Increased interest in backyard food production has drawn attention to the risks associated with urban trace element contamination, in particular lead (Pb) that was used in abundance in Pb-based paints and gasoline. Here we examine the sources, pathways and risks associated with environmental Pb in urban gardens, domestic chickens and their eggs. A suite of other trace element concentrations (including As, Cd, Cr, Cu, Hg, Mn, Ni, Pb, Zn) are reported from the sampled matrices. Sixty-nine domestic chickens from 55 Sydney urban gardens were sampled along with potential sources (feed, soil, water), blood Pb concentrations and corresponding concentrations in eggs. Age of the sampled chickens and house age was also collected. Commercial eggs (n = 9) from free range farms were analysed for comparative purposes. Study outcomes were modelled using the large Australian VegeSafe garden soil database (>20,000 samples) to predict which areas of inner-city Sydney, Melbourne and Brisbane are likely to have soil Pb concentrations unsuitable for keeping backyard chickens. Soil Pb concentrations was a strong predictor of chicken blood and egg Pb (p=<0.00001). Almost 1 in 2 (n = 31/69) chickens had blood Pb levels >20 μg/dL, the level at which adverse effects may be observed. Older homes were correlated with higher chicken blood Pb (p = 0.00002) and egg Pb (p = 0.005), and younger chickens (<12 months old) had greater Pb concentrations, likely due to increased Pb uptake during early life development. Two key findings arose from the study data: (i) in order to retain chicken blood Pb below 20 μg/dL, soil Pb needs to be < 166 mg/kg; (ii) to retain egg Pb < 100 μg/kg (i.e. a food safety benchmark value), soil Pb needs to be < 117 mg/kg. These concentrations are significantly lower than the soil Pb guideline of 300 mg/kg for residential gardens. This research supports the conclusion that a large number of inner-city homes may not be suitable for keeping chickens and that further work regarding production and consumption of domestic food is warranted.

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.

This research apportioned size-resolved particulate matter (PM) contributions in a megacity in northern China based on a full year of measurements of both inorganic and organic markers. Ions, elements, carbon fractions, n-alkanes, polycyclic aromatic hydrocarbons (PAHs), hopanes and steranes in 9 p.m. size fractions were analyzed. High molecular weight PAHs concentrated in fine PM, while most other organic compounds showed two peaks. Both two-way and three-way receptor models were used for source apportionment of PM in different size ranges. The three-way receptor model gave a clearer separation of factors than the two-way model, because it uses a combination of chemical composition and size distributions, so that factors with similar composition but distinct size distributions (like more mature and less mature coal combustion) can be resolved. The three-way model resolved six primary and three secondary factors. Gasoline vehicles and coal and biomass combustion, nitrate and high relative humidity related secondary aerosol, and resuspended dust and diesel vehicles (exhaust and non-exhaust) are the top two contributors to pseudo-ultrafine (<0.43 μm), fine (0.43–2.1 μm) and coarse mode (>2.1 μm) PM, respectively. Mass concentration of PM from coal and biomass combustion, industrial emissions, and diesel vehicle sources showed a bimodal size distribution, but gasoline vehicles and resuspended dust exhibited a peak in the fine and coarse mode, separately. Mass concentration of sulphate, nitrate and secondary organic aerosol exhibited a bimodal distribution and were correlated with temperature, indicating strong photochemical processing and repartitioning. High relative humidity related secondary aerosol was strongly associated with size shifts of PM, NO₃⁻ and SO₄²⁻ from the usual 0.43–0.65 μm to 1.1–2.1 μm. Our results demonstrated the dominance of primary combustion sources in the <0.43 μm particle mass, in contrast to that of secondary aerosol in fine particle mass, and dust in coarse particle mass in the Northern China megacity.

Antarctic trace element records could provide important insights into the impact of human activities on the environment over the past few centuries. In this study, we investigated the atmospheric concentrations of 14 representative heavy metals (Al, As, Cd, Co, Cu, Fe, K, Mg, Mn, Pb, Sb, Sr, Tl and V) from 174 samples collected in a 4-m snow pit at Dome Argus (Dome A) on the East Antarctic Plateau, covering the period from 1950 to 2016 A.D. We found great variability in the annual concentration of all metals. The crustal enrichment factors suggest that the concentrations of some heavy metals (Cd, Sb, Cu, As and Pb) were likely influenced by anthropogenic activities in recent decades. An analysis of source regions suggests that heavy metal pollution at Dome A was largely caused by human activities in Australia and South America (e.g. mining production, leaded gasoline). Based on the relationship between the trace elements fluxes and sea ice concentration (SIC), sea surface temperature (SST) and annual mean air temperature at 2 m above the ground (T₂ₘ), our analysis shows that deposition and transport of atmospheric aerosol at Dome A were influenced by circum-Antarctic atmospheric circulations.

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.

Anthropogenic activities have increased lead (Pb) emissions and impacted their spatiotemporal distributions in coastal seas. To quantify the increasing variability of Pb and identify the specific origins and their corresponding magnitudes, Pb and Pb isotopes are investigated in a well-placed sediment core covering the period of 1928–2008 in the Central Yellow Sea Mud (CYSM). The concentration of Pb varied from 27.17 μg/g to 37.30 μg/g upwardly along the core, with pronounced anthropogenic disturbance since the late 1960s. The Pb input history of the CYSM experienced five stages according to industrialization levels and Pb contamination, with relative pristine stages from 1928 to 1969 and human activity-impacted stages from 1969 to 2008. The ²⁰⁶Pb/²⁰⁷Pb ratio demonstrated an overall decreasing profile while the ²⁰⁸Pb/²⁰⁶Pb ratio displayed the reverse trend upwardly along the core, possibly due to the atmospheric delivery of anthropogenic Pb emissions from northern China. Furthermore, ²⁰⁸Pb/²⁰⁶Pb vs. ²⁰⁶Pb/²⁰⁷Pb shows certain linearity between natural sediment sources and anthropogenic emissions of Pb (atmospheric deposition); thus, atmospheric inputs account for 34–43% of the Pb in the sediment since Pb enrichment using the two-endmember mixing model. Moreover, the steep decrease in ²⁰⁶Pb/²⁰⁷Pb and rapid increase in ²⁰⁸Pb/²⁰⁶Pb since the 1970s suggest the introduction of leaded gasoline and the increasing proportionate consumption of gasoline relative to total energy consumption. The continuously decreasing ²⁰⁶Pb/²⁰⁷Pb ratio and increasing ²⁰⁸Pb/²⁰⁶Pb ratio since 2000 are the combined results of coal consumption, nonferrous smelting, and residual Pb contamination from leaded gasoline, which is quite distinctive from cases in North America and Europe. The relatively high ²⁰⁶Pb/²⁰⁷Pb and low ²⁰⁸Pb/²⁰⁶Pb ratios before 1969 represent the natural Pb isotopic signatures. Hence, Pb input is significantly affected by regional energy consumption and restructuring, and the Pb isotopic ratios may be a potential proxy for the shift in energy consumption.

Black carbon (BC) is the most potent light-absorbing component of particulate matter and can have a significant warming impact. On-road vehicles are a major source of BC and a significant contributor to global warming. This paper establishes an updated inventory to quantify the mitigation potential of efforts to control BC emissions from on-road transportation in China. The total emissions of BC from on-road vehicles in China were 152.1 thousand tons in 2017. Heavy-duty diesel fleets accounted for a large percentage of emissions, whereas light-duty gasoline fleets presented a gradually increasing trend of emissions. Historically, comprehensive control policies for on-road vehicle emissions have achieved substantial BC reductions, with a 45% decrease in 2017 compared to 2000. With the implementation of stringent control policies and the development of advanced control technologies, BC emissions from the on-road sector may have a greater reduction potential in the future. By 2035, three various future scenarios representing different stringency levels of emission controls will reduce BC emissions by 58%, 90%, and 93% relative to 2017. The major benefits in reducing BC emissions result from more stringent emission standards and the accelerated retirement of older heavy-duty diesel vehicles. The shorter lifetime of BC than that of CO₂ implies that the mitigation of BC emissions would offer an important opportunity to contribute to alleviating global warming in the short term. Our assessment reveals that in 2035, the most stringent scenario, Scenario PC3, could deliver a CO₂-equivalent emission reduction on a 20-year scale of 234.2 (GWP₂₀₋yᵣ) million tons compared with the NAP Scenario, which is equivalent to reducing the oil consumption in China’s transportation sector by nearly 20% from a climate impact perspective.

Urban transportation is one of the leading causes of air pollution in big cities. In-use emissions of vehicles are higher than the emission control certification levels. The current study uses a roadside remote sensing emission monitoring campaign to investigate (a) fraction of high emitters in the light-duty vehicle (LDV) fleet and their contributions to the total emissions, (b) emission inspection (I/M) programs' effectiveness, and (c) alternate fuel (natural gas) encouragement policy. LDVs consist of passenger or freight transport vehicles with four wheels equivalent to classes M1 and N1 of European union vehicle classifications. The motivation is to assess the current emission inspection program's success rate and study the impact of the increased natural gas vehicle market share policy. It is also meant to present and validate remote sensing as a possible backup method to the current I/M program.The emission remote sensing campaign was conducted to measure emissions of CO, HC, and NO of the LDV fleet. Fleet age, engine size, and fuel type (gasoline or natural gas) were extracted and correlated with emissions. It was found that CO and HC emissions are five times higher for cars more than fifteen years old of age compared to those less than five years old. Analyses of high-emitters showed that almost 20% of the fleet were high-emitters and responsible for roughly half of CO, HC, and NO emissions.The correlation between the I/M program and the remote sensing to identify high-emitters was weak. Which indicates the need for an improved I/M program. It shows that even a limited remote sensing campaign is beneficial as a complementary monitoring tool to the I/M program. The study showed the same fraction of high-emitters in natural gas (methane) vehicles, despite the national policies to increase natural gas vehicle fraction in the market for reduced emissions.