Nitrogen in itself is not harmful to human health. However, when released during fuel combustion, it binds together with oxygen to form nitric oxide (NO), which again isn’t a hazardous compound (at least when it occurs at standard ambient concentrations).
Combined once more with oxygen, NO transforms into nitrogen dioxide (NO2), long-term exposure to which may decrease lung function and increase the risk of respiratory symptoms. What’s more important, though, is that both compounds are surrogates to other and far more dangerous pollutants, most notably particle matter (PM) and ground-level ozone (03), which lead to respiratory and cardiovascular diseases, or in short – increased mortality.
Is it worth it?, by Przemysław Myszka
The 6/2017 issue of Baltic Transport Journal in the Report section features also:
- Adapt or else. How ports can mitigate climate change risks, by Petra Sörman, Environmental and Sustainability Strategist, WSP Sweden
The increasing temperature of the atmosphere causes the temperature of the sea to grow. As a consequence, sea levels are rising. By the end of this century, the sea will be one meter above the current point. Many areas in the world are already negatively affected by the climate change. Several islands in the Pacific have been claimed by sea-level rise, while parts of Miami, New York, and New Jersey are chronically flooded. One thing for sure, with time, seaports, including in the Baltic, will be more and more subjected to this new pressure, along with other extreme weather phenomena. How can we then make our ports resilient to climate change?
- The need for speed. Talking a global ship speed reduction scheme over, by Poul Woodall, Director Environment and Sustainability, DFDS Group
Those of you who have followed for the past couple of years the discussion on greenhouse gas (GHG) emissions from shipping have no doubt come across the widely used claim that “a 75% reduction in GHG emissions is achievable by known technologies.” This statement is being repeated over and over again by lawmakers, NGOs, and other good people who wish to appear knowledgeable about this topic. It has unfortunately also crept into various offial publications coming from the International Maritime Organization (IMO) and the EU.
- NOx Tier III on the Baltic horizon. Choosing the optimal compliance technology, by Anna Rzhevkina
In January 2016, the International Maritime Organization (IMO) tightened the regulations on the amount of nitrogen oxide (NOX) emissions from ships’ fuel by introducing the Tier III standard. According to the new rules, ships that were keel-laid post that date and are operating in the Nitrogen Emission Control Areas (NECAs) should emit 80% less NOx vs. Tier I levels. Currently, only waters around North America are subjected to the new requirements. However, in mid-2016 the HELCOM countries submitted their application to designate the Baltic Sea as a NECA and shortly thereafter the IMO gave its consent to this proposal.
- Plastic-free oceans. Plastic smog emissions closed loop system, by Jose Luis Gutierrez-Garcia, Project Director, UpGyres, and Principal, Motoca Specific
Sewage and wastewater are generated aboard all ships, sometimes in large quantities. Discharge of such waste into the ocean, port, or marina waters can include microplastic particles from toiletries, cosmetics, and from on-board laundering of synthetic textiles such as nylon, polyester, lycra, polysatin and spandex, which are widely used in marine applications. On July 13th, 2015, marine researchers agreed that such oceanic plastic pollution is best defined as aquatic plastic smog.
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