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Human mobility drives the spread of many infectious diseases, yet the health impacts of changes in mobility due to new infrastructure development are poorly understood and currently not accounted for in impact assessments. We take a novel quasi-experimental approach to identifying the link between mobility and infectious disease, leveraging historical road upgrades as a proxy for regional human mobility changes. We analyzed how highway paving altered transmission of dengue-a high-burden mosquito-borne disease-via changes in human movement in the Madre de Dios region of Peru. The paving of the Interoceanic Highway through a formerly isolated region of the Amazon in 2009 provided a unique opportunity to quantify the causal impact of road paving on disease transmission. To uncover this relationship, we compared dengue incidence data from healthcare facilities in Madre de Dios near to versus far from the newly paved highway before and after paving, while controlling for observable and unobservable confounding variables (a difference-in-differences causal inference approach). We found that the paving of the highway caused at least an additional 9,826 (95% CI: 8,562-10,684) dengue cases since paving, accounting for 45.2% (95% CI: 39.4%-49.2%) of all dengue cases recorded in the region post highway paving (2009-2022). Our findings demonstrate the impact that infrastructure can have on dengue transmission, likely via its effects on human mobility. As a result, we advocate for future road construction plans in tropical regions to account for potential increases in dengue transmission during impact assessments.

Telematics boxes integrated into vehicles are instrumental in capturing driving data encompassing behavioral and contextual information, including speed, distance travelled by road type, and time of day. These data can be amalgamated with drivers' individual attributes and reported accident occurrences to their respective insurance providers. Our study analyzes a substantial sample size of 19,214 individual drivers over a span of 55 weeks, covering a cumulative distance of 181.4 million kilometers driven. Utilizing this dataset, we develop predictive models for weekly accident frequency. As anticipated based on prior research with yearly data, our findings affirm that behavioral traits, such as instances of excessive speed, and contextual data pertaining to road type and time of day significantly aid in ratemaking design. The predictive models enable the creation of driving scores and personalized warnings, presenting a potential to enhance traffic safety by alerting drivers to perilous conditions. Our discussion delves into the construction of multiplicative scores derived from Poisson regression, contrasting them with additive scores resulting from a linear probability model approach, which offer greater communicability. Furthermore, we demonstrate that the inclusion of lagged behavioral and contextual factors not only enhances prediction accuracy but also lays the foundation for a diverse range of usage-based insurance schemes for weekly payments., Competing Interests: M.G. has received funds from insurance companies, but the funding organisations had no role in the design of the study; in the collection, analyses, or interpretation of data; in the writing of the manuscript; or in the decision to publish the results. The authors declare no other potential conflicts of interest., (© 2024 The Authors. Published by Elsevier Ltd.)

Optimizing the deployment of roadside units (RSUs) holds great potential for enhancing the delay performance of vehicular ad hoc networks. However, there has been limited focus on devising RSU deployment strategies tailored specifically for highway intersections. In this study, we introduce a novel probabilistic model to characterize events occurring around highway intersections. By leveraging this model, we analytically determine the expected event reporting delays for both highway segments and intersections. Subsequently, we propose an RSU deployment scheme specifically designed for highway intersections, aimed at minimizing the expected event reporting delay. To implement this scheme, we introduce an innovative algorithm named cooperative walking. Through illustrative examples, we demonstrate that our proposed RSU deployment strategy for highway intersections outperforms the commonly employed uniform RSU deployment scheme and the previously proposed balloon method in terms of delay performance.

Within the global architecture, engineering, and construction industry, the use of Building Information Modeling (BIM) technology has significantly expanded. However, given the unique characteristics of road infrastructure, the application of BIM technology is still being explored. This article focuses on the Yuanchen Expressway, exploring innovative applications of BIM technology in comprehensive construction management. The project employs advanced technologies, including BIM, Geographic Information Systems (GIS), and the Internet of Things (IoT), to precisely identify critical nodes and breakthroughs. Supported by a detailed BIM model and a multi-level, diversified digital management platform, the project effectively addresses construction challenges in multiple tunnels, bridges, and complex interchanges, achieving intelligent construction innovation throughout the Yuanchen Expressway with BIM technology. By guiding construction through BIM models, utilizing a BIM+GIS-based management cloud platform system, and employing VR safety briefings, the project effectively reduces the difficulty of communication and coordination in project management, shortens the project measurement cycle, improves on-site work efficiency, and ensures comprehensive control and safety management. This article provides an exemplary case for the application of full-line construction management using BIM technology in the highway sector both in China and globally, offering new perspectives and strategies for highway construction management., (© 2024. The Author(s).)

In January 2021, oxygen supplies in the Amazon region's largest city were allowed to run out at the peak of the second wave of the COVID-19 epidemic, shocking the world as hospital patients expired for lack of this basic medical resource in Manaus, which during the first COVID-19 wave had become the world's first city to bury its dead in mass graves. Brazil's authorities used this tragedy to further a political agenda that implies enormous environmental and human-rights consequences. Transport of oxygen was used to promote building a road that, together with its planned side roads, would give deforesters access to much of what remains of Brazil's Amazon Forest. Here, we demonstrate that the logistical strategy adopted by the Jair Bolsonaro administration's Ministries of Health and Infrastructure to bring oxygen to Manaus was the worst possible choice, and the foreseeable delay in the arrival of oxygen cost hundreds of lives. Rather than sending trucks to carry oxygen on the nearly impassible Highway BR-319 during the rainy season, the most appropriate transport option was barges on the Madeira River. As oxygen supplies dwindled in Manaus, the families of wealthier COVID-19 victims scrambled to buy the few remaining cylinders at prices out of reach for those in poorer (and often ethnically distinct) economic strata. Ethnic health disparities are aggravated by both the direct consequences of the oxygen crisis and, on the longer term, by the consequences of the highway project that political use of the crisis materially advanced., (© 2023. W. Montague Cobb-NMA Health Institute.)

Honeybees are insects very sensitive to environmental pollution and at the same time very good indicators of the pollution levels for certain types of pollutants. The morphology and ethology of these insects make them perfect vectors for dust and substances, including heavy metals produced by anthropic activities or naturally generated and deposited on foraged flora. When bees are raised to produce foods such as honey and pollen, they can easily transfer pollutants collected from contaminated flower affecting the quality of these products. However, depending on geographical location of the apiaries and their distance from pollution sources, the risk to contaminate bee products can be higher or lower requiring deep investigations. In this study, two apiaries were built near ground transport infrastructures and used as monitoring stations for investigating heavy metal presence in beehive products such as bee wax, pollen, and honey. Another apiary was placed between these two locations at a distance of 500 m from each one and used as central node to asses possible diffusion trends. Parallel, air quality was monitored in the proximity of each apiary to verify the air pollution of the environments close to these sites. The results of the study suggest that the presence of the highway and the train station affected the levels of heavy metal presence in the apiary products. Air quality near apiaries was also negatively affected by ground transport, especially in proximity of the highway. Wax resulted significantly more polluted in the apiary close to train station with elements such as Al, Zn, and Ni, while honey and pollen were significantly more polluted in the proximity of the highway with elements such as Al, Fe, Cu, and Zn. Honey was the product suffering less the contamination by heavy metals while pollen was the worse. In conclusion, the presence of transportation nodes determined a higher accumulation of heavy metals in beehive products respect the apiary placed in between, suggesting to pay particular attention in the site selection for the placement of apiaries to protect both bees and human health., (© 2024. The Author(s), under exclusive licence to Springer-Verlag GmbH Germany, part of Springer Nature.)

The disturbance of infrastructures may affect biological communities that are exposed to them. This study assesses the impact of high-speed (highway and railway) infrastructures in a protected study site, the Natural Reserve Fontanili di Corte Valle Re (Emilia-Romagna, Italy). We compared bird diversity with sound intensity and frequency in three sampling areas, increasingly distant from the infrastructures at the border with the reserve, during the last 4 years (2019-2022), monitoring sedentary, nesting, and migratory bird species. We hypothesize a decreasing diversity closer to the source of disturbance, which is mostly attributable to noise pollution. Our findings confirmed this trend, and we show that, in particular, disturbance seems to influence species richness more than the total abundance of birds. We also discovered that highway disturbance was much higher than railway in terms of frequency and duration. In light of these results, we suggest that some species, which have a behavioral ecology strongly based on singing to communicate with each other for their reproductive and defensive strategies, may suffer more from constant acoustic disturbance. The installation of effective noise barriers to shield the sound produced by the highways should be considered a mandatory request not only in proximity to houses but also in the vicinity of protected areas., (© 2024. The Author(s).)

Nowadays, ultra-wide cross section highway is a hotspot in construction and brings some unique noise distribution characteristics. In this work, we further investigate noise distribution characteristics of diverse building layouts along ultra-wide cross section highway in Guangdong Province with multiple noise mitigation measures. By the aid of vehicle noise emission model and noise mapping, the influence of high-rise building layouts and shielding in the urban planning on noise mitigation is also considered. Some key findings are summarized as follows: (1) Under the same distance, the noise level of non-frontage building facades is higher than frontage building facades. After taking noise reduction measures, the noise reduction effect of non-street-facing building facades, buildings facing the road, and buildings at a long distance to the road is greater than street-facing building facades, buildings sideways to the road, and buildings at a short distance; (2) the distribution trend of insertion loss (IL) of non-frontage buildings is influenced by the height of the frontage buildings. Specifically, the trend of insertion loss first increases and then decreases as the floor rises when the height of non-frontage buildings is higher than frontage buildings. Comparatively, the trend of insertion loss decreases as the floor rises when the height of non-frontage buildings is equal to frontage buildings; (3) when double noise reduction measures are implemented, the noise distribution trend in buildings is similar to that observed with individual noise reduction measure, where the difference between both is only 0.6 dB(A). Thanks to the high representativeness of the case area, this work can provide some design guidance for the urban planning and the selection of noise reduction measures along the ultra-wide cross section highway., (© 2024. The Author(s), under exclusive licence to Springer-Verlag GmbH Germany, part of Springer Nature.)

The ecosystem services of the Qinghai-Tibet Plateau have been hot topics in recent decades due to their unique value, and the region's sensitivity to climate change and human activities is considered to be of major importance. However, few studies have focused on the variations of ecosystem services in response to traffic activities and climate change. This study applied different ecosystem service models, along with the buffer analysis, local correlation and regression analysis to quantitatively analyze the spatiotemporal variations of carbon sequestration, habitat quality, and soil retention, further detected the climatic and traffic influences in the transport corridor region of the Qinghai-Tibet Plateau from 2000 to 2020. The obtained results showed the following: (1) The carbon sequestration and soil retention increased over time, while the habitat quality decreased during the railway construction period; in addition, the variations of ecosystem services between the two periods exhibited substantial spatial differences. (2) The distance trends of ecosystem service variations were similar for the railway and the highway corridors, and the positive ecosystem service trends were mainly observed within 2.5 km and 2 km of railway and highway corridors, respectively. (3) The impacts of climatic factors on ecosystem services were predominantly positive; however, temperature and precipitation displayed contrasting distance trends in their impacts on carbon sequestration. (4) The types of frozen ground and locations away from the railway or highway were the combined factors affecting the ecosystem services, among which carbon sequestration was negatively influenced by the distance from the highway in the continuous permafrost areas. It can be speculated that rising temperatures caused by climate change may intensify the decline of carbon sequestration in the continuous permafrost areas. This study provides guidance on ecological protection strategies for future expressway construction projects., Competing Interests: Declaration of competing interest We declare that we have no financial and personal relationships with other people or organizations that can inappropriately influence our work, there is no professional or other personal interest of any nature or kind in any product, service and/or company that could be construed as influencing the position presented in, or the review of, the manuscript entitled “Effects of transport infrastructures and climate change on ecosystem services in the integrated transport corridor region of the Qinghai-Tibet Plateau”., (Copyright © 2023 Elsevier B.V. All rights reserved.)

Carbon emission changes significantly when the vehicle is driving at a variable speed. Given that the rule of vehicle carbon emissions under different driving behaviors is underexplored, this study filled this research gap by establishing a theoretical carbon emission model when vehicles are driving at fluctuating speed. The model was established based on the law of conservation of mechanical energy, the first law of thermodynamics, the theory of vehicle dynamics. Two passenger cars and three trucks were selected as typical vehicles. A field test was carried out under different driving behaviors with uniform acceleration. The proposed model can forecast the carbon emissions of vehicles that fluctuate in speed during travel and showed strong accuracy in model validation. As the speed fluctuation increased, the influence of acceleration on carbon emissions became more apparent. Gradient has a more significant influence on vehicle carbon emissions, followed by acceleration. By controlling the driving behavior of the vehicle on the round trip, the same carbon emissions as driving on a flat route at a constant speed can be achieved. The findings of this study will provide a theoretical basis for low-carbon transportation., (© 2022. The Author(s), under exclusive licence to Springer-Verlag GmbH Germany, part of Springer Nature.)

It is now well evidenced that wildlife crossing structures paired with exclusion fencing reduce wildlife vehicles collisions while facilitating wildlife connectivity across roadways. Managing animal mortality and subpopulation connectivity is crucial to successful species and landscape stewardship. Highway mitigation projects are large economic investments that remain on the landscape for many decades. Governments and planning agents thus strive to balance cost and benefit to build cost-effective structures with the greatest positive impact on local wildlife and motorists. Ideal dimensions of overpasses and underpasses vary by species, but scientists generally suggest that overpasses for large mammals should be approximately 50 m wide. Optimal width also depends on structure length, with longer structures requiring additional width. Accordingly, experts have suggested a width to length ratio of 0.8. We sought to assess how these recommendations manifested in practice-where agencies use this information to design and build structures while also balancing cost and logistical challenges-and the degree to which built structures conform to current recommendations. We identified 120 wildlife overpasses across the world that were constructed to reduce the negative impacts of roads. Using a novel measurement technique, we analyzed the dimensions of these 120 overpasses located in North America, Europe, Asia, and Oceania. The average width of the wildlife overpasses was 34 m. Most wildlife overpasses located in North America and Europe did not meet their respective dimensional expert guidelines. We investigate reasons explaining the non-compliance and provide recommendations for future overpass designs. Building on previous evidence showing that wider overpasses have increased crossing rates, we examined crossing rates for multiple large mammal species across 12 overpasses located in western North America. We qualitatively observed that wider North American overpasses (40-60 m), in or near compliance with expert guidelines, were associated with a more diverse set of species use and had nearly twice the average crossing rates when compared to non-compliant, narrow North American overpasses. In reviewing various studies from around the world, we conclude that wide overpasses (~50 m) continue to present ecologically sound and cost-effective solutions for decreasing the barrier of roadways, especially when targeting width-sensitive species and large assemblages of mammals. Future studies, however, are encouraged to further explore the specific instances when underpasses and narrower overpasses present more cost-effective ecological solutions, or how these structures can complement wide overpasses in successful wildlife crossing systems., Competing Interests: The authors declare that they have no competing interests., (© 2022 Brennan et al.)

Research in environmental sciences has demonstrated that land in close proximity to brownfields and heavily trafficked highways is contaminated with toxic metals. Despite this, little is known about the influence of brownfields and highways on metal levels in residents living nearby. We used data from 774 participants in the Detroit Neighborhood Health Study to estimate the effect of residential proximity to brownfields, highways, and present-day traffic on serum levels of lead, mercury, manganese, and copper using generalized estimating equations. We found that a 1 standard deviation increase in residential brownfield density within 200m was associated with increased serum lead levels (β: 0.04, 95% CI: -0.01, 0.09). The same modeled increase in a subset of historic industrial-use brownfields was associated with elevated serum mercury (β: 0.06, 95% CI: 0.03, 0.09). Increased highway and traffic density was positively associated with serum manganese (β: 0.02, 95% CI: 0.01, 0.04). Highway and traffic density was also positively associated with serum lead (β: 0.02, 95% CI: 0.01, 0.03) after restricting the analysis to participants who did not move during the study follow-up period. These findings draw attention to the importance of remediating polluted post-industrial sites in heavily populated areas, particularly as residents continue to move into densely populated cities around the globe., Competing Interests: Declaration of interests The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper.

Background: The rapid outbreak of Coronavirus disease 2019 (COVID-19) has posed several challenges to the scientific community. The goal of this paper is to investigate the spread of COVID-19 in Northern Italy during the so-called first wave scenario and to provide a qualitative comparison with the local highway net., Methods: Fixed a grid of days from February 27, 2020, the cumulative numbers of infections in each considered province have been compared to sequences of thresholds. As a consequence, a time-evolving classification of the state of danger in terms of Severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) infections, in view of the smallest threshold overtaken by this comparison, has been obtained for each considered province. The provinces with a significant amount of cases have then been collected into matrices containing only the ones featuring a significant amount of cases., Results: The time evolution of the classification has then been qualitatively compared to the highway network, to identify similarities and thus linking the rapid spreading of COVID-19 and the highway connections., Conclusions: The obtained results demonstrate how the proposed model properly fits with the spread of COVID-19 along with the Italian highway transport network and could be implemented to analyze qualitatively other disease transmissions in different contexts and time periods., Competing Interests: The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (© 2022 The Authors.)

Introduction: The adverse health outcomes of traffic-related ultrafine particles (UFPs) disproportionally impact near-highway neighborhoods. Current studies focus on either short-term health outcomes associated with short-term UFP exposures averaged over days or weeks, or long-term outcomes associated with long-term (yearly or longer) average UFP exposures. We hypothesized that frequent and repeated exposure to short-term UFP peaks that last for just hours could overwhelm or alter physiological defensive responses, resulting in long-term health issues. Herein, we propose a new exposure metric for measuring the cumulative effect of these peak exposures., Method: We used UFP exposure data estimated by the Community Assessment of Freeway Exposure and Health (CAFEH) project, which recruited 704 participants from three pairs of near-highway/urban background neighborhoods in the Greater Boston Area between 2009 and 2012. CAFEH developed land use regression (LUR) models to estimate hourly averages of ambient UFP levels within the study areas based on mobile-monitored UFP data, and applied time-activity adjustment (TAA) to calculate adjusted final hourly estimates. Our alternative metric assigns cumulative peak exposure, which is determined as either the intensity (a high percentile of an individual's adjusted hourly UFP estimates) or the frequency (the number of hours with adjusted UFP estimates greater than a high percentile of all adjusted hourly UFP estimates of all participants in the study area) of UFP peaks., Results: After TAA was applied, for most of the time, our cumulative peak exposure metrics were not strongly correlated with the annual average. However, the level of correlation varied greatly from neighborhood to neighborhood (Spearman's R ranges from 0.39 to 0.97)., Conclusion: There was variation in UFP peak exposure that was not explained by the annual average, suggesting that our proposed peak metric distinct from annual average exposure metric., (© 2021. The Author(s), under exclusive licence to Springer Nature America, Inc.)

Introduction: Road traffic injuries are a major but neglected global challenge. There are high and rising rates of road traffic injuries in Nepal. Most of the studies reporting these injuries in Nepal have used quantitative methods to describe the injury burden. Little qualitative research has been conducted to describe the contexts and social processes surrounding crashes, or public perceptions of risks and potential solutions. The aim of this study was to explore the perceptions of road dangers from communities living alongside a major highway in Nepal., Methods: In this qualitative study we recruited members of neighbourhood development committees and a mother's group to take part in focus groups exploring their views. Data were audio-recorded, transcribed, translated and analysed thematically., Results: Four focus groups were conducted involving 34 participants aged 24-65. Our study findings highlight the challenges faced by people living near a major highway and their fear of getting injured on the road. Five themes that emerged were: risky behaviours of road users, infrastructure for safer behaviour, poor condition and maintenance of roads and vehicles, limited adherence and enforcement of traffic laws, and the need for road safety awareness programmes., Conclusion: The community groups expressed multiple concerns regarding the safety of members of their communities and lived-in fear of death and injury on the road where they lived. There is an urgent need for government agencies to understand these concerns and to take action in relating to infrastructure provision, regulation and behavioural change programmes., Competing Interests: None., (© 2022 The Authors.)

Background Road Safety has become a worldwide concern due to the alarming repercussions road accidents may bear. This study examined the relationship between different geometric design elements and the accident rates on Rashid Bin Saeed Street, Arabian Gulf Street, and Sultan Bin Zayed Street in Abu Dhabi, United Arab Emirates. Methods The geometric design was collected from the satellite images of google earth in compliance with the standard geometric design manual of Abu Dhabi roads. The recorded geometric data consisted of the number of lanes, lane widths, median length, and width. The traffic volume data was provided by the Integrated Transport Center of Abu Dhabi, which was then converted into Annual Average Daily Traffic (AADT) for analytical purposes. For the studied roads, AADT ranges ranged between 26,509 and 121,890 vehicles per day. The crash data related to the period of 2012-2019 was collected from the online open-access data provided by the United Arab Emirates Ministry of Interior. The data provided had considered variables related to driver gender, age and speed, travel direction, and time of the day amongst other factors. A comprehensive statistical analysis was conducted to study the impact of geometric design elements on road safety through a stable distribution. Stable distributions are generally characterized by four parameters and expressed as X∼S(α,β,σ,μ). The statistical model included several graphical representations such as accident frequency at two levels of severity, casualty and non-casualty accidents for different road segments, traffic volumes, day of the week, age of the injured person, and the geometric design parameters on the three roads. Variance-based methods of sensitivity analysis are also used that are a class of probabilistic approaches that quantify the input and output uncertainties as probability distributions and decompose the output variance into parts attributable to input variables and combinations of variables. The sensitivity of the output to an input variable is therefore measured by the amount of variance in the output caused by that input. Findings The results showed that the accident profiles differ with varying segments on each road, revealing some segments to be of higher accident rates than others. Also, a higher accident frequency was shown with young adult drivers, and a high majority of accidents had occurred on weekends. Regarding the road's geometric design, which is the focus of this study, a sensitivity analysis was made to determine the most influential geometric design element on accident frequency. Interpretation The number of lanes had the highest sensitivity index followed by the median width, and then came the lane width. Thus, modifying the number of lanes on a highway is anticipated to have the highest impact on accident frequency and road safety than any other geometric parameter., Competing Interests: Declaration of Competing Interest We authors declare that we have no conflict of interest regarding our submitted article., (Copyright © 2021. Published by Elsevier Ltd.)

The objective of the present study was to investigate metal(loid)s in soils, in the trunk xylem sap and in the leaves of the Dipteryx alata plant located near the highway with high vehicle traffic in agricultural regions and near landfills, and to assess the transfer of metal(loid)s from soil to plant and possible health risk assessment. Trunk xylem sap, leaves and soil samples were collected at three sites near the highway. The analysis of trace elements was carried out using inductively coupled plasma optical emission spectroscopy (ICP OES). In the three soil sampling sites far from the highway edge, 15 elements were quantified. The concentrations of elements in the soil presented in greater proportions in the distance of 5 m in relation to 20 and 35 m. The metal(loid)s content in the study soil was higher than in other countries. The concentrations of Al, Cu, Fe, Mg, Mn, P, Se and Zn in the xylem sap were much higher than the leaves. The values of transfer factor of P, Mg and Mn from soil to the xylem sap and transfer factor of P from soil to leaf were greater than 1, indicating that the specie have a significant phytoremediation and phytoextraction potential. This plant has a tendency to accumulate As, Cd and Cr in its leaf tissues. The chronic hazard index (HI) values recorded in this study were above 1 for adults and adolescents. It is concluded that the soil, the trunk xylem sap and leaves of this plant are contaminated by heavy metals. Ingestion of the trunk xylem sap of this plant can cause toxicity in humans if ingested in large quantities and in the long term; therefore, its consumption should be avoided.

Objectives: Lead (Pb) is one of the most common heavy metals which contaminate the environment. People may be exposed to Pb by inhaling the contaminated air droplets and dust particles through drinking water or eating contaminated foods such as vegetables grown in lead-contaminated soils. This study aimed to examine the changes in Pb levels measured in roadside plant and soil samples that have been exposed to heavy traffic for years., Materials and Methods: Sixty-three articles were searched using keywords from different databases. Twenty-five of the scanned articles were found to be relevant for the determined criteria. The Pb levels were evaluated according to the previously measured Pb levels in plant and soil samples collected from the roadside by years., Results: In the data collected from databases over the years, it was observed that there was a decrease in Pb accumulation in both soil and plant samples. Pb levels were higher in industrial cities and metropolitan areas than in rural areas., Conclusion: In ealier studies, Pb levels have often been found to exceed safety limits. This may be due to the Pb added to gasoline in the past, as well as the low sensitivity of analytical methods used for measurement. The decrease over the years has been interpreted as the use of unleaded gasoline after 2004, taking essential measures to improve air quality and at the same time increasing the sensitivity of analytical methods.

According to the traffic flow variation from January 2019 to August 2020, emissions of primary air pollutants from highway vehicles were calculated based on the emission factor method, which integrated the actual structure of on-road vehicles. The characteristics of on-highway traffic flow and pollution emissions were compared during various progression stages of coronavirus disease (COVID-19). The results showed that the average daily traffic volume decreased by 38.2% in 2020, with a decrease of 62% during the strict lockdown due to the impact of COVID-19. The daily emissions of primary atmospheric pollutants decreased by 29.2% in 2020 compared to the same period in 2019. As for the structure of on-highway vehicle types, the small and medium-sized passenger vehicles predominated, which accounted for 76.3% of traffic, while trucks and large passenger vehicles accounted for 19.7% and 4.0%, but contributed 58.4% and 33.9% of nitrogen oxide (NO x ) emissions, respectively. According to the simulation results of the ADMS model, the average concentrations of NO x were reduced by 12.0 µg/m 3 compared with the same period in 2019. As for the implication for future pollution control, it is necessary to further optimize the structure of on-highway and the road traffic vehicle types and increase the proportions of new-energy vehicles and vehicles with high emission standards.

This research studies a typical landscape of an agricultural area separated from the road by a ditch with trees. Soils were sampled at 1, 2, 7, 25, and 50 m from the road. The concentrations of polycyclic aromatic hydrocarbons (PAH), total and phyto-available heavy metals (HM), total petroleum hydrocarbons (TPH), and de-icing salts (DS, Cl - ) were determined using standard techniques. A set of higher plants (Lepidium sativum L., Sinapis alba L., Raphanus sativus L., Hordeum vulgare L., Avena sativa L.) was applied for toxicity evaluation of soils. The objective of this research is to find correlations between pollution of roadside soils and their phytotoxicity. HM, TPH and DS contamination of soils was observed in the 0-25 m zone, and PAH contamination was found up to the 50 m. Soil toxicity was declining from the road to the 50 m. Phytotoxicity related to majority of plants performed correlations with the same set of contaminants: TPH, 2-rings PAH, phyto-available Zn, Cu, Pb, and total Zn. No any correlations demonstrated Avena sativa L., being not applicable for ecotoxicological assessment of roadside soils. Despite the phytotoxicity was generally in line with contaminants loads, surprisingly low values were indicated in the ditch characterized by the strong pollution. We attribute this to the contrasting properties of soils there - the higher content of organics and clay. Sensitivity of plants to roadside pollution decreased in the row Lepidium sativum L. > Hordeum vulgare L. > Sinapis alba L. > Raphanus sativus L. The most reliable test-parameters for toxicity estimation were the root and the shoot length, germination rate was not informative indicating low phytotoxicity values. The research showed the importance of the right choice of test-cultures and test-parameters to judge phytotoxicity correctly. Linking the contaminants loads and phytotoxicity effects is valuable for comprehensive ecotoxicological assessment., (Copyright © 2020 The Authors. Published by Elsevier Inc. All rights reserved.)

Background: Gypsum ecosystems are edaphic islands surrounded by a matrix that is inhospitable to gypsum soil plant specialists. These naturally fragmented landscapes are currently exacerbated due to man-made disturbances, jeopardising their valuable biodiversity. Concomitant action of other fragmentation drivers such as linear infrastructures may increase the already high threat to these specialists. Although some evidence suggest that gypsophytes are not evolutionary dead-ends and can respond to fragmentation by means of phenotypic plasticity, the simultaneous action of barriers to genetic flow can pose a severe hazard to their viability. Here, we evaluated the effect of a highway with heavy traffic on the genetic flow and diversity in the species Lepidium subulatum , a dominant Iberian shrubby gypsophyte., Methods: We tested the possible existence of bottlenecks, and estimated the genetic diversity, gene flow and genetic structure in the remnant populations, exploring in detail the effect of a highway as a possible barrier., Results: Results showed variability in genetic diversity, migrants and structure. The highway had a low impact on the species since populations can retain high levels of genetic diversity and genetic parameter, like F ST , did not seem to be affected. The presence of some level of genetic flow in both sides along the highway could explain the relatively high genetic diversity in the habitat remnants.F IS , did not seem to be affected. The presence of some level of genetic flow in both sides along the highway could explain the relatively high genetic diversity in the habitat remnants., Discussion: Natural fragmentation and their exacerbation by agriculture and linear infrastructures seem to be negligible for this species and do not limit its viability. The biological features, demographic dynamics and population structures of gypsum species seem to be a valuable, adaptive pre-requisite to be a soil specialist and to maintain its competitiveness with other species in such adverse stressful conditions., Competing Interests: The authors declare that they have no competing interests., (© 2021 Martín-Rodríguez et al.)

Introduction: Many scientists were engaged in the problems of studying the runoff formation conditions from the water-intake basins area and studying the operation of rainwater drainage systems and its calculations. Among them: Alekseev M. I., Belov М. М., Dykarevskyi V. S., Kurganov А. М., Zhuk V. M., Tkachuk S. G., Salchuk V. L., Tkatchuk O. A., Shevchuk O. V., Dziopak J., James W., Horton R., Huber W., Mays L. W., Rossman L. A., Weitman D. [1-9] and others. The drainage systems calculation is implemented based on empirical or semi-empirical studies for pipes or open water bodies. Unlike the generally accepted conditions for the urban city areas drainage elements calculation, highways have the features of runoff and the formation of maximum runoff. Artificial surfaces of surface runoff are characterized by low water absorption, significant longitudinal and transverse slopes. According to State Building Norms DBN V.2.3-4:2015 «Highways. Part I. Design. Part II. Construction», the largest longitudinal slope for a category I road is 40 %, the carriageway transverse slope on straight sections is 25 %. In the world of engineering practice there is no single generally accepted approach to the construction of hydrographs of rainwater inflow to surface drainage structures. Therefore, the question remains open in terms of establishing the estimated rain duration and the surface runoff volume from the roads surface in particular., Goal and Problem: To explore and establish the main factors and their parameters for the surface runoff formation from road surfaces., Research Methods: In engineering practice, forecasting the estimated rain duration is defined as the time from its beginning to the time of collection by the drainage system. This research is based on the prediction method and analysis of the factors, which influence the effluents movement on the coating surface of the linear in the plan water-intake basins. Conducting research with the forecasted natural meteorological phenomenon and at the minimum estimated rain intensity values according to climatic conditions of Ukraine., Results: The analysis of known methods for duration of surface runoff formation determining performed. For its determination, it is suggested to take into account the surface wetting duration and the influence of the viscous component of the friction force between the runoff layers. An analytical dependence for the surface runoff formation duration determining for highways with asphalt concrete pavement and variable longitudinal slope in the range from 0‰ to 30‰ is obtained. The influence of wastewater viscoelastic properties is determined. The influence of the calculated precipitation intensity on the surface runoff formation duration for linear water-intake basins is determined., Conclusions: A mathematical model for determining the surface runoff formation duration for linear water-intake basin, namely highways, taking into account the estimated highway slope, the width of the carriageway, the estimated rainfall. A comparative analysis with existing methods is performed., (© 2020 Published by Elsevier Ltd.)

In recent years, the construction and development of highways in turfy swamp areas has been very common. When highways pass through turfy swamps, they can change the local soil, vegetation and hydrological environment, but the impact on soil microorganisms is unclear. We studied the impact of highways on soil microbial communities and diversity in three turfy swamps. Soil samples were collected in the affected area (distance from the expressway 10 m) and control area (distance from the expressway 500-1000 m), and the soil properties, heavy metal content and microbial composition were measured. Subsequent statistical analysis showed that soil organic carbon (SOC), total nitrogen (TN), Cd, Cr, Zn, Cu, density and especially water table (WT) are the main driving forces affecting the composition of microorganisms. The WT and density can also be used to predict the change trend of the ratio of proteobacteria to acid bacteria, reflecting the soil nutrient status. In general, the composition of soil microorganisms in turfy swamp is mainly affected by road drainage and heavy metal emissions. This research provides new insights into the impact of highways on turfy swamps from the perspective of bacterial diversity and community composition, and it also provides a basis for the restoration of the wetland ecological environment.

Dry detention basins (DDBs) are a type of stormwater control measure (SCM) designed to provide flood storage, peak discharge reduction, and some water quality improvement through sedimentation. DDBs are ubiquitous in the urban environment, but are expensive to maintain. In this study, two overgrown DDBs near Raleigh, NC, receiving highway runoff were monitored for up to one year to quantify their water quality and hydrologic performance. Both basins, B1 and B2, have not received vegetation maintenance since construction in 2007. Flow-weighted composite samples were collected during storm events and analyzed for nutrients (Total Phosphorus (TP), Ortho-phosphorus (OP), Ammonia-N (NH 3 ), NO 2-3 -N (NO X ), and Total Kjeldahl Nitrogen (TKN)), total suspended solids (TSS), and total Cd, Cu, Pb, and Zn. An annual water balance was also conducted to quantify runoff volume reduction. Despite low influent concentrations from the highway, significant removal efficiencies were found for all constituents except NH 3 in B1. TP, OP, NO X , TSS, and Zn were reduced in B2. Both basins achieved greater than 41% volume reduction through soil infiltration and evapotranspiration, resulting in significant pollutant load reductions for all detected constituents, between 59% and 79% in B1 and 35% and 81% in B2. This study provides evidence that overgrown and unmaintained DDBs can reduce pollutant concentrations comparable to those reported for maintained DDBs, while reducing more volume than standard DDBs. Moreover, carbon sequestration likely increases while maintenance costs decrease., (Copyright © 2019 Elsevier Ltd. All rights reserved.)

In this study, we evaluate the pollution characteristics of heavy metals in particulate matter with diameters less than 2.5 μm (PM 2.5 ) near highways. Three rounds of cluster sampling of PM 2.5 were conducted on three highways, Changzhang, Changtong, and Wenhou, in peri-urban areas near Nanchang from March to August 2018. The sampling sites included service areas, toll stations, tunnels, and areas near the highway. The concentrations of six heavy metals including Cu, Zn, Pb, Cd, Cr, and Ni in PM 2.5 were analyzed using inductively coupled plasma mass spectrometry (ICP-MS). The pollution and distribution of heavy metals in PM 2.5 near the highway were analyzed, and that pollution characteristics and the level of possible ecological jeopardy were assessed by using the Geoaccumulation Index and Potential Risk Index methods. No significant difference was observed in PM 2.5 or in heavy metals in PM 2.5 along highways with different traffic flow, but they differed significantly in among highway settings in the following order:super-long tunnels > long tunnels and area near the highway > service areas and toll stations. The heavy metal concentration in highways decreased in the following order:Zn (3.8 μg·m -3 ) > Pb (10.2×10 -2 μg·m -3 ) > Cr (6.8×10 -2 μg·m -3 ) > Cu (3.5×10 -2 μg·m -3 ) > Ni (1.5×10 -2 μg·m -3 ) > Cd (0.1×10 -2 μg·m -3 ). In accordance with the influence of temperature and precipitation, PM 2.5 and heavy metals in PM 2.5 showed significant variations among the monitoring months. The PM 2.5 concentration had a significant negative correlation with atmospheric temperature. We observed that PM 2.5 concentration was significantly lower from May to August than from March to April. The Zn concentration in PM 2.5 was more significant from May to August than from March to April. Pearson analysis showed a significant positive correlation between Zn in PM 2.5 with atmospheric temperature because elevated temperatures could aggravate wear and tear and metallic corrosion, which then prompts the emission of Zn. According to the Geoaccumulation Index and Potential Ecological Jeopardy Index, the level of pollution associated with heavy metals of PM 2.5 manifested in the following order:Zn and Cd > Pb > Cu > Ni and Cr. The pollution and degree of jeopardy associated with Zn and Cd were the most severe in the assessment criteria; therefore, the pollution by these elements and the sources of traffic should be noted in air pollution control plans. Super long tunnels, long tunnels, and areas near highways showed greater levels of pollution and higher potential ecological jeopardy than service areas and toll stations. The degree of pollution in densely populated service areas and toll stations was consistent across partially urban areas.

Pollution has become a problem on a global scale and poses a significant risk in terms of human health and natural ecosystems. Generally, the biggest sources of pollution are municipal and industrial facilities. However, traffic-related air pollution cannot be overlooked as a dangerous source either. There have been various methods of interventions to measure and reduce the risk and effects of traffic-related pollution. In the case of measuring, the use of certain plant species that can accumulate pollutants in their tissues is considered a practical solution. In this study, the aim is to find out the metals that are accumulated in rosemary leaves and stems and the rosemary leaves. In other words, the leaves and the stems are to be used as a biomonitors to reveal the rate of metal pollution along the highway. We try to identify the accumulation ability of traffic-related heavy metals (Al, Cd, Cr, Cu, Fe, Mn, Ni, Pb, and Zn) of the Rosmarinus officinalis L. (rosemary) which is used in the refuge and slopes along the highway connecting Adana with İskenderun (Hatay). Our findings concluded that the rosemary could have a decent capacity to accumulate Al, Cd, Cr, Cu, Fe, Mn, Pb, and Zn in both leaves and stem. We therefore believe that R. officinalis is a great tool in determining the amount of traffic-related pollution in urban areas.

Building deformation models consistent with reality is a crucial step for time-series deformation monitoring. Most deformation models are empirical mathematical models, lacking consideration of the physical mechanisms of observed objects. In this study, we propose an improved time-series deformation model considering rheological parameters (viscosity and elasticity) based on the Kelvin model. The functional relationships between the rheological parameters and deformation along the Synthetic Aperture Radar ( SAR) line of sight are constructed, and a method for rheological parameter estimation is provided. To assess the feasibility and accuracy of the presented model, both simulated and real deformation data over a stretch of the Lungui highway (built on soft clay subgrade in Guangdong province, China) are investigated with TerraSAR-X satellite imagery. With the proposed deformation model, the unknown rheological parameters over all the high coherence points are obtained and the deformation time-series are generated. The high-pass (HP) deformation component and external leveling ground measurements are utilized to assess the modeling accuracy. The results show that the root mean square of the residual deformation is ±1.6 mm, whereas that of the ground leveling measurements is ±5.0 mm, indicating an improvement in the proposed model by 53%, and 34% compared to the pure linear velocity model. The results indicate the reliability of the presented model for the application of deformation monitoring of soft clay highways. The estimated rheological parameters can be provided as a reference index for the interpretation of long-term highway deformation and the stability control of subgrade construction engineering.

Public Private Partnerships (PPP) have become common in providing high-quality infrastructure in many countries worldwide. One of the main reasons for PPP agreements is to improve efficiency and quality in the delivery of public services, as well as to boost investments for expensive projects. Despite PPPs having been particularly widespread in the case of the construction and rehabilitation of high-capacity road infrastructure, their impact in terms of road safety outcomes is still unexplored. This paper studies the effects of PPPs on road safety outcomes by taking advantage of the variety of production models provided in the Spanish highway network. Results based on a panel-data fixed-effects method show that the most relevant aspect influencing road safety outcomes is the quality of design of the road. However, we find evidence suggesting that privately operated highways (PPPs) are positively correlated with better road safety outcomes for roads with similar quality. This finding that should be confirmed by further research raises interest in the mechanisms that could produce this link between management models and road safety., (Copyright © 2019. Published by Elsevier Ltd.)

The presence of metals in vehicle emissions is due to several factors, such as the composition of fuels and lubricating oils, the wear of engine components, and their use in catalytic converters. It is known that the soil near highways is greatly affected by heavy vehicle traffic, since the use of highways is of fundamental importance for the flow of goods and public transport, especially in Brazil, street transport being the main form of transport in the country. Considering the scenario described, the main objective of this study was to monitor the concentration of potentially toxic elements in surface soils located on the medians of the main access highways in the city of Campinas (SP-Brazil) and classify the soils through geoaccumulation index. Using SR-TXRF it was possible to detect and determine the concentrations of 5 elements of toxic-environmental interest (Cr, Ni, Cu, Zn, and Pb) and 11 natural soil composition elements (Al, Si, S, Cl, K, Ca, Ti, Mn, Fe, Rb, and Sr). To evaluate the influence of highway distance on elementary concentrations, ANOVA and Tukey statistical tests were applied. Nickel, Cu, and Zn showed a decrease in their concentrations moving away from the highway, indicating their relation with vehicular emissions. Applying principal components analysis (PCA), it was possible to identify four groups of the quantified elements: those mainly related to the soil itself, those produced by traffic of automotive vehicles, and those emitted by industrial activities.

The passengers inside vehicles could be exposed to high levels of air pollutants particularly while driving on highly polluted and congested traffic roadways. In order to study such exposure levels and its relation to the cabin ventilation condition, a monitoring campaign was conducted to measure the levels inside the three most common types of vehicles in Tehran, Iran (a highly air polluted megacity). In this regard, carbon monoxide (CO) and particulate matter (PM) were measured for various ventilation settings, window positions, and vehicle speeds while driving on the Resalat Highway and through the Resalat Tunnel. Results showed on average in-cabin exposure to particle number and PM 10 for the open windows condition was seven times greater when compared to closed windows and air conditioning on. When the vehicle was passing through the tunnel, in-cabin CO and particle number increased 100 and 30%, respectively, compared to driving on highway. Air exchange rate (AER) is a significant factor when evaluating in-cabin air pollutants level. AER was measured and simulated by a model developed through a Monte Carlo analysis of uncertainty and considering two main affecting variables, vehicle speed and fan speed. The lowest AER was 7 h -1 for the closed window and AC on conditions, whereas the highest AER was measured 70 h -1 for an open window condition and speed of 90 km h -1 . The results of our study can assist policy makers in controlling in-cabin pollutant exposure and in planning effective strategies for the protection of public health.

Highways are major, open and dynamic sources of contaminants that present a risk to adjacent agricultural soils. Urban and peri-urban soils are particularly at risk because of a greater density of nearby highways with high traffic volumes. In developing economies, these soils support valuable food production and income, while in more developed economies there is a growing interest in urban food production. This commentary highlights the need to better characterise the sources, pathways to and impacts of highway contaminants on agricultural soils and it suggests research priorities. Soil contamination from highways includes metals, toxic organic pollutants and plastics (including large amounts of tyre dust). Contaminants from vehicle emissions and from wear of vehicles and highways are transferred to soil in airborne particulates, dust, splash, spray and runoff. Contamination is greatest near to the highway edge but can extend to >50m. Levels of metals including As, Cd, Cr, Cu, Pb, Ni, Zn in some soils adjacent to highways may exceed thresholds above which there is a potential risk of harm to food production. Elevated levels of non-threshold carcinogens (e.g. polycyclic aromatic hydrocarbons (PAHs)) in soil adjacent to highways are widely reported, with significant attribution to highway emissions. Mitigation options include improved vehicle design and performance, porous asphalt pavements, physical and vegetative barriers and better drainage. Research priorities include: (1) targeted soil monitoring to identify where highway contamination already presents a significant risk of harm to food production and to identify and assess trends in response to mitigation measures; (2) studies to assess the role of tyre particulate in transporting and releasing contaminants that are hazardous to soil (3) assessment of the risk to soil from pesticides used in highway maintenance; (4) analysis to inform a new emphasis on controlling soil pollution by innovative highway design and maintenance., (Copyright © 2018 Elsevier Ltd. All rights reserved.)

Secondary crashes (SCs) or crashes that occur within the boundaries of the impact area of prior, primary crashes are one of the incident types that frequently affect highway traffic operations and safety. Existing studies have made great efforts to explore the underlying mechanisms of SCs and relevant methodologies have been evolving over the last two decades concerning the identification, modeling, and prevention of these crashes. So far there is a lack of a detailed examination on the progress, lessons, and potential opportunities regarding existing achievements in SC-related studies. This paper provides a comprehensive investigation of the state-of-the-art approaches; examines their strengths and weaknesses; and provides guidance in exploiting new directions in SC-related research. It aims to support researchers and practitioners in understanding well-established approaches so as to further explore the frontiers. Published studies focused on SCs since 1997 have been identified, reviewed, and summarized. Key issues concentrated on the following aspects are discussed: (i) static/dynamic approaches to identify SCs; (ii) parametric/non-parametric models to analyze SC risk, and (iii) deployable countermeasures to prevent SCs. Based on the examined issues, needs, and challenges, this paper further provides insights into potential opportunities such as: (a) fusing data from multiple sources for SC identification, (b) using advanced learning algorithms for real-time SC analysis, and (c) deploying connected vehicles for SC prevention in future research. This paper contributes to the research community by providing a one-stop reference for research on secondary crashes., (Copyright © 2018 Elsevier Ltd. All rights reserved.)

Background: Protein secondary structure is the three dimensional form of local segments of proteins and its prediction is an important problem in protein tertiary structure prediction. Developing computational approaches for protein secondary structure prediction is becoming increasingly urgent., Results: We present a novel deep learning based model, referred to as CNNH_PSS, by using multi-scale CNN with highway. In CNNH_PSS, any two neighbor convolutional layers have a highway to deliver information from current layer to the output of the next one to keep local contexts. As lower layers extract local context while higher layers extract long-range interdependencies, the highways between neighbor layers allow CNNH_PSS to have ability to extract both local contexts and long-range interdependencies. We evaluate CNNH_PSS on two commonly used datasets: CB6133 and CB513. CNNH_PSS outperforms the multi-scale CNN without highway by at least 0.010 Q8 accuracy and also performs better than CNF, DeepCNF and SSpro8, which cannot extract long-range interdependencies, by at least 0.020 Q8 accuracy, demonstrating that both local contexts and long-range interdependencies are indeed useful for prediction. Furthermore, CNNH_PSS also performs better than GSM and DCRNN which need extra complex model to extract long-range interdependencies. It demonstrates that CNNH_PSS not only cost less computer resource, but also achieves better predicting performance., Conclusion: CNNH_PSS have ability to extracts both local contexts and long-range interdependencies by combing multi-scale CNN and highway network. The evaluations on common datasets and comparisons with state-of-the-art methods indicate that CNNH_PSS is an useful and efficient tool for protein secondary structure prediction.

Background: This paper sought to evaluate individual exposure to air pollution by quantifying the carbon in alveolar macrophages (AMs) and its relationship to lung function. We also examined the proximity of participants' residences to the Presidente Dutra highway (PDH) in adolescents with asthma from Taubaté, São Paulo, Brazil., Methods: This descriptive study examined fifty 13- to 14-year-old adolescents with asthma identified by the International Study of Asthma and Allergies in Childhood (ISAAC) in Taubaté. These adolescents underwent spirometry and sputum induction via the inhalation of 3% hypertonic saline (HSS). Sputum was collected after each nebulisation, and forced expiratory flow in one second (FEV 1 ) was measured. The collected sputum was stored and transported to the laboratory; it was then processed and analysed for ultrafine particles (≤100nm). This analysis was correlated with the residence location and FEV 1 of each adolescent., Results: A total of 39 adolescents completed the study. The comparison of the carbon fraction within macrophages (CA/MA) showed no differences according to residence in relation to the PDH (p=0.758). After adjustment, a mixed linear model with FEV 1 as the dependent variable and CA/MA, location, and evaluation condition as the predictors found that the interactions among the variables were not significant., Conclusions: The amount of carbon present within the AMs of adolescents with asthma was not correlated with either lung function or residence location. Evaluations of the topography and local climatic conditions in Taubaté should be considered in future studies., (Copyright © 2017 SEICAP. Published by Elsevier España, S.L.U. All rights reserved.)

Soil pollution is one of the most dangerous sorts of environmental pollutions because of waste materials, fossil fuels, etc. Unfortunately in developing countries, there are very few arrangements to prevent soil pollution due to the fossil fuels and to improve polluted soil. In this research, influences of gas oil on properties of Kalmand protected area's sandy soil near Yazd, Iran, were studied. It was found that gas oil constituted 5.25% of soil weight in the refueling station in the region. Therefore, cleaning and strengthening of the soil by adding cement rather than expensive and complicated methods were the most important goals of this research. First, the influence of gas oil on soil properties was studied, and to improve the soil, different percentages of ordinary portland cement were added to the polluted sand to study the improved soil properties using laboratory tests. It was found that unconfined compressive strength, cohesion, and angle of internal friction of sample with 16% cement and 8% gas oil after 28 days of curing were higher than those of the specimen of 6% cement and 14% gas oil, at 4.6, 5.4, and 1.3 times, respectively. Moreover, based on falling head tests it was observed that permeability of the stabilized specimens decreased substantially. From SEM tests, fewer voids were observed in the stabilized samples, which led to less pollutant penetration into the soil. According to EDX, although dangerous elements in the contaminated specimen made up 3.99% of the specimen total weight, addition of cement introduced considerable amounts of elements that are vital for pozzolanic reactions. Therefore, it can be concluded that addition of cement to the gas oil-polluted soil not only can improve geotechnical properties of the soil and reduce its permeability, but also is very efficient for environmental issues.

A pilot study was performed to investigate whether the application of a new mechanical ventilation system with a fine F8 (MERV14) filter could improve indoor air quality in a high school near the Amsterdam ring road. PM10, PM2.5, and black carbon (BC) concentrations were measured continuously inside an occupied intervention classroom and outside the school during three sampling periods in the winter of 2013/2014. Initially, 3 weeks of baseline measurements were performed, with the existing ventilation system and normal ventilation habits. Next, an intervention study was performed. A new ventilation system was installed in the classroom, and measurements were performed during 8 school weeks, in alternating 2-week periods with and without the filter in the ventilation system under otherwise identical ventilation conditions. Indoor/outdoor ratios measured during the weeks with filter were compared with those measured without filter to evaluate the ability of the F8 filter to improve indoor air quality. During teaching hours, the filter reduced BC exposure by, on average, 36%. For PM10 and PM2.5, a reduction of 34% and 30% was found, respectively. This implies that application of a fine filter can reduce the exposure of schoolchildren to traffic exhaust at hot spot locations by about one-third., (© 2016 The Authors. Indoor Air published by John Wiley & Sons Ltd.)

Traffic-related air pollution is a persistent concern especially in urban areas where populations live in close proximity to roadways. Innovative solutions are needed to minimize human exposure and the installation of vegetative barriers shows potential as a method to reduce near-road concentrations. This study investigates the impact of an existing stand of deciduous and evergreen trees on near-road total particle number (PNC) and black carbon (BC) concentrations across three seasons. Measurements were taken during spring, fall and winter on the campus of a middle school in the Atlanta (GA, USA) area at distances of 10 m and 50 m from a major interstate highway. We identified consistent decreases in BC concentrations, but not for PNC, with increased distance from the highway. In multivariable models, hour of day, downwind conditions, distance to highway, temperature and relative humidity significantly predicted pollutant concentrations. The magnitude of effect of these variables differed by season, however, we were not able to show a definitive impact of the vegetative barrier on near-road concentrations. More detailed studies are necessary to further examine the specific configurations and scenarios that may produce pollutant and exposure reductions.

The quality of highway pavement is greatly influenced by the subgrade materials, the general geology of the area, and the materials used for construction. Investigation into the 75-km Nsukka-Adoru-Idah highway revealed that the pavement was underlain by three lithological units-Imo, Nsukka, and Ajali formations. The geotechnical evaluation carried out in the study includes the particle size distribution, Atterberg limit, specific gravity, compaction tests, and California bearing ratio (CBR). The base course has clay/silt (7-14%), fine sand (1-4%), medium sand (6-13%), and coarse sand (65-86%), while the subgrade presented clay/silt (74-82%), fine sand (6-9%), medium sand (10-17%), and coarse sand (1-3%). The average specific gravity results for the studied base course and subgrades are 2.58 and 2.52. Liquid limit (LL) result ranges from 27 to 60%, while plastic limit (PL) ranges between 17 and 24%, and plasticity index (PI) ranges from 5 to 39%. The maximum dry density (MDD) result ranges from 1.70 to 2.10 mg/m 3 , while the optimum moisture content (OMC) for the samples ranges between 14.1 and 18.0%. The CBR result for soaked and unsoaked samples ranges from 37 to 74 and 48 to 83%, respectively. The low unsoaked CBR (<80%) and high Atterberg limits (LL > 30% and PI > 12%) failed the stipulated Nigerian standard, signifying the need for stabilization. A geotechnical model of a highway road cut generated a factor of safety of 1.45, indicating possibility of slope failure.

The Qinling panda subspecies (Ailuropoda melanoleuca qinlingensis) is highly endangered with fewer than 350 individuals inhabiting the Qinling Mountains. Previous studies have indicated that giant pandas are exposed to heavy metals, and a possible source is vehicle emission. The concentrations of Cu, Zn, Mn, Pb, Cr, Ni, Cd, Hg, and As in soil samples collected from sites along a major highway bisecting the panda's habitat were analyzed to investigate whether the highway was an important source of metal contamination. There were 11 sites along a 30-km stretch of the 108th National Highway, and at each site, soil samples were taken at four distances from the highway (0, 50, 100, and 300 m) and at three soil depths (0, 5, 10 cm). Concentrations of all metals except As exceeded background levels, and concentrations of Cu, Zn, Mn, Pb, and Cd decreased significantly with increasing distance from the highway. Geo-accumulation index indicated that topsoil next to the highway was moderately contaminated with Pb and Zn, whereas topsoil up to 300 m away from the highway was extremely contaminated with Cd. The potential ecological risk index demonstrated that this area was in a high degree of ecological hazards, which were also due to serious Cd contamination. And, the hazard quotient indicated that Cd, Pb, and Mn especially Cd could pose the health risk to giant pandas. Multivariate analyses demonstrated that the highway was the main source of Cd, Pb, and Zn and also put some influence on Mn. The study has confirmed that traffic does contaminate roadside soils and poses a potential threat to the health of pandas. This should not be ignored when the conservation and management of pandas is considered.

Introduction: Pedestrian behavior and adherence to road traffic regulation is vital in the prevention and control of road traffic accidents (RTA) especially on highways in Ghana. We assessed pedestrians' adherence to road crossing regulations on the George Walker Bush (N1) Highway in Accra., Methods: We conducted a cross sectional study of pedestrians crossing the N1 highway from both sides of the road between 7:00 am and 11:00am. We observed all pedestrians using a checklist and interviewed 413 using a structured questionnaire. We collected data on basic demographics, and pedestrians' knowledge on road crossing (exposures). Data was, cleaned and analyzed using Epi-info version 3.5.4. Pearson Chi-square was used to assess differences in proportions for categorical variables. Binary logistic regression was used to test for association between pedestrian choice of route and exposures., Results: We observed (n = 1856) pedestrians crossing the road during the study period; 1155 (62.2%) males, 461 (24.8%) did not use the approved route(s). Majority 317(76.8%) were adults between the ages of 20-49, mostly males 265 (56.4%). Most people (92.7%) had at least basic education. AOR for sex (male) was 1.7(1.1-2.6), and regular use of Highway (always) was 0.4(0.2-0.8) at 95% CI., Conclusion: One out of every 4pedestrians using the N1 Highway used an unapproved route. Majority of pedestrians who regularly cross the Highway at unapproved routes were males. We recommend vigorous public education and addition of more footbridges., Competing Interests: The authors declare no competing interest.

The natural gas vehicle market is rapidly developing throughout the world, and the majority of such vehicles operate on compressed natural gas (CNG). However, most studies on the emission characteristics of CNG vehicles rely on laboratory chassis dynamometer measurements, which do not accurately represent actual road driving conditions. To further investigate the emission characteristics of CNG vehicles, two CNG city buses and two CNG coaches were tested on public urban roads and highway sections. Our results show that when speeds of 0-10km/hr were increased to 10-20km/hr, the CO 2 , CO, nitrogen oxide (NO x ), and total hydrocarbon (THC) emission factors decreased by (71.6±4.3)%, (65.6±9.5)%, (64.9±9.2)% and (67.8±0.3)%, respectively. In this study, The Beijing city buses with stricter emission standards (Euro IV) did not have lower emission factors than the Chongqing coaches with Euro II emission standards. Both the higher emission factors at 0-10km/hr speeds and the higher percentage of driving in the low-speed regime during the entire road cycle may have contributed to the higher CO 2 and CO emission factors of these city buses. Additionally, compared with the emission factors produced in the urban road tests, the CO emission factors of the CNG buses in highway tests decreased the most (by 83.2%), followed by the THC emission factors, which decreased by 67.1%., (Copyright © 2016. Published by Elsevier B.V.)

Dynamic impact to the water environment of deicing salt application at a major highway (motorway) interchange in the UK is quantitatively evaluated for two recent severe UK winters. The contaminant transport pathway studied allowed controls on dynamic highway runoff and storm-sewer discharge to a receiving stream and its subsequent leakage to an underlying sandstone aquifer, including possible contribution to long-term chloride increases in supply wells, to be evaluated. Logged stream electrical-conductivity (EC) to estimate chloride concentrations, stream flow, climate and motorway salt application data were used to assess salt fate. Stream loading was responsive to salt applications and climate variability influencing salt release. Chloride (via EC) was predicted to exceed the stream Environmental Quality Standard (250mg/l) for 33% and 18% of the two winters. Maximum stream concentrations (3500mg/l, 15% sea water salinity) were ascribed to salt-induced melting and drainage of highway snowfall without dilution from, still frozen, catchment water. Salt persistance on the highway under dry-cold conditions was inferred from stream observations of delayed salt removal. Streambed and stream-loss data demonstrated chloride infiltration could occur to the underlying aquifer with mild and severe winter stream leakage estimated to account for 21 to 54% respectively of the 70t of increased chloride (over baseline) annually abstracted by supply wells. Deicing salt infiltration lateral to the highway alongside other urban/natural sources were inferred to contribute the shortfall. Challenges in quantifying chloride mass/fluxes (flow gauge accuracy at high flows, salt loading from other roads, weaker chloride-EC correlation at low concentrations), may be largely overcome by modest investment in enhanced data acquisition or minor approach modification. The increased understanding of deicing salt dynamic loading to the water environment obtained is relevant to improved groundwater resource management, highway salt application practice, surface-water - ecosystem management, and decision making on highway drainage to ground., (Copyright © 2016 Elsevier B.V. All rights reserved.)

Background: The prevalence of allergic diseases is increasing. We evaluated temporal trends in the prevalence of asthma, rhinitis and eczema in adolescents (13-14 years) living in Taubaté, SP, Brazil (2005-2012) and assessed the relationship between these prevalences and the residential proximity to Presidente Dutra Highway (PDH, a heavily travelled highway)., Methods: This cross-sectional study of adolescents (N=1039) from public and private schools was evaluated using the standard questionnaire of the International Study of Asthma and Allergies in Childhood (ISAAC) plus a question about their place of residence in relation to PDH. The data obtained were compared to the 2005 data using a chi-square test or Fisher's exact test. An analysis by groups consisting of two phases (two-step cluster) was used to evaluate the effect of living near PDH., Results: There was a lifetime increase in the prevalence of active asthma (15.3% vs. 20.4%, p=0.005) and physician-diagnosed asthma (6.8% vs. 9.2%, p=0.06) and a decrease in the symptoms of active rhinitis (36.6% vs. 18.5%) between 2005 and 2012. A high frequency of asthma and rhinitis (18.1% vs. 23.2%, respectively) was observed among adolescents living close or very close to PDH; furthermore, 85.6% of the adolescents without symptoms of asthma or rhinitis lived far from PDH., Conclusion: An increase in the prevalence of asthma and a decrease in the prevalence of rhinitis were observed during the studied period. Living near PDH was associated with higher rates of asthma, rhinitis, and eczema., (Copyright © 2016. Published by Elsevier España, S.L.U.)

Stormwater runoff of traffic areas is usually polluted by organic and inorganic substances and must be treated prior to discharge into groundwater. One widely used treatment method is infiltrating the runoff over the topsoil of vegetated swales. The aim of this study was to evaluate the factors influencing the heavy metal contents in such topsoil layers of vegetated infiltration swales near highways, roads, and parking lots. In total, 262 topsoil samples were taken from 35 sampling sites, which varied in age, traffic volume, road design, driving style, and site-specific conditions. In the evaluation of all soil samples, the median heavy metal values of cadmium, chromium, copper, lead, and zinc were yielding 0.36 (mean: 1.21) mg/kg DM, 37.0 (mean: 44.5) mg/kg DM, 28.0 (mean: 61.5) mg/kg DM, 27.0 (mean: 71.9) mg/kg DM, and 120 (mean: 257) mg/kg DM, respectively. The main purpose was to evaluate the site-specific data (i.e., surrounding land use characteristics, traffic area site data, and operational characteristics). In general, heavy metal contents increased with increasing traffic volumes. However, other factors also had a notable impact. Factors such as road design (e.g., curves, crossings, and roundabouts) and grade of congestion significantly influenced the heavy metal contents. High heavy metal contents were detected for stop-and-go areas, roundabouts, crossings, and sites with traffic lights, signs, and guardrails. Findings of this study can be used to identify highly polluted traffic areas and to verify or improve standards regarding the treatment of runoff from traffic areas., (Copyright © 2016 Elsevier B.V. All rights reserved.)

This study concerned a stretch of 17 km of a 94-km highway alignment in Southeastern Nigeria that has a high incidence of pavement failure arising from subgrade failure. The subgrade of this section of the roadway is composed of Ekenkpon shale, New Netim marl, and Nkporo shale. Under the Unified Soil Classification System, the shales classify as OH (organic clay) and the marl classifies as MH (inorganic silt). Under the American Association of State and Transportation Officials (AASHTO) M 145 soil classification, all these soils classify as A-7-5 soil. Using the AASHTO M 145 group index, none of these soils was considered suitable as subgrade in its native form. Therefore, cement was investigated as a stabilizing agent. Testing demonstrated that 7, 3 and 12 % by weight were the optimum cement contents to reinforce the Ekenkpon shale, New Netim marl, and Nkporo shale, respectively.

Vehicle combustion and component wear are a major source of metal contamination in the environment, which could be especially concerning where road ditches are actively farmed. The objective of this study was to assess how site variables, namely age, traffic (vehicles day(-1)), and percent carbon (%C) affect metal accumulation in roadside soils. A soil chronosequence was established with sites ranging from 3 to 37 years old and bioavailable, or mobile, concentrations of Zinc (Zn) and Copper (Cu) were measured along major highways in North Carolina using a Mehlich III extraction. Mobile Zn and Cu concentrations were low overall, and when results were scaled via literature values to "total metal", the results were still generally lower than previous roadside studies. This could indicate farming on lands near roads would pose a low plant toxicity risk. Zinc and Cu were not correlated with annual average traffic count, but were positively correlated with lifetime traffic load (the product of site age and traffic count). This study shows an often overlooked variable, site age, should be included when considering roadside pollution accumulation. Zinc and Cu were more strongly associated with %C, than traffic load. Because vehicle combustion is also a carbon source, it is not obvious whether the metals and carbon are simply co-accumulating or whether the soil carbon in roadside soils may facilitate previously overlooked roles in sequestering metals on-site., (Copyright © 2015 Elsevier Ltd. All rights reserved.)

A dataset of 294 monitored sites from six continents (Africa, Asia, Australia, Europe, North and South America) was compiled and evaluated to characterize the occurrence and fate of heavy metals in eight traffic area categories (parking lots, bridges, and three types each of both roads and highways). In addition, site-specific (fixed and climatic) and method-specific (related to sample collection, preparation, and analysis) factors that influence the results of the studies are summarized. These factors should be considered in site descriptions, conducting monitoring programs, and implementing a database for further research. Historical trends for Pb show a sharp decrease during recent decades, and the median total Pb concentrations of the 21st century for North America and Europe are approximately 15 μg/L. No historical trend is detected for Zn. Zn concentrations are very variable in traffic area runoff compared with other heavy metals because of its presence in galvanized structures and crumbs of car tire rubber. Heavy metal runoff concentrations of parking lots differ widely according to their use (e.g., employee, supermarket, rest areas for trucks). Bridge deck runoff can contain high Zn concentrations from safety fences and galvanizing elements. Roads with more than 5000 vehicles per day are often more polluted than highways because of other site-specific factors such as traffic signals. Four relevant heavy metals (Zn, Cu, Ni, and Cd) can occur in the dissolved phase. Knowledge of metal partitioning is important to optimize stormwater treatment strategies and prevent toxic effects to organisms in receiving waters., (Copyright © 2015 Elsevier B.V. All rights reserved.)

People living or working near roadways have experienced an increase in cardiovascular or respiratory diseases due to vehicle emissions. Very few studies have focused on the PM exposure of highway police officers, particularly for the number concentration and size distribution of ultrafine particles (UFP). This study evaluated exposure concentrations of particulate matter (PM) in the Sinying police station near a highway located in Tainan, Taiwan, under different traffic volumes, traffic types, and shift times. We focused on periods when the wind blew from the highway toward the police station and when the wind speed was greater than or equal to 0.5 m/s. PM2.5, UFP, and PM-PAHs concentrations in the police station and an upwind reference station were measured. Results indicate that PM2.5, UFP, and PM-PAHs concentrations in the police station can be on average 1.13, 2.17, and 5.81 times more than the upwind reference station concentrations, respectively. The highest exposure level for PM2.5 and UFP was observed during the 12:00 PM-4:00 PM shift while the highest PAHs concentration was found in the 4:00 AM-8:00 AM shift. Thus, special attention needs to be given to protect police officers from exposure to high PM concentration.

Exposure to traffic-generated ultrafine particles (UFP; particles <100 nm) is likely a risk factor for cardiovascular disease. We conducted a trial of high-efficiency particulate arrestance (HEPA) filtration in public housing near a highway. Twenty residents in 19 apartments living <200 m from the highway participated in a randomized, double-blind crossover trial. A HEPA filter unit and a particle counter (measuring particle number concentration (PNC), a proxy for UFP) were installed in living rooms. Participants were exposed to filtered air for 21 days and unfiltered air for 21 days. Blood samples were collected and blood pressure measured at days 0, 21 and 42 after a 12-hour fasting period. Plasma was analyzed for high sensitivity C-reactive protein (hsCRP), interleukin-6 (IL-6), tumor necrosis factor alpha-receptor II (TNF-RII) and fibrinogen. PNC reductions ranging from 21% to 68% were recorded in 15 of the apartments. We observed no significant differences in blood pressure or three of the four biomarkers (hsCRP, fibrinogen, and TNF-RII) measured in participants after 21-day exposure to HEPA-filtered air compared to measurements after 21-day exposure to sham-filtered air. In contrast, IL-6 concentrations were significantly higher following HEPA filtration (0.668 pg/mL; CI = 0.465-0.959) compared to sham filtration. Likewise, PNC adjusted for time activity were associated with increasing IL-6 in 14- and 21-day moving averages, and PNC was associated with decreasing blood pressure in Lags 0, 1 and 2, and in a 3-day moving average. These negative associations were unexpected and could be due to a combination of factors including exposure misclassification, unsuccessful randomization (i.e., IL-6 and use of anti-inflammatory medicines), or uncontrolled confounding. Studies with greater reduction in UFP levels and larger sample sizes are needed. There also needs to be more complete assessment of resident time activity and of outdoor vs. indoor source contributions to UFP exposure. HEPA filtration remains a promising, but not fully realized intervention.

Purpose: Previous studies have reported acute (hours-28 days) associations between ambient ultrafine particles (UFP; diameter <0.1) and biomarkers of cardiovascular health using central site data. We evaluated particle number concentration (a proxy measure for UFP) measured at a central site, a local near-highway site and predicted residential concentrations with response of biomarkers of inflammation and coagulation in a near-highway population., Methods: Participants provided two blood samples for analysis of interleukin-6 (IL-6), high-sensitivity C-reactive protein (hs-CRP), tumor necrosis factor-α receptor II, and fibrinogen. Mixed effect models were used to evaluate the association between PNC levels on the same day, prior 2 days, and moving averages of 3 to 28 days., Results: Estimated effects on biomarkers of a 5000 unit increase in central site PNC generally increased with longer averaging times for IL-6, hs-CRP, and fibrinogen. Effect estimates were highest for a 28-day moving average, with 91% (95% confidence interval [CI]: 9, 230) higher IL-6 levels, 74% (95% CI: -7, 220) higher hs-CRP levels, and 59% (95% CI: -13, 130) higher fibrinogen levels. We observed no clear trend between near-highway or predicted residential PNC and any of the biomarkers., Conclusions: Only central site PNC increased blood markers of inflammation while near-highway and predicted residential values did not. We cannot fully explain this result, although differing PNC composition is a possibility. Future studies would assist in understanding these findings., (Copyright © 2015 Elsevier Inc. All rights reserved.)