The predicted long lag time between a decrease in atmospheric deposition and a measured response in vegetation has generally excluded the investigation of vegetation recovery from the impacts of atmospheric deposition. However, policy-makers require such evidence to assess whether policy decisions to reduce emissions will have a positive impact on habitats. Here we have shown that 40 years after the peak of SOₓ emissions, decreases in SOₓ are related to significant changes in species richness and cover in Scottish Calcareous, Mestrophic, Nardus and Wet grasslands. Using a survey of vegetation plots across Scotland, first carried out between 1958 and 1987 and resurveyed between 2012 and 2014, we test whether temporal changes in species richness and cover of bryophytes, Cyperaceae, forbs, Poaceae, and Juncaceae can be explained by changes in sulphur and nitrogen deposition, climate and/or grazing intensity, and whether these patterns differ between six grassland habitats: Acid, Calcareous, Lolium, Nardus, Mesotrophic and Wet grasslands. The results indicate that Calcareous, Mesotrophic, Nardus and Wet grasslands in Scotland are starting to recover from the UK peak of SOₓ deposition in the 1970's. A decline in the cover of grasses, an increase in cover of bryophytes and forbs and the development of a more diverse sward (a reversal of the impacts of increased SOₓ) was related to decreased SOₓ deposition. However there was no evidence of a recovery from SOₓ deposition in the Acid or Lolium grasslands. Despite a decline in NOₓ deposition between the two surveys we found no evidence of a reversal of the impacts of increased N deposition. The climate also changed significantly between the two surveys, becoming warmer and wetter. This change in climate was related to significant changes in both the cover and species richness of bryophytes, Cyperaceae, forbs, Poaceae and Juncaceae but the changes differed between habitats.

Nitrogen runoff from fertiliser intensive land uses has become an issue worldwide, contributing to algal blooms, hypoxic waters and aquatic biodiversity losses. This study assessed potential nutrient pollution from blueberry farms in subtropical Australia and examines whether nutrient loads were driven by groundwater discharge and/or surface water runoff. Streams downstream of eight blueberry farms were compared to eight nearby control sites without any blueberry activity. In the 90 day sample period, there were three rain events >90 mm day⁻¹ that produced runoff sufficient to create flooding. Overall, the results revealed a clear link between blueberry farming and nitrogen runoff in headwater streams. While NOX (nitrate + nitrite) was the dominant nitrogen species downstream of blueberry farms, dissolved organic nitrogen (DON) was the dominant species in control sites. The concentrations and loads of NOₓ were one order of magnitude lower in the eight non-blueberry (6.3 ± 2.0 μmol L⁻¹; 1.6 ± 1.2 kg N-NOX ha⁻¹ yr⁻¹) than the eight blueberry (56.9 ± 14.2 μmol L⁻¹; 21.8 ± 8.0 kg N-NOX ha⁻¹ yr⁻¹) sites. NOX concentrations and loads were highest following rain events. Radon (²²²Rn, a natural groundwater tracer) observations and low nitrogen concentration in groundwater samples further suggest that surface runoff dominates the delivery of nitrogen to the creeks investigated. NOX concentrations and loads in creeks correlated with blueberry farm density. At >15% of blueberry land use in a catchment, there was a detectable influence in NOX concentrations and loads in the headwater streams. Assuming that our load estimates can be up-scaled to annual nitrogen creek exports, and that local farmers use the recommended amount of fertiliser (121 kg N ha⁻¹ yr⁻¹), between 18 and 25% of the used fertiliser was lost to the creeks. This implies that there are opportunities for decreasing the use of fertilisers in this catchment and managing any nitrogen that escapes to the creeks.

Emissions from the transportation sector are rapidly changing worldwide; however, the interplay of such emission changes in the face of climate change are not as well understood. This two-part study examines the impact of projected emissions from the U.S. transportation sector (Part I) on ambient air quality in the face of climate change (Part II). In Part I of this study, we describe the methodology and results of a novel Technology Driver Model (see graphical abstract) that includes 1) transportation emission projections (including on-road vehicles, non-road engines, aircraft, rail, and ship) derived from a dynamic technology model that accounts for various technology and policy options under an IPCC emission scenario, and 2) the configuration/evaluation of a dynamically downscaled Weather Research and Forecasting/Community Multiscale Air Quality modeling system.By 2046–2050, the annual domain-average transportation emissions of carbon monoxide (CO), nitrogen oxides (NOx), volatile organic compounds (VOCs), ammonia (NH3), and sulfur dioxide (SO2) are projected to decrease over the continental U.S. The decreases in gaseous emissions are mainly due to reduced emissions from on-road vehicles and non-road engines, which exhibit spatial and seasonal variations across the U.S. Although particulate matter (PM) emissions widely decrease, some areas in the U.S. experience relatively large increases due to increases in ship emissions. The on-road vehicle emissions dominate the emission changes for CO, NOx, VOC, and NH3, while emissions from both the on-road and non-road modes have strong contributions to PM and SO2 emission changes. The evaluation of the baseline 2005 WRF simulation indicates that annual biases are close to or within the acceptable criteria for meteorological performance in the literature, and there is an overall good agreement in the 2005 CMAQ simulations of chemical variables against both surface and satellite observations.

In this study, the effects of descent flight path angle (between 1.25° and 4.25°) on aircraft gaseous emissions (carbon monoxide, total hydrocarbons and nitrogen oxides) are explored using actual flight data from aircraft flight data recording system and emissions indices from the International Civil Aviation Organization. All emissions parameters are corrected to flight conditions using Boeing Fuel Flow Method2, where the ambient air pressure, temperature and humidity data are obtained from long-term radiosonde data measured close to the arrival airport. The main findings highlight that the higher the flight path angle, the higher the emission indices of CO and HC, whereas the lower the emissions index of NOx and fuel consumption. Furthermore, during a descent, a heavier aircraft tends to emit less CO and HC, and more NOx. For a five-tonne aircraft mass increase, the average change in emissions indices are found to be −4.1% and −5.7% (CO), −5.4% and −8.2% (HC), and +1.1% and +1.6% (NOx) for high and low flight path angle groups, respectively. The average emissions indices for CO, HC and NOx during descent are calculated to be 24.5, 1.7 and 5.6 g/kg of fuel, whereas the average emissions for descending from 32,000 ft (9.7 km) and 24,000 ft (7.3 km) are calculated to be 7–8 kg (CO), ∼0.5 kg (HC) and ∼3 kg (NOx).

The origin of PM₂.₅ has long been the subject of debate and stable isotopic tools have been applied to decipher. In this study, weekly PM₂.₅ samples were simultaneously collected at an urban (Seoul) and rural (Baengnyeong Island) site in Korea from January 2014 through February 2016. The seasonal variation of isotopic species showed significant seasonal differences with sinusoidal variation. The isotopic results implied that isotope species from Baengnyeong were mostly originated from coal combustion during China's winter heating seasons, whereas in summer, the isotopic patterns observed that were more likely to be from marine. In Seoul, coal combustion related isotopic patterns increased during China's winter heating period while vehicle related isotopic patterns were dominated whole seasons by default. Therefore, aerosol formation was originated from long-range transported coal combustion-related NOₓ by vehicle-related NH₃ in Seoul. δN-NH₄⁺ in Seoul showed highly enriched ¹⁵N compositions in all seasons, indicating that NH₃ from vehicle emission is the important source of NH₄⁺ in PM₂.₅ in Seoul. In addition, Baengnyeong should be consistently considered as a key region for observing the changes of isotopic features depend on the contribution of individual emissions to the atmospheric as a result of the reduction of coal consumption in China.

Pollutant emissions from incomplete combustion of raw coal in low-efficiency residential heating stoves greatly contribute to winter haze in China. Semi-coke coals and improved heating stoves are expected to lower air pollutant emissions and are vigorously promoted by the Chinese government in many national and local plans. In this study, the thermal performance and air pollutant emissions from semi-coke combustion in improved heating stoves were measured in a pilot rural county and compared to the baseline of burning raw coal to quantify the mitigation potential of air pollutant emissions. A total of five stove-fuel combinations were tested, and 27 samples from 27 different volunteered households were obtained. The heating efficiency of improved stoves increased, but fuel consumption appeared higher with more useful energy output compared to traditional stoves. The emission factors of PM2.5, SO2, and CO2 of semi-coke burning in specified improved stoves were lower than the baseline of burning raw coal chunk, but no significant NOx and CO decreases were observed. The total amount of PM2.5 and SO2 emissions per household in one heating season was lower, but CO, CO2, and NOx increased when semi-coke coal and specified improved stoves were deployed. Most differences were not statistically significant due to the limited samples and large variation, indicating that further evaluation would be needed to make conclusions that could be considered for policy.

The associations of air pollution with chronic kidney disease (CKD) have not yet been fully studied. We enrolled 8,497 Taipei City residents older than 65 years and calculated the estimated glomerular filtration rate (eGFR) using the Taiwanese Chronic Kidney Disease Epidemiology Collaboration equation. Proteinuria was assessed via dipstick on voided urine. CKD prevalence and risk of progression were defined according to the KDIGO 2012 guidelines. Land-use regression models were used to estimate the participants’ one-year exposures to PM of different sizes and traffic-related exhaust, PM₂.₅ absorbance, nitrogen dioxide (NO₂), and NOₓ. Generalized linear regressions and logistic regressions were used to examine the associations of one-year air pollution exposures with eGFR, proteinuria, CKD prevalence and risk of progression. The results showed that the interquartile range (IQR) increments of PM₂.₅ absorbance (0.4 × 10⁻⁵/m) and NO₂ (7.0 μg/m³) were associated with a 1.07% [95% confidence interval (CI): 0.54–1.57] and 0.84% (95% CI: 0.37–1.32) lower eGFR, respectively; such relationships were magnified in subjects who had an eGFR >60 ml/min/1.73 m² or who were non-diabetic. Similar associations were also observed for PM₁₀ and PM₂.₅₋₁₀. Two-pollutant models showed that PM₁₀ and PM₂.₅ absorbance were associated with a lower eGFR. The odd ratios (ORs) of CKD prevalence and risk of progression also increased with exposures to PM₂.₅ absorbance and NO₂. In summary, one-year exposures to traffic-related air pollution were associated with lower eGFR, higher CKD prevalence, and increased risk of CKD progression among the elderly population. Air pollution-related impaired renal function was stronger in non-CKD and non-diabetic subjects.

The total volume of the coal processing wastes (filter cakes) produced by Russia, China, and India is as high as dozens of millions of tons per year. The concentrations of CO and CO₂ in the emissions from the combustion of filter cakes have been measured directly for the first time. They are the biggest volume of coal processing wastes. There have been many discussions about using these wastes as primary or secondary components of coal-water slurries (CWS) and coal-water slurries containing petrochemicals (CWSP). Boilers have already been operationally tested in Russia for the combustion of CWSP based on filter cakes. In this work, the concentrations of hazardous emissions have been measured at temperatures ranging from 500 to 1000°С. The produced CO and CO₂ concentrations are shown to be practically constant at high temperatures (over 900°С) for all the coal processing wastes under study. Experiments have shown the feasibility to lowering the combustion temperatures of coal processing wastes down to 750–850°С. This provides sustainable combustion and reduces the CO and CO₂ emissions 1.2–1.7 times. These relatively low temperatures ensure satisfactory environmental and energy performance of combustion. Using CWS and CWSP instead of conventional solid fuels significantly reduces NOₓ and SOₓ emissions but leaves CO and CO₂ emissions practically at the same level as coal powder combustion. Therefore, the environmentally friendly future (in terms of all the main atmospheric emissions: CO, CO₂, NOₓ, and SOₓ) of both CWS and CWSP technologies relies on low-temperature combustion.

To improve the accuracy and temporal-spatial resolution for a vehicle emission inventory in a medium-sized city with a strip road network, this study was conducted based on detailed hourly traffic-flow data for each day of 2014, and covered all road types and regions in the city of Foshan. Detailed hourly emission characteristics and sources in five regions were analysed. The results showed that the total vehicle emissions of CO, NOX, VOCs, and PM2.5 were 13.10 × 104, 0.23 × 104, 4.46 × 104, and 0.18 × 104 tons, respectively. Motorcycles (MCs) and light passenger cars (LPCs) were the dominant contributors of CO emissions, while buses and heavy passenger cars (HPCs) were the dominant contributors for NOX. As a whole, the daytime contributions to total emissions were close to 80%, and emissions during the peak periods accounted for almost 40%. Specifically, the hourly emissions of each pollutant on workdays were higher than on non-workdays (maximum up to 64.2%), and for some roads the early peak periods changed significantly from workdays to non-workdays. At expressways, artery roads, and local roads, the daily emission intensities of CO, NOx, and PM2.5 in Foshan were close to or even higher than that of Beijing. On a regional scale, the temporal variation of vehicle emissions on workdays at artery roads of different regions were similar. In addition, the higher emission intensities of CO and VOCs were identified in DaLiang-RongGui (DLRG) and that of NOX and PM2.5 were in Central Region (CR). These results are meaningful for decision-makers to help provide more detailed vehicle pollution control measures in Foshan with a strip road network and only one ring road.

Based on ozone observation data from urban stations and the Dingling (DL) background station, we investigated the trend of ozone concentrations in Beijing during 2004–2015. For urban stations, both O3_1 h and O3_8 h increased stably with a clear and significant linear pattern and the increase rate was notably higher during the period of May to Sep. Meanwhile, the variation of O3_1 h and O3_8 h for the DL station did not demonstrate a regular pattern. During this period, the differences between the diurnal peak of ozone concentrations at the DL background station and urban stations decreased significantly due to the rapid urbanization of Beijing. Furthermore, we examined simultaneous variations of ozone and its precursors during 2015 Grand Military Parade and 2014 APEC meeting and evaluated the performances of different emission-reduction measures during the two specific events. For 2015 Grand Military Parade, emission-reduction measures were implemented 14 days in advance, which led to a notable decrease of ozone concentrations during the Parade period. For 2014 APEC meeting, emission-reduction measures were not implemented in advance, which led to incomplete VOCs reduction and high VOCs/NOx values, and thus a significant increase of ozone concentrations during the APEC period. The emission-reduction measures during APEC and PARADE periods both slowed down the accumulation and cut down the concentration peaks of ozone. We also analyzed simultaneous concentration variations of ozone and its precursors in long time-series. The results proved that compared with other precursors, NO2/NO was an effective indicator for ozone concentration in Beijing, especially in urban areas. The findings from this research provide useful reference for better monitoring and managing ozone concentrations in Beijing and other cities through properly designed and implemented emission-reduction measures.