Dynamic Ni/V Ratio in the Ship-Emitted Particles Driven by Multiphase Fuel Oil Regulations in Coastal China

Effects of ambient air pollution from shipping on mortality: A systematic review

BACKGROUND

Shipping contributes to air pollution causing adverse health effects. We conducted for the first time a systematic review on the health and economic impacts of ambient air pollution from shipping emissions.

METHODS

We performed a systematic search in PubMed, Web of Science, EBSCO (Medline), and Scopus of all time up to December 2023. We then inter-compared semi-quantitatively the results of the included eligible studies.

RESULTS

We identified 23 eligible studies, 22 applying health impact assessment, and 1 using epidemiological methods. These studies used different methods for the evaluation of emissions, dispersion, and exposure, and for the exposure-mortality risk functions for exposure to shipping emissions for 1-2 years. The estimated excess global all-cause mortality from six studies ranged between 1 and 5 deaths per 100,000 person-years. However, the heterogeneity of the methods and critical gaps in the reporting seriously limited the synthesis of the evidence on health and economic effects of shipping emissions. Sufficient spatial and temporal resolutions in both dispersion and exposure modeling, as well as presentation of uncertainties is needed. Health impact assessment should present the results with all the main risk functions and population attributable risks, and the magnitude of the effect should be expressed in excess number per a given person-time or per population size. Economic effects should also cover work productivity, mental well-being, and cognitive functions.

CONCLUSIONS

We recommend that future studies should properly evaluate and report the uncertainty ranges and the confidence limits of the results. Rigorous studies are needed on multipollutant exposures, exposures from various source categories, and exposures attributed to various particulate matter measures. Studies should report the health impact measures in a format that facilitates straightforward inter-study comparisons. Further research should also specifically report the used grid spacings and resolutions and evaluate whether these are optimal for the task.

Quantitative evaluation of anthropogenic sources and health risks of rare earth elements in airborne particulate matter

Rare earth elements (REEs) have emerged as contaminants in airborne particulate matter (PM); however, their anthropogenic sources remain poorly quantified, and associated health risks are unknown. This study investigates the REE distribution across eight sizes of airborne PM during July and December in Qingdao, a major Chinese port city. Our results reveal a single coarse-mode distribution with REE concentrations. In contrast, fine PM (size: 0.43-2.1 μm) exhibits notable enrichment of La and Ce compared to Al and other REEs. This study traces La and Ce enrichment to fluid catalytic cracking catalysts (FCCC)-related sources, including refinery and ship emissions, by comparing the REE fractionation in samples with potential sources. We quantify the contributions from FCCC-related sources to La (July: 33.6 % ± 3.2 %, Dec.: 46.4 % ± 5.2 %) and Ce (July: 16.5 % ± 14.3 %, Dec.: 30.3 % ± 12.2 %) by comparing measured concentrations with predictions derived from neighboring REEs, a method previously used exclusively in aquatic systems. For the first time, supply ratios of refinery and ship to FCCC-related La are calculated using a two-component mixing model based on the [La]FCCC/[V]anth, revealing the dominance of refinery emissions (July: 97.3 % ± 0.6 %, Dec.: 99.6 % ± 0.1 %). Furthermore, a global review of La and Ce anomalies that integrates published REE data with our findings reveals a widespread distribution of positive anomalies. The significantly positive correlation between La and Ce anomalies underscores FCCC-related emissions as a global source in fine PM, contributing 0-92 % (mean: 35 % ± 33 %) for La and 0-72 % (mean: 21 % ± 24 %) for Ce. Although the non-carcinogenic health risks of Ce are generally low globally, concerns should be raised in areas near source emissions, where Ce health risks sharply increased along with its concentrations. There is urgently need to establish a threshold value for La, owing to its global enrichment. This study provides novel insights into the sources and health implications of REEs in airborne PM.

Modifications on the coastal atmospheric sulfur and cloud condensation nuclei along the Eastern China seas by shipping fuel transition

Marine fuel combustion from shipping releases SO2 and forms sulfate particles, which may alter low cloud characteristics. A series of strategies were implemented to control the sulfur content of ship fuel oil from 2018 to 2020, offering insights into the effects of the ship fuel oil transition on sulfur-related pollutants and the consequent cloud condensation nuclei (CCN) in the atmosphere. Compared to 2018 in the southeast China waters, shipping SO2 emission decreased by 78 % in 2020, resulting in a 76 % reduction in ship-related total sulfur concentration, and a decrease of 54 % in CCN number concentration under supersaturation 0.2 % (CCN0.2) contributed by shipping. The response of CCN0.2 to ship-related sulfate modification is more pronounced in relatively clean environments than polluted environments, highlighting the uneven changes in coastal CCN along the Eastern China Sea induced by the ship fuel policies. CCN can trigger the formation of cloud droplets, 2020 fuel regulation may have and will reduce the cooling radiative forcing effect with strong spatial heterogeneity. The study provides insights into the variations in coastal atmospheric sulfur-related pollutants and CCN in uneven response to changes in ship fuel oil, prompting the need for further comprehensive assessments of the climate effects resulting from potential shifts in ship fuel use in the future.

The important role of nitrate in iron and manganese dissolution and sulfate formation in fine particles at a coastal site in Northern China

Bioavailable transition trace elements, such as soluble iron (Fes) and soluble manganese (Mns) in aerosols, play a crucial role in atmospheric sulfate formation and marine ecosystems. In this study conducted during the spring of 2017 in Qingdao, a coastal city in Northern China, we applied a combined approach of multiple linear regression (MLR) incorporating the results of positive matrix factorization (PMF) to estimate the solubility of Fe and Mn from various sources. PMF analysis showed that dust was the largest contributor to total Fe (FeT) (45.5 %), followed by non-ferrous smelting (20.3 %) and secondary formation processes (17.8 %). However, secondary formation processes (33.2 %), vehicle exhaust (19.3 %) and aqueous-phase processes (19.0 %) were found to be the primary contributors to Fes. For total Mn (MnT) and Mns, dust (21.2 % ∼ 35.0 %), secondary formation processes (20.3 % ∼ 25.6 %) and industry (12.6 % ∼ 16.3 %) were identified as the dominant contributors. The solubilities of Fe and Mn varied significantly depending on their sources. Interestingly, nitrate played a more pronounced role than sulfate in facilitating the dissolution of Fe and Mn during the acid processing due to the high molar ratio of NO3-/2SO42- (1.72 ± 0.54) under the average RH of 56 % ± 15 %. This phenomenon suggested that the acid processing was primarily triggered by nitrate formation due to the low deliquescence relative humidity (DRH) of nitrate. Additionally, we discovered that the catalytic oxidation of SO2 in aerosol water was primarily driven by Fe rather than Mn, serving as a more significant pathway for sulfate formation within a pH range of 2.0 to 4.4. These findings provide valuable insights into the impact of acidification on the dissolution of Fe and Mn under conditions of moderate RH in the real ambient atmosphere with the increasing of NO3-/2SO42- molar ratio.

Quantifying anthropogenic emission of iron in marine aerosol in the Northwest Pacific with shipborne online measurements

Anthropogenic emissions are recognized as significant contributors to atmospheric soluble iron (Fe) in recent years, which may affect marine primary productivity, especially in Fe-limited areas. However, the contribution of different emission sources to Fe in marine aerosol has been primarily estimated by modeling approaches. Quantifying anthropogenic Fe based on field measurements remains a great challenge. In this study, online multi-element measurements and Positive Matrix Factorization (PMF) were combined for the first time to quantify sources of atmospheric Fe and soluble Fe in the Northwest Pacific during a cruise in spring 2015. Fe concentration in 624 atmospheric PM2.5 samples measured online was 74.58 ± 90.87 ng/m3. The PMF results showed anthropogenic activities, including industrial coal combustion, biomass burning, and maritime transport, were important in this region, contributing 31.4 % of atmospheric Fe on average. In addition, anthropogenic Fe concentration resolved by PMF was comparable to the simulation results of the CMAQ (Community Multiscale Air Quality) and GEOS-Chem (Goddard Earth Observing System-Chemical transport) models, with better correlation to CMAQ (r = 0.76) than GEOS-Chem (r = 0.26). This study developed a new method to estimate atmospheric soluble Fe, which integrates Fe source apportionment results and Fe solubility from different sources. Soluble Fe concentration was estimated as 3.93 ± 5.14 ng/m3, of which 87.0 % was attributed to anthropogenic emissions. Notably, ship emission alone contributed 27.5 % of soluble Fe, though its contribution to total Fe was only 2.2 %. Finally, the total deposition fluxes of atmospheric Fe (37.11 ± 38.43 μg/m2/day) and soluble Fe (1.85 ± 2.13 μg/m2/day) were estimated. This study developed a new methodology for quantifying contribution of anthropogenic emissions to Fe in marine aerosol, which could greatly help the assessment of impacts of human activities on marine environment.

On-board measurements of OC/EC ratio, mixing state, and light absorption of ship-emitted particles

Carbonaceous aerosols play important roles in environmental impacts and climate effects. The characteristics of ship-emitted carbonaceous aerosols keep unclear under the latest global low sulfur fuel oil policy. This study selected four ocean-going vessels burning low sulfur fuel oils for on-board exhaust testing. The emission factors of ship carbonaceous aerosols were obtained under different engine types (main and auxiliary engines), fuel types, and engine loads. Our results showed that fuel and engine types were both important factors affecting carbonaceous aerosol emissions for ship engines. The emission factors of OC and EC from main engines were 1.18 ± 0.62 and 0.06 ± 0.04 g/kg burning heavy fuel oil (HFO), while 0.52 ± 0.35 and 0.04 ± 0.03 g/kg burning marine gas oil (MGO), respectively. The OC/EC ratios of ship-emitted particles were within a large range of 2 to 23. The OC/EC ratios from the main engines were significantly higher than those from the auxiliary engines by a factor of 6.3. The result of chemical mixing states of ship-emitted particles observed by a single particle mass spectrometer (SPAMS) showed that OC and EC were internally mixed and existed as the ECOC-bonded forms in single particles. The measured light absorption of ship-emitted particles with higher OC/EC ratios showed an evident short-wave absorption enhancement based on the aethalometer AE-33. Our results implied that ship-emitted carbonaceous aerosols (especially with high OC/EC ratios) could not be uniformly treated regarding the optical properties to more precisely estimate their potential environmental impacts and climate effects in model systems in the future.

Vanadium in the Environment: Biogeochemistry and Bioremediation

Vanadium(V) is a highly toxic multivalent, redox-sensitive element. It is widely distributed in the environment and employed in various industrial applications. Interactions between V and (micro)organisms have recently garnered considerable attention. This Review discusses the biogeochemical cycling of V and its corresponding bioremediation strategies. Anthropogenic activities have resulted in elevated environmental V concentrations compared to natural emissions. The global distributions of V in the atmosphere, soils, water bodies, and sediments are outlined here, with notable prevalence in Europe. Soluble V(V) predominantly exists in the environment and exhibits high mobility and chemical reactivity. The transport of V within environmental media and across food chains is also discussed. Microbially mediated V transformation is evaluated to shed light on the primary mechanisms underlying microbial V(V) reduction, namely electron transfer and enzymatic catalysis. Additionally, this Review highlights bioremediation strategies by exploring their geochemical influences and technical implementation methods. The identified knowledge gaps include the particulate speciation of V and its associated environmental behaviors as well as the biogeochemical processes of V in marine environments. Finally, challenges for future research are reported, including the screening of V hyperaccumulators and V(V)-reducing microbes and field tests for bioremediation approaches.

Heavy vehicles' non-exhaust exhibits competitive contribution to PM2.5 compared with exhaust in port and nearby areas

Heavy port transportation networks are increasingly considered as significant contributors of PM2.5 pollution compared to vessels in recent decades. In addition, evidence points to the non-exhaust emission of port traffic as the real driver. This study linked PM2.5 concentrations to varied locations and traffic fleet characteristics in port area through filter sampling. The coupled emission ratio-positive matrix factorisation (ER-PMF) method resolves source factors by avoiding direct overlap from collinear sources. In the port central and entrance areas, freight delivery activity emissions including vehicle exhaust and non-exhaust particles, as well as induced road dust resuspension, accounted for nearly half of the total contribution (42.5%-49.9%). In particular, the contribution of non-exhaust from denser traffic with high proportion of trucks was competitive and equivalent to 52.3% of that from exhaust. Backward trajectory statistical models further interpreted the notably larger-scale coverage of non-exhaust emissions in the port's central area. The distribution of PM2.5 were interpolated within the scope of the port and nearby urban areas, displaying the potential contribution of non-exhaust within 1.15 μg/m3-4.68 μg/m3, slightly higher than the urban detections reported nearby. This study may provide useful insights into the increasing percentage of non-exhaust from trucks in ports and nearby urban areas and facilitate supplementary data collection on Euro-VII type-approval limit settings.

Provenance of Aerosol Black Carbon over Northeast Indian Ocean and South China Sea and Implications for Oceanic Black Carbon Cycling

Aerosol black carbon (BC) is a short-lived climate pollutant. The poorly constrained provenance of tropical marine aerosol BC hinders the mechanistic understanding of extreme climate events and oceanic carbon cycling. Here, we collected PM2.5 samples during research cruise NORC2016-10 through South China Sea (SCS) and Northeast Indian Ocean (NEIO) and measured the dual-carbon isotope compositions (δ13C-Δ14C) of BC using hydrogen pyrolysis technique. Aerosol BC exhibits six different δ13C-Δ14C isotopic spaces (i.e., isotope provinces). Liquid fossil fuel combustion, from shipping emissions and adjacent land, is the predominant source of BC over isotope provinces "SCS close to Chinese Mainland" (53.5%), "Malacca Strait" (53.4%), and "Open NEIO" (40.7%). C3 biomass burning is the major contributor to BC over isotope provinces "NEIO close to Southeast Asia" (55.8%), "Open NEIO" (41.3%), and "Open SCS" (40.0%). Coal combustion and C4 biomass burning show higher contributions to BC over "Sunda Strait" and "Open SCS" than the others. Overall, NEIO near the Bay of Bengal, Malacca Strait, and north SCS are three hot spots of fossil fuel-derived BC; the first two areas are also hot spots of biomass-derived BC. The comparable δ13C-Δ14C between BC in aerosol and dissolved BC in surface seawater may suggest atmospheric BC deposition as a potential source of oceanic dissolved BC.

Assessing the Intensity of Marine Biogenic Influence on the Lower Atmosphere: An Insight into the Distribution of Marine Biogenic Aerosols over the Eastern China Seas

Marine biological activities make a non-negligible contribution to atmospheric aerosols, leading to potential impacts on the regional atmospheric environment and climate. The eastern China seas are highly productive with significant emissions of biogenic substances, but the spatiotemporal variations of marine biogenic aerosols are not well known. Air mass exposure to chlorophyll a (AEC) can be used to indicate the influence of biogenic sources on the atmosphere to a certain degree. In this study, the 12 year (2009-2020) daily AEC were calculated over the eastern China seas, showing the spatial and seasonal patterns of marine biogenic influence intensity which were co-controlled by surface phytoplankton biomass and boundary layer height. By combining the AEC values, relevant meteorological parameters, and extensive observations of a typical biogenic secondary aerosol component, methanesulfonate (MSA), a parameterization scheme for MSA simulation was successfully constructed. This AEC-based approach with observation constraints provides a new insight into the distribution of marine biogenic aerosols. Meanwhile, the wintertime air mass retention over land exhibited a significant decrease, showing a decadal weakening trend of terrestrial transport, which is probably related to the weakening of the East Asian winter monsoon. Thus, marine biogenic aerosols may play an increasingly important role in the studied region.

Impact of Ship Emissions on Air Quality in the Greater Bay Area in China under the Latest Global Marine Fuel Regulation

As the main anthropogenic source in open seas and coastal areas, ship emissions impact the climate, air quality, and human health. The latest marine fuel regulation with a sulfur content limit of 0.5% went into effect globally on January 1, 2020. Investigations of ship emissions after fuel switching are necessary. In this study, online field measurements at an urban coastal site and modeling simulations were conducted to detect the impact of ship emissions on air quality in the Greater Bay Area (GBA) in China under new fuel regulation. By utilizing a high mass-resolution single particle mass spectrometer, the vanadium(V) signal was critically identified and was taken as a robust indicator for ship-emitted particles (with relative peak area > 0.1). The considerable number fractions of high-V particles (up to 30-40% during ship plumes) indicated that heavy fuel oils via simple desulfurization or blending processes with low-sulfur fuels were extensively used in the GBA to meet the global 0.5% sulfur cap. Our results showed that ship-emitted particulate matter and NOx contributed up to 21.4% and 39.5% to the ambient, respectively, in the summertime, significantly affecting the air quality in the GBA. The sea-land breeze circulation also played an important role in the transport pattern of ship-emitted pollutants in the GBA.

Characteristics and sources of PM2.5-bound elements in Shanghai during autumn and winter of 2019: Insight into the development of pollution episodes

Elemental composition of PM_2.5 dispersed in the atmosphere has received increasing attention due to its health effect and catalytic activities. In this study, the characteristics and source apportionment of PM_2.5-bound elements were investigated using hourly measurements. K is the most abundant metal element, followed by Fe > Ca > Zn > Mn > Ba > Pb > Cu > Cd. With an average of 8.8 ± 4.1 ng m^-3, Cd was the only element whose pollution level exceeded the limits of Chinese standards and WHO guidelines. The concentrations of As, Se, and Pb doubled in December compared to November, indicating a large increase in coal consumption in winter. The enrichment factors of As, Se, Hg, Zn, Cu, Cd, and Ag were larger than 100, indicating that anthropogenic activities greatly affected them. Ship emissions, coal combustion, soil dust, vehicle emissions, and industrial emissions were identified as major sources of trace elements. In November, the pollution from coal burning and industrial activities was significantly reduced, demonstrating the remarkable achievement of coordinated control measures. For the first time, hourly measurements of PM_2.5-bound elements and secondary sulfate and nitrate were used to investigate the development of dust and PM_2.5 events. During a dust storm event, secondary inorganic salts, potentially toxic elements, and crustal elements sequentially reached peak concentrations, indicating different source origins and formation mechanisms. During the winter PM_2.5 event, the sustained increase of trace elements was attributed to the accumulation of local emissions, while regional transport was responsible for the explosive growth before the end of the event. This study highlights the important role of hourly measurement data in distinguishing local accumulation from regional and long-range transport.

Long-Term Observation of Mixing States and Sources of Vanadium-Containing Single Particles from 2020 to 2021 in Guangzhou, China

The distribution of vanadium (V) in aerosols is commonly used to track ship exhaust emissions, yet the atmospheric abundance of V has been greatly reduced due to the implementation of a clean fuel policy. Recent research mainly discussed the chemical compositions of ship-related particles during specific events, yet few studies focus on the long-term changes of V in the atmosphere. In this study, a single-particle aerosol mass spectrometer was used to measure V-containing particles from 2020 to 2021 in Huangpu Port in Guangzhou, China. The long-term trend of the particle counts of V-containing particles declined annually, but the relative abundance of V-containing particles in the total single particles increased in summer due to the influence of ship emissions. Positive matrix factorization revealed that in June and July 2020, 35.7% of the V-containing particles were from ship emissions, followed by dust and industrial emissions. Furthermore, more than 80% of the V-containing particles were found mixing with sulfate and 60% of the V-containing particles were found mixing with nitrate, suggesting that the majority of the V-containing particles were secondary particles processed during the transport of ship emissions to urban areas. Compared with the small changes in the relative abundance of sulfate in the V-containing particles, the relative abundance of nitrate exhibited clear seasonal variations, with a high abundance in winter. This may have been due to the increased production of nitrate from high concentrations of precursors and a suitable chemical environment. For the first time, the long-term trends of V-containing particles in two years are investigated to demonstrate changes in their mixing states and sources after the clean fuel policy, and to suggest the cautious application of V as an indicator of ship emissions.

Seasonal variation of driving factors of ambient PM2.5 oxidative potential in Shenzhen, China

Reactive oxygen species (ROS) play a central role in health effects of ambient fine particulate matter (PM_2.5). In this work, we screened for efficient and complementary oxidative potential (OP) measurements by comparing the response values of multiple chemical probes (OP^DTT, OP^OH, OP^GSH) to ambient PM_2.5 in Shenzhen, China. Combined with meteorological condition and PM_2.5 chemical composition analysis, we explored the effects of different chemical components and emission sources on the ambient PM_2.5 OP and analyzed their seasonal variations. The results show that OP_m^DTT(mass-normalized) and OP_m^GSH-SLF were highly correlated (r = 0.77). OP^DTT was mainly influenced by organic carbon, while OP^OH was highly dominated by heavy metals. The combination of OP^DTT and OP^OH provides an efficient and comprehensive measurement of OP. Temporally, the OPs were substantially higher in winter than in summer (1.4 and 4 times higher for OP_m^DTT and OP_m^OH, respectively). The long-distance transported biomass burning sources from the north dominated the OP^DTT in winter, while the ship emissions mainly influenced the summer OP. The OP_m^DTT increased sharply with the decrease of PM_2.5 mass concentration, especially when the PM_2.5 concentration was lower than 30 μg/m³. The huge differences in wind fields between the winter and summer cause considerable variations in PM_2.5 concentrations, components, and OP. Our work emphasizes the necessity of long-term, multi-method, multi-component assessment of the OP of PM_2.5.

Hourly organic tracers-based source apportionment of PM2.5 before and during the Covid-19 lockdown in suburban Shanghai, China: Insights into regional transport influences and response to urban emission reductions

During the Covid-19 outbreak, strict lockdown measures led to notable reductions in transportation-related emissions and significantly altered atmospheric pollution characteristics in urban and suburban areas. In this work, we compare comprehensive online measurements of PM_2.5 major components and organic molecular markers in a suburban location in Shanghai, China before lockdown (Dec. 28, 2019 to Jan. 23, 2020) and during lockdown (Jan. 24 to Feb. 9, 2020). The NO_x levels declined sharply by 59% from 44 to 18 ppb during the lockdown, while O₃ rose two times higher to 42 ppb. The PM_2.5 level dropped from 64 to 49 μg m^-3 (-24%). The major components all showed reductions, with the reduction of nitrate most prominent at -58%, followed by organics at -19%, and sulfate at -17%. Positive matrix factorization analysis identifies fourteen source factors, including nine primary sources and five secondary sources. The secondary sources consist of sulfate-rich factor, nitrate-rich factor, and three secondary organic aerosol (SOA) factors, with SOA_I being anthropogenic SOA, SOA_II associated with later generation products of organic oxidation, and SOA_III being biogenic SOA. The combined secondary sources contributed to 69% and 63% (40 and 22 μg m^-3) of PM_2.5 before and during lockdown, respectively, among which the reductions in the nitrate-rich (-55%) factor was the most prominent. Among primary sources, large reductions (>80%) were observed in contributions from industrial, cooking, and vehicle emissions. Unlike some studies reporting that the restriction during the Covid-19 resulted in enhanced secondary sulfate and SOA formation, we observed decreases in both secondary inorganic and SOA formation despite the overall elevated oxidizing capacity in the suburban site. Our results indicate that the formation change in secondary inorganic and organic compounds in response to substantial reductions in urban primary precursors are different for urban and suburban environments.

Possible influence of shipping emissions on metals in size-segregated particulate matter in Guanabara Bay (Rio de Janeiro, Brazil)

In the world of growing maritime fleets, ships powered by fossil fuels are being widely used that are responsible for atmospheric emissions such as particulate matter (PM). When inhaled, these can cause serious injury to the body and affect internal organs, because the particle size is on a tiny scale. The International Convention for the Prevention of Pollution from Ships (MARPOL) regulates the standards for emissions from marine diesel engines. However, although they pose risks to human health and the environment, the metals present in PM are not covered by Brazilian national current legislation. This study is based on the results of sampling of PM in the atmosphere of Guanabara Bay, Rio de Janeiro, Brazil, by means of the MOUDI cascade impactor, followed by acid opening of the collected PM and subsequent chemical analysis by ICP-MS for the determination of Ba, Ca, Cd, Co, Cu, Cr, Fe, Mg, Mn, Ni, Pb, V, and Zn. In coarse particles, the mean values ranged from 0.11 ng m^-3 for Ba to 24.9 ng m^-3 for Fe; in fine particles, from 0.07 ng m^-3 for Co to 25.0 ng m^-3 for Fe; and in ultrafine particles, from 0.11 ng m^-3 for Ba to 9.71 ng m^-3 for Fe. Finally, the nanoparticles (Ba and Ca) were not detected and the maximum value obtained was 5.32 ng m^-3 for Mn.

Emission Characteristics and Formation Pathways of Intermediate Volatile Organic Compounds from Ocean-Going Vessels: Comparison of Engine Conditions and Fuel Types

The lack of emission data for ocean-going vessels (OGVs) and the recent fuel switching make it urgent to enhance the onboard measurement of ship emissions, especially for intermediate volatile organic compounds (IVOCs). This study focused on the IVOC emission characteristics and formation pathways of three OGVs under various engine conditions (power and load) and fuel oils (heavy fuel oil (HFO) versus marine gas oil (MGO)). The results showed that the (1) IVOC emission factors (EF_IVOC) of the three OGVs increased with engine power and were higher for MGO (1494.4 ± 421.7 mg/kg) than HFO (1830.5 ± 534.5 mg/kg) and engine load is an important parameter. (2) Engine load and oil type affect the composition and volatility distribution of IVOCs. The proportion of polycyclic aromatic hydrocarbons in IVOCs increased with a higher load, and using MGO shifted IVOC components to a higher volatility in contrast to HFO. (3) The compositions of IVOCs were more like those in fuel oils under low loads than under high loads, indicating that different formation pathways of IVOCs exist for different engine loads. (4) A higher EF_IVOC was observed nearshore than in open sea owing to the lower and transient engine load, which indicates the necessity of paying attention to the IVOC emissions for ships.

Comparison of the Impact of Ship Emissions in Northern Europe and Eastern China

It is well known that ship emissions contribute significantly to atmospheric pollution. However, the impact on air quality can regionally vary, as influenced by parameters such as the composition of the regional shipping fleet, state of background atmospheric pollution, and meteorological aspects. This study compared two regions with high shipping densities in 2015. These include the North and Baltic Seas in Europe and the Yellow and East China Seas in China. Here, a key focal point is an evaluation of differences and similarities of the impacts of ship emissions under different environmental conditions, particularly between regions with medium (Europe) and high air pollution (China). To assess this, two similarly performed chemical transport model runs were carried out with highly resolved bottom-up ship emission inventories for northern Europe and China, calculated with the recently developed MoSES model, publicly available emissions data for nonshipping sources (EDGAR, MEIC). The performance of the model was evaluated against measurement data recorded at coastal stations. Annual averages at affected coastal regions for NO2, SO2, O3 and PM2.5 were modeled in Europe to be 3, below 0.3, 2.5, 1 and in China 3, 2, 2–8, 1.5, respectively, all given in μg/m3. In highly affected regions, such as large harbors, the contributions of ship-related emissions modeled in Europe were 15%, 0.3%, −12.5%, 1.25% and in China were 15%, 6%, −7.5%, 2%, respectively. Absolute pollutant concentrations from ships were modeled slightly higher in China than in Europe, albeit the relative impact was smaller in China due to higher emissions from other sectors. The different climate zones of China and the higher level of atmospheric pollution were found to seasonally alter the chemical transformation processes of ship emissions. Especially in northern China, high PM concentrations during winter were found to regionally inhibit the transformation of ship exhausts to secondary PM, and reduce the impact of ship-related aerosols, compared to Europe.

Real-time chemical characterization of single ambient particles at a port city in Chinese domestic emission control area - Impacts of ship emissions on urban air quality

The domestic emission control area (DECA) policy has been implemented in China since 2017. However, its impact on ship emissions and in turn urban air quality is still unclear. In this study, real-time single particle measurements were carried out at a site in urban Guangzhou, about 1 km downwind of Huangpu Port, the largest maritime transport hub in southern China, in the summer of 2020 using a single particle aerosol mass spectrometer (SPAMS). During the campaign, the hourly averaged number fraction of ship emitted particles, using vanadium as a chemical indicator, varied from 0 to 14% with an average of 2 ± 1%. Ship emitted single particles contain organic carbon (OC), elemental carbon (EC), metals, sulfate and nitrate. More than 95% of ship emitted particles were sulfate-containing particles and the relative peak areas (RPAs) of sulfate and vanadium in the hourly average mass spectra of ship emitted particles were highly correlated (R² = 0.85), suggesting the potential contribution of ship emissions to sulfate production in coastal cities. The relative abundance of OC and EC-related components in ship emitted particles varied and it was likely attributed to the different blending fluids used in the production of low sulfur fuels. The results from this study provide evidence for evaluating the effectiveness of the current regulations and guidance for future policy-making regarding the low sulfur fuel quality regulation and multiple-component control strategies.