Industrial Source Contributions and Health Risk Assessment of Fine Particle-Bound Polycyclic Aromatic Hydrocarbons (PAHs) during Spring and Late Summer in the Baoshan Area, Shanghai

The main objective of this study was to examine the chemical characteristics, possible sources, and health risks of fine particle-bound Polycyclic Aromatic Hydrocarbons (PAHs) in the Baoshan area of Shanghai. Here, ambient particles with five-size ranges were collected during the spring and late summer of 2017. The PAHs were determined by the Gas Chromatography-Mass Spectrometry (GC-MS). Our results showed that the average mass concentration of 13 species of PAHs in spring and in late summer was 4.83 (1.88~12.1) ng/m3 and 4.27 (2.09~5.75) ng/m3 in Total Suspended Particles (TSPs), respectively. The higher PAH ratios (PM1.1/TSPs) indicated that PAHs are mainly concentrated in PM1.1, especially in late summer. The values of BaA/(BaA+CHR) were under 0.50 and IcdP/(IcdP+BghiP) were in range from 0.20 to 0.50 for TSP and PM1.1, suggesting that petroleum combustion and diesel emissions could be considered as key sources of PAHs, which tend to be associated with PM1.1. Moreover, the Principal Component Analysis (PCA) in PM1.1 identified the main PH sources, which include stationary and diesel emissions. The air mass backward trajectories and wind direction analysis showed that air masses were mainly derived from marine sources across the local industry area in late summer. Individual Carcinogenic Risk Inhalation (ILCR) was over 10−6 among the total six age groups in both of the sampling periods in TSPs, indicating the possible carcinogenic risk, especially for children and the young age group. Toxic PAHs belong to Heavy Molecular Weight (HMW) PAHs, especially Benzo[a]pyrene (BaP). Compared with PM1.1–2.0, the Combustion-Derived PAHs group (COMPAHs) and Carcinogenic PAHs (CANPAHs) were highly concentrated in PM1.1. Stationary sources, such as the developed steel industry, made a great contribution to the level of PAHs, especially in late summer.

Doping Tests for Cyber-physical Systems

The software running in embedded or cyber-physical systems is typically of proprietary nature, so users do not know precisely what the systems they own are (in)capable of doing. Most malfunctionings of such systems are not intended by the manufacturer, but some are, which means these cannot be classified as bugs or security loopholes. The most prominent examples have become public in the diesel emissions scandal, where millions of cars were found to be equipped with software violating the law, altogether polluting the environment and putting human health at risk. The behaviour of the software embedded in these cars was intended by the manufacturer, but it was not in the interest of society, a phenomenon that has been called software doping . Due to the unavailability of a specification, the analysis of doped software is significantly different from that for buggy or insecure software and hence classical verification and testing techniques have to be adapted. The work presented in this article builds on existing definitions of software doping and lays the theoretical foundations for conducting software doping tests, so as to enable uncovering unethical manufacturers. The complex nature of software doping makes it very hard to effectuate doping tests in practice. We explain the main challenges and provide efficient solutions to realise doping tests despite this complexity.

Blame

In this chapter, evading blame is the incentive to delegate. Retrospectively or prospectively, one delegates to a “fall guy” lower down in the organization to protect oneself from the consequences of one’s actions. Blame is a task that the principal opportunistically allocates the agent when the unanticipated contingency of a whistle-blower appears on the scene and wrongdoing becomes visible. Volkswagen software engineers, hired to write code, were tasked with the blame when the scandal over diesel emissions erupted; Abu Ghraib personnel were blamed for the torture of detainees; and commanders recruited militias rather than regular forces to carry out controversial violence in the French-Indian War, the Irish Civil War, and elsewhere.

The Effect of Non-Compliance of Diesel Vehicle Emissions with Euro Limits on Mortality in the City of Milan

Diesel exhaust is hazardous to human health. In time, this has led the EU to impose on manufacturers lower and lower emission standards. These limits are very challenging in particular for nitrogen oxides (NOx) emitted by diesel-fueled vehicles. For the town of Milan (Italy), we used a complex modeling system that takes into account the NOx emissions from vehicular traffic and other urban sources, as well as their dispersion and chemical transformations in the atmosphere related to meteorological parameters. The traffic emissions in the Milan urban area were estimated using the geometric and structural characteristics of the road network, whereas the traffic flows were provided by the Environment and Territory Mobility Agency. Car emissions were estimated by the official European method COPERT 5. The nitrogen dioxide (NO2) concentrations were estimated under two scenarios: the actual scenario with real emissions and the Diesel Emission Standards Compliance (DESC) scenario. Using a recent meta-analysis, limited to European studies, we evaluated the relationship between NO2 concentrations and natural mortality. For the actual scenario, the NO2 annual concentration mean was 44.3 µg/m3, whereas under the DESC hypothetical scenario, this would have been of 37.7 µg/m3. This “extra” exposure of 6.6 µg/m3 of NO2 leads to a yearly excess of 574 “natural” deaths. Diesel emissions are very difficult to limit and are harmful for exposed people. This suggests that specific policies, including traffic limitations, need to be developed and enforced in urban environments.

Hazy clouds: Making black carbon visible in climate science

In 1995, a multimillion-dollar experiment – the Indian Ocean Experiment – discovered a dark mass of polluting air hovering above the Indian subcontinent. This mass of air was termed a cloud and found to be composed of a high amount of black carbon that was judged to be the second biggest threat to climate change after carbon-dioxide. In this article, an attempt is made to trace the life of black carbon by documenting its changing forms since the experiment. It emerges that the changing forms allow for the movement of air – smoke from traditional cookstoves and vehicular diesel emissions in India lead to the formation of the cloud – and reveal how an ethnography of air can be undertaken.