Comment on egusphere-2023-406

Abstract

<strong class="journal-contentHeaderColor">Abstract.</strong> Shipping contributes significantly to air pollutant emissions and atmospheric particulate matter (PM) concentrations. At the same time worldwide maritime transport volumes are expected to continue to rise in the future. The Mediterranean Sea is a major short-sea shipping route within Europe, as well as the main shipping route between Europe and East Asia. As a result, it is a heavily trafficked shipping area, and air quality monitoring stations in numerous cities along the Mediterranean coast have detected high levels of air pollutants originating from shipping emissions. The current study is a part of the EU Horizon 2020 project SCIPPER (Shipping contribution to Inland Pollution - Push for the Enforcement of Regulations) which intends to investigate how existing restrictions on shipping-related emissions to the atmosphere ensure compliance with legislation. To demonstrate the impact of ships on relatively large scales, the potential shipping impacts on various air pollutants can be simulated with chemistry transport models. To determine formation, transport, chemical transformation and fate of PM_2.5 in the Mediterranean Sea in 2015, five different regional chemistry transport models (CAMx &ndash; Comprehensive Air Quality Model with Extensions, CHIMERE, CMAQ &ndash; Community Multiscale Air Quality model, EMEP &ndash; European Monitoring and Evaluation Programme model, LOTOS-EUROS) were applied. Furthermore, PM_2.5 precursors (NH₃, SO₂, HNO₃) and inorganic particle species (SO₄^2&minus;, NH₄⁺, NO₃^&minus;) were studied, as they are important for explaining differences among the models. STEAM version 3.3.0 was used to compute shipping emissions, and the CAMS-REG v2.2.1 dataset was used to calculate land-based emissions for an area encompassing the Mediterranean Sea at a resolution of 12 &times; 12 km² (or 0.1&deg; &times; 0.1&deg;). For additional input, like meteorological fields and boundary conditions, all models utilized their regular configuration. The zero-out approach was used to quantify the potential impact of ship emissions on PM_2.5 concentrations. The model results were compared to observed background data from monitoring sites. Four of the five models underestimated the actual measured PM_2.5 concentrations. These underestimations are linked to model-specific mechanisms or underpredictions of particle precursors. The potential impact of ships on the PM_2.5 concentration is between 15 % and 25 % at the main shipping routes. Regarding particle species, SO₄^2&minus; is main contributor to the absolute ship-related PM_2.5 and also to total PM_2.5 concentrations. In the ship-related PM_2.5, a higher share of inorganic particle species can be found when compared to the total PM_2.5. The seasonal variabilities in particle species show that NO₃^&minus; is higher in winter and spring, while the NH₄⁺ concentrations displayed no clear seasonal pattern in any models. In most cases with high concentrations of both NH₄⁺ and NO₃^&minus;, lower SO₄^2&minus; concentrations are simulated. Differences among the simulated particle species distributions might be traced back to the aerosol size distribution and how models distribute among the coarse and fine mode (PM_2.5 and PM₁₀). The seasonality of wet deposition follows the seasonality of the precipitation, displaying that precipitation predominates the wet deposition.