Air pollution is one of the most important branches of environmental science as it affects human health, climate and ecosystems. Emissions of air pollutants from transport (vehicles and ships) in port cities strongly affect air quality at local scales, warranting for a combination of theoretical and experimental studies to identify pollution hotspots. The purpose of this paper is to provide a methodology for developing a hybrid emission inventory from transport sector for two port cities located respectively on the Northern Aegean islands of Chios and Lesvos. Emission inventories were constructed for the year 2014 based on top-down and bottom-up approaches. Official data from local authorities and survey results were used for the calculation of emissions. Traffic emissions were spatially allocated to the road network based on population data and hourly traffic counts, and distributed over time (on an hourly basis) with the use of local temporal coefficients.Regarding carbon monoxide road emissions, the highest quantities are mainly emitted by Passenger Cars (43%,32% in Chios and Lesvos respectively) while for PM₁₀ emissions, trucks have the largest share (66% in Chios and 86% in Lesvos). The pollutants that are emitted in greater quantities from the ships at the ports of Mytilene and Chios are NOₓ, followed by SO₂ and CO. Most of the ship emissions in the ports occur by the ships at berth, as they remain berthed for hours whereas maneuvering lasts 15–20 min. As for the daily contribution of the two transport sources to the pollution profile of Mytilene, road emissions are higher for almost all pollutants. However, the contribution of ship emissions is not negligible, especially during the touristic period when marine traffic increases and emissions close to the port area become more important than those from road transport.

Algal toxins or red-tide toxins produced during algal blooms are naturally-derived toxic emerging contaminants (ECs) that may kill organisms, including humans, through contaminated fish or seafood. Other ECs produced either naturally or anthropogenically ultimately flow into marine waters. Pharmaceuticals are also an important pollution source, mostly due to overproduction and incorrect disposal. Ship breaking and recycle industries (SBRIs) can also release various pollutants and substantially deteriorate habitats and marine biodiversity. Overfishing is significantly increasing due to the global food crisis, caused by an increasing world population. Organic matter (OM) pollution and global warming (GW) are key factors that exacerbate these challenges (e.g. algal blooms), to which acidification in marine waters should be added as well. Sources, factors, mechanisms and possible remedial measures of these challenges to marine ecosystems are discussed, including their eventual impact on all forms of life including humans.

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 PM₂.₅ 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.

DCOIT (4,5-dichloro-2-n-octyl-4-isothiazolin-3-one) is the main component of SeaNine-211, a new antifouling agent that replaces tributyltin to prevent the growth of undesirable organisms on ships. There have been some studies on the toxicity of DCOIT, but the mechanism of DCOIT’s toxicity to crustaceans still requires elucidation. This study examined the chronic toxicity (4 weeks) of 0, 3, 15, and 30 μg/L DCOIT to the Pacific white shrimp (Litopenaeus vannamei) from the aspects of growth and physiological and histological changes in the hepatopancreas and gills. A transcriptomic analysis was performed on the hepatopancreas to reveal the underlying mechanism of DCOIT in shrimp. The exposure to 30 μg/L DCOIT significantly reduced the survival and weight gain of L. vannamei. High Na⁺/K⁺-ATPase activity and melanin deposition were found in the gills after 4 weeks of 15 μg/L or 30 μg/L DCOIT exposure. The highest concentration of DCOIT (30 μg/L) induced changes in hepatopancreatic morphology and metabolism, including high anaerobic respiration and the accumulation of triglycerides. Compared with the exposure to 3 μg/L DCOIT, shrimp exposed to 15 μg/L DCOIT showed more differentially expressed genes (DEGs) than those in the control, and these DEGs were involved in biological processes such as starch and sucrose metabolism and choline metabolism in cancer. The findings of this study indicate that L. vannamei is sensitive to the antifouling agent DCOIT and that DCOIT can induce altered gene expression at a concentration of 15 μg/L and can interfere with shrimp metabolism, growth and survival at 30 μg/L.

Effective measures for protecting and preserving the marine environment require an understanding of the potential impact of anthropogenic sound on marine life. A crucial component is a proper assessment of the anthropogenic soundscape: which sounds are present where, when and how strong? We provide an extensive case study modelling the spatial, temporal and spectral distribution of sound radiated by several anthropogenic sources (ships, seismic airguns, explosives) and a naturally occurring one (wind) in the Dutch North Sea. We present the results as a series of sound maps covering the whole of the Dutch North Sea, showing the spatial and temporal distribution of the energy from these sources. Averaged over a two year period, shipping is responsible for the largest amount of acoustic energy (∼1800 J), followed by seismic surveys (∼300 J), explosions (∼20 J) and wind (∼20 J) in the frequency band between 100 Hz and 100 kHz. Our study shows that anthropogenic sources are responsible for 100 times more acoustic energy (averaged over 2 years) in the Dutch North Sea than naturally occurring sound from wind. The potential impact of these sounds on aquatic animals depends not only on these temporally averaged and spatially integrated broadband energies, but also on the source-specific spatial, spectral and temporal variation. Shipping is dominant in the southern part and along the coast in the north, throughout the years and across the spectrum. Seismic surveys are relatively local and spatially and temporally dependent on exploration activities in any particular year, and spectrally shifted to low frequencies relative to the other sources. Explosions in the southern part contribute wide-extent high energy bursts across the spectrum. Relating modelled sound fields to the temporal and spatial distribution of animal species may provide a powerful tool for understanding the potential impact of anthropogenic sound on marine life.

Many studies have been conducted focusing on the contribution of land emission sources to PM2.5 in China; however, little attention had been paid to other contributions, especially the secondary contributions from shipping emissions to atmospheric PM2.5. In this study, a combined source apportionment approach, including principle component analysis (PCA) and WRF-CMAQ simulation, was applied to identify both primary and secondary contributions from ships to atmospheric PM2.5. An intensive PM2.5 observation was conducted from April 2014 to January 2015 in Qinhuangdao, which was close to the largest energy output port of China. The chemical components analysis results showed that the primary component was the major contributor to PM2.5, with proportions of 48.3%, 48.9%, 55.1% and 55.4% in spring, summer, autumn and winter, respectively. The secondary component contributed higher fractions in summer (48.2%) and winter (36.8%), but had lower percentages in spring (30.1%) and autumn (32.7%). The hybrid source apportionment results indicated that the secondary contribution (SC) of shipping emissions to PM2.5 could not be ignored. The annual average SC was 2.7%, which was comparable to the primary contribution (2.9%). The SC was higher in summer (5.3%), but lower in winter (1.1%). The primary contributions to atmospheric PM2.5 were 3.0%, 2.5%, 3.4% and 2.7% in spring, summer, autumn and winter, respectively. As for the detailed chemical components, the contributions of shipping emissions were 2.3%, 0.5%, 0.1%, 1.0%, 1.7% and 0.1% to elements & sea salt, primary organic aerosol (POA), element carbon (EC), nitrate, sulfate and secondary organic carbon (SOA), respectively. The results of this study will further the understanding of the implications of shipping emissions in PM2.5 pollution.

In the last few years, ship emissions have attracted growing attention in the scientific community. The main reason is the constant increase of marine emissions over the last twenty years due to the intensification of port traffic. Thus, this study aimed to evaluate ship emissions (PM10, PM2.5, NOx, SO2, CO, CO2, N2O CH4, NMVOC, and HC) through the activity-based methodology in four of the main ports of Portugal (Leixões, Setúbal, Sines and Viana do Castelo) during 2013 and 2014. The analysis was performed according to ship types (bulk carrier, container, general cargo, passenger, Ro-Ro cargo, tanker and others) and operational modes (manoeuvring, hotelling and during cruising). Results indicated that tankers were the largest emitters in two of the four analysed ports. Regarding cruising emissions, container ships were the largest emitters. . CO2, NOx and SO2 estimated emissions represented more than 95% of the cruising and in-port emissions. Results were also compared with the total national emissions reported by the Portuguese Environment Agency, and if the in-port emissions estimated in the present study would have been taken into account to these totals, emissions of NOx and SO2 would increase 15% and 24% in 2013 and 16% and 28% in 2014. Summing up ships seem to be an important source of air pollution, mainly regarding NOx and SO2.

To evaluate sediment quality in different areas affected by oil spills, a weight of evidence approach was employed by including a complete set of parameters as part of four lines of evidence: sediment contamination, biological effects (including biomarkers) and bioaccumulation under laboratory conditions, toxicity in field conditions and benthic community structure. The methodology was applied to sediments from the Bay of Algeciras (S Spain) chronically impacted by different spills, and the Galician Coast (NW Spain) acutely impacted by an oil spill (Prestige 2002). Results obtained have elucidated the sources and fates of pollutants and the type of risk involved for the ecosystem. Factorial analysis revealed that the main factors were those containing toxicity, chemistry and benthic community variables indicating degradation in Algeciras. It has been demonstrated that the impact associated with chronic event of contamination by oil spills are significantly more dangerous and polluted than those related to acute effects. Chronic inputs due to the continuous entrance of contaminants result in much more harm to coastal ecosystems than major but precise environmental impacts.

Pollution by chemical substances is of concern for the maintenance of healthy and sustainable aquatic environments. While the occurrence and fate of numerous emerging contaminants, especially pharmaceuticals, is well documented in freshwater, their occurrence and behavior in coastal and marine waters is much less studied and understood. This study investigates the occurrence of 58 chemicals in the open surface water of the Western Mediterranean Sea for the first time. 70 samples in total were collected in 10 different sampling areas. 3 pesticides, 11 pharmaceuticals and personal care products and 2 artificial sweeteners were detected at sub-ng to ng/L levels. Among them, the herbicide terbuthylazine, the pharmaceuticals caffeine, carbamazepine, naproxen and paracetamol, the antibiotic sulfamethoxazole, the antibacterial triclocarban and the two artificial sweeteners acesulfame and saccharin were detected in all samples. The compound detected at the highest concentration was saccharin (up to 5.23 ng/L). Generally small spatial differences among individual sampling areas point to a diffuse character of sources which are likely dominated by WWTP effluents and runoffs from agricultural areas or even, at least for pharmaceuticals and artificial food additives, from offshore sources such as ferries and cruising ships. The implications of the ubiquitous presence in the open sea of chemicals that are bio-active or toxic at low doses on photosynthetic organisms and/or bacteria (i.e., terbuthylazine, sulfamethoxazole or triclocarban) deserve scientific attention, especially concerning possible subtle impacts from chronic exposure of pelagic microorganisms.

Leaching of Cu and Zn from a composite of spent antifouling paint particles, containing about 300 mg g−1 and 110 mg g−1 of the respective metals, was studied in batch experiments. For a given set of simulated environmental conditions, release of Cu was independent of paint particle concentration due to attainment of pseudo-saturation, but Zn was less constrained by solubility effects and release increased with increasing particle concentration. Leaching of Cu increased but Zn decreased with increasing salinity, consistent with mechanisms governing the dissolution of Cu2O in the presence of chloride and Zn acrylates in the presence of seawater cations. Because of complex reaction kinetics and the presence of calcium carbonate in the paint matrix, metal leaching appeared to be greater at 4 °C than 19 °C under many conditions. These findings have important environmental and biological implications regarding the deliberate or inadvertent disposal of antifouling paint residues.