Characterization of on-road vehicle emission factors and microenvironmental air quality in Beijing,China

In this paper, we report the results and analysis of a recent field campaign in August 2007 investigating the impacts of emissions from transportation on air quality and community concentrations in Beijing, China. We conducted measurements in three different environments, on-road, roadside and ambient. The carbon monoxide, black carbon and ultrafine particle number emission factors for on-road light-duty vehicles are derived to be 95 g kg^?1-fuel, 0.3 g kg^?1-fuel and 1.8 × 10¹⁵ particles kg^?1-fuel, respectively. The emission factors for on-road heavy-duty vehicles are 50 g kg^?1-fuel, 1.3 g kg^?1-fuel and 1.1 × 10¹⁶ particles kg^?1-fuel, respectively. The carbon monoxide emission factors from this study agree with those derived from remote sensing and on-board vehicle emission testing systems in China. The on-road black carbon and particle number emission factors for Chinese vehicles are reported for the first time in the literature. Strong traffic impacts can be observed from the concentrations measured in these different environments. Most clear is a reflection of diesel truck traffic activity in black carbon concentrations. The comparison of the particle size distributions measured at the three environments suggests that the traffic is a major source of ultrafine particles. A four-day traffic control experiment conducted by the Beijing Government as a pilot to test the effectiveness of proposed controls was found to be effective in reducing extreme concentrations that occurred at both on-road and ambient environments.     

Effects of instrument precision and spatial variability on the assessment of the temporal variation of ambient air pollution in Atlanta, Georgia

Data from the U.S. Environmental Protection Agency Air Quality System, the Southeastern Aerosol Research and Characterization database, and the Assessment of Spatial Aerosol Composition in Atlanta database for 1999 through 2002 have been used to characterize error associated with instrument precision and spatial variability on the assessment of the temporal variation of ambient air pollution in Atlanta, GA. These data are being used in time series epidemiologic studies in which associations of acute respiratory and cardiovascular health outcomes and daily ambient air pollutant levels are assessed. Modified semivariograms are used to quantify the effects of instrument precision and spatial variability on the assessment of daily metrics of ambient gaseous pollutants (SO2, CO, NOx, and O3) and fine particulate matter ([PM2.5] PM2.5 mass, sulfate, nitrate, ammonium, elemental carbon [EC], and organic carbon [OC]). Variation because of instrument imprecision represented 7-40% of the temporal variation in the daily pollutant measures and was largest for the PM2.5 EC and OC. Spatial variability was greatest for primary pollutants (SO2, CO, NOx, and EC). Population-weighted variation in daily ambient air pollutant levels because of both instrument imprecision and spatial variability ranged from 20% of the temporal variation for O3 to 70% of the temporal variation for SO2 and EC. Wind     

Tunnel study of on-road vehicle emissions and the photochemical potential in Taiwan

Motor vehicle emission factors of carbon monoxide (CO) and non-methane volatile organic compounds (NMVOCs) were calculated inside the Chung-Cheng Tunnel of Kaohsiung in Taiwan. The results were compared with those model predictions from the Mobile Taiwan 2.0 model. Individual concentrations of 21 species of NMVOCs were also determined. Photochemical potential of NMVOCs was evaluated by using the maximum incremental reactivity (MIR). Field data showed that the integrated emission factors of CO and NMVOCs for actual fleet were 6.3 and 1.5 g/veh km, respectively. The error range of these factors may be up to 45%. The predicted values by the Mobile Taiwan 2.0 model closely matched the observed data. Concentrations of isopentane, 2-methylpentane, toluene and m,p-xylene were the dominant species of NMVOCs. The ratio of maximum incremental reactivity to NMVOCs concentration was 3.9, similar to those of the studies in the US Fort McHenry and Tuscarora Tunnel.     

Investigation into the use of satellite data in aiding characterization of particulate air quality in the Atlanta, Georgia metropolitan area

Poor air quality episodes occur often in metropolitan Atlanta, GA. The primary focus of this research is to assess the capability of satellites as a tool in characterizing air quality in Atlanta. Results indicate that intracity PM2.5 (particulate matter < or = 2.5 microm in aerodynamic diameter) concentrations show similar patterns as other U.S. urban areas, with the highest concentrations occurring within the city. PM2.5 and MODIS (Moderate Resolution Imaging Spectroradiometer) aerosol optical depth (AOD) have higher values in the summer than spring, yet MODIS AOD doubles in the summer unlike PM2.5. Most (80%) of the Ozone Monitoring Instrument aerosol index (AI) is below 0.5 with little differences between spring and summer. Using this value as a constraint of the carbonaceous aerosol signal in the urban area, aerosol transport events such as wildfire smoke associated with higher positive AI values can be identified. The results indicate that MODIS AOD is well correlated with PM2.5 on a yearly and seasonal basis with correlation coefficients as high as 0.8 for Terra and 0.7 for Aqua. A possible alternative view of the PM2.5 and AOD relationship is seen through the use of AOD thresholds. These probabilistic thresholds provide a means to describe the air quality index (AQI) through the use of multiyear AOD records for a specific area. The National Ambient Air Quality Standards (NAAQS) are used to classify the AOD into different AQI codes and probabilistically determine thresholds of AOD that represent most of a specific AQI category. For example, 80% of cases of moderate AQI days have AOD values between 0.5 and 0.6. The development of AOD thresholds provides a useful tool for evaluating air quality from the use of satellites in regions where there are sparse ground-based measurements of PM2.5.     

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.     

Impact of emissions from natural gas production facilities on ambient air quality in the Barnett Shale area: A pilot study

Rapid and extensive development of shale gas resources in the Barnett Shale region of Texas in recent years has created concerns about potential environmental impacts on water and air quality. The purpose of this study was to provide a better understanding of the potential contributions of emissions from gas production operations to population exposure to air toxics in the Barnett Shale region. This goal was approached using a combination of chemical characterization of the volatile organic compound (VOC) emissions from active wells, saturation monitoring for gaseous and particulate pollutants in a residential community located near active gas/oil extraction and processing facilities, source apportionment of VOCs measured in the community using the Chemical Mass Balance (CMB) receptor model, and direct measurements of the pollutant gradient downwind of a gas well with high VOC emissions. Overall, the study results indicate that air quality impacts due to individual gas wells and compressor stations are not likely to be discernible beyond a distance of approximately 100 m in the downwind direction. However, source apportionment results indicate a significant contribution to regional VOCs from gas production sources, particularly for lower-molecular-weight alkanes (<C6). Although measured ambient VOC concentrations were well below health-based safe exposure levels, the existence of urban-level mean concentrations of benzene and other mobile source air toxics combined with soot to total carbon ratios that were high for an area with little residential or commercial development may be indicative of the impact of increased heavy-duty vehicle traffic related to gas production

ImplicationsRapid and extensive development of shale gas resources in recent years has created concerns about potential environmental impacts on water and air quality. This study focused on directly measuring the ambient air pollutant levels occurring at residential properties located near natural gas extraction and processing facilities, and estimating the relative contributions from gas production and motor vehicle emissions to ambient VOC concentrations. Although only a small-scale case study, the results may be useful for guidance in planning future ambient air quality studies and human exposure estimates in areas of intensive shale gas production.     

Understanding the emission impacts of high-occupancy vehicle (HOV) to high-occupancy toll (HOT) lane conversions: Experience from Atlanta,Georgia

Converting a congested high-occupancy vehicle (HOV) lane into a high-occupancy toll (HOT) lane is a viable option for improving travel time reliability for carpools and buses that use the managed lane. However, the emission impacts of HOV-to-HOT conversions are not well understood. The lack of emission impact quantification for HOT conversions creates a policy challenge for agencies making transportation funding choices. The goal of this paper is to evaluate the case study of before-and-after changes in vehicle emissions for the Atlanta, Georgia, I-85 HOV/HOT lane conversion project, implemented in October 2011. The analyses employed the Motor Vehicle Emission Simulator (MOVES) for project-level analysis with monitored changes in vehicle activity data collected by Georgia Tech researchers for the Georgia Department of Transportation (GDOT). During the quarterly field data collection from 2010 to 2012, more than 1.5 million license plates were observed and matched to vehicle class and age information using the vehicle registration database. The study also utilized the 20-sec, lane-specific traffic operations data from the Georgia NaviGAtor intelligent transportation system, as well as a direct feed of HOT lane usage data from the State Road and Tollway Authority (SRTA) managed lane system. As such, the analyses in this paper simultaneously assessed the impacts associated with changes in traffic volumes, on-road operating conditions, and fleet composition before and after the conversion. Both greenhouse gases and criteria pollutants were examined.

Implications: A straight before-after analysis showed about 5% decrease in air pollutants and carbon dioxide (CO₂). However, when the before-after calendar year of analysis was held constant (to account for the effect of 1 yr of fleet turnover), mass emissions at the analysis site during peak hours increased by as much as 17%, with little change in CO₂. Further investigation revealed that a large percentage decrease in criteria pollutants in the straight before-after analysis was associated with a single calendar year change in MOVES. Hence, the Atlanta, Georgia, results suggest that an HOV-to-HOT conversion project may have increased mass emissions on the corridor. The results also showcase the importance of obtaining on-road data for emission impact assessment of HOV-to-HOT conversion projects.     

Effects of public health interventions on industrial emissions and ambient air in Cartagena, Spain

Background, aim, and scope

Ten years of public health interventions on industrial emissions to clean air were monitored for the Mediterranean city of Cartagena. During the 1960s, a number of large chemical and non-ferrous metallurgical factories were established that significantly deteriorated the city’s air quality. By the 1970s, the average annual air concentration of sulfur dioxide (SO₂) ranged from 200 to 300 µg/m³ (standard conditions units). In 1979, the Spanish government implemented an industrial intervention plan to improve the performance of factories and industrial air pollution surveillance. Unplanned urban development led to residential housing being located adjacent to three major factories. Factory A produced lead, factory B processed zinc from ore concentrates, and factory C produced sulfuric acid and phosphates. This, in combination with the particular abrupt topography and frequent atmospheric thermal inversions, resulted in the worsening of air quality and heightening concern for public health. In 1990, the City Council authorized the immediate intervention at these factories to reduce or shut down production if ambient levels of SO₂ or total suspended particles (TSP) exceeded a time-emission threshold in pre-established meteorological contexts. The aim of this research was to assess the appropriateness and effectiveness of the intervention plan implemented from 1992 to 2001 to abate industrial air pollution.

Materials and methods

The maximum daily 1-h ambient air level of SO₂, NO₂, and TSP pollutants was selected from one of the three urban automatic stations, designed to monitor ambient air quality around industrial emissions sources. The day on which an intervention took place to reduce and/or interrupt industrial production by factory and pollutant was defined as a control day, and the day after an intervention as a post-control day. To assess the short-term intervention effect on air quality, an ecological time series design was applied, using regression analysis in generalized additive models, focusing on day-to-day variations of ambient air pollutants levels. Two indicators were estimated: (a) appropriateness, the ratio between mean levels of the pollutant for control days versus the other days, and (b) effectiveness, the ratio between mean levels of the pollutant for post-control days versus the other days. Ratios in regression analyses were adjusted for trend, seasonality, temperature, humidity and atmospheric pressure, calendar day, and special events as well as the other pollutants.

Results

A total of 702 control days were made on the factories’ industrial production during the 10-year period. Fifteen reductions and five shutdown control days took place at factory A for ambient air SO₂. At factory B, more controls were carried out for the SO₂ pollutant in the years 1992–1993 and 1997. At factory C, the control days for SO₂ decreased from 59 reductions and 14 shutdowns to a minimum from 1995 onwards, whereas the controls on TSP were more frequent, reaching a maximum of 99 reductions and 47 shutdowns in the last year. SO₂ ambient air mean levels ranged from 456 to 699 µg/m³ among factories on reduction control days and between 624 and 1,010 µg/m³ on shutdown days. The TSP ambient air mean levels were 428 and 506 µg/m³ on reduction and shutdown days, respectively. For all types of control days and factories, a mean ratio of 104% (95% confidence interval [CI] 88 to 121) in SO₂ levels was obtained and a mean ratio of 67% (95% CI 59 to 75) in TSP levels. Post-control days at all factories showed a mean ratio of ?16% (95% CI ?7 to ?24) in SO₂ levels and a mean ratio of ?13% (95% CI ?7 to ?19) in TSP levels.

Discussion

Interventions on industrial production based on the urban SO₂ and TSP ambient air levels were justified by the high concentrations detected. The best assessment of the interventions’ effectiveness would have been to utilize the ambient air pollutant concentration readings from the entire time of the production shutdowns or reductions; however, the daily hourly maximum turned out to be a useful indicator because of meteorological factors influencing the diurnal concentration profile. A substantial number of interventions were carried out from 1 to 3 am, when vehicular traffic was minimum. On the other hand, atmospheric stability undergoes diurnal cycling in the autumn–winter period due to thermal inversion, which reaches maximum levels around daybreak. Therefore, this increases the ambient air levels and justified the interventions carried out at daybreak in spite of the traffic influence.

Conclusions

All the interventions for SO₂ and TSP were carried out when the measured ambient air levels of pollutants were exceeded, which shows the appropriateness of the intervention program. This excess was greater when intervening on SO₂ than on the TSP levels. For both ambient air levels of SO₂ and TSP, significant drops in air pollution were achieved from all three factories following activity reductions. The production shutdown controls were very effective, because they returned excess levels, higher than in the reduction controls, to everyday mean values.

Recommendations and perspectives

The Cartagena City observational system of intermittent control has proven to effectively reduce industrial emissions’ impact on ambient air quality. This experienced model approach could serve well in highly polluted industrial settings. From a public health perspective, studies are needed to assess that the industrial interventions to control air pollution were related to healthier human populations. Legislation was needed to allow the public administration to take direct actions upon the polluting industries.     

Summer and winter nonmethane hydrocarbon emissions from on-road motor vehicles in the Midwestern United States

On-road vehicle emission rates of nonmethane hydrocarbons (NMHCs) were measured in two tunnels in Milwaukee, WI, in summer 2000 and winter 2001. Seasonal ambient temperatures in the Midwestern United States vary more widely than in locations where most studies of NMHC emissions from vehicle fleets have been conducted. Ethanol is the added fuel oxygenate in the area, and, thus, emissions measured here are of interest as other regions phase out methyl tertiary butyl ether and increase the use of ethanol. Total emissions of NMHCs in three types of tunnel tests averaged 4560 +/- 800 mg L(-1) fuel burned (average +/- standard error). To investigate the impact of cold start on vehicle emissions, samples were collected as vehicles exited a parking structure in subzero temperatures. NMHC emissions in the subzero cold-start test were 8830 +/- 190 mg L(-1) fuel-nearly double the tunnel emissions. Comparison of ambient data for the Milwaukee area with tunnel emissions showed the impact of seasonal differences in fuels and emissions on the urban atmosphere. Composition of fuel samples collected from area gas stations in both seasons was correlated with vehicle emissions; the predominant difference was increased winter emissions of lighter hydrocarbons present in winter gasoline. A chemical mass balance model was used to determine the contributions of whole gasoline and gasoline headspace vapors to vehicle emissions in the tunnel and cold-start tests, which were found to vary with season. Results of the mass balance model also indicate that partially combusted components of gasoline are a major contributor to emissions of aromatic compounds and air toxic compounds, including benzene, toluene, xylenes, napthalene, and 1,3-butadiene, whereas air toxics hexane and 2,2,4-trimethylpentane are largely attributed to gasoline and headspace vapors.     

The contribution from shipping emissions to air quality and acid deposition in Europe

A global three-dimensional Lagrangian chemistry-transport model STOCHEM is used to describe the European regional acid deposition and ozone air quality impacts along the Atlantic Ocean seaboard of Europe, from the SO2, NOx, VOCs and CO emissions from international shipping under conditions appropriate to the year 2000. Model-derived total sulfur deposition from international shipping reaches over 200 mg S m(-2) yr(-1) over the southwestern approaches to the British Isles and Brittany. The contribution from international shipping to surface ozone concentrations during the summertime, peaks at about 6 ppb over Ireland, Brittany and Portugal. Shipping emissions act as an external influence on acid deposition and ozone air quality within Europe and may require control actions in the future if strict deposition and air quality targets are to be met.     

A decadal shift in total gaseous mercury concentration levels in Seoul,Korea: changes between the late 1980s and the late 1990s

The concentrations of total gaseous mercury (Hg) were determined from an urban area between two different time periods of the late 1980s and the late 1990s and compared to evaluate the mechanisms regulating Hg distribution over a decadal period. Because of time gap and the associated changes in source/sink relationships, the observed concentration levels of Hg were remarkably different between the two periods. The results showed that the Hg levels in the former period were averaged to be 14.4±9.56 ng m⁻³ (N=2714), while the latter period was recorded at approximately three-fold reduced values of 5.34±3.92 ng m⁻³ (N=2576). Using the measurement data for the two independent periods, we were able to describe the basic features of Hg distribution that correspond to each time period. When inspected over a 24 h scale, two contrasting patterns emerged for the two time periods. The former was characterized by enhanced concentration levels during daytime, but the latter with relative depletion during daytime. The results of the two periods, when inspected over seasonal scale, showed many similarities and dissimilarities simultaneously. In order to analyze the factors affecting Hg distributions of each period, we conducted correlation analysis on the data groups divided both diurnally and seasonally. Results of these analyses consistently indicate that correlation patterns may be associated with the factors regulating the diurnal variability of Hg. The data for the late 1980s consistently indicate the presence of a single dominant source process that can be represented by the use of coal. However, the patterns described for those of the late 1990s suggest that the sources of Hg be tightly tied up with the general sources of air pollution that can lead to the degradation of urban air quality. In addition, we suspect that notable shifts in meteorological conditions between the two periods might also have been conducive to changes in Hg concentration levels to a certain extent.     

Resolving the interactions between population density and air pollution emissions controls in the San Joaquin Valley, USA

The effectiveness of emissions control programs designed to reduce concentrations of airborne particulate matter with an aerodynamic diameter < 2.5 microm (PM2.5) in California's San Joaquin Valley was studied in the year 2030 under three growth scenarios: low, medium, and high population density. Base-case inventories for each choice of population density were created using a coupled emissions modeling system that simultaneously considered interactions between land use and transportation, area source, and point source emissions. The ambient PM2.5 response to each combination of population density and emissions control was evaluated using a regional chemical transport model over a 3-week winter stagnation episode. Comparisons between scenarios were based on regional average and population-weighted PM2.5 concentrations. In the absence of any emissions control program, population-weighted concentrations of PM2.5 in the future San Joaquin Valley are lowest undergrowth scenarios that emphasize low population density. A complete ban on wood burning and a 90% reduction in emissions from food cooking operations and diesel engines must occur before medium- to high-density growth scenarios result in lower population-weighted concentrations of PM2.5. These trends partly reflect the fact that existing downtown urban cores that naturally act as anchor points for new high-density growth in the San Joaquin Valley are located close to major transportation corridors for goods movement. Adding growth buffers around transportation corridors had little impact in the current analysis, since the 8-km resolution of the chemical transport model already provided an artificial buffer around major emissions sources. Assuming that future emissions controls will greatly reduce or eliminate emissions from residential wood burning, food cooking, and diesel engines, the 2030 growth scenario using "as-planned" (medium) population density achieves the lowest population-weighted average PM2.5 concentration in the future San Joaquin Valley during a severe winter stagnation event. Implications: The San Joaquin Valley is one of the most heavily polluted air basins in the United States that are projected to experience strong population growth in the coming decades. The best plan to improve air quality in the region combines medium- or high-density population growth with rigorous emissions controls. In the absences of controls, high-density growth leads to increased population exposure to PM2.5 compared with low-density growth scenarios (urban sprawl).     

Resolving the interactions between population density and air pollution emissions controls in the San Joaquin Valley,USA

The effectiveness of emissions control programs designed to reduce concentrations of airborne particulate matter with an aerodynamic diameter <2.5 μm (PM_2.5) in California's San Joaquin Valley was studied in the year 2030 under three growth scenarios: low, medium, and high population density. Base-case inventories for each choice of population density were created using a coupled emissions modeling system that simultaneously considered interactions between land use and transportation, area source, and point source emissions. The ambient PM_2.5 response to each combination of population density and emissions control was evaluated using a regional chemical transport model over a 3-week winter stagnation episode. Comparisons between scenarios were based on regional average and population-weighted PM_2.5 concentrations. In the absence of any emissions control program, population-weighted concentrations of PM_2.5 in the future San Joaquin Valley are lowest under growth scenarios that emphasize low population density. A complete ban on wood burning and a 90% reduction in emissions from food cooking operations and diesel engines must occur before medium- to high-density growth scenarios result in lower population-weighted concentrations of PM_2.5. These trends partly reflect the fact that existing downtown urban cores that naturally act as anchor points for new high-density growth in the San Joaquin Valley are located close to major transportation corridors for goods movement. Adding growth buffers around transportation corridors had little impact in the current analysis, since the 8-km resolution of the chemical transport model already provided an artificial buffer around major emissions sources.

Assuming that future emissions controls will greatly reduce or eliminate emissions from residential wood burning, food cooking, and diesel engines, the 2030 growth scenario using “as-planned” (medium) population density achieves the lowest population-weighted average PM_2.5 concentration in the future San Joaquin Valley during a severe winter stagnation event.

Implications: The San Joaquin Valley is one of the most heavily polluted air basins in the United States that are projected to experience strong population growth in the coming decades. The best plan to improve air quality in the region combines medium- or high-density population growth with rigorous emissions controls. In the absences of controls, high-density growth leads to increased population exposure to PM_2.5 compared with low-density growth scenarios (urban sprawl).     

The impacts of reactive terpene emissions from plants on air quality in Las Vegas,Nevada

A three-part study was conducted to quantify the impact of landscaped vegetation on air quality in a rapidly expanding urban area in the arid southeastern United States. The study combines in situ, plant-level measurements, a spatial emissions inventory, and a photochemical box model. Maximum plant-level basal emission rates were moderate: 18.1 μgC gdw^?1 h^?1 (Washingtonia spp., palms) for isoprene and 9.56 μgC gdw^?1 h^?1 (Fraxinus velutina, Arizona ash) for monoterpenes. Sesquiterpene emission rates were low for plant species selected in this study, with no measurement exceeding 0.1 μgC gdw^?1 h^?1. The high ambient temperatures combined with moderate plant-level emission factors resulted in landscape emission factors that were low (250–640 μgC m^?2 h^?1) compared to more mesic environments (e.g., the southeastern United States). The Regional Atmospheric Chemistry Mechanism (RACM) was modified to include a new reaction pathway for ocimene. Using measured concentrations of anthropogenic hydrocarbons and other reactive air pollutants (NO_x, ozone), the box model employing the RACM mechanism revealed that these modest emissions could have a significant impact on air quality. For a suburban location that was downwind of the urban core (high NO_x; low anthropogenic hydrocarbons), biogenic terpenes increased time-dependent ozone production rates by a factor of 50. Our study demonstrates that low-biomass density landscapes emit sufficient biogenic terpenes to have a significant impact on regional air quality.     

Trends in air quality and population exposure in Santiago, Chile, 1989–2001

This study focused on establishing trends in the period 1988–2001 in PM_2.5, PM₁₀ and ozone concentrations in Santiago, Chile, and linking those to population exposure. There is strong seasonality in the concentration levels, driven by prevailing meteorological conditions, with the concentration of particulates peaking at the beginning of winter, whereas the ozone concentration is highest during the summer. The levels of PM_2.5 and PM₁₀ have substantially decreased since the late 1980s and so has the population exposure. Nevertheless, the majority of the population is still exposed to annual average levels that are above standard values. The situation with ozone exposure is different; no substantial decrease can be observed in the data. If anything, certain parts of Santiago, notably the south-east, have shown increased levels of ozone. Overall population exposure indicates that the average person was more at risk of ozone in the year 2000 than they were in 1993.     

The impact of NOx,CO and VOC emissions on the air quality of Zurich airport

To study the impact of emissions at an airport on local air quality, a measurement campaign at the Zurich airport was performed from 30 June 2004 to 15 July 2004. Measurements of NO, NO₂, CO and CO₂ were conducted with open path devices to determine real in-use emission indices of aircraft during idling. Additionally, air samples were taken to analyse the mixing ratios of volatile organic compounds (VOC). Temporal variations of VOC mixing ratios on the airport were investigated, while other air samples were taken in the plume of an aircraft during engine ignition. CO concentrations in the vicinity of the terminals were found to be highly dependent on aircraft movement, whereas NO concentrations were dominated by emissions from ground support vehicles. The measured emission indices for aircraft showed a strong dependence upon engine type. Our work also revealed differences from emission indices published in the emission data base of the International Civil Aviation Organisation. Among the VOC, reactive C₂–C₃ alkenes were found in significant amounts in the exhaust of an engine compared to ambient levels. Also, isoprene, a VOC commonly associated with biogenic emissions, was found in the exhaust, however it was not detected in refuelling emissions. The benzene to toluene ratio was used to discriminate exhaust from refuelling emission. In refuelling emissions, a ratio well below 1 was found, while for exhaust this ratio was usually about 1.7.     

萧山区环境空气质量变化及其影响因素分析

利用杭州市萧山区环境空气的监测资料,采用空气综合污染指数、空气污染指数(API)、Daniel趋势检验等评价和分析方法,研究了萧山区"十一五"期间(2005—2010年)环境空气质量的变化趋势及其影响因素。结果显示:(1)PM10是萧山区环境空气中的首要污染物。SO2、PM10浓度以及空气综合污染指数先升高后降低,总体呈现不显著下降趋势,整体环境空气质量在2007年后逐年改善。(2)空气中NO2污染负荷系数逐年上升,NO2/SO2和污染物相关性分析结果表明,萧山区空气污染特征正处于由煤烟型向汽车尾气型转变的初期阶段。(3)萧山区月均API呈现出7-9月4-6月1-3月10-12月的变化特征。(4)在持续快速增长、能源消耗逐年增加的情况下,萧山区环境空气质量的改善说明节能减排、产业升级、污染源综合治理、能源清洁使用等措施对改善环境空气质量起到了关键作用。     

Assessment of the emissions and air quality impacts of biomass and biogas use in California

It is estimated that there is sufficient in-state “technically” recoverable biomass to support nearly 4000 MW of bioelectricity generation capacity. This study assesses the emissions of greenhouse gases and air pollutants and resulting air quality impacts of new and existing bioenergy capacity throughout the state of California, focusing on feedstocks and advanced technologies utilizing biomass resources predominant in each region. The options for bioresources include the production of bioelectricity and renewable natural gas (NG). Emissions of criteria pollutants and greenhouse gases are quantified for a set of scenarios that span the emission factors for power generation and the use of renewable natural gas for vehicle fueling. Emissions are input to the Community Multiscale Air Quality (CMAQ) model to predict regional and statewide temporal air quality impacts from the biopower scenarios. With current technology and at the emission levels of current installations, maximum bioelectricity production could increase nitrogen oxide (NO_x) emissions by 10% in 2020, which would cause increases in ozone and particulate matter concentrations in large areas of California. Technology upgrades would achieve the lowest criteria pollutant emissions. Conversion of biomass to compressed NG (CNG) for vehicles would achieve comparable emission reductions of criteria pollutants and minimize emissions of greenhouse gases (GHG). Air quality modeling of biomass scenarios suggest that applying technological changes and emission controls would minimize the air quality impacts of bioelectricity generation. And a shift from bioelectricity production to CNG production for vehicles would reduce air quality impacts further. From a co-benefits standpoint, CNG production for vehicles appears to provide the best benefits in terms of GHG emissions and air quality.

Implications:?This investigation provides a consistent analysis of air quality impacts and greenhouse gas emissions for scenarios examining increased biomass use. Further work involving economic assessment, seasonal or annual emissions and air quality modeling, and potential exposure analysis would help inform policy makers and industry with respect to further development and direction of biomass policy and bioenergy technology alternatives needed to meet energy and environmental goals in California.     

Pilot study investigating ambient air toxics emissions near a Canadian kraft pulp and paper facility in Pictou County,Nova Scotia

Environmental Science and Pollution Research - Air toxics are airborne pollutants known or suspected to cause cancer or other serious health effects, including certain volatile organic compounds...