Traffic congestion and ozone precursor emissions in Bilbao (Spain)

GOAL. SCOPE. BACKGROUND: In urban environments, the measured levels of ozone are the result of the interaction between emissions of precursors (mainly VOCs and NOx) and meteorological effects. In this work, time series of daily values of ozone, measured at three locations in Bilbao (Spain), have been built. Then, after removing meteorological effects from them, ozone and traffic data have been analyzed jointly. The goal was to identify traffic situations and link them to ozone levels in the area of Bilbao. METHODS: To remove meteorological effects from the selected ozone time series, the technique developed by Rao and Zurbenko was used. This is a widely used technique and, after its application, the fraction obtained from a given ozone time series represents an ozone forming capability attributable to emissions of precursors. This fraction is devoid of any meteorological influence and includes only the apportion of periodicities above 1.7 years. In the case of Bilbao, the ozone fractions obtained at three locations have been compared on that time scale with traffic data from the area. RESULTS AND DISCUSSION: For the 1993-1996 period, a regression analysis of the ozone and traffic fractions due to periodicities above 1.7 years (long-term fractions), shows that traffic is the main explanatory factor for ozone with R2 ranging from 0.916 to 0.996 at the three locations studied. Analysis of these longterm fractions has made it possible to identify two traffic regimes for the whole area, associated to different profiles of ozone forming capability. The first one favors low ozone forming capability, and is associated with a situation of fluent traffic. The second one shows high ozone forming capability and represents congestion. Joint analysis of raw data of ozone and traffic do not show any clear pattern due to the strong masking effects that seasonal-meteorological effects (mainly radiation) have on the measured ozone signal. If only immission data of ozone are available, as in this case, a comparison between ozone and traffic can only be made on the long-term time scale, since that is the only fraction embedded in the ozone time series that can exclusively be attributed to emissions of precursors. This fact stresses the need to study the different fractions embedded in the time series of ozone measured levels separately. CONCLUSION: Though the coefficients obtained in the regression are only valid for the 1993-1996 period, these traffic regimes represent long-term targets (congestion or fluent traffic) that can inspire policies for a joint management of the traffic and pollution by ozone in the area of Bilbao beyond that period. RECOMMENDATIONS AND OUTLOOK: The results of this work show the need of a joint management of ozone and traffic in Bilbao. Since an accurate knowledge of traffic was not available, the use of emission factors to relate traffic and actual ozone levels has not been possible. For this reason, this study has focused on the long-term fractions of traffic and ozone. In the future, if a more accurate knowledge of traffic is available, it will be possible to find relationships between traffic and ozone on all time scales.     

A study on exhaust gas emissions from ships in Turkish Straits

The Turkish Straits, i.e. Istanbul (Bosphorus) and Canakkale (Dardanellen), which connect Black Sea and Aegean Sea, have a continuously increasing maritime traffic. Especially, the maritime traffic on Bosphorus (Istanbul Strait) that connects the continents of Europe and Asia is too complex due to geographical conditions. The maritime traffic in the Turkish Straits includes the ships, which are in use in domestic transport, the transit passing ships with various aims and fishing, sport or strolling ships. In this paper, fuel consumption and exhaust gas emissions NO_x, CO, CO₂, VOC, PM exhausted from ships such as transit vessels, which are passing both Bosphorus and Dardanellen, and passenger ships used in domestic transport on the Bosphorus are calculated. In order to do this the general characteristics, the main engine systems, the fuel types, cruising times and speeds of all vessels are taken into consideration. The calculated NO_x emissions on the Bosphorus are 2720 t from domestic passenger ships and 4357 t from transit ships. In this case it is clear that the transit ships cause more than half of the total amount of emissions from ships on the Bosphorus. The amount of nitrogen oxide emissions from domestic passenger ships used for public transport in Istanbul Strait is equal to approx. 4% of nitrogen oxide emissions from motor vehicles in Istanbul. Finally, the future emissions from ships in Turkish Straits are discussed.     

Harbour of Ravenna: The contribution of harbour traffic to air quality

Ravenna is one of the main Italian ports and has assumed a leadership position in Italy for some products and markets. The commercial harbour and the adjacent industrial area are very important for the economic system of Ravenna but, at the same time, they are highly critical areas.In particular, on average 8000 ships per year pass through the harbour of Ravenna, influencing air quality in harbour environment.The paper originates from a study about the contribution of different sources of air pollution in Ravenna and its aim is to evaluate the maritime traffic contribution to the air quality in the port area and to determine the suitability of an urban air quality model to support the air quality management in Ravenna. NO_x and PM are selected as modelled pollutants.The study is made up of two parts. The first deals with the evaluation of annual emission of PM₁₀ and NO_x coming from ships through a standard European methodology while in the second we simulated the diffusion of these pollutants in the whole area. In order to evaluate the capability of the model to treat maritime traffic emissions, we compared hour-by-hour simulated concentrations with data collected by a fixed monitoring station located near the Candiano Canal.NO_x concentrations obtained by short- and long-term simulations show a good match with the values measured by the fixed monitoring station, located in the centre of harbour area, and these results are also supported by FA2 performance index.Instead the omission of the secondary particulate and the contribution of other sources of particulate matter in the port area are probably the most important causes of the PM₁₀ underestimation.The worse results obtained according to the performance indexes indicate the need to consider the formation and transport of secondary particulate matter in order to obtain more reliable predictions.     

Estimates of black carbon and size-resolved particle number emission factors from residential wood burning based on ambient monitoring and model simulations

In this paper we derive typical emission factors for coarse particulate matter (PM(10)), oxides of nitrogen (NO(x)), black carbon (BC), and number particle size distributions based on a combination of measurements and air quality dispersion modeling. The advantage of this approach is that the emission factors represent integrated emissions from several vehicle types and different types of wood stoves. Normally it is very difficult to estimate the total emissions in cities on the basis of laboratory measurements on single vehicles or stoves because of the large variability in conditions. The measurements were made in Temuco, Chile, between April 18 and June 15, 2005 at two sites. The first one was located in a residential area relatively far from major roads. The second site was located in a busy street in downtown Temuco where wood consumption is low. The measurements support the assumption that the monitoring sites represent the impact of different emission sources, namely traffic and residential wood combustion (RWC). Fitting model results to the available measurements, emission factors were obtained for PM(10) (RWC = 2160 +/- 100 mg/kg; traffic = 610 +/- 51 mg/veh-km), NO(x) (RWC = 800 +/- 100 mg/kg; traffic = 4400 +/- 100 mg/veh-km), BC (RWC = 74 +/- 6 mg/kg; traffic = 60 +/- 3 mg/veh-km) and particle number (N) with size distribution between 25 and 600 nm (N(25-600)) (RWC = 8.9 +/- 1 x 10(14) pt/kg; traffic = 6.7 +/- 0.5 x 10(14) pt/veh-km). The obtained emission factors are comparable to results reported in the literature. The size distribution of the N emission factors for traffic was shown to be different than for RWC. The main difference is that although traffic emissions show a bimodal size distribution with a main mode below 30 nm and a secondary one around 100 nm, RWC emissions show the main mode slightly below 100 nm and a smaller nucleation mode below 50 nm.     

Road traffic impact on urban water quality: a step towards integrated traffic,air and stormwater modelling

Methods for simulating air pollution due to road traffic and the associated effects on stormwater runoff quality in an urban environment are examined with particular emphasis on the integration of the various simulation models into a consistent modelling chain. To that end, the models for traffic, pollutant emissions, atmospheric dispersion and deposition, and stormwater contamination are reviewed. The present study focuses on the implementation of a modelling chain for an actual urban case study, which is the contamination of water runoff by cadmium (Cd), lead (Pb), and zinc (Zn) in the Grigny urban catchment near Paris, France. First, traffic emissions are calculated with traffic inputs using the COPERT4 methodology. Next, the atmospheric dispersion of pollutants is simulated with the Polyphemus line source model and pollutant deposition fluxes in different subcatchment areas are calculated. Finally, the SWMM water quantity and quality model is used to estimate the concentrations of pollutants in stormwater runoff. The simulation results are compared to mass flow rates and concentrations of Cd, Pb and Zn measured at the catchment outlet. The contribution of local traffic to stormwater contamination is estimated to be significant for Pb and, to a lesser extent, for Zn and Cd; however, Pb is most likely overestimated due to outdated emissions factors. The results demonstrate the importance of treating distributed traffic emissions from major roadways explicitly since the impact of these sources on concentrations in the catchment outlet is underestimated when those traffic emissions are spatially averaged over the catchment area.     

Estimation of road traffic emission factors from a long term tracer study

Road traffic emissions, one of the largest source categories in megacity inventories, are highly uncertain. It is essential to develop methodologies to reduce these uncertainties to manage air quality more effectively. In this paper, we propose a methodology to estimate road traffic emission factors (EFs) from a tracer experiment and from roadside pollutants measurements. We emitted continuously during about 300 non-consecutive hours a passive tracer from a finite line source placed on one site of an urban street. At the same time, we measured continuously the resulting tracer concentrations at the other side of the street with a portable on-line gas chromatograph. We used n-propane contained in commercial liquid petroleum gas (LPG) as a passive tracer. Propane offers several advantages to traditional tracers (SF6, N2O, CFCs): low price, easily available, non-reactive, negligible global warming potential, and easy to detect with commercial on-line gas chromatographs.The tracer experiment was carried out from January to March 2007 in a busy street of Ho Chi Minh City (Vietnam). Traffic volume, weather information and pollutant concentrations were also measured at the measurement site. We used the results of the tracer experiment to calculate the dilution factors and afterwards we used these dilution factors, the traffic counts and the pollutant concentrations to estimate the EFs. The proposed method assumes that the finite emission line represents the emission produced by traffic in the full area of the street and therefore there is an error associated to this assumption. We use the Computational Fluids Dynamics (CFD) model MISKAM to calculate this error and to correct the HCMC EFs. EFs for 15 volatile organic compounds (VOCs) and NO are reported here. A comparison with available studies reveals that most of the EFs estimated here are within the range of EFs reported in other studies.     

Aromatic hydrocarbons in the atmospheric environment – Part II: univariate and multivariate analysis and case studies of indoor concentrations

The concentrations of the aromatic hydrocarbons benzene, toluene, ethylbenzene and the isomeric xylenes (BTEX) have been determined in the indoor air of 115 private non-smoker homes (∼380 individual rooms) situated in areas with an extreme traffic situation, i.e. in city streets (street canyons) with high traffic density and in rural areas with hardly any traffic at all. The influence of the traffic on the indoor concentration was apparent in the high traffic area. In order to identify other factors influencing the BTEX concentrations, the data and additional questionnaires were analyzed by univariate and multivariate analysis. The analysis was supplemented by some case studies. It is shown that meteorology (the seasons), the type of room (e.g. living room versus bedroom), the ventilation and, in particular, garages in the house strongly influence the indoor concentration of BTEX. Thus, the indoor BTEX level is significantly higher in winter than in summer. Moreover, garages with a connecting door to the living quarters lead to high indoor concentrations of aromatic hydrocarbons in these rooms. In addition, the storage of solvents and hobby materials, and also the presence of smoking guests increase the BTEX level. If rooms are directly heated by coal or wood, the BTEX level is higher compared to the use of gas heating. Surprisingly, no correlation was found between the building materials used and the BTEX level. Case studies were carried out for two homes with an integrated garage (and a connecting door to the living rooms) and for seven homes where redecoration work was carried out during sampling. In both instances, a pronounced increase was observed in the BTEX concentration.     

UNMIX modeling of ambient PM(2.5) near an interstate highway in Cincinnati, OH, USA

The "Cincinnati Childhood Allergy and Air Pollution Study (CCAAPS)" is underway to determine if infants who are exposed to diesel engine exhaust particles are at an increased risk for atopy and atopic respiratory disorders, and to determine if this effect is magnified in a genetically at risk population. In support of this study, a methodology has been developed to allocate local traffic source contributions to ambient PM(2.5) in the Cincinnati airshed. As a first step towards this allocation, UNMIX was used to generate factors for ambient PM(2.5) at two sites near at interstate highway. Procedures adopted to collect, analyze and prepare the data sets to run UNMIX are described. The factors attributed to traffic sources were similar for the two sites. These factors were also similar to locally measured truck engine-exhaust enriched ambient profiles. The temporal variation of the factors was analyzed with clear differences observed between factors attributed to traffic sources and combustion-related regional secondary sources.     

Estimating the ozone formation potential of volatile aromatic compounds in vehicle tunnels.

Two vehicle tunnels located in the Taipei area were selected to study the ozone formation potential of volatile aromatic compounds (VACs). Air samples in the two tunnels were collected using canisters. Analysis of VACs was conducted with a gas chromatograph equipped with a mass spectrometer. The total VOCs concentrations in Zefun tunnel ranged from 483.5 to 1032.2 (micrograms/m3) which increased with the increase in traffic volume. In the Lishin tunnel, the total VACs concentration ranged from 356.6 to 1961.3 (micrograms/m3) which was not well correlated with the traffic volume. The most predominant VACs in these vehicle tunnels were toluene and xylenes. Although the traffic volume and types of vehicles were not exactly the same, the characteristic ratios of the VACs concentrations were found to be similar. These results indicated that the existence of a specific characteristic ratio of VAC concentration was affected by the mobile sources. The maximum ozone formation potential resulted from the vehicles in the Lishin motorcycle tunnel which had higher values than the Zefun tunnel and much higher than the SPECIATE databases in the US via weighting the maximum incremental reactivity (MIR) scale.     

A Preliminary Study of Modeling the Air Pollution Effects fromTraffic Engineering Alternatives

Three separate mathematical models were combined to calculate the changes in carbon monoxide (CO) concentrations that might result from traffic engineering changes. The three models used were: (1) The Dynamic Highway Transportation model (DHTM) which relates traffic flow patterns to physical parameters and traffic signal characteristics of a network; (2) an emission model that predicts CO emissions from traffic flow parameters such as number of stops, idling time, etc; and (3) the APRAC-1A urban diffusion model which calculates CO concentrations from source distributions and meteorological factors. The composite model was applied to traffic in downtown Chicago for a specific set of meteorological conditions. Results are compared for two traffic signal control schemes. In those blocks where concentrations were highest, the model indicates a 20% reduction is possible through improved traffic signal controls. The model should be useful for testing other traffic control measures.     

Airborne pollutants along a roadside: assessment using snow analyses and moss bags

Vertical snow sampling and moss bag transplants were used to estimate the local inorganic and organic pollutant load deposited from traffic along a major highway in Finland. The pH and concentrations of Cl(-), NO(3)(-), SO(4)(2-), Ca(2+), Na(+) and polyaromatic hydrocarbons (PAHs) were determined from snow samples collected in winter at different sites along the highway. In summer, moss bags containing 20 g of fresh red-stemmed feather moss (Pleurozium schreberi) were transplanted at the same sites. The moss bag transplants remained exposed to roadside traffic for a period of one month following which the samples were collected and the PAH profiles and concentrations were analysed. The deposition of inorganic and organic pollutants from road traffic was observed up to 60 m from the road. The prevailing winds had a significant effect on the dispersion of pollutants. Snow appears to be a good collector of inorganic pollutants from the atmosphere and can be used to monitor local airborne pollution from road traffic. Snow packs can also be used as passive collectors of organic pollutant loads from road traffic on a local scale. To monitor organic PAH deposition from the road traffic, moss bags appeared to be better indicators compared to snow sampling. The efficiency of moss bags in accumulating PAH compounds indicate that vegetation may be an important sink for traffic pollution.     

Nonparametric factorial analysis of daily weigh-in-motion traffic: implications for the ozone “weekend effect” in Southern California

The Ozone Weekend Effect (OWE) has become increasingly more frequent and widespread in southern California since the mid-1970s. Although a number of hypotheses have been suggested to explain the effect, there remains uncertainty associated with the root factors contributing to elevated weekend ozone concentrations. Targeting the time window of the 1997 Southern California Ozone Study (SCOS97), this paper examines traffic activity data for 14 vehicle classes at 27 weigh-in-motion (WIM) stations in southern California. Nonparametric factorial analyses of light-duty vehicle (LDV) and heavy-duty truck (HDT) traffic volumes indicate significant differences in daily volumes by day of week and between the weekly patterns of daily LDV and HDT volumes. Across WIM stations, the daily LDV volume was highest on Friday and decreased by 10% on weekends compared to that on midweek days. In contrast, daily HDT volumes showed dramatic weekend drops of 53% on Saturday and 64% on Sunday. As a result, LDV to HDT ratios increased by 145% on weekends. Nonparametric tests also suggest that weekly traffic patterns varied significantly between WIM stations located close to (central) and far from (peripheral) the Los Angeles Metro area. Weekend increases in LDV/HDT ratios were more pronounced at central WIM sites due to greater weekend declines of HDT relative to LDV traffic. The implications of these weekly traffic patterns for the OWE in southern California were investigated by estimating daily WIM traffic on-road running exhaust emissions of total organic gas (TOG) and oxides of nitrogen (NO_x) using EMFAC2002 emission factors. The results support the California Air Resource Board's (CARB's) NO_x reduction hypothesis that greater weekend NO_x reductions relative to volatile organic compound (VOC) emissions, in combinations with the VOC-limited ozone system, contribute to the OWE observed in the region. The results from this study can be used to develop weekend on-road mobile emission inventories for the purpose of air quality modeling.     

城镇污水处理厂用地、运行及建设费用研究

汇总收集了国内已建城镇污水处理厂的大量资料,分析探讨了污水处理厂厂区占地面积、运行及建设费用与处理规模之间的关系,为今后污水处理厂的设计规划、工艺选择、建设费用分析等提供参考依据。研究表明污水处理厂厂区占地面积与处理规模可用函数表示,且具有较高的相关性。城镇污水处理厂所选用的工艺和处理规模对其运行成本有较大的影响,分别对大中小规模的污水处理厂在不同工艺下的运行成本进行分析,得出大规模污水处理厂的工艺选择对其运行成本影响不大;中规模污水处理厂易采用氧化沟工艺;小规模的污水处理厂适合采用SBR工艺。建设费用与污水处理规模有密切关系,由于建设费用受多种因素影响,又以江浙地区为例,对其建设费用与污水处理规模之间关系进行具体分析,对以上结论给予一定的补充。     

Aerosol and ozone observations during six cruise campaigns across the Mediterranean basin: temporal,spatial, and seasonal variability

The Mediterranean basin, because of its semi-enclosed configuration, is one of the areas heavily affected by air pollutants. Despite implications on both human health and radiative budget involving an increasing interest, monitoring databases measuring air pollution directly over this area are yet relatively limited. Owing to this context, concentrations of fine (PM_2.5) and coarse (PM_2.5–10) particles along with other ancillary data, such as ozone levels and meteorological parameters, were measured during six cruise campaigns covering almost the whole Mediterranean basin. Elemental composition of both PM_2.5 and PM_2.5–10 was also determined to identify specific tracers for different classes of particles that can be found in the Mediterranean atmosphere. Outcomes resulting from the integration of a preliminary qualitative examination with a more quantitative analysis, based on receptor modelling, suggested that European continental influence, Saharan dust outbreaks, wildfire events, sea spray and fossil fuel combustion were the leading causes of the aerosol-ozone variations within the Mediterranean basin. Shipping emissions, consisting in both local harbours and maritime traffic across the basin, were also tested using the marker ratio of V/Ni. Peak values observed for coarse fraction have shown to be driven by the occurrence of African dust events. Considering the major influence of Continental pollution and wildfire events, the spatial variability resulted in larger fine particle concentrations and higher ozone levels over the Eastern Mediterranean side in comparison to the Western one.     

A numerical experiment of roadside diffusion under traffic-produced flow and turbulence

Roadside air pollution due to heavy traffic is one of the unsettled issues in the atmospheric environment in urban areas. As a practical application of a Computational Fluid Dynamics (CFD) model, a coupled mesoscale-CFD model was applied to the Ikegamicho area of Kawasaki City, Japan. For this study, the effects of traffic-produced flow and turbulence (TPFT) on the dispersion of the pollutants near the heavy traffic road were mainly investigated in an actual urban area. First, a series of preliminary CFD calculations was conducted for a road tunnel field experiment to obtain a fitting parameter for the traffic-produced flow. The calculation was then performed for 24 h in December 2005 around Ikegamicho, and the results were compared with the data at a roadside monitoring post in the area, located 10 m from the boundary of the ground road. In general, the effect of traffic-produced flow and turbulence was limited at the downstream side of the roads. The maximum concentration of NO_x was reduced and smoothed out along the traffic flow by the traffic-produced flow and turbulence on the road. The effects of traffic-produced turbulence on the dispersion of pollutants were greater than those of traffic-produced flow; however, the effects of traffic-produced flow were not negligible. The concentration of pollutants was not particularly dependent on the turbulent Schmidt number because most of the emission sources were introduced as volume sources in the present calculations, and the effect caused by differences in the material diffusion coefficient was not particularly significant at the outside of the road.     

A mobile pollutant measurement laboratory—measuring gas phase and aerosol ambient concentrations with high spatial and temporal resolution

A mobile pollutant measurement laboratory was designed and built at the Paul Scherrer Institute (Switzerland) for the measurement of on-road ambient concentrations of a large set of trace gases and aerosol parameters with high time resolution (<15 s for most instruments), along with geographical and meteorological information. This approach allowed for pollutant level measurements both near traffic (e.g. in urban areas or on freeways/main roads) and at rural locations far away from traffic, within short periods of time and at different times of day and year. Such measurements were performed on a regular base during the project year of gas phase and aerosol measurements (YOGAM). This paper presents data measured in the Zürich (Switzerland) area on a late autumn day (6 November) in 2001. The local urban particle background easily reached 50 000 cm⁻³, with additional peak particle number concentrations of up to 400 000 cm⁻³. The regional background of the total particle number concentration was not found to significantly correlate with the distance to traffic and anthropogenic emissions of carbon monoxide and nitrogen oxides. On the other hand, this correlation was significant for the number concentration of particles in the size range 50–150 nm, indicating that the particle number concentration in this size range is a better traffic indicator than the total number concentration. Particle number size distribution measurements showed that daytime urban ambient air is dominated by high number concentrations of ultrafine particles (nanoparticles) with diameters <50 nm, which are immediately formed by traffic exhaust and thus belong to the primary emissions. However, significant variation of the nanoparticle mode was also observed in number size distributions measured in rural areas both at daytime and nighttime, suggesting that nanoparticles are not exclusively formed by primary traffic emissions. While urban daytime total number concentrations were increased by a factor of 10 compared to the nighttime background, corresponding factors for total surface area and total volume concentrations were 2 and 1.5, respectively.     

Assessment of air pollution in Nagasaki City: determination of polycyclic aromatic hydrocarbons and their nitrated derivatives, and some metals

Air pollutants such as polycyclic aromatic hydrocarbons (PAHs), their nitrated derivatives (NPAHs), and some metals on airborne particles in Nagasaki city, Japan were determined over a period of 12 months by high-performance liquid chromatography with chemiluminescence, fluorescence and flameless atomic absorption spectrometry. The average concentrations (range) were 18.24 (4.07-41.54) ng/m3 for total PAHs, 0.91 (0.23-4.10) pg/m3 for NPAHs, 7.95 (1.71-16.31) ng/m3 for Pb, 11.56 (3.35-24.96) ng/m3 for Mn and 3.79 (0.97-14.71) ng/m3 for Ni (n = 136). The toxic equivalency factors adjusted concentration of total PAHs determined in Nagasaki city area was 2.33 ng/m3. Concentrations of total PAHs and NPAHs in winter were higher than those in summer. In a weekly variations study, total PAHs and NPAHs concentrations, as well as traffic volume showed a similar tendency with all values higher during weekdays and lower at the weekend. The correlation coefficients between total PAHs or NPAHs and traffic volume were 0.781 and 0.818, respectively. These results suggested that one of the main sources for NPAHs and PAHs in a city area might be motor vehicles.     

A new approach to in-situ determination of roadside particle emission factors of individual vehicles under conventional driving conditions

A method for continuous on-road measurements of particle number emissions for both diesel- and petrol-fuelled vehicles is presented. The setup allows the determination of particle number emission factors on an individual vehicle basis by the simultaneous measurement of CO₂ and particle concentrations. As an alternative to previous measurements on the kerbside, the sample is taken directly in the street, with the advantage of sampling in-situ within the exhaust plumes of passing vehicles, allowing the separation of the individual high-concentration plumes. The method was tested in two experiments that were conducted in the Gothenburg area. In the first study, which was performed at an urban roadside, we were able to determine particle emission factors from individual vehicles in a common car fleet passing the measurement site. The obtained emission factors were of the same order of magnitude (between 1.4 × 10¹² and 1.8 × 10¹⁴ particles km^?1) as values published in the recent literature for light duty vehicles. An additional on-road experiment was conducted at a rural road with four light duty reference vehicles (three of them petrol-powered and one diesel-powered) at driving speeds of 50 and 70 km h^?1, realised with different engine speeds. The results of the traffic emission studies show that the method is applicable provided that instruments with an adequate dynamic range are used and that the traffic is not too dense. In addition, the variability in particle emissions for a specified driving condition was estimated.     

Air pollution impacts of speed limitation measures in large cities: The need for improving traffic data in a metropolitan area

Assessing the effects of air quality management strategies in urban areas is a major concern worldwide because of the large impacts on health caused by the exposure to air pollution. In this sense, this work analyses the changes in urban air quality due to the introduction of a maximum speed limit to 80 km h^?1 on motorways in a large city by using a novel methodology combining traffic assimilation data and modelling systems implemented in a supercomputing facility. Albeit the methodology has been non-specifically developed and can be extrapolated to any large city or megacity, the case study of Barcelona is presented here. Hourly simulations take into account the entire year 2008 (when the 80 km h^?1 limit has been introduced) vs. the traffic conditions for the year 2007. The data has been assimilated in an emission model, which considers hourly variable speeds and hourly traffic intensity in the affected area, taken from long-term measurement campaigns for the aforementioned years; it also permits to take into account the traffic congestion effect. Overall, the emissions are reduced up to 4%; however the local effects of this reduction achieve an important impact for the adjacent area to the roadways, reaching 11%. In this sense, the speed limitation effects assessed represent enhancements in air quality levels (5–7%) of primary pollutants over the area, directly improving the welfare of 1.35 million inhabitants (over 41% of the population of the Metropolitan Area) and affecting 3.29 million dwellers who are potentially benefited from this strategy for air quality management (reducing 0.6% the mortality rates in the area).     

Spatial and temporal variations of PM(2.5) concentration and composition throughout an urban area with high freeway density-the Greater Cincinnati study

The PM(2.5) concentration and its elemental composition were measured in the Cincinnati metropolitan area, which is characterized by intense highway traffic. The spatial and temporal variations were investigated for various chemical elements that contributed to the PM(2.5) fraction during a 1-year-long measurement campaign (December 2001-November 2002). The ambient aerosol monitoring was performed in 11 locations around the city during nine measurement cycles. During each cycle, four Harvard-type impactors were operating in parallel in specific locations to explore various factors affecting the PM(2.5) elemental concentrations. The sampling was performed during business days, thus assuring traffic uniformity. The 24-h PM(2.5) samples were collected on Teflon and quartz filters. Teflon filters were analyzed by X-ray fluorescence (XRF) analysis while quartz filters were analyzed by thermal-optical transmittance (TOT) analysis. In addition to PM(2.5) measurements, particle size-selective sampling was performed in two cycles using micro-orifice uniform deposit impactor; the collected fractionated deposits were analyzed by XRF. It was found that PM(2.5) concentration ranged from 6.70 to 48.3 mug m(-3) and had low spatial variation (median coefficient of variation, CV=11.3%). The elemental concentrations demonstrated high spatial variation, with the median CV ranged from 38.2% for Fe to 68.7% for Ni. For traffic-related trace metals, the highest concentration was detected in the city center site, which was close to a major highway. The particle size selective measurement revealed that mass concentration of the trace metals, such as Zn, Pb, Ni, as well as that of sulfur reach their peak values in the particle size range of 0.32-1.0 mum. Meteorological parameters and traffic intensity were not found to have a significant influence on the PM(2.5) elemental concentrations.