Application of a Lagrangian particle model to assess the impact of harbour,industrial and urban activities on air quality in the Taranto area,Italy

This paper evaluates the relative impact on air quality of harbour emissions, with respect to other emission sources located in the same area. The impact assessment study was conducted in the city of Taranto, Italy. This area was considered as representative of a typical Mediterranean harbour region, where shipping, industries and urban activities co-exist at a short distance, producing an ideal case to study the interaction among these different sources. Chemical and meteorological field campaigns were carried out to provide data to this study. An emission inventory has been developed taking into account industrial sources, traffic, domestic heating, fugitive and harbour emissions. A 3D Lagrangian particle dispersion model (SPRAY) has then been applied to the study area using reconstructed meteorological fields calculated by the diagnostic meteorological model MINERVE. 3D short term hourly concentrations have been computed for both all and specific sources. Industrial activities are found to be the main contributor to SO₂. Industry and traffic emissions are mainly responsible for NO_x simulated concentrations. CO concentrations are found to be mainly related to traffic emissions, while primary PM₁₀ simulated concentrations tend to be linked to industrial and fugitive emissions. Contributions of harbour activities to the seasonal average concentrations of SO₂ and NO_x are predicted to be up to 5 and 30 μg m⁻³, respectively to be compared to a overall peak values of 60 μg m⁻³ for SO₂ and 70 μg m⁻³ for NO_x. At selected urban monitoring stations, SO₂ and NO_x average source contributions are predicted to be both of about 9% from harbour activities, while 87% and 41% respectively of total concentrations are predicted to be of industrial origin.     

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.     

An investigation of the assumptions of linear chemistry and superposition in LRTAP models

Most current LRTAP models assume a linear relationship between sulphur emissions and predicted acidic concentrations, as well as the ability to superpose concentrations from different emission sources. This paper uses a non-linear chemistry model and control scenarios of 50% reductions in S, N and hydrocarbon (HC) emissions to examine the validity of these two assumptions at various downwind receptors. The model predicts that a 50% reduction in S emissions will lead to a 60–65% reduction in SO₂ concentrations and a 25–40% reduction in H₂SO₄ concentrations, depending upon whether or not NO_x and/or HC emissions are reduced by 50% at the same time. The non-linearities in the model predictions are due to complex interactions between NO_x, HC, OH and HO₂. Even when there was non-linearity in the individual S species (SO₂ and SO₄), there was little non-linearity in total airborne S. Adding the results of independent model predictions for different sources (superposition) might introduce errors due to

• 1.(1) chemical interactions between the emissions from the various sources
• 2.(2) overestimates of physical processes such as mixing in of ambient air.

The model was also used to examine trends in regional air quality in eastern North Amierica.     

Particulate and Sulfur Dioxide Concentration Measurements in Patras,Greece

Abstract

The purpose of this study was to obtain a better assessment of the Patras, Greece, air quality, in terms of the primary pollutants total suspended particulates (TSPs) and sulfur dioxide (SO₂), because limited and short-duration measurements have been conducted in the past. Installation and operation of a mobile air monitoring station at two different locations in the Patras downtown area and one location in the outskirts of the city was undertaken and covered the periods July 1, 1994-January 30, 1995; March 18-August 23, 1995; and April 19-July 27, 1996, respectively. For both pollutants measured at each location, the monthly average concentrations and typical weekly variation of daily averages, as well as the diurnal variations and frequency concentration distributions in each month of the monitoring periods, were calculated and are presented in bar diagrams. The annual and winter period medians and the annual 98th percentile were also calculated and are compared with the limit and guide values provided by the European Economic Community Council Directive 80/779/EEC. In addition, comparison of SO₂ values is made with the limit values adopted by the more recent Directive 1999/30/EC. It was found that the TSP and SO₂ levels at all locations were very low and were lower than the levels found in Thessaloniki and Athens, Greece. An attempt to explain what had been measured is also undertaken. The data presented are considered essential for future reference and comparison purposes.     

A long-range air pollution transport model for eastern north america—I. Sulfur oxides

This paper describes a Lagrangian model for simulating long-range air pollution transport over eastern North America. One version (denoted ENAMAP-2S) uses emissions inventories and standard daily weather reports to compute the airborne concentrations of SO₂ and sulfate, and their deposition on the earth's surface. A separate version of the model (ENAMAP-2N) applies to oxides of nitrogen. These versions of the ENAMAP model include the influences of smoothed terrain on the winds, and divide the atmospheric boundary layer into three parts, allowing pollutant emissions to be divided among the layers. Vertical mixing is controlled by diffusion coefficients computed from wind shear, stability, and knowledge of the mixing depth. The transformation and wet and dry deposition rates are based on recently published values.The models have been used to compute monthly average values of concentrations and depositions for January and August 1977. Typical examples are shown. The sensitivity of the output fields of ENAMAP-2S to values selected for input parameters (e.g. transformation rate of SO₂ to sulfate and deposition rates) has been studied; and based on present information, optimum values of the parameters are given. The model results include geographical patterns of pollutant concentration and deposition, and interregional exchange tables that show how much of the pollution in a certain region was emitted locally and how much originated in other specified areas. The simulated monthly airborne concentrations of SO₂ and sulfate are generally within a factor of 2 of measured values.     

Assessment of contribution of SO2 and NO2 from different sources in Jamshedpur region, India

Contribution of pollution from different types of sources in Jamshedpur, the steel city of India, has been estimated in winter 1993 using two approaches in order to delineate and prioritize air quality management strategies for the development of region in an environmental friendly manner. The first approach mainly aims at preparation of a comprehensive emission inventory and estimation of spatial distribution of pollution loads in terms of SO₂ and NO₂ from different types of industrial, domestic and vehicular sources in the region. The results indicate that industrial sources account for 77% and 68% of the total emissions of SO₂ and NO₂, respectively, in the region, whereas vehicular emissions contributed to about 28% of the total NO₂ emissions. In the second approach, contribution of these sources to ambient air quality levels to which the people are exposed to, was assessed through air pollution dispersion modelling. Ambient concentration levels of SO₂ and NO₂ have been predicted in winter season using the ISCST3 model. The analysis indicates that emissions from industrial sources are responsible for more than 50% of the total SO₂ and NO₂ concentration levels. Vehicular activities contributed to about 40% of NO₂ pollution and domestic fuel combustion contributed to about 38% of SO₂ pollution. Predicted 24-h concentrations were compared with measured concentrations at 11 ambient air monitoring stations and good agreement was noted between the two values. In-depth zone-wise analysis of the above indicates that for effective air quality management, industrial source emissions should be given highest priority, followed by vehicular and domestic sources in Jamshedpur region.     

Reduction of atmospheric emissions due to switching from fuel oil to natural gas at a power plant in a critical area in Central Mexico

ABSTRACT

A case study was conducted to evaluate the SO₂ emission reduction in a power plant in Central Mexico, as a result of the shifting of fuel oil to natural gas. Emissions of criteria pollutants, greenhouse gases, organic and inorganic toxics were estimated based on a 2010 report of hourly fuel oil consumption at the “Francisco Pérez Ríos” power plant in Tula, Mexico. For SO₂, the dispersion of these emissions was assessed with the CALPUFF dispersion model. Emissions reductions of > 99% for SO₂, PM and Pb, as well as reductions >50% for organic and inorganic toxics were observed when simulating the use of natural gas. Maximum annual (993 µg/m³) and monthly average SO₂ concentrations were simulated during the cold-dry period (152–1063 µg/m³), and warm-dry period (239–432 µg/m³). Dispersion model results and those from Mexico City’s air quality forecasting system showed that SO₂ emissions from the power plant affect the north of Mexico City in the cold-dry period. The evaluation of model estimates with 24 hr SO₂ measured concentrations at Tepeji del Rio suggests that the combination of observations and dispersion models are useful in assessing the reduction of SO₂ emissions due to shifting in fuels. Being SO₂ a major precursor of acid rain, high transported sulfate concentrations are of concern and low pH values have been reported in the south of Mexico City, indicating that secondary SO₂ products emitted in the power plant can be transported to Mexico City under specific atmospheric conditions.

Implications: Although the surroundings of a power plant located north of Mexico City receives most of the direct SO₂ impact from fuel oil emissions, the plume is dispersed and advected to the Mexico City metropolitan area, where its secondary products may cause acid rain. The use of cleaner fuels may assure significant SO₂ reductions in the plant emissions and consequent acid rain presence in nearby populated cities and should be compulsory in critical areas to comply with annual emission limits and health standards.     

Contribution of transboundary air pollution to ionic concentrations in fog in the Kinki Region of Japan

To estimate the contribution of transboundary transported air pollutants from other Asian countries to Japan in ionic concentrations in fog water in March 2005, the Community Multiscale Air Quality (CMAQ) modeling system was utilized with meteorological fields produced by the 5th generation Mesoscale Model (MM5). For meteorological predictions, the model well reproduced the surface meteorological variables, particularly temperature and humidity, and generally captured fog occurrence. For chemical predictions, most of the model-predicted monthly mean concentrations were approximately within a factor of 2 of the observations, indicating that the model well simulated the long-range atmospheric transport from the Asian Continent to Japan. For SO₄^2?, NO₃^? and NH₄⁺, the contribution rates of the transboundary air pollution in the Kinki Region of Japan ranged from 69 to 82% for aerosols, from 47 to 87% for ionic concentrations in rain, and from 55 to 79% for ionic concentrations in fog. The study found that the transboundary air pollution also affected ionic concentrations in fog as well as aerosol concentrations and ionic concentrations in rain.     

Traffic pollution in a downtown site of Buenos Aires City

It has recently been recognized that air and noise pollution constitutes an extended problem over the densely populated city of Buenos Aires. Traffic emissions are of paramount concern, especially along narrow and main traffic arteries. In spite of these considerations, few systematic studies have been undertaken to evaluate the air quality in the metropolitan area of the city. In 1996, concentrations of carbon monoxide (CO), nitric oxide (NO), nitrogen dioxide (NO₂) and ozone (O₃) were simultaneously measured for the first time using a continuous monitoring station. This station was placed in a building at Belgrano Avenue, which is a heavy traffic street in the downtown area of the city (Bogo et al., Atmospheric Environment 33 (1999) 2587. In this work, we analyze the dependence of the measured primary pollutants, CO and the mixture of nitrogen oxides (NO_x), with meteorological conditions, traffic emissions and monitoring location. We compare the registered values with the results obtained from modeling the dispersion of the pollutants emitted from mobile and area sources. We also discuss the relevance of street canyon effects compared with background concentrations of these pollutants.     

NCAQ Report to Congress: Review and Response

Airborne measurements of gaseous and particulate sulfur and nitrogen pollutants were made in southwestern Kentucky on the afternoon of October 21, 1979. Back-trajectory analysis indicates that the sampled air parcel moved over northern Florida, Alabama, and western Tennessee during the two days prior to sampling. Before moving over Florida, the air parcel was over the Atlantic Ocean for at least five days. Analytical long-range transport (LRT) model predictions based on anthropogenic emissions account for only about 75% of the airborne measured concentrations of 14.7 μg m^?3 for SO₂ and 4.8 μg m^?3 for SO₄ ^2?. The remaining 25 % is thought to be due to biogenic sulfur emissions from the extensive wetland areas along the Gulf Coast.

Forward-trajectory analysis indicates that the air parcel moved to the Adirondack Mountains of New York State 24 hours after sampling. Model predictions indicate that SO₂ and SO₄ ^2? mean layer concentrations at the Adirondacks were 24 and 16 μg^?3, respectively. Almost half of this sulfur was estimated to come from emissions in the heavily industrialized region along the Ohio River Valley.

Further comparisons used a measurement data base obtained in southeastern Canada and the state of Arkansas during August 1976. An air parcel was tracked for seven days as it entered the north central United States, stagnated over the lower midwest, and then moved to eastern Canada. Model predictions were in substantial agreement with regional SO₄ ^2? concentrations measured at a number of ground-level sites. Average SO₄ ^2? concentrations measured in central Arkansas on August 10, 1976 were 20 μ m^?3 vs. a modeled value of 19 μ m^?3. Average SO₄ ^2? concentrations measured in Nova Scotia four days later were 22 μg^?3 vs. a modeled estimate of 24 μg^?3.     

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.     

Emissions Variability Processor (EMVAP): Design,evaluation, and application

Emissions of pollutants such as SO₂ and NOx from external combustion sources can vary widely depending on fuel sulfur content, load, and transient conditions such as startup, shutdown, and maintenance/malfunction. While monitoring will automatically reflect variability from both emissions and meteorological influences, dispersion modeling has been typically conducted with a single constant peak emission rate. To respond to the need to account for emissions variability in addressing probabilistic 1-hr ambient air quality standards for SO₂ and NO₂, we have developed a statistical technique, the Emissions Variability Processor (EMVAP), which can account for emissions variability in dispersion modeling through Monte Carlo sampling from a specified frequency distribution of emission rates. Based upon initial AERMOD modeling of from 1 to 5 years of actual meteorological conditions, EMVAP is used as a postprocessor to AERMOD to simulate hundreds or even thousands of years of concentration predictions. This procedure uses emissions varied hourly with a Monte Carlo sampling process that is based upon the user-specified emissions distribution, from which a probabilistic estimate can be obtained of the controlling concentration. EMVAP can also accommodate an advanced Tier 2 NO₂ modeling technique that uses a varying ambient ratio method approach to determine the fraction of total oxides of nitrogen that are in the form of nitrogen dioxide. For the case of the 1-hr National Ambient Air Quality Standards (NAAQS, established for SO₂ and NO₂), a “critical value” can be defined as the highest hourly emission rate that would be simulated to satisfy the standard using air dispersion models assuming constant emissions throughout the simulation. The critical value can be used as the starting point for a procedure like EMVAP that evaluates the impact of emissions variability and uses this information to determine an appropriate value to use for a longer term (e.g., 30-day) average emission rate that would still provide protection for the NAAQS under consideration. This paper reports on the design of EMVAP and its evaluation on several field databases that demonstrate that EMVAP produces a suitably modest overestimation of design concentrations. We also provide an example of an EMVAP application that involves a case in which a new emission limitation needs to be considered for a hypothetical emission unit that has infrequent higher-than-normal SO₂ emissions.

ImplicationsEmissions of pollutants from combustion sources can vary widely depending on fuel sulfur content, load, and transient conditions such as startup and shutdown. While monitoring will automatically reflect this variability on measured concentrations, dispersion modeling is typically conducted with a single peak emission rate assumed to occur continuously. To realistically account for emissions variability in addressing probabilistic 1-hr ambient air quality standards for SO₂ and NO₂, the authors have developed a statistical technique, the Emissions Variability Processor (EMVAP), which can account for emissions variability in dispersion modeling through Monte Carlo sampling from a specified frequency distribution of emission rates.     

High NOx levels and lack of ozone in downtown Caracas

An evaluation of the NO, NO₂ and O₃ concentrations in downtown Caracas atmosphere at two different heights (1.5 and 56 m ) during the dry and wet season was performed.The qualitative variation of NO and NO₂ concentrations throughout the day was the same for all conditions. The profiles are explained considering the automobile emissions and the fates by photochemical reactions and dispersion. The daily mean averages for NO_x exceed all available air quality standards, making the downtown Caracas air polluted with these compounds at harmful levels.The O₃ concentrations are lower than the natural background levels practically all day long for all conditions. This lack of O₃ is explained mainly by the very high continuous NO emissions occuring in Caracas. NO reacts very fast with O₃ consuming all the O₃ produced by photochemical reactions. Possible health implications of the low O₃ levels are pointed out.     

Continuous measurement of gaseous pollutants in Buenos Aires city

Data on CO, NO, NO₂ and O₃ concentrations measured in Buenos Aires city using a continuous monitoring station are reported. This is the first systematic study of this kind carried out in the city, which is, together with its surroundings, the third more populated in Latin America. Measurements were performed during 12 months in one of the principal avenues near downtown. Results indicate that vehicular traffic is the principal source of CO and NO_x. The concentration of O₃ is generally quite low and results from the mixing of clean air masses with exhaust gases containing high amounts of NO. The monthly averages of CO and NO decrease from Winter to Summer in correlation with the increase of the mean wind speed and average temperature. These results are compared with previous measurements on the spatial distribution of NO₂ in the whole city using passive diffusion tubes and with the concentration of CO, which is being continuously registered since several years in the downtown area. Measurements performed at a green, windy, low traffic area beneath the La Plata river are also shown.     

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%.     

Assessment of ambient air quality in the port of Naples

Two experimental monitoring campaigns were carried out in 2012 to investigate the air quality in the port of Naples, the most important in southern Italy for traffic of passengers and one of the most important for goods. Therefore, it represents an important air pollution source located close to the city of Naples. The concentrations of sulfur dioxide (SO₂), nitrogen dioxide (NO₂), and BTEX (benzene, toluene, ethylbenzene, and xylenes) in the air were measured at 15 points inside the Naples port area through the use of passive samplers. In addition, a mobile laboratory was positioned in a fixed point inside the port area to measure continuous concentration of pollutants together with particulate matter, ambient parameters, and wind direction and intensity. The pollution levels monitored were compared with those observed in the urban area of Naples and in other Mediterranean ports. Even though the observation time was limited, measured concentrations were also compared with limit values established by European legislation. All the measured pollutants were below the limits with the exception of nitrogen dioxide: its average concentration during the exposition time exceeded the yearly limit value. A spatial analysis of data, according to the measured wind direction and intensity, provided information about the effects that ship emissions have on ambient air quality in the port area. The main evidence indicates that ship emissions influence sulfur dioxide concentration more than any other pollutants analyzed.

Implications: Two monitoring campaigns were carried out to measure BTEX, SO₂, NO₂, and PM₁₀ (particulate matter with an aerodynamic diameter <10 μm) air concentrations in the port of Naples. NO₂ hourly average and PM₁₀ daily average comply with European legislative standards. Spatial variation of pollutants long the axis corresponding to the prevailing wind direction seems to indicate a certain influence of ship emissions for SO₂. For NO₂ and PM₁₀, a correlation between concentrations in the harbor and those measured by the air quality monitoring stations sited in the urban area of Naples was observed, indicating a possible contribution of the near road traffic to the air pollution in the port of Naples.     

Regional effects and efficiency of flue gas desulphurization in the Carpathian Basin

Although sulphur emissions (mainly as SO₂) have been continuously decreasing over the last 20 years in most western industrialized countries, localized SO₂ problems still exist in conjunction with strong local emission, meteorological, and topographical factors. In this study, the effect of supplementary installed flue gas desulphurization (FGD) units at high-capacity power plants on regional air pollution in the Carpathian Basin is investigated. The dispersion and accumulation of the SO₂ air pollutant are studied with the regional three-dimensional on-line atmosphere-chemistry model REMOTE. The changes in the SO₂ air pollution are investigated by parallel simulations in a case study, where the single modified parameter is the SO₂ emission rate. The results show that FGD units significantly reduce the horizontal and the vertical dispersion of the emitted SO₂, and its transboundary transport, too. Beside the SO₂ removal efficiency, the dispersion and accumulation also depend on the seasonal weather conditions. During winter, the dispersion and accumulation are higher than in other seasons. Due to this phenomenon, higher SO₂ removal efficiency is needed to guarantee similar air quality features like in the other seasons.     

Near-road air pollutant concentrations of CO and PM2.5: A comparison of MOBILE6.2/CALINE4 and generalized additive models

The contribution of vehicular traffic to air pollutant concentrations is often difficult to establish. This paper utilizes both time-series and simulation models to estimate vehicle contributions to pollutant levels near roadways. The time-series model used generalized additive models (GAMs) and fitted pollutant observations to traffic counts and meteorological variables. A one year period (2004) was analyzed on a seasonal basis using hourly measurements of carbon monoxide (CO) and particulate matter less than 2.5 μm in diameter (PM_2.5) monitored near a major highway in Detroit, Michigan, along with hourly traffic counts and local meteorological data. Traffic counts showed statistically significant and approximately linear relationships with CO concentrations in fall, and piecewise linear relationships in spring, summer and winter. The same period was simulated using emission and dispersion models (Motor Vehicle Emissions Factor Model/MOBILE6.2; California Line Source Dispersion Model/CALINE4). CO emissions derived from the GAM were similar, on average, to those estimated by MOBILE6.2. The same analyses for PM_2.5 showed that GAM emission estimates were much higher (by 4–5 times) than the dispersion model results, and that the traffic-PM_2.5 relationship varied seasonally. This analysis suggests that the simulation model performed reasonably well for CO, but it significantly underestimated PM_2.5 concentrations, a likely result of underestimating PM_2.5 emission factors. Comparisons between statistical and simulation models can help identify model deficiencies and improve estimates of vehicle emissions and near-road air quality.     

Analysis of air quality data near roadways using a dispersion model

We used a dispersion model to analyze measurements made during a field study conducted by the U.S. EPA in July–August 2006, to estimate the impact of traffic emissions on air quality at distances of tens of meters from an eight-lane highway located in Raleigh, NC. The air quality measurements consisted of long path optical measurements of NO at distances of 7 and 17 m from the edge of the highway. Sonic anemometers were used to measure wind speed and turbulent velocities at 6 and 20 m from the highway. Traffic flow rates were monitored using traffic surveillance cameras. The dispersion model [Venkatram, A., 2004. On estimating emissions through horizontal fluxes. Atmospheric Environment 38, 2439–2446] explained over 60% of the variance of the observed path averaged NO concentrations, and over 90% of the observed concentrations were within a factor of two of the model estimates.Sensitivity tests conducted with the model indicated that the traffic flow rate made the largest contribution to the variance of the observed NO concentrations. The meteorological variable that had the largest impact on the near road NO concentrations was the standard deviation of the vertical velocity fluctuations, σ_w. Wind speed had a relatively minor effect on concentrations. Furthermore, as long as the wind direction was within ±45° from the normal to the road, wind direction had little impact on near road concentrations. The measurements did not allow us to draw conclusions on the impact of traffic-induced turbulence on dispersion. The analysis of air quality and meteorological observations resulted in plausible estimates of on-road emission factors for NO.     

The contribution of traffic and solvent use to the total NMVOC emission in a German city derived from measurements and CMB modelling

In order to quantify the contribution of solvent use and road traffic to the total non-methane volatile organic compound (NMVOC) emissions in Germany, the composition of air in the city of Wuppertal was investigated during three campaigns at different locations. The measurements covered NMVOCs in the range of C₃–C₁₀ hydrocarbons and C₁–C₆ oxygenated compounds. An assessment of the contribution from different emission sources to the observed NMVOC concentrations was attempted with the chemical mass balance (CMB) modelling technique. Emission profiles for traffic were obtained from measurements performed in a traffic tunnel, at a downtown street intersection and during drives through the city and on motorways. Solvent emission profiles were investigated in the vicinity of different factories and workshops using solvents in Wuppertal. Apportionment analyses were performed for several receptor points located down-wind from the city centre, in residential, dense traffic and industrial areas.The results of the present work show that traffic emission rather than solvent use determines the ambient NMVOC composition. The maximum contribution of solvent use to the NMVOC emission estimated on the basis of experimentally obtained results amounts to about 23% in the whole area of Wuppertal. It can be concluded that the contribution of solvent use to the NMVOC concentrations also in other German cities falls in the range of few to about 20%, assuming that Wuppertal can be considered as a typical German urban area with certain proportions of domestic, traffic and various industrial activities. These results are in strong disagreement with the German Emission Inventory, which states, that in the reference year 2003 about 51% of the total NMVOC emissions originate from solvent use and only 14% from traffic.