Developing a framework for safety validation of multi-stakeholder changes in air transport operations

The high volume of air traffic over Europe is expected to double within the next 15 years. This requires changes in the airspace structure and in the organisation of air transport operations that involve multiple stakeholders. Changes, by regulation, require a sufficient safety validation, in order to show that the changed situation is safe and will remain safe during an applicable period. Many methods and techniques exist that can be used to support such safety validation process. However, for air transport operations, the stakeholders involved are numerous and diverse, and there are no guidelines on how to address their roles, responsibilities and goals during development and validation.This paper develops a safety validation framework that emphasises the active roles and collaboration of multiple stakeholders during the development phases of air transport operations. The framework is developed in three steps: First, established validation views from literature are identified and analysed to reveal open issues when it comes to their use for multi-stakeholder changes in air transport operations. Next, validation views emerging beyond the established ones are identified, and evaluated on whether they address the open issues. Finally, the strong points of established and emerging views are combined into a novel framework.     

Characterisation of PM10 atmospheric aerosols for the wet season 2005 at two sites in East Africa

Ambient daily PM₁₀ aerosol samples were collected at two sites in Tanzania in May and June 2005 (during the wet season), and their chemical characteristics were studied. The sites were a rural site in Morogoro and an urban kerbside site in Dar es Salaam. A Gent PM₁₀ stacked filter unit sampler with sequential Nuclepore polycarbonate filters, providing fine and coarse size fractions, and a PM₁₀ sampler with quartz fibre filters were deployed. Parallel collections of 24 h were made with the two samplers and the number of these collections was 13 in Morogoro and 16 in Dar es Salaam. The average mass concentration of PM₁₀ was 27 ± 11 μg/m³ in Morogoro and 51 ± 21 μg/m³ in Dar es Salaam. In Morogoro, the mean concentrations of organic carbon (OC), elemental carbon (EC), and water-soluble organic carbon (WSOC) were 6.8, 0.51, and 2.8 μg/m³, respectively. In contrast, higher mean concentrations (11.9, 4.6, and 3.3 μg/m³, respectively) were obtained for Dar es Salaam. At both sites, species and elements, such as black carbon, NH₄⁺, non-sea-salt SO₄^2?, K, and Ni (and at Dar es Salaam also V, As, Br, and Pb) were mainly present in the fine size fraction. The common crustal and sea-salt elements, including Na, Mg, Al, Si, Cl, Ca, Ti, Mn, Fe, and Sr, and also NO₃^? and P (and to a lesser extent Cu and Zn) were concentrated in the coarse particles. Aerosol chemical mass closure indicated that the PM₁₀ mass in Morogoro consisted, on average, of 48% organic matter (OM), 44% crustal matter, 4% sea salt, and 2% EC, while in Dar es Salaam OM, crustal matter, sea salt, and EC represented 37%, 32%, 9%, and 9% of the PM₁₀ mass. The contributions of the secondary inorganic aerosol (non-sea-salt sulphate, nitrate, and ammonium) were small, i.e., only 5% in total at each site. Carbonaceous materials and crustal matter were thus the most important components of the PM₁₀ mass. It is suggested that biomass burning is a major contributor to the OM; at Dar es Salaam there is also a very substantial contribution from traffic. A source apportionment calculation indicated that 68% of the OC at this site originated from traffic exhaust versus 32% from charcoal burning. The crustal matter at Morogoro is likely mainly attributable to soil dust resuspension, whereas in Dar es Salaam it is likely mostly resuspended road dust.     

Penguin colonies as secondary sources of contamination with persistent organic pollutants

Although long-range atmospheric transport has been described as the predominant mechanism for exposing polar regions to persistent organic pollutants (POPs), recent studies have suggested that bird activity can also contribute substantially to contaminant levels in some environments. However, because the species so far reported have all been migratory, it has not been demonstrated conclusively whether locally elevated contamination represents transport from lower latitudes by the migrating birds or, alternatively, redistribution and concentration of contaminants that were already present in the high-latitude environments. The present study demonstrates, for the first time, that several POPs are present in elevated concentrations in an environment frequented by a non-migratory species (Adélie penguins) that spends its entire life in the Antarctic. Levels of POPs, such as p,p'-DDE, hexachlorobenzene (HCB), chlordanes (CHLs) and polychlorinated biphenyls (PCBs), were 10 to 100-fold higher in soil samples from penguin colonies than from reference areas. This significant difference is likely related to local penguin activity, such as a higher abundance of guano and the presence of bird carcasses. This hypothesis is also supported by a higher percentage of persistent congeners (PCB 99, 118, 138 and 153) in the soil from the colonies compared to the reference areas. This profile of PCB congeners closely matched profiles seen in penguin eggs or penguin blood.     

Towards sustainability in urban water: a life cycle analysis of the urban water system of Alexandria City,Egypt

Urban water authorities and water planers in many countries are struggling to satisfy the growing urban water and sanitation demands, while at the same time achieving sustainability of the urban water system. This research focused on the assessment of the environmental impact of today's Alexandria's urban water system and on the identification of options to improve the sustainability of the system. Therefore, a life cycle assessment (LCA) methodology was used. The urban water system was modelled using SimaPro software, and the impacts of various options on the system were analyzed based on the Eco-indicator 99 assessment method. The results show that the highest impact in today's system is generated by the disposal of primary treated wastewater (68% of the total impact) and by high-energy-consuming water treatment plants (18% of the total impact). The research assessed different scenarios for improving the environmental performance of the system and a paradigm shift (decentralization and separation at-source of different kinds of household wastewater) was found to be the preferred long-term scenario.     

Exposure to particulate matter in traffic: A comparison of cyclists and car passengers

Emerging evidence suggests that short episodes of high exposure to air pollution occur while commuting. These events can result in potentially adverse health effects. We present a quantification of the exposure of car passengers and cyclists to particulate matter (PM). We have simultaneously measured concentrations (PNC, PM2.5 and PM10) and ventilatory parameters (minute ventilation (VE), breathing frequency and tidal volume) in three Belgian locations (Brussels, Louvain-la-Neuve and Mol) for 55 persons (38 male and 17 female). Subjects were first driven by car and then cycled along identical routes in a pairwise design. Concentrations and lung deposition of PNC and PM mass were compared between biking trips and car trips.Mean bicycle/car ratios for PNC and PM are close to 1 and rarely significant. The size and magnitude of the differences in concentrations depend on the location which confirms similar inconsistencies reported in literature. On the other hand, the results from this study demonstrate that bicycle/car differences for inhaled quantities and lung deposited dose are large and consistent across locations. These differences are caused by increased VE in cyclists which significantly increases their exposure to traffic exhaust. The VE while riding a bicycle is 4.3 times higher compared to car passengers. This aspect has been ignored or severely underestimated in previous studies. Integrated health risk evaluations of transport modes or cycling policies should therefore use exposure estimates rather than concentrations.