Particulate matter from wood burning emissions (Cwₒₒd) was quantified at five locations in the United Kingdom (UK), comprising three rural and two urban sites between 2009 and 2021. The aethalometer method was used. Mean winter Cwₒₒd concentrations ranged from 0.26 μg m⁻³ (in rural Scotland) to 1.30 μg m⁻³ (London), which represented on average 4% (in rural environments) and 5% (urban) of PM₁₀ concentrations; and 8% of PM₂.₅. Concentrations were greatest in the evenings in winter months, with larger evening concentrations in the weekends at the urban sites. Random-forest (RF) machine learning regression models were used to reconstruct Cwₒₒd concentrations using both meteorological and temporal explanatory variables at each site. The partial dependency plots indicated that temperature and wind speed were the meteorological variables explaining the greatest variability in Cwₒₒd, with larger concentrations during cold and calm conditions. Peaks of Cwₒₒd concentrations took place during and after events that are celebrated with bonfires. These were Guy Fawkes events in the urban areas and on New Year's Day at the rural sites; the later probably related to long-range transport. Time series were built using the RF. Having removed weather influences, long-term trends of Cwₒₒd were estimated using the Theil Sen method. Trends for 2015–2021 were downward at three of the locations (London, Glasgow and rural Scotland), with rates ranging from −5.5% year⁻¹ to −2.5% year⁻¹. The replacement of old fireplaces with lower emission wood stoves might explain the decrease in Cwₒₒd especially at the urban sites The two rural sites in England observed positive trends for the same period but this was not statistically significant.

Thermokarst lakes form as the results of ice-rich permafrost thawing and act as important water resources in cold regions. However, the distributions of antibiotic resistance genes (ARGs) in thermokarst lakes are far less studied. Using metagenomic sequencing approach, we provided the first study to document ARGs in thermokarst lakes of the Yellow River Source Area on the Qinghai-Tibet Plateau (QTP). The results revealed that both sediment and water of the thermokarst lakes harbor diverse ARGs. Multidrug resistance genes were the most diverse, while rifamycin resistance genes were the most abundant with rpoB2 and rpoB genes having the highest proportion. Sediment samples contained more ARGs than water samples, but their composition differed between the two types of samples. However, the composition variations of sediment and water ARGs were closely correlated. The Sorensen dissimilarities of ARGs were controlled by strong turnover processes in sediment samples, and by turnover and nestedness in water samples. High contributions of nestedness were found between sediment and water samples. Moreover, ARGs in water had more significant relationships with environmental variables than that in sediment. Given the role of thermokarst lakes as important water resources in permafrost landscape, as well as intensifying influences of climate change and anthropogenetic activities, thermokarst lakes could bring potential ARG risks, warranting further investigation and evaluation.

Engine start-stop (S&S) technology has been substantially incorporated into modern vehicles to save fuel during idling in congested urban areas because fuel economy regulations have become more stringent. However, the potential for increasing particle emissions after engine restarts, especially in cold environments, is of great concern. To investigate the effects of S&S systems on fuel consumption and tailpipe emissions, a chassis dynamometer was employed to measure the fuel consumption, particulate matter (PM), solid particle number (PN), particle number size distribution and black carbon (BC) for a typical gasoline direct injection vehicle when the S&S was on (S&S-on) and when the S&S was off (S&S-off) according to the worldwide harmonized light-duty test cycle in both hot (28 °C) and cold (5 °C) environments. S&S operation resulted in 3.1–4.3% fuel-savings at 28 °C but had a tendency to increase particulate emissions, especially of BC (21.8–31.8%) and PM (19.2–32.8%). Although PN emissions with S&S-on over the entire cycle were slightly lower than those with S&S-off, more particles were emitted during the engine restart moments. In a cold environment, the fuel-savings advantage of the S&S system was weakened, and the negative impacts on the particle emissions during the restart moment worsened. The S&S system resulted in higher abundances of accumulation mode particles, especially under cold ambient conditions. The relationship between the PN reduction rates and idling segments was determining to be exponential. Our results indicate that the S&S system, which may increase particle emissions during restarts, does save fuel, and that a comprehensive evaluation of the system in cold environments is needed to determine the serviceability of new engine technologies and after-treatments.

The catalytic hydrogenolysis of a typical model compound of mulching film waste, polyethylene, was investigated as a potential way to improve economic efficiency of mulching film recycling. Nickel-based heterogeneous catalysts are proposed for polyethylene hydrogenolysis to produce liquid hydrocarbons. Among catalysts supported on various carriers, Ni/SiO₂ catalyst shows the highest activity which may due to the interactions between nickel and silica with the formation of nickel phyllosilicate. As high as 81.18% total gasoline and diesel range hydrocarbon was obtained from the polyethylene hydrogenolysis at relatively mild condition of 280 °C, and 3 MPa cold hydrogen pressure. The result is comparable to what have been reported in previous studies using noble metal catalysts. The gasoline and diesel range hydrocarbon are n-alkanes with a distribution at a range of C₄–C₂₂. The gas products are primarily CH₄ along with a small amount of C₂H₆ and C₃H₈. High yield of CH₄ as much as 9.68% was observed for the cleavage of molecule occurs along the alkane chain.

Distribution in ice is regarded as one of important transport modes for pollutants in seasonal freeze-up waters in cold regions. However, the distribution characteristics and mechanisms of fluorinated antibiotics as emerging contaminants during the water freezing process remain unclear. Here, florfenicol and norfloxacin were selected as model fluorinated antibiotics to investigate their ice-water distribution. Effects of antibiotic molecular structure on the distribution were explored through comparative studies with their non-fluorinated structural analogs. Results showed that phase changes during the ice growth process redistributed the antibiotics, with antibiotic concentrations in water 3.0–6.4 times higher than those in ice. The solute-rich boundary layer with a concentration gradient was presented at the ice-water interface and controlled by constitutional supercooling during the freezing process. The ice-water distribution coefficient (KIW) values of antibiotics increased by 34.8%–38.0% with a doubling of the cooling area. The solute distribution coefficient (Kbₛ) values of antibiotics at −20 °C were 65.6%–70.3% higher than at −10 °C. The KIW and Kbₛ values of all antibiotics were negatively correlated with their water solubilities. The fluorine substituents influenced the binding energies between antibiotics and ice, resulting in a 1.1-fold increase in the binding energy of norfloxacin on the ice surface relative to its structural analog pipemidic acid. The results provide a new insight into the transport behaviors of fluorinated pharmaceuticals in ice-water systems.

As the underlying mechanisms of the adverse effects of cold spells on cardiac events are not well understood, we explored the effects of cold spells on plasma viscosity, a blood parameter linked to cardiovascular disease. This cross-sectional study involved 3622 participants from the KORA S1 Study (1984–1985), performed in Augsburg, Germany. Exposure data was obtained from the Bavarian State Office for the Environment. Cold spells were defined as two or more consecutive days with daily mean temperatures below the 3ʳᵈ, 5ᵗʰ, or 10ᵗʰ percentile of the distribution. The effects of cold spells on plasma viscosity were explored by generalized additive models with distributed lag nonlinear models (DLNM). We estimated cumulative effects at lags 0–1, 0–6, 0–13, 0–20, and 0–27 days separately. Cold spells (mean temperature <3ʳᵈ, <5ᵗʰ or <10ᵗʰ percentile) were significantly associated with an increase in plasma viscosity with a lag of 0–1 days [%change of geometric mean (95% confidence interval): 1.35 (0.06–2.68), 1.35 (0.06–2.68), and 2.49 (0.34–4.69), respectively], and a lag of 0–27 days [18.81 (8.97–29.54), 17.85 (8.29–28.25), and 7.41 (3.35–11.0), respectively]. For the analysis with mean temperature <3ʳᵈ or 10ᵗʰ percentile, we also observed significant associations at lag 0–20 days [8.34 (0.43–16.88), and 4.96 (1.68, 8.35), respectively]. We found that cold spells had significant immediate and longer lagged effects on plasma viscosity. This finding supports the complex interplay of multiple mechanisms of cold on adverse cardiac events and enriches the knowledge about how cold exposure acts on the human body.

Hybrid electric vehicle (HEV) technology is critical to reduce the impact of the internal combustion engines on air pollution and greenhouse gases. HEVs have an advantage in market penetration due to their lower cost and higher driving range compared to battery electric vehicles (BEVs). On the other hand, HEVs use an internal combustion engine and still emit air pollutants. It is hypothesized that HEV performance is impacted by the weather conditions as a result of many factors. It was beyond the scope of this work to systematically evaluate all factors so instead we measured emissions from two vehicles driving city and highway routes in Minneapolis, Minnesota in the winter (−5 °C) and looked for major differences in emissions relative to each vehicle and relative to results that would be obtained from a chassis dynamometer in a controlled laboratory setting at a higher temperature approximately 20 °C). The study then looked to associate differences in emissions with the prevailing conditions to gain new insights. Emissions of interest included the total particle number (TPN), solid particle number (SPN), particulate matter mass (PM), and NOx. One key difference in vehicle engine technology was PFI (port fuel injection) versus GDI (gasoline direct injection). We found the frequency at which the Prius hybrid engine reignited was much higher than the Sonata for city and highway driving, although for both vehicles the catalyst temperature remained high and appeared to be unaffected by the reignitions, despite the cold weather. For most conditions, the Prius emitted more NOₓ but fewer particles than the Sonata. In some cases, NOₓ and particle emissions exceeded the most comparable laboratory-based emissions standards.

Previous studies have developed a stable weather index (SWI) based on meteorological elements that adequately represent PM₂.₅ pollution over the North China Plain (NCP). However, the SWI performs poorly over the Yangtze River Delta (YRD) region because air pollution over this region is affected not only by stagnant weather (STAG) but also by transport (TRANS). For example, air pollutants can be transported from the NCP to the YRD by cold fronts. In this study, an obliquely rotated principal component analysis in the T-model is applied to classify the synoptic patterns of winter weather over the YRD region from 2013 to 2018. Among the four identified synoptic patterns, two of which cause TRANS, one pattern is most likely to cause STAG, and one pattern can lead to either STAG or TRANS depending on the location of high pressure around Shandong province. Due to the large contribution (63%) of TRANS to the total PM₂.₅ pollution events, a transport pollution index (TPI) is constructed to describe the transport features of PM₂.₅ pollution over the YRD region. Our results show that, when considering the SWI alone, the correlation coefficients between the SWI and ln(PM₂.₅) range from 0.50 to 0.57 in the main cities of the YRD. Excitingly, when considering both the TPI and SWI (TPI+SWI), the correlation coefficients increase significantly to 0.63–0.78, suggesting that TPI+SWI better reflects the wintertime PM₂.₅ pollution level over the YRD region. In addition, satisfactory performance in validation also suggests that TPI+SWI can increase the accuracy of evaluating and forecasting of PM₂.₅ pollution episodes over regions downstream of source emissions.

Aquaculture activities in southern Chile demand floating devices to produce electricity powered by diesel generators. It has been recently proposed to replace this fuel with propane. However, little is known about the behaviour and possible environmental impacts of an accidental release of propane underwater. In this study we evaluated the impact of water temperature and salinity on the saturation and further release of propane under controlled laboratory experiments. Results showed that under extreme environmentally relevant scenarios (high and low temperature and salinity), propane saturated the water more quickly. However, while it is important to consider that saturation times can be similar (∼2 h), the magnitudes of propane dissolved can be different. Experiments showed that cold waters (5 °C) propane is dissolved twice than warm waters (20 °C). Residence time was more affected by water temperature and almost independent of water salinity. Propane may take at least 2 days to be released from waters (around 90% of the initial amount dissolved under laboratory conditions).Additionally, we evaluated the impact on dissolved oxygen displacement and the embryotoxicity of the dissolved fraction by using Zebrafish Embryo Toxicity Assay. Results showed that dissolved oxygen was quickly removed. However, the levels of dissolved oxygen were promptly recovered in the studied systems. We also observed that propane can generate genotoxic effects (3–10% mortality), but after 2 days the system can be almost free of propane and the effects may become much lower. Comparatively with the literature, propane showed to be less toxic than diesel and it is a viable and less environmentally hazardous replacement for diesel.