The use of bivalves such as the brown mussel (Perna perna) and the black mussel (Choromytilus meridionalis) is common in the study of marine pollution and the effect of these pollutants on ecosystems and are important in both economic and ecological roles. Namibian marine ecosystems are threatened by pollution from mining, commercial fishing and population growth. The aims of this study were to determine baseline metal concentrations, spatial variation and variation between species. Metal levels in C. meridionalis from Guano Platform (GP) are the lowest of all the sites. The most polluted sites are Rocky Point (RP), Halifax Island (HIL) and between Walvis Bay and Swakopmund (WS). The bioaccumulation of metals between P. perna and C. meridionalis were not uniform for all metals. Overall the study indicates the condition of the coastline to be mostly normal, with Cd and Pb levels being of concern.

Strong differences have been observed between the assemblages on artificial reefs and on natural hard-bottom habitats worldwide, but little is known about the mechanisms that cause contrasting biodiversity patterns. We examined the influence of spatial attributes in relation to both biogenic and topographic microhabitats, in the distribution and composition of intertidal species on both artificial and natural reefs. We found higher small-scale spatial heterogeneity on the natural reef compared with the study breakwater. Species richness and diversity were associated with a higher availability of crevices, rock pools and mussels in natural habitats. Spatial distribution of certain grazers corresponded well with the spatial structure of microhabitats. In contrast, the lack of microhabitats on the breakwater resulted in the absence of several grazers reflected in lower species richness. Biogenic and topographic microhabitats can have interactive effects providing niche opportunities for multiple species, explaining differences in species diversity between artificial versus natural reefs.

Methods that quantify dissolved hydrocarbons are needed to link oil exposures to toxicity. Solid phase microextraction (SPME) fibers can serve this purpose. If fibers are equilibrated with oiled water, dissolved hydrocarbons partition to and are concentrated on the fiber. The absorbed concentration (Cpolymer) can be quantified by thermal desorption using GC/FID. Further, given that the site of toxic action is hypothesized as biota lipid and partitioning of hydrocarbons to lipid and fibers is well correlated, Cpolymer is hypothesized to be a surrogate for toxicity prediction. To test this method, toxicity data for physically and chemically dispersed oils were generated for shrimp, Americamysis bahia, and compared to test exposures characterized by Cpolymer. Results indicated that Cpolymer reliably predicted toxicity across oils and dispersions. To illustrate field application, SPME results are reported for oil spills at the Ohmsett facility. SPME fibers provide a practical tool to improve characterization of oil exposures and predict effects in future lab and field studies.

California Clapper Rails (Rallus longirostris obsoletus) are an endangered waterbird that forage in tidal-marsh habitats that pose risks from mercury exposure. We analyzed total mercury (Hg) in six macro-invertebrate and one fish species representing Clapper Rail diets from four tidal-marshes in San Francisco Bay, California. Mercury concentrations among individual taxa ranged from lowest at Colma Creek (mean range: 0.09–0.2μg/gdw) to highest at Cogswell (0.2–0.7), Laumeister (0.2–0.9) and Arrowhead Marshes (0.3–1.9). These spatial patterns for Hg matched patterns reported previously in Clapper Rail blood from the same four marshes. Over 25% of eastern mudsnails (Ilyanassa obsolete) and staghorn sculpin (Leptocottus armatus) exceeded dietary Hg concentrations (ww) often associated with avian reproductive impairment. Our results indicate that Hg concentrations vary considerably among tidal-marshes and diet taxa, and Hg concentrations of prey may provide an appropriate proxy for relative exposure risk for Clapper Rails.

Mussels (Mytilus galloprovincialis) from the Turkish Straits Systems were analyzed for sixteen parent polycyclic aromatic hydrocarbon (PAH) contents by high performance liquid chromatography (HPLC). This marine organism was selected because of its multitude, wide distribution, being bio indicator for the pollution and consumption by humans. Total PAH concentrations ranged from 1.2 to 589μgg−1 in Istanbul Strait, 0.94–36.4μgg−1 in Marmara Sea and 0.4–47.9μgg−1 in Çanakkale Strait during the samplings. According to the results Istanbul and Çanakkale Straits are more polluted than the Marmara Sea.

The level and source of 16 polycyclic aromatic hydrocarbons (PAHs) were investigated in the surface sediments from the Gorgan Bay, Caspian Sea. The sum of 16 PAHs (ΣPAH16) concentrations varied from 107.87 to 516.18ngg−1dry weight, with average value of 270.96±150.47ngg−1dry weight. Ecological risk assessment of PAHs, indicated that adverse biological effects caused by acenaphthene, naphthalene, fluoranthene and Pyrene occasionally and frequently may take place in the sediments of Gorgan Bay. PAHs source identification demonstrated that the PAHs come from mixed and pyrogenic origin.

In order to analyze the spatial distribution patterns, pollution sources and ecological risks of heavy metals (As, Cd, Cr, Cu, Mn, Ni, Pb and Zn), 30 sediment samples were taken from in the Yangtze River Estuary (YRE). The results indicated that the contamination ranking of heavy metals was As>Cr>Cd>Ni>Mn>Pb>Zn>Cu. In the various areas, the pollution magnitude decreased as follows: adjacent sea>river mouth>inner-region. Compared to data published for other regions, the YRE data indicated that the sediment was not severely contaminated by heavy metals. In the YRE, natural and anthropogenic inputs dominated the distribution patterns of the heavy metals. Beyond that, the hydrodynamic conditions, such as the Taiwan warm current, coastal current and Yangtze diluted water, also caused distribution variations in the study areas.

Forty-five beaches at 41 bathing area locations in Wales were analysed for litter in 2000 and 2012, via a standard seven category checklist. Fourteen resorts, 2 urban, 11 village, 15 rural 3 remote, were graded, A to D. A grade beach numbers changed from 5 to19; B, 27 to 24; C, 9 to 2; D, 4 to 0, many beaches maintaining their current status. Assuming trend continuance within the next 12years, the A:B grade ratio would approach equilibrium of 44:56, with no grade C or D beaches. Recreational litter was ubiquitous; fishing materials prevalent along Cardigan Bay. New water treatment plant investment reduced sewage related debris. Despite apparent increased awareness of beach litter, improving visitor behaviour through information/education should be a future priority. Removing a few gross items could improve beach grades at little cost to local authorities and benefits to the Welsh economy.

A chassis dynamometer study was conducted to compare the characteristics of particle emissions from a port fuel injection (PFI) and a gasoline direct injection (GDI) car, both of which comply with Euro 4 exhaust emission standards. Experiments were carried out over the New European Driving Cycle (NEDC), the ECE–15 segments, the period from 0 to 49 s within the NEDC procedure (FSE) and the Extra Urban Driving Cycle segment. Exhaust particles were characterized in terms of the particle number, surface area, volume and size distributions between 30nm and 1μm. Under the NEDC, the GDI car had particle emissions weighted by particle number, surface area and volume that were 56–2 739% higher than the emissions from the PFI car in the range of particle size measured, and the particle number, volume and surface area emissions per km for the GDI car are respectively 5.3, 9.0 and 14.6 times higher than those for the PFI car. Among the testing conditions employed, the highest concentrations of average particle number, surface area and volume were found in the FSE, and the particle number, surface area and volume for the GDI car were respectively 9.5, 33.2 and 39.8 times higher than those for the PFI car. Moreover, the peak of the particle size distributions for the PFI car was toward a smaller size, while that for the GDI was toward a larger size, indicating that particles emitted by the PFI car are much smaller than those emitted by the GDI car.