Aircraft soot has a significant impact on global and local air pollution and is of particular concern for the population working at airports and living nearby. The morphology and chemistry of soot are related to its reactivity and depend mainly on engine operating conditions and fuel-type. We investigated the morphology (by transmission electron microscopy) and chemistry (by X-ray micro-spectroscopy) of soot from the exhaust of a CFM 56-7B26 turbofan engine, currently the most common engine in aviation fleet, operated in the test cell of SR Technics, Zurich airport. Standard kerosene (Jet A-1) and a biofuel blend (Jet A-1 with 32% HEFA) were used at ground idle and climb-out engine thrust, as these conditions highly influence air quality at airport areas. The results indicate that soot reactivity decreases from ground idle to climb-out conditions for both fuel types. Nearly one third of the primary soot particles generated by the blended fuel at climb-out engine thrust bear an outer amorphous shell implying higher reactivity. This characteristic referring to soot reactivity needs to be taken into account when evaluating the advantage of HEFA blending at high engine thrust. The soot type that is most prone to react with its surrounding is generated by Jet A-1 fuel at ground idle. Biofuel blending slightly lowers soot reactivity at ground idle but does the opposite at climb-out conditions. As far as soot reactivity is concerned, biofuels can prove beneficial for airports where ground idle is a common situation; the benefit of biofuels for climb-out conditions is uncertain.

The present study was carried out in Nepal, a landlocked country located between world's two most populous countries i.e. India and China. In this study, the occurrence, profiles, spatial distributions and fate of eight organophosphate ester flame retardants (OPFRs) were investigated in indoor air and house dust. Overall, the concentrations of ∑OPFR were in the range of 153–12100 ng/g (median732 ng/g) and 0.32–64 ng/m3 (median 5.2 ng/m3) in house dust and indoor air, respectively. The sources of high OPFR in the indoor environment could be from locally used wide variety of consumer products and building materials in Nepalese houses. Significantly, high concentration of tri-cresyl phosphate (TMPP) was found both in air and dust, while tri (2-ethylhexyl) phosphate (TEHP) had the highest concentration in air samples. It might be due to fact that the high concentrations of TMPP are related to intense traffic and/or nearby airports. On the other hand, significantly high concentration of TEHP could be due to anthropogenic activities. Only TEHP showed positive correlation between indoor air and house dust (Rho = 0.517, p < 0.01), while rest of compounds were either less correlated or not correlated at all. The estimated human exposure to ∑OPFR via different pathway of intake suggested dermal absorption via indoor dust as major pathway of human exposure to both children and adult population. However, other pathways of OPFR intake such as dietary or dermal absorption via soil may still be significant in case of Nepal.

There has been a continuously growing trend in international commercial air traffic, with the exception of COVID-19 crises; however, after the recovery, the trend is expected to even sharpen. The consequences of released emissions and by-products in the environment range from human health hazards, low air quality and global warming. This study is aimed to investigate the role of aviation emissions in global warming. For this purpose, data on different variables including global air traffic and growth rate, air traffic in different continents, total global CO₂ emissions of different airlines, direct and indirect emissions, air traffic in various UK airports and fuel-efficient aircraft was collected from various sources like EU member states, Statista, Eurostat, IATA, CAA and EUROCONTROL. The results indicated that in 2019, commercial airlines carried over 4.5 × 10⁹ passengers on scheduled flights. However, due to the COVID-19 pandemic in 2020, the global number of passengers was reduced to 1.8 × 10⁹, representing around a 60% reduction in air traffic. Germany was the largest contributor to greenhouse gas (GHG) from the EU, releasing 927 kt of emissions in 3 years. In the UK, Heathrow airport had the highest number of passengers in 2019 with over 80 million, and the study of monthly aircraft movement revealed that Heathrow Airport also had the highest number of EU and International flights, while Edinburgh had the domestic flights in 2018. These research findings could be beneficial for airlines, policymakers and governments targeting the reduction of aircraft emissions.

The Arctic is considered a pristine environment, where pollution mainly originates from global sources. The present study examines particle number concentrations (PNCs) and the main sources of airborne ultrafine particles (UFPs, d < 100 nm) in the town Sisimiut and two nearby settlements, Sarfannguit and Itilleq, in West Greenland. Measurements were carried out during three weeks in April and May 2016. Air temperatures during the measurements ranged from −4.4 to +8.7 °C. A portable condensation particle counter (P-Trak) was used for the measurements. Results showed that the lowest concentrations were found during days with high wind speeds, with the lowest PNC average of 72 ± 11 cm−3 (n = 9) (12 m/s). Background concentrations were usually low compared to more densely populated countries, with a couple of exceptions, where there was no clear cause for elevated PNCs in a background area East of Sisimiut. Measured PNCs in the flue gas in the waste incineration plant in Sisimiut showed up to 334,976 cm−3 and are expected to be higher in the gas after it is released through the chimney. Average PNCs up to 77,009 ± 43,880 cm−3 (n = 26) were measured by a road located by the harbor in Sisimiut, while subsequent measurements at the same location showed much lower PNCs. The presence of heavy machinery elevated PNCs highly during two measurement events, giving PNCs up to 270,993 cm−3 but dropping to 1180 cm−3 10 min later, after the vehicle had passed by. A measurement event in Sisimiut Airport while an aircraft landed and departed showed an average PNC of 44,741 ± 85,094 cm−3 (n = 21). Two 24-h measurements resulted in average PNCs of 2960 ± 5704 cm−3 and 3935 ± 10,016 cm−3 respectively.

Plans are being made to construct Dalian Offshore Airport in Jinzhou Bay with a reclamation area of 21km2. The large-scale reclamation can be expected to have negative effects on the marine environment, and these effects vary depending on the reclamation techniques used. Water quality mathematical models were developed and biology resource investigations were conducted to compare effects of an underwater explosion sediment removal and rock dumping technique and a silt dredging and rock dumping technique on water pollution and fishery loss. The findings show that creation of the artificial island with the underwater explosion sediment removal technique would greatly impact the marine environment. However, the impact for the silt dredging technique would be less. The conclusions from this study provide an important foundation for the planning of Dalian Offshore Airport and can be used as a reference for similar coastal reclamation and marine environment protection.

Anthropogenic activities have become an important source of heavy metals to the marine environments. Biological sentinels like seabirds’ chicks have been widely used to monitorize the levels of some heavy metals. Due to its mainly marine foraging habits, Audouin’s gull fits well for this purpose. Mercury and lead levels were measured in mantle feathers of Audouin’s gull chicks from two colonies in NE Iberian Peninsula: the Ebro Delta and the Llobregat Delta. Both are anthropized areas subject to differential pollutant inputs. Lead levels were significantly higher in the Llobregat Delta probably due to the use of leaded fuel in the nearby Barcelona airport. On the other side, mercury concentrations were higher in the Ebro Delta, in relation with the disposal of the toxic sediments at the Flix site carried down by the Ebro River. These mercury levels in the Ebro chicks reached values that have been described as toxic.

The effects of underwater noise pollution on marine life are of increasing concern. Research and management have focussed on the strongest underwater sound sources. Aerial sound sources have understandably been ignored as sound transmits poorly across the air-water interface. However, there might be situations when air-borne noise cannot be dismissed. Commercial passenger airplanes were recorded in a coastal underwater soundscape exhibiting broadband received levels of 84–132 dB re 1 μPa rms. Power spectral density levels of airplane noise underwater exceeded ambient levels between 12 Hz and 2 or 10 kHz (depending on site) by up to 36 dB. Underwater noise from airplanes is expected to be audible to a variety of marine fauna, including seals, manatees, and dolphins. With many of the world's airports lying close to the coast, it is cautioned that airplane noise not be ignored, in particular in the case of at-risk species in small, confined habitats.

It seems obvious that the noise levels in local communities surrounding airports influences the level of acceptance of an airport. What is not so evident is the effect of non-acoustic factors that increase the societal rejection, like the lack of sensitivity and empathy from the authorities and airport managers, the lack of trust in them, the lack of information and transparency, the perception of being excluded from the decision making and so on. Complementary to the traditional strategies based on the reduction of noise exposure, a community engagement and involvement approach brings new possibilities to manage noise around airports, trying to exploit the non-acoustic factors that have negatively affected the community response. Building trust among the stakeholders is a key factor in this strategy, and it must be based on a long-term, honest, and transparent two-way communication. In the last decade, the huge growth of the information and communication technologies has opened new opportunities that the aviation organizations and stakeholders are starting to explore in depth trying to reduce the degree of rejection of the airport, which may compromise the utilization of existing and future infrastructure. In this review, we make a short introduction on aircraft noise health effects, to focus annoyance and the influence that non-acoustic factors on it. Then, we describe the basis of community engagement as a parallel approach to mitigate noise issues around airports, setting the focus on the noise metrics and the involvement techniques that must be implemented to engage the community.

In this paper, we investigate the footprint of the operation of Athens International Airport in loads of air pollutants emitted during the Landing-Take Off phase of incoming and outgoing flights. This part of the flight has the distinctive characteristic that it operates in the human environment, at low altitudes, so it directly affects the air quality at the airport and its surroundings by changing the total amounts of air pollutants involved. The present survey covers the period 2002–2019 and only civil aircrafts flights have been considered. In particular, the concentrations mono-nitrogen oxides (NOX), carbon monoxide (CO), carbon dioxide (CO₂), unburnt hydrocarbons (HC) and total Particulate Matter (PM) consisting of volatile organic PM, volatile sulphuric PM and non-volatile PM have been studied. According to the results obtained more than 6500 kt of CO₂, almost 28 kt of NOX, about 18 kt of CO, almost 1.5 kt of HC and 0.3 kt of PMₜₒₜₐₗ have been released into the atmosphere during the total operating time of the airport. Actions related to the conduct of new measurements of air pollutants are aimed which point to the reduction of their impacts in the coming years.

A critical problem derived from airport operations is the environmental impact of runoff water. Airport runoff includes a complex mixture of pollutants, e.g., from deicing agents, that may affect negatively natural water bodies. This study assesses the spatial and temporal aquatic ecotoxicity of runoff water and possible aeroplane drift in a German airport. Over winter 2012–2013, from November to May, water samples were collected within the airport and surrounding area. These samples were analyzed using traditional physicochemical analysis and biotests with two aquatic organisms from different trophic levels, Lemna gibba and Aliivibrio fischeri. Overall, the samples examined in this study were relatively non-toxic to the tested organisms. The physicochemical parameters were mainly influenced by the sampling period being higher in colder months. In contrast, the ecotoxicity was influenced by the sampling site. For sites within the airport, a high correlation between the physicochemical parameters (EC and TOC) and toxicity in L. gibba was found. These correlations were not evident in samples taken outside the airport or when A. fischeri was used as a bioindicator. However, a pronounced seasonality has been observed, linked to the coldest months with average inhibition values of 50% in L. gibba and 25% in A. fischeri, particularly in January. Both biotests yielded differing results; therefore, more biotests should be included. However, L. gibba showed a good response with this type of water samples to be included in future studies together with detailed chemical analysis. The present study provides data to assess the potential ecotoxicological effects of airport runoff affected by winter operations.