Analyzing relationships between air pollutants and Covid-19 cases during lockdowns in Iran using Sentinel-5 data

Introduction: Air quality improvement was an unparalleled environmental consequence of the Covid-19 global crisis in many regions. Numerous researches have been conducted on the influence of national quarantines on air pollution and the relationship between the abundance of infected cases and mortality caused by this pandemic with air pollutants; however, these investigations are limited in Iran. The present study aims to investigate the correlation between Covid-19 cases and air pollution from a statistical viewpoint in order to evaluate the performance of multiple national lockdowns from February 2020 to August 2021 through measuring changes in air pollutants in the 31 provinces of Iran. Materials and methods: We applied a remote sensing method by employing Sentinel-5P satellite data to analyze changes in PM2.5, CO, and O3 during the three public quarantine periods and their two months earlier. Results: We recognized a considerable positive correlation between PM2.5 and the infected cases (r=0.63, p=0.001) and victims (r=0.41, p=0.001). Moreover, we compared the efficiency of lockdowns and supposed lockdown 2 (November-December 2020) as an only effective quarantine due to a dramatic reduction in PM2.5 (21.2%), CO (0.8%), the infected cases (48.7%), and victims (66.9%) in comparison to the average of its next two months. Conclusion: Governments should handle the outbreak of Covid-19 by implementing efficient quarantines, as well as environmental conservation strategies.

The environmental consequence of deep learning

Deep learning and artificial intelligence are often viewed as panacea technologies — ones which can decarbonise many industries. But what is the carbon cost of these systems? Damian Borowiec, Richard R. Harper and Peter Garraghan discuss.

EnviRisk – Automated Environmental Risk Assessment for Ship Traffic in Norwegian Waters

ABSTRACT A near real-time environmental calculation of oil spill risk along the entire coast of Norway is developed as the EnviRisk model. Previous risk assessments utilize older decision models and repeated manual calculations that are costly as well as not accounting for the complexity of and changes in, ship traffic. Furthermore, cloud-providers have enabled enough data ingest and processing power to utilize high resolution shore and satellite based AIS data (Automated Identification System), to develop more dynamic and accurate risk calculation models than before. EnviRisk builds upon AISyRisk, an automated risk calculation model for marine traffic developed by the Norwegian Coastal Administration (NCA) and DNV GL. AISyRisk, includes a long-term data collection on probability of ship accidents and consequences for fatalities and oil spills for Norwegian waters (Norwegian Coastal Administration 2020). From AISyRisk, the probabilities for a certain oil spill (location, oil type and volume) is developed further to assess the environmental consequence in the EnviRisk model. As part of EnviRisk, extensive oil spill modelling is being performed in the cloud with the open source OpenDrift model (https://github.com/opendrift/opendrift/wiki) released by the Norwegian Meteorological Institute. This, combined with environmental sensitivity for both seabirds, marine mammals, fish and shoreline habitats, makes it feasible to quantify the environmental consequence and risk. Environmental risk is presented on a 10x10 km grid for the previous month of ship traffic and also accumulates statistics for risk over time. This paper presents the automated oil spill modelling and environmental risk calculation in EnviRisk. The method builds upon previous risk assessments for NCA for the Norwegian Coast (Braathen and Brude, 2011), for Svalbard and Jan Mayen (Braathen et. al., 2014) and for Greenland for Defence Command Denmark also in 2014 (Eikeland et. al., 2014). The approach is significantly improved particularly with respect to the oil spill modelling. Updates of AISyRisk and EnviRisk data and calculations are done monthly and the results published on a web portal administered by the Norwegian Coastal Administration where aggregated results are publicly available.

Analysis of the Vibration Mitigation Characteristics of the Ballasted Ladder Track with Elastic Elements

Despite the fact railways are seen as an environmentally friendly and sustainable form of transport, however, the train-induced vibration has been seen as a negative environmental consequence. The ballasted ladder track is one type of ballasted track with longitudinal sleepers. The elastic elements can not only protect the track structure but also control the vibration. To investigate the vibration mitigation effects of ballasted ladder track with elastic elements, a finite element - infinite element (FE-IFE) model was built considering the elastic elements of under-sleeper pads (USPs) and under-ballast mats (UBMs). This model was validated by a laboratory test. Then, the moving train load was obtained based on the multi-body dynamics (MBD)-finite elements method (FEM) analysis. The vibration mitigation effects of the ballasted ladder track with different types of elastic elements were calculated compared with the ballasted tracks without elastic elements. The results indicate that: (1) the ballasted ladder track has the advantage of vibration reduction at low frequencies, with a maximum vibration attenuation of 25.2 dB and an averaged vibration attenuation of 19.0 dB between 5 and 20 Hz through the ballast. (2) The ballasted ladder track with USPs or UBMs can provide better vibration attenuation between 30 and 100 Hz, but it induces a vibration amplification between 5 and 30 Hz. (3) The ballasted ladder track with elastic elements in different cases can provide different vibration mitigation effects. The ballasted ladder track with both USPs and UBMs can provide the best mitigation effect with an average vibration mitigation of approximately 15 dB and a maximum vibration mitigation of 30 dB between 30 and 100 Hz.

Energy Consumption and Trade Openness Nexus in Egypt: Asymmetry Analysis

Trade openness may support the economic growth of any country but its environmental effects due to increasing energy consumption cannot be ignored. This research hypothesizes the asymmetrical effects of both economic growth and trade openness on the energy consumption of Egypt from 1971–2014. Our estimates suggest that both economic growth and trade openness have asymmetrical effects on the energy consumption in both long and short runs because magnitude of the effects are found unequal. Both increasing and decreasing economic growth have positive effects on the energy consumption in the long and short runs except an insignificant effect of decreasing economic growth in the short run. Increasing and decreasing trade openness have also positive effects on the energy consumption in the long and short runs except an insignificant effect of decreasing trade openness in the long run. The increasing energy consumption, as results of increasing economic growth and/or trade openness, may have environmental consequence. Therefore, we recommend the Egyptian government to diversify the energy consumption from fossil fuel sources.

THE INTERPLAY OF SPATIAL POLICY, TRAVEL BEHAVIOUR AND AIR QUALITY IN ISKANDAR MALAYSIA

Iskandar Malaysia has been emerging as a centre of economic growth in the southern corridor of Malaysia. While the present spatial policy has emboldened the growth centre that inspires the urban development in the region to flourish, the spatial development has brought a substantial environmental consequence to urban areas. With the support of travel behaviour of the citizens as a catalyst, the interplay between spatial policy and urban air quality in the region becomes a major concern. This study began by undertaking spatial policy analysis at local and federal levels. Then, an origin-destination study was carried out to assess the travel behaviour of citizens and the concentricity or poly-centricity of the region as an eventual reflection of spatial policy. Based on the information on travel behaviour and number of vehicles in Iskandar Malaysia, the vehicle-kilometre travelled (VKT) was estimated as well as the carbon emission from the transport sector. An ethnographic survey was also conducted to understand the nonmotorized travel behaviour of the citizens i.e. willingness to walk. This survey was to crosscheck and confirm the willingness to walk of the citizens resulting from questionnaire survey. Results of the study reveal that the spatial policies of Iskandar Malaysia along with the travel behaviour of the citizens have strongly shaped the present spatial structure of Iskandar Malaysia region, and ultimately lead to ever increasing air pollution in the region.