PAHs, and n-Alkanes) were evaluated in eight deep sediment cores of the Venice Lagoon, collected along the path of a new waterway whose excavation is under evaluation by local authorities, to assess the environmental quality status of the area. Diagnostic indices were calculated for identifying pollutant distribution patterns and their major emission sources, whose relative contribution was quantified by a Positive Matrix Factorization source apportionment model. Sedimentary depth profiles highlighted higher contamination in the top layer, mainly related to ship traffic combustion and vehicular/industrial emissions from the mainland. Nevertheless, a significant level of pollution has been detected also in the deeper layers, probably due to the transport of particulate matter through the aquifers underlying the lagoon seabed. The results underlined the threat posed by the possible resuspension of pollutants in the water column during contaminated sediment dredging.

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.

On Evidence-Based Practice in Disaster Risk Reduction

Disaster science and scholarship are forever expanding and there are increasing calls to base disaster risk reduction policies on the evidence produced by such work. Using examples and argument, this opinion piece examines the nature of evidence. It defines evidence-based practice and considers how it has developed and become important to disaster risk reduction. A definition of what constitutes evidence is difficult to achieve but it must be made in relation to whether the data and information collected can usefully be interpreted and employed to change things for the better. Case histories from past and present centuries show that evidence can sometimes be argued over endlessly. In other cases it is roundly ignored. In yet other instances, false conclusions derived from evidence can become evidence in their own right. Nevertheless, there are situations in disaster risk reduction in which evidence is sorely needed but is clearly lacking. The effectiveness of counter-terrorism measures is one such area. In conclusion, evidence is valuable, above all if there is willingness to use it to support policy formulation, especially in a simple, transparent manner. Subjective interpretation can never be entirely removed from the use of evidence, and evidence alone will not stimulate the policy formulators to improve their decision making.

An integrated chemical mass balance and source emission inventory model for the source apportionment of PM2.5 in typical coastal areas

The source apportionment of PM_2.5 is essential for pollution prevention. In view of the weaknesses of individual models, we proposed an integrated chemical mass balance-source emission inventory (CMB-SEI) model to acquire more accurate results. First, the SEI of secondary component precursors (SO₂, NO_x, NH₃, and VOCs) was compiled to acquire the emission ratios of these sources for the precursors. Then, a regular CMB simulation was executed to obtain the contributions of primary particle sources and secondary components (SO₄^2-, NO₃^-, NH₄⁺, and SOC). Afterwards, the contributions of secondary components were apportioned into primary sources according to the source emission ratios. The final source apportionment results combined the contributions of primary sources by CMB and SEI. This integrated approach was carried out via a case study of three coastal cities (Zhoushan, Taizhou, and Wenzhou; abbreviated WZ, TZ, and ZS) in Zhejiang Province, China. The regular CMB simulation results showed that PM_2.5 pollution was mainly affected by secondary components and mobile sources. The SEI results indicated that electricity, industrial production and mobile sources were the largest contributors to the emission of PM_2.5 gaseous precursors. The simulation results of the CMB-SEI model showed that PM_2.5 pollution in the coastal areas of Zhejiang Province presented complex pollution characteristics dominated by mobile sources, electricity production sources and industrial production sources. Compared to the results of the CMB and SEI models alone, the CMB-SEI model completely apportioned PM_2.5 to primary sources and simultaneously made the results more accurate and reliable in accordance with local industrial characteristics.

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

Ship traffic emissions degrade air quality in coastal areas and contribute to climate impacts globally. The estimated health burden of exposure to shipping emissions in coastal areas may inform policy makers as they seek to reduce exposure and associated potential health impacts. This work estimates the PM2.5-attributable impacts in the form of premature mortality and cardiovascular and respiratory hospital admissions, from long-term exposure to shipping emissions. Health impact assessment (HIA) was performed in 8 Mediterranean coastal cities, using a baseline conditions from the literature and a policy case accounting for the MARPOL Annex VI rules requiring cleaner fuels in 2020. Input data were (a) shipping contributions to ambient PM2.5 concentrations based on receptor modelling studies found in the literature, (b) population and health incidence data from national statistical registries, and (c) geographically-relevant concentration-response functions from the literature. Long-term exposure to ship-sourced PM2.5 accounted for 430 (95% CI: 220-650) premature deaths per year, in the 8 cities, distributed between groups of cities: Barcelona and Athens, with >100 premature deaths/year, and Nicosia, Brindisi, Genoa, Venice, Msida and Melilla, with tens of premature deaths/year. The more stringent standards in 2020 would reduce the number of PM2.5-attributable premature deaths by 15% on average. HIA provided a comparative assessment of the health burden of shipping emissions across Mediterranean coastal cities, which may provide decision support for urban planning with a special focus on harbour areas, and in view of the reduction in sulphur content of marine fuels due to MARPOL Annex VI in 2020.

Workflow for Comparison of Chemical and Biological Metrics of Filter Collected PM2.5

There is limited understanding of adverse health effect associations with chemical constituents of fine particulate matter (PM2.5) as well as the underlying mechanisms. We outlined a workflow to assess metrics, beyond concentration, using household and personal PM2.5 filter samples collected in India as a proof of concept for future large-scale studies. Oxidative potential, chemical composition (polycyclic aromatic hydrocarbons and elements), and bioactivity (developmental exposures in zebrafish) were determined. Significant differences were observed in all metrics between personal and household PM2.5 samples. This work established methods to characterize multiple metrics of PM2.5 to ultimately support the identification of more health-relevant metrics than concentration.

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

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 SO₂ 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.

Assessment of source contribution to air quality in an urban area close to a harbor: Case-study in Porto, Portugal

Several harbors, like the Port of Leixões (Porto, Portugal), are located near urban and industrial areas, places where residential urban areas, highways and the refinery industry coexist. The need for assessing the contribution of the port to the air quality in its vicinity around the port is the motivation for the present study. This contribution was investigated using a numerical modelling approach based on the web-based research screening tool C-PORT. The impact of the meteorological conditions (namely atmospheric stability and wind direction) was first evaluated, and the most critical conditions for pollutants dispersion were identified. The dominant wind direction, from WSW, was responsible for the transport of pollutants over the surrounding urban area, which was potentiated by the diurnal sea breeze circulation. Multiple scenario runs were then performed to quantify the contribution of each emission sector/activity (namely maritime emissions; port activities; road traffic and refinery) to the ambient air quality. The multiple scenario runs indicated that land-based emission sources at the Port (including trucks, railways, cargo handling equipment and bulk material stored) were the major contributors (approximately 80%) for the levels of surface PM₁₀ concentrations over the study area. Whereas, the main drivers of NO_X concentrations were docked ships, responsible for 55-73% of the total NO_X concentrations.

Assigning machinery power values for estimating ship exhaust emissions: Comparison of auxiliary power schemes

While ship exhaust emissions can be calculated at both large scales and fine resolutions due to the availability of activity data from the Automatic Identification System, there are still uncertainties in the assignment of ship engine and boiler power, which then leads to uncertainties in the estimated emissions. Reliable information is usually available for main engines, including engine type and installed power, and physical models exist for estimating propulsive power requirements. However, similar models are not available for estimating auxiliary power requirements. This study examines methods for calculating the actual operating power of auxiliary engines and auxiliary boilers. Earlier approaches assumed that installed auxiliary engine power increased in proportion to installed main engine power. Auxiliary-to-main engine power ratios were specified by ship type, and load factors were specified by ship type and operating mode. Auxiliary boiler power was generally not differentiated by ship size. More recent approaches are based on extensive ship survey data, and give tables of auxiliary engine and auxiliary boiler power binned against ship type, ship size and operating mode. These surveys show that auxiliary power does not necessarily increase with ship size or main engine power. A revised approach based on the recent data sources is adopted and applied to a case study of four ports in southeast Australia. The revised approach is informed by a local survey of ships to investigate auxiliary power demand. Comparisons are made of the impact of the different approaches on the magnitude and spatial distribution of the emissions.

Primary Particulate Matter Emitted from Heavy Fuel and Diesel Oil Combustion in a Typical Container Ship: Characteristics and Toxicity

Container ships have been widely recognized as an important emission source within maritime transport. Heavy fuel oil (HFO) and diesel oil (DO) are the two most commonly used fuels. This study reports the characteristics and toxicities of particulate matter (PM) emissions from HFO and DO combustion in a typical container ship. The PM number size distribution possesses a bimodal structure with peaks at ∼20 nm and ∼100 nm. The PM_2.5 emission factors (EFs) are 3.15 ± 0.39 and 0.92 ± 0.02 g/kg fuel for HFO and DO, respectively. The benzo[a]pyrene equivalent carcinogenic potency (BaP_eq) of 16 polycyclic aromatic hydrocarbons contained in HFO and DO PM_2.5 is approximately 0.81 ± 0.10 and 0.12 ± 0.04 mg/kg fuel, respectively. BaP_eq concentration shows an increasing tendency with decreased PM size. The reactive oxygen species activity and cytotoxicity of HFO PM_2.5 samples are ∼2.1 and ∼2.5 times higher than those of DO PM_2.5 samples, respectively. These health risks are both significantly attributed to the BaP_eq content in PM_2.5 with correlations of 0.86-0.92. Furthermore, the examined biological effects are much greater than those of atmospheric PM_2.5 collected in Shanghai. Our results imply that better fuel quality is important for improving air quality and reducing health risks.

Potential sources and meteorological factors affecting PM2.5-bound polycyclic aromatic hydrocarbon levels in six main cities of northeastern Italy: an assessment of the related carcinogenic and mutagenic risks

A yearlong sampling campaign (2012-2013) was conducted in six major cities of the Veneto region to investigate the spatial-temporal trends and the factors affecting the polycyclic aromatic hydrocarbon (PAHs) variations and identify the local sources. Sixty samples per city were collected for analyses in every alternate month (April, June, August, October, December, and February): 10 samples per sampling site in 10 consecutive days of the months selected. Samples were ultrasonically extracted with acetonitrile and processed through high-performance liquid chromatography. Total Σ-PAH concentrations ranged from 0.19 to 70.4 ng m^-3 with a mean concentration of 11.5 ng m^-3. The mean benzo[a]pyrene (BaP) concentration reached 2.0 ng m^-3, which is two-times higher than the limit set by the European Union. BaP contributed for 17.4% to the total concentration of PAHs, which showed the same pattern across the region with maxima during cold months and minima in the warm period. In this study, PAHs showed an inverse relationship with temperature, solar radiation, wind speed, and ozone. According to this study, biomass burning for household heating and cooking, followed by gaseous PAHs absorption on particles due to low atmospheric temperature, were the main reasons for increasing PAHs concentration in winter. Health risk, evaluated as lifetime lung cancer risk (LCR), showed a potential carcinogenic risk from the airborne BaP_TEQ six-fold higher in the cold season than in the warm one. Diagnostic ratios and conditional probability functions were used to locate the sources, and results confirmed that local emission, overall domestic heating, and road transport exhausts were responsible for higher concentration rates of PAHs as well as of PM_2.5.

Decreasing Vanadium Footprint of Bunker Fuel Emissions

The Interagency Monitoring of Protected Visual Environments (IMPROVE) network measures the chemical composition of atmospheric particulate matter at over 160 locations throughout the United States. As part of the routine quality control process, we noted decreases in the network-wide vanadium (V) and nickel (Ni) concentrations in 2015 relative to the previous years. Enriched V and Ni with respect to soil are indicative of heavy fuel oil burning and are often used as tracers for emissions from marine vessels. Multiple regulations on the fuel used by marine vessels were implemented in North America since 2010, and the most sweeping regulation was implemented at the start of 2015. The 2015 regulations reduced the allowable fuel oil sulfur concentrations within the North America Emissions Control Area from 1.0% to 0.1% to reduce the environmental and human health impacts of sulfates. As a side effect, these requirements economically favored fuels with lower V and Ni concentrations. The atmospheric concentrations of V and Ni decreased markedly at many IMPROVE monitoring sites, particularly sites near major ports. Between 2011 and 2015, annual mean V concentrations measured on IMPROVE samples collected near the ports of Seattle, Washington and New Orleans, Louisiana decreased by 35% and 85%, respectively. These decreases have brought the coastal V and Ni concentrations much closer to those measured far inland.

Influence of ship emissions on NOx, SO2, O3 and PM concentrations in a North-Sea harbor in France

The influence of in-port ship emissions on gases and PM₁₀ concentrations has been estimated in the port city of Calais, northern France, one of the busiest harbor in Europe, with numerous rotations of ferries or roll-on/roll-off cargo in average per day. NO_x, SO₂, O₃ and PM₁₀ concentrations were continuously measured over a three-month period, as well as real-time particle size distribution. A rural site located at Cape Gris-Nez, 20km from Calais, was considered to deduce intrinsic contribution of ship emissions at the harbor city. The average concentrations of the studied species as well as the pattern of the conditional bivariate probability function at the two sites evidenced that in-port shipping, especially during the maneuvering operations, has an important influence on the NO_x and SO₂ concentrations. The impact of shipping in the harbor of Calais on average concentrations was estimated to 51% for SO₂, 35% for NO, 15% for NO₂ and 2% for PM₁₀ in the studied period. Concentration peaks of SO₂ and NOx associated with an O₃ depletion appeared synchronized with departures and arrivals of ferries. For winds blowing from the harbor, when compared to the background level, the number of particles appeared 10 times higher, with the highest differences in the 30-67nm and the 109-167nm size ranges. The average impact of in-port ships on PM₁₀ concentrations was estimated to +28.9μg/m³ and concerned mainly the PM₁ size fraction (40%). Punctually, PM₁₀ can potentially reach a concentration value close to 100μg/m³.

Air quality study in the coastal city of Crotone (Southern Italy) hosting a small-size harbor

Particulate polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and gaseous pollutants were collected from the harbor and the urban area of Crotone (Southern Italy) in October 2015. The atmospheric concentrations of organic substances associated to PM₁₀ were determined daily, while gaseous pollutants (BTEX, O₃, SO_2, NO_x, NO₂, and NH₃) were monitored on monthly basis by means of diffusive sampling. Total PAHs reached, on the average, 1.56 ± 0.72, 0.33 ± 0.14, and 0.59 ± 0.37 ng/m³ at the urban monitoring stations (Fiore, Fermi) and at the harbor, respectively. The percent distribution and diagnostic concentration ratios of PAHs were similar at Fermi and harbor, whereas differences were found through comparison with Fiore site. Biogenic n-alkanes (n-C₂₉, and n-C₃₁) were the most abundant components, indicating the important impact of terrestrial higher plants in all sites. On the other hand, n-C₂₃-n-C₂₅ homologs originated from incomplete combustion of fossil fuel were not negligible (CPI_2.5 = 2.4) in harbor, confirming the role of anthropogenic sources there. Inside the harbor, SO₂ concentrations ranged from 5.6 to 14.8 μg/m³ showing the maximum value within the old part of the harbor (touristic port). A statistical significant difference between the harbor and the surroundings was indeed observed for this pollutant, which is a specific marker of ship emissions. The other gaseous species monitored did not exhibit the same distribution, with exception of NH₃ and benzene, whose concentration values ranged from 2.8 to 6.9 μg/m³ and 0.3 to 1.4 μg/m³, respectively, and peaked at the same harbor site. Similarities were found in NO_x, NO₂, and O₃ concentration distributions, showing high values in the New Port area.

Source apportionment of PAHs and n-alkanes bound to PM1 collected near the Venice highway

n-Alkanes and polycyclic aromatic hydrocarbons (PAHs) bound to atmospheric particulate matter (PM₁) were investigated in a traffic site located in an urban area of Venice Province (Eastern Po Valley, Italy) during the cold season. Considering the critical situation affecting the Veneto Region concerning the atmospheric pollution and the general lack of information on PM₁ composition and emission in this area, this experimental study aims at determining the source profile, their relative contributions and the dispersion of finer particles. Four sources were identified and quantified using the Positive Matrix Factorization receptor model: (1) mixed combustions related to the residential activities, (2) agricultural biomass burning in addition to the resuspension of anthropogenic and natural debris carried by the wind, (3) gasoline and (4) diesel traffic-related combustions. The role of local atmospheric circulation was also investigated to identify the pollutant sources.

Influence of Ship Emissions on Urban Air Quality: A Comprehensive Study Using Highly Time-Resolved Online Measurements and Numerical Simulation in Shanghai

Shanghai has become an international shipping center in the world. In this study, the multiyear measurements and the high resolution air quality model with hourly ship emission inventory were combined to determine the influence of ship emissions on urban Shanghai. The aerosol time-of-flight mass spectrometer (ATOFMS) measurements were carried out at an urban site from April 2009 to January 2013. During the entire sampling time, most of the half-hourly averaged number fractions of primary ship emitted particles varied between 1.0-10.0%. However, the number fraction could reach up to 50% during the ship plume cases. Ship-plume-influenced periods usually occurred in spring and summer. The simulation of Weather Research and Forecasting/Community Multiscale Air Quality model (WRF/CMAQ) with hourly ship emission inventory provided the highly time-resolved concentrations of ship-related air pollutants during a ship plume case. It showed ships could contribute 20-30% (2-7 μg/m³) of the total PM_2.5 within tens of kilometers of coastal and riverside Shanghai during ship-plume-influenced periods. Our results showed that ship emissions have substantial contribution to the air pollution in urban Shanghai. The control measures of ship emission should be taken considering its negative environment and human health effects.

Impact of harbour emissions on ambient PM10 and PM2.5 in Barcelona (Spain): Evidences of secondary aerosol formation within the urban area

With the objective of estimating the impact of harbour activities on ambient PM10 and PM2.5 levels at the urban area of Barcelona, a one year long monitoring campaign was carried out in the context of the European APICE project (MED-FEDER-EC). This campaign was simultaneously conducted at the port and a central urban background site. A detailed PM10 and PM2.5 chemical speciation analysis was carried out with samples from both sites. Subsequently, a source apportionment analysis by means of the PMF receptor model was performed. Six common factors were identified, explaining local to regional emission sources (fuel oil combustion, industrial emissions, mineral-road dust resuspension, and road traffic emissions) and aerosol formation/transformation processes (secondary aerosols including ammonium sulphate and organic aerosols, and a mixed source accounting for aged sea spray and secondary nitrate). Around 50-55% PM10 and PM2.5 measured at the port was attributed to harbour activities: mineral matter from road dust and construction works of a new port area, vehicle traffic and fuel oil combustion. The estimated contribution of harbour emissions to the urban background reached 9-12% for PM10 and 11-15% for PM2.5 and is linked to primary emissions from fuel oil combustion but also to the formation of secondary aerosols. It becomes relevant to highlight the significantly higher contribution of secondary aerosols at the urban background when compared with the harbour site. Our hypothesis points to the fast formation of secondary ammonium sulphate within the city, after the reaction of SO2/H2SO4 transported by sea breezes with NH3, which is emitted in large amounts in Barcelona; and also to the enhanced formation of secondary organic aerosols within the city. This study broadens our knowledge on atmospheric phenomenology in urban Mediterranean cities and claims for effective abatement strategies focused on maritime practises, in agreement with the driving axis of the APICE project.

The mortality effect of ship-related fine particulate matter in the Sydney greater metropolitan region of NSW, Australia

This study investigates the mortality effect of primary and secondary PM2.5 related to ship exhaust in the Sydney greater metropolitan region of Australia. A detailed inventory of ship exhaust emissions was used to model a) the 2010/11 concentration of ship-related PM2.5 across the region, and b) the reduction in PM2.5 concentration that would occur if ships used distillate fuel with a 0.1% sulfur content at berth or within 300 km of Sydney. The annual loss of life attributable to 2010/11 levels of ship-related PM2.5 and the improvement in survival associated with use of low-sulfur fuel were estimated from the modelled concentrations. In 2010/11, approximately 1.9% of the region-wide annual average population weighted-mean concentration of all natural and human-made PM2.5 was attributable to ship exhaust, and up to 9.4% at suburbs close to ports. An estimated 220 years of life were lost by people who died in 2010/11 as a result of ship exhaust-related exposure (95% CIβ: 140-290, where CIβ is the uncertainty in the concentration-response coefficient only). Use of 0.1% sulfur fuel at berth would reduce the population weighted-mean concentration of PM2.5 related to ship exhaust by 25% and result in a gain of 390 life-years over a twenty year period (95% CIβ: 260-520). Use of 0.1% sulfur fuel within 300 km of Sydney would reduce the concentration by 56% and result in a gain of 920 life-years over twenty years (95% CIβ: 600-1200). Ship exhaust is an important source of human exposure to PM2.5 in the Sydney greater metropolitan region. This assessment supports intervention to reduce ship emissions in the GMR. Local strategies to limit the sulfur content of fuel would reduce exposure and will become increasingly beneficial as the shipping industry expands. A requirement for use of 0.1% sulfur fuel by ships within 300 km of Sydney would provide more than twice the mortality benefit of a requirement for ships to use 0.1% sulfur fuel at berth.

The influence of rainwater composition on the conservation state of cementitious building materials

Rainwater is one of the main pollution tracers around the world. There are many reasons that can explain the presence of high concentrations of certain hazardous elements (HEs) in the rainwater (traffic, marine port activities, industry, etc.). In this work, rainwater samples were collected at six different locations in the Metropolitan Bilbao (Basque Country, north of Spain) during November 2014. HE concentrations were determined by means of inductively coupled plasma mass spectrometry (ICP-MS) and anions by ion chromatography. The pH and redox potential values on these samples were also assessed. According to the obtained results, different trends along the estuary of Bilbao have been observed. To corroborate some hypothesis, thermodynamic simulations and correlation analyses were also carried out using quantitative data. These trends are closely related to the surrounding pollution and marine influence. Finally, in order to ascertain the influence of the Metropolitan Bilbao rainwater on buildings materials, a recent construction was characterized. Using techniques such as Scanning Electron Microscopy coupled with Energy Dispersive X-Ray Spectroscopy (SEM–EDS) and Raman Spectroscopy, different types of sulfates and nitrates were observed.

Particulate matter, gaseous and particulate polycyclic aromatic hydrocarbons (PAHs) in an urban traffic tunnel of China: Emission from on-road vehicles and gas-particle partitioning

Traffic vehicles are a main source of polycyclic aromatic hydrocarbon (PAH) emission in urban area. It is vital to understand PAH gas-particle partitioning in real traffic environment and assess PAH vehicular emission factors in developing China. Concentrations of particulate matter, carbonaceous products, gaseous and particulate PAHs were measured during 2011-2012 in a road tunnel of Shanghai, China. Time variation of them reflected basic traffic operation of the tunnel. PAHs approached equilibrium between gas and particle phases and the partitioning was predicted better by a dual sorption model combining absorption into organic matter and adsorption onto black carbon. The influence of black carbon adsorption on the partitioning behavior of PAHs was important. The difference in isomer ratios of gaseous and particulate PAHs was attributed to PAH contributions from different traffic-related PAHs sources. Real-world vehicle emission factors of gaseous and particulate PAHs were quantified based on fuel burned model and vehicle kilometer traveled model.

Assessment of ambient air quality in the port of Naples

Two experimental monitoring campaigns were carried out in 2012 to investigate the air quality in the port of Naples, the most important in southern Italy for traffic of passengers and one of the most important for goods. Therefore, it represents an important air pollution source located close to the city of Naples. The concentrations of sulfur dioxide (SO₂), nitrogen dioxide (NO₂), and BTEX (benzene, toluene, ethylbenzene, and xylenes) in the air were measured at 15 points inside the Naples port area through the use of passive samplers. In addition, a mobile laboratory was positioned in a fixed point inside the port area to measure continuous concentration of pollutants together with particulate matter, ambient parameters, and wind direction and intensity. The pollution levels monitored were compared with those observed in the urban area of Naples and in other Mediterranean ports. Even though the observation time was limited, measured concentrations were also compared with limit values established by European legislation. All the measured pollutants were below the limits with the exception of nitrogen dioxide: its average concentration during the exposition time exceeded the yearly limit value. A spatial analysis of data, according to the measured wind direction and intensity, provided information about the effects that ship emissions have on ambient air quality in the port area. The main evidence indicates that ship emissions influence sulfur dioxide concentration more than any other pollutants analyzed.

The size distribution of chemical elements of atmospheric aerosol at a semi-rural coastal site in Venice (Italy). The role of atmospheric circulation

The concentrations of selected elemental tracers were determined in the aerosol of a semi-rural coastal site near Venice (Italy). Size-segregated aerosol samples were collected using an 8-stage cascade impactor set at 15m above ground, during the cold season (late autumn and winter), when high levels of many pollutants are known to cause risks for human health. From the experimental data, information was extracted on potential pollutant sources by investigating the relationships between elements in the different size fractions. Moreover, an approach to highlight the importance of local atmospheric circulation and air mass origin in influencing the PM composition and fractional distribution is proposed. Anthropogenic elements are strongly inter-correlated in the submicrometric (<1 μm) (S, K, Mn, Cu, Fe and Zn) and intermediate mode (1-4 μm) (Mn, Cu, Zn, Ni) and their relationships highlight the presence of several sources (combustions, secondary aerosol, road traffic). In the intermediate mode, associations having geochemical significance exist between marine (Na, Cl and Mg) and crustal (Si, Mg, Ca, Al, Ti and K) elements. In the coarse mode (>4 μm) Fe and Zn are well correlated and are probably linked to tire and brake wear emissions. Regarding atmospheric circulation, results show increasing levels of elements related to pollution sources (S, K, Mn, Ni, Cu, Zn) when air masses come from Central and Eastern Europe direction and on the ground wind blows from NWN-N-NE (from mainland Venice). Low wind speed and high percentage of wind calm hours favor element accumulation in the submicrometric and intermediate modes. Furthermore, strong winds favor the formation of sea-spray and the increase of Si in the coarse mode due to the resuspension of sand fine particles.

Source apportionment of PM(2.5) in the harbour-industrial area of Brindisi (Italy): identification and estimation of the contribution of in-port ship emissions

Harbours are important for economic and social development of coastal areas but they also represent an anthropogenic source of emissions often located near urban centres and industrial areas. This increases the difficulties in distinguishing the harbour contribution with respect to other sources. The aim of this work is the characterisation of main sources of PM2.5 acting on the Brindisi harbour-industrial area, trying to pinpoint the contribution of in-port ship emissions to primary and secondary PM2.5. Brindisi is an important port-city of the Adriatic Sea considered a hot-spot for anthropogenic environmental pressures at National level. Measurements were performed collecting PM2.5 samples and characterising the concentrations of 23 chemical species (water soluble organic and inorganic carbon; major ions: SO4(2-), NO3(-), NH4(+), Cl(-), C2O4(2-), Na(+), K(+), Mg(2+), Ca(2+); and elements: Ni, Cu, V, Mn, As, Pb, Cr, Sb, Fe, Al, Zn, and Ti). These species represent, on average, 51.4% of PM2.5 and were used for source apportionment via PMF. The contributions of eight sources were estimated: crustal (16.4±0.9% of PM2.5), aged marine (2.6±0.5%), crustal carbonates (7.7±0.3%), ammonium sulphate (27.3±0.8%), biomass burning-fires (11.7±0.7%), traffic (16.4±1.7 %), industrial (0.4±0.3%) and a mixed source oil combustion-industrial including ship emissions in harbour (15.3±1.3%). The PMF did not separate the in-port ship emission contribution from industrial releases. The correlation of estimated contribution with meteorology showed directionality with an increase of oil combustion and sulphate contribution in the harbour direction with respect to the direction of the urban area and an increase of the V/Ni ratio. This allowed for the use of V as marker of primary ship contribution to PM2.5 (2.8%+/-1.1%). The secondary contribution of oil combustion to non-sea-salt-sulphate, nssSO4(2-), was estimated to be 1.3 μg/m(3) (about 40% of total nssSO4(2-) or 11% of PM2.5).

Migration of polycyclic aromatic hydrocarbons (PAHs) in urban treatment sludge to the air during PAH removal applications

In the present study, the amounts of polycylic aromatic hydrocarbons (PAHs) penetrating into air during PAH removal applications from the urban treatment sludge were investigated. The effects of the temperature, photocatalyst type, and dose on the PAH removal efficiencies and PAH evaporation were explained. The sludge samples were taken from an urban wastewater treatment plant located in the city of Bursa, with 585,000 equivalent population. The ultraviolet C (UV-C) light of 254 nm wavelength was used within the UV applications performed on a specially designed setup. Internal air of the setup was vacuumed through polyurethane foam (PUF) columns in order to collect the evaporated PAHs from the sludge during the PAH removal applications. All experiments were performed with three repetitions. The PAH concentrations were measured by gas chromatography-mass spectrometry (GC-MS). It was observed that the amounts of PAHs penetrating into the air were increased with increase of temperature, and more than 80% of PAHs migrated to the air consisted of 3-ring compounds during the UV and UV-diethylamine (DEA) experiments at 38 and 53 degrees C. It was determined that 40% decrease was ensured in sigma12 (total of 12) PAH amounts with UV application and 13% of PAHs in sludge penetrated into the air. In the UV-TiO2 applications, a maximum 80% of sigma12 PAH removal was obtained by adding 0.5% TiO2 of dry weight of sludge. The quantity of PAH penetrating into air did not exceed 15%. UV-TiO2 applications ensured high levels of PAH removal in the sludge and also reduced the quantity of PAH penetrating into the air. Within the scope of the samples added with DEA, there was no increase in PAH removal efficiencies and the penetration of PAHs into air was not decreased. In light of these data, it was concluded that UV-TiO2 application is the most suitable PAH removal alternative that restricts the convection of PAH pollution.

Contribution of harbour activities and ship traffic to PM2.5, particle number concentrations and PAHs in a port city of the Mediterranean Sea (Italy)

In this work, an assessment of the impact of ship traffic and related harbour activities (loading/unloading of ships and hotelling in harbour) on PM 2.5 and particle number concentrations (PNC) separating the contribution associated to ship traffic from that of harbour-related activities is reported. Further, an assessment of the impact and environmental risks associated to polycyclic aromatic hydrocarbon (PAH) concentrations was performed. Results refer to the city of Brindisi (88,500 inhabitants) in the south-eastern part of Italy and its harbour (with yearly 9.5 Mt of goods, over 520,000 passengers and over 175,000 vehicles). PM2.5 and PNC concentrations show a clear daily pattern correlated with daily ship traffic pattern in the harbour. High temporal resolution measurements and correlations with wind direction were used to estimate the average direct contribution to measured concentrations of this source. The average relative contribution of ship traffic was 7.4% (±0.5%) for PM2.5 and 26% (±1%) for PNC. When the contribution associated to harbour-related activities is added, the percentages become 9.3% (±0.5%) for PM2.5 and 39% (±1%) for PNC. In the site analysed, air coming from the harbour/industrial sector was richer in PAHs (5.34 ng/m3) than air sampled from all directions (3.89 ng/m3). The major compounds were phenanthrene, fluoranthene and pyrene, but the congener profiles were different in the two direction sectors: air from the harbour/industrial sector was richer in phenanthrene and fluorene, which are the most abundant PAHs in ship emissions. Results showed that lighter PAHs are associated to the gas phase, while high molecular weight congeners are mostly present in the particulate phase. The impact on the site studied of the harbour/industrial source to PAHs was 56%(range, 29-87%).

Gas-particle distributions, sources and health effects of polycyclic aromatic hydrocarbons (PAHs), polychlorinated biphenyls (PCBs) and polychlorinated naphthalenes (PCNs) in Venice aerosols

Air samples were collected in Venice during summer 2009 and 2012 to measure gas and particulate concentrations of polycyclic aromatic hydrocarbons (PAHs), polychlorinated biphenyls (PCBs) and polychlorinated naphthalenes (PCNs). PCB-11, considered a marker for non-Aroclor contamination of the environment, was found for the first time in the Venetian lagoon and in Europe. An investigation on sources has been conducted, evidencing traffic as the major source of PAHs, whereas PCBs have a similar composition to Aroclor 1248 and 1254; in 2009 a release of PCN-42 has been hypothesized. Toxicological evaluation by TCA and TEQ methods, conducted for the first time in Venice air samples, identified BaP, PCB-126 and PCB-169 as the most important contributors to the total carcinogenic activity of PAHs and the total dioxin-like activity of PCBs and PCNs.

Nature and sources of particle associated polycyclic aromatic hydrocarbons (PAH) in the atmospheric environment of an urban area

The total PAH associated to the airborne particulate matter (PM10) was apportioned by one receptor model based on positive matrix factorization (PMF) in an urban environment (Zaragoza city, Spain) during February 2010-January 2011. Four sources associated with coal combustion, gasoline, vehicular and stationary emissions were identified, allowing a good modelling of the total PAH (R(2) = 0.99). A seasonal behaviour of the four factors was obtained with higher concentrations in the cold season. The NE direction was one of the predominant directions showing the negative impact of industrial parks, a paper factory and a highway located in that direction. Samples were classified according to hierarchical cluster analysis obtaining that, episodes with the most negative impact on human health (the highest lifetime cancer risk concentrations), were produced by a higher contribution of stationary and vehicular emissions in winter season favoured by high relative humidity, low temperature and low wind speed.

Application of spectrometric analysis to the identification of pollution sources causing cultural heritage damage

Black crusts are recognized to have been, up to now, one of the major deterioration forms affecting the built heritage in urban areas. Their formation is demonstrated to occur mainly on carbonate building materials, whose interaction with an SO2-loaded atmosphere leads to the transformation of calcium carbonate (calcite) into calcium sulfate dihydrate (gypsum) which, together with embedded carbonaceous particles, consequently forms the black crusts on the stone surface. An analytical study was carried out on black crust samples collected from limestone monumental buildings and churches belonging to the European built Heritage, i.e., the Corner Palace in Venice (Italy), the Cathedral of St. Rombouts in Mechelen (Belgium), and the Church of St. Eustache in Paris (France). For a complete characterization of the black crusts, an approach integrating different and complementary techniques was used, including laser ablation inductively coupled plasma mass spectrometry (LA-ICP-MS), Fourier transform infrared spectroscopy, optical and scanning electron microscopy. In particular, the application of LA-ICP-MS permitted to obtain a complete geochemical characterization in terms of trace elements of the black crusts from the inner parts to the external layers contributing to the identification of the major combustion sources responsible for the deterioration over time of the monuments under study. In addition, the obtained results revealed a relation between the height of sampling and the concentration of heavy metals and proved that the crust composition can be a marker to evaluate the variation of the fuels used over time.

GC-MS analyses and chemometric processing to discriminate the local and long-distance sources of PAHs associated to atmospheric PM2.5

PURPOSE

This study presents a procedure to differentiate the local and remote sources of particulate-bound polycyclic aromatic hydrocarbons (PAHs).

METHODS

Data were collected during an extended PM(2.5) sampling campaign (2009-2010) carried out for 1 year in Venice-Mestre, Italy, at three stations with different emissive scenarios: urban, industrial, and semirural background. Diagnostic ratios and factor analysis were initially applied to point out the most probable sources. In a second step, the areal distribution of the identified sources was studied by applying the discriminant analysis on factor scores. Third, samples collected in days with similar atmospheric circulation patterns were grouped using a cluster analysis on wind data. Local contributions to PM(2.5) and PAHs were then assessed by interpreting cluster results with chemical data.

RESULTS

Results evidenced that significantly lower levels of PM(2.5) and PAHs were found when faster winds changed air masses, whereas in presence of scarce ventilation, locally emitted pollutants were trapped and concentrations increased. This way, an estimation of pollutant loads due to local sources can be derived from data collected in days with similar wind patterns. Long-range contributions were detected by a cluster analysis on the air mass back-trajectories. Results revealed that PM(2.5) concentrations were relatively high when air masses had passed over the Po Valley. However, external sources do not significantly contribute to the PAHs load.

CONCLUSIONS

The proposed procedure can be applied to other environments with minor modifications, and the obtained information can be useful to design local and national air pollution control strategies.

PAH diagnostic ratios for the identification of pollution emission sources

Polycyclic aromatic hydrocarbon (PAH) diagnostic ratios have recently come into common use as a tool for identifying and assessing pollution emission sources. Some diagnostic ratios are based on parent PAHs, others on the proportions of alkyl-substituted to non-substituted molecules. The ratios are applicable to PAHs determined in different environmental media: air (gas + particle phase), water, sediment, soil, as well as biomonitor organisms such as leaves or coniferous needles, and mussels. These ratios distinguish PAH pollution originating from petroleum products, petroleum combustion and biomass or coal burning. The compounds involved in each ratio have the same molar mass, so it is assumed they have similar physicochemical properties. Numerous studies show that diagnostic ratios change in value to different extents during phase transfers and environmental degradation. The paper reviews applications of diagnostic ratios, comments on their use and specifies their limitations.

Ships, ports and particulate air pollution - an analysis of recent studies

The duration of use is usually significantly longer for marine vessels than for roadside vehicles. Therefore, these vessels are often powered by relatively old engines which may propagate air pollution. Also, the quality of fuel used for marine vessels is usually not comparable to the quality of fuels used in the automotive sector and therefore, port areas may exhibit a high degree of air pollution. In contrast to the multitude of studies that addressed outdoor air pollution due to road traffic, only little is known about ship-related air pollution. Therefore the present article aims to summarize recent studies that address air pollution, i.e. particulate matter exposure, due to marine vessels. It can be stated that the data in this area of research is still largely limited. Especially, knowledge on the different air pollutions in different sea areas is needed.