Porti & ambiente — le notizie raccolte

Chi va ancora a scuola ed è adolescente conosce bene il mondo che lo circonda e ha chiari una serie di pericoli che vive anche con una certa pressione; ha bisogno di essere ascoltato, altri ancora vedono in famiglia, scuola e insegnanti un punto di riferimento. Parte da qui la restituzione del progetto “Insieme contro la violenza”, presentato questa mattina in Provincia da Consulta provinciale femminile della Spezia, associazione Casa delle donne, Ufficio scolastico provinciale e Asl5. Un progetto partito nel 2023 dopo un confronto proprio tra i banchi di scuola, nato dall’ascolto durante un convegno dedicato alle tutele giuridiche ed economiche, durante il quale ci si rese conto di quanto i giovani fossero spesso inconsapevoli nel riconoscere certi comportamenti come violenza. Il percorso è stato promosso da Sara Parizi, Elisabetta Barbana e Annarosa Caruso. “Il nostro intervento nasce dalla volontà di creare una rete reale tra territorio e istituzioni”, ha esordito Sara Parizi, sottolineando l’apporto dell’associazione. “La Casa delle donne ha fornito un contributo sostanziale attraverso le proprie volontarie, avvocate e psicologhe, in un’ottica di generoso volontariato che punta a fare rete. Siamo fiere di questo progetto, perché ha rappresentato un punto di riferimento: più di una giovane si è rivolta a noi dopo il percorso fatto a scuola”. Elisabetta Barbana ha aggiunto: “Dalle relazioni del 2023 è emerso che i giovani sono coinvolti nel tema della violenza, spesso con una profonda inconsapevolezza. Abbiamo scelto di entrare nelle classi terze e quarte perché la scuola è l’ambiente, dopo la famiglia, che aiuta i ragazzi a stare in società. Spesso i modelli che incontrano sono fuorvianti e le famiglie non sono supportate abbastanza: il nostro obiettivo è sperare che questo intervento diventi una costante”. L’avvocato Annarosa Caruso ha poi evidenziato l’impegno operativo: “Questo è avvenuto grazie alla sinergia tra gli enti che hanno collaborato, Consulta, Casa delle donne, Ufficio scolastico provinciale, Asl – educazione salute e prevenzione, tutti – ci tengo a sottolineare – rappresentati da donne”. “Io sono intervenuta nel 2025 presso la scuola di alfabetizzazione Cpia e quest’anno presso una quarta classe del liceo Mazzini e con una psicologa volontaria della Casa delle donne, per rispondere alle domande degli alunni che sono state raccolte dopo la somministrazione del questionario anonimo e la elaborazione delle risposte in termini percentuali da parte di Asl. Sia gli adulti nel primo caso sia gli alunni si sono mostrati interessati e collaborativi; abbiamo approfondito e spiegato le forme di violenza che risultavano meno conosciute dagli alunni e sollevato il dibattito. Ritengo che la cosa più importante sia stata dare ai ragazzi la consapevolezza che ci sono molte possibilità di essere aiutati in ogni caso di violenza (insegnanti, genitori, centri di ascolto, centro antiviolenza, medico di famiglia, forze dell’ordine)”. Antonella Dezzani dell’Ufficio scolastico provinciale ha ricordato la genesi amministrativa: “Barbana e Caruso vennero in ufficio e da lì è partita la catena che ha portato a sei manifestazioni di interesse da parte degli istituti”. Sulla necessità di presidi permanenti, Caruso conclude: “Al proposito ho pensato che ci dovrebbe essere uno psicologo a disposizione di alunni e insegnanti per ogni scuola, da definire a livello legislativo”. L’indagine ha coinvolto 107 studenti di 6 istituti secondari, con un tasso di rispondenza dell’86 per cento. Roberta Valdi, responsabile del servizio di Epidemiologia ed educazione alla Salute dell’Asl 5, ha spiegato la metodologia: “Siamo stati coinvolti con una richiesta di aiuto metodologico. Abbiamo proposto un questionario per capire da dove si partiva, valutando le preconoscenze sui temi della violenza e gli atteggiamenti”. Per i ragazzi, la violenza più diffusa è quella digitale (76,6 per cento), seguita da quella psicologica (57,9 per cento) e fisica (49,5 per cento). “Per loro non è online, è vissuto; è un dato che riflette la grande frequenza dell’ambiente digitale”. Sul fronte della consapevolezza, il 76 per cento condanna la violenza, ma il 17 per cento la ritiene “a volte necessaria”. Valdi precisa: “La metà identifica i problemi di salute mentale come causa, ma è un dato ambivalente: sono spesso una conseguenza, non la causa; le persone fragili sono a volte più vittime”. In caso di assistenza, il 58 per cento si rivolgerebbe alle forze dell’ordine e il 55 per cento ai genitori. Infine, il 49 per cento non conosce la “stanza rosa” e il 48 per cento ignora il ruolo del medico di famiglia.

Il presidente Davide Siracusano è tornato a chiedere un intervento dopo aver già segnalato il problema due volte lo scorso marzo. MESSINA – Il presidente uscente della II circoscrizione Davide Siracusano, rieletto alla scorsa tornata elettorale del 24 e 25 maggio (ma in attesa di conferma del seggio centrale), è tornato a lanciare l’allarme su quanto accade in un tratto di spiaggia a Contesse. Già due volte nello scorso marzo Siracusano aveva segnalato la presenza di un corposo sversamento in mare di liquami fognari alla “base” di via del Carmine. Sversamento presente tutt’ora, secondo quanto spiegato dal presidente. La richiesta è di un intervento immediato da parte di Amam e del dipartimento servizi ambientali così da sistemare la questione, che interessa sia l’ambiente sia la salute dei cittadini.

A palazzo Santa Lucia la definiscono una «rivalutazione delle priorità della nuova governance». In soldoni, ieri pomeriggio, in giunta alcuni impegni di spesa sui fondi Ue appostati dall’ex governatore De Luca vengono rimodulati e destinati ad altre finalità. In totale una manovra da 539,5 milioni di euro per evitare che non vengano raggiunti gli obbiettivi imposti dalla Ue alla fine delle annualità 2021-2027. APPROFONDIMENTI Napoli, Paolo Siani tra i Commendatori della Repubblica: l'impegno per la legalità nella festa del 2 giugno Gli 80 anni della Repubblica a Napoli, corone di fiori per i caduti di guerra al mausoleo di Posillipo Regione Campania, la Giunta approva provvedimenti su sanità, ambiente, lavoro In totale 3 delibere in cui viene deciso come da quest’anno «al fine di garantire il pieno e tempestivo assorbimento delle risorse disponibili» «il quadro di avanzamento della spesa, desumibile dalle previsioni di attuazione per il 2026, rende necessario procedere alla razionalizzazione della programmazione sinora disposta sul PR Campania Fesr 2021/2027, al fine di selezionare gli interventi effettivamente in grado di contribuire al conseguimento dei target del programma». Operazione necessaria perché, fanno notare da Santa Lucia, nella passata legislatura si era proceduto con un criterio di «overbooking di spesa stimata ma senza la sicurezza di raggiungere gli obiettivi». Con il rischio concreto di non avanzare con la certificazione di spesa e non riuscire, quindi, a portare a termini i progetti. Una sorta di allarme rosso scattato ad inizio anno che ha portato ieri alla rimodulazione di una spesa per oltre mezzo miliardo di euro. LE PRIORITÀ Per la direzione generale Istruzione, Università, Ricerca e Innovazione, viene quindi deciso un importo di spesa complessivo pari a 69 milioni di euro. Per la maggior parte si tratta di progetti di diverse start-up campane attive nel settore delle biotecnologie, intelligenza artificiale e biomedico che beneficiano di risorse da 100mila a 400mila euro circa ognuna. Sempre nel comparto istruzione tra le priorità vengono inseriti i lavori di realizzazione di nuovi insediamenti universitari nella ex Cirio di San Giovanni a Teduccio (4,7 milioni di euro alla Federico II), l’ampliamento dei laboratori di ingegneria dell’università di Salerno (2,5 milioni), la ristrutturazione del Suor Orsola Benincasa (3,7 milioni) e la riqualificazione di palazzo De Simone, sede dell’ateneo del Sannio (3,4 milioni). Regione Campania, la Giunta approva provvedimenti su sanità, ambiente, lavoro Il capitolo più corposo, dal punto di vista finanziario, riguarda invece il settore opere pubbliche e strategiche dove è stata operata una rimodulazione di spesa, sempre sui fondi Ue, di 293 milioni di euro destinati alla mitigazione del rischio idraulico del bacino del fiume Sarno e ulteriori 122 milioni di euro per i settori ambiente, cultura e portualità. La cifra più imponente, 293 milioni, riguarda infatti tutto il sistema di vasche, canali e regi lagni compreso il canale Conte Sarno, la maggior parte di epoca borbonica, in tutta l’area vesuviana. A cui si aggiungono impianti di depurazione (Angri) e collettori fognari (Gragnano). Oltre 41 milioni di euro, invece, vengono destinati per la manutenzione e la sistemazione delle aree verdi di proprietà regionale e 12 per le oasi. Oltre 14 milioni vengono appostati invece per la portualità. In particolare 2 milioni per lo scalo di Agropoli, 2 per quello di Maiori, 7 per quello di Torre del Greco, 2 per Montecorice e 1 per Piano di Sorrento. Sei milioni invece vengono destinati per l’adeguamento antisismico del centro Rai di Napoli. Infine il capitolo che sta molto a cuore al governatore Fico: 55,5 milioni per le residenze universitarie. È la cosiddetta priorità «Housing». Ma non solo. Anzitutto vengono stanziati 10 milioni per la realizzazione di un bunker necessario all’attuazione del progetto Anthem, promotore l’ateneo Vanvitelli, per realizzare dispositivi e strumenti digitali per la raccolta dati a supporto di soluzioni di medicina di prossimità e implementare metodologie di terapia oncologica per quei tumori che non possono essere trattati con approcci convenzionali. Per gli studenti, invece, destinati 8 milioni per la realizzazione di una residenza universitaria nell’ex ostello di Mergellina; 10 per casa Miranda e 2,6 milioni per lo studentato presso l’Istituto Pontificio di Santa Chiara (tutti nell’ambito del progetto «Alloggi sostenibili e a prezzi accessibili»). Sei milioni, ancora, vanno per il completamento dei lavori della biblioteca per l’Istituto Italiano per gli Studi Filosofici e 4 per interventi nel parco di Castel Sant’Elmo. Infine 15 milioni per l’efficientamento energetico, riqualificazione e messa in sicurezza dei beni di proprietà regionale in Pozzuoli, Teverola ed Arzano.

SOUTH BRONX (PIX11) — Air quality has been an issue for years in New York City. In the South Bronx, asthma rates remain higher than in other boroughs. A community group says more needs to be done to address pollution and congestion. More Local News At the corner of Lincoln Avenue and Bruckner Boulevard, members of South Bronx Unite are drawing attention to the traffic, trucks, and highways surrounding their community. Mychal Johnson is the co-founder of the community nonprofit. "We don't feel it's mitigatable when our children are going to the hospital today because they're sick. People are dying because they can't breathe. It's a life-or-death situation." South Bronx Unite has partnered with environmental health scientists at Columbia University's School of Public Health. They've created a network of 57 air quality monitors at neighborhood sites. During the past two years, they've collected data from thousands of readings, including 19 sensors active before and after congestion pricing began in 2025. Congestion pricing charges a toll for travel south of 61st Street in Manhattan. The impact on traffic, flow and environmental factors is being studied. Alexander De Jesus is one of the researchers at Columbia's School of Public Health. "We want research-driven solutions. We account for weather patterns, humidity and wind and factored for seasonable variables and the built environment," he said. Researchers say their data show an increase of 0.22 micrograms per cubic meter in particulate matter in the air around Mott Haven and Port Morris. Stay connected with community stories that matter: Visit our homepage They say that even small increases can have serious impacts on communities already facing high asthma rates. Johnson says "incremental impacts have exponential effects" on vulnerable populations. The MTA and New York City Health Department are also monitoring air quality and say it's improving, not worsening. Advertisement Officials say preliminary data show a downward trend in pollution levels at city testing sites across the boroughs. The MTA's first evaluation report on congestion pricing also found reduced traffic at monitoring points in Mott Haven and Port Morris. The agency is highlights $100 million in mitigation efforts, including converting diesel units at Hunts Point Market, installing air filtration systems in schools, and expanding asthma management programs in the Bronx. South Bronx Unite says those efforts need to be more localized. The group runs education campaigns, distributes air purifiers, and is calling for more targeted work and interventions in Mott Haven and Port Morris. For more on what's happening in your area, head to our homepage "We want to focus on the root problems and what's causing them. The problem isn't just going away," said Jada Tulloch with South Bronx Unite. In its January 2026 report, the MTA cited data from the city Health Department showing slight declines in pollution across measured pollutants. Officials say those findings are preliminary, with a full evaluation expected later this summer. Traffic data from city counters in the MTA reports shows: A 5% drop in total traffic and a 10.2% drop in truck traffic on the BQE A 7.4% decline in total traffic and a 4.3% drop in truck traffic on the Cross Bronx Expressway A 7.1% reduction in total traffic and a 9.2% decrease in truck traffic on the Major Deegan Expressway in Mott Haven In a statement, a spokesperson for Governor Kathy Hochul said congestion pricing has improved air quality and reduced gridlock, adding that mitigation efforts in the Bronx will continue. The governor's office also referenced a Cornell University study showing lower pollution levels in the surrounding boroughs, suburbs and the zone in Manhattan. NYC Mayor Zohran Mamdani on Tuesday announced a $20 million investment, which is part of the MTA's congestion pricing mitigation program. It will support asthma-related initiatives in the Bronx, including $8.9 million for the Bronx Asthma Program and $11.1 million to expand asthma case management services. The expansion will bring additional support to students with asthma, including in-school medication access and self-management education. Fifteen more Bronx schools are expected to join the program. While asthma-related emergency visits among children have declined citywide in recent years, rates in the Bronx remain disproportionately high. South Bronx Unite is installing more monitors and will continue advocating for more targeted projects. Copyright 2026 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed. For the latest news, weather, sports, and streaming video, head to PIX11.

Foto di repertorio FOLLONICA – La Fipsas (Federazione italiana pesca sportiva, attività subacquee e nuoto pinnato) fa il “Giro d’Italia” con “Pulifondali” e “Pulispiagge”. L’ormai classico appuntamento con la mega raccolta di rifiuti emersi e sommersi ritorna nella Giornata mondiale dell’Ambiente, venerdì 5 giugno. 50 le località coinvolte in ben diciotto regioni. Anche la Maremma farà, anche quest’anno, la sua parte con due comuni partecipanti, Follonica e Scarlino, e la collaborazione della Lega navale italiana. In Toscana parteciperanno anche Livorno, Marina di Carrara e Viareggio. Fondamentale sarà la collaborazione con il Ministero dell’Ambiente e della Sicurezza Energetica, il Comando Generale del Corpo delle Capitanerie di Porto – Guardia Costiera, Sport e Salute e la Rai, che sarà impegnata con diverse direzioni, garantendo una copertura capillare e a 360° con la TgR, Rainews.it, Rainews24 e Rai Radio 1. “L’obiettivo dichiarato è quello di raddoppiare, insieme a Suzuki, fortemente impegnata nella tutela del territorio e dell’ambiente, i numeri già importanti della scorsa stagione, quando, grazie ai tesserati in azione, furono “pescati” 450 quintali tra reti fantasma, plastiche, copertoni e materiali ferrosi – dichiara il presidente Fipsas Ugo Claudio Matteoli –. La tutela ambientale è una delle nostre priorità e, del resto, non potrebbe essere altrimenti, considerato che la Fipsas è l’unica Federazione sportiva nazionale riconosciuta come associazione di protezione ambientale. L’evento Pulifondali e Pulispiagge, giunto alla sua sesta edizione, è cresciuto, negli anni, in modo esponenziale. Riprova ne sia che quest’anno le località coinvolte sono 50. Sei anni fa erano appena 4. Non solo, ma mentre inizialmente l’iniziativa aveva come protagonista soltanto il mare, adesso la stessa si svolge anche nei laghi e nei fiumi. Tuttavia, l’obiettivo è quello di crescere ulteriormente, con il duplice fine di rendere più salutari determinati ambienti naturali e, nel contempo, di contribuire a diffondere una certa cultura ambientale tra tutti i fruitori, a qualsiasi titolo, del mare, dei laghi, dei fiumi e delle spiagge”. “In occasione di questa grande giornata dedicata all’ambiente, uniremo le forze con altre 50 località italiane per ripulire le nostre coste e i nostri fondali – commenta la Lega navale italiana di Follonica -. È un’occasione speciale per educare, collaborare e restituire bellezza al nostro litorale”. Il programma Il punto di partenza sarà la sede nautica Lni in Viale Italia, 321. Ecco il programma completo della mattinata: Ore 8: ritrovo di tutti i partecipanti in sede. Ore 9: inizio delle operazioni di pulizia (squadre attive sia a terra che in mare). Ore 11:30 rientro dei sub con esposizione e bilancio del materiale recuperato dai fondali. Ore 12 saluti istituzionali, intervento delle Autorità locali e ringraziamenti ai volontari. Ore 12:30 momento conviviale e rinfresco finale dedicato ai ragazzi delle scuole e ai loro accompagnatori. “Un ringraziamento speciale va a tutte le istituzioni, alle scuole e ai volontari che renderanno possibile tutto questo – conclude la Lni -. Il mare è la nostra casa, proteggiamolo insieme! Vi aspettiamo numerosi”.

The Port of Long Beach has approved a $1 million incentive aimed at jump-starting commercial-scale methanol bunkering at the facility, marking what officials describe as a first-of-its-kind effort to accelerate the maritime industry's shift away from conventional fossil fuels. California's Port of Long Beach has created a $1 million award for the first oceangoing vessel to commercially bunker methanol at the harbor, in what port officials are calling an unprecedented effort to accelerate the maritime industry's shift to lower-carbon fuels. The Long Beach Harbor Commission approved the Clean Fuel Bunkering Challenge on May 26. "We know the shipping industry is considering moving toward adopting methanol marine fuel for some great reasons — they want to reduce greenhouse gas emissions and improve air quality. Today, we're giving them 1 million more reasons to embrace clean fuels," said Port of Long Beach CEO Noel Hacegaba. "This is about demonstrating that we're serious about creating a North American market for methanol bunkering, and giving the industry an incentive to invest. We're also seeing how rising fuel costs are strengthening the case for energy diversification and greater energy independence." "The Port of Long Beach has been advancing the commercial availability of clean technology and sustainability solutions for decades," said Long Beach Harbor Commission President Frank Colonna. "This is the most direct and practical lever we can pull to demonstrate the feasibility of bunkering methanol fuel in San Pedro Bay." Compared with conventional marine fuel, methanol significantly cuts harmful emissions — reducing nitrogen oxide output by up to 50%, sulfur oxides by 95%, and particulate matter by 90%. Major shipping companies have been heavily investing in dual-fuel methanol vessels, some of which already call at Long Beach, one of the busiest container ports in the United States. The obstacle, however, is a supply gap: methanol is not currently available at the port, forcing methanol-capable ships to depart on conventional bunker fuel. The economics of the challenge reflect that gap directly. Bunkering a vessel with methanol at current pricing runs approximately $1.5 million per call, compared to roughly $1 million for conventional fuel. The $1 million award is structured to offset that price differential while directing the remaining $500,000 toward additional costs, including development of operational and safety procedures, coordination with fuel providers and distributors, and local permitting work. The challenge was partly inspired by the commercial availability of methanol at the ports of Shanghai and Singapore, both of which participate in Green Shipping Corridors with the San Pedro Bay ports. Green Shipping Corridors are bilateral or multilateral agreements between ports to collaborate on deploying zero- or near-zero-emission fuels and technologies along specific trade routes. Within the next year, the port also plans to update its Green Ship Incentive Program to encourage more routine cleaner ship visits, a move officials say could further develop the methanol market. Proposed revisions include updated scoring and incentive metrics developed in collaboration with other international ports. Environmental advocacy group Pacific Environment, while welcoming the award, urged the port and shipping companies to prioritize green methanol — produced from renewable sources — over fossil-derived alternatives. "Not all methanol pathways are equal, and long-term investments should focus on truly green methanol solutions that deliver the strongest climate and public health benefits," said Davina Hurt, climate policy director for Pacific Environment.

Maritime ports are major sources of urban air pollution, but surface monitoring often fails to capture pollution at higher levels from ship exhaust stacks and coastal atmospheric processes, a gap especially important for Global South ports. Here we conducted a height-resolved assessment at the Port of Paranaguá in Brazil during the southern hemisphere spring. Using multi-height measurements combined with meteorological analysis and a space-and-time-stratified case-crossover approach, we identified strong vertical differences in pollutant concentrations. Sulfur dioxide was consistently elevated at heights corresponding to ship exhaust, indicating interception of ship plumes. Nitrogen dioxide showed a weaker but consistent increase at mid-levels, influenced by port activity and atmospheric mixing. Fine particulate matter showed modest enhancement aloft, while the strongest operation-related episodes occurred near the surface. Pollution risk increased substantially during port operations, rising by up to 74% during cargo handling. These findings show that surface-only monitoring fails to capture the full extent of exposure-relevant pollution in port environments. Maritime ports are significant contributors to urban air pollution globally, undermining the sustainability of coastal cities through emissions that compromise public health, ecosystems, and climate goals. In densely populated regions of the Global South, the interaction between port emissions, subtropical meteorology, and complex topography presents distinct challenges for equitable air quality management. These challenges are particularly acute where intense port activity occurs in close proximity to urban areas and sensitive ecosystems. Port operations are major sources of air pollution, particularly where intense ship traffic, cargo handling, and ground transportation converge. Emissions of fine particulate matter (PM2.5), nitrogen dioxide (NO2), and sulfur dioxide (SO2)—especially during ship hoteling (when auxiliary engines operate continuously at berth) and cargo handling—are associated with elevated risks of respiratory and cardiovascular disease and premature mortality1,2,3. Yet most observational networks rely on near-surface measurements, which often do not capture concentration gradients shaped by emission heights (20–60 m for ship stacks, typically), operational phases, and the interplay between coastal orography and meteorology4,5. Consequently, pollutant burdens aloft may be underrepresented in both observations and models, leading to a structural mischaracterization of regional transport and cumulative health risks in Global South maritime hubs6,7. A critical gap remains in understanding how discrete operational triggers—such as maneuvering versus hoteling—modulate air quality across atmospheric layers in these unique meteorological settings. Although ship exhaust is released from elevated stacks—analogous to industrial point sources—empirical characterization of height-dependent concentration patterns under real operating conditions remains limited, especially in South American harbor environments. This gap is not merely empirical; it constrains the development of adaptive management, as current regulatory frameworks often assume a vertical homogeneity that does not exist in stable coastal-mountain interfaces. The Port of Paranaguá, in southern Brazil, exemplifies these challenges. As Latin America’s largest grain terminal and a major global bulk hub, it handles over 2000 ships and approximately 450,000 trucks annually and is situated between the Atlantic coastline and the Serra do Mar mountain range. Recent studies have identified distinctive emission signatures and associated health risks in the region, underscoring the need for vertically resolved monitoring to better characterize pollutant dispersion and exposure8,9,10. Here, we present a proof-of-concept study to investigate how port operational phases, beyond aggregate traffic volume, modulate air-pollution patterns differently across vertical layers. Using observations from a meteorologically variable spring transition period, an integrated multi-height monitoring and analytical framework is evaluated to capture height-dependent responses to port activity, providing a basis for future multi-season assessments of vertical pollutant behavior in port environments. The central hypothesis is that ship hoteling emissions preferentially contribute to elevated pollutant layers that are only partially represented by surface-based monitoring networks. To test this hypothesis, we adopted a space-time-stratified case-crossover design, widely used to assess acute environmental exposures11,12, to integrate height-resolved sensor observations, meteorological information, and trajectory analyses. This framework isolates the operational drivers of SO2, NO2, and PM2.5pollution episodes across monitoring heights while minimizing confounding by temporal and site-specific factors. By examining three distinct operational zones within the Paranaguá port complex, the study quantifies how vessel maneuvering and hoteling influence height-resolved pollutant profiles and links observed episodes to their operational triggers. This approach provides the process-level evidence base needed for targeted, meteorology-aware interventions in maritime cities. This study integrated height-resolved concentrations of NO2, SO2and PM2.5with meteorology and port activity records to evaluate how operational dynamics shape air pollution in a complex coastal environment. The analytical framework (Fig.1) comprised eight steps: (1) characterization of environmental dynamics using Hybrid Single-Particle Lagrangian Integrated Trajectory (HYSPLIT) back-trajectories (air mass paths), mixing layer depth estimates, and wind analyses (wind roses and bivariate polar plots); (2) contextualization of potential source sectors by overlaying ship positions, berths, and cargo terminals with wind- and trajectory-conditioned concentration patterns; (3) harmonization of pollutant, meteorological, and operational data to common 20-min and hourly resolutions; (4) statistical testing of height- and position-dependent concentration differences using the Aligned Rank Transform with contrasts (ART-C) and post hoc comparisons; (5) assessment of port activity effects on air pollution using space-time-stratified case-crossover models to estimate the increased odds of pollution episodes (≥75th percentile) during exposure to (a) berthing/unberthing events (±20 min around the timestamp) and (b) hoteling activities (cargo handling, loading/unloading); (6) integration of statistical outputs with trajectory analysis to identify spatiotemporal patterns and dominant source influences; (7) sensitivity analyses to test robustness across alternative thresholds, lag structures, and exposure definitions; and (8) synthesis and visualization of results using polar plots, trajectory maps, heatmaps, multi-height concentration profiles, and risk estimates. Steps 1–3 establish the environmental and operational context (trajectory analysis, source-sector mapping, and data harmonization); Steps 4–5 provide the statistical backbone (non-parametric concentration comparisons and case-crossover episode modeling); and Steps 6–8 integrate and communicate the findings through spatial pattern analysis, sensitivity testing, and multi-panel visualization. All analyses were conducted in R v4.4.313, using theopenairpackage14for pollution-meteorology dynamics,ARTool15for ART-C, thesurvival16package for case-crossover models, andggplot217withpatchwork18for visualization. Raw and processed datasets as well as scripts are publicly available (see “Data availability”). Sampling was conducted in Paranaguá, Paraná, Brazil (Fig.2), from 7 September to 3 December 2024, corresponding to the austral spring and the transition from the dry to the rainy season. This period is characterized by pronounced meteorological variability, including changes in wind regimes, humidity, precipitation, and boundary-layer structure. The campaign was designed to capture episodic pollution events associated with port operations, rather than to provide seasonal representativeness. Map of the Port of Paranaguá showing the locations of the three air-quality monitoring sites deployed at different heights above ground level: ALPHA (1.5 m AGL), BETA (10 m AGL), and GAMMA (40 m AGL). Berth locations and terminal types are indicated, together with surrounding topography, including the Serra do Mar mountain range. Berths are classified by cargo type: raw sugar (201, 204, 205), cellulose (202), grains and soybean meal (201, 206, 212–214), fertilizers and mixed bulk cargo (208–211), full containers (215–218), and roll-on/roll-off operations (219). The base map was created using QGIS (v3.42.2; QGIS Development Team) with satellite and terrain imagery from Google Maps. © Google. Paranaguá is a coastal city with over 150,000 inhabitants19,20and a humid subtropical climate21. The city is bordered by the Serra do Mar mountain range, which channels winds and enhances land-sea thermal contrasts, not only shaping the spatial precipitation gradient with rainfall intensity increasing toward the escarpment of the Serra do Mar range22, but also modulating local air pollutants dispersion and deposition23,24. These conditions can limit large-scale dispersion while promoting localized accumulation, episodic ventilation, and enhanced deposition via humidity and precipitation25,26,27. The Port of Paranaguá, Latin America’s largest grain exporter10, processed over 66 million tonnes of cargo in 2024 despite rainfall-related operational challenges28. It handles bulk exports (e.g., soybeans and sugar), container cargo, petroleum derivatives, and fertilizers, with daily traffic volume exceeding 3000 loaded trucks. Emissions originate from ships, vehicles, cargo handling, and auxiliary machinery. Detailed vessel information by cargo type and berth (including hoteling durations, defined as the period when ships are stationed at berth for loading or unloading and auxiliary engines remain active and contribute substantially to local air pollution) is provided in Supplementary TableSA-1. A network of low-cost air quality sensors was deployed within the Port of Paranaguá, Brazil, to characterize vertically differentiated pollutant concentration patterns associated with port operations. Three monitoring sites were installed at different heights above ground level (AGL)—1.5 m (ALPHA), 10 m (BETA), and 40 m (GAMMA)—to sample air masses influenced by ground-based activities and elevated emission sources (Figs.2andS1, Table1). Each site was equipped with electrochemical sensors for sulfur dioxide (SO2, 0–1000 ppb) and nitrogen dioxide (NO2, 0–250 ppb), and an optical particle counter for fine particulate matter (PM2.5, 0–1000 µg m⁻³)29,30,31,32. Sensors operated continuously at 1-min temporal resolution, enabling the capture of short-term concentration variability associated with ship maneuvering and hoteling, cargo handling, and vehicular activity. These pollutants were selected due to their strong association with fossil fuel combustion from ships, trucks, and port equipment, and their relevance for assessing height-dependent exposure patterns. Although the monitoring sites were not vertically co-located, they were deliberately positioned to represent distinct combinations of emission height, source type, and transport conditions within the port. Site selection accounted for prevailing easterly winds, proximity to berths, and the dominant operational characteristics of each terminal area (Supplementary SectionsS1andS2). The monitoring sites are characterized as follows: ALPHA (1.5 m AGL): Located near the liquid bulk terminal, capturing emissions from pumps, pipelines, storage tanks, and nearby traffic sources, with berths approximately 300–500 m away. BETA (10 m AGL): Situated within the grain handling area, influenced by truck traffic, cranes, and bulk cargo operations, approximately 150 m from berths. GAMMA (40 m AGL): Mounted on a crane near the container terminal, positioned 10–20 m from berths and positioned to intercept elevated ship exhaust plumes prior to full vertical dilution. All sensors underwent a two-stage pre-deployment calibration and quality assurance process. Prior to deployment, sensor units were (1) evaluated for inter-unit consistency and (2) co-located with certified reference analyzers for reference calibration at the Water and Land Institute of Paraná’s Air Quality Monitoring Station in Araucária, Paraná, Brazil (25.55° S, 49.39° W). Inter-unit reproducibility was high (PM2.5r= 0.90–0.94; SO2r= 0.91–0.94; NO2r= 0.93), indicating stable relative performance. Reference co-location of representative units (one per pollutant type) was used to quantify sensor performance and define uncertainty bounds. Linear calibration relationships were derived for each pollutant to characterize performance and uncertainty; however, primary analyses use unadjusted concentrations to avoid extrapolating calibration beyond the co-location environment. SO2sensors initially exhibited poor agreement and were therefore returned to the manufacturer for recalibration prior to deployment. Details of calibration procedures, validation metrics, and sensor performance are provided in Supplementary Information (S3, TableSA-2, Figs.S4–S9). Continuous reference co-location during the field campaign was not feasible; therefore, no time-dependent drift correction was applied. Instead, uncertainty associated with potential drift, residual cross-sensitivity, and measurement noise was addressed through conservative robustness analyses. Given the coastal deployment, we also recognize that electrochemical gas sensors and the optical PM2.5sensor may exhibit non-linear baseline variability associated with high relative humidity and saline aerosol exposure. Because continuous on-site reference measurements were unavailable during the campaign, we did not apply a deterministic post hoc correction for these effects. Rather, potential environmental interference was bounded through diagnostic screening of the 1-min time series for condensation-related artifacts (e.g., unphysical spikes, signal dropouts, or prolonged plateaus) and through an analytical design focused primarily on within-site relative contrasts rather than absolute concentrations. The case-crossover framework, in particular, relies on short-term matched comparisons, which reduce sensitivity to slowly varying baseline shifts. In the conditional logistic regression models, ambient relative humidity was included as a covariate to reduce confounding by concurrent moisture conditions. Residual humidity- or salinity-related effects cannot be fully excluded and are therefore treated as an interpretive limitation, particularly for more modest vertical contrasts. This approach prioritizes transparent uncertainty quantification over speculative post hoc corrections, and the Monte Carlo Robustness Test (MCRT) provides a conservative sensitivity analysis for generic baseline variability, while not explicitly modeling all possible non-linear environmental interferences (Supplementary InformationS4, Figs.S8andS9). Under the near-stack concentrations intercepted at the 40 m GAMMA site, electrochemical sensors may exhibit cross-sensitivity artifacts. The Envea Cairsens NO2sensor specifications do not identify SO2as a cross-interferent for the NO2channel29. A post hoc diagnostic at GAMMA—regressing NO₂ on SO₂ and ΔNO₂ on ΔSO₂ for the full 1-min dataset (n≈ 140,794; Supplementary InformationS3.4, Figs.S6andS7)—found only positive slopes, inconsistent with negative SO₂ cross-sensitivity, and residual sensor responses are further reduced by basing inference on within-site contrasts and time-stratified case-crossover episode odds rather than absolute levels. Meteorological conditions were characterized using 1-min wind speed and direction data from the port administration meteorological station (25.30° S, 49.31° W; ~10 m AGL), located near the BETA site. Additional meteorological variables, including temperature, relative humidity, and precipitation, were obtained at 15-min resolution from the regional environmental monitoring network of theSistema de Tecnologia e Monitoramento Ambiental do Paraná(SIMEPAR; 25.5378° S, 48.5296° W; 19 m AGL). These data were used to interpret temporal variability and perform wind-conditioned analyses. Raw 1-min measurements were screened for instrument diagnostics and physically implausible values. No periods were removed from the primary dataset; flagged values were retained but stress-tested in sensitivity analyses, which did not change qualitative inferences. Analyses focused on relative differences between sites and heights, including site-level statistics, temporal patterns, and wind-sector-conditioned concentration distributions. Uncertainty propagation and sensitivity testing were conducted using a Monte Carlo framework described in the Supplementary InformationS4. The campaign yielded 131,040 measurements per pollutant at each site. Gas-phase concentrations were converted from ppb to µg m⁻³ using the ideal gas relationship, assuming 25 °C and 1 atm (standardized conversion for comparability across sites), for consistency across sites and times; this conversion affects absolute magnitudes but not within-site relative contrast. PM2.5is reported directly in µg m⁻³. Pollutant data originally recorded at 1-min resolution were aggregated to 20-min or 1-h averages to align with meteorological observations and port activity logs (Table2). All conclusions are framed in terms of relative concentration contrasts and pattern robustness rather than absolute concentration values. The objective of this study was not to interpret measured pollutant concentrations as absolute regulatory values or precise estimates of population exposure. Instead, the analysis focuses on spatial and vertical variability, relative differences between monitoring heights, and the influence of port operations and meteorological conditions on pollutant distributions within a complex coastal boundary layer. The monitoring network was designed to capture representative exposure zones within the operational port environment rather than to approximate an idealized vertically co-located column. As a result, stations differ in both measurement height and horizontal distance from emission sources (approximately 10–20 m from berths for GAMMA, ~150 m for BETA, and ~300–500 m for ALPHA). Although this configuration introduces distance-dependent dilution effects, it reflects the realistic spatial arrangement of port infrastructure, worker activity, and near-field emission exposure within the port complex. To account for these fixed spatial offsets and isolate operational and meteorological drivers, the analytical framework emphasizes within-site relative contrasts and time-stratified comparisons. Specifically, ART-C and case-crossover designs evaluate changes relative to each site’s own baseline, thereby controlling static geographic factors such as source proximity and local geometry. This approach enables robust inference on how pollutant concentrations respond to operational phases and boundary-layer dynamics, independently of absolute distance-related dilution. Although sensors were calibrated against reference instruments prior to deployment and regression-based corrections were available, primary analyses were conducted using unadjusted sensor outputs. This conservative approach avoids introducing additional assumptions associated with extrapolating calibration relationships beyond their original co-location environment, particularly in a heterogeneous port setting with variable source mixtures and atmospheric conditions. Because the study emphasizes relative contrasts and internally consistent patterns rather than absolute magnitudes, the use of raw data does not affect the interpretation of vertical gradients or temporal behavior. Accordingly, scientific inference is based on internal coherence across sensors, reproducibility of height-dependent patterns, and consistency with boundary-layer theory, supporting the use of low-cost sensor networks as a proof-of-concept framework for height-resolved analysis of port emission dynamics in data-limited coastal environments. We applied statistical and descriptive methods to characterize atmospheric drivers of height-resolved air quality patterns and to contextualize potential source sectors and transport pathways. All meteorological and trajectory-based analyses were interpreted in terms of relative transport patterns and height-dependent influences, rather than absolute concentration attribution, consistent with the exploratory and proof-of-concept scope of the study. Backward air-mass trajectories were computed using HYSPLIT33,34to assess air mass origins and transport pathways influencing the study area. Trajectories were initialized at 10 m AGL (near BETA), 100 m AGL (lower boundary-layer), and 300 m AGL (upper boundary-layer context during shallow-to-moderate mixing). Meteorological inputs were obtained from National Oceanic and Atmospheric Administration–National Centers for Environmental Prediction/National Center for Atmospheric Research (NOAA-NCEP/NCAR) global reanalysis data (2.5° × 2.5° grid) via the openair package35. Hourly 96-h backward trajectories were generated from monthly meteorological files, yielding 2110 trajectories in total. Trajectories were clustered into six groups based on an angle distance matrix36to identify dominant transport pathways37(details in Supplementary InformationS5). Given the coarse spatial resolution of the reanalysis fields, trajectories are interpreted as a synoptic-scale transport context rather than as a fine-scale representation of port-scale sea-breeze structure. Mixing-layer depth was approximated using the planetary boundary-layer height (PBL height; meters AGL) diagnostic provided in the meteorological fields used to drive HYSPLIT. Following NOAA HYSPLIT guidance, PBL height was treated as an operational estimate of mixing depth for characterizing boundary-layer regime variability during the campaign. Because the driving reanalysis fields are coarsely resolved, PBL height is interpreted as a regional-scale indicator of the diurnal mixing environment rather than a port-scale measurement of the sea-breeze internal boundary layer. PBL-based mixing depth is used here to contextualize stability and vertical coupling regimes (e.g., shallow vs. deep mixing) rather than to quantify plume dilution at the terminal scale. To complement the convective mixing-distance analysis, we also applied a simplified Gaussian scaling assessment (Supplementary InformationS7) as an order-of-magnitude plausibility check. This analysis was used to evaluate whether, under representative coastal boundary-layer conditions, exponential attenuation associated with sampling below an elevated exhaust layer could plausibly equal or exceed the additional dilution associated with differing horizontal source-receptor distances among sites. To identify potential source regions, we applied the Potential Source Contribution Function (PSCF), linking hourly pollutant concentrations with backward trajectories to estimate the conditional probability that specific grid cells were associated with concentration exceedances (e.g., 75th percentile)14,37,38. PSCF results are interpreted as indicators of relative source influence rather than quantitative source apportionment. Interpretation of height-resolved pollutant profiles depends critically on the characteristic distance required for vertical mixing of elevated emissions, which varies with atmospheric stability regime. To quantify this dependence using campaign-specific conditions (Supplementary InformationS6), we estimated the convective velocity scale from solar flux data extracted from NOAA-NCEP/NCAR reanalysis fields (accessed via HYSPLIT trajectory analysis) and the estimated mixing layer depths (PBL height), combined with wind speed observations from the port administration meteorological station (~10 m AGL, near BETA). To assess the relative influence of offshore versus continental regions on observed pollutant concentrations, PSCF fields were quantitatively analyzed using an offshore-onshore contrast ratio (OCR). PSCF grids were filtered using a minimum trajectory count threshold to ensure statistical robustness. Grid cells were classified as offshore or onshore using a validated Brazilian mainland shapefile in WGS84 coordinates. For each pollutant, PSCF values were computed separately for offshore and onshore regions, and the OCR was defined as the ratio of offshore to onshore mean PSCF. This dimensionless metric enables comparison of marine versus continental source influence across pollutants with differing atmospheric lifetimes and source characteristics. Details are provided in Supplementary SectionS8. Considering that local air quality is modulated by atmospheric circulation, orography, and temporal variability, we used bivariate polar plots to examine the dependence of mean pollutant concentrations on wind speed and direction. The analysis was performed by aggregating time-series observations into wind speed-direction bins14,39,40,41using thepolarPlotfunction in theopenairR package14,42,43. These analyses provided insights into potential source directions at each monitoring location and guided source interpretation in relation to mapped port infrastructure (Fig.2). All statistical analyses were designed to detect relative contrasts across heights and operational states, consistent with the study’s focus on spatial-vertical pattern identification. Because both ART-C and case-crossover methods rely on within-site contrasts, they are robust to uncertainties in absolute concentration magnitude and are therefore well suited to the proof-of-concept objectives of this study. The Aligned Rank Transform with contrasts (ART-C) was applied to evaluate the effects of berthing and unberthing on pollutant concentrations (Supplementary InformationS9). ART-C enables Analysis of Variance (ANOVA)-style inference on main effects and interactions (here: berthing activity, terminal type, and monitoring height) for non-normal and heteroscedastic air quality data where standard ANOVA assumptions are violated44,45Two models were fitted in R using ARTool15andemmeans46packages: (1) a two-way model testing site (height/berth-position) × activity interactions (i.e., berthing/unberthing) on ±20-min average NO2, SO2, and PM2.5, followed by Tukey-adjusted pairwise contrasts; and (2) a one-way model assessing the main effect of maneuvering across sites using marginal means. Adequate replication (>20 observations per cell) and distributional checks were verified, and results were compared against alternative transformations to assess robustness and minimize potential Type I error inflation47,48,49. Data were aggregated to 20-min windows aligned with operational timestamps (Table2). A space-time-stratified case-crossover design was used to quantify short-term effects of port operational activities on height-resolved SO2, NO2, and PM2.5pollution episodes (Supplementary InformationS10). Each height-position monitoring site served as its own control, reducing confounding by time-invariant spatial factors50,51. Conditional logistic regression compared to episode occurrence (concentrations exceeding the 75th percentile) during case periods with matched control periods within the same stratum (monitoring height, hour, weekday, and month). Models estimated odds ratios (ORs) and 95% confidence intervals (CIs) for operational exposure windows (berthing/unberthing: ±20-min; hoteling: hourly), adjusting for meteorological covariates and operational logs. Covariates included precipitation, mixing layer depth, and activity duration. Temporal windows and percentile thresholds were selected based on observed rapid concentration spikes and supported by inspection of the 1-min time series. Model robustness was assessed via Monte Carlo resampling (50 iterations per scenario), preserving correlation structures within strata, and model selection was supported using the Akaike Information Criterion (AIC) and Bayesian Information Criterion (BIC). We characterized height-resolved pollutant dynamics at the Port of Paranaguá, Brazil, by integrating horizontal and vertical gradients of PM2.5, NO2, and SO2with meteorological conditions and port operational activity to characterize pollutant dynamics across monitoring heights. Because sensors are distributed across distinct operational zones rather than vertically co-located, the observed contrasts reflect the combined effects of measurement height and source-receptor pathways. Accordingly, concentration patterns are interpreted as height- and zone-differentiated regimes within a heterogeneous port environment, rather than as an idealized vertical column, and emphasis is placed on relative spatial and height-dependent contrasts and internally consistent patterns, not on absolute concentration magnitudes. We first describe height-resolved and site-specific concentration patterns and their modulation by coastal atmospheric dynamics. Subsequently, we address source attribution and the contrasting effects of vessel maneuvering and hoteling activities on local air quality, followed by a comparison with international port case studies and implications for regulation and environmental management. The Port of Paranaguá is embedded within a coastal-mountain interface that strongly modulates air-pollution dispersion through shallow, stability-dependent boundary-layer dynamics. Coastal recirculation systems, further modulated by internal boundary-layer effects driven by land-sea thermal contrasts, are known to confine pollutants within shallow mixing depths. This process restricts vertical dispersion and facilitates shoreline fumigation, thereby exacerbating ground-level air pollution in coastal environments worldwide27,52,53,54,55,56,57,58. Air-mass back trajectories computed with HYSPLIT and clustered into six groups (Fig.3A) indicate that most air masses arriving at the port during the campaign traveled over the southeastern Atlantic Ocean. Two dominant clusters skirted the coastline, while a less frequent westerly pathway reflects intermittent inland flow interacting with the Serra do Mar mountain range (maximum elevation of ~1877 m AGL). Trajectories were evaluated for endpoints at 10, 100, and 300 m AGL, providing a regional-scale transport context, which rarely extended over 1000 m AGL, across arrival heights: a persistent marine background upon which local port emissions are superimposed. Mesoscale diagnostics are therefore used primarily to contextualize background transport and wind regimes, whereas concentration variability at GAMMA is interpreted in terms of near-field plume interception and boundary-layer dynamics, and ALPHA and BETA reflect a mixture of near-field port activity and stability-dependent vertical redistribution. ASix-cluster solution of 96-h backward air-mass trajectories calculated at hourly resolution using the HYSPLIT model, with endpoints at 10, 100, and 300 m above ground level (AGL), during the study period. Colored lines represent mean trajectories for each cluster, and percentages indicate cluster frequency.BHourly median variation of the mixing layer depth (PBL height) derived from HYSPLIT reanalysis diagnostics.CMean hourly profiles of SO2, NO2, and PM2.5concentrations measured at the ALPHA, BETA, and GAMMA monitoring sites. The atmospheric mixing environment exhibited pronounced diurnal variability, but with mixing-layer evolution that does not imply uniform dilution across all heights (Fig.3B). Mean mixing-layer depth (PBL height) increased from ~200 m AGL during nighttime (20:00–03:00 h local time) to ~700 m AGL in the early afternoon (14:00–15:00 h). Orographic confinement by the Serra do Mar modulates local meteorology and deposition patterns22, further limiting lateral ventilation, such that changes in PBL height reorganize pollutant distribution across vertical layers rather than simply reducing concentrations everywhere. In this coastal-orographic setting, shallow nocturnal layers suppress vertical exchange and promote vertical decoupling, while daytime growth of the boundary layer primarily enhances downward entrainment and vertical redistribution, rather than uniform dilution of near-field emissions22,23,27,56,57,59. In coastal settings bounded by complex orography, such as Paranaguá, sea-breeze circulation does not operate as a simple onshore–offshore exchange. Classic observational and modeling studies have shown that the coupling of sea-breeze and upslope winds produces convergence zones and “chimney-effect” vertical injection at the leading edge of the breeze, followed by layered return flows aloft and compensatory subsidence offshore56,60,61,62,63. These processes promote the formation of elevated pollutant reservoirs within the coastal boundary layer, particularly when mixing heights are shallow and ventilation is limited. Under such regimes, vertical redistribution and temporary retention aloft can dominate over horizontal dilution, even when near-surface concentrations remain comparatively low. Accordingly, mesoscale diagnostics are used here to describe circulation regimes that enable vertical layering, while concentration variability at GAMMA is interpreted primarily in terms of near-field plume interception occurring within these regime-dependent boundary-layer structures. Surface sites (ALPHA, 1.5 m; BETA, 10 m). During shallow nocturnal mixing, the surface layer decoupled from the air aloft. Ship plumes remained stratified within the residual layer (20–60 m), resulting in lower surface concentrations. As daytime convective growth eroded the nocturnal inversion, two competing processes emerged: (1) downward fumigation of elevated SO2, chemically processed NOₓ, and PM2.5reservoirs; and (2) upward coupling of local surface emissions (traffic, cargo handling). Because the port is a strong near-field source, vertical coupling dominated over dilution, increasing surface concentrations as the PBL deepened. This behavior was reinforced by the daytime intensification of port operations, which covaried with boundary-layer growth and tightened the emission-PBL height coupling. Elevated site (GAMMA, 40 m AGL). This sensor intercepted ship plumes at the stack exit (20–60 m). Under stable nocturnal conditions, weak vertical turbulence-maintained plume coherence, resulting in persistently elevated SO2(Table3, Fig.3C). Maxima aligned with berth-oriented wind sectors under low wind speeds (Fig.4B, C). As the daytime PBL deepened well beyond 40 m, GAMMA transitioned from plume interception to the convective layer interior. Here, dilution mechanisms—vertical dispersion into ~700 m of air and horizontal ventilation by sea-breeze flow—dominated, causing concentrations to decrease despite sustained emissions, consistent with SO2being approximately conserved on hourly timescales relative to turbulent mixing and advection under dry conditions. PM2.5at GAMMA shows late-morning enhancement coincident with intensified mechanical mixing, followed by dilution as the mixed layer deepens. AWind roses showing wind speed (ws) and direction during the sampling period, separated into nighttime and daytime conditions.BBivariate polar plots of mean PM2.5, NO2, and SO2concentrations as a function of wind speed and direction for each monitoring height (ALPHA: 1.5 m AGL; BETA: 10 m AGL; GAMMA: 40 m AGL) over the full campaign.CCorresponding polar plots are stratified by nighttime and daytime periods. Polar plots are constructed from the original 1-min observations, which are binned by wind speed and direction; colors represent mean concentrations within each bin. Thus, temporal averaging occurs only within wind-sector bins rather than across time, preserving short-term variability while isolating wind-dependent patterns. Complementary temporal variability based on daily medians and interquartile ranges is shown in Fig.S3. This inversion of the vertical gradient arose primarily from source-height positioning rather than species-specific chemistry. Figure4Cillustrates this signature: nighttime SO2at BETA approached background levels while GAMMA remained elevated, confirming dynamic decoupling. Conversely, daytime SO2enhancement at ALPHA and BETA reflected partial fumigation. NO2and PM2.5patterns (Figs.3C and4C) further illustrate the competition between persistent stack-level emissions aloft and distinct ground-level hotspots driven by truck traffic. Coastal boundary-layer structure further reinforces these patterns. Coastal sea–land-breeze circulation (Fig.4A; mean wind speed ~2.4 m s⁻¹, rarely exceeding 6 m s⁻¹), together with orographic confinement by the Serra do Mar, suppresses lateral ventilation such that changes in PBL height reorganize pollutant mass vertically rather than removing it uniformly. Diurnal wind roses (Fig.4A) confirm a recurrent sea-breeze regime, with predominantly light-to-moderate winds and infrequent strong mechanical mixing events (<10%), emphasizing the dominance of thermal stratification over shear-driven mixing. These findings demonstrate that PBL height functions as a vertical-coupling indicator rather than a monotonic dilution control: shallow nocturnal layers preserve stack-height concentrations and suppress surface impacts, whereas daytime boundary-layer growth promotes downward redistribution and enhanced near-surface concentrations through fumigation and coincident daytime intensification of port operations. Boundary-layer dynamics, sea-breeze circulation, and orographic confinement therefore determine which mixture of fresh and aged emissions is sampled at each height, with nocturnal stability favoring interception of relatively fresh stack-height plumes aloft and daytime convection promoting dilution, vertical redistribution, and enhanced photochemical processing within the mixed layer. The interpretation of vertical gradients requires distinguishing two mixing processes that operate on fundamentally different spatial scales. Local turbulent eddies would theoretically mix the lowest 50 m of the atmosphere within approximately 1 min, corresponding to a horizontal transport distance of ~150–200 m at the prevailing wind speed (~2.5 m s⁻¹). Complete downward entrainment—inversion break‑up fumigation—of elevated ship plumes to the surface is a distinct macro‑scale process requiring convective processing of the entire ~700 m daytime planetary boundary layer and operates on a ~1 km spatial scale. These height-dependent concentration contrasts are mechanistically consistent with established dispersion theory for elevated sources. Ship exhaust from ocean-going vessels is typically released from stacks located tens of meters above deck level, with effective release height further influenced by near-field plume rise driven by exhaust buoyancy, exit velocity, and ambient mixing conditions7,57. To explain the observed vertical decoupling between the elevated exhaust layer and the surface sensors during stable nocturnal conditions, we apply a classical Gaussian plume dispersion framework following Turner64, Hanna et al.65and Seinfeld and Pandis57. Under neutral-to-slightly stable stratification characteristic of the campaign, Pasquill–Gifford parameterizations yield\({\sigma }_{z}\)≈ 8–15 m at the ~150 m source-receptor distance of BETA and\({\sigma }_{z}\)≈ 15–23 m at the ~300–500 m distance of ALPHA, corresponding to a representative range of 10–20 m across the intersite comparison distances. At GAMMA’s near-field distance of 10–20 m from active berths,\({\sigma }_{z}\)is considerably smaller, meaning the GAMMA sensor intercepts the plume close to its centreline. Because\({\sigma }_{z}\)remains small relative to the receptor–centreline displacement at BETA and ALPHA, the exponential vertical attenuation—governed by the displacement of the receptor from the effective emission height—dominates over the gradual horizontal dilution, which scales with the inverse product of the lateral and vertical dispersion parameters\({\sigma }_{y}{\sigma }_{z}\). For a receptor located ~38 m below the plume centerline (i.e., ALPHA relative to an effective release height of ~40 m), vertical attenuation can be expressed through the Gaussian factorFz, which describes the exponential decay of concentration with vertical displacement from the plume centerline. Under the observed stability conditions,Fzranges from ~0.16 (~0.8 orders of magnitude reduction) under weakly stable conditions to ~6 × 10⁻⁴ (>3 orders of magnitude reduction) under neutral-to-stable conditions. In contrast, geometric dilution over 300–500 m typically results in concentration reductions of only one to two orders of magnitude. These order-of-magnitude differences indicate that, under stability-limited conditions, vertical exclusion from the elevated plume layer can exert a stronger control on near-surface concentrations than horizontal dilution in the near field. Detailed dispersion calculations and corresponding attenuation factors are provided in Supplementary Information (Section S7). More generally, under Gaussian scaling, concentration decreases gradually with distance through geometric spreading, governed by the inverse product of lateral and vertical dispersion\(({{\sigma }_{y}{\sigma }_{z}})^{-1}\), whereas vertical concentration profiles exhibit exponential sensitivity to displacement from the effective release height57,64,65. In shallow coastal boundary layers, nocturnal mixing depths can remain only a few hundred meters or less, suppressing vertical diffusivity and allowing elevated layers to persist until the morning transition promotes fumigation53,66. Under such stability-limited conditions, receptors separated by ~30–40 m vertically can sample materially different parts of an elevated plume structure even within a few hundred meters horizontally. Although greater downwind distance can increase the opportunity for lower receptors to intercept the plume as vertical spread develops, this occurs simultaneously with dilution and may remain secondary to strong vertical attenuation below the effective exhaust height. Consistent with this, ship-emission sensitivity studies show that the vertical distribution of ship exhaust exerts strong control on ground-level pollutant fields in port environments7. Accordingly, the persistent SO2enhancement observed at 40 m AGL is mechanistically consistent with near-field interception of an elevated exhaust layer under stability-limited mixing, rather than being attributable solely to horizontal proximity to emission sources. Quantitative diagnostics derived from campaign-specific meteorology (Fig.3) support this interpretation. During daytime heating, convective velocity scales (1.7–2.0 m s⁻¹) become comparable to mean wind speeds (~2.4 m s⁻¹), implying vertical turnover on the order of ~10 min for a (700 m column) and mixing distances on the order of ~1 km—the macro-scale fumigation timescale at which full boundary-layer inversion break-up becomes active (see also the scale distinction in the paragraph above)53,67. This regime promotes efficient downward entrainment of elevated ship plumes into the surface layer, explaining increasing concentrations with PBL height at ALPHA and BETA. The convective velocity scale is used here strictly as a bulk diagnostic indicator for boundary‑layer regime transition. When daytime solar heating generates convective eddies, the boundary layer grows and initiates inversion break‑up fumigation, coupling the elevated ship exhaust reservoir to the surface layer53,64. The convective velocity scale is not applied to predict absolute mixing distances; it identifies the atmospheric regime in which full‑column convective mixing of the ~700 m PBL occurs. The ~150–200 m near‑surface mixing scale and the ~1 km full‑column fumigation scale correspond to these two distinct regimes. Conversely, under nocturnal stable conditions (Table4), the collapse of convective turbulence (<0.5 m s⁻¹) and shallow mixing depths (<200 m) suppress vertical exchange, allowing emissions released near stack height (~40 m AGL) to persist as vertically decoupled plumes56,68,69. As a result, GAMMA exhibits maximum concentrations under shallow PBL height, while surface levels remain low. This opposite PBL height response across heights reflects source-height segregation and stability-controlled mixing rather than species-specific chemistry. Together, these layered dynamics explain why 10–40 m vertical separations correspond to fundamentally distinct concentration regimes and underscore why surface-only monitoring underrepresents process-relevant and operationally important pollutant burdens in this coastal port environment. Potential source contribution function (PSCF) analysis reveals pollutant-specific spatial patterns shaped by coastal circulation and emission height (Fig.5). Elevated PSCF values indicate regions with higher conditional probability of contributing to observed pollution events at the receptor sites, thereby reflecting dominant transport pathways and likely source regions rather than deterministic source attribution. Potential source contribution function (PSCF) maps for PM2.5, NO2, and SO2at the ALPHA, BETA, and GAMMA sites, based on concentration exceedances above the 90th percentile. Warmer colors indicate grid cells with a higher conditional probability of association with elevated concentrations at the receptor, derived from backward trajectory analysis over the study period. SO2exhibits pronounced offshore PSCF maxima at the elevated GAMMA site (40 m AGL), spatially aligned with major shipping lanes and anchorage areas during onshore flow. In contrast, NO2and PM2.5display stronger continental associations, particularly at the near-surface and mid-level sites. OCR confirms this pollutant- and height-dependent divergence (OCR > 1 indicates stronger offshore association): at GAMMA, SO2shows clear offshore dominance (OCR = 1.70), whereas NO2is predominantly continental (OCR = 0.51). At the mid-level BETA site, NO2exhibits an approximately neutral contrast (OCR ~ 1.0), consistent with enhanced vertical mixing of ship-emitted NOx(nitrogen oxides) into this layer during daytime boundary-layer growth, together with rapid near-field NO → NO2conversion during plume dilution. PM2.5shows strong continental dominance (OCR = 0.28), reflecting land-based sources and regional background contributions. These contrasts indicate that offshore influence is selectively expressed at stack height for SO2, whereas NO2and PM2.5patterns require interpretation in the context of land-based activity, chemical processing, and boundary-layer redistribution rather than direct marine sourcing. The NOx/SO2mass emission ratio applicable to vessels calling at Paranaguá differs substantially from that characterizing U.S. Emission Control Area (ECA)-compliant fleets. Under the International Maritime Organization (IMO) 2020 global sulfur cap (0.50% S by mass)70—the applicable regulatory framework in Brazilian waters, which are not subject to ECA requirements—the SO2emission factor for marine diesel combustion is approximately 10 g SO2kg⁻¹ fuel, yielding a fuel-based NOx/SO2mass ratio of approximately 7.6–10.1 for slow-speed diesel engines71,72,73. Applying this ratio to the observed campaign-mean SO2at GAMMA (~141 µg m⁻³) implies a total NOxof approximately 1130–1270 µg m⁻³. Applying this ratio to the observed campaign-mean SO₂ at GAMMA (~141 µg m⁻³) implies a total NOxof approximately 1130–1270 µg m⁻³. Direct measurements of fresh marine diesel exhaust consistently report primary NO2fractions of approximately 5–10% of total NOxat the stack exit, prior to ozone tritation74,75,76, yielding a predicted primary NO2contribution of approximately 56–113 µg m⁻³. The observed campaign-mean NO2at GAMMA of 31 µg m⁻³ falls below this range, consistent with the combined effects of plume dilution and near-field kinetic suppression of NO → NO2conversion. The multi-height concentration contrasts of NO2, SO2, and PM2.5across ALPHA, BETA, and GAMMA (Table3, Fig.4) showed pronounced height- and site-specific differences shaped by emission proximity, wind regimes, boundary-layer dynamics, and operational activities. Because sensors are horizontally distributed across distinct operational zones, the observed contrasts reflect the combined influence of measurement height and proximity to dominant sources. SO2exhibited a clear height-dependent pattern. Near the surface, elevated SO2concentrations occurred only during infrequent high-wind events (>6–10 m s⁻¹), associated with specific wind sectors (Fig.4A–C). Under northwesterly flow, these episodes are consistent with episodic advection from localized upwind sources in the NW sector (including, e.g., fertilizer-related port activities, landfill, industrial and other port-adjacent activities), as indicated by wind-sector alignment and site geography (Fig.2). Under easterly flow, enhanced SO2reflects transport from port-related hotspots aligned with the dominant sea-breeze circulation (Fig.4C). Outside these events, surface SO2remained close to background levels despite sustained port activity. In contrast, SO2concentrations at stack height (GAMMA) remained persistently elevated under typical sea-breeze conditions, reflecting direct interception of ship exhaust plumes. This pronounced contrast between near-surface and elevated measurements demonstrates that surface-only monitoring substantially underrepresents gaseous pollutant burdens within the port environment. Vertical structure and atmospheric chemistry further reinforce this interpretation. This vertical decoupling of SO2and NO2at GAMMA is governed by the kinetics of the NO + O3→ NO2reaction in fresh ship plumes. At the near-stack distances sampled by GAMMA (10–20 m from active berths), exhaust has undergone minimal dilution. NO concentrations within the plume core are sufficient to deplete locally available O3before net NO2production can occur75,77,78,79, after which further conversion is rate-limited by entrainment of fresh background ozone from the plume boundary—a process requiring transport distances of tens to hundreds of meters at the prevailing mean wind speed (~2.4 m s⁻¹). Alföldy et al.79demonstrated directly that the NO2/NOxratio inside a fresh ship plume evolves independently of ambient ozone concentrations, confirming that ozone-driven conversion requires substantial transport time and mixing. Under stable conditions, Badeke et al.7further showed that ship exhaust remains stratified near the effective emission height, limiting downward ozone entrainment. Consequently, GAMMA intercepts unmixed plumes characterized by high SO2but kinetically suppressed NO2fractions. The higher campaign-mean NO2at BETA (64 µg m⁻³; Table3) reflects chemically aged ship-emitted NOx—with NO → NO2conversion having proceeded over approximately 150 m of transport—combined with contributions from land-based diesel sources that emit substantial NOxwithout co-emitting SO2, consistent with the continental PSCF dominance for NO2at BETA (OCR = 0.51) and patterns reported in near-port multi-height emission studies80. Rapid NO–NO2interconversion, although occurring on minute timescales comparable to convective turnover, primarily modulates absolute NO2levels and NOxpartitioning rather than generating the persistent height-dependent contrasts reported here; in this near-source setting, those contrasts are governed mainly by emission height, plume interception, and stability-controlled mixing, whereas chemistry acts as a secondary modifier of magnitude. Similar conclusions have been reported in near-road and near-port studies, where NO2/NOₓ ratios evolve rapidly with distance, yet relative spatial and vertical patterns remain robust close to sources81,82. PSCF patterns for PM2.5extend inland and southward, consistent with contributions from bulk cargo handling, resuspension processes, and regional background aerosol. For PM2.5, vertical enhancement does not imply offshore sourcing (as confirmed by OCR) but reflects efficient upward redistribution of land-emitted particles within a shallow, stability-controlled coastal boundary layer. Forward trajectory analysis (Fig.S2) indicates net dispersion toward offshore regions rather than persistent recirculation. This is not contradictory to the offshore PSCF maxima for SO2: PSCF identifies likely upwind source regions, whereas forward trajectories characterize downwind fate. Considering the atmospheric lifetimes of SO2and NOx83,84,85, offshore sectors therefore act as intermittent contributors under favorable onshore winds, rather than long-term accumulation reservoirs. This framing is consistent with coastal-circulation theory showing that pollutant ‘storage’ in sea-breeze systems is more plausibly expressed as elevated layers associated with convergence, upslope coupling, and return flows aloft, rather than as stationary accumulation over the marine boundary layer56,60,61,62,63. The spatial coincidence of enhanced PSCF values with high vessel density and anchorage zones (Fig.2) supports a dominant contribution from near-field maritime activity, comparable to anchorage-related hotspots reported at other major ports3. Overall, PSCF and trajectory analyses contextualize the observed height-dependent concentration patterns within the regional circulation framework without implying precise source apportionment. The results highlight the dominant maritime control on SO2at stack height and the stronger influence of land-based and regional processes on NO2and PM2.5. Accordingly, the PM2.5signal reflects terrestrial port logistics and bulk-handling emissions that are redistributed vertically by stability-dependent mixing, rather than marine emission dominance. In line with Millán et al.56, the coexistence of convergence-driven vertical injection and layered return flows provides a physically grounded mechanism by which port-emitted pollutants can accumulate aloft and persist temporally without requiring offshore storage or atmospheric lifetime, resulting in large differences within tens of kilometers. Within the proof-of-concept scope of this study, these findings elucidate mechanisms by which port-related emissions can accumulate aloft and persist under specific coastal meteorological regimes. More specifically, the combination of onshore sea-breeze penetration, orographic constraint and compensating return flows can create layered vertical structures in which pollutants are intermittently lofted (“chimney-effect” injection at convergence) and retained aloft before being re-entrained or fumigated downward as mixing evolves, providing a physically grounded basis for the observed vertical enrichment and regime-dependent redistribution. While direct quantification of impacts on surrounding neighborhoods is beyond the resolution of the available measurements, the observed vertical enrichment, wind-sector alignment, and recirculation-prone conditions indicate plausible pathways for episodic spillover beyond the port boundary, consistent with evidence from other coastal port environments27,56,58,86. Importantly, any “spillover” inference is mechanistic: it arises from the coexistence of elevated pollutant layers at stack-relevant heights and circulation regimes capable of advecting and vertically redistributing those layers inland, rather than from measured concentrations in residential receptors. Time-series analysis reveals distinct and persistent temporal signatures across monitoring heights (1-min temporal evolution: Fig.S3and TableSA-3; hourly average: Table3; and daily average: Fig.6), reflecting the combined influence of emission continuity, boundary-layer dynamics, and source proximity. Because all monitoring sites were located within the port, interpretation focuses on relative vertical contrasts and temporal coherence rather than absolute exposure levels. Daily mean concentrations of PM2.5, NO2, and SO2measured at ALPHA (1.5 m AGL), BETA (10 m AGL), and GAMMA (40 m AGL) during the monitoring campaign. Daily mean temperature, relative humidity, and accumulated precipitation in Paranaguá, Brazil, are shown for reference. SO2shows the strongest vertical separation. Concentrations at GAMMA (40 m AGL) remain persistently elevated throughout the campaign, with daily mean values averaging ~141 µg m⁻³ and moderate relative variability around a persistently elevated baseline with limited hour-to-hour variability (coefficient of variation, CV: ~23% for hourly means; Table3). This stability reflects sustained interception of ship exhaust plumes from auxiliary engines operating for extended periods during hoteling. In contrast, SO2at ALPHA (1.5 m) and BETA (10 m) remains near background for most of the period, with brief enhancements during infrequent high-wind events (occasionally exceeding 6–10 m s⁻¹) associated with episodic transport from localized northwesterly upwind sources (Fig.4). NO2displays a contrasting temporal structure (Table3, Fig.6). Campaign-average concentrations were highest at BETA, approximately doubling those observed at ALPHA and GAMMA; however, consistent with the MCRT results (Supplementary Information S4), this height ordering is treated as an indicative trend rather than a robust vertical hierarchy. Ship plumes are NO‑dominated at the stack exit, whereas in this study NO₂ is measured rather than total NOₓ, so near‑field NO₂ can be decoupled from co‑emitted SO₂ because NO₂ formation depends on plume age and oxidant availability. The mid-level NO2enhancement is consistent with a plausible contribution from land-based combustion sources within the port operational footprint, including heavy-duty vehicles, cargo-handling equipment, and fertilizer-related operations. While the absence of hourly truck-count and machinery-activity data precludes deterministic source attribution, the observed daytime NO2enhancements qualitatively align with typical daytime periods of intensified port activity, including truck circulation and cargo-handling operations. Accordingly, this land-side attribution is presented as a physically and operationally consistent hypothesis rather than a firm explanation. Temporal variability is higher at stack height relative to the other sites, reflecting intermittent emissions mixing and stronger coupling to daytime operational activity. Polar analyses corroborate this interpretation, showing diffuse multi-source influence near the surface and enhanced concentrations aligned with northwesterly winds from the port’s core logistical zones (Fig.4B). PM2.5exhibits more moderate height dependence but pronounced episodic behavior. Southern and western wind sectors are associated with higher PM2.5, corresponding to areas of intense logistical activity and bulk cargo operations. Concentrations remain relatively stable across sites for much of the campaign, punctuated by short-lived extreme events, particularly following dry periods in mid-September and mid-October (Fig.6). These episodes disproportionately influence mean values and are associated with reduced scavenging, resuspension, and intensified port operations. Daytime activities intensified these effects, while nighttime mountain-sea breeze circulation reduced dispersion and favored vertical decoupling and accumulation within poorly ventilated layers under weak winds and shallow vertical mixing5,53,56,87,88,89. To quantitatively reinforce these patterns, height-dependent differences in temporal variability (expressed as CV) were compared using fold-change comparisons. Height-resolved variability exhibited strong, pollutant-specific vertical contrasts (Table3). SO2variability at mid-height was approximately 6-fold higher than at stack-relevant height and ~3-fold higher than at the surface, reflecting its position within the transition zone between surface fumigation and elevated plume interception. NO2displayed the opposite structure, with variability at 40 m AGL ~2-fold higher than at near-surface and mid-level sites, consistent with episodic interception of evolving plumes under active mixing. In contrast, PM2.5variability differed by <1.1-fold across heights, reflecting efficient vertical redistribution and multi-source control. Together, these fold-differences demonstrate that surface-only monitoring consistently misrepresents the temporal structure and underestimates elevated layers of port-related pollution, underscoring the need for height-resolved observations in coastal ports. In summary, hourly summaries (Table3) consistently show contrasting height-dependent behavior: SO2peaks at stack-level, NO2shows an indicative mid-height enhancement, and PM2.5showed similar or modestly elevated mean concentrations at 10–40 m AGL relative to the surface, reflecting vertical redistribution and regional background, while the strongest operation-linked PM2.5enhancements occurred at ground level. This pattern is consistent with BETA sampling a layer that frequently reflects mixing between upward-coupled surface emissions and downward- or horizontally transported aerosols from elevated plumes, while GAMMA is more directly influenced by elevated ship and regional background plumes. A dry episode (11–14 September) affected all monitoring heights, accentuating pollutant accumulation despite September typically being a rainy month in the region. These findings are consistent with previous port studies4,90reporting SO2enrichment aloft driven by stack emissions and buoyant plume rise, while NO2height dependence is consistent with the influence of surface-level combustion sources and traffic corridors. Enhanced PM2.5at elevated heights is likely influenced by uplift, reduced deposition losses, and resuspension processes, consistent with unmanned aerial vehicle (UAV)-based profiling in dry bulk ports4. High-frequency (1-min) data further resolve these dynamics (Fig.S3and TableSA-3). SO2at GAMMA exhibits narrow concentration distributions consistent with quasi-continuous plume interception producing a persistently elevated baseline around which short-term fluctuations occur. In contrast, greater short-term variability for SO2at ALPHA and BETA and NO2at GAMMA reflects intermittent fumigation and enhanced atmospheric mixing driven by local heterogeneous land-based sources. These patterns are consistent with stability-driven recirculation and regional background aerosol, with episodic enhancements from terrestrial port activities (bulk handling, resuspension, and traffic). Despite higher means at 10–40 m, PM2.5shows largely overlapping distributions across heights due to episodic spikes and positive skewness. The overlap in PM2.5distributions across heights suggests a strong regional background influence and underscores the limits of daily averages for resolving operation-driven variability. Taken together, these temporal signatures demonstrate that a surface-only monitoring strategy would substantially underestimate stack-level SO2burdens, miss the indicative mid-level NO2enhancement, and neglect episodic PM2.5extremes. Continuous, multi-height observations are therefore essential for resolving the full temporal and vertical structure of port-related air pollution in complex coastal environments. Given the single-season scope and high meteorological variability of the spring transition period, these results should be interpreted as a mechanistic demonstration of vertically differentiated concentration regimes rather than a comprehensive seasonal exposure assessment. ART-C ANOVA with post hoc comparisons (Fig.7B, C) indicated that port operations exert height-dependent and pollutant-specific effects on air quality. Vessel maneuvering (berthing/unberthing) significantly increased SO2and NO2concentrations at mid- and upper-level sensors (BETA at 10 m and GAMMA at 40 m AGL), whereas PM2.5was most responsive at ground level (ALPHA at 1.5 m AGL). These contrasts reflect the segregation between stack-height ship emissions and surface-based sources associated with cargo handling and vehicle activity. Results of Aligned Rank Transform with contrasts (ART-C) analysis evaluating differences in PM2.5, NO2, and SO2concentrations associated with berthing and unberthing activities (±20 min around documented timestamps, docking status: TRUE or FALSE).ABoxplots summarizing pollutant concentrations by monitoring height, terminal type, and maneuvering status.BPost hoc pairwise contrasts comparing maneuvering versus non-maneuvering periods at each site.CComparisons among monitoring heights under maneuvering and non-maneuvering conditions. Pairwise contrasts are based on estimated marginal means with Tukey-adjustedp-values. Terminal-specific analyses revealed nuanced patterns: at Container Terminals, PM2.5concentrations at BETA and GAMMA were significantly elevated during maneuvering, suggesting that land-based emissions contribute to elevated fine particulate levels aloft (adjustedp< 0.001). Solid Bulk Terminals showed broader sensitivity, with all pollutants affected across heights except for SO2at the stack-level site. In contrast, Liquid Bulk Terminals exhibited changes for PM2.5only at ALPHA. These patterns are consistent with differences in fuel use, equipment electrification, and material handling intensity across terminal types. Vertical gradients during maneuvering displayed distinct pollutant-specific patterns (Fig.7A). Campaign-wide, mean PM2.5concentrations were similar or modestly elevated at 10–40 m AGL, whereas the incremental impact of port operations on PM2.5was strongest at ground level. SO2followed a highly robust gradient of BETA < ALPHA < GAMMA. In contrast, NO2showed an indicative pattern toward higher concentrations at BETA (GAMMA < ALPHA < BETA). As shown by the MCRT (Supplementary Section S4), SO2height contrasts remained robust under conservative sensor-drift assumptions, whereas the NO2height ordering was comparatively less stable and is therefore interpreted as an indicative trend reflecting the combined effects of emission sources, atmospheric mixing, and terminal location. However, the incremental influence of port operations was strongest in the lower layers for PM2.5and NO2, while SO2responses were dominated by stack-level interception at GAMMA. Notably, sea breezes, coastal recirculation, and local topography modulated the persistence and inland transport of these pollutants. Spatial analysis, supported by wind regime characterization (Fig.4B,C), highlighted the combined effects of port infrastructure, operational sectors, and meteorological dynamics. For example, elevated NO2concentrations at ground level during container (un)berthing events (Fig.7B) were consistent with vehicle-related emissions, while strong, although infrequent, westerly winds suggested street canyon-like recirculation, amplifying pollutant trapping. Day-night contrasts in wind patterns (Fig.4C) further illustrated the impact of mountain-sea breeze dynamics on regional recirculation and ambient concentrations. In addition, vessel traffic within the bay may also have contributed to the observed NO2enhancement at BETA, as suggested by spatial coincidence with maritime operations (Figs.4and5). These observations align with the findings of Gao et al.3, who reported cargo type-dependent emission profiles, reflecting variations in vessel size, design, fuel consumption, and operating patterns. In Shanghai Port, container ships exhibited the highest emissions, followed by oil tankers and bulk carriers, making these vessel classes central targets for emission reduction. Notably, container ships and oil tankers at berth accounted for the greatest emission loads, with waiting container ships emitting the most, followed by oil tankers and bulk carriers. Among vessels entering and departing, low-speed navigation phases produced the highest emissions, followed by maneuvering and steady-speed navigation. Collectively, our results highlight the critical influence of operational activities, terminal function and location, and emission height on local air pollutant concentrations in port environments. These additional findings further reinforce the importance of height-resolved monitoring and targeted mitigation strategies that account for both the spatial and vertical heterogeneity of emissions in maritime cities. The case-crossover analysis (Fig.8) provided a quantitative assessment of the transient effect of operational events (maneuvering and hoteling) on the risk of air pollution episodes (concentrations ≥75th percentile) across monitoring heights, stratified by cargo type (liquid bulk, solid bulk, and container). The resulting odds ratios (ORs) are reported in the Supplementary Information. Percentage change (with 95% confidence intervals) in the probability of pollution episodes—defined as concentrations exceeding the 75th percentile—associated with port operational activities at ALPHA (1.5 m AGL), BETA (10 m AGL), and GAMMA (40 m AGL).AUnberthing and unberthing operations within a ±20 min window.BOne-hour hoteling periods, stratified by cargo type. Estimates are derived from space-time–stratified case-crossover models. The analysis identified distinct meteorological covariates as significant predictors in the best-fit models for different operational phases, with precipitation and humidity being significant during maneuvering, and, additionally, temperature and mixing layer depth being more relevant during hoteling. These phase-specific associations may reflect differences in time-window selection: shorter windows tend to capture acute changes like moisture spikes, while longer windows reveal cumulative effects such as thermal conditions and atmospheric stability. Such sensitivity to temporal resolution is well-documented and can affect both impact estimation and covariate selection91,92, emphasizing the context-dependent impact of meteorological variables within port operations. Our analysis identified consistent vertical gradients in pollution patterns associated with port operational activities. For PM2.5, episode odds showed the strongest response to maneuvering emissions at ground level (ALPHA), with episode probability increasing by 44% (95% CI: 29–60%) for container, 36% (21–52%) for liquid bulk, and 16% (9.5–23%) for solid bulk terminals—substantially higher than at 10 m and 40 m AGL. Episode likelihood decreased sharply with height, indicating a limited incremental effect of maneuvering at elevated levels once background burdens are considered, underscoring the dominance of surface-based sources and the limited vertical penetration of maneuvering-related PM2.5under typical conditions. Container vessels contributed most to ground-level PM2.5episodes, while solid and liquid bulk vessels had relatively greater impacts at mid (BETA) and upper (GAMMA) sensor heights, consistent with their distinct operational footprints. In contrast, NO2and SO2episodes displayed smaller, yet consistent, increases in odds that also declined with height. For NO2, episode occurrence ranged from 7.9% (5.6–10.1%) at ground level to 3.3% (2.2–4.4%) at stack height during maneuvering, indicating that short-term NO2enhancements are most pronounced near the surface. For SO2, the incremental odds attributable to maneuvering were negligible at stack height relative to the already elevated background but peaked at the mid-height sensor, particularly during container operations, with a smaller effect at the ground-level sensor. These trends reflect the combination of rapid dispersion and recirculation of SO2and NO2and the influence of an already elevated background at higher levels, especially for SO2at GAMMA, where sustained background concentrations dominate over incremental changes during operational windows. To further clarify the role of land-based emissions, we examined how hoteling activities stratified by cargo type influenced pollution episodes across the vertical profile. Hoteling is associated with consistently elevated SO2and NO2episode probabilities (>6.8%) across all sensor heights and cargo types, with percentage changes during hoteling exceeding those observed for maneuvering (Fig.8B). This finding highlights the important contribution of stationary vessel emissions and land-based logistics to episodic gaseous pollution. Operational patterns (TableSA-1) further reinforce these findings: container vessels, which are frequent but have shorter hoteling periods, generate rapid and intense pollution episodes; liquid bulk carriers, though less frequent, have longer hoteling times and contribute to sustained emission events; solid bulk vessels display intermediate episodic profiles. This heterogeneity in emission sources and durations shapes the overall temporal and vertical impact on local air quality. Ground operations at the container terminal rely primarily on diesel-powered cargo-handling equipment operating with S10 ultra-low sulfur diesel (10 ppm sulfur)93,94, which substantially limits SO2emissions from surface sources. In contrast, although compliance with MARPOL Annex VI (International Convention for the Prevention of Pollution from Ships)93has reduced the sulfur content of marine fuels from 3.5% to 0.5% globally and to 0.1% within Emission Control Areas, marine fuels still contain hundreds to thousands of times more sulfur than ultra-low sulfur diesel used in ground operations. Consequently, ship exhaust remains the dominant SO2source in port environments. The liquid bulk terminal is largely electrified, while solid bulk handling is dominated by conveyor systems with moderate vehicle activity. These operational differences help explain site-specific variability in PM2.5and NO2at lower heights, whereas the elevated SO2concentrations observed at GAMMA are best explained by proximity to ship stack emissions and stability-dependent plume interception rather than by ground-based sources or horizontal sensor separation. PM2.5-episode likelihood was most pronounced for solid bulk operations at ground level (74%; 63–85%) and remained substantial at higher elevations and across cargo types, highlighting the critical role of land-based port activities in ground-level PM2.5pollution. Local factors such as fertilizer handling and bulk cargo logistics are persistent PM2.5sources, with vertical sensor placement and meteorology critically determining exposure. In contrast, a notably low probability was observed for SO2at the stack-level, which remained negligible regardless of operation, consistent with SO2at GAMMA being dominated by a high background related to continuous ship and anchorage emissions rather than by incremental changes during the defined operational windows. Several studies highlight the dominant roles of ship emissions and land-based sources in shaping air pollution in coastal and port environments3,4,95,96,97,98,99,100,101,102,103, yet comparatively few explicitly examine how meteorological conditions and operational dynamics structure air quality within ports5,103,104,105,106,107. The vertical and spatial pollutant gradients observed at the Port of Paranaguá reveal features that are distinctive of bulk-commodity ports operating under subtropical climates and strong topographic confinement. Accounting for differences in methodologies and regulatory context, including contrasts between pre- and post-MARPOL periods, ship-emission inventories for major Chinese port cities report pollutant concentrations of comparable order of magnitude to those observed here100,103. Except for the generally lower PM2.5burden at Paranaguá, similar concentrations of gaseous pollutants have been reported during pre-MARPOL years across more than thirty harbor-focused case studies spanning Europe, Africa, and Asia101. At Paranaguá’s elevated site (GAMMA), PM2.5frequently falls within—or exceeds—the range reported for ports such as New York/New Jersey and Shanghai102,108,109, suggesting a sustained local influence rather than episodic background dominance, likely driven by persistent cargo-handling activities and comparatively less effective dispersion under subtropical conditions. In contrast, the most intense port-operational-related risk of PM2.5and NO2episodes at Paranaguá occurs at ground level, particularly near bulk and container terminals, underscoring the importance of land-based operational sources while reconciling elevated mean concentrations aloft with episodic surface exposure risk. This vertical contrast differs from container-dominated Northern Hemisphere ports101,102,108,109, where deeper, wind-driven mixing typically weakens PM2.5vertical gradients and particle composition is more strongly influenced by ship exhaust and urban background than by fugitive bulk-handling dust101,102. Meteorology plays a central amplifying role at Paranaguá. The coastal-mountain interface imposed by the Serra do Mar restricts lateral dispersion and favors shallow nocturnal mixing layers (<200 m; Fig.3B), reinforcing the strong vertical decoupling documented above. The pronounced offshore-onshore PSCF contrast for SO2(OCR = 1.70; Fig.5), together with recurrent sea-breeze recirculation (Figs.4and5), aligns with findings from other coastal ports where ship emissions can contribute up to ~50% of local SO2and NO2burdens110,111,112. Comparable sea-breeze–orographic coupling and convergence-driven vertical layering have been documented at Mediterranean and Adriatic port sites5,56. However, the steeper SO2gradients observed at Paranaguá exceed those typically reported for flatter, higher-wind environments, highlighting the combined influence of subtropical boundary-layer structure and topographic confinement. By comparison, the Shanghai metropolitan/port region, one of the world’s largest container-dominated ports, is situated on the low-lying Yangtze River Delta, an estuarine setting characterized by minimal topographic relief113. This geography generally favors efficient horizontal advection and, under many conditions, deeper vertical mixing than in topographically confined coastal basins, helping to decouple emission intensity from near-surface concentration build-up. Nevertheless, as well as at Paranaguá’s port, anchorage areas and navigation channels in Shanghai remain primary emission hotspots, with NOₓ and SO2dominated by container ships and oil tankers3,108. In contrast, the Strait of Gibraltar represents a transit-dominated maritime corridor rather than a port-centered system, where strong synoptic winds and open coastal exposure are associated with comparatively lower near-surface NOₓ and SO2concentrations despite very high vessel traffic, indicating that ventilation and transport pathways, rather than emission magnitude alone, govern observed concentration patterns112. Regional modeling studies consistently demonstrate that ship and port activities contribute substantially to PM2.5, NOₓ, and SOₓ burdens, with impacts extending tens to hundreds of kilometers inland106,114,115,116,117. At the multi-terminal Port of Veracruz (Mexico)—a high-traffic port with mixed cargo operations—downwind SO2enhancements have been observed several kilometers inland, illustrating the spatial reach of maritime emissions without requiring identical meteorological settings107. Comparisons with the industrial port of Castelló (Spain) during post-MARPOL years further show higher NO2but lower PM2.5at Paranaguá, despite both ports handling bulk solids and liquids102, highlighting pollutant-specific responses to operational mix and regulation. Evidence from the Port of Naples further highlights the importance of emission height: during pre-MARPOL conditions, modeled SO2concentrations were consistently much lower at ground level than aloft, with maximum concentrations occurring between ~20 m and 50–60 m depending on vessel type5, reinforcing the role of stack height and plume rise, rather than surface exposure alone, in shaping vertical concentration profiles. A defining feature of Paranaguá is its role as a Global South grain-export hub, where bulk commodities (soybeans, corn, fertilizers) dominate alongside container and liquid fuel operations. Recent logistics assessments confirm that Paranaguá is among Brazil’s leading soybean export gateways, with sustained high throughput and associated truck and rail activity118. This operational mix produces a dual pollution signature: persistent SO2enrichment at stack height (GAMMA, 40 m AGL; Table3), higher NO2concentrations at mid-height, and elevated mean PM2.5at 10–40 m AGL associated with a combination of ship emissions and regional background (OCR < 1), together with strongly operation-linked PM2.5and NO2episodes at ground level driven by land-based activities such as truck traffic, cargo handling, and resuspension (Figs.4–8) under mixing and recirculation regimes. The resulting NO2gradients—characterized by an indicative mid-height enhancement and episodic near-surface increases during operational peaks—closely resemble patterns observed in near-road and harbor-adjacent urban environments82,109, but differ in persistence and vertical extent due to subtropical meteorology and topographic confinement. Taken together, these comparisons indicate that Paranaguá represents a broader class of Global South coastal ports—including Brazilian harbors, West African grain and mineral terminals, and Southeast Asian bulk-commodity facilities—where bulk handling, subtropical meteorology, and topographic confinement interact to generate pollution dynamics that differ fundamentally from those reported for well-studied Northern Hemisphere ports. In summary, the case-crossover analysis demonstrates that both ship-based and land-based port activities substantially elevate the pollution risk through vertically differentiated mechanisms, particularly for SO2during maneuvering and hoteling at stack-relevant heights, and for NO2and PM2.5through coupled stack-level and ground-level processes. These findings reinforce the necessity of height-resolved monitoring and targeted emission controls to protect air quality in busy port regions. Our findings underscore the importance of height-resolved monitoring and meteorology-aware mitigation strategies in port environments. Regulatory measures such as MARPOL Annex VI fuel sulfur limits and the establishment of Emission Control Areas (ECAs) have led to substantial reductions in sulfur dioxide (SO2) concentrations, with reported decreases of approximately 40–97% across European and Asian ports103,111,119. At the Port of Paranaguá, implementation of low-sulfur marine fuels was associated with an estimated ~35% reduction in sulfur-related PM2.5components10. However, responses of total PM2.5and nitrogen dioxide (NO2) concentrations have been more variable and, in some cases, inconsistent across ports and operational contexts101,103,111,120. These mixed outcomes highlight that the effectiveness of fuel-based regulatory controls depends strongly on local dispersion conditions, boundary-layer structure, and port-specific operational practices, reinforcing the need to couple regulatory measures with meteorology-informed monitoring and management approaches. At Paranaguá, persistent stack-level SO2enrichment and strong pollution-episode responses at lower heights during maneuvering and hoteling indicate that further air-quality benefits could be achieved through rigorous fuel-compliance verification, targeted expansion of shore power (cold ironing), and operational planning that explicitly accounts for boundary-layer dynamics. Prioritizing shore power at berths associated with the highest episode odds would directly target the dominant elevated emission source identified in this study, while simultaneously reducing exposure during meteorological conditions conducive to vertical decoupling and pollution accumulation. Continuous, height-resolved monitoring can strengthen compliance evaluation and help identify conditions under which within-port pollution burdens are most elevated. Although quantifying impacts on surrounding neighborhoods will require additional off-port measurements and dispersion modeling, the present results already identify specific meteorological regimes and operational windows during which downwind exposures are likely to be highest. In a changing climate, lessons from advanced regulatory environments (e.g., Scandinavian and Baltic ports pursuing aggressive decarbonization and shore-power deployment121; and from international initiatives addressing black carbon and other short-lived climate pollutants in shipping122) provide useful guidance for designing climate–air-quality strategies tailored to Global South ports. Continuous multi-height observations in ports remain rare—particularly in South American harbors—and are often inferred from modeling or isolated elevated receptors5,7,117,123. The present results demonstrate that vertical concentration profiles are strongly modulated by operational activity and coastal boundary-layer dynamics and can diverge markedly from idealized plume behavior (e.g., higher daily NO2near the surface than at 40 m, and elevated mean PM2.5at 10–40 m but the strongest operation-linked PM2.5episodes at ground level). Such vertically resolved evidence is therefore critical for improving emission inventories, dispersion modeling, and monitoring network design beyond surface-only approaches. In practice, this supports complementing regulatory reference stations with networks of calibrated low-cost sensors deployed at multiple heights within terminals and at the port perimeter, augmented by targeted vertical profiling (e.g., lidar or UAV campaigns). These data streams can inform near-real-time decision tools for port authorities and environmental agencies. The combined height-resolved and meteorological framework presented here has direct operational relevance. The strong modulation of pollutant levels by boundary-layer structure and sea-breeze circulation (Figs.3–5) indicates that forecast meteorological conditions can be used to identify low-dispersion periods during which routine operations disproportionately elevate concentrations. The observed 16–74% increase in pollution-episode likelihood during specific operational phases (Fig.8) provides empirical support for prioritizing emission-intensive activities during periods of deeper mixing and stronger ventilation. Potential operational pathways include: (1) scheduling bulk handling and hoteling during forecast periods with higher mixing-layer depths and stronger winds; (2) implementing dynamic air-quality contingency plans that temporarily curtail non-essential cargo handling during stagnation events; and (3) integrating air-quality metrics into berth and yard-allocation algorithms, as increasingly explored in other large ports. In addition, these findings support boundary-layer-aware anchorage planning. Within navigational constraints, anchorage allocation and vessel dispatching could account for prevailing circulation patterns to reduce alignment of elevated plumes with downwind urban receptors. In parallel, land-based measures—such as progressive electrification of cargo-handling equipment, dust suppression and enclosure of bulk-transfer points, and accelerated renewal of heavy-duty truck fleets serving the port—are likely to yield disproportionate benefits at ground level, where PM2.5and NO2episode odds are highest. Coordinated implementation of these ship- and land-side interventions, informed by height-resolved monitoring, provides a practical pathway for reducing exposure for both port workers and neighboring communities in complex port regions. More broadly, the integration of height-resolved observations with meteorological diagnostics and case-crossover analysis provides a transferable framework for identifying periods of heightened exposure risk and informing adaptive port-management strategies. This study establishes a conceptual framework for port emission dynamics and highlights how emission altitude, meteorological conditions, and operational triggers interact to shape vertical pollution gradients. Accurate forecasting and regulatory planning should therefore integrate vertically resolved concentration profiles with real-time operational activity data. As a grain-export hub in the Global South, the Port of Paranaguá exhibits a pollution profile that differs from container-dominated ports such as Shanghai3,4,108,124or New York109, where gaseous emissions (NO2and SO2) often dominate and vertical gradients are weaker or primarily driven by ship exhaust and urban background. In Paranaguá, bulk grain handling (e.g., dust resuspension and organic residue decomposition) and associated truck and conveyor activity generate strong ground-level PM2.5and NO2episodes, while mean PM2.5remains elevated at 10–40 m due to vertical redistribution and regional background. At the same time, subtropical sea-breeze circulation combined with topographic confinement by the Serra do Mar enhances the persistence of ship-derived gaseous pollutants aloft under shallow mixing layers. This coupling produces more vertically differentiated and temporally persistent concentration regimes than those typically reported for flatter, temperate ports. The combined analysis of vertical gradients and coastal boundary-layer regimes further indicates that specific meteorological conditions—such as shallow nocturnal mixing layers combined with onshore flow or sea-breeze recirculation—are particularly conducive to elevated stack-level SO2and increased probability of downward fumigation toward near-surface environments. In principle, such regimes could serve as early-warning indicators for dynamic operational adjustments, including temporary moderation of bulk handling intensity, optimization of hoteling practices, or prioritization of lower-emission vessels during forecasted low-dispersion periods. While the development of detailed operational protocols lies beyond the scope of this study, the framework presented here provides process-level evidence necessary to support meteorology-informed emission management strategies. For effective management, advanced vertical profiling tools (e.g., lidar, UAV platforms, gradient towers), integration with meteorology-chemistry models, and targeted electrification of port equipment represent complementary strategies to reduce emissions and improve operational efficiency. The feasibility of these approaches, however, depends on local infrastructure, regulatory capacity, and the economic context, particularly in Global South ports, and requires future techno-economic assessment. Elevated concentrations of NO2and PM2.5, especially under stable meteorological conditions, pose clear risks for port workers and nearby communities. The combination of high mean SO2at stack height and frequent PM2.5and NO2episodes at ground level suggests that exposure at operational heights may exceed what is inferred from conventional surface monitoring alone. Addressing these challenges requires integrating air quality indicators with occupational safety standards and environmental justice considerations—particularly in the Global South, where vulnerabilities are often amplified by limited healthcare access and demographic disparities. Source attribution is constrained by the absence of high-resolution activity data for land-based logistics, including hourly truck counts and roll-on/roll-off (Ro-Ro) vehicle throughput. Although the height-resolved network captured the integrated influence of these sources—manifested as NO2and PM2.5enrichment at ground-level and 10 m AGL—the lack of explicit inventories precludes quantitative separation of truck traffic, port machinery, and Ro-Ro operations. While Ro-Ro vessel activity was documented (n= 21; TableSA-1), sample size was insufficient for robust case-crossover or factorial analyses (TableSA-2), which typically require ≥50 events. Future work should integrate electronic gate logs, camera-based traffic counts, or Automatic Identification System (AIS)-linked logistics data to refine terrestrial-maritime apportionment. The campaign covered a 3-month austral spring transition, characterized by variable meteorology and moderate (post-peak) grain-export activity118,125. As a result, the observed vertical gradients and episode frequencies cannot be generalized to other seasons. Winter inversions would be expected to enhance near-surface PM2.5trapping while preserving elevated SO2under suppressed mixing, whereas summer convection and rainfall would reduce vertical contrasts through enhanced dilution and scavenging, potentially increasing the relative importance of secondary aerosol formation (although this was not directly quantified in the present study). Peak grain-export periods (March–August)118,125may further amplify ground-level PM2.5and vehicle-related NO2relative to the conditions observed here. The results should therefore be interpreted as season-specific process evidence that motivates year-round, height-resolved monitoring, rather than as a comprehensive seasonal exposure assessment. Low-cost sensors (LCS) are subject to humidity, composition, and drift-related effects and are not intended for regulatory compliance. Additionally, in coastal environments, these effects may include non-linear baseline variability associated with moisture and saline aerosol exposure. Although bounded analytically through diagnostic screening and relative-contrast study design, they cannot be fully excluded and should be considered when interpreting more modest vertical differences. Accordingly, analyses were restricted to relative spatial and vertical contrasts rather than absolute concentrations. Pre-deployment co-calibration, in-campaign consistency checks, and coherence with meteorological and operational drivers followed established practices for coastal and port applications. Given that analyses rely on within-site relative contrasts rather than absolute concentration values, residual sensor drift is unlikely to affect the directionality or interpretation of the observed vertical patterns. Future long-term deployments would benefit from periodic or end-of-campaign intercomparisons to further assess sensor stability. To enhance analytical robustness in high-humidity coastal environments, future deployments should incorporate continuous on-site co-location with reference-grade instrumentation, enabling real-time correction of baseline drift and cross-sensitivity effects associated with persistent moisture and saline aerosol exposure in coastal boundary layers. The spatial distribution of sensors across different operational zones introduces partial confounding between measurement height and source proximity. In particular, the near-surface site is located farther downwind of the berths than the elevated sensors, such that horizontal dilution likely contributes to lower gaseous concentrations at ground level. However, dilution alone cannot explain the combined set of observations: while SO2decreases from 40 m to 1.5 m AGL, on average, NO2shows an indicative mid-height enhancement, and PM2.5shows modestly elevated mean concentrations at 10–40 m AGL but the strongest operation-linked episode probabilities at the surface (Fig.8). This internal coherence indicates that the observed vertical decoupling primarily reflects source-height stratification—ship emissions aloft versus cargo handling, traffic, and resuspension at ground level—modulated by boundary-layer structure rather than horizontal transport alone. This study, therefore, characterizes vertically differentiated ambient concentration patterns within a heterogeneous port environment rather than isolating an idealized vertical column from a co-located tower. Future studies employing vertically co-located monitoring towers and high-resolution dispersion modeling [e.g., Lagrangian or Computational Fluid Dynamics (CFD) approaches] with detailed emission inventories are needed to quantitatively disentangle vertical mixing from horizontal advection. The quantitative features explored in this study identify plausible physical pathways by which port emissions could intermittently influence adjacent urban areas. However, actual concentrations, population exposure, and health impacts in surrounding neighborhoods are not quantified here and remain objectives for future work requiring additional off-port monitoring and dispersion or exposure modeling. The scarcity of epidemiological evidence from South America and other developing regions remains a major barrier to robust health-impact assessment of port-related air pollution. Future research should therefore prioritize exposure modeling and targeted epidemiological studies to quantify disease burden and inform equitable, region-specific policy interventions. Finally, the analysis focused on regulated pollutants (SO2, NO2, PM2.5) and did not include emerging species such as equivalent black carbon or ultrafine particles, which are increasingly relevant for shipping-related health and climate impacts121,122. This choice reflects instrumentation constraints and the priority of establishing robust baseline datasets in South American ports, where long-term monitoring remains limited. Incorporating these metrics in future studies would provide valuable complementary insight into stratified port emissions and exposure. This study shows that air pollution in coastal ports is vertically structured, operationally driven, and systematically mischaracterized by surface-only monitoring. At the Port of Paranaguá, ship hoteling and maneuvering sustained persistent SO2enrichment at stack-relevant height, whereas NO2showed an indicative mid-level enhancement consistent with mixed near-surface logistics and atmospheric mixing. PM2.5showed modest mean enhancement aloft, but the strongest operation-linked PM2.5episodes occurred near the surface. These vertically differentiated regimes arise from the interaction between emission height, coastal boundary-layer dynamics, and port operations, producing concentration contrasts of up to an order of magnitude across only tens of meters. By combining height-resolved observations with meteorological diagnostics and case-crossover analysis, we identify the conditions under which port activities most strongly elevate pollution, with episode likelihood increasing by 16–74% during specific operational phases. Shallow mixing layers, sea-breeze recirculation, and orographic confinement amplify these effects, creating operationally relevant exposure pathways that are largely undetected by conventional monitoring approaches. Paranaguá represents a broader class of Global South ports where bulk-dominated operations and subtropical coastal meteorology promote stronger and more persistent vertical differentiation than typically reported in temperate, container-dominated hubs. In this context, therefore, the main contribution of this work lies not in absolute concentration values, which inherently carry uncertainty, but in demonstrating how vertical differentiation operates in such environments and how it can be robustly detected using limited monitoring resources. By validating a scalable, height-resolved framework suitable for data-scarce regions, this study highlights the risks associated with relying on surface-only monitoring to assess the air pollution impacts of port activities within and near port areas, while providing actionable diagnostic insight for identifying when and where port-related air pollution is likely to be highest, even where monitoring and regulatory capacity are constrained. As global maritime trade expands, adopting vertically resolved, meteorology-aware monitoring strategies such as the framework demonstrated here will be essential to improve exposure assessment, guide targeted mitigation, and support equitable and sustainable port management in coastal cities worldwide13. Datasets related to this article can be found athttps://doi.org/10.5281/zenodo.17792233, hosted at the Zenodo repository. The R scripts used in this study are available in the Zenodo repository:https://doi.org/10.5281/zenodo.20031512. 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Environmental Engineering Department, Federal University of Paraná, Curitiba, Brazil Jéssica Caroline dos Santos-Silva, Rafaela Radaelli Righi, Felipe Baglioli, Ramon Amin, Ana Flavia Locateli Godoi & Ricardo Henrique Moreton Godoi Chemical Engineering Department, Federal University of Paraná, Curitiba, Brazil Carlos Itsuo Yamamoto Cell Biology Department, Federal University of Paraná, Curitiba, Brazil Rodrigo Arantes Reis Department of Environmental Sciences, Federal University of São Paulo, Diadema, Brazil Theotonio Pauliquevis Mathematics Department, Federal University of Technology–Paraná, Ponta Grossa, Brazil Yara de Souza Tadano Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Search author on:PubMedGoogle Scholar Jéssica Caroline dos Santos Silva contributed to conceptualization, data analysis, and writing of the manuscript. Rafaela Radaelli Righi contributed to data collection and writing of the manuscript. Felipe Baglioli contributed to data collection. Ramon Amin contributed to data collection. Carlos Itsuo Yamamoto provided laboratory infrastructure and technical support. Rodrigo Arantes Reis contributed to the writing of the manuscript. Theotonio Pauliquevis contributed to the writing of the manuscript. Ana Flavia Locateli Godoi contributed to data analysis. Yara de Souza Tadano contributed to the writing of the manuscript. Ricardo Henrique Moreton Godoi contributed to conceptualization, coordination, data analysis, and writing of the manuscript. Correspondence toRicardo Henrique Moreton Godoi. The authors declare no competing interests. This study did not involve human participants, animal subjects, or personal data. No ethics committee approval was required. Communications Sustainabilitythanks Xuejun Feng and the other anonymous reviewer(s) for their contribution to the peer review of this work. Primary handling editors: Quanliang Ye and Nandita Basu. A peer review file is available. Publisher’s noteSpringer Nature remains neutral with regard to jurisdictional claims in published maps and institutional affiliations. Open AccessThis article is licensed under a Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International License, which permits any non-commercial use, sharing, distribution and reproduction in any medium or format, as long as you give appropriate credit to the original author(s) and the source, provide a link to the Creative Commons licence, and indicate if you modified the licensed material. You do not have permission under this licence to share adapted material derived from this article or parts of it. The images or other third party material in this article are included in the article’s Creative Commons licence, unless indicated otherwise in a credit line to the material. If material is not included in the article’s Creative Commons licence and your intended use is not permitted by statutory regulation or exceeds the permitted use, you will need to obtain permission directly from the copyright holder. To view a copy of this licence, visithttp://creativecommons.org/licenses/by-nc-nd/4.0/. Reprints and permissions dos Santos-Silva, J.C., Righi, R.R., Baglioli, F.et al.Surface monitoring underestimates air-pollution burden of a major Global South port.Commun. Sustain.1, 89 (2026). https://doi.org/10.1038/s44458-026-00090-2 Download citation Received:30 October 2025 Accepted:08 May 2026 Published:30 May 2026 Version of record:30 May 2026 DOI:https://doi.org/10.1038/s44458-026-00090-2 Anyone you share the following link with will be able to read this content: Sorry, a shareable link is not currently available for this article. Provided by the Springer Nature SharedIt content-sharing initiative

SOUTHERN COLORADO, Colo. (KRDO) - The Colorado Department of Public Health and Environment (CDPHE) has issued an Air Quality Health Advisory for Saturday afternoon. The advisory impacts Teller, El Paso, Pueblo and eastern Fremont Counties. Locations include, but are not limited to, Cripple Creek, Colorado Springs, Canon City and Pueblo, according to CDPHE. The department warns that this increases the likelihood of respiratory symptoms and breathing discomfort in active children and adults, as well as in people with lung disease, such as asthma. CDPHE recommends reducing prolonged or heavy outdoor exertion. The advisory expires at 8 p.m. Saturday, May 30. An intrusion of ozone from high in the atmosphere may result in ozone concentrations reaching the "Unhealthy for Sensitive Groups" category within these areas Saturday afternoon and evening.CDPHE expects ozone levels to gradually decrease on Saturday evening. Stay up to date with the latest local news, sports, and investigations by downloading the KRDO13 app.Click here to download it from the Apple App Store.Android users can download itfrom Google Play here. Jump to comments ↓

Genovese è stato condannato nel 2023 a 6 anni e 11 mesi per violenze sessuali durante festini base di droga. È in semilibertà da qualche mese e vicino a fine pena. Ha festeggiato il suo 49esimo compleanno in una serata organizzata dalla moglie a Palazzo Serbelloni, tra uno chef stellato e un concerto di arpa Questo articolo è gratis. Per leggerne altri, ricevere le newsletter e avere libero accesso ai contenuti scelti dalla redazione Registrati Da una cella del carcere di Bollate a una cena di lusso. Sono passati quasi tre anni da quando Alberto Genovese è stato condannato a 6 anni e 11 mesi per violenze sessuali, la cui storia è stata raccontata nella docu-serie di Netflix “Terrazza Sentimento“. L’ex re delle startup, come veniva chiamato, ha festeggiato il 28 maggio il suo compleanno con una cena di lusso sfruttando il tempo concesso in semilibertà. Lo rivela il Corriere della Sera che ha raccontato i dettagli della serata passata in un ristorante stellato con la moglie. La festa sì è tenuta in una delle sale più belle di Palazzo Serbelloni: decine di migliaia di euro, sostiene il Corriere, per la location al primo piano. Non c’erano altri invitati oltre all’imprenditore e la moglie, sposata nel 2022 quando l’uomo era ai domiciliari. La coppia è arrivata al palazzo storico milanese, in Corso Venezia, verso le 19.30: la cena di due ore e mezza ha alternato momenti di degustazione del menù a firma dello chef stellato Tommaso Arrigoni, ad attimi più romantici con un concerto di arpa e pianoforte a coda. Non si conosce l’entità del conto finale ma d’altra parte, nonostante le vicende giudiziarie, a Genovese le finanze non mancano. L’imprenditore ha venduto per circa 100 milioni Facile.it, di cui era il fondatore, mentre con le quote azionarie di Prima assicurazioni ha ottenuto un assegno di quasi 90 milioni. A pianificare la serata tra l’altro è stata la moglie, che si è affidata a un’agenzia di organizzazione eventi chiedendo il massimo riserbo: la segretezza è stata tale che nemmeno i dipendenti del palazzo sapevano chi stesse arrivando. Che qualcuno fosse atteso però era chiaro, considerando che dal pomeriggio di quel giorno, a Palazzo Serbelloni sono arrivati una decina di veicoli, tra furgoni e camion, portando l’impianto luci, il catering, gli strumenti musicali, lussuosi addobbi floreali e un intero guardaroba di abiti da donna. Per ulteriore sicurezza degli ospiti, l’edificio è rimasto aperto ma delle guardie impedivano di accedere al primo piano. Genovese, che negli ultimi tempi si è impegnato in attività di volontariato e del sociale, è in semilibertà da qualche settimana e tra pochi mesi sarà arrivato a fine pena.

come dovremmo comportarci di notte con i cellulari, tra uso serale, ricarica e distanza dal letto? Ci risponde il Professor Luigi Ferini-Strambi, Ordinario di Neurologia all’Università Vita-Salute San Raffaele e primario del Centro di Medicina del Sonno Questo articolo è gratis. Per leggerne altri, ricevere le newsletter e avere libero accesso ai contenuti scelti dalla redazione Registrati Dormire con il cellulare sul comodino – o peggio sotto il cuscino – è una delle abitudini più diffuse e meno interrogate della vita quotidiana. A rimettere la questione sul tavolo è uno studio condotto dalla Slovak Medical University di Bratislava, che ha osservato per un anno 36 studenti universitari monitorando il sonno con dispositivi indossabili. Il protocollo era semplice e, sulla carta, rigoroso: periodi alternati di due settimane con il telefono acceso vicino al letto e due settimane senza telefono nella stanza; notifiche notturne disattivate, filtro luce blu sempre attivo, uso dello smartphone vietato nell’ora precedente l’addormentamento. Il risultato? Nessuna differenza significativa nei parametri classici del sonno – durata totale, fasi Rem e sonno profondo – ma variazioni misurabili nella saturazione di ossigeno nel sangue (SpO₂), associate all’esposizione ai campi elettromagnetici emessi dal telefono. Non una prova di danno, dunque, ma un segnale fisiologico sottile. Quanto basta per riaprire la domanda: quanto sono solide queste evidenze e, soprattutto, come dovremmo comportarci di notte con i cellulari, tra uso serale, ricarica e distanza dal letto? Ci risponde il Professor Luigi Ferini-Strambi, Ordinario di Neurologia all’Università Vita-Salute San Raffaele e primario del Centro di Medicina del Sonno dell’Irccs Ospedale San Raffaele di Milano. Una buona ricerca, ma pochi casi “Non è uno studio risolutivo, questo va detto subito – chiarisce Ferini Strambi -. “Parliamo di soli 36 studenti. Però, come punto di partenza, è un riferimento interessante. Dal punto di vista metodologico lo studio è impostato abbastanza bene”. Il limite principale è il campione ridotto e molto selezionato: giovani, in buona salute, senza disturbi del sonno. “Questo restringe molto la possibilità di generalizzare i risultati – sottolinea il neurologo -. In popolazioni diverse – adulti, anziani, persone con sonno già fragile – l’impatto potrebbe essere differente”. Il nodo che manca: la microstruttura del sonno C’è poi un limite tecnico meno evidente ma cruciale. I ricercatori hanno valutato tempo totale di sonno e percentuali dei vari stadi, usando dispositivi indossabili. “Questi strumenti sono utili, ma non hanno l’accuratezza di una polisonnografia classica, con elettrodi e sensori”, spiega Ferini Strambi. “In altre parole, nello studio non viene considerato un parametro fondamentale: la microstruttura del sonno”. Si tratta di microrisvegli, brevi e spesso inconsci, che frammentano il sonno senza che la persona se ne renda conto. “Non è tanto il numero di ore o la percentuale di sonno profondo a fare la differenza, quanto la continuità. La frammentazione riduce la qualità del sonno e ha effetti importanti: sul consolidamento della memoria, sulla regolazione del cortisolo, sul rischio cardiovascolare”. Secondo il neurologo, proprio questi microrisvegli potrebbero spiegare anche la variazione osservata nella saturazione di ossigeno. “È un’ipotesi plausibile, ma non verificabile con questo disegno di studio. Ed è un limite non secondario”. Indizio o campanello d’allarme? Alla luce di tutto questo, come vanno letti i risultati? “Direi come un indizio, non come una prova di danno”, risponde Ferini Strambi. “Ma gli indizi servono: indicano dove guardare meglio. Questo studio suggerisce che qualcosa succede, anche se in modo sottile, e giustifica ricerche più ampie e più approfondite, soprattutto su soggetti vulnerabili”. Nessun allarmismo, dunque, ma nemmeno archiviazione frettolosa. Precauzione sì, tecno-ansia no E sul piano pratico? Ha senso applicare il principio di precauzione? “Sì, ma con buon senso”, dice il neurologo. “Il sonno è una finestra biologica delicatissima: è il momento in cui devono avvenire processi fondamentali di recupero e regolazione. Qualunque elemento di disturbo, reale o potenziale, andrebbe evitato”. Il primo punto, però, non riguarda le onde elettromagnetiche. “La semplice presenza del telefono crea una condizione di allerta: la possibilità di essere contattati, anche se le notifiche sono disattivate, tiene il cervello in uno stato di vigilanza latente. Questo, di per sé, non aiuta a dormire bene”. Consigli pratici Le indicazioni pratiche sono chiare e tutt’altro che estreme: Telefono lontano dal letto , idealmente in un’altra stanza. “Ancora meglio se non è fisicamente presente dove si dorme”. , idealmente in un’altra stanza. “Ancora meglio se non è fisicamente presente dove si dorme”. Se deve restare acceso per necessità (reperibilità, emergenze), solo traffico voce , senza notifiche e senza connessioni inutili. , senza notifiche e senza connessioni inutili. Evitare ricarica notturna sul comodino , non tanto per allarmi specifici quanto per preservare un ambiente di sonno il più possibile “neutro”. , non tanto per allarmi specifici quanto per preservare un ambiente di sonno il più possibile “neutro”. Ridurre o eliminare l’uso dello smartphone nell’ora prima di dormire, per limitare stimoli cognitivi e attivazione emotiva. “Ricordiamoci che il riposo è sacro – conclude Ferini-Strambi -. Dormire non è tempo perso: è uno dei momenti più importanti della nostra vita biologica. Se possiamo proteggerlo con piccoli accorgimenti, perché non farlo?”.

Dal 3 al 10 giugno a Ravenna si terrà la Settimana della Prevenzione, una rassegna di eventi gratuiti pensati per stimolare la popolazione adulta sugli aspetti della prevenzione e della promozione della salute. L’iniziativa nasce con l’obiettivo di avvicinare i cittadini ai temi legati al benessere con sessioni di movimento, incontri informativi con esperti, momenti di counseling per il cambiamento degli stili di vita e diverse occasioni di confronto sui temi della salute. Programma delle attività Mercoledì 3 giugno si parte con un momento dedicato all’attività fisica con il gruppo “Diabete e Ballo” in collaborazione con l’Associazione Diabetici Ravennate, che proporranno attività di gruppo, gratuite, al parco Bosco Baronio. Ritrovo alle ore 9.40 all’ingresso principale del Cmp. Giovedì 4 giugno, al Cmp di Ravenna, sarà protagonista la prevenzione del tabagismo con l’iniziativa “Vuoi smettere di fumare? Chiedi agli esperti!”, un'occasione per conoscere le opportunità offerte dai Centri sntifumo della Provincia di Ravenna. Nella stessa giornata sarà allestita una mostra con gli elaborati degli studenti delle scuole coinvolte nel concorso “Liberi di scegliere”, sul contrasto al fumo. La mostra resterà visitabile per tutta la settimana nei locali della Casa della Comunità. Leggi le notizie di RavennaToday su WhatsApp: iscriviti al canale Venerdì 5 giugno sarà dedicato alle attività di prevenzione screening oncologici. Dalle 9 alle 13 al piano terra ingresso B, il reparto di Prevenzione oncologica Ravenna fornirà informazioni e promuoverà l’offerta degli screening oncologici. Per l'occasione verranno consegnati i kit per lo screening colon retto e verificati gli appuntamenti per coloro che appartengono alla fascia di età di offerta dello screening del tumore della mammella e della cervice uterina e che non lo hanno effettuato nei tempi previsti. Sabato 6 giugno sarà dedicato alla prevenzione dell’ictus cerebrale, con screening gratuiti e counseling sui corretti stili di vita in collaborazione con Alice Ravenna Odv e Consociazione nazionale delle associazioni infermieri. Sarà possibile partecipare prenotando una consulenza, telefonando dal lunedì al venerdì dalle 15 alle 18 al numero 3311304368. Abbonati alla sezione di inchieste Dossier di RavennaToday La settimana proseguirà lunedì 8 giugno con un open day vaccinale dedicato alla campagna vaccinale della regione Emilia-Romagna rivolta ai 65enni. In particolare sarà possibile effettuare le vaccinazioni contro Pneumococco ed Herpes Zoster per i nati nel 1960 e 1961. Potranno recuperare la vaccinazione gratuita qualora non l’avessero eseguita anche i nati tra il 1952 e il 1959, ad accesso libero negli ambulatori vaccinali del Cmp dalle 14 alle 17. Si ricorda che queste vaccinazioni proteggono da patologie con un alto impatto sulla salute della popolazione e che oltre ai nati tra il 1952 e 1961 vengono offerte gratuitamente anche a chi è affetto da patologie che prevedono tali vaccinazioni nell’ambito degli ambulatori vaccinali del servizio di Igiene Pubblica durante tutto l’anno. A concludere il programma, martedì 9 giugno si terrà sempre al Cmp, dalle 15 alle 17 nell’Aula Vanna Vanni, l’incontro gratuito dal titolo “Carrello della Salute” dove le persone con patologie croniche e i loro familiari potranno incontrare la dietista del Dipartimento di sanità pubblica per affrontare i temi dell’alimentazione consapevole e ricevere indicazioni per la preparazione di pasti sani ed equilibrati.

​Il cronoprogramma ottimale verso il full electric sui traghetti di - Sabato 30 Maggio 2026 ore 08:00 Foto di: https://greenmove.hwupgrade.it/ Ecco il cronoprogramma, tra il 2026 e il 1035, che per me è ottimale nello scandire il cambiamento verso il full electric nella tratta Piombino-Portoferraio. È diverso da quello che proporrà T&E durante il convegno del 15 giugno a Portoferraio, alla Gattaia? In una prima fase, da ora fino a 1-2 anni, mentre la Regione dà corpo al nuovo Bando - che dia senso all’elettrificazione delle banchine (cold ironing) e ai sistemi di accumulo a terra (BESS - Battery Energy Storage System) che potrebbero funzionare entro la fine del prossimo giugno - si dovrebbe installare a bordo dei traghetti il sistema di ricezione del sistema cold ironing-BESS (il cavo e il trasformatore di bordo) e si dovrebbero montare i filtri a secco (SCR + ASC + DFP) nei fumaioli del traghetto; l’obiettivo tecnologico è lo Zero Emissioni in Sosta, in modo che sia perfezionato l’uso delle banchine elettrificate. Ne conseguirebbe l’abbattimento totale dei fumi e del rumore di giorno e di notte. L’abbattimento drastico degli inquinanti locali avviene in una sequenza di filtri a secco, in cui ogni componente è specializzato nel neutralizzare un preciso agente inquinante: 1. MGO (Marine Gas Oil), il cui uso è diventato da un anno obbligo di legge, ha un contenuto di zolfo bassissimo e questo riduce drasticamente le emissioni di ossidi di zolfo (SOx) e di CO₂ fin dal principio. Quali sono i danni evitati dall’uso del MGO? L’esposizione a breve termine all’SO2 provoca effetti reversibili una volta cessata l’inalazione, tra cui: a) irritazione: bruciore a occhi, naso e gola; b) difficoltà respiratorie: tosse, respiro affannoso e senso di costrizione toracica; c) broncocostrizione: spasmi bronchiali, particolarmente intensi nei soggetti sensibili. Gli effetti cronici favoriscono a) asma; b) patologie respiratorie croniche come bronchiti, tracheiti e polmoniti. Ci sono anche danni indiretti: reagendo nell’atmosfera, SO2 contribuisce alla formazione di solfati e particolato fine (PM2.5), che penetrano profondamente nei polmoni e nel flusso sanguigno, aumentando i rischi di malattie cardiovascolari. 2. SCR (Selective Catalytic Reduction): grazie all’iniezione di urea, questo catalizzatore trasforma fino al 90-95% degli ossidi di azoto (NOx) in innocuo azoto molecolare (N2) e vapore acqueo. Quali sono i danni evitati dall’uso del SCR? Gli effetti sull'organismo dell’NO2 comprendono: a) infiammazione delle vie respiratorie; b) peggioramento delle condizioni di chi soffre di asma o di malattie respiratorie croniche; c) aumento delle infezioni: bronchiti e broncopolmoniti; d) aumento del rischio di malattie cardiovascolari, infarti, ictus e riduzione dell’aspettativa di vita. 3. ASC (Ammonia Slip Catalyst): elimina i residui di ammoniaca che potrebbero sfuggire al processo SCR, evitando che vengano rilasciati in atmosfera. Quali sono i danni evitati dall’uso di ASC? Gli impatti principali dell’ammoniaca includono: a) bruciore, lacrimazione, tosse e irritazione alle vie respiratorie; b) danni polmonari: edema polmonare e insufficienza respiratoria; danni da contatto sulla pelle: ustioni, irritazioni e altri danni più gravi. L'ammoniaca dall’aria ricade nelle acque marine tramite le precipitazioni e provoca eutrofizzazione e acidificazione, alterando gravemente gli ecosistemi marini. 4. DPF (Diesel Particulate Filter): Cattura e brucia il particolato carbonioso (PM10 e PM2.5), riducendo il fumo visibile e la fuliggine fine di oltre il 95%. La differenza principale tra il particolato (PM) più grande (PM 10, PM 2.5) e quello ultrafine (PM 1.0, PM 0.1) risiede nella capacità di penetrazione nel corpo umano: più le particelle sono piccole, più penetrano in profondità, passando dai polmoni al sangue e arrivando fino agli organi interni e al cervello. Quali sono i danni evitati dall’uso del DFP? a. PM 10 e PM 2.5 (Particolato Grossolano e Fine) si fermano generalmente nell’apparato respiratorio superiore e nei polmoni, causando danni locali e infiammazioni. Gli effetti sulla salute sono l’aggravamento di asma e bronchiti croniche, la riduzione della funzionalità polmonare, tosse e irritazione alle vie aeree (il PM 2.5 può spingersi più a fondo, depositandosi negli alveoli polmonari). Le conseguenze si riflettono sulle vie respiratorie, sui polmoni e sul sistema cardiovascolare. b. PM 1.0 e PM 0.1 (Particolato Sottile e Ultrafine) rappresentano la minaccia maggiore per la salute perché penetrano negli alveoli polmonari e passano direttamente nel flusso sanguigno, diffondendosi in tutto l’organismo in pochi minuti e trasportando sostanze cancerogene (IPA e metalli pesanti). Possono innescare infiammazioni sistemiche croniche, alterare il sistema nervoso e L’atto della prima fase che apre alle fasi successive è che l’armatore ordini fin da subito un traghetto con predisposizione plug-in hybrid per poi convertirlo in full electric in un secondo momento; questa strategia, che è definita battery-ready o conversion-ready, richiede che lo scafo debba essere progettato sin dal primo giorno con una propulsione diesel-elettrica o ibrida parallela, e soprattutto con ampi spazi vuoti dedicati alle batterie, sistemi di ventilazione/antincendio dedicati e un impianto di gestione della potenza facilmente scalabile. Il mercato della cantieristica navale per traghetti green offre molte soluzioni: a) il Nord Europa (Norvegia, Danimarca, Paesi Bassi) è l'avanguardia assoluta del settore (l’olandese Damen Shipyards Group, i norvegesi come Havyard, Fjellstrand, Vard); b) ci sono anche i cantieri italiani (Fincantieri, tramite la sua controllata Vard o direttamente nei cantieri italiani specializzati in navi passeggeri di medie dimensioni come l'arsenale di Palermo o di Castellammare di Stabia; Cantiere Navale Rosetti Marino (Ravenna), Sefine/TKT, Cantiere Navale Vittoria); c) i cantieri turchi forniscono plug-in e full electric per il Nord-Europa a costi competitivi (Tersan Shipyard e Cemre Shipyard); d) i cantieri del resto del mondo, per diversi motivi, non sono economicamente vantaggiosi. Per amor di patria sarebbero da preferire i cantieri italiani e questa preferenza non è priva di significato politico: indicherebbe il ritorno verso l’economia di pace piuttosto che l’indirizzo verso l’economia di guerra che in questo momento sta avendo il sopravvento! Un altro aspetto possibile per trasformare lo scalo in un vero e proprio Green Port è l’integrazione del cold ironing-BESS con l’energia pulita prodotta direttamente sull’Isola d'Elba. Questa svolta può essere realizzata con a) lo sfruttamento a fotovoltaico dell’area del porto, b) l’immagazzinamento nel BESS dell’energia prodotta in eccesso, c) una CERP (Comunità Energetica Rinnovabile Portuale) di tutti gli edifici pubblici che insistono sul porto con la possibilità di collegamento anche dei cittadini, d) il micro-eolico ad asse verticale e l’energia del moto ondoso. Nei mesi invernali, quando il traffico dei traghetti si riduce drasticamente, il sistema si inverte con l’immensa riserva del BESS e l’energia prodotta dai pannelli portuali che possono essere iniettate nella rete civile dell'isola, aiutando a coprire, a costo zero, i consumi di pubbliche istituzioni e case della comunità locale. In Italia, la creazione di una CER in ambito portuale beneficia di un quadro normativo speciale introdotto proprio per trasformare i porti da nodi energivori a hub di energia pulita: l’ecosistema portuale gode di regole più flessibili rispetto alle normali CER civili, aprendo la strada a modelli di business industriali ad alto impatto. In una seconda fase, tra i 3 e i 6 anni, i traghetti ibridi plug-in di ultima generazione vengono progettati nei cantieri navali con l’obiettivo con un pacco batterie a bordo da 3-4 MWh (Battery Ready o future-proof) e grazie al BESS di terra, la nave eseguirà la ricarica rapida (flash charging) durante i 30 minuti di sbarco/imbarco delle auto a Portoferraio; l’impatto ambientale nei porti è -100% fumi in porto e nelle manovre, -40% di CO2 totale nella tratta. L’investimento per l’armatore è ammortizzato grazie a un taglio dei costi operativi e grazie al risparmio di oltre il 35% di carburante perché le fasi di accensione, manovra e banchina sono totalmente elettriche e a costo zero. Il progresso della ricerca tecnica verso batterie sempre più performanti e a minor costo anche ambientale, che sta producendo, ad esempio, le batterie all’alluminio invece che al litio, è un segno dell’accelerazione che favorisce il risparmio in ogni senso. La disponibilità del nuovo traghetto richiede il collaudo, oltre che della resistenza dei cavi sui traghetti reali, soprattutto del software di comunicazione tra due infrastrutture energetiche enormi (cold ironing-BESS e sistema del traghetto): la sintonizzazione significa che devono scambiarsi Megawatt di potenza in pochissimi minuti, in modo che l’energia viaggi in modo stabile dalla rete di terra fino al pannello di controllo del traghetto, passando per convertitori e trasformatori. Durante i test si simula l’interruzione brutale del flusso di corrente ad altissimo amperaggio, verificando che gli archi elettrici vengano spenti all’istante nei circuiti di sicurezza senza danneggiare le batterie del traghetto o l'impianto del porto. Solo dopo decine di cicli di connessione, carica e disconnessione riusciti a vuoto (e poi con la nave a pieno carico) l’autorità portuale e il registro navale rilasceranno le certificazioni per l’avvio del servizio commerciale a emissioni zero. In una terza fase, tra i 7 e i 10 anni, il porto, già strutturato da anni con cold ironing e BESS, dovrà solo aggiornare i software di gestione per alimentare traghetti 100% elettrici, che avranno costi di costruzione ormai allineati alle navi tradizionali, ma costi di manutenzione ridotti del 70%; l’impatto ambientale nei porti è zero emissioni totali (aria e acqua) su tutta la linea. I motori diesel tradizionali e i loro alternatori vengono sbarcati dal traghetto; spesso si sceglie di lasciarne solo uno molto piccolo, isolato, che funge da generatore di emergenza (range extender) o di sicurezza per le condizioni meteo estreme. Nello spazio liberato dai motori diesel (che è enorme e già ventilato e strutturato per la sicurezza antincendio) il pacco-batterie verrebbe semplicemente potenziato, passando dai 3-4 MWh iniziali ai 12-15 MWh necessari per coprire l’intera traversata di un’ora a zero emissioni. Il Power Management System (il cervello elettronico della nave che decide come distribuire l’energia) viene aggiornato tramite software. Da quel momento, gestirà i flussi energetici attingendo solo ed esclusivamente dalle batterie e dialogando con il sistema di ricarica ultrarapida del porto. Perché questa è la strategia perfetta per l’Elba? Comprare oggi un traghetto ibrido plug-in Battery Ready per l’Arcipelago Toscano è la scelta finanziaria e ambientale più intelligente per due motivi: a) protegge l’investimento: un armatore può acquistare la nave oggi senza la paura che diventi obsoleta in dieci anni a causa delle normative sulle emissioni; compra una nave che è già pronta per il futuro; b) diluisce i costi nel tempo: permette di iniziare a navigare subito riducendo drasticamente i fumi (grazie ai filtri a secco e all’uso delle batterie in porto con il cold ironing e il BESS); tra 7 o 8 anni, quando le batterie attuali saranno a fine vita e andranno comunque sostituite, l’armatore potrà spendere una frazione del costo iniziale per installare batterie di nuova generazione, più potenti e leggere, trasformando la nave in un mezzo 100% elettrico senza dover ricomprare lo scafo.

L’inquinamento atmosferico è una delle più grandi emergenze ambientali e sanitarie del nostro tempo. Non sempre si vede, non sempre si percepisce in modo immediato, ma è presente quasi ovunque e incide in profondità sulla salute umana, sugli ecosistemi e sulla stabilità climatica. Oggi, secondo l’Organizzazione Mondiale della Sanità, il 99% della popolazione mondiale respira aria che supera i livelli di qualità raccomandati. È un dato impressionante, perché ci dice che non siamo di fronte a un problema locale, né a una criticità che riguarda soltanto alcune metropoli particolarmente congestionate, ma a una condizione diffusa, sistemica, planetaria. A rendere l’aria nociva concorre una miscela di inquinanti ben nota alla scienza: polveri sottili come PM10 e PM2.5, biossido di azoto, ozono troposferico, biossido di zolfo e altri composti generati soprattutto dalla combustione di combustibili fossili nei trasporti, nell’industria, nella produzione energetica e in parte anche nei sistemi di riscaldamento. Il problema non è soltanto la loro presenza, ma la loro capacità di entrare nel corpo umano. Le particelle più fini, in particolare il PM2.5, possono oltrepassare la barriera polmonare ed entrare nel flusso sanguigno, raggiungendo organi e sistemi diversi. Per questo l’inquinamento dell’aria non riguarda solo i polmoni: è un fattore che coinvolge l’intero organismo e che amplifica il rischio di malattie respiratorie, cardiovascolari e di altri esiti avversi lungo tutto l’arco della vita. Le conseguenze sanitarie, infatti, sono enormi. L’esposizione all’aria inquinata è associata a polmonite, ictus, malattie cardiovascolari, tumore del polmone e a una serie di complicazioni che colpiscono in modo più duro chi è già vulnerabile. I dati più recenti del State of Global Air indicano che nel 2021 l’inquinamento atmosferico ha contribuito a 8,1 milioni di morti nel mondo, più di un decesso su otto a livello globale. Ancora più drammatico è il peso pagato dai più piccoli: nello stesso anno oltre 700.000 morti tra i bambini sotto i cinque anni sono state collegate all’inquinamento dell’aria. È una cifra che sposta il tema fuori dalla sola dimensione ambientale e lo colloca con forza dentro il campo della salute pubblica, della protezione dell’infanzia e dell’equità. I bambini, gli anziani, le donne in gravidanza e le comunità socialmente più fragili sono i gruppi che subiscono gli effetti più pesanti. L’OMS ha evidenziato che l’inquinamento atmosferico aumenta la probabilità di ipertensione in gravidanza, basso peso alla nascita, parto pretermine e danni allo sviluppo cerebrale e polmonare del feto. Anche per questo respirare aria pulita non può essere considerato un vantaggio accessorio o un elemento di comfort urbano: è una condizione di base per la salute, per la giustizia sociale e per la tutela delle generazioni future. Dove l’aria è peggiore, spesso peggiori sono anche le opportunità, la qualità dell’ambiente di vita e la possibilità di proteggersi. C’è poi un aspetto che rende questa crisi ancora più complessa: l’inquinamento atmosferico non conosce confini. Le emissioni prodotte in un territorio possono viaggiare nell’atmosfera per centinaia o persino migliaia di chilometri, colpendo popolazioni che non sono direttamente responsabili di quelle fonti emissive. È il motivo per cui l’aria sporca non è solo un tema urbano, né esclusivamente nazionale, ma una questione internazionale che richiede cooperazione, regole comuni, monitoraggio trasparente e politiche coordinate. Pensare di risolvere il problema dentro i confini amministrativi di una singola città o di un singolo Paese significa non coglierne la vera natura fisica e politica. L’inquinamento, inoltre, non si limita a danneggiare la salute: rallenta le economie, aumenta i costi sanitari, riduce la produttività e aggrava le disuguaglianze. La Banca Mondiale sottolinea che l’esposizione al PM2.5 aumenta malattia e mortalità, riduce la produttività del lavoro e incide sul capitale umano; secondo stime recenti, il danno economico dell’inquinamento atmosferico esterno equivale a quasi il 5% del PIL globale. In altre parole, l’aria inquinata non è soltanto una minaccia biologica: è anche un freno allo sviluppo, alla competitività dei territori e alla possibilità di costruire società più sane e resilienti. Quando una persona si ammala più spesso, manca dal lavoro, apprende peggio o vive meno a lungo, il costo non resta individuale: diventa collettivo. A tutto questo si aggiunge il legame stretto con la crisi climatica. Alcuni inquinanti atmosferici, come il metano, il black carbon e l’ozono troposferico, non solo peggiorano la qualità dell’aria ma contribuiscono anche al riscaldamento globale. L’UNEP li definisce “super inquinanti” proprio perché concentrano in sé un doppio effetto: colpiscono la salute e accelerano il cambiamento climatico. Ridurli significa quindi ottenere un beneficio immediato e simultaneo su più fronti: meno malattie, meno morti premature, meno pressione sugli ecosistemi e una maggiore possibilità di contenere il riscaldamento del pianeta nel breve termine. È uno di quei rari casi in cui la stessa azione produce vantaggi sanitari, ambientali ed economici insieme. La buona notizia, ed è una notizia concreta, è che gran parte dell’inquinamento atmosferico è evitabile. Esistono già tecnologie, politiche e strumenti capaci di ridurre le emissioni, migliorare il monitoraggio, rendere pubblici i dati ambientali e orientare le città verso modelli più sani di mobilità, produzione energetica e pianificazione urbana. Il punto non è tanto sapere cosa fare, quanto decidere di farlo con sufficiente rapidità e coerenza. Perché continuare a considerare l’aria come uno sfondo invisibile della vita quotidiana significa ignorare una delle principali determinanti della salute del nostro secolo. Respirare aria pulita non dovrebbe essere un privilegio geografico o sociale, ma un diritto universale. E oggi più che mai i numeri ci dicono che difenderlo non è solo necessario: è possibile.

ANCONA – Le associazioni Il Pungitopo, Mezzavalle Libera, Italia Nostra, Portonovo per tutti, il Wwf Marche e il Cai di Ancona lanciano un appello affinché venga fatto qualcosa al più presto possibile per la falesia del Conero. «Può sembrare uno scenario di argilla e terre recenti – si legge nella lettera da loro inviata -, un luogo di frane e quindi pericoloso, una zona da evitare per la sua instabilità o se preferite una macchia vuota nelle possibili edificazioni, insomma di scarso valore ed interesse e allora meglio volgere lo sguardo altrove. A considerarli così questi luoghi mutevoli perché farne un parco?». Eppure «questa lunga falesia marnoso-arenacea che da Portonovo disegna la linea di costa settentrionale sino ad immergersi in vista del porto di Ancona, è uno spazio speciale, dove fragilità e bellezza diventano un binomio inscindibile creando atmosfere suggestive tra il verde e il blu. Luogo dove anche la natura mostra adattamenti e presenze alquanto singolari». E poi «la lotta delle piante per attecchire in qualche modo su quei suoli precari e adattarsi alla salsedine è una sfida continua per specie pioniere che per prime vanno alla riconquista delle zone franate; a crescere in quel mondo di nulla sono soprattutto ginestre e canne del Reno, accanto a specie mediterranee». Inoltre «lungo la linea della falesia corre un’importante rotta migratoria che fa convergere qui numerosi uccelli, soprattutto rapaci, quali poiane, gheppi, falchi pecchiaioli. Gabbiani e cormorani invece sostano frequentemente sugli scogli prima di dedicarsi alla pesca». In più «nelle spiaggette, raccolte ai piedi della falesia, diventa persino difficile immaginare quanto sia vicina l’urbanizzazione che ai lati della provinciale sovrastante ha disseminato di quartieri e villette, frazioni e piccoli nuclei questa parte del parco. Qui, in riva al mare soltanto le grotte testimoniano una presenza dell’uomo antica, ma pur sempre rispettosa e ravvivata dai colori intensi dei cancelli». Infatti «in questo paesaggio davvero unico si possono percorrere storici ‘stradelli’ realizzati da pescatori e grottaroli che continuano a mantenere efficienti con sapiente manutenzione per superare il dislivello o piccoli smottamenti». Tuttavia, le associazioni firmatarie dell'appello fanno notare che «da troppo tempo questo speciale contesto paesistico-ambientale sta diventando un mondo chiuso a causa di recinzioni, cancelli e divieti che ne impediscono una libera fruizione, nonostante una secolare convivenza tra uomo e natura; la chiusura riguarda già 3 sentieri ufficiali del Parco e vari accessi al mare. Noi crediamo invece che, con adeguata informativa insieme a puntuali interventi di messa in sicurezza degli stradelli questo particolare scenario con la natura e il mare fin dentro la città vada considerato un’eccellenza dl territorio per tutti. Solo aiutando a farla conoscere ed amare si potrà dare un futuro sostenibile alla falesia. La politica dei cancelli chiusi non ci sembra proprio la soluzione migliore». "Leggi le notizie di AnconaToday su WhatsApp: iscriviti al canale" Per tutte le ragioni sin qui descritte «chiediamo al Comune di Ancona e al Parco del Conero di porre la questione della falesia del Conero tra le priorità delle proprie strategie, impegnandosi per: la rigorosa applicazione dele norme di tutela a salvaguardia del patrimonio ambientale e paesaggistico della falesia del Conero; la riapertura degli accessi attualmente chiusi da ordinanze sindacali attraverso interventi di messa in sicurezza ed adeguata segnaletica ai fruitori; il contrasto a qualsiasi ulteriore limitazione dei diritti di fruizione».

Ada Álvarez Conde pidió al Departamento de Justicia federal información sobre el cumplimiento de acuerdos relacionados con la contaminación de cuerpos de agua en Puerto Rico. La senadora del Partido Popular Democrático (PPD), Ada Álvarez Conde solicitó al Departamento de Justicia de Estados Unidos (DOJ) unapesquisa relacionada con las persistentes descargas de aguas residuales y problemas de contaminación que continúan afectando el área de Condado y otras comunidades de Puerto Rico. Según informó la legisladora, envió una comunicación oficial a la agencia federalpara solicitar información, supervisión y acción sobre el cumplimiento de acuerdos federales vinculados a la contaminación de cuerpos de aguay las deficiencias en la infraestructura sanitaria de la isla. Álvarez Conde indicó que recientes reportajes han levantado preocupaciones sobre la calidad del agua en Puerto Rico, mientras residentes y visitantes continúan observandodescargas de aguas residuales, contaminación costera y otras condiciones que impactan la salud pública, el ambiente y la calidad de las playas. La senadora sostuvo que muchas de estas situaciones fueron objeto de litigios y acuerdos federales que buscaban corregir deficiencias históricas en el manejo de aguas usadas y escorrentías. “Los ciudadanos merecen saber qué ocurrió con los compromisos asumidos bajo estos acuerdos federales y si las medidas correctivas que se ordenaron se han completado. No podemos normalizar que continúen ocurriendo descargas de aguas residuales al mar en una de las zonas más visitadas de Puerto Rico ni ignorar los riesgos que esto representa para la salud de nuestras comunidades y nuestros recursos naturales”, expresó Álvarez Conde en declaraciones escritas. La legisladora solicitó información sobre el estado de cumplimiento de los casos federales relacionados con estas controversias, las acciones de fiscalización realizadas, posibles incumplimientos identificados y cualquier evaluación vigente sobre riesgos ambientales y de salud pública. La senadora indicó que continuará dando seguimiento al asunto con el objetivo de que las agencias responsables rindan cuentas sobre las medidas adoptadas para atender la situación.

BRINDISI - La Asl Brindisi ha aderito allo schema-tipo regionale di Protocollo operativo per la sorveglianza sanitaria semplificata nel settore agricolo, finalizzato a garantire una tutela effettiva della salute e della sicurezza dei lavoratori agricoli stagionali e a tempo determinato impiegati in lavorazioni generiche e semplici. Il protocollo, sottoscritto in Prefettura nell’ambito della cabina di regia sul caporalato insieme all'Ente Bilaterale Agricolo Territoriale, alle organizzazioni datoriali e sindacali del comparto, con la partecipazione, per gli ambiti di competenza, dell'Ispettorato Territoriale del Lavoro, dà attuazione alla normativa speciale prevista per l'agricoltura. Nello specifico, le parti che aderiscono al protocollo sono: per l’Ente Bilaterale Agribrindisi Luigi Vizzino; per Confagricoltura Brindisi il direttore Adriano Abate; per Coldiretti il presidente Giovanni Ripa; per Cia Due Mari Taranto- Brindisi il presidente Giannicola D’Amico; per la Fai Cisl il segretario Alessandro Gesuè; per la Flai Cgil il segretario Gabrio Toraldo; per la Uila Uil il segretario Giovanni Allegrini. L'accordo nasce dalla consapevolezza della particolare esposizione del settore agricolo a rischi connessi alla stagionalità, alla frammentazione dei rapporti di lavoro, alla presenza di lavoratori migranti e alla necessità di contrastare fenomeni di irregolarità e sfruttamento lavorativo. In particolare, il Protocollo punta a garantire una tutela effettiva della salute e sicurezza dei lavoratori agricoli; favorire l'accesso ordinato e tracciabile alla sorveglianza sanitaria; agevolare l'adempimento degli obblighi prevenzionistici da parte delle imprese agricole; promuovere legalità e regolarità del lavoro, contrastando lo sfruttamento. La sorveglianza sanitaria è finalizzata a verificare l'idoneità del lavoratore allo svolgimento delle lavorazioni generiche e semplici. La visita può essere effettuata dal medico competente oppure dal Dipartimento di Prevenzione della Asl tramite lo Spesal. Particolare attenzione è dedicata ai lavoratori stranieri: il protocollo prevede l'impiego di documentazione informativa plurilingue e il ricorso a strumenti di mediazione linguistico-culturale, per assicurare la piena comprensione delle informazioni sanitarie, dell'esito del giudizio di idoneità e delle misure di prevenzione e sicurezza. La Asl trasmetterà annualmente alla Regione Puglia una relazione di monitoraggio sull'efficacia dell'iniziativa. "Obiettivo di questo protocollo - ha sottolineato il prefetto Guido Aprea - è la semplificazione delle procedure a tutela non solo dei lavoratori migranti ma anche dei datori di lavoro. Questo percorso è stato condiviso con l'assessore alla Salute della Regione Puglia Donato Pentassuglia. L'esperienza di Brindisi può rappresentare un esempio di buone pratiche per tutto il territorio regionale". Il direttore generale della Asl Maurizio De Nuccio ha ringraziato il prefetto "per la sua notevole sensibilità istituzionale", il direttore del Dipartimento di Prevenzione Stefano Termite e il direttore dello Spesal, Nicola Dipalma. "L'agricoltura - ha detto il dg - è un settore fondamentale per tutto il Mezzogiorno: con il protocollo di sorveglianza sanitaria possiamo creare strumenti che danno dignità ai lavoratori, con un intervento di sensibilizzazione sulla cultura della prevenzione e della legalità". Rimani aggiornato sulle notizie dalla tua provincia iscrivendoti al nostro canale whatsapp: clicca qui Seguici gratuitamente anche sul canale Facebook: https://m.me/j/Abampv2kioahdYYR/

ANCONA- A tre anni dall’elezione, il sindaco di Ancona Daniele Silvetti spiega la sua idea di “Grande Ancona” in un intervento al Rotary Club Ancona Conero. Dopo il saluto del presidente Alessandro Scalise, Silvetti ha detto di voler puntare anzitutto su Cultura, nuova attrazione turistica e un proficuo rapporto di collaborazione con l’Università. Intanto, Ancona Capitale della Cultura 2028, (come poi ha spiegato nei dettagli alla folta platea dei soci rotariani l’assessore comunale Marta Paraventi), non è solo un evento. Si tratta di un’opportunità grandissima in grado di stimolare aspetti economici, di filiera, turistici e di prestigio che pongono la città al centro a livello regionale, nazionale e internazionale. Un lavoro che inizia ora ma impegna tutte le forze cittadine in una rete di crescita unitaria. Aprire questa “città di scoglio”, meravigliosa nella sua purezza per dirla con il poeta Scarabicchi, significa portare ad Ancona un’onda inarrestabile di sviluppo. Il sindaco ha ricordato i tantissimi cantieri che trasformeranno la città nei due prossimi anni, ma in particolare il Piano Urbanistico Generale (Pug) che lancia una visione moderna del capoluogo in favore delle attività produttive, commerciali e professionali, con il coinvolgimento delle categorie cittadine e con un occhio alla residenzialità, dal punto di vista della sostenibilità, della mobilità, delle aree di sosta e dell’accessibilità alla città. In tale nuova visione, perché di questo si tratta, si inserisce il fondamentale Piano Regolatore del Porto, che ribadisce il rapporto di Ancona con il mare. Scelte strategiche come riattivare la stazione ferroviaria nel cuore del porto, spostare traghetti e possibilmente crociere nei luoghi più consoni a sicurezza, traffici e mobilità di merci e passeggeri, tutelando salute e ambiente. Così, riappropriandosi dell’antico scambio porto/città, sale l’attrattività cittadina con più turismo, attività crocieristiche e commercio. Infine, proficuo rimane il rapporto di collaborazione con l’Ateneo, nella certezza che Ancona può migliorare la sua consapevolezza di essere al contempo città capoluogo, di grande spessore culturale ed economico, città di mare e città universitaria. AnconaToday è anche su Mobile!Scarical’App per rimanere sempre aggiornato. © Riproduzione riservata

Grande partecipazione per la manifestazione nazionale condotta da Carolina Rey e Samuel Peron Una quarta edizione all’insegna delle celebrazioni, o meglio del racconto di tante storie di mode, diverse fra loro ma unite da quel filo sottile – ed amatissimo – che è il Made in Italy, visto in chiave contemporanea ed arricchito da momenti di riflessione. Tanti messaggi nel Gala della IV edizione del Me Fashion Award 2026, il premio nazionale conferito ai big della moda, talentuosi designer, personaggi dell’innovazione e della cultura della moda che si è tenuto ieri, giovedì 28 maggio, al Palacultura “Antonello” di Messina. L’iniziativa è stata patrocinata dal Comune di Messina, Unioncamere Sicilia, Camera di Commercio di Messina, Confartigianato Imprese Messina e da Sicindustria. L’organizzazione è stata curata dalla giornalista Patrizia Casale, titolare di E-Motion, con il supporto dell’Amministrazione comunale di Messina e, per il quarto anno consecutivo, patrocinata dalla Camera Nazionale della Moda Italiana. Padroni di casa un duo d’eccezione: Carolina Rey, prossima conduttrice su Rai Uno di Unomattina Estate, e Samuel Peron, già colonna di Ballando con le Stelle ed oggi a “I Fatti Vostri” su Rai Due. In scena icone, talenti e premi speciali. In apertura la forza dei giovani con la sfilata del Liceo Artistico Ernesto Basile di Messina, con in primo piano l’abito rosso “Flocon” ispirato a Valentino, che ha reso omaggio all’indimenticato stilista italiano. L’abito ha ispirato la sezione oreficeria del Basile, che ha realizzato il prezioso ricordo offerto ai premiati, come ha sottolineato la dirigente scolastica Caterina Celesti. Il palco ha visto alternarsi icone del fashion e nuove promesse, con momenti di grande emozione: Tombolini: lo storico marchio di moda uomo, guidato dai valori di artigianalità, sostenibilità e legame con il territorio, ha ricevuto il ME Fashion Award consegnato a Silvio Caligioni Tombolini dal presidente provinciale di Confartigianato Imprese Messina, Alessandro Silvio. A Tombolini anche il Premio Speciale Confartigianato, anticipato sul palco dalle creazioni di tre realtà moda della categoria: Sartoria Ragusa (rappresentata da Caterina Ragusa), Tinarena Fashion Atelier (di Tina Arena) e Idda (di Viviana Ricciardello). Quest’ultima a nome del sodalizio ha omaggiato Tombolini con un piatto artistico di Ceramiche Pattesi. Francesca Liberatore: designer di fama internazionale, docente all’Accademia di Brera e inserita da Fortune tra le 50 donne più influenti d’Italia, ha offerto un’immagine di creatività ed avanguardia ricevendo l’award da Paola Sabella, Segretaria Generale della Camera di Commercio di Messina. Luisa Spagnoli: al centro della serata ha proposto in sfilata un’immagine della collezione Spring/Summer 2026 del brand, simbolo di eccellenza familiare che veste con carattere la donna di oggi. Sul palco l’amministratore delegato e direttrice creativa Nicoletta Spagnoli, una bellissima storia di impresa italiana presente nel mondo. che ha ricevuto l’award dal presidente di Sicindustria Messina Giuseppe Lupò Grandi applausi per Chiara Boni: per lei uno speciale award alla carriera ed un esclusivo “racconto amarcord” con abiti storici tratti dal suo archivio, che hanno riportato a suggestivi momenti della storia del costume italiano. Daniela Fedi: il premio per il giornalismo e la cultura della moda è stato conferito alla nota firma e critico editorialista de Il Giornale, autrice tra l’altro dell’autobiografia della stessa Chiara Boni. A premiarla Santa Vaccaro, Segretaria Generale di Unioncamere Sicilia. La fondatrice dell’evento, Patrizia Casale, ha poi ringraziato il numerosissimo pubblico ricordando come l’edizione 2026 sia stata lanciata il 2 marzo in anteprima a Milano durante la Settimana della Moda, occasione in cui è stato consegnato il premio alla carriera a Mario Boselli, presidente onorario della Camera Nazionale della Moda Italiana e presidente della Fondazione Italia Cina. La serata è stata arricchita dal tributo a Gianni Versace: nel segno degli 80 anni dalla sua nascita, il ME Fashion Award ha celebrato il genio calabrese insieme alla dottoressa Sabina Albano ed a Fabrizio Sudano (Direttore del Museo Archeologico Nazionale di Reggio Calabria), curatori della mostra “Gianni Versace. Terra Mater. Magna Graecia Roots Tribute”. Il momento è stato impreziosito dal contributo video di Santo Versace, (intervistato a Roma dalla consulente artistica del premio Paola Cacianti) che ha inviato un saluto a Messina, città in cui ha studiato e a cui resta profondamente legato. I momenti di spettacolo hanno arricchito il MFW grazie alla potente interpretazione di Alessia Di Bella dello storico brano di Édith Piaf “Inno all’amore”, alla travolgente performance di Samuel Peron ed Elisa Crocchianti che, oltre ad aver infiammato la scena ballando sulle note della hit mondiale “Lose Control” di Teddy Swims, hanno dedicato un appassionato tributo all’icona di libertà e di stile Raffaella Carrà insieme ai talenti di Studio Danza diretto da Mariangela Bonanno, con le ballerine Ludovica D’angelo, Matilde Busdon, Alessia Brunello, Simona Squillaci, Mara Pulitano e Mariachiara Crimi che si sono esibite sulle coreografie di Alice Rella e Mara Pulitano. Il ME Fashion Award si è confermato una vetrina fondamentale per i giovani e per l’ecosistema dell’innovazione siciliana: Sam Badi: premio all’ecosostenibilità per il brand fondato dal designer messinese (nativo di Capo d’Orlando) Marco Vinci, capace di portare tutela dell’ambiente e impegno sociale dalla provincia siciliana a Milano. Ha consegnato il premio Donatella Costantino, responsabile comunicazione di Caffè Barbera. Spazio Startup: curato insieme a Chiara Trombetta, direttrice media eventi di StartupItalia, ha mappato l’ecosistema dell’innovazione nell’Isola sottolineando il valore di Orange Fiber e Pomera. Le due startup sono state premiate dalle dirigenti scolastiche degli istituti partner del ME Fashion: Daniela Pistorino (Dirigente dell’IIS Antonello, che, in collaborazione con altre aziende ed alla categoria Dolciari di Confartigianato, ha curato il buffet post-evento a base di prodotti tipici offerto dalla Camera di Commercio) e Maria Rosaria Sgrò (Dirigente dell’IIS A.M. Jaci / Caio Duilio, che ha gestito i servizi di accoglienza). I premi sono stati ritirati da Federico Motta per Pomera e da Marco Vinci Sambadi per Orange Fiber. Nel gran finale l’Accademia di Belle Arti di Reggio Calabria (guidata dalla docente Deborah Correnti) ha proposto tre creazioni sperimentali delle allieve Ketty Sturniolo, Cristina Pascali e Khadija Khoudmi. Infine un messaggio di inclusività con il gruppo Ambassador (giovani stranieri residenti a Messina), la cui designer Anastassìya Guryeva ha firmato l’abito della valletta dell’evento ed Eda Nur, insieme ad altre componenti, ha realizzato un’esposizione.

Por:Andrea Bazurto Gutiérrez Los laboratorios clínicos desempeñan un papel esencial en la detección temprana de enfermedades, el control debrotes infecciososy la respuesta ante emergencias de salud pública en Puerto Rico. Así lo destacó en entrevista con la revista MSP, la licenciada Alba Rivera, ex presidenta de la Asociación de Laboratorios Clínicos de Puerto Rico. Rivera explicó que las pruebas de laboratorio permiten identificar enfermedades de manera oportuna, facilitando diagnósticos certeros y tratamientos adecuados para los pacientes. “Cuando esa condición de salud logramos detectarla de forma temprana, ayuda a un diagnóstico certero y a que el médico pueda intervenir rápidamente”, señaló. La especialista recordó que durante la pandemia deCOVID-19los laboratorios clínicos de comunidad tuvieron un rol fundamental para identificar casos, notificar a las autoridades de salud pública y ayudar a controlar la propagación del virus. “Puerto Rico dio cátedra de cómo los laboratorios de comunidad pudieron intervenir de forma temprana para identificar los casos, comunicar a salud pública y salvar vidas”, afirmó. Además, destacó que detrás de cada resultado existe el trabajo especializado de tecnólogos médicos, responsables de garantizar la calidad y precisión de las pruebas. “La piedra angular del laboratorio es el tecnólogo médico”, sostuvo. Rivera explicó que la automatización y los avances tecnológicos han transformado la manera en que se realizan las pruebas clínicas. Mientras décadas atrás muchos procesos se hacían manualmente, actualmente los equipos automatizados permiten obtener resultados en menor tiempo. Según detalló, algunos laboratorios de comunidad pueden entregar resultados el mismo día, lo que facilita intervenciones médicas más rápidas, especialmente en casos críticos. Rivera también abordó enfermedades como el norovirus, la leptospirosis y otras infecciones asociadas a contaminación alimentaria o exposición a aguas contaminadas. En el caso del norovirus, explicó que suele propagarse por contaminación alimentaria y puede provocar síntomas gastrointestinales como vómitos y diarrea. Añadió que este tipo de brotes puede presentarse en restaurantes, escuelas y comunidades. Asimismo, alertó sobre los riesgos que aumentan durante temporadas de lluvias e inundaciones, especialmente por enfermedades como la leptospirosis, relacionada con el contacto con agua o superficies contaminadas con orina de rata. “La leptospirosis pone en juego la vida de la persona y el tiempo es bien importante”, advirtió Rivera, quien resaltó que una detección temprana puede permitir tratamientos oportunos y evitar complicaciones graves. Con el inicio de la temporada de huracanes, Rivera enfatizó la importancia de que tanto laboratorios como ciudadanos cuenten con protocolos de preparación y prevención. Entre las recomendaciones, mencionó almacenar agua potable, alimentos seguros, contar con fuentes alternas de energía y evitar el contacto con aguas contaminadas tras inundaciones o tormentas. También insistió en la importancia del lavado de manos y del manejo adecuado de alimentos para prevenir enfermedades gastrointestinales e infecciones bacterianas como la salmonella. En medio debrotes infecciosos, desastres naturales y emergencias sanitarias, los laboratorios clínicos continúan siendo una herramienta esencial para la salud pública en Puerto Rico. Su capacidad para detectar enfermedades de forma temprana, orientar tratamientos y apoyar la vigilancia epidemiológica permite una respuesta más rápida y efectiva ante situaciones que pueden poner en riesgo la vida de las comunidades. Finalmente, Rivera invitó a la población a empoderarse de su salud mediante chequeos preventivos, pruebas de laboratorio periódicas, alimentación balanceada y seguimiento médico continuo.

Le immagini scattate questa sera mostrano una colonna scura uscire dal fumaiolo di una nave in porto. L’Ecoistituto di Reggio Emilia e Genova e Centro di Diritto Ambientale collegano il caso al tema più ampio dell’inquinamento in area portuale e denunciano valori elevati di biossido di azoto registrati ieri tra via Bari e via Buozzi Una colonna di fumo nero si è alzata questa sera dal fumaiolo di un traghetto nel porto di Genova, visibile anche dalla viabilità urbana nella zona tra varco Passo Nuovo, lungomare Canepa e le direttrici verso Savona. Le immagini, scattate da Walter, mostrano il pennacchio scuro salire dalla nave e disperdersi sopra l’area portuale, in una zona già da tempo al centro delle proteste per la qualità dell’aria e per l’impatto delle emissioni legate al traffico marittimo, stradale e logistico. Il nuovo episodio arriva mentre l’Ecoistituto di Reggio Emilia e Genova e Centro di Diritto Ambientale tornano a denunciare una situazione ritenuta critica per l’inquinamento atmosferico in città. Secondo l’associazione, ieri 27 maggio i genovesi sarebbero stati esposti dalle 9 del mattino alle 23 a condizioni di aria «fortemente insalubre», con valori particolarmente elevati di biossido di azoto nelle centraline vicine all’area portuale e alle grandi direttrici di traffico. Il dato più pesante indicato dagli ambientalisti riguarda via Bari, dove sarebbe stato raggiunto un picco di 110 microgrammi di biossido di azoto per metro cubo d’aria. Sempre secondo Ecoistituto – Centro di Diritto Ambientale, per il secondo giorno consecutivo sarebbe stato superato il nuovo limite giornaliero del biossido di azoto, con 59 microgrammi per metro cubo. Peggio ancora, sostengono all’associazione, sarebbe andata in via Buozzi, dove il valore avrebbe toccato quota 79 microgrammi per metro cubo. La denuncia non si limita ai numeri. L’associaziona collega quei livelli di inquinamento a possibili effetti sulla salute, soprattutto per chi soffre di patologie respiratorie o cardiovascolari. «Se avete accusato difficoltà di respirazione, crisi asmatica e qualche vostro conoscente è andato al pronto soccorso per una crisi cardiaca, non sono fatti dovuti al caso», affermano all’Ecoistituto di Reggio Emilia e Genova – Centro di Diritto Ambientale, chiedendo di non trattare questi episodi come semplici anomalie visive o fastidi passeggeri. Il fumo nero dal fumaiolo del traghetto diventa così l’immagine concreta di una questione più ampia: il rapporto tra porto e città, la compatibilità delle attività marittime con la salute dei residenti, il controllo delle emissioni e la necessità di interventi strutturali. Da anni comitati e associazioni chiedono misure più incisive, a partire dall’elettrificazione delle banchine, dal monitoraggio costante delle emissioni navali e da una riduzione dell’impatto dei mezzi pesanti sulle strade urbane che circondano gli scali. L’episodio di questa sera andrà verificato nelle sue cause tecniche e nelle eventuali responsabilità, ma riaccende una preoccupazione già radicata nei quartieri più esposti. Per chi vive tra porto, Sampierdarena, San Teodoro, via Buozzi, via Bari e lungomare Canepa, la qualità dell’aria non è un tema astratto: è una condizione quotidiana, misurata nel respiro, nelle finestre chiuse, negli odori, nelle polveri e nei picchi registrati dalle centraline. E il fumo nero sopra il porto, ancora una volta, rende visibile ciò che spesso resta invisibile fino a quando non entra nei dati ambientali o nei problemi di salute dei cittadini. Se non volete perdere le notizie seguite il nostro sito GenovaQuotidiana il nostro canale Bluesky, la nostra pagina X e la nostra pagina Facebook (ma tenete conto che Facebook sta cancellando in modo arbitrario molti dei nostri post quindi lì non trovate tutto). E iscrivetevi al canale Whatsapp dove vengono postate solo le notizie principali Mi piace: Mi piace Caricamento in corso…

Con la prima riunione del nuovo Consiglio di amministrazione entra nel vivo il mandato di Mauro Mocci alla guida del Consorzio per la gestione dell’Osservatorio Ambientale. Il neo presidente traccia le priorità dell’ente, dal monitoraggio della salute del territorio alla gestione delle centraline ambientali, fino alle prospettive legate al porto e alle nuove infrastrutture. Mocci esprime anche una netta contrarietà al progetto del biodigestore previsto a Civitavecchia, indicando le ragioni ambientali e sanitarie della sua posizione. Al centro dell’azione dell’Osservatorio, spiega, ci sarà la tutela della salute dei cittadini e il rafforzamento degli strumenti di controllo ambientale. Mauro Mocci, nuovo presidente del Consorzio per la gestione dell’Osservatorio Ambientale. È entrato nel vivo di questo nuovo incarico con il primo cda che si è svolto nei giorni scorsi. Partiamo dall’inizio: come arriva per lei questa nomina? «Innanzitutto, desidero ringraziare chi ha voluto che diventassi presidente: prima di tutto il sindaco di Civitavecchia, che mi aveva scelto come delegato, e poi tutti i sindaci che hanno deciso di affidarmi questo incarico. La scorsa settimana abbiamo tenuto il primo Consiglio di amministrazione e abbiamo iniziato a entrare nel merito delle questioni, come sono abituato a fare, per capire quali siano le attività già svolte, quelle rimaste in sospeso e quelle che intendiamo portare avanti. C’è molto materiale su cui lavorare: alcuni progetti sono già avviati e devono essere completati, altri saranno sviluppati in futuro. Tutto questo verrà fatto in piena sintonia con i sindaci del comprensorio e con l’obiettivo di migliorare la qualità della vita e, soprattutto, la salute dei cittadini del territorio. Da questo punto di vista, quello ambientale è un tema che offre molti spunti e numerose questioni da affrontare». Si è già dato un ordine di priorità sulle questioni da affrontare? «Sì. Il nostro è un territorio molto conosciuto dal punto di vista epidemiologico, perché è stato oggetto di numerosi studi. Uno dei progetti già in corso, sviluppato con il Dipartimento di Epidemiologia della Regione Lazio, le Asl Roma 4 e Viterbo, punta a completare il quadro dello stato di salute del territorio e a renderlo facilmente consultabile. L’obiettivo è fare in modo che ogni cittadino possa conoscere il livello di salute della popolazione residente e che ogni amministratore possa accedere ai dati per verificarne l’andamento nel tempo. Non dobbiamo limitarci a fotografare la situazione attuale, ma costruire uno storico che consenta confronti e valutazioni sull’evoluzione delle condizioni sanitarie del territorio. Parliamo di un’area che ha indubbiamente subito importanti pressioni ambientali. Non è necessario ricordare tutti gli impianti presenti, ma è importante soffermarsi su quelli che si vorrebbero realizzare, come il biodigestore, che ritengo non debba essere costruito. Mi permetto di affrontare questo tema perché ritengo che vi siano diverse ragioni, anche di carattere sanitario, per opporsi al progetto. Ne cito almeno tre. La prima è che non rappresenta il modo corretto di gestire la frazione organica dei rifiuti. La materia organica dovrebbe essere trattata attraverso un processo aerobico per produrre compost e restituire materia al ciclo naturale, non attraverso un processo anaerobico finalizzato alla produzione di metano. La seconda ragione riguarda le dimensioni dell’impianto, che considero eccessive: si parla di 120 mila tonnellate, una capacità sproporzionata rispetto alle esigenze del territorio. La terza, e forse più importante, è che Civitavecchia non è il luogo adatto per ospitare un impianto di questo tipo, che dal punto di vista sanitario non rappresenta certamente la soluzione migliore. Questo sarà uno degli argomenti che affronteremo. Allo stesso modo affronteremo la questione del porto. Gli inquinanti, infatti, non provenivano soltanto dalla centrale a carbone, che pure rappresentava la fonte principale. Oggi la centrale di Torrevaldaliga Sud è ferma, ma il porto sta assumendo un peso sempre più rilevante. Per questo abbiamo iniziato a ragionare con i tecnici dell’Osservatorio sulla possibilità di delocalizzare alcune centraline e realizzare un monitoraggio più preciso, in grado di controllare in maniera puntuale le emissioni attualmente presenti sul territorio». C’è poi il tema del monitoraggio ambientale e del rapporto con Arpa Lazio. «La convenzione con Arpa Lazio purtroppo è terminata. È stata concessa una breve proroga di alcuni mesi, ma ora dovremo definire un passaggio definitivo, perché le centraline passeranno all’Osservatorio. Da quanto ho potuto comprendere dal Consiglio di amministrazione, anche se sarà poi l’assemblea dei sindaci a prendere le decisioni definitive, stiamo già avviando interlocuzioni con Arpa Lazio. Ho avuto contatti sia con l’Agenzia sia con il responsabile scientifico dell’Osservatorio, Mauro Rotatori, per capire quale sia l’interesse di Arpa a proseguire questa collaborazione. Personalmente ritengo che la prosecuzione del rapporto con Arpa sarebbe una scelta positiva, perché un ente pubblico rappresenta una garanzia in termini di trasparenza e affidabilità nel controllo e nella gestione delle centraline di monitoraggio. Siamo quindi in attesa di sviluppi e di definire il percorso più opportuno per il futuro».

Il vernissage della mostra fotografica di Giulio D’Ercole a cura di Diana Daneluz è in programma il 29 maggio 2026 all’ArtEX Workshop Gallery Riceviamo e pubblichiamo. ArtEX Workshop Gallery, Nido dell’Aquila a Todi (PG), inaugura venerdì 29 maggio 2026 alle ore 18:30 la mostra fotografica ‘Interpreting Landscapes. Another Italy’ di Giulio D’Ercole, curata da Diana Daneluz, con il Patrocinio del Comune di Todi. In esposizione, in quella che è la decima mostra del fotografo romano, quaranta fotografie di grande formato che attraversano quattro regioni italiane – Trentino-Alto Adige, Toscana, Umbria e Puglia – con uno sguardo che rifiuta la facile retorica della “bellezza” dei luoghi per restituire al paesaggio la sua complessità, la sua tensione, la sua verità più profonda. Il Trentino-Alto Adige di D’Ercole non è quello delle guide alpine. La Toscana non coincide con l’icona delle colline dorate. Le atmosfere nebbiose e nostalgiche dell’Umbria rivelano una vena intimista. La Puglia porta con sé quella qualità dell’aria e della luce che è già racconto prima ancora dello scatto. Quattro luoghi osservati con un unico intento: aspettare il momento in cui il paesaggio smette di recitare la parte di sé stesso. E allora rivelarlo nella sua interezza. Dopo l’inaugurazione, la mostra sarà visitabile presso ArtEX Workshop Gallery, Nido dell’Aquila, Todi dal 29 maggio al 14 giugno, venerdì, sabato e domenica, dalle 11:00 alle 13:00 e dalle 17:00 alle 19:00, con ingresso libero. La fotografia di Giulio D’Ercole viene letta come un’opera capace di fondere paesaggio, atmosfera e tensione simbolica – una riflessione sul rapporto tra l’uomo e l’immensità del mondo naturale. Proprio qui risiede la forza del suo scatto: nell’attimo in cui il visibile lascia emergere qualcosa di più profondo. W. Scott Olsen – Digital Frames Il fotografo Giulio D’Ercole (Roma, 1961) è fotografo e documentarista. Laureato in Lettere e Filosofia con formazione in sceneggiatura (UCLA) e broadcasting (NYU), ha lavorato come producer per RAI Corporation a New York e successivamente in Kenya per le principali agenzie delle Nazioni Unite e numerose ONG internazionali. In quel periodo fonda Canvas Africa Productions, producendo documentari e fotoreportage sui progetti umanitari sul campo. Rientrato in Italia nel 2014, insegna fotografia presso l’Università Pantheon Technology and Design di Roma e fonda Rome Photo Fun Tours. Dal 2022 vive a Todi, dove prosegue la sua ricerca fotografica e artistica. Il suo sguardo, formato nel documentario sociale e nel ritratto umano, non domina né invade il paesaggio: attende. E nel momento in cui la realtà si rivela, lo fissa nello scatto.

El transporte marítimo global enfrenta una presión regulatoria sin precedentes parareducir su huella de carbono, y los puertos se transformaron en el principal foco de atención debido a la polución localizada. Cuando un gran buque de carga o un crucero atraca en una terminal, no apaga sus sistemas por completo;debe mantener activos sus motores auxiliares diésel para garantizar el suministro eléctrico interno. Para dar respuesta a este grave problema de contaminación urbana, unconsorcio europeo de ingeniería navaldiseñó un sistema de generación eléctrica móvil y flotante basado íntegramente en el uso dehidrógeno verde de alta pureza. Esta barcaza tecnológica funciona como unagigantesca “batería limpia” flotante que se acopla de manera externa al lateral de los navíos comerciales. Al conectarse de forma directa al sistema de distribución del barco, la plataforma suministra toda la energía necesaria para la iluminación, refrigeración de contenedores y servicios hoteleros de a bordo. Los balances técnicos preliminares confirman que este traspaso energético genera unareducción neta del 77% en las emisiones de dióxido de carbono (CO2), además de erradicar por completo la liberación de partículas finas y óxidos de nitrógeno en las ciudades portuarias. La verdadera ventaja competitiva de este dispositivo flotante radica en su flexibilidad operativa en comparación con las costosas obras de electrificación terrestre tradicionales.Modificar los muelles de un puerto para instalar cables de alta tensión subterráneos requiere inversiones millonarias y años de parálisis en la infraestructura.En contraste, esta barcaza de hidrógenose desplaza de forma autónoma por el agua, atendiendo a diferentes buques según las necesidades de amarre del operador portuario, lo que acelera los tiempos de adopción de la transición energética en el sector naval de mediano plazo. El factor determinante que impulsa el financiamiento de este proyecto por parte de la Unión Europea es el impacto directo sobre la salud pública de las poblaciones costeras. Los motores auxiliares de los barcos atracados representan una de las principales fuentes de degradación del aire en los centros urbanos marítimos. Al reemplazar la combustión de combustibles fósiles pesados por pilas de hidrógeno, el único residuo físico que libera la plataforma flotante a la atmósfera esvapor de agua completamente limpio, eliminando también la contaminación acústica y las vibraciones constantes que afectan a los trabajadores de los muelles. Las implicancias de este hito de la ingeniería extienden sus fronzas hacia la configuración de las futuras rutas comerciales del comercio exterior. Tras la validación de los primeros ensayos de acoplamiento hídrico, las autoridades marítimas anticipan que los puertos que no ofrezcan alternativas de energía limpia para el año 2030 comenzarán a sufrir penalizaciones comerciales severas y la pérdida de competitividad en sus cánones de carga. El éxito del sistema flotante de hidrógeno demuestra que la tecnología aplicada al agua posee las herramientas necesarias para transformar a las terminales logísticas en eslabones clave de una economía global descarbonizada y responsable.

The transition to cleaner shipping took a major step forward yesterday as the Long Beach Board of Harbor Commission approved a first–of-its kind $1 million incentive to support commercial scale methanol bunkering at the Port of Long Beach. TheClean Fuel Bunkering Challenge Incentive Awardis designed to help move the maritime sector away from conventional dirty fossil fuels and toward cleaner alternatives capable of reducing harmful air pollution, better protect public health and cut climate emissions that contribute to rising temperatures and extreme weather events. There are already more than 400 dual-fuel methanol vessels currently operating or on order globally and are expected to call at major ports such as Long Beach. However, many of these vessels continue to run on hazardous, health-harming conventional fuels due to the lack of available green methanol fuel infrastructure along the West Coast. “Frontline communities in Los Angeles and Long Beach suffer from some of the worst pollution in the nation,” saidCristhian Tapia-Delgado, Climate Campaigner for Southern California, Pacific Environment. “We applaud the Port of Long Beach for approving $1 million to move ocean shipping lines to clean bunkering, but we urge the Port to do everything possible to ensure the cleanest, safest and most sustainable alternative fuels are the ones that achieve long-term success at the Port.” The Port of Long Beach has long served as a national leader in deploying shore power infrastructure and advancing emissions-reduction technologies, and we must ensure this momentum continues as the next generation of cleaner vessels enters service. Achieving the Port of Long Beach’s goals of phasing out emissions from all seaport-related activities will require a large-scale transition to next-generation maritime fuels capable of achieving low- and near-zero greenhouse gas emissions. “We know there is no single, magic fuel solution today, but methanol is emerging as one of the leading fuel alternatives in the maritime industry, said Davina Hurt,Climate Policy Director for Pacific Environment.“As this transition moves forward, shippers and the port must ensure that robust safety precautions must be in place to protect port workers and surrounding communities. At the same time, we urge shipping companies and the Port of Long Beach to carefully choose the cleanest and safest fuel today, choosing any type of methanol is short-sighted. Not all methanol pathways are equal, and long-term investments should focus on truly green methanol solutions that deliver the strongest climate and public health benefits.” According to the ports’ own emission inventories,shipping remains the largest source of NOx emissionsat the San Pedro Bay ports. The San Pedro Bay port complex — handling roughly 40% of all containerized U.S. cargo — is the largest single source of air pollution in the metropolitan region. Port-adjacent, working-class communities of color (like West Long Beach, Wilmington, and San Pedro) experience significantly elevated rates of asthma and up to eight years lower life expectancy due to disproportionate exposure to diesel pollution. The Port of Long Beach must send a clear signal to the maritime industry that the world’s cleanest fleets are welcomed and supported here — This $1 million dollar investment, if implemented correctly, is the first place to start. “This incentive can help catalyze the next chapter of cleaner shipping and help accelerate the deployment of innovative ships and fuels that will define the maritime industry of the future,” Hurt added. ### Pacific Environment confronts our most urgent environmental issues by connecting local and global movements, catalyzing policy change and inspiring action for the benefit of people and our planet. Together, we promote a healthy climate, reduce pollution and conserve biodiversity for an equitable and thriving future.