Air quality at risk: Brexit and lobbying from member states could stall progress on reducing pollution

Air pollution is linked to thousands of premature deaths across Europe each year and the European Union has a key role in addressing the problem. Roy M. Harrison states that although much progress has been made in improving air quality, lobbying from member states has led to a notable weakening of the resolve of the Commission to propose a real tightening of emissions ceilings. It also remains to be seen how Brexit will affect Britain’s air quality given the EU has been a major driver of action in the UK

Climate and atmospheric science: raising the temperature

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Evaluation of the cancer risk from PAHs by inhalation:Are current methods fit for purpose?

There is ample evidence from occupational studies that exposure to a mixture of Polycyclic Aromatic Hydrocarbons (PAHs) is causally associated with an increased incidence of lung cancers. In both occupational atmospheres and ambient air, PAHs are present as a mixture of many compounds, but the composition of the mixture in ambient air differs from that in the occupational atmosphere, and varies in time and space in ambient air. Estimates of cancer risk for PAH mixtures are based upon unit risks which derive from extrapolation of occupational exposure data or animal model data, and in the case of the WHO use one compound, benzo[a]pyrene as a marker for the entire mixture, irrespective of composition. The U.S. EPA has used an animal exposure study to derive a unit risk for inhalation exposure to benzo[a]pyrene alone, and there have been a number of rankings of relative carcinogenic potency for other PAHs which many studies have used to calculate a cancer risk from the PAHs mixture, frequently incorrectly by adding the estimated relative risks of individual compounds, and applying the total “B[a]P equivalent” to the WHO unit risk, which already applies to the entire mixture. Such studies are often based upon data solely for the historic US EPA group of 16 compounds which do not include many of the apparently more potent carcinogens. There are no data for human cancer risk of individual PAHs, and conflicting evidence of additivity of PAH carcinogenicity in mixtures. This paper finds large divergences between risk estimates deriving from the WHO and U.S. EPA methods, as well as considerable sensitivity to the mixture composition, and assumed PAH relative potencies. Of the two methods, the WHO approach appears more likely to provide reliable risk estimates, but recently proposed mixture-based approaches using in vitro toxicity data may offer some advantages.peer-reviewe

Emissions of ultrafine particles from civil aircraft:dependence upon aircraft type and passenger load

Very high concentrations of ultrafine particles (UFP) were measured at Heathrow Airport London. Exposure to UFP is strongly linked to adverse health effects and guidance for exposure limits has recently been provided by the World Health Organization (WHO). Using 1 s resolution UFP measurements and aircraft GPS data, measurements were assigned to individual aircraft and their operating mode, and this information was used to model UFP emission rates. In all cases, the highest emission rates were associated with departing aircraft, with rates for larger aircraft higher than smaller aircraft. Emission rates per passenger is influenced by the number of passengers carried, especially for arriving aircraft. Calculated emission rates are significantly higher than stated literature values, due to the inclusion of condensable particles in the measurements. These condensable particles are specifically not included in the regulated emission rates. Measured UFP concentrations within the airport boundary (and therefore not accessible to the general public) exceed the WHO guidance, indicating that UFP concentrations outside of the airport boundary could also be of concern. Assessing population exposure close to airports will be of increasing importance in future

Like Sign Dilepton Signature for Gluino Production at LHC with or without R Conservation

The isolated like sign dilepton signature for gluino production is investigated at the LHC energy for the $R$ conserving as well as the $L$ and $B$ violating SUSY models over a wide range of the parameter space. One gets viable signals for gluino masses of 300 and 600 GeV for both $R$ conserving and $L$ violating models, while it is less promising for the $B$ violating case. For a 1000 GeV gluino, the $L$ violating signal should still be viable; but the $R$ conserving signal becomes too small at least for the low luminosity option of LHC.Comment: (e-mail: [email protected]) Latex: No. of pages 21, no. of figures 6 - available on reques

In-vehicle exposure to NO2 and PM2.5:A comprehensive assessment of controlling parameters and reduction strategies to minimise personal exposure

Vehicles are the third most occupied microenvironment, other than home and workplace, in developed urban areas. Vehicle cabins are confined spaces where occupants can mitigate their exposure to on-road nitrogen dioxide (NO2) and fine particulate matter (PM2.5) concentrations. Understanding which parameters exert the greatest influence on in-vehicle exposure underpins advice to drivers and vehicle occupants in general. This study assessed the in-vehicle NO2 and PM2.5 levels and developed stepwise general additive mixed models (sGAMM) to investigate comprehensively the combined and individual influences of factors that influence the in-vehicle exposures. The mean in-vehicle levels were 19 ± 18 and 6.4 ± 2.7 μg/m3 for NO2 and PM2.5, respectively. sGAMM model identified significant factors explaining a large fraction of in-vehicle NO2 and PM2.5 variability, R2 = 0.645 and 0.723, respectively. From the model's explained variability on-road air pollution was the most important predictor accounting for 22.3 and 30 % of NO2 and PM2.5 variability, respectively. Vehicle-based predictors included manufacturing year, cabin size, odometer reading, type of cabin filter, ventilation fan speed power, window setting, and use of air recirculation, and together explained 48.7 % and 61.3 % of NO2 and PM2.5 variability, respectively, with 41.4 % and 51.9 %, related to ventilation preference and type of filtration media, respectively. Driving-based parameters included driving speed, traffic conditions, traffic lights, roundabouts, and following high emitters and accounted for 22 and 7.4 % of in-vehicle NO2 and PM2.5 exposure variability, respectively. Vehicle occupants can significantly reduce their in-vehicle exposure by moderating vehicle ventilation settings and by choosing an appropriate cabin air filter