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.     

A bottom-up clustering approach to identify bus driving patterns and to develop bus driving cycles for Hong Kong

Bus transport has been an important mode taking up a significant share of urban travel demand and thus the corresponding impacts on the environment are of great concerns. Use of driving cycles to evaluate the environmental impacts of buses has attracted much attention in recent years worldwide. The franchised bus service is currently playing important roles in the public transport system in Hong Kong; however, there is no driving cycle developed specifically for them. A set of bus driving cycle was therefore developed using a bottom-up approach where driving data on the bus network with mixed characteristics were collected. Using the Ward’s method for clustering, the collected data were then categorized into three clusters representing distinct franchised bus route patterns in Hong Kong. Driving cycles were then developed for each route pattern including (i) congested urban routes with closely spaced bus stops and traffic junctions; (ii) inter-district routes containing a number of stop-and-go activities and a significant portion of smoother high speed driving; and (iii) early morning express routes and mid-night routes connecting remote residential areas and urban areas. These cycles highlighted the unique low-speed and aggressive driving characteristics of bus transport in Hong Kong with frequent stop-and-go activities. The findings from this study would definitely be helpful in assessing the exhaust emissions, fuel consumptions as well as energy consumptions of bus transport. The bottom-up clustering approach adopted in this study would also be useful in identifying specific driving patterns based on vehicle speed trip data with mixed driving characteristics. It is believed that this approach is especially suitable for assessing fixed route public transport modes with mixed driving characteristics.

     

Sources and characteristics of carbonaceous aerosol in two largest cities in Pearl River Delta Region,China

PM_2.5 samples were collected at five sites in Guangzhou and Hong Kong, Pearl River Delta Region (PRDR), China in both summer and winter during 2004–2005. Elemental carbon (EC) and organic carbon (OC) in these samples were measured. The OC and EC concentrations ranked in the order of urban Guangzhou > urban Hong Kong > background Hong Kong. Total carbonaceous aerosol (TCA) contributed less to PM_2.5 in urban Guangzhou (32–35%) than that in urban Hong Kong (43–57%). The reason may be that, as an major industrial city in South China, Guangzhou would receive large amount of inorganic aerosol from all kinds of industries, however, as a trade center and seaport, urban Hong Kong would mainly receive organic aerosol and EC from container vessels and heavy-duty diesel trucks. At Hong Kong background site Hok Tsui, relatively lower contribution of TCA to PM_2.5 may result from contributions of marine inorganic aerosol and inland China pollutant. Strong correlation (R²=0.76–0.83) between OC and EC indicates minor fluctuation of emission and the secondary organic aerosol (SOA) formation in urban Guangzhou. Weak correlation between OC and EC in Hong Kong can be related to the impact of the long-range transported aerosol from inland China. Averagely, secondary OC (SOC) concentrations were 3.8–5.9 and 10.2–12.8 μg m⁻³, respectively, accounting for 21–32% and 36–42% of OC in summer and winter in Guangzhou. The average values of 4.2–6.8% for SOA/ PM_2.5 indicate that SOA was minor component in PM_2.5 in Guangzhou.     

Carbonyl Emissions from Commercial Cooking Sources in Hong Kong

Abstract

Cooking fumes are an important carbonyl emission source, especially in a highly urbanized city, such as Hong Kong. Cooking exhaust from 15 commercial kitchens of a variety of cooking styles was sampled and analyzed for a suite of 13 carbonyl compounds. Carbonyl compositions were varied among the different cooking styles. Formal dehyde was generally the most abundant carbonyl, and its contribution to the total carbonyl amount on a molar basis ranged from 12 to 60%. Acrolein was also found to be an abundant carbonyl in the cooking exhaust. The highest contribution by acrolein to the total carbonyls was found to be 30% in the exhaust of a western-style steak restaurant. Long-chain saturated carbonyls, that is, heptanal, octanal, and nonanal, accounted for a signifi-cant fraction (>40%) of the total carbonyls in kitchens that always used heated cooking oils. Two dicarbonyls, glyoxal and methylglyoxal, had a various presence in the cooking emissions, ranging from negligible to 10%. The presence of benzaldehyde and tolualdehyde was mostly negligible in the sampled kitchen exhaust. Annual emission rates of both individual carbonyls and total carbon-yls were estimated for various types of commercial kitchens. Local-style fast-food shops contributed the highest total carbonyl emissions per year mainly because of the large number of this kind of restaurant in Hong Kong. The citywide annual emission rates of the three most toxic carbonyls, formaldehyde, acetaldehyde, and acrolein, were estimated assuming that the limited number of sampled restaurants were representative of the average restaurants. Such estimates of carbonyl emission rates were comparable to the estimated carbonyl emissions from vehicular sources, suggesting the importance of commercial cooking as a source for carbonyls in Hong Kong.     

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

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

Inter-comparison of air pollutant concentrations in different indoor environments in Hong Kong

Indoor air quality in selected indoor environments in Hong Kong such as homes, offices, schools, shopping malls and restaurants were investigated. Average CO₂ levels and total bacteria counts in air-conditioned classrooms, shopping malls and restaurants were comparatively higher than those measured in occupied offices and homes. Elevated CO₂ levels exceeding 1000 ppm and total bacteria counts resulted from high occupancy combined with inadequate ventilation. Average PM₁₀ levels were usually higher indoors than outdoors in homes, shopping malls and restaurants. The highest indoor PM₁₀ levels were observed at investigated restaurants due to the presence of cigarette smoking and extensive use of gas stoves for cooking. The restaurants and shopping malls investigated had higher formaldehyde levels than other indoor environments when building material, smoking and internal renovation work were present. Volatile organic compounds (VOCs) in both indoor and outdoor environments mainly resulted from vehicle exhaust emissions. It was observed that interior decoration work and the use of industrial solvents in an indoor environment could significantly increase the indoor levels of VOCs.     

Carbon monoxide levels in popular passenger commuting modes traversing major commuting routes in Hong Kong

Vehicle exhaust is a major source of air pollution in metropolitan cities. Commuters are exposed to high traffic-related pollutant concentrations. Public transportation is the most popular commuting mode in Hong Kong and there are about 10.8 million passenger trips every day. Two-thirds of them are road commuters. An extensive survey was conducted to measure carbon monoxide in three popular passenger commuting modes, bus, minibus, and taxi, which served, respectively, 3.91 million, 1.76 million and 1.31 million passenger trips per day in 1998. Three types of commuting microenvironments were selected: urban–urban, urban–suburban and urban–rural. Results indicated that in-vehicle CO level increased in the following order: bus, minibus and taxi. The overall average in-vehicle CO level in air-conditioned bus, minibus and taxi were 1.8, 2.9 and 3.3 ppm, respectively. The average concentration level difference between air-conditioned buses (1.8 ppm) and non-air-conditioned buses (1.9 ppm) was insignificant. The fluctuation of in-vehicle CO level of non-air-conditioned vehicle followed the variation of out-vehicle CO concentration. Our result also showed that even in air-conditioned vehicles, the in-vehicle CO concentration was affected by the out-vehicle CO concentration although there exists a smoothing out effect. The in-vehicle CO level was the highest in urban–suburban commuting routes and was followed by urban–urban routes. The in-vehicle CO level in urban–rural routes was the lowest. The highest CO level was recorded after the vehicle traversed through tunnel. The average CO exposure of a commuter in tunnel can be 2–3 times higher than that at the other roads. The CO exposure level of public road transportation commuters in Hong Kong was lower than most other cities. Factors governing the CO levels were also discussed.     

Estimation of road vehicle exhaust emissions from 1992 to 2010 and comparison with air quality measurements in Genoa,Italy

An investigation into road transport exhaust emissions in the Genoa urban area was performed by comparing the quantities of carbon monoxide (CO), nitrogen oxides (NO_x), nitrogen dioxide (NO₂) and particulate matter (PM) emitted by different vehicle categories with air quality measurements referred to the same pollutants. Exhaust emissions were evaluated by applying the PROGRESS (computer PROGramme for Road vehicle EmiSSions evaluation) code, developed by the Internal Combustion Engines Group of the University of Genoa, to eight different years (from 1992 to 2010), considering spark ignition and Diesel passenger cars and light duty vehicles, heavy duty vehicles and buses, motorcycles and mopeds. Changes in terms of vehicles number, mileage and total emissions are presented together with relative distributions among the various vehicle categories. By comparing 1992 and 2010 data, calculated trends show a 7% increase in the number of vehicles, with total mileage growing at a faster rate (approx. 22%); total emissions decrease considerably, by approximately 50% for NO_x and PM, 70% for HC and 80% for CO, due to improvements in engines and fuels forced by the stricter European legislation and the fleet renewal, while primary NO₂ emission will be very close to 1992 level, after a decrease of about 18% in 2000.Air quality was analysed by selecting traffic and background measuring stations from the monitoring network managed by the Environmental Department of the Province of Genoa: average annual concentrations of considered pollutants from 1994 to 2007 were calculated in order to obtain the relative historical trends and compare them with European public health limits and with road vehicle emissions. Though an important reduction in pollutant concentrations has been achieved as a consequence of cleaner vehicles, some difficulties in complying with present and/or future NO₂ and PM₁₀ limits are also apparent, thus requiring suitable measures to be taken by the local authorities.     

Volatile organic compounds (VOCs) in urban atmosphere of Hong Kong

The assessment of volatile organic compounds (VOCs) has become a major issue of air quality network monitoring in Hong Kong. This study is aimed to identify, quantify and characterize volatile organic compounds (VOCs) in different urban areas in Hong Kong. The spatial distribution, temporal variation as well as correlations of VOCs at five roadside sampling sites were discussed. Twelve VOCs were routinely detected in urban areas (Mong Kok, Kwai Chung, Yuen Long and Causeway Bay). The concentrations of VOCs ranged from undetectable to 1396 microg/m3. Among all of the VOC species, toluene has the highest concentration. Benzene, toluene, ethylbenzene and xylenes (BTEX) were the major constituents (more than 60% in composition of total VOC detected), mainly contributed from mobile sources. Similar to other Asian cities, the VOC levels measured in urban areas in Hong Kong were affected both by automobile exhaust and industrial emissions. High toluene to benzene ratios (average T/B ratio = 5) was also found in Hong Kong as in other Asian cities. In general, VOC concentrations in the winter were higher than those measured in the summer (winter to summer ratio > 1). As toluene and benzene were the major pollutants from vehicle exhausts, there is a necessity to tighten automobile emission standards in Hong Kong.     

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.     

Emissions profile from new and in-use handheld, 2-stroke engines

The objective of this study was to characterize exhaust emissions from a series of handheld, 2-stroke small engines. A total of 23 new and used engines from model years 1981–2003 were studied; these engines spanned three phases of emission control (pre-control, phase-1, phase-2). Measured emissions included carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), hydrocarbons (HC), fine particulate matter (PM_2.5), and sulfur dioxide (SO₂). Emissions reductions in CO (78%) and HC (52%) were significant between pre-control and phase-2 engines. These reductions can be attributed to improvements in engine design, reduced scavenging losses, and implementation of catalytic exhaust control. Total hydrocarbon emissions were strongly correlated with fuel consumption rates, indicating varying degrees of scavenging losses during the intake/exhaust stroke. The use of a reformulated gasoline containing 10% ethanol resulted in a 15% decrease in HC and a 29% decrease in CO emissions, on average. Increasing oil content of 2-stroke engine fuels results in a substantial increase of PM_2.5 emissions as well as smaller increases in HC and CO emissions. Results from this study enhance existing emission inventories and appear to validate predicted improvements to ambient air quality through implementation of new phase-2 handheld emission standards.     

Carbonyl emissions from commercial cooking sources in Hong Kong

Cooking fumes are an important carbonyl emission source, especially in a highly urbanized city, such as Hong Kong. Cooking exhaust from 15 commercial kitchens of a variety of cooking styles was sampled and analyzed for a suite of 13 carbonyl compounds. Carbonyl compositions were varied among the different cooking styles. Formaldehyde was generally the most abundant carbonyl, and its contribution to the total carbonyl amount on a molar basis ranged from 12 to 60%. Acrolein was also found to be an abundant carbonyl in the cooking exhaust. The highest contribution by acrolein to the total carbonyls was found to be 30% in the exhaust of a western-style steak restaurant. Long-chain saturated carbonyls, that is, heptanal, octanal, and nonanal, accounted for a significant fraction (> 40%) of the total carbonyls in kitchens that always used heated cooking oils. Two dicarbonyls, glyoxal and methylglyoxal, had a various presence in the cooking emissions, ranging from negligible to 10%. The presence of benzaldehyde and tolualdehyde was mostly negligible in the sampled kitchen exhaust. Annual emission rates of both individual carbonyls and total carbonyls were estimated for various types of commercial kitchens. Local-style fast-food shops contributed the highest total carbonyl emissions per year mainly because of the large number of this kind of restaurant in Hong Kong. The citywide annual emission rates of the three most toxic carbonyls, formaldehyde, acetaldehyde, and acrolein, were estimated assuming that the limited number of sampled restaurants were representative of the average restaurants. Such estimates of carbonyl emission rates were comparable to the estimated carbonyl emissions from vehicular sources, suggesting the importance of commercial cooking as a source for carbonyls in Hong Kong.     

Biological Effects of Carbon Monoxide vs. Whole Emissions from Engine with Catalyst

The introduction of oxidizing catalytic converters in the exhaust system of automobiles has been found to be effective in reducing carbon monoxide, total hydrocarbons, and some other components of tailpipe emissions. The utilization of these converters, however, has also caused further oxidation of sulfur compounds producing an increased amount of sulfur trioxide (SO₃) which yields sulfuric acid and sulfates.¹ Studies on the biological effects of these sulfur compounds are in progress in our laboratory and preliminary findings are reported separately. This paper compares the biological effects of exposure to whole emissions from engines with and without converter and exposure to carbon monoxide alone.     

Individual Measurements of the Emission Factor of Aerosol Black Carbon in Automobile Plumes

As automobiles passed a measuring point, we recorded the concentrations of carbon dioxide and aerosol black carbon (BC) in their dispersing exhaust plumes. After subtraction of background levels, the ratio of the increments of these species allows us to calculate the emission factor of BC per unit mass of fuel from each individual vehicle. These factors spanned a range of greater than two orders of magnitude, representing the emission of from 4 × 10^?6 to 10^?3 grams of aerosol black carbon per gram of carbon consumed in the fuel. Their distribution showed that 20 percent of the vehicles accounted for 65 percent of the emissions. The real-time measurement methodology allows for a determination of the distribution of emission factors across the actual population of sources. These results are similar to the wide range of carbon monoxide emission factors reported recently.     

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.     

New Jersey Repair Project: Tune-Up at Idle

Idle hydrocarbon and carbon monoxide measurements have been made on over 2500 cars at a New Jersey Inspection Station. These studies have shown that the idle test can be integrated into the present periodic motor vehicle inspection system with a minimum cost, testing time, and ease of operation.

Instrumentation at a low cost has recently become available, test procedures have been developed and potential emission reductions have been demonstrated for idle testing. High emissions indicate a car malfunction and the need for a tune-up. Effective low cost tune-ups can be made with exhaust instrumentation and garage training.

In the New Jersey REPAIR Project, preliminary idle cut-off levels were selected at 6% carbon monoxide and 1000 ppm hydrocarbon for pre-68 cars, 4% and 500 ppm for 1968–69 cars, and 3% and 300 ppm for later years. Volunteered vehicles which exceeded these levels were further tested at the New Jersey laboratory. Federal hot cycles, ACID mass cycles, Key Mode, and Idle tests were conducted before and after maintenance.

At idle, uncontrolled pre-1968 vehicles had an average reduction from 8.2 to 3.3% carbon monoxide and 2153 to 459 ppm hydrocarbons as hexane. Average mass reductions from the ACID-cycle were 45 g/mi CO and 6.3 g/mi hydrocarbons. Carbon monoxide idle reductions obtained for emission controlled 1968, 1969, and 1970 cars were about equal to those obtained for the pre-emission controlled vehicles, but hydrocarbon reductions were lower. Reductions obtained in federal hot cycles were from 4.1 to 2.1% CO and 1418 to 580 ppm hydrocarbons for pre-1968 cars, and 2.6 to 0.7% and 502 to 308 ppm for 1968–1969 cars.

Idle adjustments lower emissions in the idle, deceleration, and cruise modes up to 30 mph, thus urban driving areas should show the greatest reduction. Total motor vehicle emission reduction in New Jersey would be about 920,000 ton/yr of CO and 101,000 ton/yr of hydrocarbon; a 20 and 32% reduction.     

A study of surface ozone and the relation to complex wind flow in Hong Kong

Ozone measurements made from 5 sites in Hong Kong have been analyzed, including those from one upwind, one downwind, and three urban locales. The data are analyzed in terms of the seasonal and diurnal trends. A subset of data in autumn is further analyzed to study the relationship between the ozone spatial pattern and wind flow as well as other meteorological parameters. The results show that averaged ozone levels at most sites exhibit maxima in autumn, which appears to be a unique feature for eastern Asia. On average the daily maximum 1-h concentrations are found to be higher in the western (normally downwind) site than those on the eastern side and in urban areas. Examination of surface wind patterns and other meteorological parameters suggest that elevated ozone concentrations on the western side occur during the days with intense solar radiation, light winds, and in the presence of a unique wind circulation. The wind reversal in the western parts under the “convergence” flow is believed to be an important cause of the high-ozone events observed there. Such wind flow may re-circulate/transport nearby urban plumes (in this case the Hong Kong–Shenzhen urban complex). Examination of chemical data from the western site has shown that averaged afternoon SO₂ to NO_x ratios on days with wind reversal are larger than those of typical urban Hong Kong and that a significant SO₂ enhancement was clearly indicated on several occasions. The SO₂ enhancement may be interpreted as being the evidence to suggest the contribution of regional sources and/or Hong Kong’s power plants (both containing high SO₂). A case study has shown that when moderately strong northwesterly wind prevails, elevated ozone and SO₂ can be transported to western Hong Kong from the inner Pearl Delta region. This study has also indicated that under the impact of ENE winds the eastern side of Hong Kong is not frequently affected by the re-circulating ozone plumes present in the western side.     

Hazardous Air Pollutants from Mobile Sources in the Metropolitan Area of Mexico City

Abstract

Environmental agencies are currently in the process of implementing a new air management program, which includes the improvement of fuel quality. In this work, exhaust emissions data and estimated relative risk for various fuels testing in-use vehicles, equipped with three different exhaust emission control technologies, are presented. Aromatics, sulfur, and olefins contents; type of oxygenated compound; and Reid vapor pressure were varied. The aim also includes calculating the ozone (O₃)of forming potential and a relative cancer risk of emissions from current and formulated gasoline blends in Mexico. The proposed gasoline decreases carbon monoxide, total hydrocarbons (THC), and nitrogen oxides emissions by 18 and 14%, respectively, when compared with gasoline sold in the rest of the country and within ozone nonattainment metropolitan areas in Mexico, respectively.     

A biogenic volatile organic compound emission inventory for Hong Kong

Biogenic volatile organic compounds (BVOCs) in the atmosphere react to form ozone and secondary organic aerosols, which deteriorate air quality, affect human health, and indirectly influence global climate changes. The present study aims to provide a preliminary assessment of BVOC emissions in Hong Kong (HKSAR). Thriteen local tree species were measured for their isoprene emission potential. Tree distribution was estimated for country park areas based on field survey data. Plant emission data obtained from measurements and the literature, tree distribution estimation data, land use information, and meteorological data were combined to estimate annual BVOC emissions of 8.6×10⁹ g C for Hong Kong. Isoprene, monoterpenes, and other VOCs contributed about 30%, 40%, and 30% of the estimated total annual emissions, respectively. Although hundreds of plant species are found in Hong Kong country parks, the model results indicate that only 10 tree species contribute about 76% of total annual VOC emissions. Prominent seasonal and diurnal variations in emissions were also predicted by the model. The present study lays a solid foundation for future local research, and results can be applied for studying BVOC emissions in nearby southern China and Asian regions that share similar climate and plant distributions.     

Emission strengths for primary pollutants as estimated from an aircraft study of Hong Kong air quality

An aircraft study of air quality in the Hong Kong region during the fall of 1994 has allowed for an estimation of the daytime source strengths for CO and NO_y from the Hong Kong metropolitan center. Emission rate estimates for the Hong Kong urban plume for NO_y and CO were 5.4×10e(25) molecules s^-1 and 1.8×10e(26) molecules s^-1 as determined for the case study of 18 October. All emission rate estimates have uncertainties of a factor of 2. On one occasion a distinct plume emanating from Shenzhen in the People’s Republic of China was encountered. While plume delimitation was insufficient for source strength calculations, transect integrals did allow for a CO/NO_y ratio of about 16 to be determined. The CO/NO_y ratio for the Hong Kong urban plume was about 3.3. The difference in these ratios indicates differences in the overall combustion processes and efficiencies taking place within Hong Kong and the PRC.