Multispecies remote sensing measurements of vehicle emissions on Sherman Way in Van Nuys,California

As part of the 2010 Van Nuys tunnel study, researchers from the University of Denver measured on-road fuel-specific light-duty vehicle emissions from nearly 13,000 vehicles on Sherman Way (0.4 miles west of the tunnel) in Van Nuys, California, with its multispecies Fuel Efficiency Automobile Test (FEAT) remote sensor a week ahead of the tunnel measurements. The remote sensing mean gram per kilogram carbon monoxide (CO), hydrocarbon (HC), and oxide of nitrogen (NO_x) measurements are 8.9% lower, 41% higher, and 24% higher than the tunnel measurements, respectively. The remote sensing CO/NO_x and HC/NO_x mass ratios are 28% lower and 20% higher than the comparable tunnel ratios. Comparisons with the historical tunnel measurements show large reductions in CO, HC, and NO_x over the past 23 yr, but little change in the HC/NO_x mass ratio since 1995. The fleet CO and HC emissions are increasingly dominated by a few gross emitters, with more than a third of the total emissions being contributed by less than 1% of the fleet. An example of this is a 1995 vehicle measured three times with an average HC emission of 419 g/kg fuel (two-stroke snowmobiles average 475 g/kg fuel), responsible for 4% of the total HC emissions. The 2008 economic downturn dramatically reduced the number of new vehicles entering the fleet, leading to an age increase (>1 model year) of the Sherman Way fleet that has increased the fleet's ammonia (NH₃) emissions. The mean NH₃ levels appear little changed from previous measurements collected in the Van Nuys tunnel in 1993. Comparisons between weekday and weekend data show few fleet differences, although the fraction of light-duty diesel vehicles decreased from the weekday (1.7%) to Saturday (1.2%) and Sunday (0.6%).

Implications: On-road remote sensing emission measurements of light-duty vehicles on Sherman Way in Van Nuys, California, show large historical emission reductions for CO and HC emissions despite an older fleet arising from the 2008 economic downturn. Fleet CO and HC emissions are increasingly dominated by a few gross emitters, with a single 1995 vehicle measured being responsible for 4% of the entire fleet's HC emissions. Finding and repairing and/or scrapping as little as 2% of the fleet would reduce on-road tailpipe emissions by as much as 50%. Ammonia emissions have locally increased with the increasing fleet age.     

Economic Impact of Mass Production of Alternative Low Emission Automotive Power Systems

The study considers a range of possible effects on the transportation industry, satellite industries, the labor market, and the economy which may be anticipated in the event mass production of unconventional low emission automotive propulsion systems should occur, whether as a consequence of federal intervention, or not. A postulated 1 976 Otto Cycle Internal Combustion Engine equipped with a dual catalyst manifold reactor and other “conventional” emission control devices was compared in detail with a Regenerative Free Turbine Engine and a Rankine Cycle Engine, as specified by the contracting agency. Manufacturing costs, operating and ownership costs, consumer demand, inter-industry effects, employment, resource requirements, and international trade implications were analyzed in depth under a number of plausible sets of policy constraints and parametric variations. Principal conclusions are that conversion over a 10 year period is feasible, that manufacturing cost differentials are less critical than fuel consumption and cost differentials, that industry/employment impacts are minor, and that resource/trade effects are dominated by petroleum imports. Implications for federal policy are discussed.     

A comparative analysis of predictors of sense of place dimensions: attachment to, dependence on, and identification with lakeshore properties

Sense of place can be conceived as a multidimensional construct representing beliefs, emotions and behavioural commitments concerning a particular geographic setting. This view, grounded in attitude theory, can better reveal complex relationships between the experience of a place and attributes of that place than approaches that do not differentiate cognitive, affective and conative domains. Shoreline property owners (N=290) in northern Wisconsin were surveyed about their sense of place for their lakeshore properties. A predictive model comprising owners' age, length of ownership, participation in recreational activities, days spent on the property, extent of property development, and perceptions of environmental features, was employed to explain the variation in dimensions of sense of place. In general, the results supported a multidimensional approach to sense of place in a context where there were moderate to high correlations among the three place dimensions. Perceptions of environmental features were the biggest predictors of place dimensions, with owners' perceptions of lake importance varying in explanatory power across place dimensions.     

A Rapid Response Survey to Characterize the Impacts of the 2017 High Water Event on Lake Ontario

In the spring and summer of 2017, communities along the Lake Ontario shoreline suffered from the worst flood event on record. In late May, daily water levels reached their highest point in over 100 years, and flooding continued throughout much of the summer as lake levels slowly declined, with inundation and erosion significantly impacting shoreline homes and businesses. In this work, we present results from a rapid response online survey of property owners along the New York Lake Ontario shoreline to quantify the perceived flood impacts of the 2017 extended high water event. The survey focused on the degree and spatial distribution of inundation and erosion; the duration and drivers of inundation; the associated damages to different property features, with an emphasis on shoreline protection; and the degree of disruption to business and other activities and services. Photographic documentation of inundation extent and property damage also was provided by survey respondents. We demonstrate the potential utility of this dataset by characterizing key features of inundation and erosion impacts across the shoreline, and by using classification and regression trees to explore the predictability of inundation and erosion based on property characteristics. This work is part of a larger effort to develop models of inundation and erosion that can support flood impact assessments across the shoreline and help communities better prepare for future extended high water events.     

Determination of the Absolute Rate of Solar Photolysis of NO2

Improvements made on the direct NO₂ photolysis actinometer developed by J. O. Jackson have produced more precise data. A plot of measured values of the photolysis rate J₁ vs Eppley uv photometer readings produces a curved rather than the straight line correlation previously reported. This curvature arises from the Eppley and NO₂ absorption spectrum overlap, backround surface albedoes, the Ep-pley's cosine response and inherent errors in the chemical equation used. New J₁ measurement vs Eppley data is shown, and a procedure for calculating instantaneous J-i values from an Eppley output is suggested.     

Recent trends and projections of primary NO2 emissions in Europe

An assessment of recent trends in primary NO₂ emissions has been carried out for ten case study locations across the European Union. Estimates of the percentage of NO_x from road traffic emitted as primary NO₂ (f-NO₂) have been derived for 1995, 2000 and 2005 by combining the results of a literature survey of primary NO₂ emission factors for different vehicle types and technologies with an emission inventory. Estimates of f-NO₂ have also been derived from ambient monitoring data at roadside sites in each case study location using a model.The results of the analysis of trends show that f-NO₂ has increased in recent years and that the rate of increase has been greatest since 2000. f-NO₂ has increased from 8.6% in 2000 to 12.4% in 2004 as an average across the monitoring sites and from an average of 6.3% in 2000 to 10.6% in 2005 as an average of the emission inventory based calculations for the case study countries. f-NO₂ is predicted to increase further to an average of 19.6% in 2010 and 32.0% in 2020 as a result of the further penetration of exhaust after treatment technologies for diesel vehicles in the fleets. This increase is expected to be offset by the large reduction in NO_x emissions over this period, resulting in an increase in NO₂ emissions from road traffic to 2015, followed by a decline to close to 2004 levels by 2020. Estimates of future ambient NO₂ concentrations have also been calculated for the roadside monitoring sites included in the study. At 29 out of 45 of these sites the annual mean NO₂ limit value is predicted to be exceeded in 2010. At 22 of these sites, the annual mean concentration is expected to remain above the limit value until 2020 and beyond.