NO2 and SO2dispersion modeling and relative roles of emission sources over Map Ta Phut industrial area,Thailand

Map Ta Phut industrial area (MA) is the largest industrial complex in Thailand. There has been concern about many air pollutants over this area. Air quality management for the area is known to be difficult, due to lack of understanding of how emissions from different sources or sectors (e.g., industrial, power plant, transportation, and residential) contribute to air quality degradation in the area. In this study, a dispersion study of NO₂ and SO₂ was conducted using the AERMOD model. The area-specific emission inventories of NO_x and SO₂ were prepared, including both stack and nonstack sources, and divided into 11 emission groups. Annual simulations were performed for the year 2006. Modeled concentrations were evaluated with observations. Underestimation of both pollutants was found, and stack emission estimates were scaled to improve the modeled results before quantifying relative roles of individual emission groups to ambient concentration over four selected impacted areas (two are residential and the others are highly industrialized). Two concentration measures (i.e., annual average area-wide concentration or AC, and area-wide robust highest concentration or AR) were used to aggregately represent mean and high-end concentrations for each individual area, respectively. For AC-NO₂, on-road mobile emissions were found to be the largest contributor in the two residential areas (36–38% of total AC-NO₂), while petrochemical-industry emissions play the most important role in the two industrialized areas (34–51%). For AR-NO₂, biomass burning has the most influence in all impacted areas (>90%) except for one residential area where on-road mobile is the largest (75%). For AC-SO₂, the petrochemical industry contributes most in all impacted areas (38–56%). For AR-SO₂, the results vary. Since the petrochemical industry was often identified as the major contributor despite not being the largest emitter, air quality workers should pay special attention to this emission group when managing air quality for the MA.

Implications: Effective air quality management in Map Ta Phut Industrial Area, Thailand requires better understanding of how emissions from various sources contribute to the degradation of ambient air quality. Based on the dispersion study here, petrochemical industry was generally identified as the major contributor to ambient NO₂ and SO₂. By accounting for all stack and non-stack sources, on-road mobile emissions were found to be important in some particular areas.     

Modeling and direct sensitivity analysis of biogenic emissions impacts on regional ozone formation in the Mexico-U.S. border area

A spatially and temporally resolved biogenic hydrocarbon and nitrogen oxides (NOx) emissions inventory has been developed for a region along the Mexico-U.S. border area. Average daily biogenic non-methane organic gases (NMOG) emissions for the 1700 x 1000 km2 domain were estimated at 23,800 metric tons/day (62% from Mexico and 38% from the United States), and biogenic NOx was estimated at 1230 metric tons/day (54% from Mexico and 46% from the United States) for the July 18-20, 1993, ozone episode. The biogenic NMOG represented 74% of the total NMOG emissions, and biogenic NOx was 14% of the total NOx. The CIT photochemical airshed model was used to assess how biogenic emissions impact air quality. Predicted ground-level ozone increased by 5-10 ppb in most rural areas, 10-20 ppb near urban centers, and 20-30 ppb immediately downwind of the urban centers compared to simulations in which only anthropogenic emissions were used. A sensitivity analysis of predicted ozone concentration to emissions was performed using the decoupled direct method for three dimensional air quality models (DDM-3D). The highest positive sensitivity of ground-level ozone concentration to biogenic volatile organic compound (VOC) emissions (i.e., increasing biogenic VOC emissions results in increasing ozone concentrations) was predicted to be in locations with high NOx levels, (i.e., the urban areas). One urban center--Houston--was predicted to have a slight negative sensitivity to biogenic NO emissions (i.e., increasing biogenic NO emissions results in decreasing local ozone concentrations). The highest sensitivities of ozone concentrations to on-road mobile source VOC emissions, all positive, were mainly in the urban areas. The highest sensitivities of ozone concentrations to on-road mobile source NOx emissions were predicted in both urban (either positive or negative sensitivities) and rural (positive sensitivities) locations.     

Effects of improved spatial and temporal modeling of on-road vehicle emissions

Numerous emission and air quality modeling studies have suggested the need to accurately characterize the spatial and temporal variations in on-road vehicle emissions. The purpose of this study was to quantify the impact that using detailed traffic activity data has on emission estimates used to model air quality impacts. The on-road vehicle emissions are estimated by multiplying the vehicle miles traveled (VMT) by the fleet-average emission factors determined by road link and hour of day. Changes in the fraction of VMT from heavy-duty diesel vehicles (HDDVs) can have a significant impact on estimated fleet-average emissions because the emission factors for HDDV nitrogen oxides (NOx) and particulate matter (PM) are much higher than those for light-duty gas vehicles (LDGVs). Through detailed road link-level on-road vehicle emission modeling, this work investigated two scenarios for better characterizing mobile source emissions: (1) improved spatial and temporal variation of vehicle type fractions, and (2) use of Motor Vehicle Emission Simulator (MOVES2010) instead of MOBILE6 exhaust emission factors. Emissions were estimated for the Detroit and Atlanta metropolitan areas for summer and winter episodes. The VMT mix scenario demonstrated the importance of better characterizing HDDV activity by time of day, day of week, and road type. More HDDV activity occurs on restricted access road types on weekdays and at nonpeak times, compared to light-duty vehicles, resulting in 5-15% higher NOx and PM emission rates during the weekdays and 15-40% lower rates on weekend days. Use of MOVES2010 exhaust emission factors resulted in increases of more than 50% in NOx and PM for both HDDVs and LDGVs, relative to MOBILE6. Because LDGV PM emissions have been shown to increase with lower temperatures, the most dramatic increase from MOBILE6 to MOVES2010 emission rates occurred for PM2.5 from LDGVs that increased 500% during colder wintertime conditions found in Detroit, the northernmost city modeled.     

Hydrocarbon emissions from industrial release events in the Houston-Galveston area and their impact on ozone formation

Ambient measurements have shown that ozone formation in the Houston-Galveston area of Texas is frequently much more rapid than in other urban areas. One of the contributing factors is believed to be short-term episodic or “event” emissions from industrial facilities, particularly releases that contain significant mass fractions of highly reactive volatile organic compounds (HRVOCs). In this work, time series analyses are used to compare average annual flow rates for air pollutant emissions with those released during reported emission events. The results indicate that the magnitude and frequency of HRVOC event emissions are an important element in accurately reflecting ozone precursor emission patterns in the Houston-Galveston area, particularly in Harris, Brazoria, Galveston, and Chambers counties. More than 50% of the reported episodic (event) emissions of HRVOCs are ethene and approximately a third are propene; the remainders are isomers of butene and 1,3-butadiene. Most events last less than 24 h. The mass released in an event can vary from a few hundred to more than 100,000 lb, and the dominant type of industrial source is chemical manufacturers (SIC 2869). Daily emissions from a single facility can vary from annual average emissions by multiple orders of magnitude at a frequency of several times a year. Because there are so many facilities in the Houston-Galveston area, HRVOC emission variability of this magnitude can be expected daily, at some time and some location in the Houston-Galveston area. If the emission variability occurs at times and locations where atmospheric conditions are conducive to ozone formation, both ambient data and photochemical modeling indicate that industrial emission events can lead to elevated concentrations of ozone. Specifically, peak, area-wide ozone concentration can be increased by as much as 100 ppb for large HRVOC emission events.     

Near-source air quality impacts of large olefin flares

Large petrochemical flares, common in the Houston Ship Channel (the Ship Channel) and other industrialized areas in the Gulf of Mexico region, emit hundreds to thousands of pounds per hour of highly reactive volatile organic compounds (HRVOCs). We employed fine horizontal resolution (200 m?×?200 m) in a three-dimensional (3D) Eulerian chemical transport model to simulate two historical Ship Channel flares. The model reasonably reproduced the observed ozone rise at the nearest monitoring stations downwind of the flares. The larger of the two flares had an olefin emission rate exceeding 1400 lb/hr. In this case, the model simulated a rate of increase in peak ozone greater than 40 ppb/hr over a 12 km?×?12 km horizontal domain without any unusual meteorological conditions. In this larger flare, formaldehyde emissions typically neglected in official inventories enhanced peak ozone by as much as 16 ppb and contributed over 10 ppb to ambient formaldehyde up to ～8 km downwind of the flare. The intense horizontal gradients in large flare plumes cannot be simulated by coarse models typically used to demonstrate ozone attainment. Moreover, even the relatively dense monitoring network in the Ship Channel may not be able to detect many transient high ozone events (THOEs) caused by industrial flare emissions in the absence of stagnant air recirculation or stalled sea breeze fronts, even though such conditions are unnecessary for the occurrence of THOEs.

Implications: Flare minimization may be an important strategy to attain the U.S. federal ozone standard in industrialized areas, and to avoid inordinate exposure to formaldehyde in neighborhoods surrounding petrochemical facilities. Moreover, air quality monitoring networks, emission inventories, and chemical transport models with higher spatial and temporal resolution and more refined speciation of HRVOCs are needed to better account for the near-source air quality impacts of large olefin flares.     

An assessment of the impact of California's Phase 2 Reformulated Gasoline on ozone air quality

California's Phase 2 Reformulated Gasoline (CaRFG), introduced early in 1996, represents an important step toward attainment of ozone standards. Studies of vehicle emissions and ambient air quality data have reported substantial reductions of ozone precursors due to CaRFG. This study uses daily measurements of regional ozone and meteorology to estimate the effect of CaRFG on ozone concentrations in three areas of California. In each area, a regression model was used to partially account for the daily effects of meteorology on area-wide ozone maxima for May-October. The statistical models are based on combinations of air temperature aloft (approximately 5000 ft), surface air temperatures, and surface wind speeds. Estimated ozone benefits were attributed to CaRFG after accounting for meteorology, which improved the precision of the estimates by approximately 37-57% based on a resampling analysis. The ozone benefits were calculated as the difference in ozone times the proportion of the reductions of hydrocarbons and nitrogen oxides attributed to CaRFG by the best available emission inventories. Ozone benefits attributed to CaRFG (with approximately 90% confidence) are 8-13% in the Los Angeles area, -2-6% in the San Francisco Bay area overall with greater benefits in two major subregions, and 3-15% in the Sacramento area.     

Control of ozone precursors in a complex industrial terrain by using multiscale-nested air quality models with fine spatial resolution (1 km2)

The location of the northeastern Iberian Peninsula (NEIP) in the northwestern Mediterranean basin, the presence of the Pyrenees mountain range (with altitudes > 3000 m), and the influence of the Mediterranean Sea and the large valley canalization of Ebro river induce an extremely complicated structure for the dispersion of photochemical pollutants. Air pollution studies in very complex terrains such as the NEIP require high-resolution modeling for resolving the very complex dynamics of flows. To deal with the influence of larger-scale transport, however, high-resolution models have to be nested in larger models to generate appropriate initial and boundary conditions for the finer resolution domains. This article shows the results obtained through the utilization of the MM5-EMICAT2000-CMAQ multiscale-nested air quality model relating the sensitivity regimes for ozone (O3)-nitrogen oxides (NOx)-volatile organic compounds (VOCs) in an area of high geographical complexity, like the industrial area of Tarragona, located in the NEIP. The model was applied with fine temporal (one-hour) and spatial resolution (cells of 24 km, 2 km, and 1 km) to represent the chemistry and transport of tropospheric O3 and other photochemical species with respect to different hypothetical scenarios of emission controls and to quantify the influence of different emission sources in the area. Results indicate that O3 chemistry in the industrial domain of Tarragona is strongly sensitive to VOCs; the higher percentages of reduction for ground-level O3 are achieved when reducing by 25% the emissions of industrial VOCs. On the contrary, reductions in the industrial emissions of NOx contribute to a strong increase in hourly peak levels of O3. At the same time, the contribution of on-road traffic and biogenic emissions to ground-level O3 concentrations in the area is negligible with respect to the pervasive weight of industrial sources. This analysis provides an assessment of the effectiveness of different policies for the control of emission of precursors by comparing the modeled results for different scenarios.     

Spatial surrogates for the disaggregation of CORINAIR emission inventories

CORINAIR atmospheric emission inventories are frequently used input data for air quality models with a domain situated in Europe. In CORINAIR emission inventories, sources are broken down over 11 major source categories. This paper presents spatial surrogates for the disaggregation of CORINAIR atmospheric emission inventories for input of air pollutants and particulate matter to grid or polygon based air quality model domains inside Europe. The basis for the disaggregation model was the CLC2000 land cover data to which statistical weights were added. Weights were population census data for residential emissions, employment statistics for agricultural and industrial area emissions, livestock statistics for ammonia emissions and annual aircraft movements for emissions realized by air transport. Additional road and off-road network information was used to disaggregate emissions realized by traffic. A comparison of top down produced emission estimates with spatially resolved national emission data for The Netherlands and the United Kingdom gave confidence in the present spatial surrogates as a tool for the top down production of atmospheric emission maps. Explained variance at a spatial resolution of 5 km was >70% for CO, NMVOC and NO_x, >60% for PM10 and almost 50% for SO₂.     

The influence of meteorological conditions and stringent emission control on high TSP episodes in istanbul

Istanbul has faced serious air pollution problems since the mid-80s. This is mainly due to particulate air pollution coming from poor quality lignite in areas, which are heavily populated and industrialized. As a consequence of severe air pollution problems, stringent control on the emissions in the city started in the year of 1994. In this work, in order to study the relationship between emissions and meteorological conditions, an assessment of air pollution episodes and air pollution potential in the city is presented for the terms at the changed emission schedule as the influence of an emission reduction strategy. The influence of meteorological conditions on the TSP (total suspended particulates) levels is considered for two consecutive winter periods. On this occasion, the city has faced different TSP levels and episode characteristics depending on stringent emission reductions covering the banned, poor-quality lignite and fuel switching. For this purpose, climatological conditions and air quality analyses were performed.     

北京市燃煤的空气质量影响及其控制研究

建立了2005年北京市燃煤污染源排放清单,利用MM5-CMAQ模型计算了各区县各行业燃煤对北京市空气质量的影响。研究表明,2005年1月北京市燃煤源对各监测站点SO_2浓度的贡献在70%以上,对PM_(10)和NO_x浓度的贡献约为20%～40%和10%～30%;7月本地燃煤源对SO_2浓度的贡献在40%～50%左右。1月采暖锅炉对空气质量影响最大,占50%～70%;7月电厂的影响最大。依据北京市奥运空气质量保障方案以及"十一五"期间能源规划,建立了2010年燃煤污染源大气排放的规划情景,并模拟了各规划措施对大气质量的改善效果。通过实施电厂脱硫脱硝除尘、炼焦工业停产、钢铁行业和水泥行业搬迁减产、供热锅炉改造、平房用煤改造等措施,与2005年相比,SO_2平均浓度下降30%左右,NO_x和PM_(10)浓度的下降幅度15%。     

The effect of variability in industrial emissions on ozone formation in Houston, Texas

Ambient observations have indicated that high concentrations of ozone observed in the Houston/Galveston area are associated with plumes of highly reactive hydrocarbons, mixed with NO_x, from industrial facilities. Ambient observations and industrial process data, such as mass flow rates for industrial flares, indicate that the VOCs associated with these industrial emissions can have significant temporal variability. To characterize the effect of this variability in emissions on ozone formation in Houston, data were collected on the temporal variability of industrial emissions or emission surrogates (e.g., mass flow rates to flares). The observed emissions variability was then used to construct regionwide emission inventories with variable industrial emissions, and the impacts of the variability on ozone formation were examined for two types of meteorological conditions, both of which lead to high ozone concentrations in Houston. The air quality simulations indicate that variability in industrial emissions has the potential to cause increases and decreases of 10–52 ppb (13–316%), or more, in ozone concentration. The largest of these differences are restricted to regions of 10–20 km², but the variability also has the potential to increase regionwide maxima in ozone concentrations by up to 12 ppb.     

Assessment of contribution of SO2 and NO2 from different sources in Jamshedpur region, India

Contribution of pollution from different types of sources in Jamshedpur, the steel city of India, has been estimated in winter 1993 using two approaches in order to delineate and prioritize air quality management strategies for the development of region in an environmental friendly manner. The first approach mainly aims at preparation of a comprehensive emission inventory and estimation of spatial distribution of pollution loads in terms of SO₂ and NO₂ from different types of industrial, domestic and vehicular sources in the region. The results indicate that industrial sources account for 77% and 68% of the total emissions of SO₂ and NO₂, respectively, in the region, whereas vehicular emissions contributed to about 28% of the total NO₂ emissions. In the second approach, contribution of these sources to ambient air quality levels to which the people are exposed to, was assessed through air pollution dispersion modelling. Ambient concentration levels of SO₂ and NO₂ have been predicted in winter season using the ISCST3 model. The analysis indicates that emissions from industrial sources are responsible for more than 50% of the total SO₂ and NO₂ concentration levels. Vehicular activities contributed to about 40% of NO₂ pollution and domestic fuel combustion contributed to about 38% of SO₂ pollution. Predicted 24-h concentrations were compared with measured concentrations at 11 ambient air monitoring stations and good agreement was noted between the two values. In-depth zone-wise analysis of the above indicates that for effective air quality management, industrial source emissions should be given highest priority, followed by vehicular and domestic sources in Jamshedpur region.     

Air-vegetation transfer of PCDD/PCDFs: an assessment of field data and implications for modeling

This study was designed to evaluate soil and air (gas and particle) transfer of polychlorinated dibenzo-p-dioxins and dibenzofurans (PCDD/Fs) to vegetation in residential and industrial areas. In a first part, soil-vegetation transfer was assessed. The levels of PCDD/Fs in 120 soil and 120 herbage samples collected from 1996 to 2002 in an industrial area of Montcada (Barcelona, Spain), near a municipal solid waste incinerator (MSWI), were determined. Some additional individual samples were also evaluated. It was concluded that high soil concentrations, which are not at steady state with the air layer above it, show a tendency for PCDD/Fs to escape via volatilization. In a second part of the study, air-vegetation transfer was examined. PCDD/F concentrations from 24 herbage samples were used, while PCDD/F concentrations were also measured in seven high-volume air samples and seven passive air-vapor samples. Scavenging coefficients (m3 air "sampled"/g grass d.m.) ranged from 1.9 to 11.3 m3/g. A good trend with K(OA) was observed for PCDDs (R=0.82), while it was lower for PCDFs (R=0.55). The current results corroborate that PCDD/F concentrations in vegetation are associated with atmospheric deposition. For the highest substituted PCDD/F congeners, the air-particle uptake from plants is the principal pathway. In regions impacted by combustion emission sources, PCDD/F gas-particle partitioning is influenced by a higher concentration of particles in the air. Particles and associated particle-bound PCDD/Fs would sorb to leaf surfaces, and are subject to removal via wash off. However, in areas where emissions to air are not very notable, vapor absorption would be the principal source of vegetation pollution. The results of this investigation can have a potential interest in risk assessment studies and environmental fate models.     

Control of Ozone Precursors in a Complex Industrial Terrain by Using Multiscale-Nested Air Quality Models with Fine Spatial Resolution (1 km2)

Abstract

The location of the northeastern Iberian Peninsula (NEIP) in the northwestern Mediterranean basin, the presence of the Pyrenees mountain range (with altitudes >3000 m), and the influence of the Mediterranean Sea and the large valley canalization of Ebro river induce an extremely complicated structure for the dispersion of photochemical pollutants. Air pollution studies in very complex terrains such as the NEIP require high-resolution modeling for resolving the very complex dynamics of flows. To deal with the influence of larger-scale transport, however, high-resolution models have to be nested in larger models to generate appropriate initial and boundary conditions for the finer resolution domains. This article shows the results obtained through the utilization of the MM5-EMICAT2000-CMAQ multiscale-nested air quality model relating the sensitivity regimes for ozone (O₃)-nitrogen oxides (NO_x)-volatile organic compounds (VOCs) in an area of high geographical complexity, like the industrial area of Tarragona, located in the NEIP. The model was applied with fine temporal (one-hour) and spatial resolution (cells of 24 km, 2 km, and 1 km) to represent the chemistry and transport of tropospheric O₃ and other photochemical species with respect to different hypothetical scenarios of emission controls and to quantify the influence of different emission sources in the area. Results indicate that O₃ chemistry in the industrial domain of Tarragona is strongly sensitive to VOCs; the higher percentages of reduction for ground-level O₃ are achieved when reducing by 25% the emissions of industrial VOCs. On the contrary, reductions in the industrial emissions of NO_x contribute to a strong increase in hourly peak levels of O₃. At the same time, the contribution of on-road traffic and biogenic emissions to ground-level O₃ concentrations in the area is negligible with respect to the pervasive weight of industrial sources. This analysis provides an assessment of the effectiveness of different policies for the control of emission of precursors by comparing the modeled results for different scenarios.     

Source origin of trace elements in PM from regional background,urban and industrial sites of Spain

Despite their significant role in source apportionment analysis, studies dedicated to the identification of tracer elements of emission sources of atmospheric particulate matter based on air quality data are relatively scarce. The studies describing tracer elements of specific sources currently available in the literature mostly focus on emissions from traffic or large-scale combustion processes (e.g. power plants), but not on specific industrial processes. Furthermore, marker elements are not usually determined at receptor sites, but during emission. In our study, trace element concentrations in PM₁₀ and PM_2.5 were determined at 33 monitoring stations in Spain throughout the period 1995–2006. Industrial emissions from different forms of metallurgy (steel, stainless steel, copper, zinc), ceramic and petrochemical industries were evaluated. Results obtained at sites with no significant industrial development allowed us to define usual concentration ranges for a number of trace elements in rural and urban background environments. At industrial and traffic hotspots, average trace metal concentrations were highest, exceeding rural background levels by even one order of magnitude in the cases of Cr, Mn, Cu, Zn, As, Sn, W, V, Ni, Cs and Pb. Steel production emissions were linked to high levels of Cr, Mn, Ni, Zn, Mo, Cd, Se and Sn (and probably Pb). Copper metallurgy areas showed high levels of As, Bi, Ga and Cu. Zinc metallurgy was characterised by high levels of Zn and Cd. Glazed ceramic production areas were linked to high levels of Zn, As, Se, Zr, Cs, Tl, Li, Co and Pb. High levels of Ni and V (in association) were tracers of petrochemical plants and/or fuel-oil combustion. At one site under the influence of heavy vessel traffic these elements could be considered tracers (although not exclusively) of shipping emissions. Levels of Zn–Ba and Cu–Sb were relatively high in urban areas when compared with industrialised regions due to tyre and brake abrasion, respectively.     

Nanoparticle emissions on Minnesota highways

The objective of this project was to characterize on-road aerosol on highways surrounding the Minneapolis area. Data were collected under varying on-road traffic conditions and in residential areas to determine the impact of highway traffic on air quality. The study was focused on determining on-road nanoparticle concentrations, and estimating fuel-specific and particle emissions km⁻¹.On-road aerosol number concentrations ranged from 10⁴ to 10⁶ particles cm⁻³. The highest nanoparticle concentrations were associated with high-speed traffic. At high vehicular speeds engine load, exhaust temperature, and exhaust flow all increase resulting in higher emissions. Less variation was observed in particle volume, a surrogate measure of particle mass. Most of the particles added by the on-road fleet were below 50 nm in diameter. Particles in this size range may dominate particle number, but contribute little to particle volume or mass. Furthermore, particle number is strongly influenced by nucleation and coagulation, which have little or no effect on particle volume. Measurements made in heavy traffic, speeds<32 km h⁻¹, produced lower number concentrations and larger particles.Number concentrations measured in residential areas, 10–20 m from the highway, were considerably lower than on-road concentrations, but the size distributions were similar to on-road aerosol with high concentrations of very small (<20 nm) particles. Much lower number concentrations and larger particles were observed in residential areas located 500–700 m from the highway.Estimated emissions of total particle number larger than 3 nm ranged from 1.9 to 9.9×10¹⁴ particles km⁻¹ and 2.2–11×10¹⁵ particles (kg fuel)⁻¹ for a gasoline-dominated vehicle fleet.     

Environmental Progress and Problems: A Chemical Industry Perspective

From 1995 to 2004, in Genoa, Italy, daily concentrations of twelve polycyclic aromatic hydrocarbons (PAHs) were measured in particulate phase (PM10), around a coke oven plant in operation from the 1950s and closed in 2002. The study permitted to identify the coke oven as the main PAH source in Genoa, causing constant exceeding of benzo(a)pyrene (BaP) air quality target (1.0 ng/m3) in the urban area till 1,900 meters distance downwind the plant. For this reason the plant was closed. Distance and daily hours downwind the coke plant were the main sources of variability of toxic BaP equivalent (BaPeq) concentrations and equations that best fitted these variables were experimentally obtained. During full plant activity, annual average BaPeq concentrations, measured in the three sampling sites aligned downwind to the summer prevalent winds, were: 85 ng/m3 at 40 m (site 2, industrial area), 13.2 ng/m3 at 300 m (site 3, residential area) and 5.6 ng/m3 at 575 m (site 4, residential area).

Soon after the coke oven's closure (February 2002) BaPeq concentrations (annual average) measured in residential area, decreased drastically: 0.2 ng/m3 at site 3, 0.4 ng/m3 at site 4. Comparing 1998 and 2003 data, BaPeq concentrations decreased 97.6% in site 3 and 92.8% in site 4.

Samples collected at site 3, during the longest downwind conditions, provided a reliable PAH profile of fugitive coke oven emissions. This profile was significantly different from the PAH profile, contemporary found at site 5, near the traffic flow.

This study demonstrates that risk assessment based only on distance of residences from a coke plant can be heavily inaccurate and confirmed that seasonal variability of BaPeq concentrations and high variability of fugitive emissions of PAHs during coke oven activities require at least one year of frequent and constant monitoring (10-15 samples each month).

Implications: Around a coking plant, polycyclic aromatic hydrocarbons (PAHs), concentrations depend mainly on downwind hours and distance. Equations that best fit these variables were experimentally calculated. Fugitive emissions of an old coke oven did not comply with the threshold BAP air concentration proposed by the World Health Organization (WHO), up to 1,900 m distance. The study identified the PAH profile of fugitive emissions of a coke oven, statistically different from the profile of traffic emissions. During its activity, in the Genoa residential area, 575 m away from the plant, 92.8% of found PAHs was due to coke oven emission only.     

Attainment and Maintenance of Particulate Standards in an Industrialized Region

The problems and priorities of air quality maintenance planning will depend in large part on the specific characteristics of a given region. For highly industrialized areas, maintenance planning for total suspended particulate matter (TSP) will pose an especially difficult challenge because of limitations in emissions inventories, modeling capabilities, air quality data, control technology assessments, and current regulatory policy.     

Trends in on-road vehicle emissions and ambient air quality in Atlanta,Georgia, USA,from the late 1990s through 2009

On-road vehicle emissions of carbon monoxide (CO), nitrogen oxides (NO_x), and volatile organic compounds (VOCs) during 1995–2009 in the Atlanta Metropolitan Statistical Area were estimated using the Motor Vehicle Emission Simulator (MOVES) model and data from the National Emissions Inventories and the State of Georgia. Statistically significant downward trends (computed using the nonparametric Theil-Sen method) in annual on-road CO, NO_x, and VOC emissions of 6.1%, 3.3%, and 6.0% per year, respectively, are noted during the 1995–2009 period despite an increase in total vehicle distance traveled. The CO and NO_x emission trends are correlated with statistically significant downward trends in ambient air concentrations of CO and NO_x in Atlanta ranging from 8.0% to 11.8% per year and from 5.8% to 8.7% per year, respectively, during similar time periods. Weather-adjusted summertime ozone concentrations in Atlanta exhibited a statistically significant declining trend of 2.3% per year during 2001–2009. Although this trend coexists with the declining trends in on-road NO_x, VOC, and CO emissions, identifying the cause of the downward trend in ozone is complicated by reductions in multiple precursors from different source sectors.

Implications:Large reductions in on-road vehicle emissions of CO and NO_x in Atlanta from the late 1990s to 2009, despite an increase in total vehicle distance traveled, contributed to a significant improvement in air quality through decreases in ambient air concentrations of CO and NO_x during this time period. Emissions reductions in motor vehicles and other source sectors resulted in these improvements and the observed declining trend in ozone concentrations over the past decade. Although these historical trends cannot be extrapolated to the future because pollutant concentration contributions due to on-road vehicle emissions will likely become an increasingly smaller fraction of the atmospheric total, they provide an indication of the benefits of past control measures.     

The relationship between atmospheric pollutant emissions and fuel qualities of inland vessels in Jiangsu Province,China

Air pollution caused by ship exhaust emission is receiving more and more attention. The physical and chemical properties of fuels, such as sulfur content and PAHs content, potentially had a significant influence on air pollutant emissions from inland vessels. In order to investigate the effects of fuel qualities on atmospheric pollutant emissions systematically, a series of experiments was conducted based on the method of actual ship testing. As a result, SO2, PM and NOx emission rates all increased with the increase of main engine rotating speed under cruise mode, while PM and NOx emission factors were inversely proportional to the main engine rotating speed. Moreover, SO2 emission factor changed little with the increase of the main engine rotating speed. In summary, the fuel-dependent specific emission of SO2 was a direct reflection of the sulfur content in fuel. The PM emission increased with the increase of sulfur content and PAHs content in fuel. However, fuel qualities impacted little on NOx emissions from inland vessels because of NOx formation mechanisms and conditions.

Implications: Ship activity is considered to be the third largest source of air pollution in China. In particular, air pollutants emitted from ships in river ports and waterways have a direct impact on regional air quality and pose threat on the health of local residents owing to high pollutants concentration and poor air diffusion. The study on the relationship between air pollutant emissions and fuel quality of inland vessels can provide foundational data for local authority to formulate reasonable and appropriate policies for reducing atmospheric pollution due to inland vessels.