Assessing the costs and environmental benefits of IMO regulations of ship-originated SOx and NOx emissions in the Baltic Sea

To assess the value of the environmental benefits of the Sulphur Emission regulation (SECA) that came into force in 2015, changes in depositions of SOx and NOx from ship exhaust gas emissions were modelled and monetized for the Baltic Sea region for the years 2014 and 2016. During this period, the total deposition of SOx in the study area decreased by 7.3%. The decrease in ship-originated SOx deposition from 38 kt to 3.4 kt (by over 88%) was translated into a monetary value for the ecosystem impacts of nearly 130 million USD, according to the EcoValue08 model. This is less than the modelled health benefits, but it is not insignificant. For NOx, there was no decreasing trend. The exceedance of the critical loads of SOx and NOx was also estimated. The effect of Baltic shipping on the exceedance of critical loads of acidification after SECA is very small, but Baltic shipping still has a considerable effect on the exceedance of critical loads for eutrophication

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

Land-based emissions of air pollutants in Europe have steadily decreased over the past two decades, and this decrease is expected to continue. Within the same time span emissions from shipping have increased, although recently sulphur emissions, 5 and subsequently particle emissions, have decreased in EU ports and in the Baltic Sea and the North Sea, defined as SECAs (Sulphur Emission Control Areas). The maximum allowed sulphur content in marine fuels in EU ports is now 0.1 %, as required by the European Union sulphur directive. In the SECAs the maximum fuel content of sulphur is currently 1% (the global average is about 2.4 %). This will be reduced to 0.1% from 2015, following the new IMO rules (International Maritime Organisation). In order to assess the effects of ship emissions in and around the Baltic Sea and the North Sea, regional model calcuulationws with the EMEP air pollution have been made on a 1/4° longitude x 1/8° latitude resolution, using ship emissions in the Baltic Sea and the North Sea that are based on accurate ship positioning data. The effects 15 on depositions and air pollution and the resulting number of years of life lost (YOLL) have been calculated by comparing model calculations with and without ship emissions in the two sea areas. The calculations have been made with emissions representative of 2009 and 2011, i.e. before and after the implementation of stricter controls on sulphur emissions from mid 2010. The calculations with present emissions show that per 20 person, an additional 0.1–0.2 years of life lost is estimated in areas close to the major ship tracks with present emission levels. Comparisons of model calculations with emissions before and after the implementation of stricter emission control on sulphur show a general decrease in calculated particle concentration. At the same time, however, an increase in ship activity has resulted in higher emissions and subsequently air 25 concentrations, in particular of NOx, especially in and around several major ports. Additional model calculations have been made with land based and ship emissions representative of year 2030. Following a decrease in emissions, air quality is expected to improve, and depositions to be reduced. Particles from shipping are expected to decrease as a result of emission controls in the SECAs. Further controls of NOx emissions from shipping are not decided, and calculations are presented with and without such controls

Characterization of OMI tropospheric NO2 over the Baltic Sea region

Satellite-based data are very important for air-quality applications in the Baltic Sea region, because they provide information on air pollution over the sea and where ground-based and aircraft measurements are not available. Both the emissions from urban sites over land and ships over sea, contribute to tropospheric NO2 levels. Tropospheric NO2 monitoring at high latitudes using satellite data is challenging because of the reduced light hours in winter and the weak signal due to the low Sun, which make the retrieval complex. This work presents a characterization of tropospheric NO2 columns based on case-study analysis in the Baltic Sea region, using the Ozone Monitoring Instrument (OMI) tropospheric NO2 standard product. Previous works have focused on larger seas and lower latitudes. The results of this paper showed that, despite the regional area of interest, it is possible to distinguish the signal from the main coastal cities and from the ships by averaging the data over a seasonal time range. The summertime NO2 emission and lifetime values (E' = (1.5 +/- 0.6) mol s(-1) and tau = (3 +/- 1) h, respectively) in Helsinki were estimated from the decay of the signal with distance from the city center. These results agree within the uncertainties with the emissions from the existing database. For comparison, the results for the cities of Saint Petersburg and Stockholm are also shown. The method developed for megacities was successfully applied to smaller-scale sources, in both size and intensity, which are located at high latitudes (similar to 60 degrees N). The same methodology could be applied to similar-scale cities elsewhere, as long as they are relatively isolated from other sources. Transport by the wind plays an important role in the Baltic Sea region. The NO2 spatial distribution is mainly determined by the contribution of westerly winds, which dominate the wind patterns during summer. The comparison between the ship emissions from model calculations and OMI NO2 tropospheric columns supports the applicability of satellite data for ship emission monitoring. In particular, both the ship emission data and the OMI observations showed similar year-to-year variability, with a drop in the year 2009, corresponding to the effect of the financial crisis

Field test of available methods to measure remotely SOx and NOx emissions from ships

Methods for the determination of ship fuel sulphur content and NOx emission factors based on remote measurements have been compared in the harbour of Rotterdam and compared to direct stack emission measurements on the ferry Stena Hollandica. The methods were selected based on a review of the available literature on ship emission measurements. They were either optical (LIDAR, Differential Optical Absorption Spectroscopy (DOAS), UV camera), combined with model-based estimates of fuel consumption, or based on the so called "sniffer" principle, where SO2 or NOx emission factors are determined from simultaneous measurement of the increase of CO 2 and SO2 or NOx concentrations in the plume of the ship compared to the background. The measurements were performed from stations at land, from a boat and from a helicopter. Mobile measurement platforms were found to have important advantages compared to the land-based ones because they allow optimizing the sampling conditions and sampling from ships on the open sea. Although optical methods can provide reliable results it was found that at the state of the art level, the "sniffer" approach is the most convenient technique for determining both SO2 and NO x emission factors remotely. The average random error on the determination of SO2 emission factors comparing two identical instrumental set-ups was 6 %. However, it was found that apparently minor differences in the instrumental characteristics, such as response time, could cause significant differences between the emission factors determined. Direct stack measurements showed that about 14% of the fuel sulphur content was not emitted as SO2. This was supported by the remote measurements and is in agreement with the results of other field studies. © 2014 Author(s)

Transboundary particulate matter, photo-oxidants, acidifying and eutrophying components

This report presents the EMEP activities in 2018 and 2019 in relation to transboundary fluxes of particulate matter, photo-oxidants, acidifying and eutrophying components, with focus on results for 2017. It presents major results of the activities related to emission inventories, observations and modelling. The report also introduces specific relevant research activities addressing EMEP key challenges, as well as technical developments of the observation and modelling capacities

Genome-wide association study of circulating interleukin 6 levels identifies novel loci

Altres ajuts: Novo Nordisk Foundation (NNF18OC0052457).Interleukin 6 (IL-6) is a multifunctional cytokine with both pro-A nd anti-inflammatory properties with a heritability estimate of up to 61%. The circulating levels of IL-6 in blood have been associated with an increased risk of complex disease pathogenesis. We conducted a two-staged, discovery and replication meta genome-wide association study (GWAS) of circulating serum IL-6 levels comprising up to 67 428 (ndiscovery = 52 654 and nreplication = 14 774) individuals of European ancestry. The inverse variance fixed effects based discovery meta-analysis, followed by replication led to the identification of two independent loci, IL1F10/IL1RN rs6734238 on chromosome (Chr) 2q14, (Pcombined = 1.8 × 10-11), HLA-DRB1/DRB5 rs660895 on Chr6p21 (Pcombined = 1.5 × 10-10) in the combined meta-analyses of all samples. We also replicated the IL6R rs4537545 locus on Chr1q21 (Pcombined = 1.2 × 10-122). Our study identifies novel loci for circulating IL-6 levels uncovering new immunological and inflammatory pathways that may influence IL-6 pathobiology