Commuter exposure to particulate matter in public transportation modes in Hong Kong

This study examined commuter’s exposure to respirable suspended particulate matters while commuting in public transportation modes. The survey was conducted between October 1999 and January 2000 in Hong Kong. A total of eight public transportation modes, that are bus, tram, public light bus, taxi, ferry, Kowloon–Canton Railway, Mass Transit Railway and Light Rail Transit, were selected in the study. They were grouped into four categories: (T1) railway transport; (T2) non-air-conditioned roadway transport; (T3) air-conditioned roadway transport and (T4) marine transport. Both PM₁₀ and PM_2.5 levels were investigated. The results indicate that the particulate level is greatly affected by the mode of transport as well as the ventilation system of the transport. The overall average PM₁₀ concentration level in T2 (147 μg m⁻³) is the highest and is followed by T4 (81 μg m⁻³) and T3 (65 μg m⁻³). The PM₁₀ level in T1 (50 μg m⁻³) is the lowest. Notably, the commuter exposure in tram (175 μg m⁻³) is the highest among all the monitored commuting modes. Commuting modes such as railway and air-conditioned vehicle are recommended as a substitute for non-air-conditioned vehicle. The PM_2.5 to PM₁₀ ratio in transports ranged from 63% to 78%. Higher PM_2.5 to PM₁₀ ratio is found in vehicles with air-conditioning system. For the double deck vehicle, higher PM₁₀ level has resulted in the lower deck. The average upper-deck to lower-deck PM₁₀ ratio is 0.836, 0.751 and 0.738 in air-conditioned bus, non-air-conditioned bus and non-air-conditioned tram, respectively. Typical concentration profiles in different transports are also presented.     

The effect of commuting microenvironment on commuter exposures to vehicular emission in Hong Kong

Vehicular exhaust emission has gradually become the major air pollution source in modern cities and traffic related exposure is found to contribute significantly to total human exposure level. A comprehensive survey was conducted from November 1995 to July 1996 in Hong Kong to assess the effect of traffic-induced air pollution inside different commuting microenvironments on commuter exposure. Microenvironmental monitoring is performed for six major public commuting modes (bus, light bus, MTR, railway, tram, ferry), plus private car and roadside pavement. Traffic-related pollutants, CO, NO_x, THC and O₃ were selected as the target pollutants. The results indicate that commuter exposure is highly influenced by the choice of commuting microenvironment. In general, the exposure level in decreasing order of measured pollutant level for respective commuting microenvironments are: private car, the group consisting light bus, bus, tram and pavement, MTR and train, and finally ferry. In private car, the CO level is several times higher than that in the other microenvironments with a trip averaged of 10.1 ppm and a maximum of 24.9 ppm. Factors such as the body position of the vehicle, intake point of the ventilation system, fuel used, ventilation, transport mode, road and driving conditions were used in the analysis. Inter-microenvironment, intra-microenvironment and temporal variation of CO concentrations were used as the major indicator. The low body position and low intake point of the ventilation system of the private car are believed to be the cause of higher intake of exhaust of other vehicles and thus result in high pollution level in this microenvironment. Compared with other metropolis around the world and the Hong Kong Air Quality Objectives (HKAQO), exposure levels of commuter to traffic-related air pollution in Hong Kong are relatively low for most pollutants measured. Only several cases of exceedence of HKAQO by NO₂ were recorded. The strong prevailing wind plus the channeling effect created by the harbor, the fuel used, the relative abundance of new cars and the successful implementation of the vehicle emission control program are factors that compensate the effect of the emission source strength and thus lead to low exposure levels.     

Size and seasonal distributions of airborne bioaerosols in commuting trains

Aerobiological studies in commuting trains in northern Taiwan were carried out from August, 2007 until July, 2008. Two six-stage (>7 μm, 4.7～7 μm, 3.3～4.7 μm, 2.1～3.3 μm, 1.1～2.1 μm, 0.65～1.1 μm) cascade impactors of 400 orifices were used to collect viable bacteria and fungi, respectively. The levels of carbon monoxide (CO), carbon dioxide (CO₂), formaldehyde (HCHO), temperature, and relative humidity in the commuting trains were also recorded during the sampling period. Results show that bacterial concentrations ranged from 25 to 1530 CFU m^?3, and averaged 417 CFU m^?3. The fungal concentrations ranged from 45 to 1906 CFU m^?3, and averaged 413 CFU m^?3. Additionally, the highest fractions occurred in the fifth stage (1.1～2.1 μm) for both bacteria and fungi. The respirable fractions, R_b and R_f, for bacteria and fungi were 62.8% and 81.4%, respectively, which are higher than those in other studies. Furthermore, the bacterial concentration reached its highest level in autumn, and its lowest level in winter. However, the fungal concentration was highest in spring and lowest in winter. Though the total bacterial or fungal concentration did not exceed the recommendation standard in Taiwan, the relatively high respirable fraction in commuting trains probably implies a higher adverse health risk for sensitive commuters. This study further conducted multiple regression analysis to determine the relationship of various stage fractions of airborne bacteria and fungi with indoor air pollutants (CO and HCHO) and environmental parameters (CO₂, temperature, and relative humidity). The correlation coefficients of multiple regression analysis for total bacteria and fungi concentrations with indoor air pollutants and environmental parameters were 0.707 (p < 0.00376) and 0.612 (p < 0.00471), respectively. There are currently no formally regulated laws for indoor air quality (IAQ) in Taiwan, and this preliminary study can provide references to the Taiwan government on IAQ management.     

Characteristics of carbonyl compounds in public vehicles of Beijing city: Concentrations,sources, and personal exposures

The characteristics of carbonyl compounds (carbonyls) including concentrations, major sources, and personal exposure were investigated for 29 vehicles including taxi, bus and subway in Beijing. It was found that the taxis (Xiali, TA) and buses (Huanghe, BA) fueled by gasoline with longer service years had the higher indoor carbonyl levels (178±42.7 and 188±31.6 μg m⁻³) while subways energized by electricity without exhaust and the jingwa buses (BB) driven in the suburb had the lower levels with total concentrations of 98.5±26.3 and 92.1±20.3 μg m⁻³, respectively. Outdoor carbonyls of taxi cars and buses were nearly at the same level with their total concentrations varying from 80 to 110 μg m⁻³. The level of outdoor subways carbonyls was equal with the ambient air levels. Exhaust leakage, indoor material emissions, photochemical formation, and infiltration of outdoor air were considered to be the major sources to in-vehicle carbonyls. Personal exposures and cancer risk to formaldehyde and acetaldehyde were calculated for professional bus and taxi drivers, respectively. Taxi drivers had the highest cancer risk with personal exposure to formaldehyde and acetaldehyde of 212 and 243 μg day⁻¹, respectively. The public concern should pay considerable attention to professional drivers’ health.     

The effect of different ventilation modes on in-vehicle carbon monoxide exposure

In-vehicle carbon monoxide (CO) concentration profiles were monitored in a passenger vehicle driven along a heavily traveled route of a commercial/residential area of Beirut, Lebanon, under several ventilation modes. Trips were conducted during morning rush hours in spring and summer time. Concomitant monitoring of car-exterior CO level, ambient CO level and wind speed was also undertaken. The highest mean CO exposure was experienced for the “windows closed, vents closed” and “windows closed, AC on recirculation” ventilation settings, with mean CO levels of 37.4 and 30.8 ppm, respectively, exceeding the 1-h air quality guidelines. The exposure was less significant for other ventilation modes with respective mean values of $10.8–19\mathrm{ppm}$. Mean car-exterior CO levels were lower than the 1-h air quality guidelines, but exceeded the 8-h CO exposure guidelines. Ambient CO levels were low and non-representative of the personal exposure of individuals neither inside nor in the vicinity of road vehicles. In-vehicle CO levels revealed moderate to good correlations to out-vehicle CO levels for ventilation modes allowing for outdoor air intake, and no correlation to ambient CO levels and wind speed. Infiltration as a result of indoor–outdoor air exchange and intrusion from engine combustion/exhaust infiltration constituted the main sources of observed in-vehicle CO levels.     

Concentrations of volatile organic compounds,carbon monoxide,carbon dioxide and particulate matter in buses on highways in Taiwan

Although airborne pollutants in urban buses have been studied in many cities globally, long-distance buses running mainly on highways have not been addressed in this regard. This study investigates the levels of volatile organic compounds (VOCs), carbon monoxide (CO), carbon dioxide (CO₂) and particulate matter (PM) in the long-distance buses in Taiwan. Analytical results indicate that pollutants levels in long-distance buses are generally lower than those in urban buses. This finding is attributable to the driving speed and patterns of long-distance buses, as well as the meteorological and geographical features of the highway surroundings. The levels of benzene, toluene, ethylbenzene and xylene (BTEX) found in bus cabins exceed the proposed indoor VOC guidelines for aromatic compounds, and are likely attributable to the interior trim in the cabins. The overall average CO level is 2.3 ppm, with higher average level on local streets (2.9 ppm) than on highways (2.2 ppm). The average CO₂ level is 1493 ppm, which is higher than the guideline for non-industrial occupied settings. The average PM level in this study is lower than those in urban buses and IAQ guidelines set by Taiwan EPA. However, the average PM₁₀ and PM_2.5 is higher than the level set by WHO. Besides the probable causes mentioned above, fewer passenger movements and less particle re-suspension from bus floor might also cause the lower PM levels. Measurements of particle size distribution reveal that more than 75% of particles are in submicron and smaller sizes. These particles may come from the infiltration from the outdoor air. This study concludes that air exchange rates in long-distance buses should be increased in order to reduce CO₂ levels. Future research on long-distance buses should focus on the emission of VOCs from brand new buses, and the sources of submicron particles in bus cabins.     

Assessment of road users’ elemental carbon personal exposure levels,London, UK

Little is known about particulate elemental carbon (EC) personal exposure levels, a key component of diesel exhaust, specifically in transport microenvironments. A method utilizing the optical properties of EC particles has been applied to personal exposure measurement filter samples. In a series of field studies carried out in London, UK, during 1999–2000 over 400 fine particle (PM_2.5) personal exposure level measurements were taken for journeys in bicycle, bus, car and underground rail transport microenvironments, along three main fixed routes. The particulate EC contribution to the PM_2.5 personal exposure was assessed indirectly by means of an optical technique and with the development and use of a size fraction specific and site-specific calibration curve. In this first EC personal exposure study of transport users geometric mean exposure levels in the summer field campaign were 11.2 μg m⁻³ (GSD=2.7) for cyclists, 13.6 μg m⁻³ (GSD=1.9) for bus passengers and 21.6 μg m⁻³ (GSD=2.1) for car drivers; corresponding exposure levels in the winter were 16.4 μg m⁻³ (GSD=1.8), 18.6 μg m⁻³ (GSD=2.3) and 27.3 μg m⁻³ (GSD=2.0), respectively. EC/PM_2.5 ratios were approximately 0.5–0.6 for bicycle and bus modes and 0.7–0.8 for the car mode. EC/PM_2.5 ratios for different routes ranged from approximately 0.7 for Route 1 to 0.4 for Route 3. Cyclists had the lowest exposure to EC, and car occupants the highest exposure. A large difference in exposure levels between a central high traffic density route and the other less central routes was observed. Particulate EC was a very significant proportion of the total PM_2.5 personal exposure and EC personal exposure levels were considerably higher than reported fixed site monitor EC concentrations.     

Commuter exposures to VOCs in Boston, Massachusetts.

This study examines the commuter's exposure to six gasoline-related volatile organic compounds (VOCs): benzene, toluene, ethylbenzene, m-/p-xylene, o-xylene, and formaldehyde. The VOC concentrations to which commuters were exposed in four different commuting modes (driving, subway, walking, and biking) in Boston, Massachusetts, are compared. The VOC concentrations in participants' homes and offices were also measured. Factors that could influence in-vehicle VOC concentrations, such as different traffic patterns, car model and vehicle ventilation conditions, were also evaluated. Driving a private car was associated with higher VOC concentrations and commuting on urban roadways resulted in the highest VOC concentrations. The use of car heaters resulted in higher in-vehicle VOC concentrations. The longer the subway commuters stayed underground, the higher their VOC exposures. The home-to-work car or subway commute represented about 10 to 20 percent of an individual's total VOC exposure for these compounds.     

Measurement of nucleation and soot mode particle emission from a diesel passenger car in real world and laboratory in situ dilution

Uncertainties still remain in the size and number emission of nucleation and soot mode particles from diesel vehicles and understanding of the nucleation process under different ambient conditions. Particle emission measurements were carried out with a EURO-3 certified European diesel passenger car running on low (<10 ppm S) and high (310 ppm S) sulfur fuel. A newly developed in situ diluter which sampled exhaust continuously from the tailpipe and diluted in two steps by a factor of 500–6000 was employed to study nucleation particle formation under well-controlled temperature and humidity conditions. Particle emission measurements were also carried out with a mobile laboratory chasing the exhaust plume of the same vehicle in summer (19–25 °C) and winter (9 °C), with no significant difference of the nucleation or soot mode particle emission found. The particle size distributions compared well with those measured in the laboratory with the same vehicle under identical driving conditions. Simple nucleation and coagulation calculations were compared with the atmospheric and laboratory measurements. It was shown that the primary dilution step had the largest impact on the nucleation mode formation, while the model overpredicted the influence of temperature and humidity. No nucleation mode particles were observed running the diesel vehicle on low (<10 ppm S) fuel.     

Bus,minibus, metro inter-comparison of commuters’ exposure to air pollution in Mexico City

Commuters’ exposure measurements were taken for PM_2.5, carbon monoxide (CO) and benzene in minibuses, buses and metro during morning and evening rush hours during January–March 2003 in Mexico City. For PM_2.5, the chemical composition was characterized. Total carbon was the most abundant species in fine particles (approximately 50%). Minibuses (49 μg m⁻³) and buses had similar concentrations of exposure for PM_2.5 (53 μg m⁻³). For CO and benzene the concentrations were higher in minibuses. Morning rush hour was the commuting period with the highest concentrations for minibuses and buses. Metro was the mode of transport with lower concentrations for all pollutants. Carbon monoxide concentrations were similar to those identified in a previous campaign in 2002 and approximately 3.5 times lower than those in a study conducted in 1991. Benzene was characterized systematically in the selected modes of transport. A strong association was observed between wind speed and pollutant concentrations in buses.     

The effects of evaporating essential oils on indoor air quality

Essential oils, predominantly comprised of a group of aromatic chemicals, have attracted increasing attention as they are introduced into indoor environments through various forms of consumer products via different venues. Our study aimed to characterize the profiles and concentrations of emitted volatile organic compounds (VOCs) when evaporating essential oils indoors. Three popular essential oils in the market, lavender, eucalyptus, and tea tree, based on a nation-wide questionnaire survey, were tested. Specific aromatic compounds of interest were sampled during evaporating the essential oils, and analyzed by GC-MS. Indoor carbon monoxide (CO), carbon dioxide (CO₂), total volatile organic compounds (TVOCs), and particulate matters (PM₁₀) were measured by real-time, continuous monitors, and duplicate samples for airborne fungi and bacteria were collected in different periods of the evaporation. Indoor CO (average concentration 1.48 vs. 0.47 ppm at test vs. background), CO₂ (543.21 vs. 435.47 ppm), and TVOCs (0.74 vs. 0.48 ppm) levels have increased significantly after evaporating essential oils, but not the PM₁₀ (2.45 vs. 2.42 ppm). The anti-microbial activity on airborne microbes, an effect claimed by the use of many essential oils, could only be found at the first 30–60 min after the evaporation began as the highest levels of volatile components in these essential oils appeared to emit into the air, especially in the case of tea tree oil. High emissions of linalool (0.092–0.787 mg m⁻³), eucalyptol (0.007–0.856 mg m⁻³), d-limonene (0.004–0.153 mg m⁻³), ρ-cymene (0.019–0.141 mg m⁻³), and terpinene-4-ol-1 (0.029–0.978 mg m⁻³), all from the family of terpenes, were observed, and warranted for further examination for their health implications, especially for their potential contribution to the increasing indoor levels of secondary pollutants such as formaldehyde and secondary organic aerosols (SOAs) in the presence of ozone.     

On-road remote sensing of liquefied petroleum gas (LPG) vehicle emissions measurement and emission factors estimation

In the present study, the real-world on-road liquefied petroleum gas (LPG) vehicle/taxi emissions of carbon monoxide (CO), hydrocarbon (HC) and nitric oxide (NO) were investigated. A regression analysis approach based on the measured LPG vehicle emission data was also used to estimate the on-road LPG vehicle emission factors of CO, HC and NO with respect to the effects of instantaneous vehicle speed and acceleration/deceleration profiles for local urban driving patterns. The results show that the LPG vehicle model years and driving patterns have a strong correlation to their emission factors. A unique correlation of LPG vehicle emission factors (i.e., g km⁻¹ and g l⁻¹) on different model years for urban driving patterns has been established. Finally, a comparison was made between the average LPG, and petrol [Chan, T.L., Ning, Z., Leung, C.W., Cheung, C.S., Hung, W.T., Dong, G., 2004. On-road remote sensing of petrol vehicle emissions measurement and emission factors estimation in Hong Kong. Atmospheric Environment 38, 2055–2066 and 3541] and diesel [Chan, T.L., Ning, Z., 2005. On-road remote sensing of diesel vehicle emissions measurement and emission factors estimation in Hong Kong. Atmospheric Environment 39, 6843–6856] vehicle emission factors. It has shown that the introduction of the replacement of diesel taxis to LPG taxis has alleviated effectively the urban street air pollution. However, it has demonstrated that proper maintenance on the aged LPG taxis should also be taken into consideration.     

Estimation of fluorine and chlorine emissions from Spanish structural ceramic industries. The case study of the Bailén area,Southern Spain

This paper assesses F and Cl emissions as atmospheric pollutants in the Bailén area (southern Spain), originated from the raw material used in structural ceramic industries. The area is one of the most important in Spain, with a daily output over three million pieces. The Bailén area features three categories of industries taking into account F emissions (the most important pollutant from ceramic clays):Group I: Those releasing less than 150 ppm F, which use raw materials with low F contents and/or high proportion of calcite, and fire at about 850°C.Group II: Those releasing 150–300 ppm F, whose raw materials show low calcite percentages and bricks are fired between 850–1050°C.Group III: Those releasing more than 300 ppm F, which use clays containing over 1000 ppm F and firing temperatures around 900°C.The emission rate of F increases with increasing F content in the raw material and firing temperature (particularly when exceeding 1000°C). The calcite and clay mineral contents control the F emissions up to 950°C; on the other hand, a high heating rate hinders fluorine emission to some extent. The emission rate of Cl increases with increasing temperature, but in the most cases chlorine is released at concentrations below 30 ppm.Atmospheric contamination in the Bailén area can reach 3 kg/h of fluorine and up to twice of chlorine emission levels permitted, owing to the massive production of structural clay products.     

Commuter Exposures to VOCs in Boston,Massachusetts

This study examines the commuter’s exposure to six gasoline-related volatile organic compounds (VOCs): benzene, toluene, ethylbenzene, m-/p-xylene, o-xylene, and formaldehyde. The VOC concentrations to which commuters were exposed in four different commuting modes (driving, subway, walking, and biking) in Boston, Massachusetts, are compared. The VOC concentrations in participants’ homes and offices were also measured. Factors that could influence in-vehicle VOC concentrations, such as different traffic patterns, car model and vehicle ventilation conditions, were also evaluated. Driving a private car was associated with higher VOC concentrations and commuting on urban roadways resulted in the highest VOC concentrations. The use of car heaters resulted in higher in-vehicle VOC concentrations. The longer the subway commuters stayed underground, the higher their VOC exposures. The home-to-work car or subway commute represented about 10 to 20 percent of an individual’s total VOC exposure for these compounds.     

Air quality measurements in urban green areas – a case study

The influence of traffic-induced pollutants (e.g. CO, NO, NO₂ and O₃) on the air quality of urban areas was investigated in the city of Essen, North Rhine-Westphalia (NRW), Germany. Twelve air hygiene profile measuring trips were made to analyse the trace gas distribution in the urban area with high spatial resolution and to compare the air hygiene situation of urban green areas with the overall situation of urban pollution. Seventeen measurements were made to determine the diurnal concentration courses within urban parks (summer conditions: 13 measurements, 530 30 min mean values, winter conditions: 4 measurements, 128 30 min mean values). The measurements were carried out during mainly calm wind and cloudless conditions between February 1995 and March 1996. It was possible to establish highly differentiated spatial concentration patterns within the urban area. These patterns were correlated with five general types of land use (motorway, main road, secondary road, residential area, green area) which were influenced to varying degrees by traffic emissions. Urban parks downwind from the main emission sources show the following typical temporal concentration courses: In summer rush-hour-dependent CO, NO and NO₂ maxima only occurred in the morning. A high NO₂/NO ratio was established during weather conditions with high global radiation intensities (K>800 W m⁻²), which may result in a high O₃ formation potential. Some of the values measured found in one of the parks investigated (Gruga Park, Essen, area: 0.7 km²), which were as high as 275 μg m⁻³ O₃ (30-min mean value) were significantly higher than the German air quality standard of 120 μg m⁻³ (30-min mean value, VDI Guideline 2310, 1996) which currently applies in Germany and about 20% above the maximum values measured on the same day by the network of the North Rhine–Westphalian State Environment Agency. In winter high CO and NO concentrations occur in the morning and during the afternoon rush-hour. The highest concentrations (CO=4.3 mg m⁻³, NO=368 μg m⁻³, 30-min mean values) coincide with the increase in the evening inversion. The maximum measured values for CO, NO and NO₂ do not, however, exceed the German air quality standards in winter and summer.     

Personal exposure to PM2.5 and element composition—A comparison between outdoor and indoor workers from two Mexican cities

Many individuals work outdoors in the formal and informal economy of the large urban areas in developing countries, where they are potentially exposed for long periods to high concentrations of ambient airborne particulate matter (PM). This study describes the personal exposures to PM of 2.5 μm aerodynamic diameter and smaller (PM_2.5) for a sample of outdoor and indoor workers in two cities, Mexico City and Puebla, in central Mexico.Thirty-six workers in Mexico City and 17 in Puebla were studied. Thirty were outdoor workers (i.e., taxi and bus drivers, street vendors, and vehicle inspectors) and 23 were indoor (office) workers. Their personal exposures to PM_2.5 were monitored for a mean 19-h period. In Mexico City, the street vendors and taxi drivers overall exposures were significantly higher than indoor workers were. In Puebla, bus drivers had a higher overall exposure than vehicle inspectors or indoor workers. Most of the exposures were above the 65 μg m⁻³ 24-h Mexican standard.In Mexico City, exposures to Si, Ti, Cr, Mn, Fe, Ni, Cu, Mo and Cd were higher for outdoor than for indoor workers. In Puebla, exposures to Si, S, K, Ca, Ti, V, Mn, and Zn also were higher for outdoor workers. In Mexico City outdoor workers exposures to Cu, Pb, Cr, Se and Mo were 4 or more times higher than for Puebla outdoor workers, while Puebla outdoor workers’ exposures to V, Si, Fe and Ca were 3 or more times higher than Mexico City outdoor workers.These results suggest that for these outdoor workers the elevated local ambient air PM concentrations and an extended period spent outside are more important contributors to total exposures than indoor concentrations. These workers could be at particular risk of increased morbidity and mortality associated with ambient PM.     

Outdoor air pollution in close proximity to a continuous point source

Data are lacking on human exposure to air pollutants occurring in ground-level outdoor environments within a few meters of point sources. To better understand outdoor exposure to tobacco smoke from cigarettes or cigars, and exposure to other types of outdoor point sources, we performed more than 100 controlled outdoor monitoring experiments on a backyard residential patio in which we released pure carbon monoxide (CO) as a tracer gas for continuous time periods lasting 0.5–2 h. The CO was emitted from a single outlet at a fixed per-experiment rate of 120–400 cc min^?1 (～140–450 mg min^?1). We measured CO concentrations every 15 s at up to 36 points around the source along orthogonal axes. The CO sensors were positioned at standing or sitting breathing heights of 2–5 ft (up to 1.5 ft above and below the source) and at horizontal distances of 0.25–2 m. We simultaneously measured real-time air speed, wind direction, relative humidity, and temperature at single points on the patio. The ground-level air speeds on the patio were similar to those we measured during a survey of 26 outdoor patio locations in 5 nearby towns. The CO data exhibited a well-defined proximity effect similar to the indoor proximity effect reported in the literature. Average concentrations were approximately inversely proportional to distance. Average CO levels were approximately proportional to source strength, supporting generalization of our results to different source strengths. For example, we predict a cigarette smoker would cause average fine particle levels of approximately 70–110 μg m^?3 at horizontal distances of 0.25–0.5 m. We also found that average CO concentrations rose significantly as average air speed decreased. We fit a multiplicative regression model to the empirical data that predicts outdoor concentrations as a function of source emission rate, source–receptor distance, air speed and wind direction. The model described the data reasonably well, accounting for ～50% of the log-CO variability in 5-min CO concentrations.     

Trace gas variations at Cape Point,South Africa,during May 1997 following a regional biomass burning episode

During the continuous monitoring of atmospheric parameters at the station Cape Point (34°S, 18°E), a smoke plume originating from a controlled fire of 30-yr-old fynbos was observed on 6 May 1997. For this episode, which was associated with a nocturnal inversion and offshore airflow, atmospheric parameters (solar radiation and meteorological data) were considered and the levels of various trace gases compared with those measured at Cape Point in maritime air. Concentration maxima in the morning of 6 May for CO₂, CO, CH₄ and O₃ amounted to 370.3 ppm, 491 ppb, 1730 ppb and 47 ppb, respectively, whilst the mixing ratios of several halocarbons (F-11, F-12, F-113, CCl₄ and CH₃CCl₃) remained at background levels. In the case of CO, the maritime background level for this period was exceeded by a factor of 9.8. Differences in ozone levels of up to 5 ppb between air intakes at 4 and 30 m above the station (located at 230 m above sea level) indicated stratification of the air advected to Cape Point during the plume event. Aerosols within the smoke plume caused the signal of global solar radiation and UV–A to be attenuated from 52.4 to 13.0 mW cm⁻² and from 2.3 to 1.3 mW cm⁻², respectively, 5 h after the trace gases had reached their maxima. Emission ratios (ERs) calculated for CO and CH₄ relative to CO₂ mixing ratios amounted to 0.042 and 0.0040, respectively, representing one of the first results for fires involving fynbos. The CO ER is somewhat lower than those given in the literature for African savanna fires (average ER=0.048), whilst for CH₄ the ER falls within the range of ERs reported for the flaming (0.0030) and smouldering phases (0.0055) of savanna fires. Non-methane hydrocarbon (NMHC) data obtained from a grab sample collected during the plume event were compared to background levels. The highest ERs (ΔNMHC/ΔCH₄) have been obtained for the C₂–C₃ hydrocarbons (e.g. ethene at 229.3 ppt ppb⁻¹), whilst the C₄–C₇ hydrocarbons were characterised by the lowest ERs (e.g. n-hexane at 1.0 and n-pentane at 0.8 ppt ppb⁻¹).     

Trends in exceedances of the ozone air quality standard in the continental United States, 1980–1998

In 1997, the United States National Ambient Air Quality Standard (NAAQS) for ozone was revised from a 1-h average of 0.12 parts per million (ppm) to an 8-h average of 0.08 ppm. Analysis of ozone data for the ensemble of the contiguous United States and for the period 1980–1998 shows that the average number of summer days per year in exceedance of the new standard is in the range 8–24 in the Northeast and in Texas, and 12–73 in southern California. The probability of exceedance increases with temperature and exceeds 20% in the Northeast for daily maximum temperatures above 305 K. We present the results of several different approaches to analyzing the long-term trends in the old and new standards over the continental United States from 1980 to 1998. Daily temperature data are used to resolve meteorological variability and isolate the effects of changes in anthropogenic emissions. Significant negative trends are found in the Northeast urban corridor, in the Los Angeles Basin and on the western bank of Lake Michigan. Temperature segregation enhances the detection of negative trends. Positive trends occur at isolated sites, mostly in the Southeast; a strong positive trend is found in Nashville (Tennessee). There is some evidence that, except in the Southwest, air quality improvements from the 1980s to the 1990s have leveled off in the past decade.