scholarly journals Effects of halogens on European air-quality

2017 ◽  
Vol 200 ◽  
pp. 75-100 ◽  
Author(s):  
T. Sherwen ◽  
M. J. Evans ◽  
R. Sommariva ◽  
L. D. J. Hollis ◽  
S. M. Ball ◽  
...  
Keyword(s):  
Air Quality ◽  
Stratospheric Ozone ◽  
Mixing Ratios ◽  
The North ◽  
Halogen Chemistry ◽  
The North Sea ◽  
Regional Air Quality ◽  
The Uk ◽  
The Impact ◽  
Quality Policy

Halogens (Cl, Br) have a profound influence on stratospheric ozone (O3). They (Cl, Br and I) have recently also been shown to impact the troposphere, notably by reducing the mixing ratios of O3 and OH. Their potential for impacting regional air-quality is less well understood. We explore the impact of halogens on regional pollutants (focussing on O3) with the European grid of the GEOS-Chem model (0.25° × 0.3125°). It has recently been updated to include a representation of halogen chemistry. We focus on the summer of 2015 during the ICOZA campaign at the Weybourne Atmospheric Observatory on the North Sea coast of the UK. Comparisons between these observations together with those from the UK air-quality network show that the model has some skill in representing the mixing ratios/concentration of pollutants during this period. Although the model has some success in simulating the Weybourne ClNO2 observations, it significantly underestimates ClNO2 observations reported at inland locations. It also underestimates mixing ratios of IO, OIO, I2 and BrO, but this may reflect the coastal nature of these observations. Model simulations, with and without halogens, highlight the processes by which halogens can impact O3. Throughout the domain O3 mixing ratios are reduced by halogens. In northern Europe this is due to a change in the background O3 advected into the region, whereas in southern Europe this is due to local chemistry driven by Mediterranean emissions. The proportion of hourly O3 above 50 nmol mol−1 in Europe is reduced from 46% to 18% by halogens. ClNO2 from N2O5 uptake onto sea-salt leads to increases in O3 mixing ratio, but these are smaller than the decreases caused by the bromine and iodine. 12% of ethane and 16% of acetone within the boundary layer is oxidised by Cl. Aerosol response to halogens is complex with small (∼10%) reductions in PM2.5 in most locations. A lack of observational constraints coupled to large uncertainties in emissions and chemical processing of halogens make these conclusions tentative at best. However, the results here point to the potential for halogen chemistry to influence air quality policy in Europe and other parts of the world.

scholarly journals Assessing the regional impacts of Mexico City emissions on air quality and chemistry

2009 ◽  
Vol 9 (11) ◽  
pp. 3731-3743 ◽  
Author(s):  
M. Mena-Carrasco ◽  
G. R. Carmichael ◽  
J. E. Campbell ◽  
D. Zimmerman ◽  
Y. Tang ◽  
...  
Keyword(s):  
Air Quality ◽  
Mexico City ◽  
Ozone Production ◽  
Anthropogenic Aerosol ◽  
Near Surface ◽  
Mixing Ratios ◽  
Regional Impacts ◽  
Photolysis Rates ◽  
Regional Air Quality ◽  
The Impact

Abstract. The impact of Mexico City (MCMA) emissions is examined by studying its effects on air quality, photochemistry, and on ozone production regimes by combining model products and aircraft observations from the MILAGRO experiment during March 2006. The modeled influence of MCMA emissions to enhancements in surface level NOx, CO, and O3 concentrations (10–30% increase) are confined to distances <200 km, near surface. However, the extent of the influence is significantly larger at higher altitudes. Broader MCMA impacts (some 900 km Northeast of the city) are shown for specific outflow conditions in which enhanced ozone, NOy, and MTBE mixing ratios over the Gulf of Mexico are linked to MCMA by source tagged tracers and sensitivity runs. This study shows that the "footprint" of MCMA on average is fairly local, with exception to reactive nitrogen, which can be transported long range in the form of PAN, acting as a reservoir and source of NOx with important regional ozone formation implications. The simulated effect of MCMA emissions of anthropogenic aerosol on photochemistry showed a maximum regional decrease of 40% in J[NO2→NO+O], and resulting in the reduction of ozone production by 5–10%. Observed ozone production efficiencies are evaluated as a function of distance from MCMA, and by modeled influence from MCMA. These tend to be much lower closer to MCMA, or in those points where modeled contribution from MCMA is large. This research shows that MCMA emissions do effect on regional air quality and photochemistry, both contributing large amounts of ozone and its precursors, but with caveat that aerosol concentrations hinder formation of ozone to its potential due to its reduction in photolysis rates.

scholarly journals The impact of ship emissions on air quality and human health in the Gothenburg area – Part 1: 2012 emissions

2020 ◽  
Vol 20 (12) ◽  
pp. 7509-7530 ◽  
Author(s):  
Lin Tang ◽  
Martin O. P. Ramacher ◽  
Jana Moldanová ◽  
Volker Matthias ◽  
Matthias Karl ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Ship Emissions ◽  
The North ◽  
Relative Contribution ◽  
Premature Deaths ◽  
The North Sea ◽  
The Baltic ◽  
The Impact ◽  
The City

Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012 conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional- and local-scale model system has been set up using ship emissions in the Baltic Sea and the North Sea as well as in and around the port of Gothenburg. Ship emissions were calculated with the Ship Traffic Emission Assessment Model (STEAM), taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found to be substantial, especially in areas around the city ports. The relative contribution from local shipping to annual mean NO2 concentrations was 14 % as the model domain average, while the relative contribution from regional shipping in the North Sea and the Baltic Sea was 26 %. In an area close to the city terminals, the contribution of NO2 from local shipping (33 %) was higher than that of road traffic (28 %), which indicates the importance of controlling local shipping emissions. Local shipping emissions of NOx led to a decrease in the summer mean O3 levels in the city by 0.5 ppb (∼2 %) on average. Regional shipping led to a slight increase in O3 concentrations; however, the overall effect of regional and the local shipping together was a small decrease in the summer mean O3 concentrations in the city. In addition, volatile organic compound (VOC) emissions from local shipping compensate up to 4 ppb of the decrease in summer O3 concentrations due to the NO titration effect. For particulate matter with a median aerodynamic diameter less than or equal to 2.5 µm (PM2.5), local ship emissions contributed only 3 % to the annual mean in the model domain, while regional shipping under 2012 conditions was a larger contributor, with an annual mean contribution of 11 % of the city domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean decrease in the life expectancy by 0.015 years per person. The relative contribution of local shipping to the impact of total PM2.5 was 2.2 %, which can be compared to the 5.3 % contribution from local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated with shipping were calculated to be 2.6 premature deaths yr−1. The relative contribution of local and regional shipping to the total exposure to NO2 in the reference simulation was 14 % and 21 %, respectively. The shipping-related ozone exposures were due to the NO titration effect leading to a negative number of premature deaths. Our study shows that overall health impacts of regional shipping can be more significant than those of local shipping, emphasizing that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECAs) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to a strong decrease in the formation of secondary particulate matter on a regional scale was an important step in improving the air quality in the city.

scholarly journals The impact of monoaromatic hydrocarbons on OH reactivity in the North Sea boundary layer and free troposphere

2013 ◽  
Vol 13 (12) ◽  
pp. 32423-32457 ◽  
Author(s):  
R. T. Lidster ◽  
J. F. Hamilton ◽  
J. D. Lee ◽  
A. C. Lewis ◽  
J. R. Hopkins ◽  
...  
Keyword(s):  
Boundary Layer ◽  
Atmospheric Chemistry ◽  
Marine Boundary Layer ◽  
Ethyl Benzene ◽  
Free Troposphere ◽  
The North ◽  
Flight Mass Spectrometry ◽  
The North Sea ◽  
The Uk ◽  
The Impact

Abstract. Reaction with the hydroxyl radical (OH) is the dominant removal mechanism for virtually all volatile organic compounds (VOCs) in the atmosphere, however it can be difficult to reconcile measured OH reactivity with known sinks. Unresolved higher molecular weight VOCs contribute to OH sinks, of which monoaromatics are potentially an important sub-class. A method based on comprehensive two-dimensional gas chromatography coupled to time of flight mass spectrometry (GC × GC-TOFMS) has been developed that extends the degree with which larger VOCs can be individually speciated from whole air samples (WAS). The technique showed excellent sensitivity, resolution and good agreement with an established GC-FID method, for compounds amenable to analysis on both instruments. Measurements have been made of VOCs within the UK east coast marine boundary layer and free troposphere, using samples collected from five aircraft flights in winter 2011. Ten monoaromatic compounds with an array of different alkyl ring substituents have been quantified, in addition to the simple aromatics, benzene, toluene, ethyl benzene and σm- and p-xylene. These additional compounds were then included into constrained box model simulations of atmospheric chemistry occurring at two UK rural and suburban field sites in order to assess the potential impact of these larger monoaromatics species on OH reactivity; they have been calculated to contribute an additional 2–6% to the overall modelled OH loss rate, providing a~maximum additional OH sink of ~0.9 s−1.

Substantial degradation in Air Quality due to Saddleworth Moor Wildfire

2020 ◽  
Author(s):  
Ailish Graham ◽  
James McQuaid ◽  
Stephen Arnold ◽  
Kirsty Pringle ◽  
Richard Pope ◽  
...  
Keyword(s):  
Air Quality ◽  
Atmospheric Chemistry ◽  
Excess Mortality ◽  
Health Impact ◽  
Short Term ◽  
North West ◽  
The North ◽  
Short Term Exposure ◽  
The Uk ◽  
The Impact

&lt;p&gt;On June 24&lt;sup&gt;th&lt;/sup&gt; 2018 one of the largest UK wildfires in recent history broke out on Saddleworth Moor, close to Manchester, in north-west England. June 2018 was anomalously hot and dry across the UK which led to the peat on the moor drying out and becoming suscpetible to ignition. Since wildfires close to large populations in the UK have been relatively small and rare in the past, there is little knowledge about the impacts. This has prevented the development of effective strategies to reduce them. This paper uses a high-resolution coupled atmospheric-chemistry model to assess the impact of the fires on particulate matter with a diameter less than 2.5 &amp;#181;m (PM&lt;sub&gt;2.5&lt;/sub&gt;) air quality (AQ) across the north-west region and the subsequent impact on health from short-term exposure. We find that the fires substantially degraded AQ across the north-west. PM&lt;sub&gt;2.5 &lt;/sub&gt;concentrations increased by more than 300% in Oldham and Manchester and up to 50% in areas up to 80 km away such as Liverpool, Wigan and Warrington. This led to a third of the population (4.7 million people) in the simulation domain (-4.9-0.7&amp;#176;E and 53.0-54.4&amp;#176;N) being exposed to moderate PM&lt;sub&gt;2.5 &lt;/sub&gt;concentrations on at least one day, according to the Daily Air Quality Index (36-53 &amp;#181;g m&lt;sup&gt;-3&lt;/sup&gt;), between June 23&lt;sup&gt;rd&lt;/sup&gt; and 30&lt;sup&gt;th &lt;/sup&gt;2018. This equates to 4.5 million people being exposed to PM&lt;sub&gt;2.5 &lt;/sub&gt;above the WHO 24-hour safe-limit exposure of 25 &amp;#181;g m&lt;sup&gt;-3&lt;/sup&gt; on at least one day. Using a concentration-response function we calculate the short-term health impact which indicates that up to 60% of excess mortality between June 23&lt;sup&gt;rd&lt;/sup&gt; and 30&lt;sup&gt;th&lt;/sup&gt; 2018 was attributable to the fires. This represents up to a 165% increase in excess mortality across the region compared to a simulation with no fires. We find the impact of mortality due to PM&lt;sub&gt;2.5 &lt;/sub&gt;from the fires on the economy was also substantial (&amp;#163;5.5m). Thus, our results indicate the need to introduce legislation and education to both reduce the likelihood of wildfires and reduce the population&amp;#8217;s exposure to harmful air pollutants during their occurrence. This is particularly relevant given that wildfires are projected to become more common in the future through climate change and land-use change.&lt;/p&gt;

scholarly journals Assessing the regional impacts of Mexico City emissions on air quality and chemistry

2008 ◽  
Vol 8 (6) ◽  
pp. 20283-20309 ◽  
Author(s):  
M. Mena-Carrasco ◽  
G. R. Carmichael ◽  
J. E. Campbell ◽  
D. Zimmerman ◽  
Y. Tang ◽  
...  
Keyword(s):  
Air Quality ◽  
Mexico City ◽  
Ozone Production ◽  
Anthropogenic Aerosol ◽  
Mixing Ratios ◽  
Regional Impacts ◽  
Photolysis Rates ◽  
Discernible Effect ◽  
Regional Air Quality ◽  
The Impact

Abstract. The impact of Mexico City (MCMA) emissions is examined by studying its effects on air quality, photochemistry, and on ozone production regimes by combining model products and aircraft observations from the MILAGRO experiment. The influence of MCMA emissions to enhancements in surface level NOx, CO, and O3 concentrations are confined to distances <200 km. However, the extent of the influence is significantly larger at higher altitudes. Broader MCMA impacts (some 900 km Northeast of the city) are shown for specific outflow conditions in which enhanced ozone, NOy, and MTBE mixing ratios over the Gulf of Mexico are linked to MCMA by source tagged tracers and sensitivity runs. This study shows that the "footprint" of MCMA on average is fairly local, with exception to reactive nitrogen, which can be transported long range in the form of PAN, acting as a reservoir and source of NOx with important regional ozone formation implications. The simulated effect of MCMA emissions of anthropogenic aerosol on photochemistry showed a maximum regional decrease of 40% in J[NO2→NO+O], and resulting in the reduction of ozone production by 5–10%. Observed ozone production efficiencies and photolysis rates are evaluated as a function of distance from MCMA, and by modeled influence from MCMA. These tend to be much lower closer to MCMA, and with higher MCMA influence. This research shows that MCMA emissions have a discernible effect on regional air quality and photochemistry, both contributing large amounts of ozone and its precursors, but with caveat that aerosol concentrations hinder formation of ozone to its potential due to its reduction in photolysis rates.

scholarly journals The impact of ship emissions on air quality and human health in the Gothenburg area – Part I: 2012 emissions

2020 ◽  
Author(s):  
Lin Tang ◽  
Martin O. P. Ramacher ◽  
Jana Moldanová ◽  
Volker Matthias ◽  
Matthias Karl ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Ship Emissions ◽  
The North ◽  
Relative Contribution ◽  
Premature Deaths ◽  
The North Sea ◽  
The Baltic ◽  
The Impact ◽  
The City

Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012-year conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional and local-scale model system has been set up, using ship emissions in the Baltic Sea and the North Sea, as well as in and around the port of Gothenburg. Ship emissions are calculated with the Ship Traffic Emission Assessment Model (STEAM) model taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found substantial, especially in areas around the city ports. The local shipping contribution of NO2 to annual mean concentrations was up to 3.3 ppb, together with contribution from regional shipping at the North Sea and the Baltic Sea, the contribution was up to 4.3 ppb. In an area close to the city terminals, the contribution of NO2 from local shipping was higher than that of the road traffic, which indicates importance of controlling the local shipping emissions. The local shipping emissions of NOx decreased the summer mean O3 levels in the city by 0.5 ppb on annual mean. The regional shipping lead to a slight increase in the O3 concentrations, however, the overall effect of the regional and the local shipping together was a small decrease of the summer mean O3 concentrations in the city. For PM2.5, the local ship emissions contributed with 0.1 μg m−3 to the annual mean concentrations on the city-domain average, regional shipping was under 2012 conditions a larger contributor to the local PM2.5 than the local shipping, with an annual mean contribution of 0.5 μg m−3 on the city-domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean loss of the life expectancy by 0.015 years per person. The relative contribution of the local shipping to the impact of total PM2.5 was 2.2 % which can be compared to 5.3 % contribution from the local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated to shipping were calculated to be 2.6 premature deaths/year. The relative contribution of the local and the regional shipping to the total exposure to NOLsub>2 in the reference simulation was 14 % and 21 %, respectively. The shipping related ozone exposures were due to the NO titration effect, leading to negative number of premature deaths. Our study show that overall health impacts of regional shipping can be more important than those of local shipping, emphasising that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECA) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to strong decrease in formation of secondary particulate matter on regional scale, has been an important step in improving of the air quality in the city.

scholarly journals The impact of China's vehicle emissions on regional air quality in 2000 and 2020: a scenario analysis

2011 ◽  
Vol 11 (4) ◽  
pp. 13141-13192 ◽  
Author(s):  
E. Saikawa ◽  
J. Kurokawa ◽  
M. Takigawa ◽  
D. L. Mauzerall ◽  
L. W. Horowitz ◽  
...  
Keyword(s):  
Air Quality ◽  
Vehicle Emissions ◽  
Road Transport ◽  
Transport Sector ◽  
Vehicle Emission ◽  
Mixing Ratios ◽  
Emission Standards ◽  
Regional Air Quality ◽  
The Impact ◽  
Surface O3

Abstract. The number of vehicles in China has been increasing rapidly. We evaluate the impact of current and possible future vehicle emissions from China on Asian air quality. We modify the Regional Emission Inventory in Asia (REAS) for China's road transport sector in 2000 using updated Chinese data for vehicle numbers, annual mileage and emission factors. We develop two scenarios for 2020: a scenario where emission factors remain the same as they were before any regulation was implemented (business-as-usual, BAU), and a scenario where Euro 3 vehicle emission standards are applied to all vehicles (except motorcycles and rural vehicles). The Euro 3 scenario is an approximation of what may be the case in 2020 as, starting in 2008, all new gasoline and diesel vehicles in China (except motorcycles) were required to meet the Euro 3 emission standards. Using the Weather Research and Forecasting model coupled with Chemistry (WRF/Chem), we examine the regional air quality response to China's vehicle emissions in 2000 and in 2020 for the BAU and Euro 3 scenarios. We evaluate the 2000 model results with observations in Japan, China, Korea, and Russia. Under BAU in 2020, emissions of carbon monoxide (CO), nitrogen oxides (NOx), non-methane volatile organic compounds (NMVOCs), black carbon (BC) and organic carbon (OC) from China's vehicles more than double compared to the 2000 baseline. If all vehicles meet the Euro 3 regulations in 2020, however, these emissions are reduced by more than 50% relative to BAU. The implementation of stringent vehicle emission standards leads to a large, simultaneous reduction of the surface ozone (O3) mixing ratios and particulate matter (PM2.5) concentrations. In the Euro 3 scenario, surface O3 is reduced by more than 10 ppbv and surface PM2.5 is reduced by more than 10 μg m−3 relative to BAU in Northeast China in all seasons. In spring, surface O3 mixing ratios and PM2.5 concentrations in neighboring countries are also reduced by more than 3 ppbv and 1 μg m−3, respectively. We find that effective regulation of China's road transport sector will be of significant benefit for air quality both within China and across East Asia as well.

scholarly journals The impact of China's vehicle emissions on regional air quality in 2000 and 2020: a scenario analysis

2011 ◽  
Vol 11 (18) ◽  
pp. 9465-9484 ◽  
Author(s):  
E. Saikawa ◽  
J. Kurokawa ◽  
M. Takigawa ◽  
J. Borken-Kleefeld ◽  
D. L. Mauzerall ◽  
...  
Keyword(s):  
Air Quality ◽  
Vehicle Emissions ◽  
Road Transport ◽  
Transport Sector ◽  
Vehicle Emission ◽  
Mixing Ratios ◽  
Emission Standards ◽  
Regional Air Quality ◽  
The Impact ◽  
Surface O3

Abstract. The number of vehicles in China has been increasing rapidly. We evaluate the impact of current and possible future vehicle emissions from China on Asian air quality. We modify the Regional Emission Inventory in Asia (REAS) for China's road transport sector in 2000 using updated Chinese data for the number of vehicles, annual mileage, and emission factors. We develop two scenarios for 2020: a scenario where emission factors remain the same as they were in 2000 (No-Policy, NoPol), and a scenario where Euro 3 vehicle emission standards are applied to all vehicles (except motorcycles and rural vehicles). The Euro 3 scenario is an approximation of what may be the case in 2020 as, starting in 2008, all new vehicles in China (except motorcycles) were required to meet the Euro 3 emission standards. Using the Weather Research and Forecasting model coupled with Chemistry (WRF/Chem), we examine the regional air quality response to China's vehicle emissions in 2000 and in 2020 for the NoPol and Euro 3 scenarios. We evaluate the 2000 model results with observations in Japan, China, Korea, and Russia. Under NoPol in 2020, emissions of carbon monoxide (CO), nitrogen oxides (NOx), non-methane volatile organic compounds (NMVOCs), black carbon (BC), and organic carbon (OC) from China's vehicles more than double compared to the 2000 baseline. If all vehicles meet the Euro 3 regulations in 2020, however, these emissions are reduced by more than 50% relative to NoPol. The implementation of stringent vehicle emission standards leads to a large, simultaneous reduction of the surface ozone (O3) mixing ratios and particulate matter (PM2.5) concentrations. In the Euro 3 scenario, surface O3 is reduced by more than 10 ppbv and surface PM2.5 is reduced by more than 10 μg m−3 relative to NoPol in Northeast China in all seasons. In spring, surface O3 mixing ratios and PM2.5 concentrations in neighboring countries are also reduced by more than 3 ppbv and 1 μg m−3, respectively. We find that effective regulation of China's road transport sector will be of significant benefit for air quality both within China and across East Asia as well.

Ten Demi-Culverins for Aldeburgh: Whitehall, the Dunkirkers, and a Suffolk Fishing Community, 1625–1630

2019 ◽  
Vol 58 (2) ◽  
pp. 315-337 ◽  
Author(s):  
Thomas Cogswell
Keyword(s):  
North Sea ◽  
East Coast ◽  
Central Government ◽  
Fishing Community ◽  
Close Attention ◽  
The North ◽  
The North Sea ◽  
The Impact

AbstractHistorians have not paid close attention to the activities of freebooters operating out of Dunkirk in the late 1620s. This essay corrects that omission by first studying the threat from Dunkirk to England's east coast and then addressing how the central government, counties, and coastal towns responded. A surprisingly rich vein of manuscript material from Great Yarmouth and particularly from the Suffolk fishing community of Aldeburgh informs this case study of the impact of this conflict around the North Sea.

scholarly journals Multi-Use of the Sea as a Sustainable Development Instrument in Five EU Sea Basins

2021 ◽  
Vol 13 (15) ◽  
pp. 8159
Author(s):  
Joanna Przedrzymirska ◽  
Jacek Zaucha ◽  
Helena Calado ◽  
Ivana Lukic ◽  
Martina Bocci ◽  
...  
Keyword(s):  
Sustainable Development ◽  
Baltic Sea ◽  
Spatial Planning ◽  
Economic Benefits ◽  
The Black Sea ◽  
The North ◽  
The North Sea ◽  
Maritime Spatial Planning ◽  
Definition Of ◽  
The Impact

This paper examines the concept of maritime multi-use as a territorial/SPATIAL governance instrument for the enhancement of sustainable development in five EU sea basins. Multi-use (MU) is expected to enhance the productivity of blue economy sectors, as well as deliver additional socio-economic benefits related to the environmental and social dimensions of sustainable development. The paper provides a definition of maritime multi-use and identifies the multi-uses with the highest potential in EU sea basins. In each sea basin, multi-use plays a different role as concerns sustainable development. For the Eastern Baltic Sea, the Mediterranean Sea and the Black Sea, the MU focus should remain on the environmental pillar of sustainable development. In the North Sea, North Atlantic and Western Baltic Sea, addressing social sustainability seems a key precondition for success of MU in enhancement of sustainable spatial development at sea. Moreover, it has been suggested to introduce MU key global strategies such as SDGs or Macroregional strategies and action plans and to supplement maritime spatial planning with sectoral incentives and educational efforts as key vehicles supporting MU. The paper concludes by identifying aspects which, in order to inform maritime spatial planning and maritime governance regarding a more conscious application of the aforementioned concept, require further investigation. Key tasks are related to: more profound evaluation of performance of policies supporting MUs, researching the impact of MU on societal goals and on the MU costs and benefits, including external ones, and finally identifying the impact of MU on the development of various sectors and regions on land.

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