California black oak response to nitrogen amendment at a high O3, nitrogen-saturated site

In a nitrogen (N) saturated forest downwind from Los Angeles, California, the cumulative response to long-term background-N and N-amendment on black oak (Quercus kelloggii) was described in a below-average and average precipitation year. Monthly measurements of leaf and branch growth, gas exchange, and canopy health attributes were conducted. The effects of both pollutant exposure and drought stress were complex due to whole tree and leaf level responses, and shade versus full sun leaf responses. N-amended trees had lower late summer carbon (C) gain and greater foliar chlorosis in the drought year. Leaf water use efficiency was lower in N-amended trees in midsummer of the average precipitation year, and there was evidence of poor stomatal control in full sun. In shade, N-amendment enhanced stomatal control. Small differences in instantaneous C uptake in full sun, lower foliar respiration, and greater C gain in low light contributed to the greater aboveground growth observed.     

Carbon storage and sequestration by urban trees in the USA

Based on field data from 10 USA cities and national urban tree cover data, it is estimated that urban trees in the coterminous USA currently store 700 million tonnes of carbon ($14,300 million value) with a gross carbon sequestration rate of 22.8 million tC/yr ($460 million/year). Carbon storage within cities ranges from 1.2 million tC in New York, NY, to 19,300 tC in Jersey City, NJ. Regions with the greatest proportion of urban land are the Northeast (8.5%) and the southeast (7.1%). Urban forests in the north central, northeast, south central and southeast regions of the USA store and sequester the most carbon, with average carbon storage per hectare greatest in southeast, north central, northeast and Pacific northwest regions, respectively. The national average urban forest carbon storage density is 25.1 tC/ha, compared with 53.5 tC/ha in forest stands. These data can be used to help assess the actual and potential role of urban forests in reducing atmospheric carbon dioxide, a dominant greenhouse gas.     

Pollution mitigation and carbon sequestration by an urban forest

At the beginning of the 1900s, the Canberra plain was largely treeless. Graziers had carried out extensive clearing of the original trees since the 1820s leaving only scattered remnants and some plantings near homesteads. With the selection of Canberra as the site for the new capital of Australia, extensive tree plantings began in 1911. These trees have delivered a number of benefits, including aesthetic values and the amelioration of climatic extremes. Recently, however, it was considered that the benefits might extend to pollution mitigation and the sequestration of carbon. This paper outlines a case study of the value of the Canberra urban forest with particular reference to pollution mitigation. This study uses a tree inventory, modelling and decision support system developed to collect and use data about trees for tree asset management. The decision support system (DISMUT) was developed to assist in the management of about 400,000 trees planted in Canberra. The size of trees during the 5-year Kyoto Commitment Period was estimated using DISMUT and multiplied by estimates of value per square meter of canopy derived from available literature. The planted trees are estimated to have a combined energy reduction, pollution mitigation and carbon sequestration value of US$20-67 million during the period 2008-2012.     

The tree BVOC index

Urban trees can produce a number of benefits, among them improved air quality. Biogenic volatile organic compounds (BVOCs) emitted by some species are ozone precursors. Modifying future tree planting to favor lower-emitting species can reduce these emissions and aid air management districts in meeting federally mandated emissions reductions for these compounds. Changes in BVOC emissions are calculated as the result of transitioning to a lower-emitting species mix in future planting. A simplified method for calculating the emissions reduction and a Tree BVOC index based on the calculated reduction is described. An example illustrates the use of the index as a tool for implementation and monitoring of a tree program designed to reduce BVOC emissions as a control measure being developed as part of the State Implementation Plan (SIP) for the Sacramento Federal Nonattainment Area.     

Smog Chamber Simulation of Los Angeles Pollutant Transport

The body of information presented in this paper is directed to those individuals concerned with the effect of urban pollution on downwind areas. In the absence of any evidence, it has been widely assumed that increasing NO _x emissions have caused oxidant levels to increase downwind of Los Angeles, i.e., Riverside and San Bernardino. This smog chamber study simulated pollutant transport from Los Angeles to the downwind areas by irradiating a typical Los Angeles hydrocarbon/NO _x mixture for extended periods of time. The smog chamber experiments were extended to 22 hours to obtain an integrated light intensity equal to that which occurs in the Los Angeles area. The effects of variations of nitrogen oxide emissions on an aged air mass were examined. The results show that downwind oxidant levels are only slightly affected by large changes in NO _x emissions. However, it is clear that reduced nitrogen oxide emissions will lead to an increase in oxidant in downtown Los Angeles.     

Reducing Air Pollutant Emissions at Airports by Controlling Aircraft Ground Operations

Potential reductions in air pollutant emissions were determined for four strategies to control aircraft ground operations at two case study airports, Los Angeles and San Francisco International Airports. Safety, cost, and fuel savings associated with strategy implementation were examined.

Two strategies, aircraft towing and shutdown of one engine during taxi operations, provided significant emission reductions. However, there are a number of safety problems associated with aircraft towing. The shutdown of one engine while taxiing was found to be the most viable strategy because of substantial emission reductions, cost benefits resulting from fuel savings, and no apparent safety problems.     

Seasonal and diurnal measurements of carbon monoxide and nonmethane hydrocarbons at Mt. Wilson,California: Indirect evidence of atomic Cl in the Los Angeles basin

We present a study of the seasonal and diurnal variability of carbon monoxide and selected volatile organic compounds in the Los Angeles area. Measurements were made during four different nine-day field campaigns in April/May, September, and November, 2007, and February, 2008, at the Mt. Wilson sampling site, which is located at an elevation of approximately 1700 m in the San Gabriel Mountains overlooking Pasadena and the Los Angeles basin. The results were used to characterize the Mt. Wilson site as a representative location for monitoring integrated Los Angeles basin emissions, and, by reference to carbon monoxide emissions, to estimate average annual emissions. The considerable seasonal variability of many hydrocarbons, in both their measured mixing ratios and their relationship to carbon monoxide, was indicative of variable source strengths. Most interestingly, perturbation of C₄ hydrocarbon ratios suggested an enhanced role for chlorine chemistry during the month of September, likely as the result of Los Angeles’ coastal location. Such coastal influence was confirmed by observations of enhanced mixing ratios of marine halocarbons, as well as air mass back trajectories.     

How to select the best tree planting locations to enhance air pollution removal in the MillionTreesNYC initiative

Highest priority zones for tree planting within New York City were selected by using a planting priority index developed combining three main indicators: pollution concentration, population density and low canopy cover. This new tree population was projected through time to estimate potential air quality and carbon benefits. Those trees will likely remove more than 10 000 tons of air pollutants and a maximum of 1500 tons of carbon over the next 100 years given a 4% annual mortality rate. Cumulative carbon storage will be reduced through time as carbon loss through tree mortality outweighs carbon accumulation through tree growth. Model projections are strongly affected by mortality rate whose uncertainties limit estimations accuracy. Increasing mortality rate from 4 to 8% per year produce a significant decrease in the total pollution removal over a 100 year period from 11 000 tons to 3000 tons.     

motor vehicle emissions and atmospheric lead concentrations in the los angeles area

This paper is directed to those concerned with the effect of changes in lead consumption by motor vehicles on atmospheric lead concentrations. Atmospheric lead concentrations in the Los Angeles area have been found to be dependent on lead consumption, meteorology, and source-receptor relationships. Mathematical relationships between these variables for selected Los Angeles area sites are derived. Los Angeles County experienced a 50% reduction in annual average atmospheric lead concentrations between 1971 and 1976, which was found to be due to a decrease in vehicular emissions of lead. Seasonal variations in lead concentration were found to be mainly a product of seasonal variations in weather. Projections of atmospheric lead concentrations for the next decade show a continued downtrend, based on regulation of fuel lead content and introduction of additional catalyst equipped vehicles. By the mid-1980's most locations in the Los Angeles area are expected to attain the California and federal ambient air quality standards for lead, 1.5 micrograms per cubic meter, based on a monthly average.     

Particulate organic compounds emitted from motor vehicle exhaust and in the urban atmosphere

The emission rate of particle-phase petroleum biomarkers in vehicular exhaust compared to the concentrations of these biomarkers in ambient air is used to determine the particulate organic compound concentration due to primary particle emissions from motor vehicles in the southern California atmosphere. A material balance on the organic particulate matter emitted from motor vehicle traffic in a Los Angeles highway tunnel first is constructed to show the proportion which is solvent-extractable and which will elute from a GC column, the ratio of resolved to unresolved compound mass, the portion of the resolved material that can be identified as single organic compounds, and the contribution of different classes of organic compounds to the overall identified fraction. It is shown that the outdoor ambient concentrations of the petroleum biomarkers track primary emissions measured in the highway tunnel, confirming that direct emissions of these compounds from vehicles govern the observed ambient petroleum biomarker concentrations. Using organic chemical tracer techniques, the portion of fine organic particulate matter in the Los Angeles atmosphere which is attributable to direct particle emissions from vehicle exhaust is calculated to vary from 7.5 to 18.3% at different sites throughout the air basin during a summertime severe photochemical smog episode. A similar level of variation in the contribution of primary motor vehicle exhaust to fine particulate organic matter concentrations during different times of day is seen. While peak atmospheric concentrations of fine particulate organic carbon are observed during the 1200–1600 PDT afternoon sampling period, only 6.3% of that material is apportioned to the directly emitted particles from vehicle exhaust. During the morning traffic peak between 0600–1000 PDT, 19.1% of the fine particulate organic material is traced to primary emissions from motor vehicles.     

Potential biodiversity benefits from international programs to reduce carbon emissions from deforestation

Deforestation is the second largest anthropogenic source of carbon dioxide emissions and options for its reduction are integral to climate policy. In addition to providing potentially low cost and near-term options for reducing global carbon emissions, reducing deforestation also could support biodiversity conservation. However, current understanding of the potential benefits to biodiversity from forest carbon offset programs is limited. We compile spatial data on global forest carbon, biodiversity, deforestation rates, and the opportunity cost of land to examine biodiversity conservation benefits from an international program to reduce carbon emissions from deforestation. Our results indicate limited geographic overlap between the least-cost areas for retaining forest carbon and protecting biodiversity. Therefore, carbon-focused policies will likely generate substantially lower benefits to biodiversity than a more biodiversity-focused policy could achieve. These results highlight the need to systematically consider co-benefits, such as biodiversity in the design and implementation of forest conservation programs to support international climate policy.     

summary of the California aerosol characterization experiment

This report gives a brief summary of the experimental plan and the early results of field observations from the California Aerosol Characterization Experiment (ACHEX). The objectives of the program center on questions of the sources and evolution of aerosols in urban air, as they are superimposed on a natural background, particularly as they relate to visibilitydegradation. The project initially nvolved the use of an elaborately instrumented mobile laboratory combined with a fixed station in San Jose, in Pasadena, and in Riverside, and later incorporated several satellite monitoring stations in the Los Angeles Basin. Intensive field observationswere taken from July 1972 to November 1972 in several urban and nonurban locations between the San Francisco Bay area and the South Coast Basin, covering the Los Angeles area. In a second phase of the ACHEX, aerosols accompanying photochemical smog were studied intensively in the Los Angeles Basin during the period between July and October of 1973. The observations cover a wide variety of parameters including physical and chemical properties of aerosols, pollutant gas concentrations, and meteorological variables. The initial results show the great importance of sulfate, nitrate, noncarbonate carbon, and liquid water to the mass concentration of airborne particles and their relation to reduction in visibility. The anthropogenic contribution to atmospheric aerosols is consistently found to be allocated primarily to the submicron or fine particle size range.     

Heavy Duty Diesel Particulate Emission Factors

For the past several years, EPA has been measuring particulate emissions from a variety of heavy-duty diesel engines through contracts with Southwest Research Institute. Particulate emissions samples have been collected using an exhaust splitter to divert a fraction of the engine exhaust into a standard dilution tunnel. A small fraction of the diluted exhaust from the tunnel is pulled through a filter from which particulate mass and, in some cases, organic content of the particulate is determined. This paper discusses the sampling system and gives particulate emission factors that have been computed from truck and bus fuel consumption data as well as average truck and bus speed data from New York and Los Angeles (freeway and nonfreeway usage). Average particulate emission test results (steady state tests) for 2-stroke engines were 4.74 g/kg fuel and for 4-stroke engines were 2.64 g/kg fuel. Using average particulate emissions results, a particulate emission factor range of 0.8 to 1.3 g/km was computed. Nationwide diesel particulate emissions were calculated to be 88,000 metric tons per year.     

Emission reductions from woody biomass waste for energy as an alternative to open burning

Woody biomass waste is generated throughout California from forest management, hazardous fuel reduction, and agricultural operations. Open pile burning in the vicinity of generation is frequently the only economic disposal option. A framework is developed to quantify air emissions reductions for projects that alternatively utilize biomass waste as fuel for energy production. A demonstration project was conducted involving the grinding and 97-km one-way transport of 6096 bone-dry metric tons (BDT) of mixed conifer forest slash in the Sierra Nevada foothills for use as fuel in a biomass power cogeneration facility. Compared with the traditional open pile burning method of disposal for the forest harvest slash, utilization of the slash for fuel reduced particulate matter (PM) emissions by 98% (6 kg PM/BDT biomass), nitrogen oxides (NOx) by 54% (1.6 kg NOx/BDT), nonmethane volatile organics (NMOCs) by 99% (4.7 kg NMOCs/BDT), carbon monoxide (CO) by 97% (58 kg CO/BDT), and carbon dioxide equivalents (CO2e) by 17% (0.38 t CO2e/BDT). Emission contributions from biomass processing and transport operations are negligible. CO2e benefits are dependent on the emission characteristics of the displaced marginal electricity supply. Monetization of emissions reductions will assist with fuel sourcing activities and the conduct of biomass energy projects.     

Biofuel consumption,biodiversity, and the environmental Kuznets curve: trivariate analysis in a panel of biofuel consuming countries

This study examined the relationship between biofuel consumption, forest biodiversity, and a set of national scale indicators of per capita income, foreign direct investment (FDI) inflows, trade openness, and population density with a panel data of 12 biofuels consuming countries for a period of 2000 to 2013. The study used Global Environmental Facility (GEF) biodiversity benefits index and forest biodiversity index in an environmental Kuznets curve (EKC) framework. The results confirmed an inverted U-shaped relationship between GEF biodiversity index and per capita income, while there is flat/no relationship between carbon emissions and economic growth, and between forest biodiversity and economic growth models. FDI inflows and trade openness both reduce carbon emissions while population density and biofuel consumption increase carbon emissions and decrease GEF biodiversity index. Trade openness supports to increases GEF biodiversity index while it decreases forest biodiversity index and biofuel consumption in a region.

     

Lead Concentrations in Detroit,New York,and Los Angeles Air

Lead concentrations in air were measured at 12 sites in Detroit, New York and Los Angeles as part of a program to relate automobile emissions and polynuclear aromatic hydrocarbons in air. The information on lead is reported separately because of the current interest in lead as an air pollutant. Sampling was conducted by means of a large “absolute” filter and equipment contained in a step-van truck. A portion of the filter was macerated in nitric acid and the lead determined spectrographically. The combined annual average lead concentration for four sites in metropolitan Los Angeles was approximately 40% higher than the combined averages of either the five sites in metropolitan New York or the three sites in metropolitan Detroit. Concentrations ranged from 0.4 ug/M³ at Santa Monica, to 18.4 ug/M³ at a Los Angeles Freeway Interchange. Concentrations were generally highest in freeway areas, intermediate in commercial areas, and lowest in residential areas. They were about 40% higher in daytime than at night. Average lead concentrations were highest during autumn in New York and winter in Los Angeles reflecting an inverse relationship with wind speed. Correlation coefficients between lead and carbon monoxide, at all sites, were statistically non-zero with 99% confidence and varied from 0.75 to 0.96. Lead concentrations in this study were higher than concentrations reported by others for Detroit, New York, and Los Angeles, presumably because sampling in this study was closer to traffic. However, concentrations in this study were lower than in-traffic concentrations given in the literature.     

A Multipurpose Flare Stack for Control of Chemical Process Wastes

Abstract

To test the effectiveness of California’s vehicle inspection/ maintenance (I/M) program, exclusive of vehicle-owner intervention, a fleet of more than 1,100 vehicles that previously had failed California’s Smog Check test were sent to randomly selected Smog Check stations in the Los Angeles area for covert inspections and repairs. The two-speed idle test was used for repairs. For those vehicles that were repaired at the first inspection, their FTP emission reductions were 25%, 14%, and 11% for hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NO_x), respectively, although emissions testing for NO_x was not performed at the Smog Check stations. Idle HC and CO emissions increased for 35% and 43% of the vehicles, respectively, after repairs. This data set shows that most vehicles that fail the Smog Check inspection are only marginal emitters, with 61% and 44% of the total potential for HC and CO emission reductions, respectively, coming from only 10% of the vehicles that currently fail the inspection. When the vehicles were rank-ordered by idle emissions from dirtiest to cleanest, emission reduction costs for the highest-emitting 10% of the fleet averaged $l,100/ton and $250/ton for HC and CO, respectively, attributing all the costs to each pollutant exclusively. For the remaining vehicles, costs increased dramatically.     

Effect of Plantings on Radiation of Highway Noise

The body of information presented in this paper is directed to those individuals concerned with the location of highways relative to either existing or planned residential communities. The paper treats in depth the expected attenuation of automobile and particularly diesel tractor-trailer generated hoise by the interposition of extensive and dense planting of trees and shrubs between the highway and the community. The results of research, by the author and others cited in the paper, gives clear indication that a belt of dense man-made growth of tall trees and underbrush can give as much as 5 to 8 dB truck/car noise reduction per 100 ft of planting depth. Natural growth of deep forests were measured to give from 3 to 5 dB attenuation per 100 ft of planting depth. Planting depth of at least 100 ft is required to give reliable results, with tree heights of 40-50 ft desirable and densities of 50-70 ft visibility needed for good effect.

The paper provides considerable experimental verification by an analysis of the current literature. The types of noise sources in cars and trucks are briefly treated as are community reactions to noise from such sources. The dBA is used as the accepted measure for characterizing truck and automobile noise. Both spherical and cylindrical radiation of sound are discussed for low density and high density traffic, respectively.

The paper concludes with an example of attenuation of a typical truck noise by spherical and cylindrical radiation for low- and high-density traffic and a 200-ft deep planting of dense, mature forest. It is concluded that a mature belt of either coniferous or deciduous forest with underbrush can produce barely acceptable noise levels in the community which is separated by such a noise barrier from a heavily traveled highway.     

On the origin of water-soluble organic tracer compounds in fine aerosols in two cities: the case of Los Angeles and Barcelona

Water-soluble organic compounds (WSOCs), represented by anhydro-saccharides, dicarboxylic acids, and polyols, were analyzed by gas chromatography interfaced to mass spectrometry in extracts from 103 PM₁ and 22 PM_2.5 filter samples collected in an urban background and road site in Barcelona (Spain) and an urban background site in Los Angeles (USA), respectively, during 1-month intensive sampling campaigns in 2010. Both locations have similar Mediterranean climates, with relatively high solar radiation and frequent anti-cyclonic conditions, and are influenced by a complex mixture of emission sources. Multivariate curve resolution-alternating least squares analyses were applied on the database in order to resolve differences and similarities in WSOC compositions in the studied sites. Five consistent clusters for the analyzed compounds were obtained, representing primary regional biomass burning organic carbon, three secondary organic components (aged SOC, isoprene SOC, and α-pinene SOC), and a less clear component, called urban oxygenated organic carbon. This last component is probably influenced by in situ urban activities, such as food cooking and traffic emissions and oxidation processes.