Intake fraction of nonreactive motor vehicle exhaust in Hong Kong

The intake fraction (iF) of nonreactive constituents of exhaust from mobile vehicles in the urban area of Hong Kong is investigated using available monitoring data for carbon monoxide (CO) as a tracer of opportunity. Correcting for regional transport of carbon monoxide into Hong Kong, the annual-average iF for nonreactive motor vehicle emissions within the city is estimated to be around 270 per million. This estimated iF is much higher than values previously reported for vehicle emissions in US urban areas, Helsinki and Beijing, and somewhat lower than those reported for a densely populated street canyon in downtown Manhattan, New York City, or for emissions into indoor environments. The reported differences in intake fractions in various cities mainly result from the differences in local population densities. Our analysis highlights the importance of accounting for the influence of upwind transport of pollutants when using ambient data to estimate iF for an urban area. For vehicle exhaust in Hong Kong, it is found that the in/near vehicle microenvironment contributes similarly to the indoor home environment when accounting for the overall iF for children and adults.     

Responses of herbaceous plants to urban air pollution: Effects on growth, phenology and leaf surface characteristics

Vehicle exhaust emissions are a dominant feature of urban environments and are widely believed to have detrimental effects on plants. The effects of diesel exhaust emissions on 12 herbaceous species were studied with respect to growth, flower development, leaf senescence and leaf surface wax characteristics. A diesel generator was used to produce concentrations of nitrogen oxides (NO_x) representative of urban conditions, in solardome chambers. Annual mean NO_x concentrations ranged from 77 nl l^−l to 98 nl l⁻¹, with NO:NO₂ ratios of 1.4-2.2, providing a good experimental simulation of polluted roadside environments. Pollutant exposure resulted in species-specific changes in growth and phenology, with a consistent trend for accelerated senescence and delayed flowering. Leaf surface characteristics were also affected; contact angle measurements indicated changes in surface wax structure following pollutant exposure. The study demonstrated clearly the potential for realistic levels of vehicle exhaust pollution to have direct adverse effects on urban vegetation.     

A Characterization of Emissions from an Early Model Flexible-Fuel Vehicle

An emission study was conducted on a 1987 Ford Crown Victoria flexible-fuel vehicle, an early prototype which had been driven about 25,000 miles. The vehicle was run on both gasoline and a blend of 85 percent methanol and 15 percent gasoline. Emission rates of regulated pollutants (hydrocarbons, carbon monoxide, nitrogen oxides, formaldehyde, and methanol) and nonregulated pollutants (speciated organic materials) were determined for both exhaust and evaporative emissions. Tests were run varying the driving cycle, ambient temperature and catalytic converter. In general, hydrocarbon composition of exhaust emissions was significantly affected by catalyst replacement and cold starts, slightly affected by driving schedule, and unaffected by ambient temperature and test fuel. Hydrocarbon composition of evaporative emissions was only sensitive to the type of evaporative test being performed: diurnal tests typically had larger fractions of lower molecular weight paraffins than hot soak tests.     

Modelling aerosol number distributions from a vehicle exhaust with an aerosol CFD model

Vehicular traffic contributes significantly to the aerosol number concentrations at the local scale by emitting primary soot particles and forming secondary nucleated nanoparticles. Because of their potential health effects, more attention is paid to the traffic induced aerosol number distributions.The aim of this work is to explain the phenomenology leading to the formation and the evolution of the aerosol number distributions in the vicinity of a vehicle exhaust using numerical modelling. The emissions are representative of those of a light-duty diesel truck without a diesel particle filter. The atmospheric flow is modelled with a computational fluid dynamics (CFD) code to describe the dispersion of pollutants at the local scale. The CFD code, coupled to a modal aerosol model (MAM) describing the aerosol dynamics, is used to model the tailpipe plume of a vehicle with emissions corresponding to urban driving conditions. On the basis of available measurements in Schauer et al. (1999), three surrogate species are chosen to treat the semi-volatile organic compounds in the emissions.The model simulates the formation of the aerosol distribution in the exhaust plume of a vehicle as follows. After emission to the atmosphere, particles are formed by nucleation of sulphuric acid and water vapour depending strongly on the thermodynamic state of the atmosphere and on the dilution conditions. The semi-volatile organic compounds are critical for the rapid growth of nanoparticles through condensation. The semi-volatile organic compounds are also important for the evolution of primary soot particles and can contribute substantially to their chemical composition.The most influential parameters for particle formation are the sulphur fuel content, the semi-volatile organic emissions and also the mass and initial diameter of the soot particles emitted. The model is able to take into account the complex competition between nucleation, condensation and dilution, as well as the interactions among the different aerosol modes. This type of model is a useful tool to better understand the dynamics leading to the formation of traffic induced aerosol distributions. However, some key issues such as the turbulence in the exhaust plume and in the wake of the car, the magnitude and chemical composition of semi-volatile organic emissions and the possible nucleation of organic species need to be investigated further to improve our understanding of ultrafine particle formation.     

Characterization of On-Road Vehicle NO Emissions by a TILDAS Remote Sensor

ABSTRACT

A tunable infrared laser differential absorption spectrometer (TILDAS) was used to remotely sense the nitric oxide (NO) emissions from 1,473 on-road vehicles. The real-world measurement precision of this instrument in the limit of low NO concentration is 5 ppm of the vehicle exhaust, which corresponds to a 3o detection limit of 15 ppm. Our analysis of the distribution of negative concentration measurements produced during this experiment supports this claim, showing that the instrumental noise for this set of measurements was at most 8 ppm in the limit of low NO concentration. The high sensitivity of this instrument allowed us to measure the NO emissions of even the cleanest vehicles. The measured vehicle fleet NO emissions closely fit a gamma distribution with 10% of the fleet contributing about 50% of the total fleet emissions. Newer vehicles had lower NO emissions than older ones, but high NO emitters were found in every vehicle age cohort. On a vehicle-by-vehicle basis, NO emissions correlated very weakly with vehicle velocity, acceleration, power per unit mass, carbon monoxide (CO) emissions, and hydrocarbon (HC) emissions. High NO emitting vehicles could not be identified by remote sensing of CO or HC emissions and vice versa. When we compared the NO emissions for 117 vehicles measured more than one time, about half of the high NO emitters were found to be very consistent, while the other half varied significantly.     

Further validation of artificial neural network-based emissions simulation models for conventional and hybrid electric vehicles

With the advent of hybrid electric vehicles, computer-based vehicle simulation becomes more useful to the engineer and designer trying to optimize the complex combination of control strategy, power plant, drive train, vehicle, and driving conditions. With the desire to incorporate emissions as a design criterion, researchers at West Virginia University have developed artificial neural network (ANN) models for predicting emissions from heavy-duty vehicles. The ANN models were trained on engine and exhaust emissions data collected from transient dynamometer tests of heavy-duty diesel engines then used to predict emissions based on engine speed and torque data from simulated operation of a tractor truck and hybrid electric bus. Simulated vehicle operation was performed with the ADVISOR software package. Predicted emissions (carbon dioxide [CO2] and oxides of nitrogen [NO(x)]) were then compared with actual emissions data collected from chassis dynamometer tests of similar vehicles. This paper expands on previous research to include different driving cycles for the hybrid electric bus and varying weights of the conventional truck. Results showed that different hybrid control strategies had a significant effect on engine behavior (and, thus, emissions) and may affect emissions during different driving cycles. The ANN models underpredicted emissions of CO2 and NO(x) in the case of a class-8 truck but were more accurate as the truck weight increased.     

Characterization of Emissions from Vehicles Using Methanol and Methanol-Gasoline Blended Fuels

Exhaust and evaporative emissions were examined from vehicles fueled with methanol or a gasoline-methanol blend. Regulated automobile pollutants, as well as detailed hydrocarbons, methanol, and aldehydes were measured, and exhaust emission trends were obtained for vehicle operation over five different driving cycles. Results indicated that use of the blended fuel does not generally have any significant effect on base-line exhaust emission rates of regulated pollutants; however, emission rates of aldehydes increased during the Federal Test Procedure. Aldehyde emissions from the methanol-fueled car were roughly an order of magnitude higher than those resulting from blended fuel usage. The hydrocarbon composition of evaporative emissions with the blended fuel was similar to that with the base-line fuel except when canister breakthrough occurred. Evaporative emissions during breakthrough were comprised chiefly of N-butane.     

Evaluation of particulate matter emissions from non-passenger diesel vehicles in Qatar

ABSTRACT

Road traffic is one of the main sources of particulate matter (PM) in the atmosphere. Despite its importance, there are significant challenges in the quantitative evaluation of its contribution to airborne concentrations. In order to propose effective mitigation scenarios, the proportions of PM traffic emissions, whether they are exhaust or non-exhaust emissions, should be evaluated for any given geographical location. In this work, we report on the first study to evaluate particulate matter emissions from all registered heavy duty diesel vehicles in Qatar. The study was applied to an active traffic zone in urban Doha. Dust samples were collected and characterized for their shape and size distribution. It was found that the particle size ranged from few to 600 μm with the dominance of small size fraction (less than 100 μm). In-situ elemental composition analysis was conducted for side and main roads traffic dust, and compared with non-traffic PM. The results were used for the evaluation of the enrichment factor and preliminary source apportionment. The enrichment factor of anthropogenic elements amounted to 350. The traffic source based on sulfur elemental fingerprint was almost 5 times higher in main roads compared with the samples from non-traffic locations. Moreover, PM exhaust and non-exhaust emissions (tyre wear, brake wear and road dust resuspension) were evaluated. It was found that the majority of the dust was generated from tyre wear with 33% followed by road dust resuspension (31%), brake wear (19%) and then exhaust emissions with 17%. The low contribution of exhaust PM₁₀ emissions was due to the fact that the majority of the registered vehicle models were recently made and equipped with efficient exhaust PM reduction technologies.

Implication: This study reports on the first results related to the evaluation of PM emission from all registered diesel heavy duty vehicles in Qatar. In-situ XRF elemental analysis from main, side roads as well as non-traffic dust samples was conducted. Several characterization techniques were implemented and the results show that the majority of the dust was generated from tyre wear, followed by road dust resuspension and then brake wear; whereas exhaust emissions were tremendously reduced since the majority of the registered vehicle models were recently made and equipped with efficient exhaust PM reduction technologies. This implies that policy makers should place stringent measures on old vehicle license renewals and encourage the use of metro and public transportation.     

CRC-APRAC Vehicle Emissions Modeling Workshop

A conference was held on October 30-31,1990 to examine discrepancies between the output of vehicle emission factor models (MOBILE and EMFAC), field and laboratory measurements of vehicle emissions, and observed ratios of pollutants in urban atmospheres dominated by vehicle emissions. There was a general consensus that significant discrepancies exist and that these discrepancies must be resolved. A number of research recommendations were made as to how models and model inputs could be improved, and what additional laboratory and field work should be conducted.     

活性炭纤维在机动车尾气净化中的研究与应用展望

机动车尾气净化控制的一个难点在于冷启动阶段，此时由于温度较低，催化剂尚未完全起作用，导致排出的污染物浓度较高。阐述了活性炭纤维的基本特性，特别是其低温吸附与催化性能对NO和CO的转化作用，讨论了活性炭纤维作为机动车尾气净化材料所需的改性及方法，并展望了其应用前景。     

On-road remote sensing measurements and fuel-based motor vehicle emission inventory in Hangzhou,China

Motor vehicles are one of the largest sources of air pollutants worldwide. Despite their importance, motor vehicle emissions are inadequately understood and quantified, esp. in developing countries. In this study, the real-world emissions of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxide (NO) were measured using an on-road remote sensing system at five sites in Hangzhou, China in 2004 and 2005. Average emission factors of CO, HC and NO_x for petrol vehicles of different model year, technology class and vehicle type were calculated in grams of pollutant per unit of fuel use (g l⁻¹) from approximately 32,260 petrol vehicles. Because the availability of data used in traditional on-road mobile source estimation methodologies is limited in China, fuel-based approach was implemented to estimate motor vehicle emissions using fuel sales as a measure of vehicle activity, and exhaust emissions factors from remote sensing measurements. The fuel-based exhaust emission inventories were also compared with the results from the recent international vehicle emission (IVE) model. Results show that petrol vehicle fleet in Hangzhou has significantly high CO emissions, relatively high HC and low NO_x, with the average emission factors of 193.07±15.63, 9.51±2.40 and 5.53±0.48 g l⁻¹, respectively. For year 2005 petrol vehicles exhaust emissions contributed with 182,013±16,936, 9107±2255 and 5050±480 metric ton yr⁻¹ of CO, HC and NO_x, respectively. The inventories are 45.5% higher, 6.6% higher and 53.7% lower for CO, HC and NO_x, respectively, than the estimates using IVE travel-based model. In addition, a number of insights about the emission distributions and formation mechanisms have been obtained from an in-depth analysis of these results.     

活性炭纤维在机动车尾气净化中的研究与应用展望

机动车尾气净化控制的一个难点在于冷启动阶段,此时由于温度较低,催化剂尚未完全起作用,导致排出的污染物浓度较高。阐述了活性炭纤维的基本特性,特别是其低温吸附与催化性能对NO和CO的转化作用,讨论了活性炭纤维作为机动车尾气净化材料所需的改性及方法,并展望了其应用前景。     

Characterising sources and sinks of rural VOC in eastern France

Fifty non-methane hydrocarbons (NMHC) and seventeen carbonyl compounds were measured at a French rural site from 1997 to 2001, as part of the EMEP programme. Data handling was based on an original source-receptor approach. First, the examination of the levels and trends was completed by the comparison of the seasonal distribution of rural and urban VOC/acetylene ambient ratios. This analysis has shown that most of the compounds derived from mixing and photochemical transformation of mid-range transported urban pollutants from the downwind urban area. Then, identified sources and sinks were temporally apportioned. Urban air masses mixing explains, at least, 80% of the wintertime levels of anthropogenic NMHC and isoprene. In summer, photochemistry dominates the day-to-day distribution of anthropogenic NMHC whilst summertime isoprene is also controlled by in-situ biogenic emissions. Then, the results of C(1)-C(3) carbonyls were discussed with respect to their direct biogenic and anthropogenic emissions and photochemical production through the [carbonyl/auto-exhaust tracers] emission ratio. Diluted vehicle exhaust emissions mainly contribute to the total content of lower aldehydes in winter while other processes control lower ketones. Secondary production is predominant in summer with at least a 50% high intensity. Its dependence upon temperature and radiation is also demonstrated. Finally, the importance of the primary and secondary biogenic production of acetone and formaldehyde is assessed. In particular, biogenic contribution would explain 37 +/- 25% of acetone levels in summer.     

Regulated and unregulated emissions from highway heavy-duty diesel engines complying with U.S. Environmental Protection Agency 2007 emissions standards

As part of the Advanced Collaborative Emissions Study (ACES), regulated and unregulated exhaust emissions from four different 2007 model year U.S. Environmental Protection Agency (EPA)-compliant heavy-duty highway diesel engines were measured on an engine dynamometer. The engines were equipped with exhaust high-efficiency catalyzed diesel particle filters (C-DPFs) that are actively regenerated or cleaned using the engine control module. Regulated emissions of carbon monoxide, nonmethane hydrocarbons, and particulate matter (PM) were on average 97, 89, and 86% lower than the 2007 EPA standard, respectively, and oxides of nitrogen (NOx) were on average 9% lower. Unregulated exhaust emissions of nitrogen dioxide (NO2) emissions were on, average 1.3 and 2.8 times higher than the NO, emissions reported in previous work using 1998- and 2004-technology engines, respectively. However, compared with other work performed on 1994- to 2004-technology engines, average emission reductions in the range of 71-99% were observed for a very comprehensive list of unregulated engine exhaust pollutants and air toxic contaminants that included metals and other elements, elemental carbon (EC), inorganic ions, and gas- and particle-phase volatile and semi-volatile organic carbon (OC) compounds. The low PM mass emitted from the 2007 technology ACES engines was composed mainly of sulfate (53%) and OC (30%), with a small fraction of EC (13%) and metals and other elements (4%). The fraction of EC is expected to remain small, regardless of engine operation, because of the presence of the high-efficiency C-DPF in the exhaust. This is different from typical PM composition of pre-2007 engines with EC in the range of 10-90%, depending on engine operation. Most of the particles emitted from the 2007 engines were mainly volatile nuclei mode in the sub-30-nm size range. An increase in volatile nanoparticles was observed during C-DPF active regeneration, during which the observed particle number was similar to that observed in emissions of pre-2007 engines. However, on average, when combining engine operation with and without active regeneration events, particle number emissions with the 2007 engines were 90% lower than the particle number emitted from a 2004-technology engine tested in an earlier program.     

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.     

Statistical Modelling of CO and NO2 Concentrations in the Athens Area - Evaluation of Emission Abatement Policies (7 pp)

- DOI: http://dx.doi.org/10.1065/espr2006.04.299 Goal, Scope and Background This paper describes a statistical modelling approach, suggested as a policy tool in the Athens area for the assessment of the emissions reduction level required to meet the air quality standards for two criteria air pollutants, namely CO and NO2. Methods. More than ten years of hourly CO and NOx-NO2 concentration data measured by the monitoring network of the Hellenic Ministry for the Environment, Physical Planning and Public Works were analyzed and the original dataset has been reduced using a data evaluation procedure. Results and Discussion Seasonal pollutant concentration trends suggested that the reduction of CO and NOx concentrations observed in the beginning of the '90s is almost entirely attributed to the increase of the catalyst-equipped cars during this period. The numerical parameters of an empirical model relating EU standard exceedances with mean annual concentrations were defined and the model was validated using datasets from years that were not used for the estimation of these parameters. This model was used in conjunction with a roll-back equation as a policy tool for the assessment of the effect of different CO and NOx emissions reduction scenarios on air quality standard compliance for CO and NO2. Results predicted with this empirical modelling approach were assessed with monitored data averaged over a 3-year period, giving satisfactory results. Conclusion A methodology suggested for assessing the effects of different emissions reduction scenarios on air quality standard attainment was successfully applied for CO and NO2 in the Athens area. Recommendation and Perspective The proposed methodology can provide a useful tool for the evaluation of policies already in progress as well as the development of future policies for emissions reduction in urban areas with similar characteristics, aiming at air quality standard compliance on a timely manner. Such a methodology could be applied in other urban areas of Greece characterized by dense traffic, therefore assisting the development of national policies in relation to air pollutants for which standard exceedances occur.     

Effects of water-emulsified fuel on a diesel engine generator’s thermal efficiency and exhaust

Water-emulsified diesel has proven itself as a technically sufficient improvement fuel to improve diesel engine fuel combustion emissions and engine performance. However, it has seldom been used in light-duty diesel engines. Therefore, this paper focuses on an investigation into the thermal efficiency and pollution emission analysis of a light-duty diesel engine generator fueled with different water content emulsified diesel fuels (WD, including WD-0, WD-5, WD-10, and WD-15). In this study, nitric oxide, carbon monoxide, hydrocarbons, and carbon dioxide were analyzed by a vehicle emission gas analyzer, and the particle size and number concentration were measured by an electrical low-pressure impactor. In addition, engine loading and fuel consumption were also measured to calculate the thermal efficiency. Measurement results suggested that water-emulsified diesel was useful to improve the thermal efficiency and the exhaust emission of a diesel engine. Obviously, the thermal efficiency was increased about 1.2 to 19.9%. In addition, water-emulsified diesel leads to a significant reduction of nitric oxide emission (less by about 18.3 to 45.4%). However, the particle number concentration emission might be increased if the loading of the generator becomes lower than or equal to 1800 W. In addition, exhaust particle size distributions were shifted toward larger particles at high loading. The consequence of this research proposed that the water-emulsified diesel was useful to improve the engine performance and some of exhaust emissions, especially the NO emission reduction.

Implications:The accumulated test results provide a good basis to resolve the corresponding pollutants emitted from a light-duty diesel engine generator. By measuring and analyzing transforms of exhaust pollutant from this engine generator, the effects of water-emulsified diesel fuel and loading on emission characteristics might be more clear. Understanding reduction of pollutant emissions during the use of water-emulsified diesel helps improve the effectiveness of the testing program. The analyzed consequences provide useful information to the government for setting policies to curb pollutant emissions from a light-duty diesel engine generator more effectively.     

Transcriptional activation of plant defence genes by short-term air pollutant stress

The expression of defence genes was monitored by RNA blot analyses in tobacco plants (Nicotiana tabacum cv. SR-1) treated with various air pollutants at realistic concentrations that prevail in urban areas. Six-week-old plants responded with an increase in the steady-state mRNA levels of phenylalanine ammonia-lyase (PAL), chalcone synthase (CHS), chitinase and beta-1,3-glucanase, when exposed to defined and subnecrotic concentrations of automobile exhaust and/or ozone over a period of 48 h. An enhanced expression of genes encoding mitochondrial and cytosolic superoxide dismutases suggested that air pollutants induced considerable oxidative stress. Moreover, wounding or elicitor treatment of plants already exposed to automobile exhaust and/or ozone additionally increased the expression of the above defence genes, but not so in NO(2). Since the main difference between NO(2) and exhaust gas is the absence of the hydrocarbon compounds in the former, we regard hydrocarbons as favourite candidates for the toxic effect of exhaust gas, and they possibly act by generating an enhanced oxidative stress.     

Factors affecting heavy-duty diesel vehicle emissions

Societal and governmental pressures to reduce diesel exhaust emissions are reflected in the existing and projected future heavy-duty certification standards of these emissions. Various factors affect the amount of emissions produced by a heterogeneous charge diesel engine in any given situation, but these are poorly quantified in the existing literature. The parameters that most heavily affect the emissions from compression ignition engine-powered vehicles include vehicle class and weight, driving cycle, vehicle vocation, fuel type, engine exhaust aftertreatment, vehicle age, and the terrain traveled. In addition, engine control effects (such as injection timing strategies) on measured emissions can be significant. Knowing the effect of each aspect of engine and vehicle operation on the emissions from diesel engines is useful in determining methods for reducing these emissions and in assessing the need for improvement in inventory models. The effects of each of these aspects have been quantified in this paper to provide an estimate of the impact each one has on the emissions of diesel engines.     

Concentrations of ammonia and nitrogen dioxide at roadside verges, and their contribution to nitrogen deposition

Bimonthly integrated measurements of NO2 and NH3 have been made over one year at distances up to 10 m away from the edges of roads across Scotland, using a stratified sampling scheme in terms of road traffic density and background N deposition. The rate of decrease in gas concentrations away from the edge of the roads was rapid, with concentrations falling by 90% within the first 10 m for NH3 and the first 15 m for NO2. The longer transport distance for NO2 reflects the production of secondary NO2 from reaction of emitted NO and O3. Concentrations above the background, estimated at the edge of the traffic lane, were linearly proportional to traffic density for NH3 (microg NH3 m(-3) = 1 x 10(-4) x numbers of cars per day), reflecting emissions from three-way catalysts. For NO2, where emissions depend strongly on vehicle type and fuel, traffic density was calculated in terms of 'car equivalents'; NO2 concentrations at the edge of the traffic lane were proportional to the number of car equivalents (microg NO2 m(-3) = 1 x 10(-4) x numbers of car equivalents per day). Although absolute concentrations (microg m(-3)) of NH3 were five times smaller than for NO2, the greater deposition velocity for NH3 to vegetation means that approximately equivalent amounts of dry N deposition to road side vegetation from vehicle emissions comes from NH3 and NO2. Depending on traffic density, the additional N deposition attributable to vehicle exhaust gases is between 1 and 15 kg N ha(-1) y(-1) at the edge of the vehicle lane, falling to 0.2-10 kg N ha(-1) y(-1) at 10 m from the edge of the road.