Abstract:Tianjin
THE DIRTY TENParticulate matter less than 2.5 micrometres (PM 2.5 ) emitted from dirty marine fuel oil causes poor air quality along shipping lanes. Emissions-control zones omit the ten largest container ports, which contribute an estimated 20% of worldwide port emissions of nitrogen oxides and sulfur oxides.
“…1 Cleaner marine fuel is a positive step forward for global environmental health, ensuring cleaner coastal air, reducing ecological damage, and ultimately saving lives. 2 Marine fuel is considered the lowest grade of fuel, often made up of heavy fuel oil and diesel oil. It emits high amounts of fine and ultrafine particulate matter, sulphur oxides (SO x ), nitrogen oxides (NO x ), metals, polycyclic aromatic hydrocarbons, and soot.…”
“…1 Cleaner marine fuel is a positive step forward for global environmental health, ensuring cleaner coastal air, reducing ecological damage, and ultimately saving lives. 2 Marine fuel is considered the lowest grade of fuel, often made up of heavy fuel oil and diesel oil. It emits high amounts of fine and ultrafine particulate matter, sulphur oxides (SO x ), nitrogen oxides (NO x ), metals, polycyclic aromatic hydrocarbons, and soot.…”
“…Obsoletes have transferred live NIS despite undergoing month-long, inter-ocean towing across steep gradients of temperature and salinity (Davidson et al 2008a). Derelicts and obsoletes are a worldwide environmental problem often passed down a chain of decreasing regulatory oversight with concentrated ship scrapping in India, Bangladesh, Pakistan (Hossain 2015) and Mexico (shown here) (Wan et al 2016). Historic maritime vessels pose a similar invasion risk as they are towed or selfpropelled globally at slow speeds for restoration, relocation (Apte et al 2000) and goodwill tours (Carlton and Hodder 1995).…”
Section: Sms Movement Attributesmentioning
confidence: 99%
“…Derelicts and obsoletes often remain moored for a long period of time during the transition from functioning vessels to floating structures, which marks the end of any regular biofouling management that accompanied 'vessel' status. They may then be towed to multiple locations to await removal, with larger vessels frequently towed internationally to be recycled (Wan et al 2016). Obsoletes have transferred live NIS despite undergoing month-long, inter-ocean towing across steep gradients of temperature and salinity (Davidson et al 2008a).…”
Coastal infrastructure provides extensive habitat for marine nonindigenous species (''NIS''), especially biofouling species. Ecosystem transplants can arise when static maritime structures (''SMS'') are relocated under slow towing speeds following long periods of biofouling accumulation. Translocations of SMS occur more often than acknowledged and represent a high-risk vector of marine NIS that is largely overlooked and unregulated. We compiled geolocations and movement patterns for oil platforms, derelict/obsolete vessels, barges, dry docks, floating lodges, homes and docks, aquaculture gear and buoys for the NE Pacific coast. We related these data to NIS richness within the region and to global examples of SMS movement. Our review and synthesis of SMS, paired with biofouling surveys before and after dock towing events, reveal the growing NIS vector opportunities resulting from sprawling coastal infrastructure. As coastal development continues apace in the Anthropocene, this emerging management challenge will require strong frameworks and workable solutions for a global issue that currently lacks incentives to prevent species transfers and invasions.
“…So far, nobody has ever calculated the added costs generated by this enormous long-distance trade for animal breeders and consumers, and for the environment as well. Indeed, maritime transportation has a huge environmental impact (see Wan et al 2016).…”
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