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

Genetic contributors to risk of schizophrenia in the presence of a 22q11.2 deletion

Schizophrenia occurs in about one in four individuals with 22q11.2 deletion syndrome (22q11.2DS). The aim of this International Brain and Behavior 22q11.2DS Consortium (IBBC) study was to identify genetic factors that contribute to schizophrenia, in addition to the ~20-fold increased risk conveyed by the 22q11.2 deletion. Using whole-genome sequencing data from 519 unrelated individuals with 22q11.2DS, we conducted genome-wide comparisons of common and rare variants between those with schizophrenia and those with no psychotic disorder at age ≥25 years. Available microarray data enabled direct comparison of polygenic risk for schizophrenia between 22q11.2DS and independent population samples with no 22q11.2 deletion, with and without schizophrenia (total n = 35,182). Polygenic risk for schizophrenia within 22q11.2DS was significantly greater for those with schizophrenia (padj = 6.73 × 10−6). Novel reciprocal case–control comparisons between the 22q11.2DS and population-based cohorts showed that polygenic risk score was significantly greater in individuals with psychotic illness, regardless of the presence of the 22q11.2 deletion. Within the 22q11.2DS cohort, results of gene-set analyses showed some support for rare variants affecting synaptic genes. No common or rare variants within the 22q11.2 deletion region were significantly associated with schizophrenia. These findings suggest that in addition to the deletion conferring a greatly increased risk to schizophrenia, the risk is higher when the 22q11.2 deletion and common polygenic risk factors that contribute to schizophrenia in the general population are both present

Trends of Shipping Impact to Particulate Matter in Two Adriatic Port-Cities

Shipping contributions to atmospheric particulate matter were estimated by an approach based on high temporal resolution measurements of mass and number size distribution, correlated with meteorological and ship movements data, in two Adriatic harbours. Trends of contributions are discussed. Contribution to particle number concentrations (PNC) was 3–4 times larger than that to PM2.5. In Venice, strategies for reduction of shipping emissions were effective in lowering the PM2.5 primary impact, while PNC contribution was significant in Brindisi. The maximum contribution was found to ultrafine particles (UFP), followed by a minimum at diameters between 1 and 1.5 µm and a growth in the coarse range

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

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 PM2.5 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 %)

Concentration and size distribution of atmospheric particles in southern Italy during COVID-19 lockdown period

Many countries imposed lockdown (LD) to limit the spread of COVID-19, which led to a reduction in the emission of anthropogenic atmospheric pollutants. Several studies have investigated the effects of LD on air quality, mostly in urban settings and criteria pollutants. However, less information is available on background sites, and virtually no information is available on particle number size distribution (PNSD). This study investigated the effect of LD on air quality at an urban background site representing a near coast area in the central Mediterranean. The analysis focused on equivalent black carbon (eBC), particle mass concentrations in different size fractions: PM2.5 (aerodynamic diameter Da < 2.5 μm), PM10 (Da < 10 μm), PM10-2.5 (2.5 < Da < 10 μm); and PNSD in a wide range of diameters (0.01-10 μm). Measurements in 2020 during the national LD in Italy and period immediately after LD (POST-LD period) were compared with those in the corresponding periods from 2015 to 2019. The results showed that LD reduced the frequency and intensity of high-pollution events. Reductions were more relevant during POST-LD than during LD period for all variables, except quasi-ultrafine particles and PM10-2.5. Two events of long-range transport of dust were observed, which need to be identified and removed to determine the effect of LD. The decreases in the quasi-ultrafine particles and eBC concentrations were 20%, and 15-22%, respectively. PM2.5 concentration was reduced by 13-44% whereas PM10-2.5 concentration was unaffected. The concentration of accumulation mode particles followed the behaviour of PM2.5, with reductions of 19-57%. The results obtained could be relevant for future strategies aimed at improving air quality and understanding the processes that influence the number and mass particle size distributions

Inter-annual variability of source contributions to PM10, PM2.5, and oxidative potential in an urban background site in the central mediterranean

Airborne particulate matter (PM) is studied because of its effects on human health and climate change. PM long-term characterisation allows identifying trends and evaluating the outcomes of environmental protection policies. This work is aimed to study the inter-annual variability of PM2.5 and PM10 concentrations and chemical composition in an urban background site (Italy). A dataset of daily PM2.5 and PM10 was collected in the period 2016-2017, including the content of OC, EC, major water-soluble ions, main metals, and compared to a similar dataset collected in the period 2013-2014. Oxidative potential using DTT assay (dithiothreitol) was evaluated and expressed in DTTV as 0.39&nbsp;nmol/min·m3 in PM10 and 0.29 in PM2.5&nbsp;nmol/min·m3. PM source apportionment was computed using the EPA PMF5.0 model and source contributions compared with those of a previous dataset collected between 2013 and 2014. Multi linear regression analysis identified which source contributed (p&nbsp;&lt;&nbsp;0.05) to the oxidative potential of each size fraction. Inter-annual trends were more evident on PM2.5 with reductions of biomass burning contribution and increases in traffic contribution in the 2016-2017 period. Crustal contributions were similar for the two periods, in both size fractions. Carbonates were comparable in PM10 with a slight increase in PM2.5. Sea spray decreased in PM10. The DTTV of PM2.5 peaked during cold periods, while, the DTTV of the PM10-2.5 fraction peaked in summer, suggesting that different sources, with different seasonality, influence OP in the PM2.5 and PM10-2.5 fractions. Analysis showed that sea spray, crustal, and carbonates sources contribute ∼13.6% to DTTV in PM2.5 and ∼62.4% to DTTV in PM10-2.5. Combustion sources (biomass burning and traffic) contribute to the majority of DTTV (50.6%) in PM2.5 and contribute for ∼26% to DTTV in PM10-2.5. Secondary nitrate contributes to DTTV in both fine and coarse fraction; secondary sulphate contribute to DTTV in PM2.5 with negligible contributions to DTTV in PM10-2.5

Inter-annual trend of the primary contribution of ship emissions to PM2.5 concentrations in Venice (Italy): Efficiency of emissions mitigation strategies

Ships and harbour emissions are currently increasing, due to the increase of tourism and trade, with potential impact on global air pollution and climate. At local scale, in-port ship emissions influence air quality in coastal areas impacting on health of coastal communities. International legislations to reduce ship emissions, both at Worldwide and European levels, are mainly based on the use of low-sulphur content fuel. In this work an analysis of the inter-annual trends of primary contribution, ε, of tourist shipping to the atmospheric PM2.5 concentrations in the urban area of Venice has been performed. Measurements have been taken in the summer periods of 2007, 2009 and 2012. Results show a decrease of ε from 7% (±1%) in 2007 to 5% (±1%) in 2009 and to 3.5% (±1%) in 2012. The meteorological and icrometeorological conditions of the campaigns were similar. Tourist ship traffic during measurement campaigns increased, in terms of gross tonnage, of about 25.4% from 2007 to 2009 and of 17.6% from 2009 to 2012. The decrease of ε was associated to the effect of a voluntary agreement (Venice Blue Flag) for the use of low-sulphur content fuel enforced in the area between 2007 and 2009 and to the implementation of the 2005/33/CE Directive in 2010. Results show that the use of low-sulphur fuel could effectively reduce the impact of shipping to atmospheric primary particles at local scale. Further, voluntary agreement could also be effective in reducing the impact of shipping on local air quality in coastal areas