Primary particulate matter from ocean-going engines in the Southern California Air Basin

Changes in source contributions to the oxidative potential of PM2.5 in urban Xiamen, China

The toxicity of PM2.5 does not necessarily change synchronously with its mass concentration. In this study, the chemical composition (carbonaceous species, water-soluble ions, and metals) and oxidative potential (dithiothreitol assay, DTT) of PM2.5 were investigated in 2017/2018 and 2022 in Xiamen, China. The decrease rate of volume-normalized DTT (DTTv) (38%) was lower than that of PM2.5 (55%) between the two sampling periods. However, the mass-normalized DTT (DTTm) increased by 44%. Clear seasonal patterns with higher levels in winter were found for PM2.5, most chemical constituents and DTTv but not for DTTm. The large decrease in DTT activity (84%-92%) after the addition of EDTA suggested that water-soluble metals were the main contributors to DTT in Xiamen. The increased gap between the reconstructed and measured DTTv and the stronger correlations between the reconstructed/measured DTT ratio and carbonaceous species in 2022 were observed. The decrease rates of the hazard index (32.5%) and lifetime cancer risk (9.1%) differed from those of PM2.5 and DTTv due to their different main contributors. The PMF-MLR model showed that the contributions (nmol/(min·m3)) of vehicle emission, coal + biomass burning, ship emission and secondary aerosol to DTTv in 2022 decreased by 63.0%, 65.2%, 66.5%, and 22.2%, respectively, compared to those in 2017/2018, which was consistent with the emission reduction of vehicle exhaust and coal consumption, the adoption of low-sulfur fuel oil used on board ships and the reduced production of WSOC. However, the contributions of dust + sea salt and industrial emission increased.

Effects of seasonal management programs on PM2.5 in Seoul and Beijing using DN-PMF: Collaborative efforts from the Korea-China joint research

South Korea and China have implemented increasingly stringent mitigation measures to reduce the health risks from PM2.5 exposure, jointly conducting a ground-based air quality observation study in Northeast Asia. Dispersion normalized positive matrix factorization (DN-PMF) was used to identify PM2.5 sources in Seoul and Beijing and assess the effectiveness of the seasonal management programs (SMPs) through a comparative study. Samples were collected during three periods: January-December 2019, September 2020-May 2021, and July 2021-March 2022. In Seoul, ten sources were resolved (Secondary nitrate: 8.67 μg/m3, 34 %, Secondary sulfate: 5.67 μg/m3, 22 %, Motor vehicle: 1.83 μg/m3, 7.2 %, Biomass burning: 2.30 μg/m3, 9.1 %, Residual oil combustion: 1.66 μg/m3, 6.5 %, Industry: 2.15 μg/m3, 8.5 %, Incinerator: 1.39 μg/m3, 5.5 %, Coal combustion: 0.363 μg/m3, 1.4 %, Road dust/soil: 0.941 μg/m3, 3.7 %, Aged sea salt: 0.356 μg/m3, 1.4 %). The SMP significantly decreased PM2.5 mass concentrations and source contributions of motor vehicle, residual oil combustion, industry, coal combustion, and biomass burning sources (p-value < 0.05). For Seoul, the reduction effects of the SMPs were evident even considering the influence of the natural meteorological variations and the responses to COVID-19. In Beijing, nine sources were resolved (Secondary nitrate: 12.6 μg/m3, 28 %, Sulfate: 8.27 μg/m3, 18 %, Motor vehicle: 3.77 μg/m3, 8.4 %, Biomass burning: 2.70 μg/m3, 6.0 %, Incinerator: 4.50 μg/m3, 10 %, Coal combustion: 3.52 μg/m3, 7.8 %, Industry: 5.01 μg/m3, 11 %, Road dust/soil: 2.92 μg/m3, 6.5 %, Aged sea salt: 1.63 μg/m3, 3.6 %). Significant reductions in PM2.5 mass concentrations and source contributions of industry, coal combustion, and incinerator (p-value < 0.05) were observed, attributed to the SMP and additional measures enforced before the 2022 Beijing Winter Olympics. Unlike comparing PM2.5 mass concentration variations using conventional methods, investigation of the source contribution variations of PM2.5 by using DN-PMF can provide a deeper understanding of the effectiveness of the air quality management policies.

Environmental Justice and Systems Analysis for Air Quality Planning in the Port of Oakland in California

Many frontline communities experience adverse health impacts from living in proximity to high-polluting industrial sources. Securing environmental justice requires, in part, a comprehensive set of quantitative indicators. We incorporate environmental justice and life-cycle thinking into air quality planning to assess fine particulate matter (PM2.5) exposure and monetized damages from operating and maintaining the Port of Oakland, a major multimodal marine port located in the historically marginalized West Oakland community in the San Francisco Bay Area. The exposure domain for the assessment is the entire San Francisco Bay Area, a home to more than 7.5 million people. Of the more than 14 sources included in the emissions inventory, emissions from large container ships, or ocean-going vessels (OGVs), dominate the PM2.5 intake, and supply chain sources (material production and delivery, fuel production) represent between 3.5% and 7.5% of annual intake. Exposure damages, which model the costs from excess mortalities resulting from exposure from the study's emission sources, range from USD 100 to 270 million per annum. Variations in damages are due to the use of different concentration-response relationships, hazard ratios, and Port resurfacing area assumptions. Racial and income-based exposure disparities are stark. The Black population and people within the lowest income quintile are 2.2 and 1.9 times more disproportionately exposed, respectively, to the Port's pollution sources relative to the general population. Mitigation efforts focused on electrifying in-port trucking operations yield modest reductions (3.5%) compared to strategies that prioritize emission reductions from OGVs and commercial harbor craft operations (8.7-55%). Our recommendations emphasize that a systems-based approach is critical for identifying all relevant emission sources and mitigation strategies for improving equity in civil infrastructure systems.

An unneglected source to ambient brown carbon and VOCs at harbor area: LNG tractor truck

The ambient air quality of harbors area in Asia is commonly more polluted compared to other continents. The airborne pollutant is directly or indirectly related to a significant impact of traffic emissions. This study for the first time assessed the impacts on brown carbon (BrC) and volatile organic compounds (VOCs) from in-port liquid natural gas (LNG) tractor truck at harbor areas, via conducting real-time monitoring of VOCs characteristic and sampling for ambient air at a harbor (named as W harbor) in Shanghai, China, collecting emissions of in-port LNG tractor truck and miniCast in laboratory, as well as statistics of external container diesel trucks in the port for further validation. HPLC/DAD/Q-Tof MS was adopted for sample analysis. Results showed that many CHO compounds were associated with vehicle exhausts. Among of them, aliphatic CHO compounds with low degree of unsaturation were identified as fatty acids and fatty acid methyl esters extensively existing in fuel combustion emissions. And non-aliphatic CHO compounds characterized by low O/C ratios (<0.17) identified for the harbor air came from the emissions of in-port LNG power trucks with low-speed driving and idling. The ambient average non-methane total hydrocarbons (NMHC) concentration (0.59 ppm) at W harbor was much greater than that for other areas in Shanghai. The higher ratios of toluene/benzene (3.30) and m/p-xylene/ethylbenzene (3.11) observed at W harbor implied instead of external container diesel trucks, the dominating contributing of internal LNG tractor trucks to ambient VOCs cannot be neglected. This study concluded that LNG is not as clean as it was expected. The LNG-fueled vehicles can produce strong light-absorption chromophores as well as high concentration of VOCs.

High contribution of new particle formation to ultrafine particles in four seasons in an urban atmosphere in south China

Ultra fine particles (UFP) cover the size range of both nucleation mode particles (NUC, Dp < 25 nm) and Aitken mode particles (AIT, 25 nm < Dp < 100 nm), and play important roles in radiative forcing and human health. In this study, we identified new particle formation (NPF) events and undefined events, explored their potential formation mechanism, and quantified their contributions to UFP number concentration (NUFP) in urban Dongguan of the Pearl River Delta (PRD) region. Field campaigns were carried out in four seasons in 2019 to measure particle number concentration in the size range of 4.7-673.2 nm, volatile organic compounds (VOCs), gaseous pollutants, chemical compositions in PM2.5, and meteorological parameters. The frequency of the occurrence of NPF, as indicated by a significant increase in NUC number concentration (NNUC), was 26 %, and that of the undefined event, as indicated by substantial increases in NNUC or AIT number concentration (NAIT), was 32 % during the whole campaign period. The NPF events mainly occurred in autumn (with a frequency of 59 %) and winter (33 %) and only occasionally in spring (4 %) and summer (4 %). On the contrary, the frequencies of the undefined events were higher in spring (52 %) and summer (38 %) than in autumn (19 %) and winter (22 %). The burst periods of the NPF events mainly occurred before 11:00 Local Time (LT), while those of the undefined events mainly occurred after 11:00 LT. Accompanied to NPF events were low concentrations of VOCs and high concentrations of O3. The undefined events by NUC or AIT were associated with the upwind transport of newly formed particles. Source apportionment analysis suggested that NPF and undefined events were the largest contributor to NNUC (51 ± 28 %), NAIT (41 ± 26 %), and NUFP (45 ± 27 %), while coal combustion and biomass burning, and traffic emission were the second largest contributor to NNUC (22 ± 20 %) and NAIT (39 ± 28 %), respectively.

The Solent Strait: Water quality trends within a heavily trafficked marine environment, 2000 to 2020

This study presents an important long-term historical analysis of water quality in an internationally crucial waterway (the Solent, Hampshire, UK), in the context of increasing adoption of open-loop Exhaust Gas Cleaning Systems by shipping. The pollutants studied were acidification (pH), zinc, and benzo [a] pyrene, alongside temperature. We compared baseline sites to locations likely to be impacted by pollution. The Solent's average water temperature is slightly increasing, with temperatures at wastewater sites significantly higher. Acidification suggests a complex story, with a highly significant small overall increase in pH during the study period but significantly different values at wastewater and port sites. Zn concentrations have significantly reduced but increased in enclosed waters such as marinas. BaP showed no long-term trend with values at marinas significantly and consistently higher. The findings provide valuable long-term background data and insights that can feed into the upcoming review of the European Union's Marine Strategy Framework Directive and ongoing discussions about the regulation of, and future monitoring and management strategies for coastal/marine waterways.

Towards a better understanding of fine PM sources: Online and offline datasets combination in a single PMF

Source apportionment (SA) techniques allocate the measured ambient pollutants with their potential source origin; thus, they are a powerful tool for designing air pollution mitigation strategies. Positive Matrix Factorization (PMF) is one of the most widely used SA approaches, and its multi-time resolution (MTR) methodology, which enables mixing different instrument data in their original time resolution, was the focus of this study. One year of co-located measurements in Barcelona, Spain, of non-refractory submicronic particulate matter (NR-PM₁), black carbon (BC) and metals were obtained by a Q-ACSM (Aerodyne Research Inc.), an aethalometer (Aerosol d.o.o.) and fine offline quartz-fibre filters, respectively. These data were combined in a MTR PMF analysis preserving the high time resolution (30 min for the NR-PM₁ and BC, and 24 h every 4th day for the offline samples). The MTR-PMF outcomes were assessed varying the time resolution of the high-resolution data subset and exploring the error weightings of both subsets. The time resolution assessment revealed that averaging the high-resolution data was disadvantageous in terms of model residuals and environmental interpretability. The MTR-PMF resolved eight PM₁ sources: ammonium sulphate + heavy oil combustion (25%), ammonium nitrate + ammonium chloride (17%), aged secondary organic aerosol (SOA) (16%), traffic (14%), biomass burning (9%), fresh SOA (8%), cooking-like organic aerosol (5%), and industry (4%). The MTR-PMF technique identified two more sources relative to the 24 h base case data subset using the same species and four more with respect to the pseudo-conventional approach mimicking offline PMF, indicating that the combination of both high and low TR data is significantly beneficial for SA. Besides the higher number of sources, the MTR-PMF technique has enabled some sources disentanglement compared to the pseudo-conventional and base case PMF as well as the characterisation of their intra-day patterns.

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.

Marine Submicron Aerosols from the Gulf of Mexico: Polluted and Acidic with Rapid Production of Sulfate and Organosulfates

We measured submicron aerosols (PM₁) at a beachfront site in Texas in Spring 2021 to characterize the "background" aerosol chemical composition advecting into Texas and the factors controlling this composition. Observations show that marine "background" aerosols from the Gulf of Mexico were highly processed and acidic; sulfate was the most abundant component (on average 57% of total PM₁ mass), followed by organic material (26%). These chemical characteristics are similar to those observed at other marine locations globally. However, Gulf "background" aerosols were much more polluted; the average non-refractory (NR-) PM₁ mass concentration was 3-70 times higher than that observed in other clean marine atmospheres. Anthropogenic shipping emissions over the Gulf of Mexico explain 78.3% of the total measured "background" sulfate in the Gulf air. We frequently observed haze pollution in the air mass from the Gulf, with significantly elevated concentrations of sulfate, organosulfates, and secondary organic aerosol associated with sulfuric acid. Analysis suggests that aqueous oxidation of shipping emissions over the Gulf of Mexico by peroxides in the particles might potentially be an important pathway for the rapid production of acidic sulfate and organosulfates during the haze episodes under acidic conditions.

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.

The variation of PM2.5 from ship emission under low-sulfur regulation: A case study in the coastal suburbs of Kitakyushu, Japan

From January 1, 2020, the International Maritime Organization (IMO) regulation about the limit of fuel sulfur content to 0.5 % become effective, and ships commonly install sulfur scrubbers or use low-sulfur fuel or liquefied natural gas to replace sulfur-rich heavy fuel oil. In this study, the 4-year PM_2.5 sampling in the coastal suburbs of Kitakyushu, Japan clearly indicated the significant effects of relevant regulation and countermeasures on particle emissions in this receptor site. From the perspective of air quality, an obvious decrease in the mass concentration of ship-emitted particles was observed in 2020, and the contribution of sulfate could reach 60 %. The ammonium concentration was mainly controlled by sulfate and nitrate, and its reduction also could not be ignored, accounting for about 17 %. In terms of public health, the particle exposure risk also changed greatly, mainly due to the reduction of risk levels for As, W, Sb, V, Ni, and Cd; the lowest non-carcinogenic risk and carcinogenic risk for both adults (HI = 1.2 and CR = 5.7 × 10^-5) and children (HI = 9.9 and CR = 1.1 × 10^-4) all occurred in 2020. However, these reduced health risks were still not within the safe level (except for the carcinogenic risk for adults), a fact that requires continued attention. This result exposed the deficiency of current countermeasures regarding the IMO's fuel sulfur content limit in Kitakyushu City, and increasing the proportion of ships using clean fuels (liquefied natural gas, methanol, etc.) would surely alleviate the particle pollution caused by ship emissions.

Fine particulate pollution driven by nitrate in the moisture urban atmospheric environment in the Pearl River Delta region of south China

To identify potential sources of fine particles (PM_2.5, with aerodynamic diameter (D_a) ≤ 2.5 μm) in urban Dongguan of south China, a comprehensive campaign was carried out in the whole 2019. Hourly PM_2.5 and its dominant chemical components including organic carbon (OC), elemental carbon (EC), water-soluble inorganic ions (WSIIs) and thirteen elements were measured using online instruments. Gaseous pollutants including NH₃, HNO₃, NO₂, NO and O₃ and meteorological parameters were also synchronously measured. PM_2.5 was dominated by carbonaceous aerosols in summer and by WSIIs in the other seasons. PM_2.5 and its dominant chemical components mostly peaked around noon (10:00-14:00 LST). Furthermore, high PM_2.5 levels during the daytime were closely related with the increased NO₃^- levels. The high mass concentrations of NO₃^- in urban Dongguan during the daytime were likely related with regional transport of NO₃^- from suburban Dongguan, which was originated from the reaction between NO₂ and O₃ under the moisture condition during the nighttime. Seven major source factors for PM_2.5 including secondary sulfate, ship emission, traffic emission, secondary nitrate, industrial processes, soil dust and coal combustion were identified by positive matrix factorization (PMF) analysis, which contributed 26 ± 14%, 16 ± 16%, 16 ± 10%, 14 ± 11%, 12 ± 11%, 8 ± 6% and 8 ± 6%, respectively, to annual PM_2.5 mass concentration. Although secondary sulfate contributed much more than secondary nitrate to PM_2.5 on annual basis, the latter exceeded the former source factor when daily PM_2.5 mass concentration was higher than 60 μg m^-3, indicating the critical role nitrate played in PM_2.5 episode events.

Toxic Metals in Particulate Matter and Health Risks in an E-Waste Dismantling Park and Its Surrounding Areas: Analysis of Three PM Size Groups

Heavy metals generated from e-waste have created serious health risks for residents in e-waste disposal areas. This study assessed how airborne toxic metals from an e-waste dismantling park (EP) influenced surrounding residential areas after e-waste control. PM_2.5, PM₁₀, and total suspended particles (TSP) were sampled from 20 sites, including an EP, residential areas, and an urban site; ten kinds of metals were analyzed using ICP-MS and classified as PM_2.5, PM_2.5-10, and PM_10-100. Results showed that metals at the EP tended to be in coarser particles, while metals from residential areas tended to be in finer particles. A source analysis showed that metals from the EP and residential areas may have different sources. Workers' cancer and non-cancer risks were higher when exposed to PM_2.5-10 metals, while residents' risks were higher when exposed to PM_2.5 metals. As and Cr were the most strongly associated with cancer risks, while Mn was the most strongly associated with the non-cancer risk. Both workers and residents had cancer risks (>1.0 × 10^-6), but risks were lower for residents. Therefore, e-waste control can positively affect public health in this area. This study provides a basis for further controlling heavy metal emissions into the atmosphere by e-waste dismantling and encouraging worldwide standardization of e-waste dismantling.

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.

Quantifying the relative contributions of aqueous phase and photochemical processes to water-soluble organic carbon formation in winter in a megacity of South China

To identify potential formation mechanisms of water-soluble organic carbon (WSOC) and quantify their contributions to WSOC in urban Guangzhou of south China, a comprehensive campaign was carried out in winter of 2019-2020. During the campaign, WSOC, total carbon (TC), black carbon (BC), water-soluble inorganic ions (WSIIs) and fourteen elements in PM_2.5 were collected using inline instruments. Bulk PM_2.5 and size-segregated particle samples were also synchronously collected using offline instruments for analyzing the dominant chemical components including WSOC, organic carbon (OC), elemental carbon (EC) and WSIIs. In addition, gaseous pollutants (e.g., NH₃, SO₂, HNO₃, NO₂, O₃) and meteorological parameters were also measured during the same period. PM_2.5 pollution episodes during the campaign period were mainly driven by increased nitrate concentrations. The mass concentration of WSOC increased from 3.9 ± 1.1 μg m^-3 on non-episode days to 6.8 ± 0.6 μg m^-3 on episode days, although the mass ratio of WSOC to OC in PM_2.5 changed little (<4%). Photochemical processes dominated WSOC formation in the afternoon and aqueous phase chemical processes played the dominant role in the night, from which newly formed WSOC distributed in the condensation mode and the droplet mode, respectively. Source apportionment analysis using positive matrix factorization (PMF) model suggested that on average 35% and 65% of WSOC mass in PM_2.5 were related with the photochemical processes and aqueous phase chemical processes, respectively. Aqueous phase chemical processes were highly affected by nitrate pollution, which was closely related with O₃ pollution.

Source apportionment of carbonaceous aerosols using hourly data and implications for reducing PM2.5 in the Pearl River Delta region of South China

Ambient fine particulate matter (PM_2.5) levels in South China have been decreasing in the past decade, but the decreasing rates differed between its major chemical components, e.g., with much small rates for carbonaceous aerosols than for secondary inorganic aerosols. To investigate the sources of carbonaceous aerosols in this region, a comprehensive campaign was carried out in urban Guangzhou in the winter of 2019-2020 using a combination of various instruments. Data generated from this campaign include hourly total carbon (TC), black carbon (BC), criteria air pollutants and meteorological parameters, 4-hourly particle-bound elements, and chemically-resolved daily PM_2.5. Similar diurnal patterns were observed for TC, CO and NO₂, suggesting TC was very likely related to vehicle exhaust emission. Secondary organic carbon (SOC) estimated using the Minimum R squared (MRS) method accounted for 35 ± 17% of OC, indicating strong atmospheric oxidation capacity. Four major source factors for carbonaceous aerosols were identified by positive matrix factorization (PMF) model, including coal combustion, traffic emissions, soil dust and ship emissions, which accounted for 37 ± 23%, 39 ± 23%, 14 ± 10% and 10 ± 13%, respectively, of TC mass concentration, 38 ± 24%, 38 ± 23%, 14 ± 10% and 10 ± 12%, respectively, of OC mass concentration, and 29 ± 21%, 43 ± 22%, 14 ± 11% and 14 ± 15%, respectively, of EC mass concentration. Among these sources, traffic emission was the most important one, suggesting the necessity for promoting clean energy vehicles and relieving urban traffic congestion.

Sources of airborne particulates (PM10) in the port city of Rijeka, Croatia

The air quality monitoring in Rijeka started in the early 1970s and has been oriented to air pollution caused by the big industrial sources (new petroleum refinery, oil burning power plant, coke plant), while maritime traffic was neglected. First emission inventory comprising port emission was done only in 2008 indicating similar level of emissions as road traffic. Further analyses on maritime impact were done within MED project POSEIDON. This was the good opportunity to perform positive matrix factorization (PMF) analysis on airborne particulate data and identify principal sources of pollution within the Rijeka urban area. PMF analyses of PM₁₀ collected from the urban background site in the period 2008-2010 identified 5 factors: biomass burning, secondary sulphates, sea spray, road/soil dust and metal industry/traffic. Condition probability functions (CPF) obtained from PMF factors of dust and secondary sulphates indicate that Ca, Fe, Zn and Cu originate from harbour area due to reloading of fertilizers and metal waste, as well as SO₄^2- and NH₄⁺ pointing to maritime corridor leading to the Rijeka harbour. These data could not quantify the maritime impact on the air quality, but gave the first estimation of contribution of various sources to air pollution within the Rijeka Bay area. The maritime contribution to air quality was estimated in other part of the same project, as primary PM_2.5 emission obtained from vanadium. Both primary PM_2.5 emission and polynuclear aromatic hydrocarbon profiles indicated reduced economic activity, including maritime traffic, during economic crisis in the period 2008-2012.

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.

Inter-comparison of chemical characteristics and source apportionment of PM2.5 at two harbors in the Philippines and Taiwan

This study inter-compared the concentration and chemical characteristics of PM_2.5 at two harbors in East Asia, and identified the potential sources of PM_2.5 and their contribution. Two sites located at the Kaohsiung (Taiwan) and Manila (the Philippines) Harbors were selected for simultaneous sampling of PM_2.5 in four seasons. The sampling of 24-h PM_2.5 was conducted for continuous seven days in each season. Water-soluble ions, metallic elements, carbonaceous content, anhydrosugars, and organic acids in PM_2.5 were analyzed to characterize their chemical fingerprints. Receptor modeling and trajectory simulation were further applied to resolve the source apportionment of PM_2.5. The results indicated that the Kaohsiung Harbor was highly influenced by long-range transport (LRT) of polluted air masses from Northeast Asia, while the Manila Harbor was mainly influenced by local emissions. Secondary inorganic aerosols were the most abundant ions in PM_2.5. Crustal elements dominated the metallic content of PM_2.5, but trace elements were mainly originated from anthropogenic sources. Higher concentrations of organic carbon (OC) than elemental carbon (EC) was found in PM_2.5, with secondary OC (SOC) dominant to the former. Levoglucosan in PM_2.5 at the Manila Harbor were superior to those at the Kaohsiung Harbor due to biomass burning surrounding the Manila Harbor. Additionally, high mass ratios of malonic and succinic acids (M/S) in PM_2.5 indicated the formation of SOAs. Overall, the ambient air quality of Manila Harbor was more polluted than Kaohsiung Harbor. The Kaohsiung Harbor was more severely affected by LRT of polluted air masses from Northeast Asia, while those toward the Manila Harbor came from the oceans. The major sources resolved by CMB and PMF models at the Kaohsiung Harbor were secondary aerosols, ironworks, incinerators, oceanic spray, and ship emissions, while those at the Manila Harbor were secondary aerosols, soil dust, biomass burning, ship emissions, and oceanic spray.

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.

Size distributions and health risks of particle-bound toxic elements in the southeast coastland of China

Size-fractionated samples were collected at five coastal urban sites in Fujian Province, southeast China, in 2016 and 2017 to determine the trace elements using ICP-MS. Ca, Fe, Al, Mg, and K were the most abundant elements among the studied elements in TSP, much higher than those of heavy metals. The annual mean concentrations of Pb, As, V, Ni, Cd, and Mn were within the acceptable limits of the World Health Organization and the Ministry of Ecology and Environment of China while Cr(VI) exceeded the limits. Most elements exhibited clear seasonal patterns with maxima over the cold season and minima over the warm season. The spatial variabilities in concentrations of the measured elements were not significant except Ni and V. However, the size distribution pattern of each element was quite similar across the region. Characteristic size distributions of elements allowed identification of three main groups: (a) unimodal distribution in the coarse fraction for Ca, Al, Mg, and Ba; (b) unimodal distribution in the fine fraction for Pb, Se, As, Ag, V, Ni, Zn, and Cd; and (c) bimodal or multimodal distribution for Fe, Mn, Cr, K, and Cu. The combination of the size-fractionated concentrations, enrichment factors, correlation coefficients, and factor analysis offered the identification of mixed sources such as vehicular exhaust and wear, heavy fuel oil combustion, and resuspension of road dust. Non-carcinogenic health risks associated with inhalable exposure to airborne metals were higher than the safety threshold (hazard index > 1) across the region, suggesting non-carcinogenic health risks via inhalation. Mn, V, and Ni contributed 74-83% of the total non-carcinogenic risk. The assessment investigation of carcinogenic health risks revealed V and Cr(VI) as elements with the largest carcinogenic risks, accounting for more than 95% of the overall inhalation risk. Nevertheless, the carcinogenic risks for children and adults were between 10^-6 and 10^-4, within the range considered acceptable by the US EPA. In terms of the size-fractionated risk, PM_2.5 contributed 43-50% and 39-44% of the total non-carcinogenic and carcinogenic risks, respectively, indicating the potential health hazard of coarse particle-bound toxic metals was not negligible.

Characterization of airborne particulate fractions from the port city of Rijeka, Croatia

The aim of this work was characterization of airborne particulates in the port city of Rijeka in order to evaluate impact of ship emissions on air quality. Samples of airborne particulates were collected with a ten stages cascade impactor during two campaigns: autumn and spring. A total of 16 weekly samples were analyzed on mass concentration, ions, metals and carbonaceous species (EC, OC, WSOC). Distribution of airborne fractions showed a bimodal distribution, with two maxima: one in coarse, and other in fine fraction. Source apportionment using PMF receptor model identified six sources of airborne particulates in Rijeka: crustal, biomass burning, sea salt, traffic/metal industry, combustion/SIA and HFO burning, i.e., ship emission (contribution 3%). The contribution of ship traffic to primary emission of particulate matter, using vanadium as tracer, indicated a twofold increase for PM₁₀ and PM_2.5 relative to 2012-14. An unusual desert dust event was registered in autumn campaign.

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.

Source appointment of PM2.5 in Qingdao Port, East of China

Field measurements were conducted near Qingdao Port to characterize the particulate air pollutants, assess the spatial and seasonal characteristics of the pollutants, and identify the contribution from ship traffic emissions. By utilizing multiple statistical methods and data collected at two sites in Qingdao, we comprehensively explored the PM_2.5 seasonal characteristics and source apportionments of different PM_2.5 constituents, especially those originating from ship emissions, and identified potential source regions for samples collected in Qingdao. In this study, 118 concurrent daily PM_2.5 samples were collected from August 2018 to May 2019 at a port site (QH) and a coastal background site (BG). Vanadium (V) and Nickel (Ni) are the dominant metal elements from crude oil and crude oil combustion emissions. The significant correlations between V and Ni at both sampling sites, indicating that shipping emissions have a significant impact on the port and background area. Additionally, Ni and other metals showed significant correlations at the BG site, implying Ni also emission from the land-based oil at this site. The positive matrix factorization (PMF) model identified six main sources for the PM_2.5 samples in Qingdao, and they are coal combustion, industrial emissions/mineral dust, marine vessel emissions, secondary aerosols/biomass burning, sea salt/crustal emissions, and vehicle exhaust, respectively. Marine vessel emissions were the dominant contributor to PM_2.5 in Qingdao during the sampling periods (25.05%). The potential source contribution function (PSCF) analysis suggested that the Yellow Sea and Jiaodong Peninsula were the major sources regions for PM_2.5 in Qingdao. The Yellow Sea and Bohai Sea were the potential source regions for shipping emissions in Qingdao. Therefore, efforts to control shipping emissions should be strengthened not only at the Qingdao Port but also in surrounding ports.

Atmospheric fine particles in a typical coastal port of Yangtze River Delta

In recent decades, coastal ports have experienced rapid development and become an important economic and ecological hub in China. Atmospheric particle is a research hotspot in atmospheric environmental sciences in inland regions. However, few studies on the atmospheric particle were conducted in coastal port areas in China, which indeed suffers atmospheric particle pollution. Lack of the physicochemical characteristics of fine particles serves as an obstacle toward the accurate control for air pollution in the coastal port area in China. Here, a field observation was conducted in an important coastal port city in Yangtze River Delta from March 6 to March 19, 2019. The average PM_2.5 concentration was 63.7 ± 27.8 μg/m³ and NO₃^-, SO₄^2-, NH₄⁺, and organic matter accounted for ~60% of PM_2.5. Fe was the most abundant trace metal element and V as the ship emission indicator was detected. Transmission electron microscopy images showed that SK-rich, soot, Fe, SK-soot and SK-Fe were the major individual particles in the coastal port. V and soluble Fe were detected in sulfate coating of SK-Fe particles. We found that anthropogenic emissions, marine sea salt, and secondary atmosphere process were the major sources of fine particles. Backward trajectory analysis indicated that the dominant air masses were marine air mass, inland air mass from northern Zhejiang and inland-marine mixed air mass from Shandong and Shanghai during the sampling period. The findings can help us better understand the physicochemical properties of atmospheric fine particles in the coastal port of Eastern China.

Evolution and forecasting of PM10 concentration at the Port of Gijon (Spain)

The name PM10 refers to small particles with a diameter of less than 10 microns. The present research analyses different models capable of predicting PM10 concentration using the previous values of PM10, SO2, NO, NO2, CO and O3 as input variables. The information for model training uses data from January 2010 to December 2017. The models trained were autoregressive integrated moving average (ARIMA), vector autoregressive moving average (VARMA), multilayer perceptron neural networks (MLP), support vector machines as regressor (SVMR) and multivariate adaptive regression splines. Predictions were performed from 1 to 6 months in advance. The performance of the different models was measured in terms of root mean squared errors (RMSE). For forecasting 1 month ahead, the best results were obtained with the help of a SVMR model of six variables that gave a RMSE of 4.2649, but MLP results were very close, with a RMSE value of 4.3402. In the case of forecasts 6 months in advance, the best results correspond to an MLP model of six variables with a RMSE of 6.0873 followed by a SVMR also with six variables that gave an RMSE result of 6.1010. For forecasts both 1 and 6 months ahead, ARIMA outperformed VARMA models.

Spatial Distribution and Source of Inorganic Elements in PM2.5 During a Typical Winter Haze Episode in Guilin, China

Guilin, a famous tourist city, is located in northeast Guangxi Province of Southwest China. However, recently, abnormal haze events occurred frequently in the winter. To characterize inorganic elements in PM_2.5 and associated sources during a winter haze episode, 30 samples were collected from 6 sites in Guilin from December 16 to 20, 2016, and 24 inorganic elements were measured using an inductively coupled plasma mass spectrometer. The results showed that the sum of 24 inorganic elements varied from 5.47 ± 0.45 to 9.26 ± 0.73 μg m^-3, and accounting for 6.81% ± 13.35% to 8.63% ± 15.05% of PM_2.5 at all sites. Among them, crustal elements, including K, Ca, Na, Mg, Al, Fe, and Ti contributed approximately 82% ± 6%-90% ± 3%. Cluster results combined the coefficient of divergence and hierarchical cluster for inorganic elements and the sites showed that YS designated as the background site had obvious spatial heterogeneity, specially, mass concentration, and I_geo (index of geoaccumulation) values of Ni, Cr, Mo, and Ba were higher than those at the other five sites, which indicating that PM_2.5 in Guilin was significantly affected by interregional transport. The results of source apportionment showed that Al, Ti, B, Fe, Ca, Mg, and Cr were derived from road and building dust, whereas Sb, As, and Hg originated from coal combustion, Co and V from vehicle emission (such as diesel and gasoline combustion), and other metals (Zn, Pb, Mn, Ba, Cu, Ni, Se, Cd, Mo, Tl, K, and Na) from coal combustion and industrial processes.

Estimated health impacts from maritime transport in the Mediterranean region and benefits from the use of cleaner fuels

Ship traffic emissions degrade air quality in coastal areas and contribute to climate impacts globally. The estimated health burden of exposure to shipping emissions in coastal areas may inform policy makers as they seek to reduce exposure and associated potential health impacts. This work estimates the PM2.5-attributable impacts in the form of premature mortality and cardiovascular and respiratory hospital admissions, from long-term exposure to shipping emissions. Health impact assessment (HIA) was performed in 8 Mediterranean coastal cities, using a baseline conditions from the literature and a policy case accounting for the MARPOL Annex VI rules requiring cleaner fuels in 2020. Input data were (a) shipping contributions to ambient PM2.5 concentrations based on receptor modelling studies found in the literature, (b) population and health incidence data from national statistical registries, and (c) geographically-relevant concentration-response functions from the literature. Long-term exposure to ship-sourced PM2.5 accounted for 430 (95% CI: 220-650) premature deaths per year, in the 8 cities, distributed between groups of cities: Barcelona and Athens, with >100 premature deaths/year, and Nicosia, Brindisi, Genoa, Venice, Msida and Melilla, with tens of premature deaths/year. The more stringent standards in 2020 would reduce the number of PM2.5-attributable premature deaths by 15% on average. HIA provided a comparative assessment of the health burden of shipping emissions across Mediterranean coastal cities, which may provide decision support for urban planning with a special focus on harbour areas, and in view of the reduction in sulphur content of marine fuels due to MARPOL Annex VI in 2020.

Impact of harbour activities on local air quality: A review

Several harbour activities cause negative environmental impacts in the harbours' surrounding areas, namely the degradation of air quality. This paper intends to comprehensively review the status of the air quality measured in harbour areas. The published studies show a limited number of available air quality monitoring data in harbours areas, mostly located in Europe (71%). Measured concentrations of the main air pollutants were compiled and intercompared, for different countries worldwide allowing a large spatial representativeness. The higher NO₂ and PM₁₀ concentrations were found in Europe - ranging between 12 and 107 μg/m³ and 2-50 μg/m³, respectively, while the higher concentrations of PM_2.5 were found in Asia (25-70 μg/m³). In addition, the lower levels of SO₂ monitored in recent years suggest that current mitigation strategies adopted across Europe were very efficient in promoting the reduction of SO₂ concentrations. Part of the reviewed studies also estimated the contributions from ship emissions to PM concentration through the application of source apportionment methods, with an average of 5-15%. In some specific harbour areas in Asia, ships can contribute up to 7-26% to the local fine particulate matter concentrations. This review confirms that emissions from the maritime transport sector should be considered as a significant source of particulate matter in harbour areas, since this pollutant concentrations are frequently exceeding the established standard legal limit values. Therefore, the results from this review boost the implementation of mitigation measures, aiming to reduce, in particular, particulate matter emissions.

Modeling of the Concentrations of Ultrafine Particles in the Plumes of Ships in the Vicinity of Major Harbors

Marine traffic in harbors can be responsible for significant atmospheric concentrations of ultrafine particles (UFPs), which have widely recognized negative effects on human health. It is therefore essential to model and measure the time evolution of the number size distributions and chemical composition of UFPs in ship exhaust to assess the resulting exposure in the vicinity of shipping routes. In this study, a sequential modelling chain was developed and applied, in combination with the data measured and collected in major harbor areas in the cities of Helsinki and Turku in Finland, during winter and summer in 2010–2011. The models described ship emissions, atmospheric dispersion, and aerosol dynamics, complemented with a time–microenvironment–activity model to estimate the short-term UFP exposure. We estimated the dilution ratio during the initial fast expansion of the exhaust plume to be approximately equal to eight. This dispersion regime resulted in a fully formed nucleation mode (denoted as Nuc₂). Different selected modelling assumptions about the chemical composition of Nuc₂ did not have an effect on the formation of nucleation mode particles. Aerosol model simulations of the dispersing ship plume also revealed a partially formed nucleation mode (Nuc₁; peaking at 1.5 nm), consisting of freshly nucleated sulfate particles and condensed organics that were produced within the first few seconds. However, subsequent growth of the new particles was limited, due to efficient scavenging by the larger particles originating from the ship exhaust. The transport of UFPs downwind of the ship track increased the hourly mean UFP concentrations in the neighboring residential areas by a factor of two or more up to a distance of 3600 m, compared with the corresponding UFP concentrations in the urban background. The substantially increased UFP concentrations due to ship traffic significantly affected the daily mean exposures in residential areas located in the vicinity of the harbors.

A methodology for the design of an effective air quality monitoring network in port areas

The assessment of the impact of ship emissions is generally realised by a network of receptors at ground level inside the port area or in the nearby urban canopy. Another possibility is the use of dispersion models capable of providing maps of concentrations to the ground taking into account ship emissions and weather conditions. In this work traffic data of passengers ships in the port of Naples were used to estimate pollutant emissions starting from EMEP/EEA (European Environment Agency/European Monitoring and Evaluation Programme) methodology and real data of power engines. In this way, a hourly file of emission rates was produced and input to CALPUFF together with meteorological data. Then SO₂ concentrations at different heights (0-60 m) in correspondence of selected points within the port area were evaluated. Results are compared with data measured at ground level in monitoring campaigns showing how is possible to better identify and quantify the air pollution from ships in port by positioning the receptors inside the port area at different heights from ground-level. The results obtained give useful information for designing an optimum on-site air quality monitoring network able to quantify the emissions of pollutants due to naval traffic and to individuate the contribution of single ships or ships' categories.

Pollution evaluation and health risk assessment of airborne toxic metals in both indoors and outdoors of the Pearl River Delta, China

BACKGROUND

Industries deveploped cities in the Pearl River Delta (PRD) are suffering serious atmospheric metals pollution, in which, people's health risks after inhaling particulate matter (PM) with airborne toxic metals might be rising. This study provides the latest and comprehensive pollution profiles of toxic metals both from indoors and outdoors in PRD.

METHOD

Total 22 pairs of indoor and outdoor total suspended particulates (TSP), PM₁₀ and PM_2.5 samples in residential area were synchronously sampled and investigated in detail within 9 main cities of the PRD, China. The concentrations of the Zn, Pb, Mn, Ni, As, V, Sb and Cd in the samples were measured by inductively coupled plasma mass spectrometry (ICP-MS). Health risk assessment via inhalation of residents was estimated by EPA recommended model with exposure parameters of Chinese population indoor and outdoor activity pattern.

RESULTS

The trends followed as Zn > Pb ≈ Mn > Ni > As > V > Sb ≈ Cd for both indoors and outdoors. Investigated metals were found to be dominantly distributed in PM_2.5 for both indoors and outdoors. The concentrations of outdoor PM and the most of metals were significantly higher than those of indoors. The results concluded that toxic metals might be from regional emission, such as Pb from ceramic factory, Ni from motor factory and V from oil combustion of ship. In health risk assessments, LCR is higher than 1.00E-06 for adults, while contrary to children in the PRD. Among four carcinogenic metals, LCR of As and Cd are higher than 1.00E-06 in some cities. In addition, HI below one for both adults and children in the PRD.

CONCLUSIONS

Outdoor metals concentrations are related to local industry types, while indoor metals are mainly from outdoor. Health risk assessments indicated that adults suffered unsafe cancer risk from metals, especially As and Cd in some cities, while both adults and children did not suffer non-carcinogenic risks.

Characteristics of Particulate Matter Emissions from a Low-Speed Marine Diesel Engine at Various Loads

Particulate matter (PM) emissions from ships are increasingly posing health risks to population living along coastal areas. However, studies on the characteristics of particulate emissions from ships fueled with heavy fuel oil (HFO) are quite rare. In this paper, the characteristics of the PM sampled from the exhaust of a low-speed two-stroke common-rail marine diesel engine fueled with HFO are investigated at different loads. The thermal/optical carbon analyzer was employed to discriminate the elemental and organic carbons (EC and OC), the combustion-based elemental analysis was performed to obtain the C/H ratio, and the nuclear magnetic resonance spectrometer was used to analyze the molecular structure of the sample. With increasing loads, the EC/OC and C/H mass ratios and the mole ratio of polycyclic aromatic hydrocarbons to aliphatic hydrocarbons increase. From transmission electron microscopy images, noticeable changes in nanostructure, size, morphology, and nanostructural parameters of soot particles were analyzed. Furthermore, the elemental spatial distribution in soot particles was observed by energy-dispersive X-ray spectroscopy mapping. The main elements were detected by point-analyzed spectra. These results are believed to be valuable references for hazard evaluation and building a strategy of reducing particulate emissions from low-speed marine diesel engines.

Assigning machinery power values for estimating ship exhaust emissions: Comparison of auxiliary power schemes

While ship exhaust emissions can be calculated at both large scales and fine resolutions due to the availability of activity data from the Automatic Identification System, there are still uncertainties in the assignment of ship engine and boiler power, which then leads to uncertainties in the estimated emissions. Reliable information is usually available for main engines, including engine type and installed power, and physical models exist for estimating propulsive power requirements. However, similar models are not available for estimating auxiliary power requirements. This study examines methods for calculating the actual operating power of auxiliary engines and auxiliary boilers. Earlier approaches assumed that installed auxiliary engine power increased in proportion to installed main engine power. Auxiliary-to-main engine power ratios were specified by ship type, and load factors were specified by ship type and operating mode. Auxiliary boiler power was generally not differentiated by ship size. More recent approaches are based on extensive ship survey data, and give tables of auxiliary engine and auxiliary boiler power binned against ship type, ship size and operating mode. These surveys show that auxiliary power does not necessarily increase with ship size or main engine power. A revised approach based on the recent data sources is adopted and applied to a case study of four ports in southeast Australia. The revised approach is informed by a local survey of ships to investigate auxiliary power demand. Comparisons are made of the impact of the different approaches on the magnitude and spatial distribution of the emissions.

PM2.5 source apportionment for the port city of Thessaloniki, Greece

This paper aims to identify the chemical fingerprints of potential PM2.5 sources and estimate their contribution to Thessaloniki port-city's air quality. For this scope, Positive Matrix Factorization model was applied on a comprehensive PM2.5 dataset collected over a one-year period, at two sampling sites: the port and the city center. The model indicated six and five (groups of) sources contributing to particle concentration at the two sites, respectively. Traffic and biomass burning (winter months) comprise the major local PM sources for Thessaloniki (their combined contribution can exceed 70%), revealing two of the major control-demanding problems of the city. Shipping and in-port emissions have a non-negligible impact (average contribution to PM2.5: 9-13%) on both primary and secondary particles. Road dust factor presents different profile and contribution at the two sites (19.7% at the port; 7.4% at the city center). The secondary-particle factor represents not only the aerosol transportation over relatively long distances, but also a part of traffic-related pollution (14% at the port; 34% at the city center). The study aims to contribute to the principal role of quantitative information on emission sources (source apportionment) in port-cities for the implementation of the air quality directives and guidelines for public health.

Characteristics and sources of trace elements in PM2.5 in two megacities in Sichuan Basin of southwest China

To characterize major trace elements in PM_2.5 and associated sources in two megacities, Chengdu (CD) and Chongqing (CQ), in Sichuan Basin of southwest China, daily PM_2.5 samples were collected at one urban site in each city from October 2014 to July 2015 and were analyzed for their contents of thirteen trace elements including four crustal elements (Al, Ca, Fe, and Ti), eight trace metals (K, Cr, Zn, Cu, Mn, Pb, Ni, and V), and As. Multiple approaches including correlation analysis, enrichment factor, principal component analysis, and conditional probability function (CPF) were applied to identify potential sources of these elements. Most of the measured trace elements in Sichuan Basin were found to have lower concentrations than in the other regions of China. K and Fe were the most abundant elements at CD with an annual mean concentrations of 720 ± 357 and 456 ± 248 ng m^-3, accounting for 34.6% and 21.9% of the total analyzed trace elements, respectively. Ca presented the highest concentration among all of the elements at CQ with annual mean of 824 ± 633 ng m^-3 (29.1% of the total). Crustal elements had the highest concentrations in spring while heavy metals had distinct seasonal variations typically with the highest concentrations in winter and the lowest in summer. Ti and Al were identified to be primarily from soil while most of the analyzed heavy metals (Cr, Mn, Cu, Zn, Pb, Ni) and As were from anthropogenic sources associated with coal combustion, industrial emission from glassmaking production and iron/steel manufacturing, and non-exhaust vehicle emission.

Characteristics of PM2.5 from ship emissions and their impacts on the ambient air: A case study in Yangshan Harbor, Shanghai

The rapid development of ports in China over the last two decades has had inevitable consequences on the ambient air quality in coastal areas and harbors. For mitigation strategies and monitoring aims, the contributions of ship emissions should be identified, especially in these specific areas. Therefore, in this study, fine particulate matters (PM_2.5) samples were collected at Yangshan Harbor in 2016 to characterize ship emissions and estimate their impacts on the ambient air. The results showed that the average annual PM_2.5 concentration was 44.02 μg/m³ at Yangshan Harbor. The mean seasonal PM_2.5 concentrations reached a maximum in the spring (60.28 μg/m³) and a minimum in the summer (28.04 μg/m³). Two methods were used in this study to estimate the contributions of ship emissions to the ambient air. When a V-based method was used, the primary estimated daily contributions of ship emissions to the ambient air at Yangshan Harbor ranged from 0.02 to 0.73 μg/m³ with an annual average of 0.10 μg/m³. When a PMF-based method was used, the contributions ranged from 0.02 to 9.15 μg/m³ with an annual average of 1.02 μg/m³. In fact, there was a significant underestimation of the true influences of ship emissions when only the primary contribution was considered. In accordance with this evidence, there was a main average underestimation of 1.84 μg/m³.

A procedure to evaluate the factors determining the elemental composition of PM2.5. Case study: the Veneto region (northeastern Italy)

The Po Valley is one of the most important hot spots in Europe for air pollution. Morphological features and anthropogenic pressures lead to frequent breaching of air quality standards and to high-pollution episodes in an ~46 × 10³-km²-wide alluvial lowland. Therefore, it is increasingly important to study the air quality in a wide geographical scale to better implement possible and successful mitigation measures. The Veneto region lies in the eastern part of the Po Valley and the elemental composition of PM has been mainly studied in the Venice area, whereas scarce data are available for the remaining territory of the region. In this study, the elemental composition of PM_2.5 was investigated over 1 year (2012-2013) at six major cities of the Veneto region. Samples were analyzed for 16 elements (Ca, Al, Fe, S, K, Mg, Ti, Mn, Zn, Ba, As, Ni, Pb, Sb, V, and Cu), and results were processed to investigate spatial and seasonal variations, the influence of meteorological factors, and the most probable sources by using a procedure based on (i) elemental ratios (Cu/Sb, Cu/Zn, Cu/Pb, Mn/V, V/Ni, and Zn/Pb), (ii) cluster analysis on wind data, and (iii) conditional probability function (CPF). The percentage of elements in PM_2.5 ranged between 11 and 20%, and Ca and S were the most abundant elements in the region. Typical seasonal variations and similar trends were exhibited by each element, especially in the lowland. Some elements such as Zn, K, Mn, Pb, and Sb were found at high concentrations during the cold period. However, no similar dispersion processes were observed throughout the region, and their concentrations were mostly depending on individual local sources. In the alpine and foothill parts of the region, lower concentrations were recorded with respect to the Po Valley cities, which resulted enriched of most of the elements considered in this study. The cluster analysis on wind data and the CPF of the ratio-related sources demonstrated that a widespread pollution condition exists in the region, apart from the coastal area. However, specific directions (e.g., a link with high-traffic roads, industrial areas, and airports) resulted the most probable explanation for each ratio-related source. In addition, the Veneto region hosts one of the most important Mediterranean ports for the cruise sector (Venice harbor), and its impact was previously demonstrated in the historical city center. In this study, the impact of Venice shipping emissions was estimated to be 3.5% of PM_2.5 in some particular days.

First Assessment of NOx Sources at a Regional Background Site in North China Using Isotopic Analysis Linked with Modeling

Nitrogen oxides (NO_x, including NO and NO₂) play an important role in the formation of atmospheric particles. Thus, NO_x emission reduction is critical for improving air quality, especially in severely air-polluted regions (e.g., North China). In this study, the source of NO_x was investigated by the isotopic composition (δ¹⁵N) of particulate nitrate (p-NO₃^-) at Beihuangcheng Island (BH), a regional background site in North China. It was found that the δ¹⁵N-NO₃^- (n = 120) values varied between -1.7‰ and +24.0‰ and the δ¹⁸O-NO₃^- values ranged from 49.4‰ to 103.9‰. On the basis of the Bayesian mixing model, 27.78 ± 8.89%, 36.53 ± 6.66%, 22.01 ± 6.92%, and 13.68 ± 3.16% of annual NO_x could be attributed to biomass burning, coal combustion, mobile sources, and biogenic soil emissions, respectively. Seasonally, the four sources were similar in spring and fall. Biogenic soil emissions were augmented in summer in association with the hot and rainy weather. Coal combustion increased significantly in winter with other sources showing an obvious decline. This study confirmed that isotope-modeling by δ¹⁵N-NO₃^- is a promising tool for partitioning NO_x sources and provides guidance to policymakers with regard to options for NO_x reduction in North China.

Source apportionment of PM2.5 at urban and suburban areas of the Pearl River Delta region, south China - With emphasis on ship emissions

Daily PM_2.5 samples were collected at an urban site in Guangzhou in 2014 and at a suburban site in Zhuhai in 2014-2015. Samples were subject to chemical analysis for various chemical components including organic carbon (OC), element carbon (EC), major water-soluble inorganic ions, and trace elements. The annual average PM_2.5 mass concentration was 48±22μgm^-3and 45±25μgm^-3 in Guangzhou and Zhuhai, respectively, with the highest seasonal average concentration in winter and the lowest in summer at both sites. Regional transport of pollutants accompanied with different air mass origins arriving at the two sites and pollution sources in between the two cities caused larger seasonal variations in Zhuhai (>a factor of 3.5) than in Guangzhou (<a factor of 2.0). Positive matrix factorization (PMF) analysis identified six and five major source factors for PM_2.5 in Guangzhou and Zhuhai, respectively. Ship emissions, a source factor previously ignored in making emission control policies in the Pearl River Delta region of south China, were among the top contributors to PM_2.5 at both sites, accounting for >17% of PM_2.5 mass concentrations.

Impact of maritime traffic on polycyclic aromatic hydrocarbons, metals and particulate matter in Venice air

Harbours are important hubs for economic growth in both tourism and commercial activities. They are also an environmental burden being a source of atmospheric pollution often localized near cities and industrial complexes. The aim of this study is to quantify the relative contribution of maritime traffic and harbour activities to atmospheric pollutant concentration in the Venice lagoon. The impact of ship traffic was quantified on various pollutants that are not directly included in the current European legislation for shipping emission reduction: (i) gaseous and particulate PAHs; (ii) metals in PM10; and (iii) PM10 and PM2.5. All contributions were correlated with the tonnage of ships during the sampling periods and results were used to evaluate the impact of the European Directive 2005/33/EC on air quality in Venice comparing measurements taken before and after the application of the Directive (year 2010). The outcomes suggest that legislation on ship traffic, which focused on the issue of the emissions of sulphur oxides, could be an efficient method also to reduce the impact of shipping on primary particulate matter concentration; on the other hand, we did not observe a significant reduction in the contribution of ship traffic and harbour activities to particulate PAHs and metals. Graphical abstract Impact of maritime traffic on polycyclic aromatic hydrocarbons, metals and particulate matter and evaluation of the effect of an European Directive on air quality in Venice.

The mortality effect of ship-related fine particulate matter in the Sydney greater metropolitan region of NSW, Australia

This study investigates the mortality effect of primary and secondary PM2.5 related to ship exhaust in the Sydney greater metropolitan region of Australia. A detailed inventory of ship exhaust emissions was used to model a) the 2010/11 concentration of ship-related PM2.5 across the region, and b) the reduction in PM2.5 concentration that would occur if ships used distillate fuel with a 0.1% sulfur content at berth or within 300 km of Sydney. The annual loss of life attributable to 2010/11 levels of ship-related PM2.5 and the improvement in survival associated with use of low-sulfur fuel were estimated from the modelled concentrations. In 2010/11, approximately 1.9% of the region-wide annual average population weighted-mean concentration of all natural and human-made PM2.5 was attributable to ship exhaust, and up to 9.4% at suburbs close to ports. An estimated 220 years of life were lost by people who died in 2010/11 as a result of ship exhaust-related exposure (95% CIβ: 140-290, where CIβ is the uncertainty in the concentration-response coefficient only). Use of 0.1% sulfur fuel at berth would reduce the population weighted-mean concentration of PM2.5 related to ship exhaust by 25% and result in a gain of 390 life-years over a twenty year period (95% CIβ: 260-520). Use of 0.1% sulfur fuel within 300 km of Sydney would reduce the concentration by 56% and result in a gain of 920 life-years over twenty years (95% CIβ: 600-1200). Ship exhaust is an important source of human exposure to PM2.5 in the Sydney greater metropolitan region. This assessment supports intervention to reduce ship emissions in the GMR. Local strategies to limit the sulfur content of fuel would reduce exposure and will become increasingly beneficial as the shipping industry expands. A requirement for use of 0.1% sulfur fuel by ships within 300 km of Sydney would provide more than twice the mortality benefit of a requirement for ships to use 0.1% sulfur fuel at berth.

Chemical characterization of exhaust emissions from selected canadian marine vessels: the case of trace metals and lanthanoids

This paper reports the chemical composition of exhaust emissions from the main engines of five ocean going cargo vessels, as they traveled in Canadian waters. The emission factors (EFs) of PM2.5 and SO2 for vessels tested on various intermediate fuel oils (IFO), ranged from 0.4 to 2.2 g kW(-1) hr(-1) and 4.7 to 10.3 g kW(-1) hr(-1), respectively, and were mainly dependent on the content of sulfur in the fuel. Average NOx, CO, and CO2 EFs for these tests were 12.7, 0.45, and 618 g kW(-1) hr(-1), respectively and were generally below benchmark values commonly used by regulatory agencies. The composition of PM2.5 was dominated by hydrated sulfates, organic carbon and trace metals which accounted for 80-97% of total PM2.5 mass. A substantial decrease of measured emission factors for PM2.5 and SO2 was observed when the fuel was changed from IFO to marine diesel oil (MDO), in one of the tested vessels. The main component of PM2.5 in this case was organic carbon accounting for 65% of PM2.5 mass. In addition to commonly reported pollutants, this study presents EFs of the lanthanoid elements and showed that their distribution patterns in ship-exhaust PM2.5 were very similar to the PM2.5 emitted by oil refining facilities. Hence, using La:Ce:V tertiary diagrams and La/V ratios is necessary to distinguish ship plumes from primary emissions related to accidental and/or routine operation of oil-refining industry.

Identification and quantification of shipping emissions in Bohai Rim, China

Rapid development of port and shipbuilding industry in China has badly affected the ambient air quality of coastal zone due to shipping emissions. A total of 60 ambient air samples were collected from background site of Tuoji Island in Bohai Sea strait. The air samples were analyzed for PM2.5, organic carbon (OC), element carbon (EC), inorganic elements, and water-soluble ions. The maximum concentration of PM2.5 was observed during spring (73.6 μg·m(-3)) compared to winter (39.0 μg·m(-3)) with mean of 54.6 μg·m(-3). Back trajectory air mass analysis together with temporal distribution of vanadium (V) showed that V could be the typical tracer of shipping emissions at Tuoji Island. Furthermore, the ratios of vanadium to nickel (V/Ni), vanadium to lead (V/Pb) and vanadium to zinc (V/Zn) also suggest shipping emissions at Tuoji Island. The annual average primary PM2.5 estimate of shipping emissions was 0.65 μg·m(-3) at Tuoji Island, accounting for 2.94% of the total primary PM2.5, with a maximum of 3.16% in summer and a minimum of 2.39% in autumn.

Source apportionment of PM(2.5) in the harbour-industrial area of Brindisi (Italy): identification and estimation of the contribution of in-port ship emissions

Harbours are important for economic and social development of coastal areas but they also represent an anthropogenic source of emissions often located near urban centres and industrial areas. This increases the difficulties in distinguishing the harbour contribution with respect to other sources. The aim of this work is the characterisation of main sources of PM2.5 acting on the Brindisi harbour-industrial area, trying to pinpoint the contribution of in-port ship emissions to primary and secondary PM2.5. Brindisi is an important port-city of the Adriatic Sea considered a hot-spot for anthropogenic environmental pressures at National level. Measurements were performed collecting PM2.5 samples and characterising the concentrations of 23 chemical species (water soluble organic and inorganic carbon; major ions: SO4(2-), NO3(-), NH4(+), Cl(-), C2O4(2-), Na(+), K(+), Mg(2+), Ca(2+); and elements: Ni, Cu, V, Mn, As, Pb, Cr, Sb, Fe, Al, Zn, and Ti). These species represent, on average, 51.4% of PM2.5 and were used for source apportionment via PMF. The contributions of eight sources were estimated: crustal (16.4±0.9% of PM2.5), aged marine (2.6±0.5%), crustal carbonates (7.7±0.3%), ammonium sulphate (27.3±0.8%), biomass burning-fires (11.7±0.7%), traffic (16.4±1.7 %), industrial (0.4±0.3%) and a mixed source oil combustion-industrial including ship emissions in harbour (15.3±1.3%). The PMF did not separate the in-port ship emission contribution from industrial releases. The correlation of estimated contribution with meteorology showed directionality with an increase of oil combustion and sulphate contribution in the harbour direction with respect to the direction of the urban area and an increase of the V/Ni ratio. This allowed for the use of V as marker of primary ship contribution to PM2.5 (2.8%+/-1.1%). The secondary contribution of oil combustion to non-sea-salt-sulphate, nssSO4(2-), was estimated to be 1.3 μg/m(3) (about 40% of total nssSO4(2-) or 11% of PM2.5).

Contribution of harbour activities and ship traffic to PM2.5, particle number concentrations and PAHs in a port city of the Mediterranean Sea (Italy)

In this work, an assessment of the impact of ship traffic and related harbour activities (loading/unloading of ships and hotelling in harbour) on PM 2.5 and particle number concentrations (PNC) separating the contribution associated to ship traffic from that of harbour-related activities is reported. Further, an assessment of the impact and environmental risks associated to polycyclic aromatic hydrocarbon (PAH) concentrations was performed. Results refer to the city of Brindisi (88,500 inhabitants) in the south-eastern part of Italy and its harbour (with yearly 9.5 Mt of goods, over 520,000 passengers and over 175,000 vehicles). PM2.5 and PNC concentrations show a clear daily pattern correlated with daily ship traffic pattern in the harbour. High temporal resolution measurements and correlations with wind direction were used to estimate the average direct contribution to measured concentrations of this source. The average relative contribution of ship traffic was 7.4% (±0.5%) for PM2.5 and 26% (±1%) for PNC. When the contribution associated to harbour-related activities is added, the percentages become 9.3% (±0.5%) for PM2.5 and 39% (±1%) for PNC. In the site analysed, air coming from the harbour/industrial sector was richer in PAHs (5.34 ng/m3) than air sampled from all directions (3.89 ng/m3). The major compounds were phenanthrene, fluoranthene and pyrene, but the congener profiles were different in the two direction sectors: air from the harbour/industrial sector was richer in phenanthrene and fluorene, which are the most abundant PAHs in ship emissions. Results showed that lighter PAHs are associated to the gas phase, while high molecular weight congeners are mostly present in the particulate phase. The impact on the site studied of the harbour/industrial source to PAHs was 56%(range, 29-87%).

Assessment of Particulate Matter Levels in Vulnerable Communities in North Charleston, South Carolina prior to Port Expansion

INTRODUCTION

The Port of Charleston, one of the busiest US ports, currently operates five terminals. The fifth terminal is being planned for expansion to accommodate container ships from the proposed Panama Canal expansion. Such expansion is expected to increase traffic within local vulnerable North Charleston neck communities by at least 7,000 diesel truck trips per day, more than a 70% increase from the present average rate of 10,000 trucks per day. Our objective was to measure the current particulate matter (PM) concentrations in North Charleston communities as a baseline to contrast against future air pollution after the proposed port expansion.

METHODS

Saturation study was performed to determine spatial variability of PM in local Charleston neck communities. In addition, the temporal trends in particulate air pollution within the region were determined across several decades. With the BGI sampler, PM samples were collected for 24 hours comparable to the federal reference method protocol. Gravimetric analysis of the PM filter samples was conducted following EPA protocol.

RESULTS

The range of the PM10 annual average across the region from 1982 to 2006 was 17.0-55.0 μg/m3. On only two occasions were the records of PM10 averaged above the 50.0 μg/m3 national standard. In the case of PM2.5, the annual average for 1999-2006 ranged from 11.0 to 13.5 μg/m3 and no annual average exceeded the 15.0 μg/m3 PM2.5 annual standard.

CONCLUSIONS

Although ambient PM levels have fallen in the Charleston region since the 1960s due to aggressive monitoring by the stakeholders against air pollution, local air pollution sources within the North Charleston neck communities have consistently contributed to the PM levels in the region for several decades. This baseline assessment of ambient PM will allow for comparisons with future assessments to ascertain the impact of the increased truck and port traffic on PM concentrations.

Effects of switching to lower sulfur marine fuel oil on air quality in the San Francisco Bay area

Ocean-going vessels burning high-sulfur heavy fuel oil are an important source of air pollutants, such as sulfur dioxide and particulate matter. Beginning in July 2009, an emission control area was put into effect at ports and along the California coastline, requiring use of lower sulfur fuels in place of heavy fuel oil in main engines of ships. To assess impacts of the fuel changes on air quality at the Port of Oakland and in the surrounding San Francisco Bay area, we analyzed speciated fine particle concentration data from four urban sites and two more remote sites. Measured changes in concentrations of vanadium, a specific marker for heavy fuel oil combustion, are related to overall changes in aerosol emissions from ships. We found a substantial reduction in vanadium concentrations after the fuel change and a 28-72% decrease in SO2 concentrations, with the SO2 decrease varying depending on proximity to shipping lanes. We estimate that the changes in ship fuel reduced ambient PM2.5 mass concentrations at urban sites in the Bay area by about 3.1 ± 0.6% or 0.28 ± 0.05 μg/m(3). The largest contributing factor to lower PM mass concentrations was reductions in particulate sulfate. Absolute sulfate reductions were fairly consistent across sites, whereas trace metal reductions were largest at a monitoring site in West Oakland near the port.

Measuring in-use ship emissions with international and U.S. federal methods

Regulatory agencies have shifted their emphasis from measuring emissions during certification cycles to measuring emissions during actual use. Emission measurements in this research were made from two different large ships at sea to compare the Simplified Measurement Method (SMM) compliant with the International Maritime Organization (IMO) NOx Technical Code to the Portable Emission Measurement Systems (PEMS) compliant with the US. Environmental Protection Agency (EPA) 40 Code of Federal Regulations (CFR) Part 1065 for on-road emission testing. Emissions of nitrogen oxides (NOx), carbon dioxide (CO2), and carbon monoxide (CO) were measured at load points specified by the International Organization for Standardization (ISO) to compare the two measurement methods. The average percentage errors calculated for PEMS measurements were 6.5%, 0.6%, and 357% for NOx, CO2, and CO, respectively. The NOx percentage error of 6.5% corresponds to a 0.22 to 1.11 g/kW-hr error in moving from Tier III (3.4 g/kW-hr) to Tier I (17.0 g/kW-hr) emission limits. Emission factors (EFs) of NOx and CO2 measured via SMM were comparable to other studies and regulatory agencies estimates. However EF(PM2.5) for this study was up to 26% higher than that currently used by regulatory agencies. The PM2.5 was comprised predominantly of hydrated sulfate (70-95%), followed by organic carbon (11-14%), ash (6-11%), and elemental carbon (0.4-0.8%).

IMPLICATIONS

This research provides direct comparison between the International Maritime Organization and U.S. Environmental Protection Agency reference methods for quantifying in-use emissions from ships. This research provides correlations for NOx, CO2, and CO measured by a PEMS unit (certified by U.S. EPA for on-road testing) against IMO's Simplified Measurement Method for on-board certification. It substantiates the measurements of NOx by PEMS and quantifies measurement error. This study also provides in-use modal and overall weighted emission factors of gaseous (NOx, CO, CO2, total hydrocarbons [THC], and SO2) and particulate pollutants from the main engine of a container ship, which are helpful in the development of emission inventory.