scholarly journals Temporal and Spatial variation of Contribution from Ship Emissions to the concentration and deposition of air pollutants in the Baltic Sea

2016 ◽  
Author(s):  
Karin Haglund ◽  
Björn Claremar ◽  
Anna Rutgersson
Keyword(s):  
Atmospheric Deposition ◽  
Baltic Sea ◽  
Dry Deposition ◽  
Air Pollutants ◽  
Wet Deposition ◽  
Sulphur Content ◽  
The Baltic Sea ◽  
Near Surface ◽  
Baltic Sea Region ◽  
The Baltic

Abstract. The shipping sector contributes significantly to increasing emissions of air pollutants. In order to achieve sustainable shipping, primarily through new regulations and techniques, greater knowledge of dispersion and deposition of air pollutants is required. Regional model calculations of the dispersion and deposition of sulphur, nitrogen and particulate matter from the international maritime sector in the Baltic Sea and the North Sea have been made for the years 2009 to 2013. In some areas in the Baltic Sea region the contribution of sulphur dioxide, nitrogen oxide and nitrogen dioxide from international shipping represented up to 80 % of the total near surface concentration of the pollutants. Contributions from shipping of PM2,5 and PM10 were calculated to a maximum of 21 % and 13 % respectively. The contribution of wet deposition of sulphur from shipping was maximum 29 % of the total wet deposition, and for dry deposition the contribution from shipping was maximum 84 %. The highest percentage contribution of wet deposition of nitrogen from shipping reached 28 % and for dry deposition 47 %. The highest concentrations and deposition of the pollutants in the study were found near large ports and shipping lanes. High concentrations were also found over larger areas at sea and over land where many people are exposed. With enhanced regulations for sulphur content in maritime fuel, the cleaning of exhausts through scrubbers has become a possible economic solution. Wet scrubbers meet the air quality criteria but their consequences for the marine environment are largely unknown. The resulting potential of future acidification in the Baltic Sea, both from atmospheric deposition and from open-loop scrubber water along the shipping lanes, based on different assumptions about sulphur content in fuel and scrubber usage has been assessed. Shipping is expected to increase globally and in the Baltic Sea region, deposition of sulphur due to shipping will depend on traffic density, emission regulations and technology choices for the emission controls. To evaluate future changes scenarios are developed considering the amount of scrubber technology used. The increase in deposition for the different scenarios differs slightly for the basins in the Baltic Sea. The proportion of ocean acidifying sulphur from ships increases when taking scrubber water into account and the major reason to increasing acidifying nitrogen from ships are due to increasing ship traffic. This study also generates a database of scenarios for atmospheric deposition and scrubber exhaust from the period 2011 to 2050.

scholarly journals Ship emissions and the use of current air cleaning technology: contributions to air pollution and acidification in the Baltic Sea

2017 ◽  
Vol 8 (4) ◽  
pp. 901-919 ◽  
Author(s):  
Björn Claremar ◽  
Karin Haglund ◽  
Anna Rutgersson
Keyword(s):  
Atmospheric Deposition ◽  
Baltic Sea ◽  
Sulfur Content ◽  
Dry Deposition ◽  
Air Pollutants ◽  
Wet Deposition ◽  
Ship Emissions ◽  
The Baltic Sea ◽  
Model Calculations ◽  
The Baltic

Abstract. The shipping sector is a significant contributor to emissions of air pollutants in marine and coastal regions. In order to achieve sustainable shipping, primarily through new regulations and techniques, greater knowledge of dispersion and deposition of air pollutants is required. Regional model calculations of the dispersion and concentration of sulfur, nitrogen, and particulate matter, as well as deposition of oxidized sulfur and nitrogen from the international maritime sector in the Baltic Sea and the North Sea, have been made for the years 2011 to 2013. The contribution from shipping is highest along shipping lanes and near large ports for concentration and dry deposition. Sulfur is the most important pollutant coupled to shipping. The contribution of both SO2 concentration and dry deposition of sulfur represented up to 80 % of the total in some regions. WHO guidelines for annual concentrations were not trespassed for any analysed pollutant, other than PM2.5 in the Netherlands, Belgium, and central Poland. However, due to the resolution of the numerical model, 50 km  ×  50 km, there may be higher concentrations locally close to intense shipping lanes. Wet deposition is more spread and less sensitive to model resolution. The contribution of wet deposition of sulfur and nitrogen from shipping was up to 30 % of the total wet deposition. Comparison of simulated to measured concentration at two coastal stations close to shipping lanes showed some underestimations and missed maximums, probably due to resolution of the model and underestimated ship emissions. A change in regulation for maximum sulfur content in maritime fuel, in 2015 from 1 to 0.1 %, decreases the atmospheric sulfur concentration and deposition significantly. However, due to costs related to refining, the cleaning of exhausts through scrubbers has become a possible economic solution. Open-loop scrubbers meet the air quality criteria but their consequences for the marine environment are largely unknown. The resulting potential of future acidification in the Baltic Sea, both from atmospheric deposition and from scrubber water along the shipping lanes, based on different assumptions about sulfur content in fuel, scrubber usage, and increased shipping density has been assessed. The increase in deposition for different shipping and scrubber scenarios differs for the basins in the Baltic Sea, with highest potential of acidification in the southern basins with high traffic. The proportion of ocean-acidifying sulfur from ships increases when taking scrubber water into account and the major reason for increasing acidifying nitrogen from ships is increasing ship traffic. Also, with the implementation of emission control for nitrogen, the effect of scrubbers on acidification is evident. This study also generates a database of shipping and scrubber scenarios for atmospheric deposition and scrubber exhaust from the period 2011 to 2050.

scholarly journals Effects of strengthening the Baltic Sea ECA regulations

2019 ◽  
Vol 19 (21) ◽  
pp. 13469-13487 ◽  
Author(s):  
Jan Eiof Jonson ◽  
Michael Gauss ◽  
Jukka-Pekka Jalkanen ◽  
Lasse Johansson
Keyword(s):  
Baltic Sea ◽  
Air Pollutants ◽  
Coastal Zones ◽  
Ship Emissions ◽  
The Baltic Sea ◽  
Model Calculations ◽  
The North ◽  
Baltic Sea Region ◽  
The Baltic ◽  
Sulfur Emissions

Abstract. Emissions of most land-based air pollutants in western Europe have decreased in the last decades. Over the same period emissions from shipping have also decreased, but with large differences depending on species and sea area. At sea, sulfur emissions in the SECAs (Sulphur Emission Control Areas) have decreased following the implementation of a 0.1 % limit on sulfur in marine fuels from 2015. In Europe the North Sea and the Baltic Sea are designated as SECAs by the International Maritime Organisation (IMO). Model calculations assuming present (2016) and future (2030) emissions have been made with the regional-scale EMEP model covering Europe and the sea areas surrounding Europe, including the North Atlantic east of 30∘ W. The main focus in this paper is on the effects of ship emissions from the Baltic Sea. To reduce the influence of meteorological variability, all model calculations are presented as averages for 3 meteorological years (2014, 2015, 2016). For the Baltic Sea, model calculations have also been made with higher sulfur emissions representative of year 2014 emissions. From Baltic Sea shipping the largest effects are calculated for NO2 in air, accounting for more than 50 % of the NO2 concentrations in central parts of the Baltic Sea. In coastal zones contributions to NO2 and also nitrogen depositions can be of the order of 20 % in some regions. Smaller effects, up to 5 %–10 %, are also seen for PM2.5 in coastal zones close to the main shipping lanes. Country-averaged contributions from ships are small for large countries that extend far inland like Germany and Poland, and larger for smaller countries like Denmark and the Baltic states Estonia, Latvia, and Lithuania, where ship emissions are among the largest contributors to concentrations and depositions of anthropogenic origin. Following the implementations of stricter SECA regulations, sulfur emissions from Baltic Sea shipping now have virtually no effects on PM2.5 concentrations and sulfur depositions in the Baltic Sea region. Adding to the expected reductions in air pollutants and depositions following the projected reductions in European emissions, we expect that the contributions from Baltic Sea shipping to NO2 and PM2.5 concentrations, and to depositions of nitrogen, will be reduced by 40 %–50 % from 2016 to 2030 mainly as a result of the Baltic Sea being defined as a Nitrogen Emission Control Area from 2021. In most parts of the Baltic Sea region ozone levels are expected to decrease from 2016 to 2030. For the Baltic Sea shipping, titration, mainly in winter, and production, mainly in summer, partially compensate. As a result the effects of Baltic Sea shipping on ozone are similar in 2016 and 2030.

Tracing the SW border of the Svecofennian Domain in the Baltic Sea region: evidence from petrology and geochronology from a granodioritic migmatite

2021 ◽  
Author(s):  
Evgenia Salin ◽  
Jeremy Woodard ◽  
Krister Sundblad
Keyword(s):  
Baltic Sea ◽  
Short Distance ◽  
Sedimentary Cover ◽  
Crystalline Basement ◽  
Drill Core ◽  
The Baltic Sea ◽  
Baltic Sea Region ◽  
Drill Site ◽  
Southwestern Margin ◽  
The Baltic

AbstractGeological investigations of a part of the crystalline basement in the Baltic Sea have been performed on a drill core collected from the depth of 1092–1093 m beneath the Phanerozoic sedimentary cover offshore the Latvian/Lithuanian border. The sample was analyzed for geochemistry and dated with the SIMS U–Pb zircon method. Inherited zircon cores from this migmatized granodioritic orthogneiss have an age of 1854 ± 15 Ma. Its chemical composition and age are correlated with the oldest generation of granitoids of the Transscandinavian Igneous Belt (TIB), which occur along the southwestern margin of the Svecofennian Domain in the Fennoscandian Shield and beneath the Phanerozoic sedimentary cover on southern Gotland and in northwestern Lithuania. It is suggested that the southwestern border of the Svecofennian Domain is located at a short distance to the SW of the investigated drill site. The majority of the zircon population shows that migmatization occurred at 1812 ± 5 Ma, with possible evidence of disturbance during the Sveconorwegian orogeny.

scholarly journals Variation of growth and phenology traits in poplars planted in clonal trials in Northern Europe—implications for breeding

2021 ◽  
Author(s):  
Anneli Adler ◽  
Almir Karacic ◽  
Ann-Christin Rönnberg Wästljung ◽  
Ulf Johansson ◽  
Kaspars Liepins ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Populus Trichocarpa ◽  
Selection Criterion ◽  
Volume Index ◽  
Northern Europe ◽  
Bud Burst ◽  
The Baltic Sea ◽  
European Climate ◽  
Baltic Sea Region ◽  
The Baltic

AbstractThe increased demand for wood to replace oil-based products with renewable products has lifted focus to the Baltic Sea region where the environment is favorable for woody biomass growth. The aim of this study was to estimate broad-sense heritabilities and genotype-by-environment (G×E) interactions in growth and phenology traits in six climatically different regions in Sweden and the Baltics. We tested the hypothesis that both bud burst and bud set have a significant effect on the early growth of selected poplar clones in Northern Europe. Provenance hybrids of Populus trichocarpa adapted to the Northern European climate were compared to reference clones with adaptation to the Central European climate. The volume index of stemwood was under low to medium genetic control with heritabilities from 0.22 to 0.75. Heritabilities for phenology traits varied between 0.31 and 0.91. Locally chosen elite clones were identified. G×E interactions were analyzed using pairwise comparisons of the trials. Three different breeding zones for poplars between the latitudes of 55° N and 60° N in the Baltic Sea Region were outlined. The studied provenance hybrids with origin from North America offer a great possibility to broaden the area with commercial poplar plantations in Northern Europe and further improve the collection of commercial clones to match local climates. We conclude that phenology is an important selection criterion after growth.

scholarly journals Boosting urban health and well-being through cross-sectoral cooperation

2020 ◽  
Vol 30 (Supplement_5) ◽  
Author(s):  
A Liinamo ◽  
K Matinheikki-Kokko ◽  
I Gobina ◽  
A Villeruša
Keyword(s):  
Health Promotion ◽  
Baltic Sea ◽  
Well Being ◽  
The Self ◽  
The Baltic Sea ◽  
Self Assessment ◽  
Health And Wellbeing ◽  
Baltic Sea Region ◽  
The Baltic ◽  
Health And Well Being

Abstract In the future, health promotion would require developed strategies that lead to stronger cross-sectoral cooperation. Cross-sectoral cooperation enables the integration of fragmented resources and competencies, which benefit service solutions for urban health. Healthy Boost “Urban Labs for Better Health for All in the Baltic Sea Region”, funded by the EU Interreg Baltic Sea Region -program, aims to develop the Model for cross-sectoral cooperation, which will be tested in the cities of the Baltic Sea Region during 2020-21. The self-assessment tool for cross-sectoral cooperation was developed, and the self-assessment among the nine cities in seven countries from the Baltic Sea Region was conducted in 2019. The results indicated to what extent the staff (n = 329) in the cities have recognized the cross-sectoral cooperation for health and wellbeing as strategically crucial in their policies, communication, and in the design of their organizational functions. The daily practices were evaluated in terms of how systematically cities have implemented cross-sector actions for health and wellbeing. The biggest challenges for cooperating across sectors for the cities were coordination and systematic identification of the community needs for health promotion. The cooperative actions were less systematic than expected in the strategic approach. The variation among respondents' assessments was high within the cities that lead to a conclusion about existing gaps in coordination, communication, and leadership of cross-sectoral work within the cities. The Likert type self-assessment measurement was statistically reliable in both strategic and operational dimensions of cooperation. Key messages Evaluation and measurements are needed to identify cross-sectoral actions to health and well-being. The evidence-based Model developed in the Healthy Boost project will guide partners towards systematic cross-sectoral cooperation processes.

Renewable Energy in the Baltic Sea Region 2025

2013 ◽  
Vol 19 (1-2) ◽  
pp. 47-62 ◽  
Author(s):  
Petri Tapio ◽  
Vilja Varho ◽  
Hanna Heino
Keyword(s):  
Renewable Energy ◽  
Baltic Sea ◽  
The Baltic Sea ◽  
Baltic Sea Region ◽  
The Baltic

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

AMBIO ◽  
2021 ◽  
Author(s):  
Sari Repka ◽  
Anne Erkkilä-Välimäki ◽  
Jan Eiof Jonson ◽  
Maximilian Posch ◽  
Janne Törrönen ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Critical Loads ◽  
Considerable Effect ◽  
Environmental Benefits ◽  
The Baltic Sea ◽  
Ecosystem Impacts ◽  
Baltic Sea Region ◽  
Emission Regulation ◽  
The Baltic ◽  
Exhaust Gas Emissions

AbstractTo 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.

Contacts and Networks in the Baltic Sea Region

2019 ◽  
Keyword(s):  
Baltic Sea ◽  
Final Section ◽  
Religious Studies ◽  
The Baltic Sea ◽  
Cultural Goods ◽  
The Third ◽  
Baltic Sea Region ◽  
The World ◽  
History Of ◽  
The Baltic

Since prehistoric times, the Baltic Sea has functioned as a northern mare nostrum — a crucial nexus that has shaped the languages, folklore, religions, literature, technology, and identities of the Germanic, Finnic, Sámi, Baltic, and Slavic peoples. This anthology explores the networks among those peoples. The contributions to Contacts and Networks in the Baltic Sea Region: Austmarr as a Northern mare nostrum, ca. 500-1500 ad address different aspects of cultural contacts around and across the Baltic from the perspectives of history, archaeology, linguistics, literary studies, religious studies, and folklore. The introduction offers a general overview of crosscultural contacts in the Baltic Sea region as a framework for contextualizing the volume’s twelve chapters, organized in four sections. The first section concerns geographical conceptions as revealed in Old Norse and in classical texts through place names, terms of direction, and geographical descriptions. The second section discusses the movement of cultural goods and persons in connection with elite mobility, the slave trade, and rune-carving practice. The third section turns to the history of language contacts and influences, using examples of Finnic names in runic inscriptions and Low German loanwords in Finnish. The final section analyzes intercultural connections related to mythology and religion spanning Baltic, Finnic, Germanic, and Sámi cultures. Together these diverse articles present a dynamic picture of this distinctive part of the world.

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