Estimation and validation of PM2.5/PM10 exhaust and non-exhaust emission factors for practical street pollution modelling

In order to carry out efficient traffic and air quality management, validated models and PM emission estimates are needed. This paper compares current available emission factor estimates for PM₁₀ and PM_2.5 from emission databases and different emission models, and validates these against eight high quality street pollution measurements in Denmark, Sweden, Germany, Finland and Austria.The data sets show large variation of the PM concentration and emission factors with season and with location. Consistently at all roads the PM₁₀ and PM_2.5 emission factors are lower in the summer month than the rest of the year. For example, PM₁₀ emission factors are in average 5–45% lower during the month 6–10 compared to the annual average.The range of observed total emission factors (including non-exhaust emissions) for the different sites during summer conditions are 80–130 mg km⁻¹ for PM₁₀, 30–60 mg km⁻¹ for PM_2.5 and 20–50 mg km⁻¹ for the exhaust emissions.We present two different strategies regarding modelling of PM emissions: (1) For Nordic conditions with strong seasonal variations due to studded tyres and the use of sand/salt as anti-skid treatment a time varying emission model is needed. An empirical model accounting for these Nordic conditions was previously developed in Sweden. (2) For other roads with a less pronounced seasonal variation (e.g. in Denmark, Germany, Austria) methods using a constant emission factor maybe appropriate. Two models are presented here.Further, we apply the different emission models to data sets outside the original countries. For example, we apply the “Swedish” model for two streets without studded tyre usage and the “German” model for Nordic data sets. The “Swedish” empirical model performs best for streets with studded tyre use, but was not able to improve the correlation versus measurements in comparison to using constant emission factors for the Danish side. The “German” method performed well for the streets without clear seasonal variation and reproduces the summer conditions for streets with pronounced seasonal variation. However, the seasonal variation of PM emission factors can be important even for countries not using studded tyres, e.g. in areas with cold weather and snow events using sand and de-icing materials. Here a constant emission factor probably will under-estimate the 90-percentiles and therefore a time varying emission model need to be used or developed for such areas.All emission factor models consistently indicate that a large part (about 50–85% depending on the location) of the total PM₁₀ emissions originates from non-exhaust emissions. This implies that reduction measures for the exhaust part of the vehicle emissions will only have a limited effect on ambient PM₁₀ levels.     

Determination of CH4, CO2 and N2O in air samples and soil atmosphere by gas chromatography mass spectrometry, GC-MS

A method for determination of the climate gases CH4, CO2 and N2O in air samples and soil atmosphere was developed using GC-MS. The method uses straightforward gas chromatography (separation of the gases) with a mass spectrometric detector in single ion mode (specific determination). The gases were determined with high sensitivity and high sample throughput (18 samples h(-1)). The LOD (3sigma) for the gases were 0.10 micro L L(-1) for CH4, 20 microL L(-1) for CO2 and 0.02 microL L(-1) for N2O. The linear range (R2 = 0.999) was up to 500 microL L(-1) for CH4, 4000 microL L(-1) for CO2 and 80 microL L(-1) for N2O. The samples were collected in 10 mL vials and a 5 microL aliquot was injected on column. The method was tested against certified gas references, the analytical data gave an accuracy within +/-5% and a precision of +/-3%. The presence of < or = 10% by volume of C2H2 (often used experimentally to prevent N2 formation from N2O) did not interfere with detection for the targeted trace gases.     

Evaluation of measures of impairment in real and simulated driving: Results from a randomized,placebo-controlled study

Objective: Standard deviation of lateral position (SDLP) is often the primary outcome in experimental studies on impaired driving. However, other measures may be easier and more practical to obtain and reflect a broader range of driving-related behaviors. We wanted to assess the validity and sensitivity of a range of measures in a driving simulator as well as during real driving and compare these to SDLP.

Methods: Twenty healthy male volunteers undertook 6 driving trials each, 3 in a regular car on a closed track resembling rural road conditions and 3 in a simulator with an identical driving scenario. Ethanol was used as impairing substance due to its well-characterized effects on driving. The subjects were tested sober and at blood alcohol concentrations (BAC) of approximately 0.5 and 0.9 g/L. We explored dose–response relationships between BAC and a range of driving-related measures, as well as their BAC-dependent effect sizes.

Results: In simulator driving, ethanol intake increased steering wheel reversal frequency, steering wheel movement measures, average speed, standard deviation of speed, and pedal use frequency. At the test track, only steering wheel movement and standard deviation of speed were significantly correlated to BAC. Likewise, reaction to unexpected incidents and observance of red traffic lights were adversely affected by ethanol in the simulator but not at the test track. Whereas SDLP showed a relatively large effect size that was similar in simulated and real driving, all other measures demonstrated smaller effect sizes, with less pronounced BAC effects on the test track than in the simulator.

Conclusions: The results suggest that the driving-related measures explored in this study are less sensitive to alcohol-mediated driving impairment than SDLP, especially during real (test track) driving. The discrepancy in effect sizes between simulated and real driving may imply low external validity of these measures in simulator studies.     

Commentary: Status of road safety in Asia

Objectives: The objective of this article is to assess the status of road safety in Asia and present accident and injury prevention strategies based on global road safety improvement experiences and discuss the way forward by indicating opportunities and countermeasures that could be implemented to achieve a new level of safety in Asia.

Methods: This study provides a review and analyses of data in the literature, including from the World Health Organization (WHO) and World Bank, and a review of lessons learned from best practices in high-income countries. In addition, an estimation of costs due to road transport injuries in Asia and review of future trends in road transport is provided.

Results: Data on the global and Asian road safety problem and status of prevention strategies in Asia as well as recommendations for future actions are discussed. The total number of deaths due to road accidents in the 24 Asian countries, encompassing 56% of the total world population, is 750,000 per year (statistics 2010). The total number of injuries is more than 50 million, of which 12% are hospital admissions. The loss to the economy in the 24 Asian countries is estimated to around US$800 billion or 3.6% of the gross domestic product (GDP).

Conclusions: This article clearly shows that road safety is causing large problems and high costs in Asia, with an enormous impact on the well-being of people, economy, and productivity. In many Asian low- and middle-income countries, the yearly number of fatalities and injuries is increasing. Vulnerable road users (pedestrians, cyclists, and motorcyclists combined) are particularly at risk. Road safety in Asia should be given rightful attention, including taking powerful, effective actions. This review stresses the need for reliable accident data, because there is considerable underreporting in the official statistics. Reliable accident data are imperative to determine evidence-based intervention strategies and monitor the success of these interventions and analyses. On the other hand, lack of good high-quality accident data should not be an excuse to postpone interventions. There are many opportunities for evidence-based transport safety improvements, including measures concerning the 5 key risk factors: speed, drunk driving, not wearing motorcycle helmets, not wearing seat belts, and not using child restraints in cars, as specified in the Decade of Action for Road Safety 2011–2020. In this commentary, a number of additional measures are proposed that are not covered in the Decade of Action Plan. These new measures include separate roads or lanes for pedestrians and cyclists; helmet wearing for e-bike riders; special attention to elderly persons in public transportation; introduction of emerging collision avoidance technologies, in particular automatic emergency braking (AEB) and alcohol locks; improved truck safety focusing on the other road user (including blind spot detection technology; underride protection at the front, rear, and side; and energy-absorbing fronts); and improvements in motorcycle safety concerning protective clothing, requirements for advanced braking systems, improved visibility of motorcycles by using daytime running lights, and better guardrails.     

LCA of environmental and socio-economic impacts related to wood energy production in alpine conditions: Valle di Fiemme (Italy)

An extended Life Cycle Assessment (LCA) is performed for evaluating the impacts of a woody biomass supply chain for heating plants in the alpine region. Three main aspects of sustainability are assessed: greenhouse gas emissions, represented by global warming potential (GWP) impact category, costs and direct employment potential. We investigate a whole tree system (innovative logging system) where the harvest of logging residues is integrated into the harvest of conventional wood products. The case study is performed in Valle di Fiemme in Trentino region (North Italy) and includes theoretical and practical elements. The system boundary is the alpine forest fuel system, from logging operations at the forest stand to combustion of woody biofuels at the heating plant. The functional unit is 1 m³ solid over bark of woody biomass, delivered to the district heating plant in Cavalese (Trento). The relative sustainability of traditional and innovative systems is compared and energy use is estimated. Results show that the overall GWP and costs are about 13 kg CO_2equivalent and 42 euro per functional unit respectively for the innovative system. Along the product supply chain, chipping contributes the greatest share of GWP and energy use, while extraction by yarder has the highest financial costs. The GWP is reduced by 2.3 ton CO_2equivalent when bioenergy substitutes fuel oil and 1.7 ton CO_2equivalent when it substitutes natural gas. The sensitivity analysis illustrates that variations in fuel consumption and hourly rates of costs have a great influence on chipping operation and extraction by cable yarder concerning GWP and financial analysis, respectively. This is confirmed by sensitivity analysis. Better technologies, the use of biofuels along the product supply chain and more efficient systems might reduce these impacts. Replacing the traditional system with the innovative one reduces emissions and costs. A low energy input ratio is required for harvesting logging residues. The direct employment potential is a conflicting aspect and needs further investigations.     

The value of composting in Germany – Economy,ecology, and legislation

Based on a recent survey of German composting plants an evaluation of costs and benefits of composting was attempted. In this regard, several economical, ecological and legal aspects and some interrelations are discussed in this paper. A special emphasis is placed on the fees and compost prices of composting plants. It is also shown how the legal framework provides the economic basis for composting in Germany, how economical and ecological costs and benefits could be assessed, and why it is so difficult to determine the value of composting.     

Will Musculoskeletal,Visual and Psychosocial Stress Change for Visual Display Unit (VDU) Operators When Moving From a Single-Occupancy Office to an Office Landscape?

This study investigated the effect of moving from single-occupancy offices to a landscape environment. Thirty-two visual display unit (VDU) operators reported no significant change in visual discomfort. Lighting conditions and glare reported subjectively showed no significant correlation with visual discomfort. Experience of pain was found to reduce subjectively rated work capacity during VDU tasks. The correlation between visual discomfort and reduced work capacity for single-occupancy offices was r_s = .88 (p = .000) and for office landscape r_s = .82 (p = .000). Eye blink rate during habitual VDU work was recorded for 12 operators randomly selected from the 32 participants in the office landscape. A marked drop in eye blink rate during VDU work was found compared to eye blink rate during easy conversation. There were no significant changes in pain intensity in the neck, shoulder, forearm, wrist/hand, back or headache (.24 < p < .67). Pain levels in different body areas were significantly correlated with reduced work capacity, .77 < r_s < .99 (p = .000).     

Are soil conservation technologies “win‐win?” A case study of Anjeni in the north‐western Ethiopian highlands

This study measures the impact of fanya juu terraces on the net value of crop income in a high‐rainfall area in the Ethiopian highlands using cross‐sectional multiple plot observations. Using propensity score matching methods we find that the net value of crop income for plots with fanya juu terraces is lower than for plots without fanya juu terraces. This finding makes it difficult to avoid concluding that while the technologies might reduce soil erosion and associated off‐site effects, they do so at the expense of poor farmers in the Ethiopian highlands. Therefore, fanya juu terraces cannot be characterized as a “win‐win” measure to reduce soil erosion. New agricultural technologies need to be profitable to the farmer if they are to be adopted and sustained.