Analysis of air quality within a street canyon using statistical and dispersion modelling techniques

The dispersion model, ADMS-Urban, alongside the statistical modelling technique, generalized additive modelling, have been used to predict hourly NO_x and nitrogen dioxide (NO₂) concentrations at a busy street canyon location and the results compared with measurements. Generalized additive models (GAMs) were constructed for NO₂ and NO_x concentrations using input data required to run ADMS-Urban. Bivariate polar plots have been produced from the wind flow (speed and direction) and pollution data (measured and predicted concentrations) to provide further information regarding the complex wind-pollutant interactions in an urban street canyon. The predictions made with the GAMs show excellent agreement with measured concentrations at this location, reproducing both the magnitude of NO_x and NO₂ concentrations and also the wind speed-wind direction dependence of pollutant sources within the canyon. However, the predictions made with ADMS-Urban under-estimated the measured NO_x by 11% and NO₂ by 21% and there are clear differences in the bivariate polar plots. Several sensitivity tests were carried out with ADMS-Urban in an attempt to produce predictions in closer agreement to those measured at Gillygate. Increasing the primary NO₂ fraction in ADMS-Urban (from 10% to 20%) had a considerable effect on the predictions made with this model, increasing NO₂ predictions by ∼20%. However, the bivariate plots still showed major differences to those of the measurements. This work illustrates that generalized additive modelling is a useful tool for investigating complex wind-pollutant interactions within a street canyon.     

Variability of Nox and No2 concentrations observed at pedestrian level in the city centre of a medium sized urban area

NO_x and NO₂ concentrations were measured at different locations in a city centre of an urban zone (Population 450 000) in order to study the variation of the outdoor exposure at pedestrian level. These measurements were carried out to understand the influence of traffic emissions at each measured site. The observations were done during four weeks in winter, including several days with high pollution levels. The results at different locations have been used to analyse criteria recommended for locating observation sites in a monitoring network. No large differences in background pollution averaged over several weeks have been found throughout the city centre, even during pollution peaks. Measurements were also carried out inside one street canyon. The contribution of the street traffic to the NO=NO_x−NO₂ concentrations observed at side-walk has been found important, i.e., several times the background level. On the other hand, the majority of observed NO₂ pollution is due to the contribution of background pollution within the street. The pollutant excess at pedestrian level is strongly correlated to the street traffic emission and to the atmospheric turbulence observed at roof level. Application of a box model to the street data demonstrates that such models can be useful to estimate the pollutant accumulation within the street.     

Evaporative traffic hydrocarbon emissions,traffic CO and speciated HC traffic emissions from the city of Athens

Quasi-continuous measurements of NO_x, CO and C₅–C₁₂ hydrocarbons made during the MEDCAPHOT-TRACE experiment in a street canyon with heavy traffic load were used to estimate the CO/NO_x and 36 individual NMHC/NO_x traffic emission ratios in the Athens basin. A traffic emission inventory has been compiled for Athens and aspects of this inventory were tested against measurements. The results indicate that although the main features of the 9:00 to 15:00 variations of the NMHC/NO_x and CO/NO_x inventory emission ratios are in agreement with observations, during the rest of the day the fine structure of the variations of these ratios cannot be accurately predicted by the inventory. Comparison of pollutant emission ratios derived from ambient measurements with emission ratios predicted by existing inventories for Athens reveals serious discrepancies. Further, the experimental results and theoretical considerations indicate that the speciation of evaporative emissions changes with increasing ambient temperature in favour of the most volatile HC species, thus changing the speciation of traffic emissions during the course of the day. This is an aspect that is not taken into account in present urban photochemical modelling inventories.     

Statistical and diagnostic evaluation of a new-generation urban dispersion modelling system against an extensive dataset in the Helsinki area

We have developed a modelling system for predicting the traffic volumes, emissions from stationary and vehicular sources, and atmospheric dispersion of pollution in an urban area. This paper describes a comparison of the NO_x and NO₂ concentrations predicted using this modelling system with the results of an urban air quality monitoring network. We performed a statistical analysis to determine the agreement between predicted and measured hourly time series of concentrations at four permanently located and three mobile monitoring stations in the Helsinki Metropolitan Area in 1996–1997 (at a total of ten urban and suburban measurement locations). At the stations considered, the so-called index of agreement values of the predicted and measured time series of the NO₂ concentrations vary between 0.65 and 0.82, while the fractional bias values range from −0.29 to +0.26. In comparison with corresponding results presented in the literature, the agreement between the measured and predicted datasets is good, as indicated by these statistical parameters. The seasonal variations of the NO₂ concentrations were analysed in terms of the relevant meteorological parameters. We also analysed the difference between model predictions and measured data diagnostically, in terms of meteorological parameters, including wind speed and direction (the latter separately for two wind speed classes), atmospheric stability and ambient temperature, at two monitoring stations in central Helsinki. The modelling system tends to overpredict the measured NO₂ concentrations both at the highest (u⩾6 m s⁻¹) and at the lowest wind speeds (u<2 m s⁻¹). For higher wind speeds, the modelling system overpredicts the measured NO₂ concentrations in certain wind direction intervals; specific ranges were found for both monitoring stations considered. The modelling system tends to underpredict the measured concentrations in convective atmospheric conditions, and overpredict in stable conditions. The possible physico-chemical reasons for these differences are discussed.     

Traffic pollution in a downtown site of Buenos Aires City

It has recently been recognized that air and noise pollution constitutes an extended problem over the densely populated city of Buenos Aires. Traffic emissions are of paramount concern, especially along narrow and main traffic arteries. In spite of these considerations, few systematic studies have been undertaken to evaluate the air quality in the metropolitan area of the city. In 1996, concentrations of carbon monoxide (CO), nitric oxide (NO), nitrogen dioxide (NO₂) and ozone (O₃) were simultaneously measured for the first time using a continuous monitoring station. This station was placed in a building at Belgrano Avenue, which is a heavy traffic street in the downtown area of the city (Bogo et al., Atmospheric Environment 33 (1999) 2587. In this work, we analyze the dependence of the measured primary pollutants, CO and the mixture of nitrogen oxides (NO_x), with meteorological conditions, traffic emissions and monitoring location. We compare the registered values with the results obtained from modeling the dispersion of the pollutants emitted from mobile and area sources. We also discuss the relevance of street canyon effects compared with background concentrations of these pollutants.     

Roadside BTEX and other gaseous air pollutants in relation to emission sources

Hourly concentrations of benzene, toluene, ethylbenzene, m,p-xylenes, and o-xylene (BTEX) plus CO, NO_x, SO₂ were monitored at roadsides simultaneously with the traffic volume during the dry season of 2004, in Hanoi, Vietnam. The selected three streets included Truong Chinh (TC) with high traffic volume, Dien Bien Phu (DBP) with low traffic volume, and Nguyen Trai (NT) with high traffic volume running through an industrial estate. BTEX were sampled by SKC charcoal tubes and analyzed by GC–FID. Geometric means of hourly benzene, toluene, ethylbenzene, m,p-xylenes and o-xylene are, respectively, 65, 62, 15, 43, and 22 μg m⁻³ in TC street; 30, 38, 9, 26, and 13 μg m⁻³ in DBP street; and 123, 87, 24, 56, and 30 μg m⁻³ in NT street. Levels of other gaseous pollutants including CO, NO_x, and SO₂, measured by automatic instruments, were low and not exceeding the Vietnam national ambient air quality standards. BTEX levels were comparatively analyzed for different downwind distances (3–50 m) from the street, between peak hours and off-peak hours, as well as between weekdays and weekend. Results of principal component analysis suggest that the gaseous pollutants are associated with different vehicle types.     

Measurements and analyses of nitrogen oxides and ozone in the yard and on the roof of a street-canyon in Suzhou

The concentrations of air pollutants such as nitrogen oxides and ozone characterised by very fast chemical reactions can significantly vary within urban street-canyon due to the short distances between sources and receptor. With the primary objective to analyse this issue, NO, NO₂, NO_x, O₃, BTX, and wind flow field were continuously measured for 1 week at two heights (a street-level yard and a 25-m-high rooftop) in an urban canyon in Suzhou (China). The yard ozone concentrations were found to be up to six times lower than on the roof. Different frequency distributions (FD), dynamical and chemical processes of the pollutant variations from yard to roof are discussed to explain the findings. The predominant factors for the dissimilar pollutant vertical diffusion at the two measurement locations were associated to dissimilar fluid-dynamic and heterogeneous removal effects that likely induced dissimilar ozone chemical processes relative to NO_x and BTX precursors.     

Operational air pollution modelling in the UK—Street canyon applications and challenges

Local air quality management requires the use of screening and advanced modelling tools that are able to predict roadside pollution levels under a variety of meteorological and traffic conditions. So far, more than 200 air pollution hotspots have been identified by local authorities in the UK, many of them associated with NO₂ and/or PM₁₀ exceedences in heavily trafficked urban streets that may be classified as street canyons or canyon intersections. This is due to the increased traffic-related emissions and reduced natural ventilation in such streets. Specialised dispersion models and empirical adjustment factors have been commonly used to account for the entrapment of pollutants in street canyons. However, most of the available operational tools have been validated using experimental datasets from relatively deep canyons (H/W⩾1) from continental Europe. The particular characteristics of low-rise street canyons (H/W<1), which are a typical feature of urban/sub-urban areas in the UK, have been rarely taken into account.The main objective of this study is to review current practice and evaluate three widely used regulatory dispersion models, WinOSPM, ADMS-Urban 2.0 and AEOLIUS Full. The model evaluation relied on two comprehensive datasets, which included CO, PM₁₀ and NO_x measurements, traffic information and relevant meteorological data from two busy street canyons in Birmingham and London for a 1-year period. The performance of the selected models was tested for different times of the day/days of the week and varying wind conditions. Furthermore, the ability of the models to reproduce roadside NO₂/NO_x concentration ratios using simplified chemistry schemes was evaluated for one of the sites. Finally, advantages and limitations of the current regulatory street canyon modelling practice in the UK, as well as needs for future research, have been identified and discussed.     

Modelling and assessing trends in traffic-related emissions using a generalised additive modelling approach

A generalised additive modelling (GAM) approach is used to model daily concentrations of nitrogen oxides (NO_X), nitrogen dioxide (NO₂), carbon monoxide (CO), benzene and 1,3-butadiene at a busy street canyon location in central London. The models were developed for the period July 1998–June 2005 using appropriate meteorological and road traffic covariates. For all models, the complex and localised wind-flow patterns resulting from the street canyon location of the monitoring site, which can be difficult to model deterministically, have a large influence on the model predictions. It is shown that GAMs built using simple covariates explain a large amount of the daily variation for these pollutants (mean r²=0.86). It is found that concentrations of benzene and 1,3-butadiene have declined in line with detailed calculations of emissions trends, with some evidence to suggest that reductions in benzene have been greater than estimated reductions in emissions. Although measured concentrations of NO_X have declined from 1998 to 2005, much of the decline appears to be associated with reductions in overall traffic and meteorological factors rather than reduced emissions of NO_X. Unadjusted NO_X trends show a 28.6% reduction (95% confidence interval from 21.2% to 35.8%) from 1998 to 2005, whereas meteorologically adjusted trends show a 19.3% decline (95% confidence interval from 14.8% to 23.5%) over this period. Analysis shows that there were a higher number of occasions in the early part of the time series that led to strong recirculation of exhaust emissions and higher NO_X concentrations at this location, thus affecting observed trends in concentration.     

Modeling reactive pollutant dispersion in an urban street canyon

Reactive pollutant dispersion in an urban street canyon with a street aspect ratio of one is numerically investigated using a computational fluid dynamics (CFD) model. The CFD model developed is a Reynolds-averaged Navier–Stokes equations (RANS) model with the renormalization group (RNG) k–ε turbulence model and includes transport equations for NO, NO₂, and O₃ with simple photochemistry. An area emission source of NO and NO₂ is considered in the presence of background O₃ and street bottom heating (ΔT=5 °C) with an ambient wind perpendicular to the along-canyon direction. A primary vortex is formed in the street canyon and the line connecting the centers of cross-sectional vortices meanders over time and in the canyon space. The cross-canyon-averaged temperature and reactive pollutant concentrations oscillate with a period of about 15 min. The averaged temperature is found to be in phase with NO and NO₂ concentrations but out of phase with O₃ concentration. The photostationary state defect is small in the street canyon except for near the roof level and the upper downwind region of the canyon and its local minimum is observed near the center of the primary vortex. The budget analysis of NO (NO₂) concentration shows that the magnitude of the advection or turbulent diffusion term is much larger (larger) than that of the chemical reaction term and that the advection term is largely balanced by the turbulent diffusion term. On the other hand, the budget analysis of O₃ concentration shows that the magnitude of the chemical reaction term is comparable to that of the advection or turbulent diffusion term. The inhomogeneous temperature distribution itself affects O₃ concentration to some extent due to the temperature-dependent photolysis rate and reaction rate constant.     

A field study of factors influencing the concentrations of a traffic-related pollutant in the vicinity of a complex urban junction

The paper describes a field study focused on the dispersion of a traffic-related pollutant within an area close to a busy intersection between two street canyons in Central London. Simultaneous measurements of airflow, traffic flow and carbon monoxide concentrations ([CO]) are used to explore the causes of spatial variability in [CO] over a full range of background wind directions. Depending on the roof-top wind direction, evidence of both flow channelling and recirculation regimes were identified from data collected within the main canyon and the intersection. However, at the intersection, the merging of channelled flows from the canyons increased the flow complexity and turbulence intensity. These features, coupled with the close proximity of nearby queuing traffic in several directions, led to the highest overall time-average measured [CO] occurring at the intersection. Within the main street canyon, the data supported the presence of a helical flow regime for oblique roof-top flows, leading to increased [CO] on the canyon leeward side. Predominant wind directions led to some locations having significantly higher diurnal average [CO] due to being mostly on the canyon leeward side during the study period. For all locations, small changes in the background wind direction could cause large changes in the in-street mean wind angle and local turbulence intensity, implying that dispersion mechanisms would be highly sensitive to small changes in above roof flows. During peak traffic flow periods, concentrations within parallel side streets were approximately four times lower than within the main canyon and intersection which has implications for controlling personal exposure. Overall, the results illustrate that pollutant concentrations can be highly spatially variable over even short distances within complex urban geometries, and that synoptic wind patterns, traffic queue location and building topologies all play a role in determining where pollutant hot spots occur.     

北京市交通道路空气中NO_x的污染现状及时空变化规律研究

基于2008年及2009年分4个季节对北京市3种类型道路(开阔型、交叉路口型和峡谷型)空气中的NOx的现场监测结果,分析了3种类型道路空气中NOx的污染现状和时空变化规律及影响因素。实验结果表明,昼间北京市各类型街道空气中NOx浓度呈早晚浓度高、中午浓度低的变化规律,NOx浓度随季节和车流量变化较明显。交通道路空气中NO占NOx的分担率高,且有较好的相关性,而NO2分担率较低,与NOx相关性较差。     

Continuous measurement of gaseous pollutants in Buenos Aires city

Data on CO, NO, NO₂ and O₃ concentrations measured in Buenos Aires city using a continuous monitoring station are reported. This is the first systematic study of this kind carried out in the city, which is, together with its surroundings, the third more populated in Latin America. Measurements were performed during 12 months in one of the principal avenues near downtown. Results indicate that vehicular traffic is the principal source of CO and NO_x. The concentration of O₃ is generally quite low and results from the mixing of clean air masses with exhaust gases containing high amounts of NO. The monthly averages of CO and NO decrease from Winter to Summer in correlation with the increase of the mean wind speed and average temperature. These results are compared with previous measurements on the spatial distribution of NO₂ in the whole city using passive diffusion tubes and with the concentration of CO, which is being continuously registered since several years in the downtown area. Measurements performed at a green, windy, low traffic area beneath the La Plata river are also shown.     

A semi-empirical model for urban PM10 concentrations,and its evaluation against data from an urban measurement network

We have developed a model for evaluating the mass-based concentrations of urban particulate matter. The basic model assumption is that local vehicular traffic is responsible for a substantial fraction of the street-level concentrations of both PM₁₀ and NO_x, either due to primary emissions or resuspension from street surfaces. The modelling system utilises the data from an air quality monitoring network in the Helsinki Metropolitan Area. We have determined linear relationships between the measured urban PM₁₀ data against those of NO_x in various urban surroundings, based on continuously measured hourly concentration values. The data was obtained from two stations in central Helsinki and one suburban station in the Helsinki Metropolitan Area during a period of 3 yr, from 1996 to 1998. The model also includes a treatment of the regional background concentrations, and resuspended particulate matter. The model performance was evaluated against the measured PM₁₀ data from the above-mentioned three stations and from two other stations, using data that was measured in 1999. We used two alternative model versions, one based on separate correlation parameters (PM₁₀ vs. NO_x) for each station, and another based on parameters averaged over the stations considered. We analysed the agreement between the measured and predicted hourly concentration time series, utilising the values of the fractional bias (FB) and the so-called index of agreement (IA). As expected, the model predicts relatively well the yearly mean concentrations of PM₁₀: the FB values range from −0.05 to +0.09. Model performance is also relatively good when predicting the yearly mean values that are classified separately for each hour of the day: the corresponding IA values range from 0.85 to 0.96. However, model performance is substantially worse in predicting the hourly time series of the year: the IA values using the station-specific parameters range from 0.46 to 0.65. The model was applied in evaluating the yearly average spatial concentration distribution of PM₁₀ in central Helsinki, based on the corresponding modelled NO_x concentrations. With re-evaluation of a few parameters that can be determined empirically, the model could be evaluated, and most probably applied, in other urban areas as well.     

Evaluation of a Gaussian and a Lagrangian model against a roadside data set,with emphasis on low wind speed conditions

The evaluation of the high percentiles of concentration distributions is required by most national air quality guidelines, as well as the EU directives. However, it is problematic to compute such high percentiles in stable, low wind speed or calm conditions. This study utilizes the results of a previous measurement campaign near a major road at Elimäki in southern Finland in 1995, a campaign specifically designed for model evaluation purposes. In this study, numerical simulations were performed with a Gaussian finite line source dispersion model CAR-FMI and a Lagrangian dispersion model GRAL, and model predictions were compared with the field measurements. In comparison with corresponding results presented previously in the literature, the agreement of measured and predicted data sets was good for both models considered, as measured using various statistical parameters. For instance, considering all NO_x data (N=587), the so-called index of agreement values varied from 0.76 to 0.87 and from 0.81 to 1.00 for the CAR-FMI and GRAL models, respectively. The CAR-FMI model tends to slightly overestimate the NO_x concentrations (fractional bias FB=+14%), while the GRAL model has a tendency to underestimate NO_x concentrations (FB=−16%). The GRAL model provides special treatment to account for enhanced horizontal dispersion in low wind speed conditions; while such adjustments have not been included in the CAR-FMI model. This type of Lagrangian model therefore predicts lower concentrations, in conditions of low wind speeds and stable stratification, in comparison with a standard Lagrangian model. In low wind speed conditions the meandering of the flow can be quite significant, leading to enhanced horizontal dispersion. We also analyzed the difference between the model predictions and measured data in terms of the wind speed and direction. The performance of the CAR-FMI model deteriorated as the wind direction approached a direction parallel to the road, and for the lowest wind speeds. However, the performance of the GRAL model varied less with wind speed and direction; the model simulated better the cases of low wind speed and those with the wind nearly parallel to the road.     

Assessment of traffic-related air pollution in the urban streets before and during the 2008 Beijing Olympic Games traffic control period

In order to investigate the air quality and the abatement of traffic-related pollution during the 2008 Olympic Games, we select 12 avenues in the urban area of Beijing to calculate the concentrations of PM₁₀, CO, NO₂ and O₃ before and during the Olympic traffic controlling days, with the OSPM model.Through comparing the modeled results with the measurement results on a representative street, the OSPM model is validated as sufficient to predict the average concentrations of these pollutants at street level, and also reflects their daily variations well, i.e. CO presents the similar double peaks as the traffic flow, PM₁₀ concentration is influenced by other sources. Meanwhile, the model predicts O₃ to stay less during the daytime and ascend in the night, just opposite to NO₂, which reveals the impact of photochemical reactions. In addition, the predicted concentrations on the windward side often exceed the leeward side, indicating the impact of the special street shape, as well as the wind.The comparison between the predicted street concentrations before and during the Olympic traffic control period shows that the overall on-road air quality was improved effectively, due to the 32.3% traffic flow reduction. The concentrations of PM₁₀, CO and NO₂ have reduced from 142.6 μg m⁻³, 3.02 mg m⁻³ and 118.7 μg m⁻³ to 102.0 μg m⁻³, 2.43 mg m⁻³ and 104.1 μg m⁻³. However, the different pollutants show diverse changes after the traffic control. PM₁₀ decreases most, and the reduction effect focusing on the first half-day even clears the morning peak, whereas CO and NO₂ have even reductions to minify the daily fluctuations on the whole. Opposite to the other pollutants, ozone shows an increase of concentration. The average reduction rate of PM₁₀, CO, NO₂ and O₃ are respectively 28%, 19.3%, 12.3% and −25.2%. Furthermore, the streets in east, west, south and north areas present different air quality improvements, probably induced by the varied background pollution in different regions around Beijing, along with the impact of wind force. This finding suggests the pollution control in the surrounding regions, not only in the urban area.     

Application of a Lagrangian particle model to assess the impact of harbour,industrial and urban activities on air quality in the Taranto area,Italy

This paper evaluates the relative impact on air quality of harbour emissions, with respect to other emission sources located in the same area. The impact assessment study was conducted in the city of Taranto, Italy. This area was considered as representative of a typical Mediterranean harbour region, where shipping, industries and urban activities co-exist at a short distance, producing an ideal case to study the interaction among these different sources. Chemical and meteorological field campaigns were carried out to provide data to this study. An emission inventory has been developed taking into account industrial sources, traffic, domestic heating, fugitive and harbour emissions. A 3D Lagrangian particle dispersion model (SPRAY) has then been applied to the study area using reconstructed meteorological fields calculated by the diagnostic meteorological model MINERVE. 3D short term hourly concentrations have been computed for both all and specific sources. Industrial activities are found to be the main contributor to SO₂. Industry and traffic emissions are mainly responsible for NO_x simulated concentrations. CO concentrations are found to be mainly related to traffic emissions, while primary PM₁₀ simulated concentrations tend to be linked to industrial and fugitive emissions. Contributions of harbour activities to the seasonal average concentrations of SO₂ and NO_x are predicted to be up to 5 and 30 μg m⁻³, respectively to be compared to a overall peak values of 60 μg m⁻³ for SO₂ and 70 μg m⁻³ for NO_x. At selected urban monitoring stations, SO₂ and NO_x average source contributions are predicted to be both of about 9% from harbour activities, while 87% and 41% respectively of total concentrations are predicted to be of industrial origin.     

Estimation of particle resuspension source strength on a major London Road

Non-exhaust particles from road traffic arise from both abrasion sources and the resuspension of particles from the road surface. This paper reports a new combination of existing methods for indirect estimation of resuspension emission factors for Marylebone Road, London, a busy multi-lane highway in a street canyon. The method involves firstly estimating the total source strength of coarse particles (PM_2.5–10) arising from the road by calculating the roadside incremental concentration of coarse particles above the urban background. This is converted to a source strength by its ratio to NO_x whose source strength is estimated from the knowledge of the traffic mix and mean speed. This coarse particle source strength is assumed to represent the sum of resuspension emissions and the coarse particle component of abrasion emissions. Using information on the traffic mix and speed, the abrasion emissions have been calculated from the EMEP/CORINAIR emissions factor database, the result subtracted from the total coarse particle emissions in order to yield resuspension emissions, and combined with traffic count data to derive fleet-average emission factors. Using the fact that the traffic mix differs substantially between weekdays and weekends, separate average emission factors for light- and heavy-duty vehicles have been estimated. In addition to traffic mix, the influence of wind speed and the time elapsed since the last rainfall upon resuspension have been estimated. Wind speed was found to have by far the larger influence, although this was still secondary to the number of heavy-duty vehicles. Uncertainties arising from the choice of urban background site and poor data quality are discussed.     

Air pollution at a hotspot location in Delhi: Detecting trends,seasonal cycles and oscillations

This paper uses spectral methods to analyze changes in air quality at a single monitoring site in Delhi since 2000. Power spectral density calculations of daily concentration data for particulate matter (PM10), carbon monoxide (CO), oxides of nitrogen (NO_x) and oxides of sulfur (SO_x) reveal the presence of trends and periodic oscillations for all the pollutants. Singular Spectrum Analysis (SSA) is used to decompose daily data into statistically significant non-linear trends, seasonal cycles and other oscillations. Periods of sharp reductions were observed for both SO_x and CO concentrations in 2001 and 2002, respectively. NO_x concentration trends show a sustained rise from 2000 to 2004, followed by small decline thereafter. PM10 concentration trends remain essentially unchanged over the time period. All pollutants also show strong annual and biannual cycles. The observed trends in CO and NO_x likely relate changes in Delhi's vehicular traffic emissions. The sharp drop in both the trend and amplitude of the seasonal cycle of CO coincides with the switch to Compressed Natural Gas (CNG) as a fuel for Delhi's public transport fleet. Observed changes in SO_x and PM10 concentrations were most likely caused by sources unrelated to vehicular traffic.     

NOX Levels in the Caracas Valley

An analysis of air quality data from 1970-1975 in the Los Angeles (LA) Basin has been made with emphasis on factors relevant to high hourly NO₂ concentrations, (NO₂). Detailed analysis of CO and SO₂ air quality and the (NO _x )/(CO) and (CO)/(SO₂) ratios reveals that high (NO₂) result mainly from vehicular sources; contributions from stationary sources to these high (NO₂) of greater than 10% occur rarely. Meteorological conditions (very low early-morning inversion base height and low wind speed) favoring the formation of high (NO₂) restrict the impact of elevated point NO _x sources on the ground level (NO₂) during the early to mid-morning hours. The overnight leftover NO _x during high NO₂ days is shown to originate largely from local sources near the monitoring sites. A regression analysis using NO₂, NO _x and HC data from downtown LA shows that a 50% reduction in (NO _x ) reduces high (NO₂) by 40-45%; a 50% reduction in (HC) reduces high (NO₂) by 5-10%. The present analysis supports assumptions used in an earlier generalized rollback model that related NO _x emissions to high 1-h average (NO₂) observed at downtown LA.