Peterson Otte (tvblade8)

China has been in the implementation phase of Domestic Ship Emission Control Areas (DECAs) regulation to reduce emissions of air pollutants from ships near populated areas since 2016. The Yangtze River Delta (YRD) is one of the busiest port clusters in the world, accounting for 11% of global seaborne cargo throughput, so future improvements in shipping emission controls may still be important in this region. To assess the impact of future ship emissions on air quality of coastal areas, this study evaluates emissions reductions and air quality in 2030 for three scenarios (business as usual, stricter regulations, and aspirational policies) representing increasing levels of control compared with a base year of 2015. We projected ship emissions in the region using a bottom-up approach developed in this study and based on the historical ship automatic identification system (AIS) activity data. We then predicted air quality across the YRD region in 2030 using the Community Multiscale Air Quality (CMAQ) model. The annual average contributions of ship emissions to ambient PM2.5 would decrease by 70.9%, 80.4%, and 86.2% relative to 2015 under the three scenarios, with the largest reductions of more than 4.1 μg/m3 near Shanghai Port under the aspirational scenario. Reductions in ship emissions generally led to lower levels of PM2.5, particularly in most of the coastal cities in the YRD. Compared with a business-as-usual approach the aspirational scenario reduced SO2, NOx and PM2.5 concentrations from shipping by 71.8%, 61.1% and 52.5%, respectively. It was also more effective than the stricter regulation scenario, suggesting that the requirement to use 0.1% sulfur fuel within a 100Nm DECA would have additional benefits to ambient PM2.5 concentrations beyond 12Nm DECA area. This study provides evidence to inform deliberations on the potential air quality benefits of future control policies for ship emissions in China.New toxicological research is still urgently needed to improve the current knowledge about the induction of some underlying mechanisms of toxicity by the different chemical fractions of ambient particulate matter (PM). This in vitro study sought also to better evaluate and compare the respective toxicities of fine particles (PM2.5-0.3) and their inorganic and organic chemical fractions, and the respective toxicities of the organic chemical fractions of PM2.5-0.3 and quasi-ultrafine particles (PM0.3). Human bronchial epithelial BEAS-2B cells were also exposed for 6-48 h to relatively low doses of PM2.5-0.3 and their organic extractable (OEM2.5-0.3) and non-extractable (NEM2.5-0.3) fractions, and the organic extractable fraction (OEM0.3) of PM0.3. We reported that not only PM2.5-0.3, but also, to a lesser extent, its inorganic chemical fraction, NEM2.5-0.3, and organic chemical fraction, OEM2.5-0.3, were able to significantly induce ROS overproduction and oxidative damage notwithstanding the early activation of NRF2 signaling pathway. Moreover, for any exposure, inflammatory and apoptotic events were noticed. Similar results were observed in BEAS-2B cells exposed to OEM0.3, rich of polycyclic aromatic hydrocarbons and their nitrated and oxygenated derivatives. In BEAS-2B cells exposed for 24 and 48 h to OEM2.5-0.3 and OEM0.3, to a higher extent, there was an alteration of the levels of some critical proteins even though crucial for the autophagy rather than a real reduction of autophagy. It is noteworthy that the toxicological effects were equal or mostly higher in BEAS-2B cells exposed for 6 and/or 24 h to PM2.5-0.3 from those exposed to NEM2.5-0.3 or OEM2.5-0.3, and in BEAS-2B cells exposed for 6 and/or mostly 24 h to OEM0.3 from those exposed to OEM2.5-0.3. Taken together, these results revealed the higher potentials for toxicity, closely linked to their respective physical and chemical characteristics, of PM2.5-0.3 vs NEM2.5-0.3 and/or OEM2.5-0.3, and OEM0.3 vs OEM2.5-0.3.Epidemiological relationships between pesticide u