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Overall, European air quality has worsened in recent decades as a consequence of increased anthropogenic emissions, in particular from the power generation sector. The evidence of the effects of atmospheric pollution (and particularly fine particulate matter, PM 2.5 ) on human health is now unquestionable; it is mainly associated with cardiovascular and respiratory diseases, along with morbidity and even mortality. These effects may even strengthen in the future as a consequence of climate penalties and future changes in the projected population. For all these reasons, the main objective of this contribution is the estimation of the annual excess premature deaths (PD) associated with PM 2.5 in the present (1991–2010) and future (2031–2050) European population using non-linear exposure–response functions. The endpoints included are lung cancer (LC), chronic obstructive pulmonary disease (COPD), low respiratory infections (LRI), ischaemic heart disease (IHD), cerebrovascular disease (CEV) and other non-communicable diseases (other NCD). PM 2.5 concentrations come from coupled chemistry–climate regional simulations under present and future (RCP8.5) scenarios. The cases assessed include the estimation of the present incidence of PD (PRE-P2010), the quantification of the role of a changing climate in PD (FUT-P2010) and the importance of changes in the population projected for the year 2050 in the incidence of excess PD (FUT-P2050). Two additional cases (REN80-P2010 and REN80-P2050) evaluate the impact on premature mortality rates of a mitigation scenario in which 80 % of European energy production comes from renewable sources. The results indicate that PM 2.5 accounts for nearly 895 000 (95 % confidence interval (95 % CI) 725 000–1 056 000) annual excess PD over Europe, with IHD being the largest contributor to premature mortality associated with fine particles in both present and future scenarios. The case that isolates the effects of a climate penalty (FUT-P2010) estimates a variation of +0.2 % in mortality rates over the whole domain. However, under this scenario, the incidence of PD over central Europe will benefit from a decrease in PM 2.5 ( −2.2 PD/100 000 inhabitants), while in eastern ( +1.3 PD/100 000 inhabitants) and western ( +0.4 PD/100 000 inhabitants) Europe, PD will increase due to increased PM 2.5 levels. The changes in the projected population (FUT-P2050) will lead to a large increase in annual excess PD (1 540 000, 95 % CI 1 247 000–1 818 000; +71.96 % with respect to PRE-P2010 and +71.67 % with respect to FUT-P2010) due to the ageing of the European population. Last, the mitigation scenario (REN80-P2050) demonstrates that the effects of a mitigation policy of increasing the ratio of renewable sources in the energy mix could lead to a decrease of over 60 000 (95 % CI 48 500–70 900) annual PD for the year 2050 (a decrease of −4 % in comparison with the no-mitigation scenario FUT-P2050). In spite of the uncertainties inherent in future estimations, this contribution reveals the need of governments and public entities to take action and choose air pollution mitigation policies.

Overall, European air quality has worsened in recent decades as a consequence of increased anthropogenic emissions, in particular from the power generation sector. The evidence of the effects of atmospheric pollution (and particularly fine particulate matter, PM2.5) on human health is now unquestionable; it is mainly associated with cardiovascular and respiratory diseases, along with morbidity and even mortality. These effects may even strengthen in the future as a consequence of climate penalties and future changes in the projected population. For all these reasons, the main objective of this contribution is the estimation of the annual excess premature deaths (PD) associated with PM2.5 in the present (1991–2010) and future (2031–2050) European population using non-linear exposure–response functions. The endpoints included are lung cancer (LC), chronic obstructive pulmonary disease (COPD), low respiratory infections (LRI), ischaemic heart disease (IHD), cerebrovascular disease (CEV) and other non-communicable diseases (other NCD). PM2.5 concentrations come from coupled chemistry–climate regional simulations under present and future (RCP8.5) scenarios. The cases assessed include the estimation of the present incidence of PD (PRE-P2010), the quantification of the role of a changing climate in PD (FUT-P2010) and the importance of changes in the population projected for the year 2050 in the incidence of excess PD (FUT-P2050). Two additional cases (REN80-P2010 and REN80-P2050) evaluate the impact on premature mortality rates of a mitigation scenario in which 80 % of European energy production comes from renewable sources. The results indicate that PM2.5 accounts for nearly 895 000 (95 % confidence interval (95 % CI) 725 000–1 056 000) annual excess PD over Europe, with IHD being the largest contributor to premature mortality associated with fine particles in both present and future scenarios. The case that isolates the effects of a climate penalty (FUT-P2010) estimates a variation of +0.2 % in mortality rates over the whole domain. However, under this scenario, the incidence of PD over central Europe will benefit from a decrease in PM2.5 (−2.2 PD/100 000 inhabitants), while in eastern (+1.3 PD/100 000 inhabitants) and western (+0.4 PD/100 000 inhabitants) Europe, PD will increase due to increased PM2.5 levels. The changes in the projected population (FUT-P2050) will lead to a large increase in annual excess PD (1 540 000, 95 % CI 1 247 000–1 818 000; +71.96 % with respect to PRE-P2010 and +71.67 % with respect to FUT-P2010) due to the ageing of the European population. Last, the mitigation scenario (REN80-P2050) demonstrates that the effects of a mitigation policy of increasing the ratio of renewable sources in the energy mix could lead to a decrease of over 60 000 (95 % CI 48 500–70 900) annual PD for the year 2050 (a decrease of −4 % in comparison with the no-mitigation scenario FUT-P2050). In spite of the uncertainties inherent in future estimations, this contribution reveals the need of governments and public entities to take action and choose air pollution mitigation policies.

Worldwide air quality has worsened in the last decades as a consequence of increased anthropogenic emissions, in particular from the sector of power generation. The evidence of the effects of atmospheric pollution (and particularly fine particulate matter, PM 2.5 ) on human health is unquestionable nowadays, producing mainly cardiovascular and respiratory diseases, morbidity and even mortality. These effects can even enhance in the future as a consequence of climate penalties and future changes in the population projected. Because of all these reasons, the main objective of this contribution is the estimation of annual excess premature deaths (PD) associated to PM 2.5 on present (1991–2010) and future (2031–2050) European population by using non-linear exposure-response functions. The endpoints included are Lung Cancer (LC), Chronic Obstructive Pulmonary Disease (COPD), Low Respiratory Infections (LRI), Ischemic Heart Disease (IHD), cerebrovascular disease (CEV) and other Non-Communicable Diseases (other NCD). PM 2.5 concentrations come from coupled chemistry-climate regional simulations under present and RCP8.5 future scenarios. The cases assessed include the estimation of the present incidence of PD (PRE-P2010), the quantification of the role of a changing climate on PD (FUT-P2010) and the importance of changes in the population projected for the year 2050 on the incidence of excess PD (FUT-P2050). Two additional cases (REN80-P2010 and REN80-P2050) evaluate the impact on premature mortality rates of a mitigation scenario in which the 80 % of European energy production comes from renewables sources. The results indicate that PM 2.5 accounts for nearly 895,000 [95 % confidence interval (95 % CI) 725,000-1,056,000] annual excess PD over Europe, with IHD being the largest contributor to premature mortality associated to fine particles in both present and future scenarios. The case isolating the effects of climate penalty (FUT-P2010) estimates a variation +0.2 % on mortality rates over the whole domain. However, under this scenario the incidence of PD over central Europe will benefit from a decrease of PM 2.5 (−2.2 PD/100,000 h.) while in eastern (+1.3 PD/100,000 h.) and western (+0.4 PD/100,000 h.) Europe PD will increase due to increased PM 2.5 levels. The changes in the projected population (FUT-P2050) will lead to a large increase of annual excess PD (1,540,000, 95 % CI 1,247,000-1,818,000), +71.96 % with respect to PRE-P2010 and +71.67 % to FUT-P2010) due to the aging of the European population. Last, the mitigation scenario (REN80-P2050) demonstrates that the effects of a mitigation policy increasing the ratio of renewable sources in the energy mix energy could lead to a decrease of over 60,000 (95 % CI 48,500-70,900) annual PD for the year 2050 (a decrease of −4 % in comparison with the no-mitigation scenario, FUT-P2050). In spite of the uncertainties inherent to future estimations, this contribution reveals the need of the governments and public entities to take action and bet for air pollution mitigation policies.

International initiatives have successfully brought down the emissions, and hence also the related negative impacts on environment and human health, from shipping in Emission Control Areas (ECAs). However, the question remains as to whether increased shipping in the future will counteract these emission reductions. The overall goal of this study is to provide an up-to-date view on future ship emissions and provide a holistic view on atmospheric pollutants and their contribution to air quality in the Nordic (and Arctic) area. The first step has been to set up new and detailed scenarios for the potential developments in global shipping emissions, including different regulations and new routes in the Arctic. The scenarios include a Baseline scenario and two additional SOx Emission Control Areas (SECAs) and heavy fuel oil (HFO) ban scenarios. All three scenarios are calculated in two variants involving Business-AsUsual (BAU) and High-Growth (HiG) traffic scenarios. Additionally a Polar route scenario is included with new ship traffic routes in the future Arctic with less sea ice. This has been combined with existing Current Legislation scenarios for the land-based emissions (ECLIPSE V5a) and used as input for two Nordic chemistry transport models (DEHM and MATCH). Thereby, the current (2015) and future (2030, 2050) air pollution levels and the contribution from shipping have been simulated for the Nordic and Arctic areas. Population exposure and the number of premature deaths attributable to air pollution in the Nordic area have thereafter been assessed by using the health assessment model EVA (Economic Valuation of Air pollution). It is estimated that within the Nordic region approximately 9900 persons died prematurely due to air pollution in 2015 (corresponding to approximately 37 premature deaths for every 100 000 inhabitants). When including the projected development in both shipping and land-based emissions, this number is estimated to decrease to approximately 7900 in 2050. Shipping alone is associated with ...

International initiatives have successfully brought down the emissions, and hence also the related negative impacts on environment and human health, from shipping in Emission Control Areas (ECAs). However, the question remains as to whether increased shipping in the future will counteract these emission reductions. The overall goal of this study is to provide an up-to-date view on future ship emissions and provide a holistic view on atmospheric pollutants and their contribution to air quality in the Nordic (and Arctic) area. The first step has been to set up new and detailed scenarios for the potential developments in global shipping emissions, including different regulations and new routes in the Arctic. The scenarios include a Baseline scenario and two additional SO x Emission Control Areas (SECAs) and heavy fuel oil (HFO) ban scenarios. All three scenarios are calculated in two variants involving Business-As-Usual (BAU) and High-Growth (HiG) traffic scenarios. Additionally a Polar route scenario is included with new ship traffic routes in the future Arctic with less sea ice. This has been combined with existing Current Legislation scenarios for the land-based emissions (ECLIPSE V5a) and used as input for two Nordic chemistry transport models (DEHM and MATCH). Thereby, the current (2015) and future (2030, 2050) air pollution levels and the contribution from shipping have been simulated for the Nordic and Arctic areas. Population exposure and the number of premature deaths attributable to air pollution in the Nordic area have thereafter been assessed by using the health assessment model EVA (Economic Valuation of Air pollution). It is estimated that within the Nordic region approximately 9900 persons died prematurely due to air pollution in 2015 (corresponding to approximately 37 premature deaths for every 100 000 inhabitants). When including the projected development in both shipping and land-based emissions, this number is estimated to decrease to approximately 7900 in 2050. Shipping alone is associated with about 850 premature deaths during present-day conditions (as a mean over the two models), decreasing to approximately 600 cases in the 2050 BAU scenario. Introducing a HFO ban has the potential to lower the number of cases associated with emissions from shipping to approximately 550 in 2050, while the SECA scenario has a smaller impact. The "worst-case" scenario of no additional regulation of shipping emissions combined with a high growth in the shipping traffic will, on the other hand, lead to a small increase in the relative impact of shipping, and the number of premature deaths related to shipping is in that scenario projected to be around 900 in 2050. This scenario also leads to increased deposition of nitrogen and black carbon in the Arctic, with potential impacts on environment and climate.

International initiatives have successfully brought down the emissions from shipping in Emission Control Areas (ECAs), and hence the related negative impacts on environment and human health. But the question is if this is enough to mitigate the future increase in shipping activities. The overall goal of this study is to provide an up-to-date view on future ship emissions and provide a holistic view on atmospheric pollutants and its contribution to air quality in the Nordic (and Arctic) area. First step has been to setup new and detailed scenarios for the potential developments in global shipping emissions, including different regulations and new routes in the Arctic. The scenarios include a Baseline scenario, and two additional SO x Emission Control Area (SECA) and heavy fuel oil (HFO) ban scenarios. All three scenarios are calculated in two variants involving Business As Usual (BAU) and High Growth (HiG) traffic growths. Additionally a Polar route scenario is included, with new ship traffic routes in the future Arctic with less sea ice. This has been combined with existing Current Legislation scenarios for the land-based emissions (ECLIPSE V5a) and used as input for two Nordic chemistry-transport models (DEHM and MATCH). Thereby the current (2015) and future (2030, 2050) air pollution levels and the contribution from shipping have been simulated for the Nordic and Arctic areas. Population exposure and the number of premature deaths attributable to air pollution in the Nordic area have thereafter been assessed by using the health assessment model EVA. It is estimated that within the Nordic region, approximately 9900 persons died prematurely due to air pollution in 2015. When including the projected development in both shipping and land-based emissions, this number is estimated to decrease to approximately 7900 in 2050. The shipping alone is associated with about 850 premature deaths during current day conditions (as a mean over the two models), decreasing to approximately 600 cases in the 2050 BAU scenario. Introducing a HFO ban has the potential to lower the number of cases associated with emissions from shipping to approximately 550 in 2050, while the SECA scenario has a smaller impact. The worst case scenario of no additional regulation of shipping emissions combined with a high growth in the shipping traffic, will on the other hand lead to a small increase in the relative impact of shipping and the number of premature deaths related to shipping is in that scenario projected to be around 900 in 2050. This scenario also leads to increased deposition of nitrogen and black carbon in the Arctic, with potential impacts on environment and climate.

International initiatives have successfully brought down the emissions, and hence also the related negative impacts on environment and human health, from shipping in Emission Control Areas (ECAs). However, the question remains as to whether increased shipping in the future will counteract these emission reductions. The overall goal of this study is to provide an up-to-date view on future ship emissions and provide a holistic view on atmospheric pollutants and their contribution to air quality in the Nordic (and Arctic) area. The first step has been to set up new and detailed scenarios for the potential developments in global shipping emissions, including different regulations and new routes in the Arctic. The scenarios include a Baseline scenario and two additional SOx Emission Control Areas (SE-CAs) and heavy fuel oil (HFO) ban scenarios. All three scenarios are calculated in two variants involving Business-As-Usual (BAU) and High-Growth (HiG) traffic scenarios. Additionally a Polar route scenario is included with new ship traffic routes in the future Arctic with less sea ice. This has been combined with existing Current Legislation scenarios for the land-based emissions (ECLIPSE V5a) and used as input for two Nordic chemistry transport models (DEHM and MATCH). Thereby, the current (2015) and future (2030, 2050) air pollution levels and the contribution from shipping have been simulated for the Nordic and Arctic areas. Population exposure and the number of premature deaths attributable to air pollution in the Nordic area have thereafter been assessed by using the health assessment model EVA (Economic Valuation of Air pollution). It is estimated that within the Nordic region approximately 9900 persons died prematurely due to air pollution in 2015 (corresponding to approximately 37 premature deaths for every 100 000 inhabitants). When including the projected development in both shipping and land-based emissions, this number is estimated to decrease to approximately 7900 in 2050. Shipping alone is associated with about 850 premature deaths during present day conditions (as a mean over the two models), decreasing to approximately 600 cases in the 2050 BAU scenario. Introducing a HFO ban has the potential to lower the number of cases associated with emissions from shipping to approximately 550 in 2050, while the SECA scenario has a smaller impact. The "worst-case" scenario of no additional regulation of shipping emissions combined with a high growth in the shipping traffic will, on the other hand, lead to a small increase in the relative impact of shipping, and the number of premature deaths related to shipping is in that scenario projected to be around 900 in 2050. This scenario also leads to increased deposition of nitrogen and black carbon in the Arctic, with potential impacts on environment and climate.

International initiatives have successfully brought down the emissions, and hence also the related negative impacts on environment and human health, from shipping in Emission Control Areas (ECAs). However, the question remains as to whether increased shipping in the future will counteract these emission reductions. The overall goal of this study is to provide an up-to-date view on future ship emissions and provide a holistic view on atmospheric pollutants and their contribution to air quality in the Nordic (and Arctic) area. The first step has been to set up new and detailed scenarios for the potential developments in global shipping emissions, including different regulations and new routes in the Arctic. The scenarios include a Baseline scenario and two additional SOx Emission Control Areas (SECAs) and heavy fuel oil (HFO) ban scenarios. All three scenarios are calculated in two variants involving Business-As-Usual (BAU) and High-Growth (HiG) traffic scenarios. Additionally a Polar route scenario is included with new ship traffic routes in the future Arctic with less sea ice. This has been combined with existing Current Legislation scenarios for the land-based emissions (ECLIPSE V5a) and used as input for two Nordic chemistry transport models (DEHM and MATCH). Thereby, the current (2015) and future (2030, 2050) air pollution levels and the contribution from shipping have been simulated for the Nordic and Arctic areas. Population exposure and the number of premature deaths attributable to air pollution in the Nordic area have thereafter been assessed by using the health assessment model EVA (Economic Valuation of Air pollution). It is estimated that within the Nordic region approximately 9900 persons died prematurely due to air pollution in 2015 (corresponding to approximately 37 premature deaths for every 100 000 inhabitants). When including the projected development in both shipping and land-based emissions, this number is estimated to decrease to approximately 7900 in 2050. Shipping alone is associated with about 850 premature deaths during present-day conditions (as a mean over the two models), decreasing to approximately 600 cases in the 2050 BAU scenario. Introducing a HFO ban has the potential to lower the number of cases associated with emissions from shipping to approximately 550 in 2050, while the SECA scenario has a smaller impact. The "worst-case" scenario of no additional regulation of shipping emissions combined with a high growth in the shipping traffic will, on the other hand, lead to a small increase in the relative impact of shipping, and the number of premature deaths related to shipping is in that scenario projected to be around 900 in 2050. This scenario also leads to increased deposition of nitrogen and black carbon in the Arctic, with potential impacts on environment and climate.

International initiatives have successfully brought down the emissions, and hence also the related negative impacts on environment and human health, from shipping in Emission Control Areas (ECAs). However, the question remains as to whether increased shipping in the future will counteract these emission reductions. The overall goal of this study is to provide an up-to-date view on future ship emissions and provide a holistic view on atmospheric pollutants and their contribution to air quality in the Nordic (and Arctic) area. The first step has been to set up new and detailed scenarios for the potential developments in global shipping emissions, including different regulations and new routes in the Arctic. The scenarios include a Baseline scenario and two additional SOx Emission Control Areas (SE-CAs) and heavy fuel oil (HFO) ban scenarios. All three scenarios are calculated in two variants involving Business-AsUsual (BAU) and High-Growth (HiG) traffic scenarios. Additionally a Polar route scenario is included with new ship traffic routes in the future Arctic with less sea ice. This has been combined with existing Current Legislation scenarios for the land-based emissions (ECLIPSE V5a) and used as input for two Nordic chemistry transport models (DEHM and MATCH). Thereby, the current (2015) and future (2030, 2050) air pollution levels and the contribution from shipping have been simulated for the Nordic and Arctic areas. Population exposure and the number of premature deaths attributable to air pollution in the Nordic area have thereafter been assessed by using the health assessment model EVA (Economic Valuation of Air pollution). It is estimated that within the Nordic region approximately 9900 persons died prematurely due to air pollution in 2015 (corresponding to approximately 37 premature deaths for every 100 000 inhabitants). When including the projected development in both shipping and land-based emissions, this number is estimated to decrease to approximately 7900 in 2050. Shipping alone is associated with about 850 premature deaths during presentday conditions (as a mean over the two models), decreasing to approximately 600 cases in the 2050 BAU scenario. Introducing a HFO ban has the potential to lower the number of cases associated with emissions from shipping to approximately 550 in 2050, while the SECA scenario has a smaller impact. The "worst-case" scenario of no additional regulation of shipping emissions combined with a high growth in the shipping traffic will, on the other hand, lead to a small increase in the relative impact of shipping, and the number of premature deaths related to shipping is in that scenario projected to be around 900 in 2050. This scenario also leads to increased deposition of nitrogen and black carbon in the Arctic, with potential impacts on environment and climate.

Ozone air pollution is identified as one of the main threats bearing upon human health and ecosystems, with 25 000 deaths in 2005 attributed to surface ozone in Europe (IIASA 2013 TSAP Report #10). In addition, there is a concern that climate change could negate ozone pollution mitigation strategies, making them insufficient over the long run and jeopardising chances to meet the long term objective set by the European Union Directive of 2008 (Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008) (60 ppbv, daily maximum). This effect has been termed the ozone climate penalty. One way of assessing this climate penalty is by driving chemistry-transport models with future climate projections while holding the ozone precursor emissions constant (although the climate penalty may also be influenced by changes in emission of precursors). Here we present an analysis of the robustness of the climate penalty in Europe across time periods and scenarios by analysing the databases underlying 11 articles published on the topic since 2007, i.e. a total of 25 model projections. This substantial body of literature has never been explored to assess the uncertainty and robustness of the climate ozone penalty because of the use of different scenarios, time periods and ozone metrics. Despite the variability of model design and setup in this database of 25 model projection, the present meta-analysis demonstrates the significance and robustness of the impact of climate change on European surface ozone with a latitudinal gradient from a penalty bearing upon large parts of continental Europe and a benefit over the North Atlantic region of the domain. Future climate scenarios present a penalty for summertime (JJA) surface ozone by the end of the century (2071–2100) of at most 5 ppbv. Over European land surfaces, the 95% confidence interval of JJA ozone change is [0.44; 0.64] and [0.99; 1.50] ppbv for the 2041–2070 and 2071–2100 time windows, respectively.

Ozone air pollution is identified as one of the main threats bearing upon human health and ecosystems, with 25 000 deaths in 2005 attributed to surface ozone in Europe (IIASA 2013 TSAP Report #10). In addition, there is a concern that climate change could negate ozone pollution mitigation strategies, making them insufficient over the long run and jeopardising chances to meet the long term objective set by the European Union Directive of 2008 (Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008) (60 ppbv, daily maximum). This effect has been termed the ozone climate penalty. One way of assessing this climate penalty is by driving chemistry-transport models with future climate projections while holding the ozone precursor emissions constant (although the climate penalty may also be influenced by changes in emission of precursors). Here we present an analysis of the robustness of the climate penalty in Europe across time periods and scenarios by analysing the databases underlying 11 articles published on the topic since 2007, i.e. a total of 25 model projections. This substantial body of literature has never been explored to assess the uncertainty and robustness of the climate ozone penalty because of the use of different scenarios, time periods and ozone metrics. Despite the variability of model design and setup in this database of 25 model projection, the present meta-analysis demonstrates the significance and robustness of the impact of climate change on European surface ozone with a latitudinal gradient from a penalty bearing upon large parts of continental Europe and a benefit over the North Atlantic region of the domain. Future climate scenarios present a penalty for summertime (JJA) surface ozone by the end of the century (2071-2100) of at most 5 ppbv. Over European land surfaces, the 95% confidence interval of JJA ozone change is [0.44; 0.64] and [0.99; 1.50] ppbv for the 2041-2070 and 2071-2100 time windows, respectively.

Ozone air pollution is identified as one of the main threats bearing upon human health and ecosystems, with 25 000 deaths in 2005 attributed to surface ozone in Europe (IIASA 2013 TSAP Report #10). In addition, there is a concern that climate change could negate ozone pollution mitigation strategies, making them insufficient over the long run and jeopardising chances to meet the long term objective set by the European Union Directive of 2008 (Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008) (60 ppbv, daily maximum). This effect has been termed the ozone climate penalty. One way of assessing this climate penalty is by driving chemistry-transport models with future climate projections while holding the ozone precursor emissions constant (although the climate penalty may also be influenced by changes in emission of precursors). Here we present an analysis of the robustness of the climate penalty in Europe across time periods and scenarios by analysing the databases underlying 11 articles published on the topic since 2007, i.e. a total of 25 model projections. This substantial body of literature has never been explored to assess the uncertainty and robustness of the climate ozone penalty because of the use of different scenarios, time periods and ozone metrics. Despite the variability of model design and setup in this database of 25 model projection, the present meta-analysis demonstrates the significance and robustness of the impact of climate change on European surface ozone with a latitudinal gradient from a penalty bearing upon large parts of continental Europe and a benefit over the North Atlantic region of the domain. Future climate scenarios present a penalty for summertime (JJA) surface ozone by the end of the century (2071-2100) of at most 5 ppbv. Over European land surfaces, the 95% confidence interval of JJA ozone change is [0.44; 0.64] and [0.99; 1.50] ppbv for the 2041-2070 and 2071-2100 time windows, respectively.

Ozone air pollution is identified as one of the main threats bearing upon human health and ecosystems, with 25 000 deaths in 2005 attributed to surface ozone in Europe (IIASA 2013 TSAP Report #10). In addition, there is a concern that climate change could negate ozone pollution mitigation strategies, making them insufficient over the long run and jeopardising chances to meet the long term objective set by the European Union Directive of 2008 (Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008) (60 ppbv, daily maximum). This effect has been termed the ozone climate penalty. One way of assessing this climate penalty is by driving chemistry-transport models with future climate projections while holding the ozone precursor emissions constant (although the climate penalty may also be influenced by changes in emission of precursors). Here we present an analysis of the robustness of the climate penalty in Europe across time periods and scenarios by analysing the databases underlying 11 articles published on the topic since 2007, i.e. a total of 25 model projections. This substantial body of literature has never been explored to assess the uncertainty and robustness of the climate ozone penalty because of the use of different scenarios, time periods and ozone metrics. Despite the variability of model design and setup in this database of 25 model projection, the present meta-analysis demonstrates the significance and robustness of the impact of climate change on European surface ozone with a latitudinal gradient from a penalty bearing upon large parts of continental Europe and a benefit over the North Atlantic region of the domain. Future climate scenarios present a penalty for summertime (JJA) surface ozone by the end of the century (2071-2100) of at most 5 ppbv. Over European land surfaces, the 95% confidence interval of JJA ozone change is [0.44; 0.64] and [0.99; 1.50] ppbv for the 2041-2070 and 2071-2100 time windows, respectively.

BACKGROUND: Road traffic noise has been linked to increased risk of ischemic heart disease, yet evidence on stroke shows mixed results. We examine the association between long-term exposure to road traffic noise and incidence of stroke, overall and by subtype (ischemic or hemorrhagic), after adjustment for air pollution. METHODS: Twenty-five thousand six hundred and sixty female nurses from the Danish Nurse Cohort recruited in 1993 or 1999 were followed for stroke-related first-ever hospital contact until December 31st, 2014. Full residential address histories since 1970 were obtained and annual means of road traffic noise (Lden [dB]) and air pollutants (particulate matter with diameter < 2.5 μm and < 10 μm [PM2.5 and PM10], nitrogen dioxide [NO2], nitrogen oxides [NOx]) were determined using validated models. Time-varying Cox regression models were used to estimate hazard ratios (HR) (95% confidence intervals [CI]) for the associations of one-, three-, and 23-year running means of Lden preceding stroke (all, ischemic or hemorrhagic), adjusting for stroke risk factors and air pollutants. The World Health Organization and the Danish government's maximum exposure recommendations of 53 and 58 dB, respectively, were explored as potential Lden thresholds. RESULTS: Of 25,660 nurses, 1237 developed their first stroke (1089 ischemic, 148 hemorrhagic) during 16 years mean follow-up. For associations between a 1-year mean of Lden and overall stroke incidence, the estimated HR (95% CI) in the fully adjusted model was 1.06 (0.98-1.14) per 10 dB, which attenuated to 1.01 (0.93-1.09) and 1.00 (0.91-1.09) in models further adjusted for PM2.5 or NO2, respectively. Associations for other exposure periods or separately for ischemic or hemorrhagic stroke were similar. There was no evidence of a threshold association between Lden and stroke. CONCLUSIONS: Long-term exposure to road traffic noise was suggestively positively associated with the risk of overall stroke, although not after adjusting for air pollution.

BACKGROUND: Road traffic noise has been linked to increased risk of ischemic heart disease, yet evidence on stroke shows mixed results. We examine the association between long-term exposure to road traffic noise and incidence of stroke, overall and by subtype (ischemic or hemorrhagic), after adjustment for air pollution. METHODS: Twenty-five thousand six hundred and sixty female nurses from the Danish Nurse Cohort recruited in 1993 or 1999 were followed for stroke-related first-ever hospital contact until December 31st, 2014. Full residential address histories since 1970 were obtained and annual means of road traffic noise (L(den) [dB]) and air pollutants (particulate matter with diameter < 2.5 μm and < 10 μm [PM(2.5) and PM(10)], nitrogen dioxide [NO(2)], nitrogen oxides [NOx]) were determined using validated models. Time-varying Cox regression models were used to estimate hazard ratios (HR) (95% confidence intervals [CI]) for the associations of one-, three-, and 23-year running means of L(den) preceding stroke (all, ischemic or hemorrhagic), adjusting for stroke risk factors and air pollutants. The World Health Organization and the Danish government's maximum exposure recommendations of 53 and 58 dB, respectively, were explored as potential L(den) thresholds. RESULTS: Of 25,660 nurses, 1237 developed their first stroke (1089 ischemic, 148 hemorrhagic) during 16 years mean follow-up. For associations between a 1-year mean of L(den) and overall stroke incidence, the estimated HR (95% CI) in the fully adjusted model was 1.06 (0.98–1.14) per 10 dB, which attenuated to 1.01 (0.93–1.09) and 1.00 (0.91–1.09) in models further adjusted for PM(2.5) or NO(2), respectively. Associations for other exposure periods or separately for ischemic or hemorrhagic stroke were similar. There was no evidence of a threshold association between L(den) and stroke. CONCLUSIONS: Long-term exposure to road traffic noise was suggestively positively associated with the risk of overall stroke, although not after adjusting for air ...