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Träfflista för sökning "WFRF:(Hassellöv Ida Maja 1974) "

Sökning: WFRF:(Hassellöv Ida Maja 1974)

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1.
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2.
  • Hassellöv, Ida-Maja, 1974, et al. (författare)
  • Verification of a benthic boxcosm system with potential for extrapolating experimental results to the field
  • 2007
  • Ingår i: Journal of Experimental Marine Biology and Ecology. - : Elsevier BV. - 0022-0981. ; 353:2, s. 265-278
  • Tidskriftsartikel (refereegranskat)abstract
    • A marine mesocosm system (boxcosm system) was developed for ecological and/or ecotoxicological studies of sediment community function and structure. The system consists of continuous flow-through incubations of intact sediment samples, each with a surface area of 0.25 m2. The experimental setup enables repeated non-destructive measurements of benthic fluxes, such as of nutrients, oxygen and dissolved inorganic carbon, over the sediment–water interface. The benthic fluxes reflect the function of the sediment community, integrating over the chemical, biological and physical activities in the sediment. The suitability of the boxcosm system for controlled, highly ecologically relevant studies of intact sediment communities was evaluated in two experiments of six weeks and five months duration respectively, where the functional and structural development over time was compared to the development of the sampling site. The function of the sediment was measured as nutrient and oxygen fluxes, and the structural component consisted of microbial functional diversity and meio- and macrofauna composition. Differences between the boxcosm and the sampling site were detected especially in nitrate fluxes and meiofauna diversity and abundance, but all differences fell within seasonal and inter-annual variability at the sampling site. The cause of the differences could be referred to differences in oxygen availability, supply of organic matter particles, and recruitment of larvae. These factors can however be compensated for within the present setup. The study shows that the boxcosms are suitable tools for ecologically relevant studies generating comparable conditions to the natural environment.
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6.
  • Jalkanen, Jukka-Pekka, et al. (författare)
  • Modelling of discharges from Baltic Sea shipping
  • 2021
  • Ingår i: Ocean Science. - : Copernicus GmbH. - 1812-0784 .- 1812-0792.
  • Tidskriftsartikel (refereegranskat)abstract
    • This paper describes the new developments of the Ship Traffic Emission Assessment Model (STEAM) which enable the modelling of pollutant discharges to water from ships. These include nutrients from black/grey water discharges as well as from food waste. Further, the modelling of contaminants in ballast, black, grey and scrubber water, bilge discharges, and stern tube oil leaks are also described as well as releases of contaminants from antifouling paints.Each of the discharges is regulated by different sections of the IMO MARPOL convention, and emission patterns of different pollution releases vary significantly. The discharge patterns and total amounts for the year 2012 in the Baltic Sea area are reported and open-loop SOx scrubbing effluent was found to be the second-largest pollutant stream by volume. The scrubber discharges have increased significantly in recent years, and their environmental impacts need to be investigated in detail.
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7.
  • Kukkonen, J., et al. (författare)
  • Towards a Comprehensive Evaluation of the Environmental and Health Impacts of Shipping Emissions
  • 2022
  • Ingår i: Springer Proceedings in Complexity. - Cham : Springer International Publishing. - 2213-8684 .- 2213-8692. ; , s. 329-336
  • Konferensbidrag (refereegranskat)abstract
    • We present a new concept for marine research, applied in the EU-funded project EMERGE, “Evaluation, control and Mitigation of the EnviRonmental impacts of shippinG Emissions” (2020–2024; https://emerge-h2020.eu/ ). For the first time, both the various marine and atmospheric impacts of the shipping sector have been and will be comprehensively analyzed, using a concerted modelling and measurements framework. The experimental part of the project focuses on five European geographical case studies in different ecologically vulnerable regions, and a mobile onboard case study. The EMERGE consortium has also developed a harmonised and integrated modelling framework to assess the combined impacts of shipping emissions, both (i) on the marine ecosystems and (ii) the atmospheric environment. The first results include substantial refinements of a range of models to be applied, especially those for the STEAM and OpenDrift models. In particular, the STEAM (Ship Traffic Emission Assessment Model) model has been extended to allow for the effects of atmospheric and oceanographic factors on the fuel consumption and emissions of the ships. The OpenDrift model has been improved to take into account the partitioning, degradation, and volatilization of pollutants in water. The predicted emission and discharge values have been used as input for both regional scale atmospheric dispersion models, such as WRF-CMAQ (Weather Research and Forecasting—Community Multiscale Air Quality Model) and SILAM (System for Integrated modeLling of Atmospheric composition), and water quality and circulation models, such as OpenDrift (Open source model for the drifting of substances in the ocean) and Delft3D (oceanographic model). The case study regions are Eastern Mediterranean, Northern Adriatic Sea, the Lagoon of Aveiro, the Solent Strait and the Öresund Strait. We have also conducted a substantial part of the experimental campaigns scheduled in the project. The final assessment will include the benefits and costs of control and mitigation options affecting water quality, air pollution exposure, health impacts, climate forcing, and ecotoxicological effects and bioaccumulation of pollutants in marine biota.
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8.
  • Lunde Hermansson, Anna, 1987, et al. (författare)
  • Strong economic incentives of ship scrubbers promoting pollution
  • 2024
  • Ingår i: Nature Sustainability. - Göteborg : IVL Svenska Miljöinstitutet. - 2398-9629. ; 7:6, s. 812-822
  • Tidskriftsartikel (refereegranskat)abstract
    • In response to stricter regulations on ship air emissions, many shipowners have installed exhaust gas cleaning systems, known as scrubbers, allowing for use of cheap residual heavy fuel oil. Scrubbers produce large volumes of acidic and polluted water that is discharged to the sea. Due to environmental concerns, the use of scrubbers is being discussed within the International Maritime Organization. Real-world simulations of global scrubber-vessel activity, applying actual fuel costs and expenses related to scrubber operations, show that 51% of the global scrubber-fitted fleet reached economic break even by the end of 2022, with a surplus of €4.7 billion in 2019 euros. Within five years after installation, more than 95% of the ships with the most common scrubber systems reach break even. However, the marine ecotoxicity damage cost, from scrubber water discharge in the Baltic Sea Area 2014–2022, amounts to >€680 million in 2019 euros, showing that private economic interests come at the expense of marine environmental damage.
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9.
  • Nylund, Amanda, 1989, et al. (författare)
  • Hydrographical implications of ship-induced turbulence in stratified waters, studied through field observations and CFD modelling
  • 2023
  • Ingår i: Frontiers in Marine Science. - 2296-7745. ; 10
  • Tidskriftsartikel (refereegranskat)abstract
    • Ship-related energy pollution has received increasing attention but almost exclusively regarding radiated underwater noise, while the effect of ship-induced turbulence is lacking in the literature. Here we present novel results regarding turbulent wake development, the interaction between ship-induced turbulence and stratification, and discuss the impact of turbulent ship wakes in the surface ocean, in areas with intense ship traffic. The turbulent wake development was studied in situ, using Acoustic Doppler Current Profilers (ADCP) and conductivity, temperature, depth (CTD) observations of stratification, and through computational fluid dynamics (CFD) modelling. Our results show that the turbulent wake interacts with natural hydrography by entraining water from below the pycnocline, and that stratification influences the turbulent wake development by dampening the vertical extent, resulting in the wake water spreading out along the pycnocline rather than at the surface. The depth and intensity of the turbulent wake represent an unnatural occurrence of turbulence in the surface ocean. The ship-induced turbulence can impact local hydrography, nutrient dynamics and increase plankton mortality due to physical disturbance, especially in areas with intense traffic. Therefore, sampling and modelling of e.g., contaminants in shipping lanes need to consider hydrographic conditions, as stratification may alter the depth and spread of the wake, which in turn governs dilution. Finally, the frequent ship traffic in estuarine and coastal areas, calls for consideration of ship-induced turbulence when studying hydrographic processes.
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10.
  • Raudsepp, Urmas, et al. (författare)
  • Shipborne nutrient dynamics and impact on the eutrophication in the Baltic Sea
  • 2019
  • Ingår i: Science of the Total Environment. - : Elsevier BV. - 0048-9697 .- 1879-1026. ; 671, s. 189-207
  • Tidskriftsartikel (refereegranskat)abstract
    • The Baltic Sea is a severely eutrophicated sea-area where intense shipping as an additional nutrient source is a potential contributor to changes in the ecosystem. The impact of the two most important shipborne nutrients, nitrogen and phosphorus, on the overall nutrient-phytoplankton-oxygen dynamics in the Baltic Sea was determined by using the coupled physical and biogeochemical model system General Estuarine Transport Model–Ecological Regional Ocean Model (GETM-ERGOM) in a cascade with the Ship Traffic Emission Assessment Model (STEAM) and the Community Multiscale Air Quality (CMAQ) model. We compared two nutrient scenarios in the Baltic Sea: with (SHIP) and without nutrient input from ships (NOSHIP). The model uses the combined nutrient input from shipping-related waste streams and atmospheric depositions originating from the ship emission and calculates the effect of excess nutrients on the overall biogeochemical cycle, primary production, detritus formation and nutrient flows. The shipping contribution is about 0.3% of the total phosphorus and 1.25–3.3% of the total nitrogen input to the Baltic Sea, but their impact to the different biogeochemical variables is up to 10%. Excess nitrogen entering the N-limited system of the Baltic Sea slightly alters certain pathways: cyanobacteria growth is compromised due to extra nitrogen available for other functional groups while the biomass of diatoms and especially flagellates increases due to the excess of the limiting nutrient. In terms of the Baltic Sea ecosystem functioning, continuous input of ship-borne nitrogen is compensated by steady decrease of nitrogen fixation and increase of denitrification, which results in stationary level of total nitrogen content in the water. Ship-borne phosphorus input results in a decrease of phosphate content in the water and increase of phosphorus binding to sediments. Oxygen content in the water decreases, but reaches stationary state eventually.
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11.
  • Ytreberg, Erik, 1980, et al. (författare)
  • Environmental impacts of grey water discharge from ships in the Baltic Sea
  • 2020
  • Ingår i: Marine Pollution Bulletin. - : Elsevier BV. - 0025-326X .- 1879-3363. ; 152
  • Tidskriftsartikel (refereegranskat)abstract
    • Discharge of grey water from ships is today unregulated in most sea areas, including the Baltic Sea. Annually, an estimated 5.5 million m3 grey water is emitted to the Baltic Sea with largest contribution from RoPax (4.25 million m3) and cruise ships (0.65 million m3). In total 44 different contaminants in grey water was identified and sorted into the sub categories organic compounds (28) and metals (16). Zinc and copper had the highest average concentrations with yearly inputs of 2.8 tons (zinc) and 1.5 tons (copper). 159 tons of nitrogen and 26.4 tons of phosphorus were estimated to be discharged to the Baltic Sea annually. An environmental risk assessment of contaminants, performed at a shipping lane in the Baltic Sea, showed the risk for adverse effects from grey water to be low. Nitrogen and phosphorus input from grey water contributes to 0.25% of the exceedance of, for the Baltic Sea set, eutrophication target.
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13.
  • Amir Heidari, Payam, 1989, et al. (författare)
  • A state-of-the-art model for spatial and stochastic oil spill risk assessment: A case study of oil spill from a shipwreck
  • 2019
  • Ingår i: Environment International. - : Elsevier BV. - 0160-4120 .- 1873-6750. ; 126, s. 309-320
  • Tidskriftsartikel (refereegranskat)abstract
    • Oil spills are serious environmental issues that potentially can cause adverse effects on marine ecosystems. In some marine areas, like the Baltic Sea, there is a large number of wrecks from the first half of the 20th century, and recent monitoring and field work have revealed release of oil from some of these wrecks. The risk posed by a wreck is governed by its condition, hazardous substances contained in the wreck and the state of the surrounding environment. Therefore, there is a need for a common standard method for estimating the risks associated with different wrecks. In this work a state-of-the-art model is presented for spatial and stochastic risk assessment of oil spills from wrecks, enabling a structured approach to include the complex factors affecting the risk values. A unique feature of this model is its specific focus on uncertainty, facilitating probabilistic calculation of the total risk as the integral expected sum of many possible consequences. A case study is performed in Kattegat at the entrance region to the Baltic Sea to map the risk from a wreck near Sweden. The developed model can be used for oil spill risk assessment in the marine environment all over the world.
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14.
  • Arguello, Gabriela, 1983, et al. (författare)
  • Regulation of ships at anchor: Safety and environmental implications
  • 2022
  • Ingår i: Marine Policy. - : Elsevier BV. - 0308-597X .- 1872-9460. ; 140
  • Tidskriftsartikel (refereegranskat)abstract
    • Ships waiting at anchor are associated with considerable environmental pressures and impacts. Growing and congested anchoring areas are receiving increasing scholarly attention to understand the environmental effects caused by large sea-going ships anchoring in coastal waters. While there is a lack of studies addressing the entire spectrum of environmental pressures and impacts from ships at anchor, ranging from scouring of the seafloor, operational emissions and discharges and waste from maintenance carried out while at anchor, it is well established that anchoring is associated with such pressures. This article takes a problem-oriented approach since there are potential cumulative environmental impacts of ships waiting at anchor. From both a public and private law perspective, we examine the legal structures and challenges associated with the regulation of ships waiting at anchor. We also analyze the public and private law factors that may limit the ability to prevent harmful anchoring practices. Our examination shows that while coastal states have significant jurisdictional powers to regulate anchoring in coastal waters, the current international regulatory framework addresses anchoring incidentally and lacks mechanisms for considering the cumulative impacts of anchoring. Furthermore, the incentives for ships to spend a considerable amount of time at anchor appear to differ substantially across different types of charterparties. Improved regulation requires better scientific knowledge, substantial mapping of legal structures, and a stakeholder survey providing a basis for the exploration of potential contractual practices that may reduce market incentives for anchoring.
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15.
  • Bondelind, Mia, 1980, et al. (författare)
  • Storlek och dynamik i sedimentbunden föroreningstransport i Göta älv orsakad av fartygspassage – inledande metodik-studie
  • 2015
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Flera olika källor bidrar till föroreningar i älven där till exempel metaller släpps ut via industrier och organiska ämnen släpps ut med avlopps-, dag- och kylvatten. Olika verksamheter har funnits längs med Göta älv under en lång tid och på många ställen finns föroreningar som via grundvattnet lakas ur jorden eller som tillförs älven genom skred. I sedimenten i älven har organiska miljögifter (t.ex. TBT, PCB, PAH och dioxiner) och metaller så som kadmium, koppar, bly, kvicksilver och zink uppmätts. Den årliga sedimenttransporten i Göta älv har uppskattas till 130-170 000 ton. Den totala mängden sediment som eroderas av fartyg har uppskattas till 40 000 ton per år, men då har inte hänsyn tagit till att en del av detta material har resuspenderats. Partiklarna i vattnet är potentiella föroreningsbärare då många tungmetaller fäster på partiklar, och smittämnen som bakterier, virus och parasitära protozoer är partiklar vilka kan utgöra en hälsorisk för konsumenterna. Turbiditetsmätningar längs Göta älv har visat ökade turbiditetsvärden efter fartygspassager i älven, men det är framförallt den initiala, kortvariga toppen som uppmärksammats. För att finna lämpliga åtgärder när det gäller provtagningar som underlag för masstransport och konsekvenser för råvattenintag behövs kunskaper om hela förloppet i tid och i djupled.Denna inledande studie har syftat till att undersöka metodik för att beskriva storlek och dynamik för den av fartyg orsakade turbiditetsökningen och eventuella föroreningstransporten i Göta älv. Studien har genomförs genom analyser av föroreningsinnehåll i vattenprover, hydrodynamisk modellering med anpassning för fartygspassagernas påverkan och mätning av vattenhastighet i älven vid Lärjeholm. Den huvudsakliga hypotesen är att föroreningstransporten varierar i djupled och att dynamiken i föroreningspassagen som vissa fartygspassager orsakar bör beaktas. Detta skulle kunna ge bättre underlag för planering och utvärdering av provtagningar. Det kan också ge en möjlighet att minska föroreningsmängden i det råvatten som tas in vid Göteborg stads råvattenintag vid Lärjeholm genom att lägga intaget på lämpligt djup i förhållande till föroreningstransporten. Tänkbara åtgärder för att ta in mindre föroreningar i intaget är ändrat intagsdjup eller stängning vid vissa båtpassager.Resultaten från denna begränsade studie ska tolkas med försiktighet, men visar att den relativt kraftiga ökning av grumlighet och partikelbundna föroreningar som kan observeras i samband med fartygspassager på grund av sin korta varaktighet har liten betydelse jämfört med den ökning som kan kvarstå under åtskilliga timmar. Blyhalten kan till exempel dubbleras och en ökning kvarstå under mer än tre timmar. Föroreningshalter av t ex bly kan under den första timmen efter passagen öka med djupet för att under de följande timmarna vara mer jämnt fördelade i djupprofilen. De partiklar som resuspenderas vid fartygspassager tycks till stor del ha en så låg sedimentationshastighet att de under normal fartygstrafik inte hinner sedimentera innan nästa passage. Hydrodynamisk modellering kan vara ett kraftfullt verktyg för att prediktera flödesmönster, erosion och turbiditetsökning vid fartygspassager. Med en modell kan olika scenarier utvärderas och rekommendationer utfärdas utifrån resultaten. Mätning av turbulens, strömmar och turbiditet under och bakom fartygen bör genomföras för att undersöka om sedimentet resuspenderas i fartygets bana och sedan dispergera in till älvkanten. Undersökning bör genomföras om vissa partier i älven ger upphov till större mängd upprivet sediment som sedan transporteras ned förbi intaget. En möjlighet skulle kunna vara att minska resuspensionen genom att anpassa fartygens hastigheter efter storlek och last, samt om de går motströms eller medströms. Detta skulle ge ytterligare underlag för representativa stickprover efter fartygspassager för beräkning av masstransport med djup- och tidsberoende.
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16.
  • Etkin, D.S, et al. (författare)
  • Quantification of Oil Spill Risk
  • 2017
  • Ingår i: Oil spill science and technology. ; , s. 71-183
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
    • The identification and evaluation of oil spill risk is important for contingency planning, as well as for the decision-making processes inherent in spill risk management. It needs to encompass both the probability of oil spills occurring under a number of types of circumstances, along with the potential consequences or impacts of the oil spillage. The quantification of oil spill risk provides policy makers and officials with more objective measures of probabilities, consequences, and overall risk to make informed decisions. Each potential source of oil spillage presents its own challenges for measuring the components of risk. This chapter presents state-of-the-art approaches to risk quantification for four varied spill sources-vessels, oil wells, sunken shipwrecks, and crude oil trains to demonstrate varied approaches.For vessel spills, risk analysis includes calculating the probabilities of vessel accidents that may result in spills through vessel traffic studies, coupled with outflow analyses that determine the probability of spillage and the volume of oil released. The consequences of vessel spills can be quantified through oil spill trajectory, fate, and effects modeling.Determining the probability and magnitude of well blowouts can be accomplished through the application of a fault-tree model. Again, the consequences of spillage can be determined with oil spill trajectory, fate, and effects modeling.Sunken wrecks containing oil present a unique form of spill risk. The wrecks may or may not leak or release oil in some future time until corrosion or disturbance breaks the vessels' bunker or oil cargo tanks. The probability of spillage is dependent on evaluating the factors that may lead to a release. Spill trajectory, fate, and effects modeling can be used to predict potential spill consequences.The dramatic increase in the use of unit trains to transport crude oil in large quantities, coupled with the potential for accidental spills with devastating consequences of fire and explosion, have led to an urgent need to quantify risk. Again, modeling tools can be used to assist decision makers and planners in assessing this risk.
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17.
  • García-Gómez, Elisa, et al. (författare)
  • Characterization of scrubber water discharges from ships using comprehensive suspect screening strategies based on GC-APCI-HRMS
  • 2023
  • Ingår i: Chemosphere. - 0045-6535 .- 1879-1298. ; 343
  • Tidskriftsartikel (refereegranskat)abstract
    • An extended suspect screening approach for the comprehensive chemical characterization of scrubber discharge waters from exhaust gas cleaning systems (EGCSs), used to reduce atmospheric shipping emissions of sulphur oxides, was developed. The suspect screening was based on gas chromatography coupled with high-resolution mass spectrometry (GC-HRMS) and focused on the identification of polycyclic aromatic hydrocarbons (PAHs) and their alkylated derivatives (alkyl-PAHs), which are among the most frequent and potentially toxic organic contaminants detected in these matrices. Although alkyl-PAHs can be even more abundant than parent compounds, information regarding their occurrence in scrubber waters is scarce. For compound identification, an in-house compound database was built, with 26 suspect groups, including 25 parent PAHs and 23 alkyl-PAH homologues. With this approach, 7 PAHs and 12 clusters of alkyl-PAHs were tentatively identified, whose occurrence was finally confirmed by target analysis using GC coupled with tandem mass spectrometry (GC-MS/MS). Finally, a retrospective analysis was performed to identify other relevant (poly)cyclic aromatic compounds (PACs) of potential concern in scrubber waters. According to it, 18 suspect groups were tentatively identified, including biphenyls, dibenzofurans, dibenzothiophenes and oxygenated PAHs derivatives. All these compounds could be used as relevant markers of scrubber water contamination in heavy traffic marine areas and be considered as potential stressors when evaluating scrubber water toxicity.
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18.
  • Hassellöv, Ida-Maja, 1974, et al. (författare)
  • Effekter på havsmiljön av att flytta över godstransporter från vägtrafik till sjöfart
  • 2019
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Antagandet av en nationell godstransportstrategi 2018 innebär att Sverige strävar efter att ”främja en överflyttning av godstransporter från väg till järnväg och sjöfart”. Ett delmål är att minska negativ miljöpåverkan från godstransporter. Men, om en överflyttning av gods från väg till sjöfart innebär ökat antal fartyg, eller ökad tillryggalagd distans med fartyg, innebär överflyttningen en ökad belastning på havsmiljön. Här föreligger därför en målkonflikt mellan transportpolitiska mål och flera miljömål. Tillståndet i havsmiljön runt Sveriges kuster uppnår idag inte god miljöstatus med avseende på exempelvis näringsämnen, miljögifter och främmande arter; för samtliga dessa belastningar bidrar sjöfarten till den negativa situationen. För att nå god miljöstatus behöver istället den totala belastningen på den marina miljön minska. Vid en eventuell överflyttning av godstransport från väg till sjöfart, är det därför angeläget att säkerställa att den ökade belastningen på den marina miljön minimeras. Ett sätt är att visa geografisk hänsyn genom att undvika sjöfart inom miljömässigt känsliga havsområden. Ett annat sätt är att ställa hårdare krav på fartygens prestanda. Miljöpåverkan från fartyg varierar framför allt mellan, men också inom, olika fartygstyper. Men att skapa nya regelverk med syfte att förbättra fartygens prestanda är en långsam process eftersom sjöfarten primärt regleras genom internationella konventioner där tillämpning av regionala eller nationella särregler undviks. Några förslag till åtgärder för att säkerställa att havsmiljön kring Sverige inte försämras till följd av överflyttning av godstransporter från väg till sjöfart är: ·        Tillse att det skapas högkvalitativt och jämförbart underlag för sjö- och landtransporters påverkan på havsmiljön. Analysera och kommunicera samtliga typer av utsläpp, inte bara utsläpp av koldioxid. Utsläppsmängder och påverkan bör anges och jämföras i absoluta tal och relevanta enheter. ·        Minimera antalet transporter genom att öka fyllnadsgraden. ·        Optimera fartygens hastighet för att minimera drivmedelsförbrukningen och emissioner. ·        Dagens fartygstrafik i Sveriges mest känsliga och skyddade havsområden måste minska. När- och kustsjöfart bör kanaliseras bort från havs- och kustområden med höga naturvärden. ·        Skapa tydliga incitament så att fraktköpare enbart anlitar fartyg som har högsta miljöprestanda avseende såväl utsläpp av växthusgaser som av andra förorenande eller övergödande ämnen till luft och vatten. ·        Säkerställ att införandet av ett NECA (kvävekontrollområde) i Östersjön och Nordsjön innebär att fler fartyg installerar kväverening och att införandet inte leder till att fler äldre fartyg utan regelstadgad effektiv kväverening trafikerar området. ·        Stärk samordningen mellan myndigheter så att framtidsfrågor som rör sjöfart och dess miljöpåverkan behandlas och åtgärdas i linje med ekosystembaserad förvaltning. Relaterat till sjöfartens striktare svavelregler som träder i kraft 2020-01-01: ·        Förbjud utsläpp av skrubbervatten till havet då utsläppen innebär en stor risk för försämrad miljöstatus och överskridna miljökvalitetsnormer enligt vattendirektivet, med avseende på exempelvis koppar och zink. Utred konsekvenserna av den förväntade ökade användningen av lågsvavliga hybridoljor som fartygsbränsle. Då befintlig saneringsutrustning är mindre effektiv för hybridoljor innebär detta en ökad risk vid kommande olyckor och oljeutsläpp
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19.
  • Hassellöv, Ida-Maja, 1974, et al. (författare)
  • ICES Viewpoint background document: Impact from exhaust gas cleaning systems (scrubbers) on the marine environment (Ad hoc).
  • 2020
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Shipping is a diverse industry that connects the world. The distribution and intensity of commercial shipping is increasing and there is a growing need to assess and mitigate the impacts of vessel activities on the marine environment. New global standards on sulphur content in marine fuels have led to an increasing number of ships installing exhaust gas cleaning systems (EGCS), also known as scrubbers, to reduce their emissions of sulphur oxides to the atmosphere. Ships equipped with a scrubber can continue to use heavy fuel oil, and the process results in discharges of large volumes of acidified water that contain a mix of contaminants, such as heavy metals, polycyclic aromatic hydrocarbons (PAHs), oil residues, and nitrates. For the most common type of scrubber, open loop, this polluted water is directly discharged back to the sea, trading reductions in air pollution for increased water pollution. The scrubber discharge mixture has demonstrated toxic effects in laboratory studies, causing immediate mortality in plankton and exhibiting negative synergistic effects. The substances found in scrubber discharge water are likely to have further impacts in the marine environment through bioaccumulation, acidification and eutrophication. The impacts of scrubber discharge water can be completely avoided through the use of alternative fuels, such as distilled low sulphur fuels. Distilled fuels have the added benefit that they remove the threat of heavy fuel oil spills from shipping activities. If the use of alternative fuels is not adopted, and scrubbers continue to be considered an equivalent method to meet the sulphur emissions limits, then there is urgent need for: 1) significant investment in technological advances and port reception facilities to allow zero discharge closed loop scrubber systems; 2) improved protocols and standards for measuring, monitoring and reporting on scrubber discharge water acidity and pollutants; 3) evidence-based regulations on scrubber water discharge limits that consider the full suite of contaminants.
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20.
  • Hassellöv, Ida-Maja, 1974, et al. (författare)
  • Miljörisker sjunkna vrak
  • 2014
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Arbetet med en nationell strategi för hantering av miljöfarliga vrak påbörjades 2007 med Statskontorets utredning Vrak och ägarlösa båtar, men ingen enskild myndighet har tilldelats övergripande ansvar för vrakfrågan. Utöver ansvarsfrågan har också förväntade höga kostnader för inspektion och sanering av vrak fördröjt det fortsatta arbetet. Ett steg närmare en nationell strategi redovisas här genom regeringsuppdraget Miljörisker sjunkna vrak. Genom samordning och ökat informationsutbyte mellan berörda myndigheter finns stor potential att minska de förväntade kostnaderna för inspektion av vrak och omgivande miljö. Om den föreslagna strategin antas, beräknas informationsläget avseende vraken att snabbt förbättras så att det år 2030 inte längre finns några potentiellt miljöfarliga vrak i svenska vatten.Havs- och vattenmyndigheten (HaV) och Naturvårdsverket har idag delat ansvar för övervakning och åtgärdande av miljögifter i marin miljö. Mot denna bakgrund hade det varit naturligt att låta HaV få ett övergripande ansvar för hantering av miljöfarliga vrak. Genom flexibelt upplägg avseende tidsramar bedöms övervakning och inspektion av potentiellt miljöfarliga vrak kunna utföras genom att HaV ger de berörda myndigheterna uppdrag; kartering och sjömätning (Sjöfartsverket), ROV och dykinspektion (Kustbevakningen och/eller Försvarsmakten), sediment- och bottenförhållanden (Statens geologiska undersökning). En förutsättning är dock väl fungerande samverkan och kommunikation mellan berörda myndigheter. Existerande plattformar för detta finns redan på såväl operativ nivå i form av Projekt ”Sjöstjärnan” - samordning och samverkan mellan myndigheter avseende information och inhämtning av djup- och bottendata; respektive högsta ledningsnivå i form av Samordningsgruppen för havs- och vattenmiljöfrågor (SamHav).Enligt Sjöfartsverkets tidigare inventering (Miljörisker från fartygsvrak, 2011) finns det utmed Sveriges kust knappt tre tusen vrak som inte kan avskrivas utan vidare informationsinhämtning. Drygt trehundra av dessa klassades som potentiellt miljöfarliga. Av dessa har 31 listats som de sannolikt mest miljöfarliga vraken. Listan över de 31 vraken har därför varit utgångspunkt för projektet Miljörisker sjunkna vrak, vars syfte var att ta fram en metod för prioritering och inspektion av potentiellt miljöfarliga vrak.Undervattensinspektion av vrak är kostsamt och kostnaden ökar kraftigt om vrakets läge är otillgängligt. Av de 31 vraken valdes därför nio relativt lättillgängliga vrak ut för noggrannare arkivstudier, samt sjömätning. Utifrån informationen från arkivstudierna och sjömätningen gjordes ett ytterligare urval om fyra vrak (Altnes, Skytteren, Thetis och Villon), vilka även inspekterades med ROV och/eller dykare. Huvudsyftet var att, inför och under arbetet med inspektionerna, utarbeta Standard Operating Procedures (SOPs) som framgent kan användas som stöd inför kommande operationer rörande potentiellt miljöfarliga vrak.Under arbetet med inspektionerna observerades inte några pågående läckage av olja från vraken. Trots denna positiva information är det viktigt att komma ihåg att endast bevis på tomma tankar kan fullt ut avskriva vraken från listan över potentiellt miljöfarliga vrak. Även om det under projektets fältarbete inte observerades läckage av olja, finns dokumenterade läckage sedan tidigare (senast 2008-04-26) för Skytteren. Noterbart är också att Kustbevakningen 2014-06-29, fick rycka ut för att omhänderta olja som börjat läcka efter vraket Immen, norr om Gotska Sandön. Immen var inte med bland fallstudieobjekten i projektet.I tillägg till undervattensinspektion placerades strömmätningsutrustning ut vid vraken Skytteren och Villon. Strömdata kan sedan användas för att modellera ett hypotetiskt spill av olja från ett vrak och ge en indikation på var läckage av olja kan tänkas påverka den marina miljön negativt. Exempel på sådana negativa effekter kan vara försämrad förmåga hos sedimentlevande organismer att omsätta näringsämnen, vilket i sin tur kan påverka hela det marina ekosystemet. Strömdata är också ett viktigt underlag för utformning av övervakningsprogram, exempelvis med passiva provtagare för att detektera läckage av miljöfarlig substans från vrak.Samtlig insamlad data kommer att användas för att validera riskbedömningsverktyget VRAKA, som möjliggör resurseffektiv prioritering av vilka vrak som bör undersökas och/eller saneras. VRAKA, SOPs för inspektion, samt tillgång till specifik kompetens för utvärdering av samtliga resultat är nyckelelement för att kunna presentera en tillförlitlig riskbedömning av potentiellt miljöfarliga vrak. Havs- och vattenmyndigheten skulle kunna vara lämplig myndighet med huvudansvar för miljöfarliga vrak, i operativ samverkan med övriga berörda myndigheter.
  •  
21.
  •  
22.
  • Hassellöv, Ida-Maja, 1974, et al. (författare)
  • Miljörisker sjunkna vrak II. Undersökningsmetoder och miljöaspekter
  • 2015
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • During 2015 the Swedish Maritime Administration continued the second phase of thegovernmental task Environmental risks from sunken wrecks which first report was finalized2014-10-31 (Dnr: 1399-14-01942-6).The main conclusions from the 2014 report remain; for future handling of potentially pollutingshipwrecks it is recommended that the Swedish Agency for Water and Marine Management isgiven a coordinating responsibility in close cooperation with other competent nationalauthorities, such as Swedish Maritime Administration, Swedish Coastguard, Swedish NationalMaritime Museums, the Geological Survey of Sweden, SMHI, Swedish EPA, and SwedishCivil Contingencies Agency. Through coordination of wreck related operations and activitieswithin the concerned competent authorities’ ordinary areas of responsibility, resourceefficiency is improved. The estimated extra cost for implementation of a national strategy forhandling of the wrecks are estimated to be 10-15 MSEK which should be allocated to thecompetent authorities by the Swedish Agency for Water and Marine Management.The conclusions from 2014 was reinforced during 2015, e.g. through the validation of the riskassessment model VRAKA, which is now available in a first operative version. Additionalecotoxicological experiments on the development of tolerance against PAHs in meiofauna andmicroorganism communities were conducted in a field study in Brofjorden. The mainconclusions from this work is that comprehensive analyzes of PAHs should include alkylatedPAHs, and that exposure to PAHs over time can lead to tolerance development in ammoniumoxidizing bacteria, at the expense of their ability to perform the essential ecosystem servicenitrification.Continued measurements of the bottom currents were made at the wrecks Villon and Skytteren,and at the dumping area west of Måseskär. Measurement series yielded important informationon how measuring equipment at the wreck can be deployed in an optimized way in futuremonitoring program; to calculate the possible spreading of pollution from a wreck, currentmeasurements should be performed upstream from the wreck site, while sensors for thedetection of, for example, oil should be put into the turbulence downstream of the wreck.The current measurement instruments (RDCP) deployed at the Måseskär dump site was trawledup after only three weeks of measurements, but still gave valuable information on the extensivebottom trawling that resuspend (stir up) sediments. Earlier geochemical surveys have shownsignificantly elevated arsenic concentrations in the area and sediment resuspension greatlyincreased the risk for spread of any contaminants in the area. Trawling is not prohibited in thearea, and the current lack of knowledge regarding potential effects on human health whenconsuming seafood from dump areas calls for reflection upon the suitability of trawling in thearea.In addition to the current measurements Swedish Maritime Administration and the SwedishNavy conducted hydrographic survey with multibeam and side scan sonar and ROVinvestigation of the wrecks in the dumping area at Måseskär. 28 wrecks were found, and ROVinvestigation showed cargo holds with dumped torpedoes or mines and other containers in some SjöfartsverketDnr: 1399-14-01942-156of the wrecks. There is some discrepancy between the previously measured elevated arsenicconcentrations in the Måseskär area and recently presented data from historical archives thatdoes not support the theory that chemical weapons were dumped in the area. However, there isa very good correlation between the dominant current direction in the area, and the highestmeasured arsenic concentrations in the area downstream of the wrecks, suggesting some formof arsenic source in the area.
  •  
23.
  • Hassellöv, Ida-Maja, 1974 (författare)
  • Många frågetecken kvarstår kring storskalig skrubberanvändning
  • 2017
  • Ingår i: Åtgärder för att minska sjöfartens påverkan på havsmiljön. Havsmiljöinstitutets rapport 2017:2. - 9789198229158 ; , s. 12-
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
    • Installation av en skrubber kan vara ett jämförelsevis billigtsätt för fartyg att möta skärpta regler för utsläpp av svaveloxider.Men åtgärden är inte utan problem. Ett av dessa är destora volymer försurat och förorenat havsvatten som skrubbernproducerar, som i värsta fall släpps orenat tillbaka i havet. Ettannat är avsaknaden av tydliga regelverk.
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24.
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25.
  • Hassellöv, Ida-Maja, 1974 (författare)
  • Pre-study of ship wreck risk assessment and remediation
  • 2007
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • In the Skagerrak there are 261 ship wrecks which have been identifi ed as potentially polluting wrecks. Twenty of these are located close to the Swedish coast, within the Västra Götaland County. The majority of the potentially polluting wrecks originate from the Second World War, hence many are heavily corroded and some are already leaking oil. In Sweden this problem has been discussed now and then since the mid seventies, yet there is no legislation regulating the liability for preventive actions to avoid future oil spills from the actual wrecks. This pre-study highlights potentially polluting wrecks in the Skagerrak, but the problem is present along the rest of the Swedish coastline. Therefore, there is a need for the establishment of a national database over recognized potentially polluting wrecks. Present salvage technology allows for offl oading the oil onboard the wrecks, but the remediation operation can be very expensive (about 20-250 million SEK per wreck). This cost has to be compared to the socioeconomic consequences occurring in case of a sudden leak of the corresponding amount of oil along the coast. To ensure that the environmental benefi ts of a remediation are economically justifi ed, it is of great importance to initially conduct a detailed wreck assessment which in addition to verifi cation of the amount and type of oil onboard, also ascertains that wreck stability will allow remediation. The cost of such an assessment ranges from 0.5-2 million SEK per ship wreck. To fi nance both ship wreck assessment and remediation of wrecks where no owner can be held responsible, establishment of a fund similar to that intended for remediation of contaminated land sites could be used. Additionally, the formation of a national competence centre to support the fund, gather knowledge in the fi eld of ship wreck assessment and remediation and coordinate actions is recommended.
  •  
26.
  • Hassellöv, Ida-Maja, 1974, et al. (författare)
  • Shipping contributes to ocean acidification
  • 2013
  • Ingår i: Geophysical Research Letters. - : American Geophysical Union (AGU). - 0094-8276 .- 1944-8007. ; 40:11, s. 2731-2736
  • Tidskriftsartikel (refereegranskat)abstract
    • The potential effect on surface water pH of emissions of SOX and NOX from global ship routes is assessed. The results indicate that regional pH reductions of the same order of magnitude as the CO2-driven acidification can occur in heavily trafficked waters. These findings have important consequences for ocean chemistry, since the sulfuric and nitric acids formed are strong acids in contrast to the weak carbonic acid formed by dissolution of CO2. Our results also provide background for discussion of expanded controls to mitigate acidification due to these shipping emissions.
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27.
  • Hassellöv, Ida-Maja, 1974, et al. (författare)
  • Use of port State control inspection data from the Paris MoU to assess pressure from shipping on the marine environment
  • 2020
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • In this report we analyse the relation between the Port State Control (PSC) system, as implemented by Paris Memorandum of Understanding (Paris MoU), and the Marine Strategy Framework Directive (MSFD), which obligates EU member States to achieve a Good Environmental Status of their marine waters. The deficiency codes in the Paris MoU PSC THETIS list were reviewed to explore how the codes relate to, i.e. directly or indirectly affect, the marine environment. We further sorted these identified deficiency codes into different, partly overlapping, categories based on their relation to MSFD descriptors. The number of deficiencies in the different categories were thereafter used as indices to infer pressures on the marine environment from different classes of ships. The approach was applied on a PSC inspection data set of ships that operated in the Baltic Sea or Skagerrak in 2018 to investigate if the number of deficiencies in four deficiency categories differed among ship types, ships of different ages and ships from different flag states. We also analysed how deficiencies related to five different MSFD descriptors were distributed among ship classes. General cargo, container and dry bulk ships had on average more deficiencies per ship than other ship types. The youngest ships had on average fewer deficiencies per ship than older ships and ships from black and grey listed flag states had on average more deficiencies per ship than ships from white listed flag states. Ships registered in Sweden had on average fewer deficiencies per ship than average ships from white-listed flag states. The number of all deficiencies per ship was generally correlated with the number of deficiencies related to the marine environment. Thus, on a general level, the total number of registered deficiencies also reflected the relative environmental performance of different ship classes. However, on a more detailed level, when deficiencies related to specific MSFD descriptors were analysed, some deviances from this general pattern were observed. The number of ships, as well as the total travelled distance, differed greatly among the different classes of ships. The total pressure on the Baltic marine environment, will, therefore, be larger from the more common middle-aged ships than from older ships, even though older ships on average performed worse than young and middle-aged ships. Similarly, because ships from white listed flag states are much more common, the total number of deficiencies of ships registered in white listed flag states, and hence, the total pressure on the marine environment, is much higher than the total number of deficiencies of, and total pressures from, ships from black and grey listed flag states. The insight that the total pressure of a class of ships is affected not only by the average performance of the ships in that class, but also by the number of ships and the total travelled distance, does not in any way reduce the need to stop the operation of the worst performing individual ships, and by various means to improve the average performance of ships in the low performing general cargo and dry bulk ship classes. From a marine environment management perspective, it is also important to recognize that also continuous smaller improvements of the performance of the more numerous middleaged ships and of ships registered in white listed flag states will increase the possibility to achieve Good Environmental Status of the marine environments in Europe. We conclude that although the Paris MoU scheme for Port State Controls is an important measure to prevent pollution from ships, there is no harmonization between the work of Paris MoU and the marine environmental management in the EU including the implementation of MSFD. At least eight of the eleven descriptors of the MSFD are influenced by shipping but at least three of them cannot be evaluated by the present scheme for PSC. It is possible, according to our view, to develop the present PSC system to also include control measures that focus on these three descriptors, that is, on the effect on biodiversity, sea-floor integrity and on the production of underwater noise. It is also important to investigate ways to add or modify deficiency codes that would capture the chemical composition of waste streams and remnant chemicals after tank cleanings. An additional development of the PSC system could be to also investigate the behaviour of ships during the period between PSC inspections, e.g. through the use of logged AIS data. The proposed system development would likely require both new financial resources and competencies.
  •  
28.
  • Hörteborn, Axel, 1986, et al. (författare)
  • Economic incentives and technological limitations govern environmental impact of LNG feeder vessels
  • 2023
  • Ingår i: Journal of Cleaner Production. - : Elsevier Ltd. - 0959-6526 .- 1879-1786. ; 429
  • Tidskriftsartikel (refereegranskat)abstract
    • In the transition to sustainable shipping, Liquified Natural Gas (LNG), is proposed to play a role, reducing emissions of sulphur and nitrogen oxides, and particulate matter. However, LNG is a fossil fuel and there is an ongoing discussion regarding the extent of methane slip from ships operating on LNG, challenging the assumptions of LNG as a sustainable solution. Here we show another aspect to consider in the environmental assessment of shipping; LNG feeder vessels may spend as much as 25% of their time at sea just running the ship to ensure the pressure in the tanks are not exceeded, i.e., run time not directly attributed to the shipment of gas from one port or ship, to another. In other words, the economic incentives are currently allowing for roughly 32% increase of the ships’ operational emissions and discharges and increased navigational risks. Most coastal areas are heavily affected by anthropogenic activities and e.g., in the Baltic Sea there is consensus among the HELCOM member states that the input of nutrient and hazardous substances must be reduced. Even if the LNG feeder vessels are currently few, the possibility to reduce their environmental impact by 32% should be an attractive opportunity for future policy measures and investigation of technological solutions of the problem.
  •  
29.
  •  
30.
  • Johansson, Malin, 1980, et al. (författare)
  • Remote sensing for risk analysis of oil spills in the Arctic Ocean
  • 2013
  • Ingår i: Proceedings of the ESA Living Planet Symposium 2013, 9 - 13 September 2013, Edinburgh, UK.
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Predicted decreases in sea-ice extent and shift from multiyear ice to seasonal ice open up for commercial shipping routes within the Arctic. With expected further growth of maritime activities the potential threat of accidents is increasing. Moreover, there is a lack of information on how an oil spill would affect the Arctic Ocean environment. A robust tool following international risk assessment standards is therefore vital to 1) try to prevent oil spills through use of scenario runs and 2) increase the possibilities to delimit the damage should a spill occur. We use remote sensing images to extract information about oil spill redistribution mechanisms. This combined with information about estimated volume, type ofoil and ecotoxicological data enables identification of areas in the Arctic Ocean especially vulnerable to maritimeactivities. We also include estimates on the probability ofan oil spill occurrence.
  •  
31.
  •  
32.
  • Jönander, Christina, 1990, et al. (författare)
  • Exposure to closed-loop scrubber washwater alters biodiversity, reproduction, and grazing of marine zooplankton
  • 2023
  • Ingår i: Frontiers in Marine Science. - 2296-7745. ; 10
  • Tidskriftsartikel (refereegranskat)abstract
    • Shipping is a large industry responsible for atmospheric emissions of hazardous substances including SOX, NOX, and particulate matter. Many ships have installed exhaust gas cleaning systems (scrubbers) to remove primarily SOX from the exhaust, but the hazardous substances are instead transferred to the water used in the scrubbing process. Ships with closed-loop scrubbers recirculate the water but can still discharge around 126-150 m3 directly to the surrounding marine environment every day. The discharged water contains metals and organic substances, such as polycyclic aromatic hydrocarbons, that are known to be toxic to marine zooplankton. Here we show that closed-loop scrubber washwater is toxic to communities of marine mesozooplankton at our lowest tested dilution, 1.5% (v/v), and affects survival, reproduction, diversity, and ability to predate on microzooplankton. The cumulative toxic unit of the undiluted closed-loop scrubber washwater was estimated to 17, which indicates that the water could be toxic at levels below what was tested in this study. Among all detected substances, vanadium, copper, benzo[ghi]perylene, nickel, and zinc were identified as toxicity-driving substances in the order listed. Closed-loop scrubber washwater has been shown to affect development and survival in single species of copepods, but here we find evidence of toxicity at the community level, irrespective of seasonal community structure, and that the exposure has potential to disrupt the interactions between trophic levels in the pelagic food web. We show that the closed-loop scrubber washwater cause both lethal and sublethal effects in marine zooplankton, due to contaminants, some of which are persistent in the marine environment.
  •  
33.
  • Landquist, Hanna, 1984, et al. (författare)
  • A fault tree model to assess probability of contaminant discharge from shipwrecks
  • 2014
  • Ingår i: Marine Pollution Bulletin. - : Elsevier BV. - 0025-326X .- 1879-3363. ; 88:1-2, s. 239-248
  • Tidskriftsartikel (refereegranskat)abstract
    • Shipwrecks on the sea floor around the world may contain hazardous substances that can cause harm to the marine environment. Today there are no comprehensive methods for environmental risk assessment of shipwrecks, and thus there is poor support for decision-making on prioritization of mitigation measures. The purpose of this study was to develop a tool for quantitative risk estimation of potentially polluting shipwrecks, and in particular an estimation of the annual probability of hazardous substance discharge. The assessment of the probability of discharge is performed using fault tree analysis, facilitating quantification of the probability with respect to a set of identified hazardous events. This approach enables a structured assessment providing transparent uncertainty and sensitivity analyses. The model facilitates quantification of risk, quantification of the uncertainties in the risk calculation and identification of parameters to be investigated further in order to obtain a more reliable risk calculation.
  •  
34.
  • Landquist, Hanna, 1984, et al. (författare)
  • Bayesian updating in a fault tree model for shipwreck risk assessment
  • 2017
  • Ingår i: Science of the Total Environment. - : Elsevier BV. - 0048-9697 .- 1879-1026. ; 590, s. 80-91
  • Tidskriftsartikel (refereegranskat)abstract
    • Shipwrecks containing oil and other hazardous substances have been deteriorating on the seabeds of the world for many years and are threatening to pollute the marine environment. The status of the wrecks and the potential volume of harmful substances present in the wrecks are affected by a multitude of uncertainties. Each shipwreck poses a unique threat, the nature of which is determined by the structural status of the wreck and possible damage resulting from hazardous activities that could potentially cause a discharge. Decision support is required to ensure the efficiency of the prioritisation process and the allocation of resources required to carry out risk mitigation measures. Whilst risk assessments can provide the requisite decision support, comprehensive methods that take into account key uncertainties related to shipwrecks are limited. The aim of this paper was to develop a method for estimating the probability of discharge of hazardous substances from shipwrecks. The method is based on Bayesian updating of generic information on the hazards posed by different activities in the surroundings of the wreck, with information on site-specific and wreck-specific conditions in a fault tree model. Bayesian updating is performed using Monte Carlo simulations for estimating the probability of a discharge of hazardous substances and formal handling of intrinsic uncertainties. An example application involving two wrecks located off the Swedish coast is presented. Results show the estimated probability of opening, discharge and volume of the discharge for the two wrecks and illustrate the capability of the model to provide decision support. Together with consequence estimations of a discharge of hazardous substances, the suggested model enables comprehensive and probabilistic risk assessments of shipwrecks to be made.
  •  
35.
  • Landquist, Hanna, 1984, et al. (författare)
  • Environmental Risk Assessment of Shipwrecks: a fault-tree model to assess probability of contaminant release
  • 2012
  • Ingår i: SETAC North America 33rd Annual Meeting.
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • RP247 Environmental risk assessment for shipwrecks: a fault-tree model to assess probability of contaminant release H. Landquist, I. Hassellov, Chalmers University of Technology / Shipping and Marine Technology; L. Rosen, Chalmers University of Technology / Civil and Environmental Engineering; F. Lindgren, Chalmers University of Technology / Shipping and Marine Technology; I. Dahllof, The University of Gothenburg; T. Norberg, Chalmers University of Technology / Mathematical Sciences; A. Lindhe, Chalmers University of Technology / Civil and Environmental Engineering. Shipwrecks lying on the sea floor around the world may contain hazardous substances which can cause harm to the maritime environment. Today there are no comprehensive methods for environmental risk assessment of shipwrecks and thus there is poor support for decision-making on prioritisation of mitigation measures. The purpose of this study has been to develop a framework for risk assessment of potentially polluting shipwrecks, focusing on a detailed probabilistic assessment of the release of hazardous substances. The framework is based on international standards for risk management and the assessment of the probability for release was done using fault-tree analysis. This approach enables a structure assessment and provides an excellent possibility of uncertainty and sensitivity analysis. The fault tree model was tested by groups of experts in the field of maritime administration, maritime archaeology and in other areas to validate the method. The developed framework facilitates risk assessment of potentially polluting shipwrecks and can support risk management as well as provide well founded input for decision-making. In particular the fault-tree analysis provides a quantitative method for assessing the probability of leakage and can facilitate uncertainty and sensitivity analyses.
  •  
36.
  • Landquist, Hanna, 1984, et al. (författare)
  • Evaluating the needs of risk assessment methods of potentially polluting shipwrecks
  • 2013
  • Ingår i: Journal of Environmental Management. - : Elsevier BV. - 0301-4797 .- 1095-8630. ; 119, s. 85-92
  • Tidskriftsartikel (refereegranskat)abstract
    • Shipwrecks deteriorate and the probability of a release of oil increases with time on the sea floor. The potential leakage is a risk to the marine environment and may also have social and economic consequences. The purpose of this study was to evaluate existing methods for risk assessment of shipwrecks and suggest a generic risk assessment framework. A risk assessment is necessary for providing decision support on remediation actions and thus enabling an efficient use of available resources. Existing risk assessment methods aimed for assessing shipwrecks were evaluated by comparison to relevant parts of an international standard on risk management. The comparison showed that existing methods lack several key components of risk assessment procedures. None of the evaluated methods provide a comprehensive risk assessment for potentially polluting shipwrecks and few take into account uncertainty and sensitivity. Furthermore, there is a need to develop risk assessment methods considering long-term effects of continuous release of oil into the marine environment. Finally, a generic comprehensive framework for risk assessment of shipwrecks is suggested.
  •  
37.
  • Landquist, Hanna, 1984, et al. (författare)
  • Expert elicitation for deriving input data for probabilistic risk assessment of shipwrecks
  • 2017
  • Ingår i: Marine Pollution Bulletin. - : Elsevier BV. - 0025-326X .- 1879-3363. ; 125:1-2, s. 399-415
  • Tidskriftsartikel (refereegranskat)abstract
    • The necessity of having a process in place for adequate risk assessment of shipwrecks that pose a threat to the marine environment is today internationally acknowledged. However, retrieving the desired data for such a risk assessment can prove challenging. One means of addressing this problem is to make use of experts' knowledge and experience. The purpose of this paper is therefore to present and analyse data for risk assessment of shipwrecks derived by expert elicitation. The main outcome is the experts' estimations of (i) the generic probability of an opening in a shipwreck due to the occurrence of a number of activities and (ii) estimations of the degree to which site-specific and wreck-specific indicators affect the probability of opening. Results show that the derived information is applicable in probabilistic shipwreck risk assessment and that the VRAKA framework now contains needed information for integrating generic and site-specific information using Bayesian updating.
  •  
38.
  •  
39.
  • Landquist, Hanna, 1984, et al. (författare)
  • VRAKA—A Probabilistic Risk Assessment Method for Potentially Polluting Shipwrecks
  • 2016
  • Ingår i: Frontiers in Environmental Science. - : Frontiers Media SA. - 2296-665X. ; 4
  • Tidskriftsartikel (refereegranskat)abstract
    • Shipwrecks around the world contain unknown volumes of hazardous substances which, if discharged, could harm the marine environment. Shipwrecks can deteriorate for a number of reasons, including corrosion and physical impact from trawling and other activities, and the probability of a leakage increases with time. Before deciding on possible mitigation measures, there are currently few comprehensive methods for assessing shipwrecks with respect to pollution risks. A holistic method for estimating environmental risks from shipwrecks should be based on well-established risk assessment methods and should take into account both the probability of discharge and the potential consequences. The purpose of this study was therefore to present a holistic risk assessment method for potentially polluting shipwrecks. The focus is set to developing a method for estimating the environmental consequences of potential discharges of hazardous substances from shipwrecks and to combine this with earlier research on a tool for estimating the probability of discharge of hazardous substances. Risk evaluation should also be included in a full risk assessment and is the subject of further research. The consequence assessment was developed for application in three tiers. In Tier 1, the probability of discharge and possible amount of discharge are compared to other shipwrecks. In Tier 2, a risk matrix, including a classification of potential consequences, is suggested as a basis for assessment and comparison. The most detailed level, Tier 3, is based on advanced tools for oil spill trajectory modeling and sensitivity mapping of the Swedish coast. To illustrate the method an example application on two wrecks is presented. Wreck number 1 present a lower probability of discharge and a lower consequence in a Tier 1 and Tier 3 assessment. For the Tier 2 consequence assessment, the two example wrecks present equal consequence. The tool for estimating the probability of discharge of hazardous substances from shipwrecks, and the approach for consequence estimation, offers a comprehensive method for assessing the risks presented by potentially polluting shipwrecks. The method is known as VRAKA (short for shipwreck risk assessment in Swedish) and provides decision support, facilitating prioritization of risk mitigation measures enabling efficient use of available resources.
  •  
40.
  • Larsson, Kjell, et al. (författare)
  • Även lite olja kan göra stor skada i havsmiljön
  • 2014
  • Ingår i: Sjöfarten kring Sverige och dess påverkan på havsmiljön. - Göteborg : Havsmiljöinstitutet. - 9789163757389 ; , s. 2-9
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
    • Även små oljeutsläpp från fartyg kan få stora negativa effekter på havsmiljön. Hur stora effekterna blir beror på var och när utsläppen sker. Bättre rutiner och skärpt lagstiftning har lett till att mängden utsläppt olja har minskat under de senaste decennierna. Men antalet utsläpp är fortfarande högt och illegala oljeutsläpp sker i stort sett dagligen runt Sveriges kuster.
  •  
41.
  • Lindgren, Fredrik, 1979, et al. (författare)
  • Analyzing changes in sediment meiofauna communities using the image analysis software ZooImage
  • 2013
  • Ingår i: Journal of Experimental Marine Biology and Ecology. - : Elsevier BV. - 0022-0981. ; 440, s. 74-80
  • Tidskriftsartikel (refereegranskat)abstract
    • Wehere propose a novelmethod of automatic classification of higher taxa frombenthicmeiofaunal communities using the image analysis software ZooImage. Meiofauna was extracted from sediment at five sites at different depths in the Gullmar Fjord on the Swedish west-coast, and digitalized through scanning. The resulting images were analyzed with the image analysis software, by comparing them to a reference image library of meiofaunal groups of higher taxa, as well as non-faunal groups consisting of different types of debris. The accuracy of the analyses was tested using ZooImage internal cross-validation method, and by comparing digitalized samples from the different sites with manually classified samples. The internal validation accuracy (82–93%)was comparable to prior published studies on zooplankton. The largest errors in classification were within the non-faunal groups and accuracy for classification of faunal groups was as high as 93%. Misclassification within the faunal groups was mainly due to either too few images of some classes in the training set, or to when fauna could not be sufficiently separated from debris in the images used for the library, causing interference in the learning algorithm. Comparison with manual classification confirmed the errors revealed in the internal cross-validation. Statistical analysis revealed differences in the meiofauna communities between different depths as well as a temporal change
  •  
42.
  • Lindgren, Fredrik, 1979, et al. (författare)
  • Induced tolerance in situ to chronically PAH exposed ammonium oxidizers
  • 2017
  • Ingår i: Marine Pollution Bulletin. - : Elsevier BV. - 0025-326X .- 1879-3363. ; 120:1-2, s. 333-339
  • Tidskriftsartikel (refereegranskat)abstract
    • Sediment was sampled in the vicinity of a long-term source of Polycyclic Aromatic Hydrocarbons (PAHs) to evaluate whether tolerance can be induced in situ. Total PAH concentrations as well as the bioavailable PAHs were measured, and for nine PAHs the pore water concentration could be calculated. An induced tolerance in the ammonium oxidizing community was detected at the site with highest PAH concentration and tolerance was strongest, although not significantly, correlated to bioavailable alkylated PAHs. In addition, the tolerant microbial community showed a significant lower baseline capability for nitrification with an on average 35% reduction compared to the other sites. Meiofaunal community structure differed between all sites, and the difference was significantly correlated to bioavailable alkylated PAHs and PAH31 concentrations. The results suggest that in order to judge magnitude of long-term effects, the bioavailable fraction is to be preferred, and when possible as estimation of the freely dissolved concentration.
  •  
43.
  • Lindgren, Fredrik, 1979, et al. (författare)
  • Low concentrations of PAHs induce tolerance in nitrifying bacteria
  • 2015
  • Ingår i: Frontiers in Marine Science. - : Frontiers Media SA. - 2296-7745. ; 2:35, s. 1-7
  • Tidskriftsartikel (refereegranskat)abstract
    • The ability of marine microbes to develop tolerance to polycyclic aromatic hydrocarbons (PAHs) was examined in a 90-day experiment. PAH levels in sediment were increased 0.3 and 1.6 times compared to the control sediment. Day 30, 60, and 90 the microbes were re-exposed to PAHs in a short-term toxicity test to detect tolerance, where nitrification and denitrification were used as endpoints. In addition, molecular analysis of the microbial communities was performed to detect possible differences in proportions of nitrifying bacteria compared to total bacterial abundance (amoA/rpoB-ratio) between treatments and control. We here show PAH-induced tolerance in nitrifying microbial communities after 60 and 90 days of pre-exposure, as potential nitrification EC10-values were significantly higher in the low treatment (L) after 60 days and in both treatments after 90 days compared to control. Tolerance development in denitrification was not detected. Furthermore, the developed tolerance resulted in reduced nitrification efficiency, compared to control. It was also shown that the induced tolerance produced dissimilar amoA/rpoB-ratio between treatments and control, indicating that development of tolerance changed the community composition and that the development time depended on initial exposure. The results from this study have implications for future studies or environmental monitoring programs of long-term oil and PAH-contaminated sites. The possibility for development of tolerance needs to be taken into account and potential nitrification can be used for evaluation of marine microbial health. Furthermore, changed proportions of nitrifying microbes can alter the capacity of ammonium oxidizing in benthic marine sediments.
  •  
44.
  • Lindgren, Fredrik, 1979, et al. (författare)
  • Meiofaunal and bacterial community response to diesel additions in a microcosm study
  • 2012
  • Ingår i: Marine Pollution Bulletin. - : Elsevier BV. - 0025-326X .- 1879-3363. ; 64:3, s. 595-601
  • Tidskriftsartikel (refereegranskat)abstract
    • Effects of low PAH-containing diesel were studied in a 60-day microcosm experiment at PAH concentrations 130, 1300 and 13,000 lg/kg sediment. Nutrient fluxes, potential nitrification and meiofaunal community composition were analysed at three time points. Changed PNOx-fluxes indicated reduced sediment nitrification in Medium and High with time, in agreement with lowered potential nitrification rates in all treatments. Reduction in silicate and phosphate fluxes over time suggested severe effects on activity of meiofauna. Reduced activity increased the anoxic sediment layer, which could have contributed to the changed PNOx-fluxes. There were significant differences in meiofaunal community composition after 30 and 60 days in Medium and High. Changes were due to increasing numbers of harpacticoids and the foraminiferan group Rotaliina, as well as decreasing numbers of Nematodes and the foraminiferan group Reophax. In spite of the low PAH-level, small additions of this diesel can still have pronounced effects on meiofaunal and bacterial communities.
  •  
45.
  • Lindgren, Fredrik, 1979, et al. (författare)
  • PAH effects on meio- and microbial benthic communities strongly depend on bioavailability
  • 2014
  • Ingår i: Aquatic Toxicology. - : Elsevier BV. - 0166-445X .- 1879-1514. ; 146, s. 230-238
  • Tidskriftsartikel (refereegranskat)abstract
    • The effects of anthropogenic pollutants in dissimilar habitats can vary depending on differences in bioavailability. The factors determining bioavailability are not yet fully understood. This study was performed to evaluate whether analysis of total PAH concentrations in sediments is a satisfactory measurement to indicate environmental effects or if bioavailability is needed to be taken into account. We have here performed a 60-day experiment, where nominal PAH concentrations of 1300. μg/kg sediment were added to three different marine sediments. Meiofaunal and microbial communities were analyzed for alterations in community response at 30 and 60 days.Results showed that bioavailability of PAHs varied between the three different sediments. Nonetheless, the petroleum addition gave rise to significant negative effects on all three sediments at both time points. The two direct measurements of toxicity on the microbial community, potential nitrification and denitrification, displayed a lower effect of the PAH addition in the muddy sediment at both time points, compared to the other two sediment types. No effects were seen in the analysis of meiofaunal community structure. Measurements of PAH bioavailability in the three sediment types concurred with the results from the microbial community, revealing a lower bioavailability in the muddy sediment compared to the other two sediment types, 34% compared to sandy and 18% compared to organic at day 0. At day 60 it was 61% lower compared to sandy and 20% lower compared to organic. The negative effects of the PAH addition on the microbial nitrogen cycle were in six out of eight cases best correlated to the amount of alkylated bioavailable PAH in the sediments, and thus microbial nitrogen cycle is a possible good indicator for assessing PAH-induced stress.The results presented here have implications for risk analysis studies of petroleum-contaminated marine sediments; consequently, sediment characteristics and its effects on bioavailability are important to include. In addition, these results add to the understanding that bioavailability measurements of PAHs are a more correct assessment compared to measurements of total PAH concentrations, and need to be included when estimating effects of PAHs in marine benthic communities. © 2013 Elsevier B.V.
  •  
46.
  • Lunde Hermansson, Anna, 1987, et al. (författare)
  • Comparing emissions of polyaromatic hydrocarbons and metals from marine fuels and scrubbers
  • 2021
  • Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209 .- 1879-2340. ; 97
  • Tidskriftsartikel (refereegranskat)abstract
    • In January 2020, new global regulations were implemented to limit the maximum sulphur content in marine fuels. As an alternative to switch to compliant fuels, the regulations allow for installations of exhaust gas cleaning systems, e.g. scrubbers, that enables a continued use of less expensive heavy fuel oils (HFOs). Characterization of scrubber discharge water shows that the acidified water also becomes enriched with contaminants, and large quantities of metals and polyaromatic hydrocarbons (PAHs) are thus being discharged directly to the marine environment. When emissions of contaminants to the atmosphere and the marine environment are evaluated simultaneously, the results show that HFO, with scrubbers installed, generates higher emission factors of both metals and PAHs compared to MGO. This highlights the importance of including both the marine and the atmospheric perspective when comparing environmental loads and impact of contaminants from shipping.
  •  
47.
  • Lunde Hermansson, Anna, 1987, et al. (författare)
  • Cumulative environmental risk assessment of metals and polycyclic aromatic hydrocarbons from ship activities in ports
  • 2023
  • Ingår i: Marine Pollution Bulletin. - : Elsevier BV. - 0025-326X .- 1879-3363. ; 189
  • Tidskriftsartikel (refereegranskat)abstract
    • Marine environmental risk assessments rarely consider the cumulative risk from multiple contaminants and sources. Ships give rise to a range of contaminants, originating from different onboard sources, resulting in contaminant loads to the marine environment. Here, the Ship Traffic Emission Assessment Model (STEAM), in combination with the hydrodynamic and chemical fate model MAMPEC, was used to calculate loads and predicted environmental concentrations (PECs) of metals and polycyclic aromatic hydrocarbons, in four ports. PECs were compared to the predicted no effect concentrations (PNEC) to assess environmental risk from the different onboard sources, both separately and cumulatively. The results show that three out of four ports were subject to unacceptable risk. This study highlights the importance of accounting for multiple contaminant sources when assessing the marine environmental risks of shipping and challenges the suitability of the proposed new international guidelines on how to assess risk of scrubber water discharge.
  •  
48.
  • Lunde Hermansson, Anna, 1987, et al. (författare)
  • Tankrengöring och dess påverkan på havsmiljön
  • 2020
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Varje år trafikeras haven runt Sverige av tankfartyg som tillsammans transporterar hundratals miljoner ton flytande kemiska ämnen och produkter i bulk. När fartyg transporterar olika typer av kemikalier måste tankarna rengöras efter lossning, innan den nya produkten lastas. Målet med denna förstudie var att belysa tankrengöring ur ett havsmiljöperspektiv samt redogöra för gällande regelverk. Lagliga utsläpp av tvättvatten och kemikalier från operationell tankrengöring av fartyg ger upphov till ökad belastning på havsmiljön och de organismer som lever där. Det finns idag ingen statistik över var och när tankrengöring utförs i svenska havsområden, men utifrån observationer från flyg- och satellitövervakning till havs, samt trafikintensitet av tankfartyg utifrån AIS-data, kan vissa områden utpekas som sannolika områden för utsläpp. Flera av dessa områden angränsar eller överlappar med utpekade skyddsvärda områden, exempelvis enligt Natura 2000. Dagens regelverk, huvudsakligen inom IMO MARPOL Annex II, rörade utsläpp av tankrengöringsrester är snåriga och lämnar utrymme för olika tolkningar. Dessutom saknas samlad statistik över såväl vilka substanser som lastas och lossas i Sverige. Den statistik som finns att tillgå innehåller ofta felaktigheter vilket bidrar till stora osäkerheter i möjliga bedömning av effekter i havsmiljön till följd av tankrengöring. Idag är det ytterst få av de ämnen som transporteras i flytande bulk, som med säkerhet kan klassificeras som totalt ofarliga. Regelverket bör därför ses över och i brist på tillförlitlig statistik och vetenskapliga utvärderingar, bör samtliga ämnen som släpps ut i samband med tankrengöring klassificeras som farliga ämnen. Det råder konsensus inom HELCOM om att belastningen på havsmiljön med avseende på farliga ämnen i Östersjön måste minska, vilket styrker argument för att tillämpa försiktighetsprincipen och överväga förbud av utsläpp från tankrengöring till havs. Det finns olika avancerade procedurer för tankrengöring för att minska restvolymen i tankarna. I enlighet med tidigare publicerade resultat finns det stor förbättringspotential avseende att minska koncentrationen av giftiga ämnen i miljön, genom att se över krav på utökad tillämpning av state-of-the art rengöringsprocedurer. För att minska påverkan på havsmiljön från tankrengöring, samt sjöfartens miljöpåverkan i allmänhet, krävs ökad samverkan mellan berörda transport- respektive miljöförvaltande myndigheter och övriga aktörer så som hamnar, fartygsoperatörer och industrier. Även om det redan finns mycket samarbete inom exempelvis havsmiljöförvaltning, brister det för sjöfartsfrågor i harmoniseringen mellan de övergripande regelverken för fartygen och de miljömålsdirektiv som formuleras av förvaltningssidan.
  •  
49.
  • Maljutenko, Ilja, et al. (författare)
  • Modelling spatial dispersion of contaminants from shipping lanes in the Baltic Sea
  • 2021
  • Ingår i: Marine Pollution Bulletin. - : Elsevier BV. - 0025-326X .- 1879-3363. ; 173
  • Tidskriftsartikel (refereegranskat)abstract
    • Major sources of pollution from shipping to marine environments are antifouling paint residues and discharges of bilge, black, grey and ballast water and scrubber discharge water. The dispersion of copper, zinc, naphthalene, pyrene, and dibromochloromethane have been studied using the Ship Traffic Emission Assessment Model, the General Estuarine Transport Model, and the Eulerian tracer transport model in the Baltic Sea in 2012. Annual loads of the contaminants ranged from 10-2 tons for pyrene to 100 s of tons for copper. The dispersion of the contaminants is determined by the surface kinetic energy and vertical stratification at the location of the discharge. The elevated concentration of the contaminants at the surface persists for about two-days and the contaminants are dispersed over the spatial scale of 10-60 km. The Danish Sounds, the southwestern Baltic Sea and the Gulf of Finland are under the heaviest pressure of shipborne contaminants in the Baltic Sea.
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50.
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