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.     

Particle formation events measured at a semirural background site in Denmark

The particle formation and growth events observed at a semirural background site in Denmark were analyzed based on particle number size distribution data collected during the period from February 2005 to December 2010. The new particle formation (NPF) events have been classified visually in detail according to 3D daily plots in combination with an automatic routine. A clear seasonal variation was found in the way that events occurred more frequently during the warm season from May to September and especially in June. The mean values of the apparent 6 nm particle formation rates, the growth rate and the condensation sink were about 0.36 cm^?3 s^?1, 2.6 nm h^?1, 4.3?×?10^?3 s^?1, respectively. A positive relationship of oxidation capacity (O_X?=?O₃?+?NO₂) of the atmosphere and the appearance of NPF events was found indicating that the oxidation of the atmosphere was linked to the formation of new particles. An analysis of a 3-day backward trajectories revealed that NW air masses from the North Sea were giving the highest probability of NPF events, namely between 20 and 40 %.     

Intercomparison of Numerical Urban Dispersion Models – Part I: Street Canyon and Single Building Configurations

Microscale Computational Fluid Dynamics (CFD) models havebecome an efficient and common simulation tool forassessment and prediction of air quality in urban areas.The proper validation of such a model is a crucialprerequisite for its practical application. Within theframework of the European research network TRAPOS a workinggroup on computational fluid dynamics modelling wasestablished and model intercomparison exercises werelaunched. Different Computational Fluid Dynamics Codes wereapplied for simulating the wind flow and pollutantconcentration patterns in several test cases. The aim ofthe present model intercomparison is (1) to assess andallocate the source of differences that appear whendifferent CFD codes using the same turbulence model areapplied to well defined test cases and (2) to improve theknowledge base for model development and application.Throughout the series of model applications coveringmanifold urban configurations, the overall agreementbetween the various models and experimental data is fair.In spite of quantitative differences between the variousnumerical results, the models are capable of reproducingthe flow patterns and dispersion characteristics observedin urban areas but they show significant differences forthe turbulent kinetic energy field that controls thedispersion of pollutants.     

Examination of Traffic Pollution Distribution in a Street Canyon Using the Nantes'99 Experimental Data and Comparison with Model Results

During the Nantes'99 experiment, pollution concentrations, temperature, flow and turbulence conditions were measured at several locations in Rue de Strasbourg, Nantes, France. Traffic was measured by vehicle counters at different places within the street. Traffic speed was monitored as well. The measuring campaign was conducted in the period June–July 1999 but only data from a selected intensive observation period are used in this study. This period was selected to suit conditions required for study of the traffic produced turbulence and the thermal effects and is characterised by quite low wind speeds. The data are used here for examination of concentration distributions in the street. Measurements are compared to model results calculated by a simple parameterised model, the Operational Street Pollution Model (OSPM) and a 3-D CFD model MISKAM. Both models reproduce reasonably well the observed distribution of pollutants in the street. Due to predominantly low wind speed conditions, such effects as the traffic produced turbulence play a quite significant role. The model results provided by MISKAM are scaled using a velocity scale depending on the traffic produced turbulence. Application of a scaling velocity depending on wind speed only, provides unrealistic results.     

The Draft of the New German Guideline VDI 3782/8 to Model Automobile Exhaust Dispersion

The draft of the German guideline to calculate automobile exhaust dispersion is explained. It contains a two-stage-system: For first quick estimates the guideline contains the simple models MLuS and STREET. In case these models are not applicable or their results shows concentration levels close to the air quality standards, the more complex models PROKAS_V and MISKAM are recommended. PROKAS_V is a Gaussian plume model, MISKAM is a 3-dimensional microscale non hydrostatic flow model for built-up areas with an Eulerian dispersion model. The guideline comprises cases in rural areas without or with few adjacent buildings as well as urban areas with buildings near the roads. The contribution gives information about the models, typical results and some of the problems showing up presently.     

Comparison of Numerical Street Dispersion Models with Results from Wind Tunnel and Field Measurements

Numerical dispersion models developed and validated in different European countries were applied to data sets from wind tunnel and field measurements. The comparison includes the Danish Operational Street Pollution Model (OSPM) and the microscale flow and dispersion model MISKAM. The latter is recommended for application in built-up areas in the draft of the new German guideline VDI 3782/8. In a first step the models were applied to simplified street configurations. Different parameters as length and height of adjacent buildings and the angle of the incoming flow were varied. The results were compared to recent wind tunnel measurements. In a second step the models were applied to two extensively investigated field data sets from Jagtvej, Copenhagen and G ttinger Straße, Hannover. Intensified and more transparent and accessible validation procedures would be helpful for the thorough user.     

Comparative study of measured and modelled number concentrations of nanoparticles in an urban street canyon

This study presents a comparison between measured and modelled particle number concentrations (PNCs) in the 10–300 nm size range at different heights in a canyon. The PNCs were modelled using a simple modelling approach (modified Box model, including vertical variation), an Operational Street Pollution Model (OSPM) and Computational Fluid Dynamics (CFD) code FLUENT. All models disregarded any particle dynamics. CFD simulations have been carried out in a simplified geometry of the selected street canyon. Four different sizes of emission sources have been used in the CFD simulations to assess the effect of source size on mean PNC distributions in the street canyon. The measured PNCs were between a factor of two and three of those from the three models, suggesting that if the model inputs are chosen carefully, even a simplified approach can predict the PNCs as well as more complex models. CFD simulations showed that selection of the source size was critical to determine PNC distributions. A source size scaling the vehicle dimensions was found to better represent the measured PNC profiles in the lowest part of the canyon. The OSPM and Box model produced similar shapes of PNC profile across the entire height of the canyon, showing a well-mixed region up to first ≈2 m and then decreasing PNCs with increased height. The CFD profiles do correctly reproduce the increase from road level to a height of ≈2 m; however, they do not predict the measured PNC decrease higher in the canyon. The PNC differences were largest between idealised (CFD and Box) and operational (OSPM) models at upper sampling heights; these were attributed to weaker exchange of air between street and roof-above in the upper part of the canyon in the CFD calculations. Possible reasons for these discrepancies are given.     

Air pollution modeling at road sides using the operational street pollution model--a case study in Hanoi, Vietnam

In many metropolitan areas, traffic is the main source of air pollution. The high concentrations of pollutants in streets have the potential to affect human health. Therefore, estimation of air pollution at the street level is required for health impact assessment. This task has been carried out in many developed countries by a combination of air quality measurements and modeling. This study focuses on how to apply a dispersion model to cities in the developing world, where model input data and data from air quality monitoring stations are limited or of varying quality. This research uses the operational street pollution model (OSPM) developed by the National Environmental Research Institute in Denmark for a case study in Hanoi, the capital of Vietnam. OSPM predictions from five streets were evaluated against air pollution measurements of nitrogen oxides (NO(x)), sulfur dioxide (SO2), carbon monoxide (CO), and benzene (BNZ) that were available from previous studies. Hourly measurements and passive sample measurements collected over 3-week periods were compared with model outputs, applying emission factors from previous studies. In addition, so-called "backward calculations" were performed to adapt the emission factors for Hanoi conditions. The average fleet emission factors estimated can be used for emission calculations at other streets in Hanoi and in other locations in Southeast Asia with similar vehicle types. This study also emphasizes the need to further eliminate uncertainties in input data for the street-scale air pollution modeling in Vietnam, namely by providing reliable emission factors and hourly air pollution measurements of high quality.