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Covid-19 has strongly influenced the mobility of people in several ways and the limitations of mobility in Europe and Italy have conditioned the flows of workers and travelers. Railways, which are one key transport sector, had a clear decrease in passengers all over the world. The analysis, based on six Lombard/Piedmont lines (North-West of Italy), was carried out in the periods immediately preceding and following the lockdown, in which it was possible to move without draconian restrictions, and with mostly regular railway traffic, but at the same time, the number of commuters and occasional travelers was reduced by 40–60%. Using official data from Trenitalia and Trenord, the role of load factor in the railway performance is analyzed, to verify the impact of a substantial reduction in passenger numbers on the overall performance of six railway lines with a special focus on peak hours. The results obtained are not univocal and provide interesting indications, in fact, for some lines, there is an improvement in performance while for others there are no statistically significant differences with the previous year that means a similar performance, which is a starting point for future developments of the work at the national or regional level. • Covid-19 impacted mobility/public transport (school closures, smart-working, modal shift). • Reduced passenger load is a unique opportunity to test its effect on train performance. • Opportunity to carry out scenario analysis with reduced load factor. • Non-univocal results, the role of the load factor is relevant but not fundamental for performance. [ABSTRACT FROM AUTHOR]

In 71 adults residing in Florence, Italy, enrolled in a prospective study, we investigated the correlation between individual levels of oxidative DNA damage detected by the Comet assay in circulating lymphocytes, and a specific ozone exposure score calculated in 10 different time-windows (0–5 to 0–90days) before blood drawing, based on daily measurements provided by the local environmental monitoring system. Overall, statistically significant positive correlations between average ozone concentrations and DNA damage emerged in almost all time-windows considered; correlations were more evident among males, non-smokers, and traffic-exposed workers. Multivariate regression analyses taking into account selected individual characteristics, showed an independent effect on DNA damage of average ozone concentrations in the last 60–90days before blood drawing. Local residents showed a divergent pattern with correlations restricted to shorter time-windows. Our results suggest that ozone concentrations at ground levels modulate oxidative DNA damage in circulating lymphocytes of residents of polluted areas. [Copyright &y& Elsevier]

Despite the negative environmental impact of private cars, especially when driven alone, thousands of college commuters around the World are still car dependent. In order to promote eco-friendly commuting and reduce the GHGs caused by cars, different Travel Demand Management (TDM) policies are in place at many colleges, but they do not usually consider the car commuters' point of view when identifying proper measures. In this paper, by using survey data from an Italian medium-size public university, we study what TDM policies are perceived by car users as the most effective in reducing the number of solo-drivers and consequently their carbon footprint. By estimating a multinomial logit model, we found that restrictive parking policies are statistically supported by female car commuters, students and employees belonging to science departments, and those who know that driving alone could impede alternative modes. Indeed, transit-oriented and multimodal options (including bikes) are chosen by faculty/staff car users, by users willing to leave their cars at home when the weather is good, and in general by people living in towns without railway stations. Instead, probably due to inadequate rail services, car users living in areas far from the college are weakly inclined to use transit-plus-bikes modes. Beyond improving TDM policies, these results can help mobility managers design localized tools to reduce the environmental impact of college commuting. • Carbon footprints of college users are worsened by solo-driving car commuting. • Car users' point of view helps identifying effective sustainable mobility policies. • A multinomial logit model to evaluate car users' preferable policies is used. • Transit-plus-bike policies are advocated by users without railway stations at home. • Users who enjoy driving alone a car consider parking policies more effective. [ABSTRACT FROM AUTHOR]

This paper investigates whether or not Italian Certified B Corps® in the fashion industry achieved levels of corporate social responsibility (CSR) and financial performance that are comparable to listed companies in the same industry during the Covid-19 pandemic. After a review of the literature concerning B Corps, CSR and the circular economy, as well as some coverage of pandemic impacts, a quantitative approach is used to analyze the data empirically. Based on the data available, the study incorporated the entire population of Italian listed companies and B Corps in the fashion industry. Moreover, this study confirms the relationship between CSR and financial performance. The availability of sustainability documents other than the required social responsibility report does not directly affect a company's profitability, but they are necessary for the long term. The results also confirm the positive relationship between sustainability certification and higher financial performance, as the most sustainable companies were also the most profitable. Certified B Corps® declare their willingness to adopt circular economic principles to the same extent as non-certified listed companies. Moreover, the results show that consumers mainly remember the information disclosed on a company's homepage; therefore, managers should publish more there. However, they should not underestimate the importance of their sustainability report because it is an effective social communication tool, especially in the long term. Finally, obtaining the B Corp certification will allow companies to inform stakeholders of their social responsibility and achieve higher financial results. [ABSTRACT FROM AUTHOR]

Abstract: Objective: Personal exposure to airborne benzene is influenced by various outdoor and indoor sources. The first aim of this study was to assess the benzene exposure of a sample of urban inhabitants living in an inner-city neighborhood of Florence, Italy, excluding exposure from active smoking. The secondary objective was to differentiate the personal exposures according to personal usage patterns of the vehicles. Methods: A sample of 67 healthy non-smokers was monitored by passive samplers during two 4-weekday campaigns in winter and late spring. Simultaneously, benzene measurements were also taken for a subset of participants, inside and outside their houses. A 4-day time microenvironment activity diary was completed by each subject during each sampling period. Other relevant exposure data were collected by a questionnaire before the sampling. Additional data on urban ambient air benzene levels were also available from the public air quality network. The passive samplers, after automated thermal desorption, were analyzed by GC-FID. Results: Benzene personal exposure levels averaged 6.9 (SD=2.1) and 2.3 (SD=0.7) μg/m3 in winter and spring, respectively. Outdoor and indoor levels showed high correlation in winter and poor in spring. In winter the highest benzene personal exposure levels were for people traveling by more public transport, followed by users of only car and by users of only bus respectively. Conclusions: The time spent in-transport for work or leisure makes a major contribution to benzene exposure among Florentine non-smoking citizens. Indoor pollution and transportation means contribute significantly to individual exposure levels especially in winter season. [Copyright &y& Elsevier]

On October 2004, a sampling survey was carried out in Florence to estimate urban fine particle exposure concentrations inside commuting vehicles during workdays characterized by heavy traffic. Portable samplers were positioned inside four regularly scheduled diesel-powered buses and four taxis during eight weekdays. Each sampler consisted of a 2.5μm size pre-separator cyclone, a direct-reading data logging photometer (pDR-1200), and a 4Lmin−1 filter sampler for the determination of PM2.5 mass concentration. Based on reflectance analysis measurements, a PM2.5 Black Smoke Index was determined for each filter, and the elemental composition of the PM2.5 was analyzed by Particle Induced X-ray Emission (PIXE). PM2.5 mass concentrations inside the vehicles correlated well with the urban ambient air PM2.5 concentrations measured at the fixed-site monitoring stations. The PM2.5 excess above the urban ambient level was on average 32μgm− 3 (range: 22–52μgm− 3) and 20μgm− 3 (range: 11–29μgm− 3) in buses and taxis, respectively. The PM2.5-bound sulfur concentration was also higher in the buses than in the taxis. Based on daily Time-Microenvironment-Activity-Diary (TMAD) data, the Florentines spend on average 9.7% of their day in traffic, and the corresponding average exposure is approximately 12% of their daily PM2.5 personal exposure. The obtained data could be used to plan interventions to minimize the PM2.5 citizen exposures in commuting. [Copyright &y& Elsevier]

Air pollution and particulate matter in urban areas have been associated with increased mortality from cardiovascular and respiratory diseases and increased cancer risk. Carcinogenic effects of particulate matter have been related to the contents of specific compounds, such as polycyclic aromatic hydrocarbons. The latter may form bulky DNA adducts, that may be considered as candidate markers of cancer risk. We have recently shown that traffic-exposed workers and the general population in Florence have divergent levels of DNA adducts, possibly related to different levels of exposure to genotoxic agents from vehicle emissions. In the current study, in a series of 214 Florence City healthy adults enrolled in a prospective study in the period 1993–1998 (152 residents / 62 traffic-exposed workers), we investigated the correlation between individual levels of DNA bulky adducts and PM10 exposure scores based on daily environmental measures provided by the local Environmental Protection Agency for the whole study period, by two types of urban monitoring stations (high- and low-traffic). We found that PM10 cumulative scores from high-traffic stations over the last 1–2 weeks prior to blood drawing significantly correlated (r =0.58, p =0.02) with DNA adduct levels among non-smoking traffic-exposed workers (but not among residents with no occupational exposure to vehicle emissions). A multivariate regression analysis adjusted for possible confounders confirmed these findings. PM10 scores from low-traffic stations did not show any correlation. These results show that DNA adduct levels in non-smoking workers reflect the average levels of exposure to PM10 in high-traffic urban areas experienced over a time period of 1–2 weeks. Since DNA adduct levels have been found predictive of lung cancer risk, our findings provide clues relevant to the reduction of genotoxic damage and possibly cancer risk among traffic-exposed urban workers. [Copyright &y& Elsevier]

Abstract: Prior to 2000 a network of conventional ozone (O3) analysers existed in the Province of Firenze (Tuscany, central Italy). Between 2000 and 2004 the network was extended to incorporate a newly designed bioindicator network of tobacco plants (Nicotiana tabacum Bel W3). The objective was to set-up an integrated monitoring system to obtain estimates of ground-level O3 concentrations over the whole study area (3513 km2) in order to fill data gaps and cover reporting requirements. The existing conventional monitors were purposefully located mainly in urban areas. A total of 45 biomonitoring sites were selected using a systematic design to cover the target area. Two to five additional biomonitoring sites were co-located with conventional O3 analysers for calibration purposes, and five more sites for independent validation of modelled O3 concentrations. Visible Leaf Injury Index (LII) on the tobacco plants was significantly correlated (P: 0.018÷0.0014) with a series of O3 exposure variables (mean of weekly 1-hour maxima, M1; mean of 7-hour means, M7; 24-hour mean, M24; and weekly AOT40). LII was found to be a significant predictor of weekly means of the O3 exposure variables with a standard error of estimates between 13.6 and 24.3 μg m−3 (absolute values). LII was mapped with an ad-hoc spatial model over the study area at a 2⁎2 km grid resolution, and mapped values were used to predict O3 concentrations by means of a first order linear model. Results showed that high estimates of O3 (up to 188 μg m−3 as mean of weekly maxima, M1) occurred more frequently in hilly and mountainous areas, with a spatial pattern changing on an annual basis. Predicted O3 concentrations were not significantly different from the measured concentrations (P: 0.34), although marked differences were observed for individual sites and years. The study provided evidence that integration of monitoring networks using different methods can be a viable option to obtain estimates of O3 concentrations over large areas. [Copyright &y& Elsevier]