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Diffuse pollution formed during a surface runoff on paved surfaces is a source of heavy metals (HMs) of various origin. This research study indicates the connection between bottom sediments of retention tanks located on urban streams and road sweeping wastes (RSW) that migrate during surface runoff to the stormwater drainage systems with discharge to the retention tanks. Moreover, we test the primary sources of HMs in RSW by analysing the mechanical wastes (MW) produced by vehicles in order to track the relationship between car parts and HMs deposited in the retention tanks receiving the surface runoff from streets. To identify the origin of HMs diverse source tracking approaches were used: statistical methods, Pb isotope ratios, and the flag element ratio approach. MW presented a very high HMs content (max observed values in mg/kg d.w.: 10477-Zn, 3512-Cu, 412-Pb, 3.35-Cd, 226-Ni, and 633-Cr), while for RSW the HMs content was similar to the bottom sediments. The total carcinogenic risk raises concerns due to the Cr content. The source of Zn was tyre wear and traffic. Ni, Cr, Fe, and Cd were correlated to Zn and shared a common/similar origin. PCA suggested that Cu features quasi-independent behaviour. The Pb isotopic ratios of RSW indicated Pb enrichment originating from coal combustion, while the gasoline and diesel source of Pb was excluded. The Pb isotopic ratios characteristic for MW were in within the following ranges: 1.152-1.165 ( 206 Pb/ 207 Pb), 2.050-2.085 ( 208 Pb/ 206 Pb), and 2.350-2.418 ( 208 Pb/ 207 Pb). The complex analysis of HMs origin confirmed the motorization origin of HMs: Zn, Cr, Ni, and Cd, except Pb (coal combustion as the main source) and Cu (non-uniform origin). The results of various source tracking methods were coherent, but Pb isotope ratios alone brought important information allowing to link Pb in sediments to the atmospheric deposition of coal combustion products., Competing Interests: Declaration of competing interest 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., (Copyright © 2020 The Authors. Published by Elsevier B.V. All rights reserved.)

Recreational activities can be an important source of anthropogenic disturbance in intertidal benthic assemblages. On rocky shores, activities such as trampling, snorkeling and the handling of organisms may have a negative effect on benthic communities by modifying the abundance and distribution of key species. Here, we describe and quantify impacts due to recreational activities on benthic communities on a Patagonian rocky shore by investigating their resilience to two types of human disturbance: vehicle traffic and human trampling. To evaluate the effects of these activities, we carried out an observational study and assessed post-disturbance assemblage recovery. The rocky shores is most intensively visited during summer, and marked differences in the distribution and abundance of benthic species among disturbed and control plots were found after this season. The benthic community on the high intertidal was weakly impacted by disturbance generated due to vehicle traffic in summer (one vehicle on a single occasion, pulse disturbance); which did not affect the cover of dominant species. This suggests that the high intertidal community would be resistant to the passage of one vehicle on a single occasion. The effects of continuous trampling (press disturbance) were drastic and the community of the mid intertidal level did not recover before the next recreational season. Mid intertidal communities exposed to press disturbances require more than one tourist season of human inactivity to recover from anthropogenic effects, suggesting that resilience mechanisms in this community operate at broad timescales. Our findings highlight the need to establish and implement management actions that contemplate the nature of the disturbance and intertidal level to minimize habitat degradation due to human recreational activities., (Copyright © 2017 Elsevier Ltd. All rights reserved.)

The main objective of this cross-sectional comparative study is to observe the relationship between traffic-related air pollutants, particularly particulate matter (PM) of total suspended particulate (TSP) and PM of size 10 µm (PM10), and vehicle traffic in Amman, Jordan. Two study areas were chosen randomly as a high-polluted area (HPA) and low-polluted area (LPA). The findings indicate that TSP and PM10 were still significantly correlated with traffic count even after controlling for confounding factors (temperature, relative humidity, and wind speed): TSP, r = 0.726, P < .001; PM10, r = 0.719, P < .001). There was a significant positive relationship between traffic count and PM level: TSP, P < .001; PM10, P < .001. Moreover, there was a significant negative relationship between temperature and PM10 level (P = .018). Traffic volume contributed greatly to high concentrations of TSP and PM10 in areas with high traffic count, in addition to the effect of temperature., (© 2012 APJPH.)

Objectives: Spatial assessment of traffic noise pollution intensity will provide urban planners with approximate estimation of citizens exposure to impermissible sound levels. They could identify critical noise pollution areas wherein noise barriers should be embedded. The present study aims at using the Geographic Information System (GIS) to assess spatial changes in traffic noise pollution in Tehran, the capital of Iran, and the largest city in the Middle East., Material and Methods: For this purpose, while measuring equivalent sound levels at different time periods of a day and different days of a week in District 14 of Tehran, wherein there are highways and busy streets, the geographic coordination of the measurement points was recorded at the stations. The obtained results indicated that the equivalent sound level did not show a statistically significant difference between weekdays, and morning, afternoon and evening hours as well as time intervals of 10 min, 15 min and 30 min. Then, 91 stations were selected in the target area and equivalent sound level was measured for each station on 3 occasions of the morning (7:00-9:00 a.m.), afternoon (12.00-3:00 p.m.) and evening (5:00-8:00 p.m.) on Saturdays to Wednesdays., Results: As the results suggest, the maximum equivalent sound level (Leq) was reported from Basij Highway, which is a very important connecting thoroughfare in the district, and was equal to 84.2 dB(A), while the minimum equivalent sound level (Leq), measured in the Fajr Hospital, was equal to 59.9 dB(A)., Conclusions: The average equivalent sound level was higher than the national standard limit at all stations. The use of sound walls in Highways Basij and Mahallati as well as widening the Streets 17th Shahrivar, Pirouzi and Khavaran, benchmarked on a map, were recommended as the most effective mitigation measures. Additionally, the research findings confirm the outstanding applicability of the Geographic Information System in handling noise pollution data towards depicting noise pollution intensity caused by traffic., (This work is available in Open Access model and licensed under a CC BY-NC 3.0 PL license.)