Changes in the SO2 Level and PM2.5 Components in Shanghai Driven by Implementing the Ship Emission Control Policy

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.

Passive air sampling of VOCs, O3, NO2, and SO2 in the large industrial city of Ulsan, South Korea: spatial-temporal variations, source identification, and ozone formation potential

Concerns about volatile organic compounds (VOCs) have increased due to their toxicity and secondary reaction with nitrogen oxides (NOX) to form ozone (O3). In this study, passive air sampling of VOCs, O3, NO2, and SO2 was conducted in summer, fall, winter, and spring from 2019 to 2020 at six industrial and ten urban sites in Ulsan, the largest industrial city in South Korea. Over the entire sampling period, the concentration of toluene (mean: 8.75 μg/m3) was the highest of the 50 target VOCs, followed by m,p-xylenes (4.52 μg/m3), ethylbenzene (4.48 μg/m3), 3-methylpentane (4.40 μg/m3), and n-octane (4.26 μg/m3). Total (Σ50) VOC levels did not statistically differ between seasons, indicating that large amounts of VOCs are emitted into the atmosphere throughout the year. On the other hand, O3, NO2, and SO2 exhibited strong seasonal variation depending on the meteorological conditions and emission sources. The spatial distribution of Σ50 VOCs, NO2, and SO2 indicated that industrial complexes were major sources in Ulsan, while O3 had the opposite spatial distribution. Using a positive matrix factorization model, five major sources were identified, with industrial effects dominant. Aromatic compounds, such as m,p,o-xylenes, toluene, and 1,2,4-trimethylbenzene, significantly contributed to O3 formation. The VOC/NO2 ratio and O3 concentrations suggested that reducing VOC emissions is more effective than reducing NO2 emissions in terms of preventing the secondary formation of O3. The findings of this study allow for a better understanding of the relationship between VOCs, O3, NO2, and SO2 in industrial cities.

Impacts of Ship Emissions on Air Quality in Southern China: Opportunistic Insights from the Abrupt Emission Changes in Early 2020

In early 2020, two unique events perturbed ship emissions of pollutants around Southern China, proffering insights into the impacts of ship emissions on regional air quality: the decline of ship activities due to COVID-19 and the global enforcement of low-sulfur (<0.5%) fuel oil for ships. In January and February 2020, estimated ship emissions of NOx, SO2, and primary PM2.5 over Southern China dropped by 19, 71, and 58%, respectively, relative to the same period in 2019. The decline of ship NOx emissions was mostly over the coastal waters and inland waterways of Southern China due to reduced ship activities. The decline of ship SO2 and primary PM2.5 emissions was most pronounced outside the Chinese Domestic Emission Control Area due to the switch to low-sulfur fuel oil there. Ship emission reductions in early 2020 drove 16 to 18% decreases in surface NO2 levels but 3.8 to 4.9% increases in surface ozone over Southern China. We estimated that ship emissions contributed 40% of surface NO2 concentrations over Guangdong in winter. Our results indicated that future abatements of ship emissions should be implemented synergistically with reductions of land-borne anthropogenic emissions of nonmethane volatile organic compounds to effectively alleviate regional ozone pollution.

Impact of shipping emissions regulation on urban aerosol composition changes revealed by receptor and numerical modelling

Various shipping emissions controls have recently been implemented at both local and national scales. However, it is difficult to track the effect of these on PM2.5 levels, owing to the non-linear relationship that exists between changes in precursor emissions and PM components. Positive Matrix Factorisation (PMF) identifies that a switch to cleaner fuels since January 2020 results in considerable reductions in shipping-source-related PM2.5, especially sulphate aerosols and metals (V and Ni), not only at a port site but also at an urban background site. CMAQ sensitivity analysis reveals that the reduction of secondary inorganic aerosols (SIA) further extends to inland areas downwind from ports. In addition, mitigation of secondary organic aerosols (SOA) in coastal urban areas can be anticipated either from the results of receptor modelling or from CMAQ simulations. The results in this study show the possibility of obtaining human health benefits in coastal cities through shipping emission controls.

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.

Membrane Separation Used as Treatment of Alkaline Wastewater from a Maritime Scrubber Unit

Since 1 January 2020, the sulfur content allowed in exhaust gas plume generated by marine vessels decreased to 0.5% m/m. To be compliant, a hybrid scrubber was installed on-board, working in closed loop and generating a high volume of alkaline wastewater. The alkaline water suspension was treated by a silicon carbide multitubular membrane to remove pollutants, and to allow the water discharge into the natural environment. In this paper, membrane filtration behavior was analyzed for the maritime scrubber wastewater. A range of operating parameters were obtained for several feedwater quality-respecting industrial constraints. The objective was an improvement of (I) the water recovery rate, (II) the filtration duration, and (III) the permeate quality. Thus, in high-fouling water, a low permeate flow (60 L h^-1 m^-2) with frequent backflushing (every 20 min) was used to maintain membrane performance over time. In terms of water quality, the suspended solids and heavy metals were retained at more than 99% and 90%, respectively. Other seawater discharge criteria in terms of suspended solids concentration, pH, and polyaromatic hydrocarbons were validated. The recommended operating conditions from laboratory study at semi-industrial scale were then implemented on a vessel in real navigation conditions with results in agreement with expectations.

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.

A Real-Time Measurement-Modeling System for Ship Air Pollution Emission Factors

The lack of techniques for monitoring ship emissions all day and in all weather conditions to obtain real-time emission factor values is the main problem in understanding the characteristics of ship emissions, and there is still no perfect solution. In this study, a real-time measurement-modeling system was designed and implemented. The system was divided into three parts: (1) a portable exhaust monitoring device, which could be mounted on a drone, aircraft, patrol boat, dock, and bridge crane, as well as on the shore, to conduct all-weather and real-time online monitoring of ship emissions; (2) a monitoring information platform for ship emissions, based on a Spring + Spring MVC + MyBatis (SSM) framework and Vue front-end technology; and (3) a cloud server that received real-time ship emission measurement data and stored it after verification and analysis to calculate the pollutant gas and particulate matter emission factors. Following development, this system was used to monitor the emissions of ocean-going and inland river ships. Analysis of the acquired data showed that the system could effectively measure the emission factors of ship exhausts full-time in a variety of weather scenarios. This system can improve the efficiency of maritime law enforcement and provide technical support for promoting the construction of ship emission control areas. It can also help researchers obtain ship emission data, as well as an improved understanding of the emission characteristics of ships.

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.

Characterization and sources of trace elements in PM1 during autumn and winter in Qingdao, Northern China

Atmospheric sub-micrometer particles (PM₁, particles with an aerodynamic diameter ≤ 1.0 μm) monitoring in Qingdao, a coastal city in Northern China, was conducted for two consecutive years from November 1, 2018 to January 31, 2019 (hereafter referred to as OP_2018-2019) and from October 28, 2019 to January 20, 2020 (hereafter referred to as OP_2019-2020). The results showed that compared with OP_2018-2019, the concentrations of V, Ni, As, Pb, and Cd in PM₁ in OP_2019-2020 decreased by 61.9%, 31.4%, 49.2%, 25.4%, and 27.1%, respectively. For the indicators of ship emission sources, a significant reduction in V (73.3%) and Ni (22.1%) concentrations were observed after the implementation of the updated Domestic Emission Control Area (DECA 2.0) policy for ships since January 1, 2019 proposed by the Ministry of Transportation. This result demonstrated that the implementation of the DECA 2.0 policy had a significant effect on reducing ship emissions. The Field Emission Scanning Electron Microscope analysis identified the impact of ship emission sources, while the inconsistent distribution of V and Ni revealed other potential sources of Ni. The V/Ni ratios during the pre-policy and post-policy periods decreased by 40.7%. Along with the further implementation of the domestic coastal ship pollution control zone policy, V/Ni ratio should be cautiously used as a parameter for ship emission sources. The positive matrix factorization method identified five source factors: coal combustion/biomass burning (47.8%), crustal sources (21.2%), vehicle exhaust/road dust (15.1%), industrial emissions (11.1%), and ship emissions (4.9%). The contribution rates of ship emission sources before and after the DECA 2.0 policy were analyzed and found to be 5.6% and 3.4%. The potential source contribution factor analysis of As showed that the potential emission source areas were significantly reduced in OP_2019-2020, which might be related to the coal fired cleanup operations conducted in Beijing-Tianjin-Hebei and surrounding areas.

Marine Air Pollution in Israel: Extent, Proposed Mitigation Targets, Benefits and Feasibility

Marine air pollution is a major contributor to seaports and coastal air pollution, and Israel has yet to seriously confront this issue. This study aimed to update previous marine air pollution estimations in Israel’s two major ports: Haifa and Ashdod. The objectives were to examine technical and regulatory measures to address the problem, to propose mitigation targets and to estimate their potential benefits. Based on a model of emission-calculations that relies on an updated ship-inventory data as well as real-time ships’ location and movement tools, the combined marine NOx, SOx and PM2.5 annual emissions in these ports were found to be 18,415, 15,128 and 1453 tons, respectively. These values are considerably higher than previous estimates, are comparable to the constant pollution emitted at ground level from a 1000-MW coal powered city power plant and are 3–20 times higher than the industrial and land transportation sectors in these cities. Relatively high nickel concentration in PM was found in Israel only relatively adjacent to the Haifa and Ashdod ports. Since high nickel concentration in PM is today mainly associated with marine air pollution, this finding supports the hypothesis that marine air pollution worsens the air quality in these cities. SOx and PM2.5 emissions can be reduced by 78% and 27%, respectively, if Israel enforces the revised International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI regulations in its territorial waters. While the latter step can achieve external benefits of NIS 518.4 million/year (EUR 132 million/year), additional mitigation actions and local regulations are suggested, focusing on NOx emissions but also on other pollutant criteria. Such actions can achieve further benefits of NIS 274.3 million/year (EUR 70 million/year). Achieving the suggested targets is challenging yet attainable, and their potential benefits will probably outweigh their costs.

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

This study aims to investigate the effect of the stepwise marine fuel oil regulations on the concentrations of vanadium (V) and nickel (Ni) in ambient air based on a 4-y (2017-2020) online measurement in Shanghai, a coastal city in China. The annual concentration of V was reduced by 58% due to the switch from Domestic Emission Control Area (DECA) 1.0 to DECA 2.0 and further by 74% after the implementation of the International Maritime Organization (IMO) 2020 regulation, while the reduction rate for Ni was only 27% and then 18% respectively. Consistently, a reduction of 84% in V content and a negligible change in Ni content were measured in 180cst ship oil samples from 2010 to 2020. The similar increasing trend of Ni/V ratios (from <0.4 to >2.0) in both ambient measurement and heavy fuel oil samples suggests that the DECA and IMO 2020 regulations effectively reduced the ambient V. However, nickel content is still enriched in the in-use desulfurized residual oils and ship-emitted particles in coastal China. Meanwhile, the previous ratio between V and Ni cannot be used as a tracer for identifying ship-emitted particles due to its large variation in oils. Further updating of the source profile of ship traffic emissions in coastal cities is necessary in the future.

Air quality in Canadian port cities after regulation of low-sulphur marine fuel in the North American Emissions Control Area

Large marine vessels have historically used high-sulphur (S) residual fuel oil (RFO), with substantial airborne releases of sulphur dioxide (SO₂) and fine particulate matter (PM_2.5) enriched in vanadium (V), nickel (Ni) and other air pollutants. To address marine shipping air pollution, Canada and the United States have jointly implemented a North American Emissions Control Area (NA ECA) within which ships are regulated to use lower-sulphur marine fuel or equivalent SO₂ scrubbers (i.e., 3.5% maximum fuel S reduced to 1% S in 2012 and 0.1% S in 2015). To investigate the effects of these regulations on local air quality, we examined changes in air pollutant (SO₂, PM_2.5, NO₂, O₃), and related PM_2.5 components (V, Ni, sulphate) concentrations over 2010-2016 at the Canadian port cities of Halifax, Vancouver, Victoria, Montreal, and Quebec City. SO₂ concentrations showed large statistically significant decreases at all sites (-28% to -83% mean hourly change), with the largest improvements in the coastal cities when the 0.1% fuel S regulation took effect. Statistically significant PM_2.5 but smaller fractional reductions were also observed (-7% to -37% mean hourly change), reflecting the importance of non-marine PM sources. RFO marker species V and Ni in PM_2.5 dramatically declined following regulation implementation, consistent with decreased RFO use likely indicating the switch to low-S distillate fuel oil rather than exhaust scrubbers for initial compliance. Significant changes in other pollutants with non-marine sources (NO₂, O₃) were not contemporaneous with the regulatory timeline. The large SO₂ improvements in the port cities have reduced 1-h concentrations to <30 ppb, comparable to Canadian urban locations with few local SO₂ sources and likely reducing health risks to susceptible populations such as asthmatics and the elderly. Our findings indicate that the implementation of the NA ECA improved air quality at Canadian port cities immediately following the requirement for lower-S fuel. These air quality improvements suggest that large-scale international benefits can result from implementation of the 2020 global low-S marine fuel regulations.

Atmospheric Vanadium Emission Inventory from Both Anthropogenic and Natural Sources in China

Vanadium is a strategically important metal in the world, although sustained exposure under high vanadium levels may lead to notable adverse impact on health. Here, we leverage a bottom-up approach to quantitatively evaluate vanadium emissions from both anthropogenic and natural sources during 1949-2017 in China for the first time. The results show that vanadium emissions increased by 86% from 1949 to 2005 to a historical peak value and then gradually decreased to 12.9 kt in 2017. With the effective implementation of air pollution control measures, vanadium emissions from anthropogenic sources decreased sharply after 2011. During 2011-2017, about half of vanadium emissions came from coal and oil combustion. In addition, industrial processes and natural sources also cannot be ignored, with the total contributions of more than 24%. The high levels of vanadium emissions were mainly distributed throughout the North China Plain and the eastern and coastal regions, especially in several urban agglomerations. Furthermore, the comprehensive evaluation by incorporating contrastive analysis, Monte Carlo approach, and GEOS-Chem simulation shows that vanadium emissions estimated in this study were reasonable and acceptable. The findings of our study provide not only a scientific foundation for investigating the health effects of vanadium but also useful information for formulating mitigation strategies.

Ambient marine shipping emissions determined by vessel operation mode along the East China Sea

Marine shipping emissions exert important air quality and climate impacts. This study characterized the ambient pollutants predominant by emissions from a variety of marine vessel types near the mid-latitude East China Sea. Two discernible primary shipping emissions were identified by factorization analysis on detailed mass spectra of organic aerosol (OA), as emissions in maneuvering and cruise, highly linked with NO_x (and less oxidized OA, black carbon, BC) or CO (and more oxidized OA), respectively. Using radio-recorded quantities and activities of 3566 vessels mixed with slow and high-speed diesel engines, we found emission of NO_x or BC per vessel was positively correlated with vessel speed, while CO emission peaked at moderate speed. The approach here based on vessel operation mode directly linked the vessel activities to ambient concentrations of pollutants from marine shipping emission, and may synthesize the complex vessel types in shipping emission inventory.

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.

Chemical characteristics and sources of ambient PM2.5 in a harbor area: Quantification of health risks to workers from source-specific selected toxic elements

Samples of ambient PM_2.5 were collected in the Qingdao harbor area between 21 March and May 25, 2016, and analyzed to investigate the compositions and sources of PM_2.5 and to assess source-specific selected toxic element health risks to workers via a combination of positive matrix factorization (PMF) and health risk (HR) assessment models. The mean concentration of PM_2.5 in harbor area was 48 μg m^-3 with organic matter (OM) dominating its mass. Zn and V concentrations were significantly higher than the other selected toxic elements. The hazard index (HI) and cancer risk (R_i) of all selected toxic elements were lower than the United States Environmental Protection Agency (USEPA) limits. There were no non-cancer and cancer risks for workers in harbor area. The contributions from industrial emissions (IE), ship emissions (SE), vehicle emissions (VE), and crustal dust and coal combustion (CDCC) to selected toxic elements were 39.0%, 12.8%, 24.0%, and 23.0%, respectively. The HI values of selected toxic elements from IE, CDCC, SE, and VE were 1.85 × 10^-1, 7.08 × 10^-2, 6.36 × 10^-2, and 3.37 × 10^-2, respectively; these are lower than the USEPA limits. The total cancer risk (R_t) value from selected toxic elements in CDCC was 2.04 × 10^-7, followed by IE (6.40 × 10^-8), SE (2.26 × 10^-8), and VE (2.18 × 10^-8). CDCC and IE were the likely sources of cancer risk in harbor area. The Bo Sea and coast were identified as the likely source areas for health risks from IE via potential source contribution function (PSCF) analysis based on the results of PMF-HR modelling. Although the source-specific health risks were below the recommended limit values, this work illustrates how toxic species in PM_2.5 health risks can be associated with sources such that control measures could be undertaken if the risks warranted it.

Characterizing the Particle Composition and Cloud Condensation Nuclei from Shipping Emission in Western Europe

Commercial shipping is considered as an important source of air pollution and cloud condensation nuclei (CCN). To assess the climatic and environmental impacts of shipping, detailed characterization of ship plumes near the point of emission and understanding of ship plume evolution further downwind are essential. This airborne measurement study presents the online characterization of particulate phase ship emissions in the region of Western Europe in 2019 prior to new international sulfur emission controls becoming enacted. More than 30 ships from both the sulfur emission control area (SECA) in the English Channel and the open sea (OS) are measured and compared. Ships within the SECA emitted much less sulfate (SO₄) compared with those at OS. When shifted to a lower apparent fuel sulfur content (FSC) at similar engine loads, the peak of the fresh ship emitting the particle number size distribution shifted from around 60-80 nm in diameter to below 40 nm in diameter. The emission factors (EFs) of sulfate are predicted to decrease by around 94% after the 2020 regulation on ship sulfur emission in the open ocean. The EFs of refractory black carbon (rBC) and organic compounds (Org) do not appear to be directly affected by the lower sulfur contents. The total number concentration for condensation nuclei (CN) >2.5 nm and >0.1 μm are predicated to be reduced by 69 and 56%, respectively. Measured plume evolution results indicate that the S(IV) to S(VI) conversion rate was around 23.4% per hour at the beginning of plume evolution, and the CCN and CN >2.5 nm ratio increased with plume age primarily due to condensation and coagulation. We estimate that the new sulfur emission regulation will lead to a reduction of more than 80% in CCN from fresh ship emissions. The ship-emitted EFs results presented here will also inform emission inventories, policymaking, climate, and human health studies.

ROS-generation potential of Humic-like substances (HULIS) in ambient PM2.5 in urban Shanghai: Association with HULIS concentration and light absorbance

Ambient fine particulate matter (PM_2.5) can cause adverse health effects through the generation of reactive oxygen species (ROS) after inhalation. Humic-like substances (HULIS) are major constituents contributing to the ROS-generation potential in organic aerosols. In this study, PM_2.5 samples in urban Shanghai during autumn and winter (2018-2019) were collected. Mass-normalized ·OH generation rate in surrogate lung fluid (SLF) was used to denote the intrinsic ROS-generation potential of PM_2.5 or of the HULIS isolated from PM_2.5. In this study, ROS-generation potential of PM_2.5 decreased with increasing ambient PM_2.5 concentration due to higher percentage of inorganic components in high PM_2.5 event. Same trend was observed for the ROS-generation potential of unit mass of HULIS, which was higher when HULIS and PM_2.5 concentrations were both relatively lower. The HULIS with high ROS-generation potential but low concentration (High-ROS/Low-Conc HULIS) were likely produced by the atmospheric aqueous-phase reactions during nighttime or under high relative humidity conditions, not from biomass burning emissions or the photochemical pollution products. The association between ROS-generation potential and light absorption properties of HULIS was studied as well. The High-ROS/Low-Conc HULIS also showed stronger light absorbance than the other HULIS. Our results implied the potentially important roles that HULIS species might play in atmospheric environment and human health even when the PM_2.5 pollution is low.

Simulating the impacts of ship emissions on coastal air quality: Importance of a high-resolution emission inventory relative to cruise- and land-based observations

This work studied the impacts of ship emissions at a high temporal resolution on the real-time concentrations of PM_2.5, NO₂, and SO₂ in urban harbors and coastal sea areas, taking the Yangtze River Delta (YRD) as an example. The WRF-Chem model with 3 nested grids and ship emissions derived from an automatic identification system (AIS) were combined to simulate the air quality. The AIS data showed significant temporal fluctuations in ship emissions, with hourly mean fluxes of approximately 1082.41 ± 444.41 and 593.55 ± 404.95 g/h/km² near ports and in the channel waters of the YRD, respectively. The monthly mean contributions of shipping emissions reached 80.72% (2.15 ppbv) and 81.79% (8.79 ppbv) to ambient SO₂ and NO₂ in Ningbo Port, and 10.61% (6.96 μg/m³) to PM_2.5 in Shanghai Port, respectively, regions with dense ship traffic. The relative differences in the PM_2.5, SO₂, and NO₂ concentrations modeled using monthly and hourly ship emissions accounted for -10-15%, -10-30%, and - 5-30%, respectively. Compared with cruise- and land-based measurements, the simulations using hourly emissions were in much better agreement with the observations than those using monthly emissions and appropriately captured some air pollutant concentration peaks. Simulations during shipping-related periods with hourly ship emissions improved the normalized mean bias (NMBs) from -43.03%, 301.49%, and 223.02% to -27.28%, 90.45%, and 167.52%, respectively, for PM_2.5, SO₂, and NO₂, highlighting the importance of using ship emissions with a fine temporal resolution. Our study showed that ignoring hourly fluctuations in ship emissions during air quality modeling leads to considerable uncertainties, especially in coastal urban areas and harbors with high ship activities. These results imply that data with a high temporal resolution, such as hourly ship emissions, are necessary to understand the realistic impacts of shipping traffic and to implement more precise control policies to improve coastal air quality.

Isotopic Interpretation of Particulate Nitrate in the Metropolitan City of Karachi, Pakistan: Insight into the Oceanic Contribution to NOx

Nitrogen oxide (NO_x) abatement has become the focus of air quality management strategies. In this study, we examined NO_x sources and the atmospheric conversion of NO_x in Karachi, Pakistan, a megacity in South Asia with serious particulate pollution problems. Oceanic contributions to NO_x were quantified for the first time based on a novel approach using nitrogen/oxygen isotopic analysis in nitrate (δ¹⁵N-NO₃^-; δ¹⁸O-NO₃^-) and a Bayesian model. Our results showed that δ¹⁵N-NO₃^- in Karachi varied between -10.2‰ and +12.4‰. As indicated by the δ¹⁸O-NO₃^- findings (+66.2 ± 7.8‰), the •OH pathway dominated NO_x conversion throughout the nearly two-year observation, but high NO₃^- events were attributed to the O₃ pathway. Coal combustion was the most significant source (32.0 ± 9.8%) of NO_x in Karachi, with higher contributions in the autumn and winter; a similar situation occurred for biomass burning + lightning (30.3 ± 6.5%). However, mobile sources (25.2 ± 6.4%) and microbial processes (12.5 ± 7.5%) exhibited opposite seasonal trends. The oceanic contributions to NO_x in Karachi were estimated to be 16.8%, of which lightning, shipping emissions, and microbial processes accounted for 20.3%, 46.3%, and 33.4%, respectively, emphasizing the dominance of shipping emissions as an oceanic NO_x source.

Source-oriented characterization of single particles from in-port ship emissions in Guangzhou, China

In this work, we analyzed freshly emitted particles from ship exhaust in the Guangzhou port region before and after the implementation of a clean fuel policy. We used a single particle aerosol mass spectrometer (SPAMS) to measure the changes in the chemical compositions of single particles and evaluate the role of V as a tracer for ship emissions. Particles from high sulfur fuel (S_F) oil (HS) combustion ships consisted of 54.8% elemental carbon-vanadium-sulfate (EC-V-S) and 25.0% vanadium-sulfate (V-S) particles, while particles from low S_F oil (LS) combustion ships were composed of 38.7% organic carbon-sulfate (OC-S) and 28.6% elemental and organic carbon (ECOC) particles. The sulfate-containing particles exhibited a moderate decrease from 95% in HS emissions to 78% in LS emissions, which still suggests the dominant role of sulfate in LS emissions after the implementation of a clean fuel policy. The V-containing particles showed a sharp decrease from 67% in HS emissions to 14% in LS emissions along with the decrease in the relative peak area (RPA) of V, suggesting a remarkable reduction in V in ship exhaust. The count of V-containing particles in urban Guangzhou in June 2017 was generally ten times lower than that in June 2016, which was in accordance with the sharp decrease in V-containing particles in LS emissions rather than in HS emissions. Despite the decrease in V in source-oriented ship emitted particles, the ubiquitous distribution of V in particles from lower S_F combustion ships suggests V is still effective as a tracer of ship emissions in port regions after the implementation of the clean fuel policy. Furthermore, the particles from LS emissions were investigated in comparison to those from gasoline vehicles (GV), diesel vehicles (DV) and coal combustion (CC) sources to better resolve ship-related particles in port regions.