Composition and morphology of particle emissions from in-use aircraft during takeoff and landing

Pollution Characteristics of Heavy Metals in PM1 and Source-Specific Health Risks in the Tianjin Airport Community, China

The airport and its surrounding areas are home to a variety of pollution sources, and air pollution is a recognized health concern for local populated regions. Submicron particulate matter (PM1 with an aerodynamic diameter of <1 mm) is a typical pollutant at airports, and the enrichment of heavy metals (HMs) in PM1 poses a great threat to human health. To comprehensively assess the source-specific health effects of PM1-bound HMs in an airport community, PM1 filter samples were collected around the Tianjin Binhai International Airport for 12 h during the daytime and nighttime, both in the spring and summer, and 10 selected HMs (V, Cr, Mn, Co, Ni, Cu, Zn, As, Cd, and Pb) were analyzed. The indicatory elements of aircraft emissions were certified as Zn and Pb, which accounted for more than 60% of the sum concentration of detected HMs. The health risks assessment showed that the total non-cancer risks (TNCRs) of PM1-bound HMs were 0.28 in the spring and 0.23 in the summer, which are lower than the safety level determined by the USEPA, and the total cancer risk (TCR) was 2.37 × 10-5 in the spring and 2.42 × 10-5 in the summer, implying that there were non-negligible cancer risks in the Tianjin Airport Community. After source apportionment with EF values and PMF model, four factors have been determined in both seasons. Consequently, the source-specific health risks were also evaluated by combining the PMF model with the health risk assessment model. For non-cancer risk, industrial sources containing high concentrations of Mn were the top contributors in both spring (50.4%) and summer (44.2%), while coal combustion with high loads of As and Cd posed the highest cancer risk in both seasons. From the perspective of health risk management, targeted management and control strategies should be adopted for industrial emissions and coal combustion in the Tianjin Airport Community.

Impacts of Fuel Stage Ratio on the Morphological and Nanostructural Characteristics of Soot Emissions from a Twin Annular Premixing Swirler Combustor

Soot particles emitted from aircraft engines constitute a major anthropogenic source of pollution in the vicinity of airports and at cruising altitudes. This emission poses a significant threat to human health and may alter the global climate. Understanding the characteristics of soot particles, particularly those generated from Twin Annular Premixing Swirler (TAPS) combustors, a mainstream combustor in civil aviation engines, is crucial for aviation environmental protection. In this study, a comprehensive characterization of soot particles emitted from TAPS combustors was conducted using scanning electron microscopy (SEM), high-resolution transmission electron microscopy (HRTEM), and Raman spectroscopy. The morphology and nanostructure of soot particles were examined across three distinct fuel stage ratios (FSR), at 10%, 15%, and 20%. The SEM analysis of soot particle morphology revealed that coated particles constitute over 90% of the total particle sample, with coating content increasing proportionally to the fuel stage ratio. The results obtained from HRTEM indicated that average primary particle sizes increase with the fuel stage ratio. The results of HRTEM and Raman spectroscopy suggest that the nanostructure of soot particles becomes more ordered and graphitized with an increasing fuel stage ratio, resulting in lower oxidation activity. Specifically, soot fringe length increased with the fuel stage ratio, while soot fringe tortuosity and separation distance decreased. In addition, there is a prevalent occurrence of defects in the graphitic lattice structure of soot particles, suggesting a high degree of elemental carbon disorder.

Characteristics of number concentration, size distribution and components of particulate matter emitted from a typical large civil airport

Civil airports are recognized as significant contributors to fine particulate matter, especially ultra-fine particulate matter (UFP). The pollutants from airport activities have a notable adverse impact on global climate, urban air quality, and public health. However, there is a lack of practical observational studies on the characterization of integrated pollutant emissions from large civil airports. This study aims to focus on the combined emission characteristics of particulate number concentration (PNC), size distribution, and components at a large civil airport, especially UFP. The findings reveal that airport activities significantly contribute to elevated PNC levels during aircraft activity in downwind conditions (four times higher than background levels) and upwind conditions (7.5 times higher). UFP dominates the PNC around the airport. The particle size distribution shows two peaks occurring around 10-30 nm and 60-80 nm. Notably, particles within the ranges of 17-29 nm and 57-101 nm account for 65.9 % and 12.0 % of the total PNC respectively. Aircraft landing has the greatest impact on particles sized between 6 and 17 nm while takeoff affects particles sized between 29 and 57 nm resulting in a respective increase in PNC by factors of approximately 3.27 and 35.4-fold increase compared to background levels. Different aircraft types exhibit varying effects on PNC with A320 and A321 showing more pronounced effects during takeoff and landing.The presence of airports leads to roughly five-fold rise in elemental component concentrations with Si being highest followed by OC, Ca, Al, Fe, Ca2+, EC, and Mg2+. The OC/EC ratio under high aircraft activity in downwind conditions falls within range of approximately 2.5-3.5. These characteristic components and ratio can be considered as identifying species for civil airports. PMF model show about 75 % of the particulate emissions at the airport boundary were related to airport activities.

Characterization of PAHs bound to ambient ultrafine particles around runways at an international airport

The impact of airport activities on air quality, is not sufficiently documented. In order to better understand the magnitude and properly assess the sources of emissions in the sector, it is necessary to establish databases with real data on those pollutants that could have the greatest impact on both health and the environment. Particulate matter (PM), especially ultrafine particles, are a research priority, not only because of its physical properties, but also because of its ability to bind highly toxic compounds such as polycyclic aromatic hydrocarbons (PAHs). Samples of PM were collected in the ambient air around the runways at Barajas International Airport (Madrid, Spain) during October, November and December 2021. Samples were gathered using three different sampling systems and analysed to determine the concentration of PAHs bound to PM. A high-volume air sampler, a Berner low-pressure impactor, and an automated off-line sampler developed in-house were used. The agreement between the samplers was statistically verified from the PM and PAH results. The highest concentration of PM measured was 31 μg m-3, while the concentration of total PAH was 3 ng m-3, both comparable to those recorded in a semi-urban area of Madrid. The PAHs showed a similar profile to the particle size distribution, with a maximum in the 0.27-0.54 μm size range, being preferentially found in the submicron size fractions, with more than 84% and around 15-20% associated to UFPs. It was found that the ratio [PAHs(m)/PM(m)] was around 10-4 in the warmer period (October), whereas it more than doubled in the colder months (November-December). It is significant the shift in the relative distribution of compounds within these two periods, with a notable increase in the 5 and 6 ring proportions in the colder period. This increase was probably due to the additional contribution of other external sources, possibly thermal and related to combustion processes, as supported by the PAH diagnostic ratios.

Correlating Traffic Data, Spectral Noise and Air Pollution Measurements: Retrospective Analysis of Simultaneous Measurements near a Highway in The Netherlands

Road traffic simultaneously emits noise and air pollution. This relation is primarily assessed by comparing A-weighted noise levels (LAeq) and various air pollutants. However, despite the common local traffic source, LAeq and the various sets of air pollution show a lower correlation than expected. Prior work, using simultaneous mobile noise and air pollution measurements, shows that the spectral content of the noise explains the complex and highly nonlinear relation between noise and air pollution significantly better. The spectral content distinguishes between traffic volume and traffic dynamics, two relevant modifiers explaining both the variability in noise and air pollution emissions of the local traffic flow. In May 2011, the environmental agency in the Netherlands performed noise and air pollutant measurements near a major highway and included spectral noise. In the resulting report, the analysis of the traffic, the noise and a wide set of air pollutants only showed a strong correlation between noise and NO. In this work, this dataset is re-evaluated using the noise-related covariates, engine noise and cruising noise, defined in prior work. The modeling approach proves valid for most of the measured air pollutants except for the large PM fractions. Conclusion: the prior established methodology explains the complex interaction between traffic dynamics, noise emission and air pollution emissions for a wide variety of air pollutants. The applicability of the ‘noise-as-a-traffic-proxy’ approach is extended.

Environmental Impact Assessment of Potentially Toxic Elements in Soils Near the Runway at the International Airport in Central Europe

The environmental impacts of air transport and air transportation systems have become increasingly important and are heavily debated. The aim of the study was to determine the degree of soil contamination by the potentially toxic elements (Cu, Ni, Pb, and Zn) in the vicinity of the airport runway and to evaluate whether airport traffic has had factual toxic effects on airport vegetation. The overall assessment of soil contamination by means of the Nemerow integrated pollution index indicated slight pollution; evaluation by the geoaccumulation index evinced moderate contamination by Zn and nonexistent to moderate contamination by Cu, Ni, and Pb. A significant difference between the take-off and landing sections of the runway was not statistically confirmed. The vegetation risk assessment by means of the potential ecological risk index (RI) showed the low ecological risk, while the phytotoxicity test revealed an inhibition of up to 33.7%, with a slight inhibition of 16.7% on average, and thus low toxic effects of airport traffic on airport vegetation. The results of the linear regression model between phytotoxicity and RI manifested no relation between the two. The outcomes from other studies suggest that the range of elements and the extent of contamination can be highly variable at different airports and frequently affected by car traffic. Therefore, further research on this issue is needed for the more precise determination of the elements emitted by air traffic at airports.

Effects of short-term exposures to ultrafine particles near an airport in healthy subjects

BACKGROUND

Recent studies reported elevated concentrations of ultrafine particles (UFP) near airports. Little is known about the health effects of UFP from aviation. Since UFP can deposit deep into the lungs and other organs, they may cause significant adverse health effects.

OBJECTIVE

We investigated health effects of controlled short-term human exposure to UFP near a major airport.

METHODS

In this study, 21 healthy non-smoking volunteers (age range: 18-35 years) were repeatedly (2-5 visits) exposed for 5 h to ambient air near Schiphol Airport, while performing intermittent moderate exercise (i.e. cycling). Pre- to post-exposure changes in cardiopulmonary outcomes (spirometry, forced exhaled nitric oxide, electrocardiography and blood pressure) were assessed and related to total- and size-specific particle number concentrations (PNC), using linear mixed effect models.

RESULTS

The PNC was on average 53,500 particles/cm³ (range 10,500-173,200). A 5-95th percentile increase in exposure to UFP (i.e. 125,400 particles/cm³) was associated with a decrease in FVC of -73.8 mL (95% CI -138.8 - -0.4) and a prolongation of the corrected QT (QTc) interval by 9.9 ms (95% CI 2.0 - 19.1). These effects were associated with particles < 20 nm (mainly UFP from aviation), but not with particles > 50 nm (mainly UFP from road traffic).

DISCUSSION

Short-term exposures to aviation-related UFP near a major airport, was associated with decreased lung function (mainly FVC) and a prolonged QTc interval in healthy volunteers. The effects were relatively small, however, they appeared after single exposures of 5 h in young healthy adults. As this study cannot make any inferences about long-term health impacts, appropriate studies investigating potential health effects of long-term exposure to airport-related UFP, are urgently needed.

A Comprehensive Characterization of Particulate Matter, Trace Elements, and Gaseous Emissions of Piston-Engine Aircraft

The gaseous and PM₁₀ emissions of a piston-engine aircraft during ground operations at different engine states (six engine speed points and three air/fuel mixtures) representing certain flight phases were concurrently measured from the exhaust duct. PM₁₀ emissions were sampled on a 47 mm-diameter polytetrafluoroethylene (PTFE) filter in order to be analyzed with an inductively coupled plasma mass spectrometry (ICP-MS/MS) to identify the presence and level of forty-eight elements. The most abundant element is found to be Pb (med = 4.6 × 10⁶ ng m^-3), which is 40 times the second most abundant element, Na (med = 1.1 × 10⁵ ng m^-3). The filters used for sampling exhaust gases tend to lighten with an increase in engine speed and leaning of the fuel mixture. The average of measured PM mass concentrations at all engine speeds were calculated to be 27.7 mg m^-3 (full-rich) > 26.7 mg m^-3 (best-power) > 24.7 mg m^-3 (best-economy). The total mass of the trace elements constitutes an average of 24.1 ± 12.8% of the mass of PM. Electron microscope analyses suggest that the particles enriched by Al tend to agglomerate in a needle-shaped structure.

Relative contributions of a major international airport activities and other urban sources to the particle number concentrations (PNCs) at a nearby monitoring site

In this study, the positive matrix factorization (PMF) source apportionment model was employed to quantify the contributions of airport activities to particle number concentrations (PNCs) at Amsterdam Schiphol. Time-resolved particle number size distributions in parallel with the concentrations of auxiliary variables, including gaseous pollutants (NO_x and CO), black carbon, PM_2.5 mass, and number of arrivals/departures were measured for 32 sampling days over a 6-month period near Schiphol airport to be used in the model. PMF results revealed that airport activities, cumulatively, accounted for around 79.3% of PNCs and our model segregated them into three major groups: (i) aircraft departures, (ii) aircraft arrivals, and (iii) ground service equipment (GSE) (with some contributions of local road traffic, mostly from airport parking lots). Aircraft departures and aircraft arrivals showed mode diameters <20 nm and contributed, respectively, to 46.1% and 26.7% of PNCs. The factor GSE/local road traffic, with a mode diameter of around 60-80 nm, accounted for 6.5% of the PNCs. Road traffic related mainly to the surrounding freeways was characterized with a mode diameter of 30-40 nm; this factor contributed to 18.0% of PNCs although its absolute PNCs was comparable with that of areas heavily impacted by traffic emissions. Lastly, urban background with a mode diameter at 150-225 nm, had a minimal contribution (2.7%) to PNCs while dominating the particle volume/mass concentrations with a contribution of 58.2%. These findings illustrate the dominant role of the airport activities in ambient PNCs in the surrounding areas. More importantly, the quantification of the contributions of different airport activities to PNCs is a useful tool to better control and limit the increased PNCs near the airports that could adversely impact the health of the adjacent urban communities.

Airborne, Vehicle-Derived Fe-Bearing Nanoparticles in the Urban Environment: A Review

Airborne particulate matter poses a serious threat to human health. Exposure to nanosized (<0.1 μm), vehicle-derived particulates may be hazardous due to their bioreactivity, their ability to penetrate every organ, including the brain, and their abundance in the urban atmosphere. Fe-bearing nanoparticles (<0.1 μm) in urban environments may be especially important because of their pathogenicity and possible association with neurodegenerative diseases, such as Alzheimer's and Parkinson's diseases. This review examines current knowledge regarding the sources of vehicle-derived Fe-bearing nanoparticles, their chemical and mineralogical compositions, grain size distribution and potential hazard to human health. We focus on data reported for the following sources of Fe-bearing nanoparticles: exhaust emissions (both diesel and gasoline), brake wear, tire and road surface wear, resuspension of roadside dust, underground, train and tram emissions, and aircraft and shipping emissions. We identify limitations and gaps in existing knowledge as well as future challenges and perspectives for studies of airborne Fe-bearing nanoparticles.

Improved estimation of air pollutant emissions from landing and takeoff cycles of civil aircraft in China

Civil aircraft emissions during landing and takeoff (LTO) are important air pollutant sources, but have been given insufficient attention in China. Accurate estimation of these emissions is limited by a lack of important parameters, such as detailed flight information and the dynamic time in climb and approach modes during LTO that are dependent on mixing layer height (MLH). We developed a flight-time/flight-height relationship using real-time height information in Aircraft Meteorological Data Relay data, and then calculated the actual time for each flight in those two modes based on the actual MLH from meteorological observation. Hourly emissions of civil aircraft were then estimated based on the database of each flight. Total emissions of NO_x, CO, SO₂, HC and PM from LTO cycles of domestic flights in China during 2015 were 37.78 Gg, 30.25 Gg, 12.00 Gg, 2.38 Gg and 0.75 Gg, respectively. Substantial monthly, daily and hourly variations of emissions due to the flight schedule as well as MLH were calculated. Large differences were found between the new estimation and emissions calculated based on traditional method. Compared with the emissions estimated based on default parameter obtained from International Civil Aviation Organization, the average difference of annual emission among airports with new estimation for various pollutants was approximately 30.3% in climb mode and 81.4% in approach mode; compared with the emissions estimated based on the method proposed by China National Guide, the average difference of annual emission among airports were 37.4% (NO_x), 8.4% (CO), 73.1% (HC) and 58.1% (PM) during LTO process. The monthly airport-specific emissions per LTO were also proposed. These can provide necessary and meaningful support for the revision of the values in National Guide.

Occupational Fine/Ultrafine Particles and Noise Exposure in Aircraft Personnel Operating in Airport Taxiway

The occupational exposure to airborne fine and ultrafine particles (UFPs) and noise in aircraft personnel employed in airport taxiway was investigated. Stationary samplings and multiple personal sampling sites and job tasks were considered. Size distribution, particle number concentrations, lung dose surface area were measured by personal particle counters and by means of an electric low pressure impactor (ELPI+TM). Morphological and chemical characterization of UFPs were performed by transmission and scanning electron microscopy, the latter together with energy dispersive X-Ray spectroscopy based spatially resolved compositional mapping. A-weighted noise exposure level A-weighted noise exposure level normalized to an 8 h working day and Peak Sound C-weighted Pressure Level was calculated for single worker and for homogeneous exposure groups. Our study provides evidence on the impact of aviation-related emissions on occupational exposure to ultrafine particles and noise exposure of workers operating in an airport taxiway. Main exposure peaks are related to pre-flight operations of engine aircrafts. Although exposure to ultrafine particles and noise appears to not be critical if compared with other occupational scenarios, the coincidence in time of high peaks of exposure to ultrafine particles and noise suggest that further investigations are warranted in order to assess possible subclinical and clinical adverse health effects in exposed workers, especially for cardiovascular apparatus.

Physicochemical studies of aerosols at Montreal Trudeau Airport: The importance of airborne nanoparticles containing metal contaminants

Airborne particles, specifically nanoparticles, are identified health hazards and a key research domain in air pollution and climate change. We performed a systematic airport study to characterize real-time size and number density distribution, chemical composition and morphology of the aerosols (∼10 nm-10 μm) using complementary cutting-edge and novel techniques, namely optical aerosol analyzers, triple quad ICP-MS/MS and high-resolution STEM imaging. The total number density of aerosols, predominantly composed of nanoparticles, reached a maximum of 2 × 10⁶ cm^-3 and is higher than reported values from any other international airport. We also provide evidence for a wide range of metal in aerosols, and emerging metals in nanoparticles (e.g., Zn and Ni). The geometric mean, median and 99th and 1st percentile values of observed nanoparticle number densities at the apron were 1.0 × 10⁵, 9.0 × 10⁴, 1.2 × 10⁶ and 9.3 × 10³ cm^-3, respectively. These observations were statistically higher than corresponding measurements in downtown Montreal and at major highways during rush hour. This airport is thus a hotspot for nanoparticles containing emerging contaminants. The diurnal trends in concentrations exhibit peaks during flight and rush hours, showing correlations with pollutants such as CO. The HR-TEM-EDS provided evidence for nano-sized particles produced in combustion engines. Implications of our results for air pollution and health are discussed.

Short-term effects of airport-associated ultrafine particle exposure on lung function and inflammation in adults with asthma

BACKGROUND

Exposure to ultrafine particles (UFP, particles with aerodynamic diameter < 100 nm) is associated with reduced lung function and airway inflammation in individuals with asthma. Recently, elevated UFP number concentrations (PN) from aircraft landing and takeoff activity were identified downwind of the Los Angeles International Airport (LAX) but little is known about the health impacts of airport-related UFP exposure.

METHODS

We conducted a randomized crossover study of 22 non-smoking adults with mild to moderate asthma in Nov-Dec 2014 and May-Jul 2015 to investigate short-term effects of exposure to LAX airport-related UFPs. Participants conducted scripted, mild walking activity on two occasions in public parks inside (exposure) and outside (control) of the high UFP zone. Spirometry, multiple flow exhaled nitric oxide, and circulating inflammatory cytokines were measured before and after exposure. Personal UFP PN and lung deposited surface area (LDSA) and stationary UFP PN, black carbon (BC), particle-bound PAHs (PB-PAH), ozone (O3), carbon dioxide (CO2) and particulate matter (PM2.5) mass were measured. Source apportionment analysis was conducted to distinguish aircraft from roadway traffic related UFP sources. Health models investigated within-subject changes in outcomes as a function of pollutants and source factors.

RESULTS

A high two-hour walking period average contrast of ~34,000 particles·cm-3 was achieved with mean (std) PN concentrations of 53,342 (25,529) and 19,557 (11,131) particles·cm-3 and mean (std) particle size of 28.7 (9.5) and 33.2 (11.5) at the exposure and control site, respectively. Principal components analysis differentiated airport UFPs (PN), roadway traffic (BC, PB-PAH), PM mass (PM2.5, PM10), and secondary photochemistry (O3) sources. A standard deviation increase in the 'Airport UFPs' factor was significantly associated with IL-6, a circulating marker of inflammation (single-pollutant model: 0.21, 95% CI = 0.08-0.34; multi-pollutant model: 0.18, 0.04-0.32). The 'Traffic' factor was significantly associated with lower Forced Expiratory Volume in 1 s (FEV1) (single-pollutant model: -1.52, -2.28 to -0.77) and elevated sTNFrII (single-pollutant model: 36.47; 6.03-66.91; multi-pollutant model: 64.38; 6.30-122.46). No consistent associations were observed with exhaled nitric oxide.

CONCLUSIONS

To our knowledge, our study is the first to demonstrate increased acute systemic inflammation following exposure to airport-related UFPs. Health effects associated with roadway traffic exposure were distinct. This study emphasizes the importance of multi-pollutant measurements and modeling techniques to disentangle sources of UFPs contributing to the complex urban air pollution mixture and to evaluate population health risks.

The first survey of airborne trace elements at airport using moss bag technique

Air traffic represents an important way of social mobility in the world, and many ongoing discussions are related to the impacts that air transportation has on local air quality. In this study, moss Sphagnum girgensohnii was used for the first time in the assessment of trace element content at the international airport. The moss bags were exposed during the summer of 2013 at four sampling sites at the airport 'Nikola Tesla' (Belgrade, Serbia): runway (two), auxiliary runway and parking lot. According to the relative accumulation factor (RAF) and the limit of quantification of the moss bag technique (LOQ_T), the most abundant elements in the samples were Zn, Na, Cr, V, Cu and Fe. A comparison between the element concentrations at the airport and the corresponding values in different land use classes (urban central, suburban, industrial and green zones) across the city of Belgrade did not point out that the air traffic and associated activities significantly contribute to the trace element air pollution. This study emphasised an easy operational and robust (bio)monitoring, using moss bags as a suitable method for assessment of air quality within various microenvironments with restriction in positioning referent instrumental devices.

Source apportionment of wide range particle size spectra and black carbon collected at the airport of Venice (Italy)

Atmospheric particles are of high concern due to their toxic properties and effects on climate, and large airports are known as significant sources of particles. This study investigates the contribution of the Airport of Venice (Italy) to black carbon (BC), total particle number concentrations (PNC) and particle number size distributions (PNSD) over a large range (14 nm-20 μm). Continuous measurements were conducted between April and June 2014 at a site located 110 m from the main taxiway and 300 m from the runway. Results revealed no significantly elevated levels of BC and PNC, but exhibited characteristic diurnal profiles. PNSD were then analysed using both k-means cluster analysis and positive matrix factorization. Five clusters were extracted and identified as midday nucleation events, road traffic, aircraft, airport and nighttime pollution. Six factors were apportioned and identified as probable sources according to the size profiles, directional association, diurnal variation, road and airport traffic volumes and their relationships to micrometeorology and common air pollutants. Photochemical nucleation accounted for ∼44% of total number, followed by road + shipping traffic (26%). Airport-related emissions accounted for ∼20% of total PNC and showed a main mode at 80 nm and a second mode beyond the lower limit of the SMPS (<14 nm). The remaining factors accounted for less than 10% of number counts, but were relevant for total volume concentrations: nighttime nitrate, regional pollution and local resuspension. An analysis of BC levels over different wind sectors revealed no especially significant contributions from specific directions associated with the main local sources, but a potentially significant role of diurnal dynamics of the mixing layer on BC levels. The approaches adopted in this study have identified and apportioned the main sources of particles and BC at an international airport located in area affected by a complex emission scenario. The results may underpin measures for improving local and regional air quality, and health impact assessment studies.

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

Civil aviation is fast-growing (about +5% every year), mainly driven by the developing economies and globalisation. Its impact on the environment is heavily debated, particularly in relation to climate forcing attributed to emissions at cruising altitudes and the noise and the deterioration of air quality at ground-level due to airport operations. This latter environmental issue is of particular interest to the scientific community and policymakers, especially in relation to the breach of limit and target values for many air pollutants, mainly nitrogen oxides and particulate matter, near the busiest airports and the resulting consequences for public health. Despite the increased attention given to aircraft emissions at ground-level and air pollution in the vicinity of airports, many research gaps remain. Sources relevant to air quality include not only engine exhaust and non-exhaust emissions from aircraft, but also emissions from the units providing power to the aircraft on the ground, the traffic due to the airport ground service, maintenance work, heating facilities, fugitive vapours from refuelling operations, kitchens and restaurants for passengers and operators, intermodal transportation systems, and road traffic for transporting people and goods in and out to the airport. Many of these sources have received inadequate attention, despite their high potential for impact on air quality. This review aims to summarise the state-of-the-art research on aircraft and airport emissions and attempts to synthesise the results of studies that have addressed this issue. It also aims to describe the key characteristics of pollution, the impacts upon global and local air quality and to address the future potential of research by highlighting research needs.

Long-term monitoring of airborne nickel (Ni) pollution in association with some potential source processes in the urban environment

The environmental behavior and pollution status of nickel (Ni) were investigated in seven major cities in Korea over a 13-year time span (1998-2010). The mean concentrations of Ni measured during the whole study period fell within the range of 3.71 (Gwangju: GJ) to 12.6ngm(-3) (Incheon: IC). Although Ni values showed a good comparability in a relatively large spatial scale, its values in most cities (6 out of 7) were subject to moderate reductions over the study period. To assess the effect of major sources on the long-term distribution of Ni, the relationship between their concentrations and the potent source processes like non-road transportation sources (e.g., ship and aircraft emissions) were examined from some cities with port and airport facilities. The potential impact of long-range transport of Asian dust particles in controlling Ni levels was also evaluated. The overall results suggest that the Ni levels were subject to gradual reductions over the study period irrespective of changes in such localized non-road source activities. The pollution of Ni at all the study sites was maintained well below the international threshold (Directive 2004/107/EC) value of 20ngm(-3).