The determination of the spatiotemporal patterns and driving factors of PM₂.₅ is of great interest to the atmospheric and climate science community, who aim to understand and better control the atmospheric linkage indicators. However, most previous studies have been conducted on pollution-sensitive cities, and there is a lack of large-scale and long-term systematic analyses. In this study, we investigated the spatiotemporal evolution of PM₂.₅ and its influencing factors by using an exploratory spatiotemporal data analysis (ESTDA) technique and spatial econometric model based on remote sensing imagery inversion data of the Yangtze River Economic Belt (YREB), China, between 2000 and 2016. The results showed that 1) the annual value of PM₂.₅ was in the range of 23.49–37.67 μg/m³ with an inverted U-shaped change trend, and the PM₂.₅ distribution presented distinct spatial heterogeneity; 2) there was a strong local spatial dependence and dynamic PM₂.₅ growth process, and the spatial agglomeration of PM₂.₅ exhibited higher path-dependence and spatial locking characteristics; and 3) the endogenous interaction effect of PM₂.₅ was significant, where each 1% increase in the neighbouring PM₂.₅ levels caused the local PM₂.₅ to increase by at least 0.4%. Natural and anthropogenic factors directly and indirectly influenced the PM₂.₅ levels. Our results provide spatial decision references for coordinated trans-regional air pollution governance as well as support for further studies which can inform sustainable development strategies in the YREB.

Attenuated backscatter profiles retrieved by the space borne active lidar CALIOP on-board CALIPSO satellite were used to measure the vertical distribution of smoke aerosols and to compare it against the ECMWF planetary boundary layer height (PBLH) over the smoke dominated region of Indo-Gangetic Plain (IGP), South Asia. Initially, the relative abundance of smoke aerosols was investigated considering multiple satellite retrieved aerosol optical properties. Only the upper IGP was selectively considered for CALIPSO retrieval based on prevalence of smoke aerosols. Smoke extinction was found to contribute 2–50% of the total aerosol extinction, with strong seasonal and altitudinal attributes. During winter (DJF), smoke aerosols contribute almost 50% of total aerosol extinction only near to the surface while in post-monsoon (ON) and monsoon (JJAS), relative contribution of smoke aerosols to total extinction was highest at about 8 km height. There was strong diurnal variation in smoke extinction, evident throughout the year, with frequent abundance of smoke particles at lower height (<4 km) during daytime compared to higher height during night (>4 km). Smoke injection height also varied considerably during rice (ON: 0.71 ± 0.65 km) and wheat (AM: 2.34 ± 1.34 km) residue burning period having a significant positive correlation with prevailing PBLH. Partitioning smoke AOD against PBLH into the free troposphere (FT) and boundary layer (BL) yield interesting results. BL contribute 36% (16%) of smoke AOD during daytime (nighttime) and the BL-FT distinction increased particularly at night. There was evidence that despite travelling efficiently to FT, major proportion of smoke AOD (50–80%) continue to remain close to the surface (<3 km) thereby, may have greater implications on regional climate, air quality, smoke transport and AOD-particulate modelling.

Considering the increasing use of Lithium (Li) and the necessity to fulfil this demand, labile Li occurrence in the environment will be enhanced. Thus, additional research is needed regarding the presence of this element in marine environment and its potential toxic impacts towards inhabiting wildlife. The aim of the present study was to evaluate Li toxicity based on the exposure of Mytilus galloprovincialis to this metal, assessing the biochemical changes related with mussels’ metabolism, oxidative stress and neurotoxicity. For this, organisms were exposed to different Li concentrations (100, 250, 750 μg/L) for 28 days. The results obtained clearly demonstrated that Li lead to mussels’ metabolism depression. The present study also revealed that, especially at the highest concentrations, antioxidant and biotransformation enzymes were not activated, leading to the occurrence of lipid peroxidation and loss of redox homeostasis, with increased content in oxidized glutathione in comparison to the reduced form. Furthermore, after 28 days, higher Li exposure concentrations induced neurotoxic effects in mussels, with a decrease in acetylcholinesterase enzyme activity. The responses observed were closely related with Li concentrations in mussels’ tissues, which were more pronounced at higher exposure concentrations. Such results highlight the potential toxic effects of Li to marine species, which may even be higher under predicted climate changes and/or in the presence of other pollutants.

Microbial community in wastewater treatment plants (WWTPs) are affected by various environmental factors. The microbial communities from different WWTPs around world were compared by meta-analysis of the published high-throughput sequencing data of 16S rRNA of these WWTPs, the various environmental factors considered. Community richness indexes showed significant difference between altitude groups, and there was no latitudinal diversity gradient in WWTPs’ microbiomes. Climate was the most important influential factor and process was the second factor, and latitude and altitude contributed 5.51% and 4.78% of the overall variance of the data separately. Three significantly enriched bacterial communities in latitude and altitude respectively were showed by ternary plots. Mantel test illustrated that microbial community was strongly correlated with dissolved oxygen, temperature and pollutants concentrations. The prediction of potential functions revealed that microbial function structures were more stable than community structures. Some dominant bacteria in WWTPs have potential pathogenicity may pose serious threat to the environment and human health.

Ecological risk assessment associated with seawater intrusions has been supported on the determination of lethal/sublethal effects following standard protocols that force exposure neglecting the ability of mobile organisms to spatially avoid salinized environments. Thus, this work aimed at assessing active emigration from climate change-caused seawater intrusion into freshwater habitats. To specific objectives were delineated: first, to compute median 12-h avoidance conductivities (AC₅₀,₁₂ₕ) for freshwater species, and second, to compare it with literature data (LC₅₀,₄₈ ₒᵣ ₉₆ₕ, EC₅₀,₆ ₒᵣ ₂₁d) to assess the relevance of the inclusion of stressor-driven emigration into risk assessment frameworks. Four standard test species, representing a broad range of ecological niches – Daphnia magna, Heterocypris incongruens, Danio rerio and Xenopus laevis – were selected. The salt NaCl was used as a surrogate of natural seawater to create the saline gradient, which was established in a 7-compartment system.At each specific LC₅₀, ₄₈ ₒᵣ ₉₆ₕ, the proportion of avoiders were well above 50%, ranging from 71 to 94%. At each LC₅₀, considering also avoiders, populations would decline by 85–97%. Furthermore, for D. magna and X. laevis it was noticed that at the lowest conductivities eliciting mortality, the avoidance already exceeded 50%.The results showed that the emigration from salinity-disturbed habitats exists and that can even be more sensitive than standard endpoints. Looking solely to standard endpoints involving forced exposure may greatly underestimate the risk of local population extinction, because habitat function can be severely disrupted, with subsequent stressor-driven emigration, before any adverse physiological effects at the organism level. Thus, the present study highlights the need to include non-forced exposure testing into ecological risk assessment, namely of salinity-menaced costal freshwaters.

This study presents the results of an integrated model developed to evaluate the environmental and health impacts of Electric Vehicle (EV) deployment in a large metropolitan area. The model combines a high-resolution chemical transport model with an emission inventory established with detailed transportation and power plant information, as well as a framework to characterize and monetize the health impacts. Our study is set in the Greater Toronto and Hamilton Area (GTHA) in Canada with bounding scenarios for 25% and 100% EV penetration rates. Our results indicate that even with the worst-case assumptions for EV electricity supply (100% natural gas), vehicle electrification can deliver substantial health benefits in the GTHA, equivalent to reductions of about 50 and 260 premature deaths per year for 25% and 100% EV penetration, compared to the base case scenario. If EVs are charged with renewable energy sources only, then electrifying all passenger vehicles can prevent 330 premature deaths per year, which is equivalent to $3.8 Billion (2016$CAD) in social benefits. When the benefit of EV deployment is normalized per vehicle, it is higher than most incentives provided by the government, indicating that EV incentives can generate high social benefits.

This study examined the long-term trends in chemical components in PM₂.₅ (particulate matter with aerodynamic diameter ≤2.5 μm) samples collected at Lulin Atmospheric Background Station (LABS) located on the summit of Mt. Lulin (2862 m above mean sea level) in Taiwan in the western North Pacific during 2003–2018. High ambient concentrations of PM₂.₅ and its chemical components were observed during March and April every year. This enhancement was primarily associated with the long-range transport of biomass burning (BB) smoke emissions from Indochina, as revealed from cluster analysis of backward air mass trajectories. The decreasing trends in ambient concentrations of organic carbon (−0.67% yr⁻¹; p = 0.01), elemental carbon (−0.48% yr⁻¹; p = 0.18), and non–sea-salt (nss) K⁺ (−0.71% yr⁻¹; p = 0.04) during 2003–2018 indicated a declining effect of transported BB aerosol over the western North Pacific. These findings were supported by the decreasing trend in levoglucosan (−0.26% yr⁻¹; p = 0.20) during the period affected by the long-range transport of BB aerosol. However, NO₃⁻ displayed an increasing trend (0.71% yr⁻¹; p = 0.003) with considerable enhancement resulting from the air masses transported from the Asian continent. Given that the decreasing trends were for the majority of the chemical components, the columnar aerosol optical depth (AOD) also demonstrated a decreasing trend (−1.04% yr⁻¹; p = 0.0001) during 2006–2018. Overall decreasing trends in ambient (carbonaceous aerosol and nss-K⁺) as well as columnar (e.g., AOD) aerosol loadings at the LABS may influence the regional climate, which warrants further investigations. This study provides an improved understanding of the long-term trends in PM₂.₅ chemical components over the western North Pacific, and the results would be highly useful in model simulations for evaluating the effects of BB transport on an area.

The optical properties of light-absorbing carbonaceous aerosols have caused increasing concerns due to their significant impacts on local and regional climates. In this study, particles from biomass burning in home stoves were collected and evaluated for their optical properties. The absorption Ångström exponent (AAE) values ranged from 1.17 to 2.92 and negatively correlated with the modified combustion efficiency, indicatinging more brown carbon in combustion emissions with relatively low combustion efficiencies. The average contribution of brown carbon to the total aerosol absorption at 370 nm was equally as important as that of black carbon (BC), with the average relative contribution fraction of 50% varying from 10% to 84% for different biomasses. The average value of the mass absorption efficiency (MAE) of BC (MAEBC) at 880 nm was positively correlated with the ratio of organic carbon to elemental carbon, indicating the significant coating effects of organic aerosols. The MAE values of BrC at 370 nm were in the range of 1.1–11.3 m²/g, with an average of 5.1 ± 2.2 m²/g. The estimated absorption emission factors at 370 nm and 880 nm were 3.75 ± 3.45 and 0.84 ± 0.78 m²/kg, respectively. Optical property information of particles emitted from real-world biomass burning are imperative in future modeling studies of biomass burning impacts on climate. The limitation of the relatively small sample size for each subgroup fuel calls for more field- and lab-based emission characterization research.

Light absorbing carbonaceous aerosols (LACA) consisting of black carbon (BC) and brown carbon (BrC) have received considerable attention because of their climate and health implications, but their sources, characteristics and fates remain unclear in Southeast Asia (SEA). In this study, we investigated spatio-temporal characteristics of LACA, their radiative properties and potential sources in Singapore under different weather conditions. Hourly BC concentrations, measured from May 2017 to March 2018, ranged from 0.31 μg/m³ to 14.37 μg/m³ with the mean value being 2.44 ± 1.51 μg/m³. High mass concentrations of BC were observed during the south-west monsoon (SWM, 2.60 ± 1.56 μg/m³) while relatively low mass concentrations were recorded during the north-east monsoon (NEM, 1.68 ± 0.96 μg/m³). There was a shift in the Absorption Ångström exponent (AAE) from 1.1 to 1.4 when the origin of LACA changed from fossil fuel (FF) to biomass burning (BB) combustion. This shift is attributed to the presence of secondary BrC in LACA, derived from transboundary BB emissions during the SWM. Lower AAE values were observed when local traffic emissions were dominant during the NEM. This explanation is supported by measurements of water-soluble organic carbon (WSOC) in LACA and the corresponding AAE values determined at 365 nm using a UV–vis spectrophotometer. The AAE values, indicative of the presence of brown carbon (BrC), showed that photochemically aged LACA contribute to an enhancement in the light absorption of aerosols. In addition, spatio-temporal characteristics of BC in the intra-urban environment of Singapore were investigated across diverse outdoor and indoor microenvironments. High variability of BC was evident across these microenvironments. Several air pollution hotspots with elevated BC concentrations were identified. Overall, the results stress a need to control anthropogenic emissions of BC and BrC in order to mitigate near-term climate change impacts and provide health benefits.

Air pollution is one of the most important branches of environmental science as it affects human health, climate and ecosystems. Emissions of air pollutants from transport (vehicles and ships) in port cities strongly affect air quality at local scales, warranting for a combination of theoretical and experimental studies to identify pollution hotspots. The purpose of this paper is to provide a methodology for developing a hybrid emission inventory from transport sector for two port cities located respectively on the Northern Aegean islands of Chios and Lesvos. Emission inventories were constructed for the year 2014 based on top-down and bottom-up approaches. Official data from local authorities and survey results were used for the calculation of emissions. Traffic emissions were spatially allocated to the road network based on population data and hourly traffic counts, and distributed over time (on an hourly basis) with the use of local temporal coefficients.Regarding carbon monoxide road emissions, the highest quantities are mainly emitted by Passenger Cars (43%,32% in Chios and Lesvos respectively) while for PM₁₀ emissions, trucks have the largest share (66% in Chios and 86% in Lesvos). The pollutants that are emitted in greater quantities from the ships at the ports of Mytilene and Chios are NOₓ, followed by SO₂ and CO. Most of the ship emissions in the ports occur by the ships at berth, as they remain berthed for hours whereas maneuvering lasts 15–20 min. As for the daily contribution of the two transport sources to the pollution profile of Mytilene, road emissions are higher for almost all pollutants. However, the contribution of ship emissions is not negligible, especially during the touristic period when marine traffic increases and emissions close to the port area become more important than those from road transport.