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Ship emissions are significantly increasing globally and have remarkable impact on air quality on sea and land. These emissions contribute serious adverse health and environmental effects. Territorial waters, inland seas and ports are the regions most affected by ship emissions. As an inland sea the Sea of Marmara is an area that has too much ship...
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... to southwest and nearly 90 km in wide at its greatest width. It is connected to the Black Sea through the Strait of Istanbul (the Bosphorus) on the northeast and to the Aegean Sea through the Strait of Canakkale (the Dardanelles) on the southwest. The Strait of Istanbul and the Strait of Canakkale are called together as the Turkish Straits ( Fig. 1). Geographically, they almost resemble a river system with narrow and winding channels. No part of the Straits lies in high seas. They are located in Turkey's inland ...
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The burning process of fuel from the main engine in ships impacts on air and sea pollution. Afterward, in overcoming the air pollution from the result burning in industry usually use electronic precipitator (ESP) by using electric field to precipitate gas pollutant from burning result. Thus, the aim of this research is making the concept of ESP (El...
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... On the other hand, when ships are engaged in loading and unloading operations at the quayside, their auxiliary engines still produce emissions, and this portion of emissions is closer to the shore (Deniz and Durmuşoglu, 2008) [6]. In order to reduce the impact of these emissions on the near-shore environment, the introduction of shore power equipment in the new generation of ports provides power to ships during berthing, thereby reducing emissions from auxiliary engines near the shore (Zis et al., 2014;Tseng and Pilcher, 2015;Winkel et al., 2018) [7][8][9]. ...
... On the other hand, when ships are engaged in loading and unloading operations at the quayside, their auxiliary engines still produce emissions, and this portion of emissions is closer to the shore (Deniz and Durmuşoglu, 2008) [6]. In order to reduce the impact of these emissions on the near-shore environment, the introduction of shore power equipment in the new generation of ports provides power to ships during berthing, thereby reducing emissions from auxiliary engines near the shore (Zis et al., 2014;Tseng and Pilcher, 2015;Winkel et al., 2018) [7][8][9]. ...
In order to address the dynamic changes in vessel preferences for berth lines caused by the deployment of shore-based power equipment in major ports and the collaborative scheduling problem of berthing and towing assistance, this paper quantifies the environmental costs of pollutants from the main engines of tugs and auxiliary engines of container ships using an environmental tax. Additionally, considering the economic costs such as vessel delay and shore power cable connection, a two-layer mixed-integer linear programming model is constructed using the task sequence mapping method. This model integrates the allocation of continuous berths at container terminals with coordinated towing scheduling for shore power selection. A solution approach is designed by combining the commercial solver (CPLEX) and the immune particle swarm optimization algorithm (IAPSO). The proposed scheme is validated using the example of the Nansha Phase IV Terminal at the Port of Guangzhou. The results show that compared to the traditional first-come-first-served and adjacent scheduling schemes, the collaborative scheduling scheme proposed in this paper reduces the total cost by 21.73%. By effectively utilizing berth resources and shore power equipment while densely arranging collaborative tasks and appropriately increasing the number of tugs, the port can convert the economic cost of leasing a small number of tugs (increased by 10.63%) into environmental benefits (decreased by 33.88%). This approach provides a reference for addressing nearshore pollution emissions in ports.
... Both pollution emissions have a local, regional, and international impact. From the water to the land, ship emissions can readily traverse vast distances in the atmosphere, even over continents [7] and some disperse across the country, especially in coastal areas, where they threaten ecosystems, the environment, and human health [8]. Local and regional air quality problems associated with ship emissions, particularly in coastal areas, are of concern because to their detrimental impacts on human health and their greenhouse gas emissions. ...
Air pollution has been a significant issue in recent years due to rising industrialization and maritime activity around the globe, making air pollution forecasting a crucial concept in environmental study. This prompted the deployment of principal component analysis (PCA) for the source apportionment amongst the air quality parameters and the artificial neural network (ANN) for the prediction of the significant air quality parameters in ports area for this study. The study was carried out in seven federal ports across Malaysia for the period of 2009 and 2018, and 14 air quality parameters were calculated using information on air quality acquired from the Department of the Environment. The results of the study showed PCA identified NOx, NO, SO, NO2, CO, and PM10 as the variables of significance with a variation of 44.31% with CO exhibiting the highest factor loading (0.968). Artificial Neural Network-Source Apportionment accurately predicted CO as the major pollutant with R² in training (0.7492) and validation (0.7492). This study has successfully established a connection between the source of apportionment of air pollutant parameters and the total number of ships, as well as an effective alternative tool for predicting the most significant air quality air pollutant parameters in Malaysian ports, which can be applied in other regions to comprehend ship emission trends.
... The effects of the changes in the cruising speed of the ship or the port operations of the ships on the CO 2 emissions are some of these studies (Dawangi and Budiyanto, 2021;Tran and Lam, 2021;Hoang et al., 2022;Budiyanto et al., 2022). In addition, there are studies in the literature to estimate the CO 2 emission levels that may occur in the future (Deniz and Durmuşoglu, 2007). Especially in maritime transport regions such as the Bosphorus, which have strategic importance and where human population rate is high level, CO 2 emission from ships becomes even more vital. ...
It is crucial to reduce CO2 emissions due to marine transportation, which has a direct effect on air pollution in channels such as the Istanbul Strait (Bosphorus), which has a high human population density in the vicinity. In this study, it is tried to evaluate whether it is possible to reduce CO2 emissions during the passage of the Bosphorus. For this purpose, a mathematical model including three different control systems, called MPC, PD, and PD-Fuzzy controllers, is created to evaluate the controller effect on CO2 emissions during the passage. Each control system is selected separately from the mathematical model and the Bosphorus passages are simulated. As a result of these simulations, the velocity of the ship, the route to be followed by the ship, and the change of the ship’s rudder angle throughout the passage are obtained using each control system. In these simulations, it is assumed that there are no external forces, such as wind and current. The obtained results from the simulations are accepted as a reference and an evaluation is made in terms of CO2 emissions by including the number of commercial ships passing through the Bosphorus between 2006 and 2019. The calculated annual CO2 emissions that may occur in the Bosphorus passage with the various control systems are compared. The CO2 emissions increases approximately 1.86% depending on the selection of the control system for the determined ship for the Bosphorus passage simulations. As a result, it is emphasized that a more effective control system for reducing CO2
emissions in narrow channel passages such as the Bosphorus can exist.
... Although the existing literature has investigated carbon emission reduction for ships from different perspectives, the overall carbon emission reduction path for the shipping industry is still unclear and lacks scientific guidelines. At present, studies on the distribution characteristics of ship emissions are based on ship emission inventories, which are calculated in two ways: "top-down" (Deniz and Durmuşoǧlu, 2008;Hulskotte and Denier van der Gon, 2010) and "bottom-up" (Berechman and Tseng, 2012;Chen et al., 2018;Johansson et al., 2017;Mao et al., 2020;Gan et al., 2022), and the measurement of each component of ship exhaust emissions is generally used as the basis for the compilation of emission inventories. On the basis of the emission inventories the regional ship emissions and their contribution to atmospheric pollutants are analyzed H. Huang et al., 2020H. ...
Carbon peaking and carbon neutrality in the shipping industry are hot topics but now facing serious challenges. One of them is the current lack of scientific guidance on ship carbon reduction. Precise identification of carbon emission hotspot areas and ship types in ports is the key to controlling carbon emissions from ships. In this paper, a method of identifying and extracting ship carbon emission hotspots based on data field theory is proposed. Based on the theory of field in physics, the spatiotemporal aggregation pattern of ship carbon emissions in the port region is analyzed with regard to the characteristics of ship emission trajectory data. Taking Wuhan Port as an example, we successfully extracted the ship's carbon emission hotspot area based on the proposed method and analyzed the spatial and temporal dynamics of the ship's carbon emission hotspot in the area from several perspectives. The method proposed in this paper can be further applied to coastal ports, which is conducive to exploring the distribution of carbon emission hotspots and the spatial and temporal variation patterns of ships in China's ports. It provides scientific guidance for relevant departments to formulate and implement policies to reduce carbon emissions from ports, and promotes the early realization of the dual carbon goal of China's shipping industry.
... There are around 450 compounds in a diesel marine fuel exhaust (Deniz & Durmuşoğlu, 2008). In the recent inventory study of International Maritime Organization (IMO, 2021) IMO (2021) shows that CH4 emission rates increased more than 2.5 times in 2018 compared to 2012. ...
One of the reasons that anthropogenic greenhouse gas emissions estimation is imprecise is the uncertainty of aerosol impacts on cloud properties. Maritime transportation is slowly changing fuel preferences. With the policy framework changing regulations, the shipping business is going in a direction that emits less sulfur dioxide and black carbon, which are the compounds that cause linear cloud formations known as ship tracks. Aside from their effects on the total radiative forcing of a transportation mean, this phenomenon enables the detection of ships via satellite imagery sensors. The rapidly increasing trend of shifting propulsion of maritime transportation from conventional heavy fuel oil and distillate marine fuels to liquefied natural gas causes enormous hikes in methane emissions. Therefore, oxidation of the volatile organic compound in the marine boundary layer by the hydroxyl radical in the troposphere makes significant deposition of formaldehyde which causes human effects, ecosystem damage, and climate impact. The primary triggering substance among the compounds in the ship plume is methane. This paper discusses methods to assess near real time tracking of anomalies and the deposition of the short lived substance in different seasons in one of the main occurring areas, shipping corridors. The study also employs anomaly map analysis for June and December 2010 and 2020. Several global tracking methods are available with satellites, monitoring experiments, and other satellite tracking tools. Apart from a few areas the results are not indicative since the formaldehyde formations caused by LNG fueled ships are not widespread enough alongside with overall LNG fueled fleet. On the other hand, the analysis and method are promising
for the follow-up of the emissions in the future.
... Exposure to atmospheric emissions from port activity is mainly due to the combustion process that takes place in the main engines (ME) and auxiliary engines (AE) from ships during maneuvering and docking activities [19][20][21][22]. ...
In this work, we identify the current atmospheric sulfur dioxide emissions of the Veracruz port, an important Mexican seaport experiencing rapid growth, and its influence on the surrounding areas. Sulfur dioxide emissions based on port activity, as well as meteorology and air quality simulations, are used to assess the impact. It was found that using marine fuel with low sulfur content reduces emissions by 88%. Atmospheric emission estimates based on the bottom-up methodology range from 3 to 7 Mg/year and can negatively impact air quality up to 3 km downwind. After evaluating different characteristics of vessels in CALPUFF, it was found that maximum sulfur dioxide concentrations ranging between 50 and 88 µg/m3 for a 24-h average occurred 500 m from the port. During 2019, five days had unsatisfactory air quality. The combination of a shallow planetary boundary layer, low wind speed, and large atmospheric emissions significantly degraded local air quality.
... The first study on the subject was conducted in 2001, and the total amount of emissions in the Strait of Istanbul and Strait of Canakkale was measured as 353,625 and 347,221 t, respectively [24]. Another study in 2008 focused on ship emissions in the Sea of Marmara, and the amounts of CO 2 , NO x , SO 2 , CO, VOCs, and PM produced according to 2003 data were 5,451,224, 111,039, 87,168, 20,281, 5801, and 4762 t, respectively, measured in [25]. In a recent study, the number of total petroleum hydrocarbons measured in water at the outlets of the Turkish Straits and polycyclic aromatic hydrocarbons measured in sediments varied between 1.7-11.6 ...
The Turkish Straits are critical waterways connecting the Mediterranean and the Black Sea. About 38,552 and 43,343 ships pass through the Strait of Istanbul and Strait of Canakkale annually, respectively, and their emissions into the air pose a threat to the regional and global environment, as well as to the people of the region. Herein, the effects of the declaration of the Sea of Marmara as an emission control area and the use of alternative fuels by ships on emission formation were examined. For this purpose, the data of the ships passing through the Turkish Straits were obtained, the engine powers were calculated based on the gross registered tonnage values of these ships, and the emission values were reached. Declaring the Sea of Marmara as an emission control area provides an 80% and 76% reduction in sulfur and nitrogen oxides, respectively. Carbon emissions remained the same. The use of liquefied natural gas dramatically reduces carbon emissions. Alternative fuels, especially liquefied natural gas, effectively reduce sulfur oxide emissions. Despite these positive effects, there seem to be many years ahead of the widespread use of alternative fuels due to the lack of technical and economic infrastructure. Thus, the declaration of the Sea of Marmara as an emission control area will positively affect both the population in the region and the region's environment.
... Emission values from the ships in transit and non-transit modes have been calculated. Emissions were calculated as 13,000, 10,806, 1494, 485, 578, and 640,331 t/yr for NOx, SO2, CO, VOC, PM, and CO2, respectively (Deniz & Durmuşoǧlu, 2008). ...
Dünya ticaretinin bel kemiğini oluşturan gemiler, aynı zamanda büyük kirletici kaynağıdır. Bu kirleticiler, özellikle insan nüfusunun yoğun olduğu bölgelerde ve turizm bölgelerinde çok önemli sağlık sorunlarına yol açabilir. Bu nedenle, gemi emisyonlarının tespiti ve önlenmesi dikkate alınması gereken çalışmalardır. Türk Boğazları olarak bilinen Çanakkale ve İstanbul Boğazları, dar, yoğun nüfuslu ve yoğun gemi trafiğine sahip su yolları olarak gemi emisyonlarının etkisinin en çok hissedildiği konumlardan birisidir. Bu çalışmada, Çanakkale Boğazı'ndan 2020 yılında geçen gemilere ait veriler işlenerek bu gemilerin oluşturduğu emisyonlar 545.373,3 t olarak hesaplanmıştır. Bu verilerden yola çıkılarak, bu emisyonların çevreye verdikleri zararlar ve çözüm yolları üzerinde tartışılmıştır. Buna ek olarak, gemi trafiğinin deniz yaşamı üzerindeki potansiyel etkileri de tartışılmıştır.
... At the same time, between March and December 2020, the number of ships passing through the Bosporus decreased by 8.36%, and the total gross tonnage decreased by 4.9% compared to the same interval of 2019 (UAB, 2021). Considering that ship-borne emissions are higher in the Sea of Marmara than in the Black Sea and British territorial waters Deniz and Durmuşoğlu (2008), and high SO 2 concentrations are emitted from large marine diesel engines using low-quality fuel (Yang et al., 2018), the decrease in ship traffic during the lockdown period may have been effective in decreasing monthly SO 2 concentrations. Figure 6 shows the reduction in air pollutants in two different lockdown periods in Istanbul compared to the same period of the previous year. ...
This study aims to determine the 1-year change over the pandemic period in Istanbul, the megacity with the highest population in Turkey, based on environmental components. Among the environmental topics, water consumption habits, changes in air quality, changes due to noise elements, and most importantly, the changes in usage habits of disposable plastic materials that directly affect health have been revealed. The results obtained showed that, in Istanbul, 8.1 × 10⁸ gloves should be considered waste, and considering the population living in districts along coastal areas, the number of waste masks that are likely to end up in the sea was 325.648 pieces/day. The results of the air quality and noise measurements during the pandemic showed that reductions in parallel with human activities were recorded with the lockdown effect. The average noise values of the districts along both sides of the Bosporus, where urbanization is concentrated, were between 50 and 59 dB. The precautions taken during the pandemic have had an effective role in reducing air pollution in Istanbul. In the measurements, the parameters with effective reductions were PM10 (7–47%), PM2.5 (13–48%), NO2 (13–38%), and SO2 (10–56%). As a result, Istanbul’s year of changes during the pandemic period, in terms of water, air, noise, and solid plastic wastes, which are the most important components of the environment, is presented.
... Many factors can influence air quality in port cities and coastal areas, including geography and climate, road, rail and maritime traffic, industrial and residential emissions, but very little is known about the magnitude and effects of air pollution due to marine vessels [10]. It is known that SOx emissions, together with NOx, exacerbate secondary formation of fine particulate matter, PM2.5 [11]. NOx emissions from diesel engines also contribute to increasing ozone (O3) regionally. ...
Emissions of exhaust gases from oceangoing ships are a significant and growing contributor to the total emissions from the transportation sector. Emissions by shipping, comprising both “greenhouse gases” and traditional pollutants, cause an estimated 87,000 deaths per year from lung-cancer, cardiopulmonary and other diseases, worldwide. In order to reduce air pollution from ships, the International Maritime Organization has officially designated certain zones as Emission Control Areas (ECAs). In this study, we estimate health impacts attributable to NOx, SOx and particulate matter (PM2.5), emitted by shipping in the Strait of Gibraltar. This contamination causes many deaths that could potentially be prevented if the Strait were designated an ECA. In this case, the models devised by Krewski and Lepeule were applied. Both models use a direct relationship between mortality and the precursor pollutants, in tons, emitted from ships. Data for other areas are analysed for comparison. Comparing only the emissions by ships operating in the Strait of Gibraltar with the yearly total emissions from all sources in Europe, up to 0.81% of all NOx, 3.96% of all PM2.5 and 0.51% of all SOx is emitted in the Strait of Gibraltar. Because these shipping lanes run at an average distance of only 13 km from the coast, the effects of pollutants on the resident population are almost immediate. To mitigate the adverse environmental and health outcomes from ship-sourced air pollution, and potentially to reduce premature deaths by 45%, it is recommended that the Strait of Gibraltar be designated an ECA by the IMO.
