Dispersal networks for enhancing bacterial degradation in heterogeneous environments

Successful biodegradation of organic soil pollutants depends on their bioavailability to catabolically active microorganisms. In particular, environmental heterogeneities often limit bacterial access to pollutants. Experimental and modelling studies revealed that fungal networks can facilitate bacterial dispersal and may thereby improve pollutant bioavailability. Here, we investigate the influence of such bacterial dispersal networks on biodegradation performance under spatially heterogeneous abiotic conditions using a process-based simulation model. To match typical situations in polluted soils, two types of abiotic conditions are studied: heterogeneous bacterial dispersal conditions and heterogeneous initial resource distributions. The model predicts that networks facilitating bacterial dispersal can enhance biodegradation performance for a wide range of these conditions. Additionally, the time horizon over which this performance is assessed and the network’s spatial configuration are key factors determining the degree of biodegradation improvement. Our results support the idea of stimulating the establishment of fungal mycelia for enhanced bioremediation of polluted soils.     

An evaluation approach for livable urban environments

This study proposes a method for evaluating livable urban environments using the analytic hierarchy process, a survey of public opinions (n?=?1,075), and gray relational analysis with a pollutant standards index to estimate the weights of weather, air pollution, and environment aspects and each respective factor. This study investigates the positive or negative correlation of these factors and their effects on livable environment. A value of 100 was designated as the perfect living condition. Results show that the weights of weather, air pollution, and environment aspects were 0.288, 0.395, and 0.317, respectively. The weight ranges of three weather factors, five air pollution factors, and ten environmental factors were 0.311-0.358, 0.191-205, and 0.081-0.116, respectively. The monthly livable index of 28 districts in Taichung City and of 20 cities/counties in Taiwan ranged from 81.1 to 92.4 and from 83.1 to 90.8 in different months, respectively, showing that environmental aspect played a key role. These results demonstrate that the proposed method can provide a quantification index of living conditions in each region, thereby establishing the governmental improvement policy firmly. This study also presents a discussion on improvement strategies, especially on the apportionment rate of governmental construction funds for livable urban environments.     

Develop dynamic model for predicting traffic CO emissions in urban areas

The greater the use of energy in the transportation sectors, the higher the emission of carbon monoxide (CO), and hence inevitable harm to environment and human health. In this concern, measuring and predicting of CO emission from transportation sector—especially large cities—is important as it constitute 90 % of all CO emission. Many urban cities in developing world have not properly experienced such measurements or predictions. In this paper, for the first time, field measurements of traffic characteristics data and corresponding CO concentration have been performed for developing a model for predicting CO emissions from transportation sector for New Borg El Arab (NBC), Egypt. The performance of Swiss-German Handbook Emission Factors for Road Transport (HBEFA v3.1) model has been assessed for predicting the CO concentration at roadside in the study area. Results indicated that HBEFA v3.1 underestimate emission figures. The developed CO dynamic emission model involves the traffic flow characteristics with roadside CO concentrations. Acceptable representation of measured CO concentration has been shown by the developed dynamic CO emission model which introduces R ²?=?0.77, mean biases and frictional biases of ?0.27 mg m^?3 and 0.09, respectively. A comparison between predicted CO concentrations using HBEFA v3.1 and the promoted dynamic model indicate that HBEFA v3.1 estimates CO emission concentrations in the study area with a mean error and frictional biases 159.26 and 233.33 %, respectively, higher than those of the developed model.     

Air ion concentrations in various urban outdoor environments

Atmospheric ions are produced by many natural and anthropogenic sources and their concentrations vary widely between different environments. There is very little information on their concentrations in different types of urban environments, how they compare across these environments and their dominant sources. In this study, we measured airborne concentrations of small ions, particles and net particle charge at 32 different outdoor sites in and around a major city in Australia and identified the main ion sources. Sites were classified into seven groups as follows: park, woodland, city centre, residential, freeway, power lines and power substation. Generally, parks were situated away from ion sources and represented the urban background value of about 270 ions cm^?3. Median concentrations at all other groups were significantly higher than in the parks. We show that motor vehicles and power transmission systems are two major ion sources in urban areas. Power lines and substations constituted strong unipolar sources, while motor vehicle exhaust constituted strong bipolar sources. The small ion concentration in urban residential areas was about 960 cm^?3. At sites where ion sources were co-located with particle sources, ion concentrations were inhibited due to the ion-particle attachment process. These results improved our understanding on air ion distribution and its interaction with particles in the urban outdoor environment.     

Genetic damage in urban mice exposed to traffic pollution

Wild rodents (Mus domesticus) were collected in three areas in Rome exposed to different traffic flows to ascertain a possible correlation between genetic damage and heavy metal concentration. The concentration of lead, cadmium and zinc were determined in liver, kidney and bones and two mutagenicity tests (micronucleus test and sperm abnormality assay) were employed. The results obtained showed that the contents of lead and cadmium were higher in animals collected in areas with high traffic flows than in those from control areas. A statistically significant increase of the frequency of micronucleated erythrocytes and of abnormal sperm cells was also obtained in animals collected in sites with high traffic flows. The investigation confirmed the suitability of using wild rodents as bioindicators of environmental pollution and as key-organisms in programs of pollution monitoring and environmental conservation.     

Measurements of some potentially hazardous organic chemicals in urban environments

Three field studies were conducted in Los Angeles, California; Phoenix, Arizona; and Oakland, California, to better characterize the atmospheric abundance, fate and human exposure of selected organic chemicals that may be potentially hazardous. During field data collection, in-situ analysis using an instrumented mobile laboratory was performed for a total of 33 organics; a dozen of these are suspected carcinogens. The concentrations, variabilities and average daily dosages from exposure to these pollutants were determined. The diurnal behavior and the atmospheric fate of both primary and secondary pollutants were studied. Residence times for a typical polluted atmosphere were estimated. The atmospheric distributions and abundances of many species have been defined for the first time. Average daily-dose levels of all three sites for exposure to halomethanes (excluding fluorocarbons), haloethanes, chloroethylenes, chloroaromatics, aromatic hydrocarbons and secondary organics were determined to be 298, 142, 203, 21, 1880 and 257 μg d⁻¹ respectively. Exposure levels in Los Angeles were typically the highest and those in Oakland the lowest.     

Investigations of emissions and heterogeneous formation of HONO in a road traffic tunnel

Simultaneous measurements of nitrous acid (HONO) and nitrogen dioxide (NO₂) using a differential optical absorption spectroscopy system, nitrogen oxide (NO) by an in situ chemiluminescence analyser and carbon dioxide (CO₂) by a gas chromatographic technique were carried out in the Wuppertal Kiesbergtunnel. At high traffic density HONO concentrations of up to 45 ppbV were observed. However, at low traffic density unexpectedly high HONO concentrations of up to 10 ppbV were measured caused by heterogeneous HONO formation on the tunnel walls. In addition to the tunnel campaigns, emission measurements of HONO, NO₂, NO and CO₂ from different single vehicles (a truck, a diesel and a gasoline passenger car) were also performed. For the correction of the HONO emission data, the heterogeneous HONO formation on the tunnel walls was quantified by two different approaches (a) in different NO₂ emission experiments in the tunnel without traffic and (b) on tunnel wall residue in the laboratory. The HONO concentration corrected for heterogeneous formation on the tunnel walls, in relation to the CO₂ concentration can be used to estimate the amount of HONO, which is directly emitted from the vehicle fleet. From the measured data, emission ratios (e.g. HONO/NO_x) and emission indices (e.g. mg HONO kg⁻¹ fuel) were calculated. The calculated emission index of 88±18 mg HONO kg⁻¹ fuel allows an estimation of the HONO emission rates from traffic into the atmosphere. Furthermore, the heterogeneous formation of HONO from NO₂ on freshly emitted exhaust particles is discussed.     

Airborne electrical and microphysical measurements in clouds in maritime and urban environments

A study by Khemani and Ramana Murty (1973) has indicated significant increases of rainfall downwind of the urban industrial complex at Bombay during the period of increased industrialisation. In order to understand the physical processes responsible for the observed increases in rainfall, aircraft measurements of cloud electrical and microphysical parameters and of free-air temperatures were made in the maritime (upwind) and urban (downwind) regions at Bombay.The study has pointed out differences in the electrical and microphysical state of clouds in maritime and urban environments. In the maritime clouds the electric field was both positive and negative and the cloud droplet charges were positive. In urban clouds the electric field was negative and the droplet charge was also negative. The cloud condensation nuclei and the total measured droplet concentrations were higher in the urban environment. In urban clouds the droplet spectra showed a multimodal distribution and in maritime clouds it was unimodal. Also, the concentration of large droplets of diameter 50 μm and above, and the integrated cloud droplet liquid water content were more in the urban environment. The tail of the droplet spectra extended to higher sizes in urban clouds. The free air temperature in the urban environment was higher by about 1°C.     

Systematic screening of common wastewater-marking pharmaceuticals in urban aquatic environments: implications for environmental risk control

In this report, we refer to pharmaceuticals that are widespread in the urban aquatic environment and that mainly originate from wastewater treatment plants or non-point source sewage as “wastewater-marking pharmaceuticals” (WWMPs). To some extent, they reflect the condition or trend of water contamination and also contribute to aquatic environmental risk assessment. The method reported here for screening typical WWMPs was proposed based on academic concerns about them and their concentrations present in the urban aquatic environment, as well as their properties of accumulation, persistence, eco-toxicity and related environmental risks caused by them. The screening system consisted of an initial screening system and a further screening system. In the former, pharmaceuticals were categorised into different evaluation levels, and in the latter, each pharmaceutical was given a normalised final evaluation score, which was the sum of every score for its properties of accumulation, persistence, eco-toxicity and environmental risk in the aquatic environment. The system was applied to 126 pharmaceuticals frequently detected in the aquatic environment. In the initial screening procedure, five pharmaceuticals were classified into the “high” category, 16 pharmaceuticals into the “medium” category, 15 pharmaceuticals into the “low” category and 90 pharmaceuticals into the “very low” category. Subsequently, further screening were conducted on 36 pharmaceuticals considered as being of “high”, “medium” and “low” categories in the former system. We identified 7 pharmaceuticals with final evaluation scores of 1–10, 10 pharmaceuticals with scores of 11–15, 15 pharmaceuticals with scores from 16 to 20 and 4 pharmaceuticals with scores above 21. The results showed that this screening system could contribute to the effective selection of target WWMPs, which would be important for spatial-temporal dynamics, transference and pollution control of pharmaceuticals in the urban aquatic environment. However, there remains a number of pharmaceutical parameters with measured data gaps, such as organic carbon adsorption coefficients and bioconcentration factors, which, if filled, would improve the accuracy of the screening system.     

三维街道峡谷机动车尾气时空扩散模拟研究

针对信号控制路段,采用非稳态k-ε湍流模型、组分输运方程进行非定常三维街道峡谷数值模拟,研究了三维街道峡谷内动态交通流下机动车污染物CO的时空扩散过程,并对比了含信号、不含信号的定常模拟结果。结果表明,(1)受信号控制及峡谷内流场影响,峡谷内污染物浓度呈现显著的时空不均匀性;(2)各路段背风面浓度值要大于迎风面,且背风面和迎风面浓度峰值均位于峡谷中部的人行横道区;(3)信号周期内人行横道区污染物浓度始终远高于峡谷内其他区域。在距离背风面建筑1 m的人行横道处污染物浓度可达 24.15 mg/m3,超过国家空气质量二级标准141.50%;(4)受信号控制影响,含信号控制街道峡谷污染物浓度高于不含信号控制路段,人行横道背风面污染物浓度是不含信号控制人行横道的3.5倍。     

Modeling mobile source emissions during traffic jams in a micro urban environment

Urbanization typically involves a continuous increase in motor vehicle use, resulting in congestion known as traffic jams. Idling emissions due to traffic jams combine with the complex terrain created by buildings to concentrate atmospheric pollutants in localized areas. This research simulates emissions concentrations and distributions for a congested street in Minsk, Belarus. Ground-level (up to 50-meters above the street's surface) pollutant concentrations were calculated using STAR (version 3.10) with emission factors obtained from the U.S. Environmental Protection Agency, wind speed and direction, and building location and size. Relative emissions concentrations and distributions were simulated at 1-meter and 10-meters above street level. The findings demonstrate the importance of wind speed and direction, and building size and location on emissions concentrations and distributions, with the leeward sides of buildings retaining up to 99 percent of the emitted pollutants within 1-meter of street level, and up to 77 percent 10-meters above the street.     

Elemental and organic carbon in urban canyon and background environments in Budapest,Hungary

As part of an international research project, aerosol samples were collected by several filter-based devices on Nuclepore polycarbonate membrane, Teflon membrane and quartz fibre filters over separate daylight periods and nights, and on-line aerosol measurements were performed by TEOM and aethalometer within an urban canyon (kerbside) and at a near-city background site in Budapest, Hungary from 23 April–5 May 2002. Aerosol masses in PM2.0, PM10–2.0, PM2.5, PM10 size fractions and of TSP were determined gravimetrically; atmospheric concentrations of organic (OC) and elemental carbon (EC) for PM2.5 (or PM2.0), PM10 fractions and for TSP were measured by thermal–optical transmission method. Repeatability of the mass determination by Nuclepore filters seems to be 5–6%. Collections on Teflon filters yielded smaller mass on average by 8(±12)% than that for the Nuclepore filters. Quartz filters overestimated the PM10 mass in comparison with the Nuclepore filters due primarily to sampling artefacts on average by 10(±16)% at the kerbside. Tandem filter set-ups were utilised for correcting the sampling artefacts for OC by subtraction method. At the kerbside, the aerosol mass was made up on average of 35(±4)% of organic matter (OM) in the PM10 fraction, while the contribution of OM to the PM2.5 mass was 43(±9)%. At the background, OM also accounted for 43(±13)% of the PM2.0 mass. On average, EC made up 14(±6)%, 7(±2)% and 4.5(±1.1)% of the mass in the PM2.5, PM10 fractions and TSP, respectively, at the kerbside; while its contribution was only 2.1(±0.5)% in the PM2.0 fraction in the near-city background. Temporal variability for PM mass, OC and EC concentrations was related to road traffic, local meteorology and long-range transport of air masses. It was concluded that a direct coupling between the atmospheric concentration levels and vehicle circulation can be identified within the urban canyon, nevertheless, the local meteorology in particular and long-range transport of air masses have much more influence on the air quality than changes in the source intensity of road traffic. Concentration ratios of OC/EC were evaluated, and the amount of secondary organic aerosol (SOA) was estimated by using EC as tracer for the primary OC emissions. Mean contribution and standard deviation of the SOA to the OM in the PM2.5 size fraction at the kerbside over daylight periods and nights were of 37(±18) and 46(±16)%, respectively.     

Road traffic impact on urban water quality: a step towards integrated traffic,air and stormwater modelling

Methods for simulating air pollution due to road traffic and the associated effects on stormwater runoff quality in an urban environment are examined with particular emphasis on the integration of the various simulation models into a consistent modelling chain. To that end, the models for traffic, pollutant emissions, atmospheric dispersion and deposition, and stormwater contamination are reviewed. The present study focuses on the implementation of a modelling chain for an actual urban case study, which is the contamination of water runoff by cadmium (Cd), lead (Pb), and zinc (Zn) in the Grigny urban catchment near Paris, France. First, traffic emissions are calculated with traffic inputs using the COPERT4 methodology. Next, the atmospheric dispersion of pollutants is simulated with the Polyphemus line source model and pollutant deposition fluxes in different subcatchment areas are calculated. Finally, the SWMM water quantity and quality model is used to estimate the concentrations of pollutants in stormwater runoff. The simulation results are compared to mass flow rates and concentrations of Cd, Pb and Zn measured at the catchment outlet. The contribution of local traffic to stormwater contamination is estimated to be significant for Pb and, to a lesser extent, for Zn and Cd; however, Pb is most likely overestimated due to outdated emissions factors. The results demonstrate the importance of treating distributed traffic emissions from major roadways explicitly since the impact of these sources on concentrations in the catchment outlet is underestimated when those traffic emissions are spatially averaged over the catchment area.     

A semi-empirical box modeling approach for predicting the carbon monoxide concentrations at an urban traffic intersection

Emissions generated roadside and at intersections are observed to be affected when there is a sudden change in the traffic flow pattern or increase in the vehicular population, particularly, during peak hours and during special events. The vehicles that queue up at traffic intersections spend a longer amount of time in idle driving mode generating more pollutant emissions per unit time. Other driving patterns (i.e., acceleration, deceleration and cruising) are also observed at intersections, affecting the emission pattern and therefore the resulting pollutant concentrations. The emission rate is not only affected by the increase in the vehicular population but also by the constantly changing traffic flow patterns and vehicles’ driving modes. The nature of the vehicle flows also affects the rate and nature of the dispersion of pollutants in the vicinity of the road, influencing the pollutant concentration. It is, therefore, too complex to simulate the effect of such dynamics on the resulting emission rates using conventional deterministic causal models.In view of this, a simple semi-empirical box model based on the ‘traffic flow rate’, is demonstrated in the present study for estimating the hourly average carbon monoxide (CO) concentrations on a 1-week data at one of the busiest traffic intersections in Delhi. The index of agreement for a whole week, was found to be 0.84, suggesting that the semi-empirical model is 84% error free. A value of 0.87 was found for weekdays and 0.75 for weekend days. The correlation coefficient for the whole week was found to be 0.75, with 0.78 for the weekdays and 0.62 for the weekend days. The RMSE and RRMSE were found to be 1.87% and 41% for a whole week, with 1.81% and 39.93% for the weekdays and 2.0% and 43.47% for the weekend days, respectively. Specific vehicle emission rates are optimized in this study for individual vehicle category, which may be useful in assessing their impacts on the air quality when there is a significant change in a specific vehicular population and the traffic pattern.     

The relation between ozone,NOx and hydrocarbons in urban and polluted rural environments

Research over the past ten years has created a more detailed and coherent view of the relation between O₃ and its major anthropogenic precursors, volatile organic compounds (VOC) and oxides of nitrogen (NO_x). This article presents a review of insights derived from photochemical models and field measurements. The ozone–precursor relationship can be understood in terms of a fundamental split into a NO_x-senstive and VOC-sensitive (or NO_x-saturated) chemical regimes. These regimes are associated with the chemistry of odd hydrogen radicals and appear in different forms in studies of urbanized regions, power plant plumes and the remote troposphere. Factors that affect the split into NO_x-sensitive and VOC-sensitive chemistry include: VOC/NO_x ratios, VOC reactivity, biogenic hydrocarbons, photochemical aging, and rates of meteorological dispersion. Analyses of ozone–NO_x–VOC sensitivity from 3D photochemical models show a consistent pattern, but predictions for the impact of reduced NO_x and VOC in indivdual locations are often very uncertain. This uncertainty can be identified by comparing predictions from different model scenarios that reflect uncertainties in meteorology, anthropogenic and biogenic emissions. Several observation-based approaches have been proposed that seek to evaluate ozone–NO_x–VOC sensitivity directly from ambient measurements (including ambient VOC, reactive nitrogen, and peroxides). Observation-based approaches have also been used to evaluate emission rates, ozone production efficiency, and removal rates of chemically active species. Use of these methods in combination with models can significantly reduce the uncertainty associated with model predictions.