The contribution of ammonia emissions from agriculture to the deposition of acidifying and eutrophying compounds onto forests

In the vicinity of a large ammonia emission area, dry and wet deposition of acidifying and eutrophying compounds onto Douglas Fir forests was studied by sampling throughfall, stemflow and bulk precipitation. Deposition amounts of NH(4)(+) and SO(4)(2-) were recognised to be among the highest of Central Europe, resulting in extremely high inputs of (potential) acid to the forest soils (13.1 kEq ha(-1) year(-1)). The contribution of NH(3) emissions from agriculture to the total acid deposition to the forests was 52%. The total nitrogen deposition amounted to 115.0 kg ha(-1) year(-1), 83% originating from NH(3) emissions and 17% from NO(x) emissions. Calculated mean dry deposition velocities of NH(3) and SO(2) were much larger than reported in the literature. A synergistic effect between NH(3) and SO(2) in the process of dry deposition is suggested and evidence for this effect is discussed. When deposition models do not take this interaction into account, they will underestimate NH(3) and SO(2) deposition amounts in areas with intensive animal husbandry.     

The contribution of ship emissions to air pollution in the North Sea regions

As a consequence of the global distribution of manufacturing sites and the increasing international division of labour, ship traffic is steadily increasing and is becoming more and more important as an origin of air pollution.This study investigates the impact of ship emissions in coastal areas of the North Sea under conditions of the year 2000 by means of a regional chemistry transport model which runs on a sufficiently high resolution to study air pollution in coastal regions. It was found that northern Germany and Denmark in summer suffer from more than 50% higher sulphate, nitrate and ammonium aerosol concentrations due to contributions from ships. The implementation of a sulphur emission control area (SECA) in the North Sea, as it was implemented at the end of 2007, directly results in reduced sulphur dioxide and sulphate aerosol concentrations while nitrate aerosol concentrations are slightly increased.     

Tunnel air quality and vehicle emissions

A general relationship between roadway tunnel air quality and vehicle emissions has been derived. The model includes the effect of pollutant deposition on the tunnel surfaces and dilution from ventilation. The model is applied to air quality measurements of SO₂ and particulates obtained at the Tuscarora Mountain Tunnel. It is found that, if deposition is neglected, SO₂ and sulfate emission factors for both gasoline and Diesel vehicles may be underestimated by ~ 10%. The derived deposition velocities are 0.07cms⁻¹ for SO₂, 0.03cms⁻¹ for sulfate, and ~ 0.001 cms⁻¹ for total suspended particulates and paniculate components (except sulfate). The last value is lower than smooth-surface values quoted for aerosol deposition, and the difference between the last two values presumably reflects the approximations in the model and/or the uncertainty in its input data.     

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.     

Using a photochemical air quality model to evaluate emissions and simulate concentrations

The air-quality modelling system was conducted to evaluate emissions inventory and simulate air concentration over Thailand. The coupling model of the Regional Atmospheric Modelling System (RAMS) and the models-3 Community Multi-scale Air Quality (CMAQ) was applied to simulate the concentration distributions of gaseous pollutants (i.e., NO_x, SO₂ and CO) over the Central and Eastern regions of Thailand. CMAQ was run for a summertime episode in a sub-grid scale. Simulated air concentrations were then compared with monitoring data. The evaluating results between modelling simulation and monitoring observation show a good agreement within a factor of 2.0 and relevant trend line, representing the acceptable level of emissions and concentration. This coupling model can be applied to support emission control strategies and clean air acts.     

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.     

Leafyeasts as indicators of air quality in Europe

Leafyeast populations were surveyed in 1987 and 1988 with the help of schoolchildren at 23 centres throughout Europe located at Brussels, Rochfort-Marche, Flobecq-Renaix and Tournai (Belgium); Aberdeen and Halifax (Britain); Lyon, Rouen and Toulouse (France); Hamburg, Koblenz and Stuttgart (Federal Republic of Germany); Banbridge, Belfast, Dublin and Enniskillen (Ireland); Hollenfels and Ettenbruck (Luxembourg); Apeldoorn, Deventer, Harlem, Leiderdorp and Zutphen (Netherlands). From one to one hundred schools were involved at each centre. The results demonstrate the suitability of leafyeasts for assessing air quality in both urban and rural areas of the non-Mediterranean countries of Europe. Low counts are associated with known pollution sources. As leafyeast populations change quite quickly, the effect of weather systems on the impact of pollution clouds from urban/industrial areas can be followed. Leafyeasts thus give information complementary to that from traditional biological monitors like lichens which provide an integrated picture of the pattern of air pollution over the months or years prior to study.     

The sensitivity of the CHIMERE model to emissions reduction scenarios on air quality in Northern Italy

The sensitivity of the CHIMERE model to emission reduction scenarios on particulate matter PM2.5 and ozone (O₃) in Northern Italy is studied. The emissions of NO_x, PM2.5 SO₂, VOC or NH₃ were reduced by 50% for different source sectors for the Lombardy region, together with 5 additional scenarios to estimate the effect of local measures on improving the air quality for the Po valley area. Firstly, we evaluate the model performance by comparing calculated surface aerosol concentrations for the standard case (no emission reductions) with observations for January and June 2005. Calculated monthly mean PM10 concentrations are in general underestimated. For June, modelled PM10 concentrations slightly overestimate the measurements. Calculated monthly mean SO₄, NO₃^?, NH₄⁺ concentrations are in good agreement with the observations for January and June. Secondly, the model sensitivity of emission reduction scenarios on PM2.5 and O₃ calculated concentrations for the Po valley area is evaluated. The most effective scenarios to abate PM2.5 concentration are based on the SNAP2 (non-industrial combustion plants) and SNAP7 (road traffic) sectors, for which the NO_x and PM2.5 emissions are reduced by 50%. The number of days that the 2015 PM2.5 limit value of 25 μg m^?3 in Milan is exceeded by reducing primary PM2.5 and NO_x emissions for SNAP2 and 7 by 50%, does not change in January when compared to the standard case for the Milan area. It appears that 40% of the PM2.5 concentration in the greater Milan area is caused by the emissions surrounding the Lombardy region and from the model boundary conditions.This study also showed that a more effective pollutant reduction (emissions) per ton of pollutant reduced (concentrations) for the greater Milan area is obtained by reducing the primary PM2.5 emissions for SNAP7 by 50%. The most effective scenario on PM2.5 decrease for which precursor emissions are reduced is achieved by reducing SO₂ emissions by 50% for SNAP7.Our study showed that during summer time, the largest reductions in O₃ concentrations are achieved for SNAP7 emission reductions, when volatile organic compounds (VOCs) are reduced by 50%.     

The impacts of combustion emissions on air quality and climate – From coal to biofuels and beyond

Combustion processes have inherent characteristics that lead to the release in the environment of both gaseous and particulate pollutants that have primary and secondary impacts on air quality, human health, and climate. The emissions from the combustion of fossil fuels and biofuels and their atmospheric impacts are reviewed here with attention given to the emissions of the currently regulated pollutant gasses, primary aerosols, and secondary aerosol precursors as well as the emissions of non-regulated pollutants. Fuels ranging from coal, petroleum, liquefied petroleum gas (LPG), natural gas, as well as the biofuels; ethanol, methanol, methyl tertiary-butyl ether (MTBE), ethyl tertiary-butyl ether (ETBE), and biodiesel, are discussed in terms of the known air quality and climate impacts of the currently regulated pollutants. The potential importance of the non-regulated emissions of both gasses and aerosols in air quality issues and climate is also discussed with principal focus on aldehydes and other oxygenated organics, polycyclic aromatic hydrocarbons (PAHs), and nitrated organics. The connection between air quality and climate change is also addressed with attention given to ozone and aerosols as potentially important greenhouse species.     

Background levels of air and precipitation quality for Europe

This paper is intended to be used by specialists engaged in air and precipitation quality management on regional and continental scales. Major goals are to establish definition, methodology and specific values of background air and precipitation quality for sulfur (S) and nitrogen (N) species to be used in practical applications of air resources management. Major findings are the following:

• 1.(a) 69% of SO₂ and 63 % of NO₂ concentration over Europe originate from continental scale anthropogenic sources,
• 2.(b) 15% of precipitation sulfate and 11% of precipitation nitrate over Europe are contributed by hemispheric background,
• 3.(c) hemispheric background pollution values for Europe were found as 1.25 μg (SO₂-S)m⁻³, 0.80 μg (SO₄²⁻-S)m⁻³, 0.157 mg (SO₄²⁻-S)l⁻¹ and 0.04 mg (NO₃⁻-N)ℓ⁻¹.

     

Managing ammonia emissions from livestock production in Europe

Around 75% of European ammonia (NH(3)) emissions come from livestock production. Emissions occur at all stages of manure management: from buildings housing livestock; during manure storage; following manure application to land; and from urine deposited by livestock on pastures during grazing. Ammoniacal nitrogen (total ammoniacal-nitrogen, TAN) in livestock excreta is the main source of NH(3). At each stage of manure management TAN may be lost, mainly as NH(3), and the remainder passed to the next stage. Hence, measures to reduce NH(3) emissions at the various stages of manure management are interdependent, and the accumulative reduction achieved by combinations of measures is not simply additive. This TAN-flow concept enables rapid and easy estimation of the consequences of NH(3) abatement at one stage of manure management (upstream) on NH(3) emissions at later stages (downstream), and gives unbiased assessment of the most cost-effective measures. We conclude that rapid incorporation of manures into arable land is one of the most cost-effective measures to reduce NH(3) emissions, while covering manure stores and applying slurry by band spreader or injection are more cost-effective than measures to reduce emissions from buildings. These measures are likely to rank highly in most European countries.     

An air quality survey and emissions inventory at Aberdeen Harbour

A network of 10 stations, with passive sampling for VOCs (including benzene), NO₂, and SO₂, over 2-week periods, grab sampling for CO, and 48-h pumped sampling for PM₁₀, was set up to make an air quality survey for 12 months around Aberdeen Harbour. Benzene, CO, SO₂ and PM₁₀ were always well below the AQS target values. However, NO₂ frequently showed a pronounced gradient across the harbour reaching its highest concentrations at the city end, indicating that the road traffic was the principal source of the pollution. This was backed up by the predominance of aromatics in the VOCs in the city centre, derived from petrol engined vehicles, compared to the predominance of alkanes and alkenes around the docks, derived from diesel engined heavy trucks and possibly ships. Black carbon on the PM₁₀ filters also showed a gradient with highest levels in the city centre. It is proposed that for such surveys in future, NO₂ and black carbon would be the two most informative parameters.This emissions inventory has shown first, that trucks contribute very little to the total, and second, that the ro-ro ferries are the major contributors as they burn light fuel oil while the oil platform supply vessels burn low-sulphur marine gas oil with around 0.1% S. When the whole picture of the emissions from the city is considered, the emissions from the harbour constitute only a small part.     

The potential future contribution of shipping to acidification of the Baltic Sea

International regulation of the emission of acidic sulphur and nitrogen oxides from commercial shipping has focused on the risks to human health, with little attention paid to the consequences for the marine environment. The introduction of stricter regulations in northern Europe has led to substantial investment in scrubbers that absorb the sulphur oxides in a counterflow of seawater. This paper examines the consequences of smokestack and scrubber release of acidic oxides in the Baltic Sea according to a range of scenarios for the coming decades. While shipping is projected to become a major source of strong acid deposition to the Baltic Sea by 2050, the long-term effect on the pH and alkalinity is projected to be significantly smaller than estimated from previous scoping studies. A significant contribution to this difference is the efficient export of surface water acidification to the North Sea on a timescale of 15–20 years.     

Resolving local-scale emissions for modeling air quality near roadways

A large body of literature published in recent years suggests increased health risk due to exposure of people to air pollution in close proximity to roadways. As a result, there is a need to more accurately represent the spatial concentration gradients near roadways to develop mitigation strategies. In this paper, we present a practical, readily adaptable methodology, using a "bottom-up" approach to develop a detailed highway vehicle emission inventory that includes emissions for individual road links. This methodology also takes advantage of geographic information system (GIS) software to improve the spatial accuracy of the activity information obtained from a Travel Demand Model. In addition, we present an air quality modeling application of this methodology in New Haven, CT. This application uses a hybrid modeling approach, in which a regional grid-based model is used to characterize average local ambient concentrations, and a Gaussian dispersion model is used to provide texture within the modeling domain because of spatial gradients associated with highway vehicle emissions and other local sources. Modeling results show substantial heterogeneity of pollutant concentrations within the modeling domain and strong spatial gradients associated with roadways, particularly for pollutants dominated by direct emissions.     

The contribution of aircraft emissions to the atmospheric sulfur budget

An atmospheric general circulation model including the atmospheric sulfur cycle has been used to investigate the impact of aircraft sulfur emissions on the global sulfur budget of the atmosphere. The relative contribution from aircraft sulfur to the atmospheric sulfate burden is larger than the ratio between aircraft emissions and surface emissions due to the calculated long turn-over time of aircraft sulfate (about 12 days). However, in terms of the sulfate mass balance, aircraft emissions are small, contributing about 1% of the total sulfate mass north of 40°N where the aircraft emissions are largest. Despite this small contribution to sulfate mass, the aircraft emissions could potentially significantly enhance the background number concentration of aerosol particles. Based on the model calculations the increased stratospheric background aerosol mass observed during the last decades cannot be explained by increased aircraft sulfur emissions.     

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.     

Aircraft emissions and local air quality impacts from takeoff activities at a large International Airport

Real time number concentrations and size distributions of ultrafine particles (UFPs, diameter <100 nm) and time integrated black carbon, PM_2.5 mass, and chemical species were studied at the Los Angeles International Airport (LAX) and a background reference site. At LAX, data were collected at the blast fence (∼140 m from the takeoff position) and five downwind sites up to 600 m from the takeoff runway and upwind of the 405 freeway. Size distributions of UFPs collected at the blast fence site showed very high number concentrations, with the highest numbers found at a particle size of approximately 14 nm. The highest spikes in the time series profile of UFP number concentrations were correlated with individual aircraft takeoff. Measurements indicate a more than 100-fold difference in particle number concentrations between the highest spikes during takeoffs and the lowest concentrations when no takeoff is occurring. Total UFP counts exceeded 10⁷ particles cm⁻³ during some monitored takeoffs. Time averaged concentrations of PM_2.5 mass and two carbonyl compounds, formaldehyde and acrolein, were statistically elevated at the airport site relative to a background reference site. Peaks of 15 nm particles, associated with aircraft takeoffs, that occurred at the blast fence were matched with peaks observed 600 m downwind, with time lags of less than 1 min. The results of this study demonstrate that commercial aircraft at LAX emit large quantities of UFP at the lower end of currently measurable particle size ranges. The observed highly elevated UFP concentrations downwind of LAX associated with aircraft takeoff activities have significant exposure and possible health implications.     

Natural emissions of methane from geological seepage in Europe

Recent studies have shown that geological emissions of methane are an important greenhouse-gas source. Remarkable amounts of methane, estimated in the order of 40–60 Tg yr^?1, are naturally released into the atmosphere from the Earth's crust through faults and fractured rocks. The main source is natural gas, both microbial and thermogenic, produced in hydrocarbon-prone sedimentary basins and injected into the atmosphere through macro-seeps (onshore and offshore mud volcanoes and other seeps) and microseepage, an invisible but pervasive flux from the soil. This source is now evaluated for Europe on the basis of a literature survey, new field measurements and derived emission factors. The up-scaling criteria recommended by the EMEP/CORINAIR guidelines are applied to the local point and area source data.In Europe, 25 countries host oil and/or natural gas reservoirs and potentially, or actually, emit geological methane. Flux data, however, are available only from 10 countries: the onshore or offshore petroliferous sectors of Denmark, Italy, Greece, Romania, Spain, Switzerland, United Kingdom and Black Sea countries (Bulgaria, Ukraine, Georgia). Azerbaijan, whose emissions due to mud volcanism are known to be relevant, is included in the estimate.The sum of emissions, regional estimates and local measurements, related to macro-seeps leads to a conservative total value of about 2.2 Tg yr^?1. Together with the potential microseepage fluxes from the petroliferous basins, estimated on the basis of the Total Petroleum System concept (around 0.8 Tg yr^?1), the total European seepage is projected to 3 Tg yr^?1. This preliminary figure would represent, in terms of magnitude, the second natural methane source for Europe after wetlands. The estimate will have to be refined by increasing the number of seepage measurements both on lands, where there is high potential for microseepage (e.g., Germany, Hungary, Romania, Ukraine, Belarus, Russia, Georgia) and in coastal marine areas (the North Sea, the Black Sea, offshore Greece and Italy) where emission factors and the extent of the underwater seeping area are not completely known.