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.     

Gas chromatographic determination of phenolic compounds in water,as their pentafluorobenzoyl derivatives

A sensitive gas chromatographic method for the determination of phenolic compounds in water samples has been developed. The phenols are converted by means of pentafluorobenzoyl chloride to the corresponding acyl derivatives. The procedure, specific for phenolic compounds, is compared with pentafluorobenzylation and was found to be faster and simpler. The method has been applied to industrial waste water.     

Using forest historical information to target landscape ecological restoration in Southwestern Patagonia

Ambio - Ecotonal zones between eastern semi-arid steppes and Nothofagus spp. forests in western Patagonia are the result of broad ecosystem changes, which have intensified in the last...     

Cars and fuels for tomorrow: a comparative assessment

Light duty vehicles, i.e. passenger cars and light trucks, account for approximately half of global transportation energy demand and, thus, a major share of carbon dioxide and other emissions from the transport sector. Energy consumption in the transport sector is expected to grow in the future, especially in developing countries. Cars with alternative powertrains to internal combustion engines (notably battery, hybrid and fuel-cell powertrains), in combination with potentially low carbon electricity or alternative fuels (notably hydrogen and methanol), can reduce energy demand by at least 50%, and carbon dioxide and regulated emissions much further. This article presents a comparative technical and economic assessment of promising future fuel/vehicle combinations. There are several promising technologies but no obvious winners. However, the electric drivetrain is a common denominator in the alternative powertrains and continued cost reductions are important for widespread deployment in future vehicles. Development paths from current fossil fuel based systems to future carbon-neutral supply systems appear to be flexible and a gradual phasing-in of new powertrains and carbon-neutral fluid fuels or electricity is technically possible. Technology development drivers and vehicle manufacturers are found mainly in industrialised countries, but developing countries represent a growing market and may have an increasingly important role in shaping the future.     

条件磷指数:一个用于风险评估和磷管理的教育工具

磷指数(H)是一个结合磷源因子和传输因子来对土地磷流失的脆弱性进行分类的风险评估工具.本文阐述了条件磷指数的结构和概念,用来作为教育和磷管理的有效工具,加以调节后可以用来对瑞典的实际环境条件进行评估.由于某一特定因子对磷流失的重要程度强烈依赖于他们同其他因子的相互影响作用,更为精确的过程描述和量化的条件规则是必不可缺的.考虑通过土壤剖面磷的流失,单独计算活性磷和惰性磷,用动态的方法来计算土壤侵蚀流失中磷的流失评价,是本文提出的教育和管理工具的一些全新的特征.通过比较计算的PI值和从一个瑞典水质监测项目中7个观测地点观测的磷年传输数据,对本文提出的方法进行测试.首次测试表明,这个方法能够成功地用于磷流失风险评估.     

Questioning complacency: climate change impacts, vulnerability, and adaptation in Norway

Most European assessments of climate change impacts have been carried out on sectors and ecosystems, providing a narrow understanding of what climate change really means for society. Furthermore, the main focus has been on technological adaptations, with less attention paid to the process of climate change adaptation. In this article, we present and analyze findings from recent studies on climate change impacts, vulnerability, and adaptation in Norway, with the aim of identifying the wider social impacts of climate change. Three main lessons can be drawn. First, the potential thresholds and indirect effects may be more important than the direct, sectoral effects. Second, highly sensitive sectors, regions, and communities combine with differential social vulnerability to create both winners and losers. Third, high national levels of adaptive capacity mask the barriers and constraints to adaptation, particularly among those who are most vulnerable to climate change. Based on these results, we question complacency in Norway and other European countries regarding climate change impacts and adaptation. We argue that greater attention needs to be placed on the social context of climate change impacts and on the processes shaping vulnerability and adaptation.