scholarly journals STUDI KONSENTRASI CO AKIBAT KENDARAAN BERMOTOR DI KAWASAN PASAR TRADISIONAL KOTA PADANG

Jurnal Dampak ◽  
2017 ◽  
Vol 14 (2) ◽  
pp. 113
Author(s):  
Vera Surtia Bachtiar ◽  
Vivin Alfirna
Keyword(s):  
Air Quality ◽  
Motor Vehicle ◽  
Quality Standards ◽  
Motor Vehicles ◽  
Market Area ◽  
Traditional Markets ◽  
Traditional Market ◽  
Co Concentration ◽  
Transportation Activity ◽  
Co Concentrations

The traditional market area in Padang City is an area with a fairly high transportation activity of motor vehicles. The aims of this study is to determine the air quality for CO parameter due to motor vehicles in Padang City. The measurement of CO concentration was conducted in the traditional markets in Padang City which were located near the highway, namely Bandar Bandar Market, Pasar Raya Padang Market and Lubuk Buaya Market to see the effect of motor vehicle on transportation activity. CO measurements were carried out using CO meters for one hour during peak hours (07.00-08.00, except for Pasar Raya Market, conducted at 16.00-17.00) and off-peak hours (10.00-11.00 wib). CO concentrations during peak hours range between 5.92 and 11.67 ppm, while in the off-peak hours between 4.58 and 9.25 ppm. The outside of the traditional market (8.50-11.67 ppm) which is located on the edge of the highway, has a higher CO concentration than the inside (4.58-5.92 ppm). The measured CO concentrations in each location are below the national air quality standards. It means, the presence of traffic flow in the traditional market area in Padang City affects air quality on the edge of the highway, but not so affect the air quality in the inside area in the traditional market.Keywords: Transportation, Motor Vehicle, CO Concentration, Traditional Market.ABSTRAKKawasan pasar tradisional Kota Padang merupakan kawasan dengan aktivitas transportasi kendaraan bermotor yang cukup tinggi. Penelitian ini bertujuan untuk mengetahui kualitas udara untuk parameter CO akibat kendaraan bermotor di Kota Padang. Pengukuran konsentrasi CO dilakukan di pasar tradisional di Kota Padang yang berada dekat jalan raya, yaitu Pasar Bandar Buat, Pasar Raya Padang dan Pasar Lubuk Buaya untuk melihat pengaruhnya dari aktivitas transportasi kendaraan bermotor. Pengukuran CO dilakukan menggunakan CO meter selama satu jam pada jam sibuk (07.00-08.00 wib, kecuali untuk Pasar raya Padang, dilakukan pukul 16.00-17.00 wib) dan jam senggang (10.00-11.00 wib). Konsentrasi CO saat jam sibuk berkisar 5,92–11,67 ppm, sedangkan pada jam senggang sebesar 4,58 – 9,25 ppm. Bagian luar pasar tradisional (8,50–11,67 ppm) memiliki konsentrasi CO lebih tinggi dari pada bagian dalamnya (4,58-5,92 ppm). Konsentrasi CO terukur di setiap lokasi masih berada di bawah baku mutu. Artinya, adanya arus lalu lintas di kawasan pasar tradisional di Kota Padang mempengaruhi kualitas udara pada pinggir jalan raya, tetapi tidak begitu mempengaruhi kualitas udara di kawasan dalam pasar tradisonal tersebut.Kata kunci: Transportasi, Kendaraan Bermotor, Konsentrasi CO, Pasar tradisional.

scholarly journals Exposure to Carbon Monoxide while Commuting in Popular Modes of Transport in Karachi, Pakistan

2020 ◽  
Vol 63 (2) ◽  
pp. 123-129
Author(s):  
Zafar Iqbal Shams ◽  
Muhammad Saqib Khan ◽  
Syed Taha Ahmed ◽  
Rumaisa Ilyas ◽  
Zeeshan Akhtar
Keyword(s):  
Carbon Monoxide ◽  
Human Exposure ◽  
Motor Vehicle ◽  
Motor Vehicles ◽  
Co Concentration ◽  
Baseline Information ◽  
Control Devices ◽  
Low Sulfur ◽  
The City ◽  
Co Concentrations

Motor vehicles are the single largest source of toxic carbon monoxide in Karachi because advance emission control devices are not fitted in them mainly due to non-availability of low sulfur or sulfur-free fuel. On the contrary, commuters' exposure to carbon monoxide has not yet been investigated, while commuting in any motor vehicle of the city. Therefore, the present study investigated commuter's exposure to carbon monoxide, while travelling in nine different popular modes of transport. The exposure to CO concentrations was recorded inside the buses of seven standard routes of the city. Similarly, exposure to ambient carbon monoxide was also explored, while riding a motorbike on two different routes of the city. On an average, he came in contact with 6.82 ± 2.66 ppm CO during 7576 minutes travelling on nine routes of the metropolis. He was exposed to the highest CO concentration (15.20 ± 9.59 ppm), while riding a motorbike through Route 1 that passed through heavily populated neighborhood. Rider's exposure to carbon monoxide was found significantly (p < 0.05) correlated with wind velocity. As a whole, commuter's exposures to carbon monoxide during evening was significantly (p < 0.01) higher than those of the morning sessions. The present study will provide baseline information for reducing human exposure to the deadly carbon monoxide.    

scholarly journals How much does traffic contribute to benzene and PAH air pollution? Results from a high-resolution North American air quality model centered on Toronto, Canada

2019 ◽  
Author(s):  
Cynthia H. Whaley ◽  
Elisabeth Galarneau ◽  
Paul A. Makar ◽  
Michael D. Moran ◽  
Junhua Zhang
Keyword(s):  
Air Quality ◽  
Vehicle Emissions ◽  
Motor Vehicle ◽  
Ambient Air ◽  
Motor Vehicles ◽  
Road Vehicle ◽  
Model Domain ◽  
Pollutant Concentrations ◽  
Atmospheric Processing ◽  
Emissions Inventories

Abstract. Benzene and polycyclic aromatic hydrocarbons (PAHs) are toxic air pollutants that have long been associated with motor vehicle emissions, though the importance of such emissions has never been quantified over an extended domain using a chemical transport model. Herein we present the first application of such a model (GEM-MACH-PAH) to examine the contribution of motor vehicles to benzene and PAHs in ambient air. We have applied the model over a region that is centered on Toronto, Canada, and includes much of southern Ontario and the northeastern United States. The resolution (2.5 km) was the highest ever employed by a model for these compounds in North America, and the model domain was the largest at this resolution in the world to date. Using paired model simulations that were run with vehicle emissions turned on and off (while all other emissions were left on), we estimated the absolute and relative contributions of motor vehicles to ambient pollutant concentrations. Our results provide estimates of motor vehicle contributions that are realistic as a result of the inclusion of atmospheric processing, whereas assessing changes in benzene and PAH emissions alone would neglect effects caused by shifts in atmospheric oxidation and particle/gas partitioning. A secondary benefit of our scenario approach is in its utility in representing a fleet of zero emission vehicles (ZEV), whose adoption is being encouraged in a variety of jurisdictions. Our simulations predicted domain-average on-road vehicle contributions to benzene and PAH concentrations of 4–21 % and 14–24 % in the spring–summer and fall–winter periods, respectively, depending on the aromatic compound. Contributions to PAH concentrations up to 50 % were predicted for the Greater Toronto Area, with a domain maximum of 91 %. Such contributions are substantially higher than those reported in national emissions inventories, and they also differ from inventory estimates at the sub-national scale because those do not account for the physico-chemical processing that alters pollutant concentrations in the atmosphere. The removal of on-road vehicle emissions generally led to decreases in benzene and PAH concentrations during both periods that were studied, though atmospheric processing (such as chemical reactions and changes to gas/particle partitioning) contributed to non-linear behaviour at some locations or times of year. Such results demonstrate the added value associated with regional air quality modelling relative to examinations of emissions inventories alone. We also found that removing on-road vehicle emissions reduced spring–summertime surface O3 volume mixing ratios and fall–wintertime PM10 concentrations each by ~ 10 % in the model domain, providing further air quality benefits. Toxic equivalents contributed by vehicle emissions of PAHs were found to be substantial (20–60 % depending on location), and this finding is particularly relevant to the study of public health in the urban areas of our model area where human population, ambient concentrations, and traffic volumes tend to be high.

scholarly journals How much does traffic contribute to benzene and polycyclic aromatic hydrocarbon air pollution? Results from a high-resolution North American air quality model centred on Toronto, Canada

2020 ◽  
Vol 20 (5) ◽  
pp. 2911-2925 ◽  
Author(s):  
Cynthia H. Whaley ◽  
Elisabeth Galarneau ◽  
Paul A. Makar ◽  
Michael D. Moran ◽  
Junhua Zhang
Keyword(s):  
Air Quality ◽  
Vehicle Emissions ◽  
Motor Vehicle ◽  
Motor Vehicles ◽  
Road Vehicle ◽  
Model Domain ◽  
Pollutant Concentrations ◽  
Atmospheric Processing ◽  
Polycyclic Aromatic ◽  
Emissions Inventories

Abstract. Benzene and polycyclic aromatic hydrocarbons (PAHs) are toxic air pollutants that have long been associated with motor vehicle emissions, though the importance of such emissions has never been quantified over an extended domain using a chemical transport model. Herein we present the first application of such a model (GEM-MACH-PAH) to examine the contribution of motor vehicles to benzene and PAHs in ambient air. We have applied the model over a region that is centred on Toronto, Canada, and includes much of southern Ontario and the northeastern United States. The resolution (2.5 km) was the highest ever employed by a model for these compounds in North America, and the model domain was the largest at this resolution in the world to date. Using paired model simulations that were run with vehicle emissions turned on and off (while all other emissions were left on), we estimated the absolute and relative contributions of motor vehicles to ambient pollutant concentrations. Our results provide estimates of motor vehicle contributions that are realistic as a result of the inclusion of atmospheric processing, whereas assessing changes in benzene and PAH emissions alone would neglect effects caused by shifts in atmospheric oxidation and particle–gas partitioning. A secondary benefit of our scenario approach is in its utility in representing a fleet of zero-emission vehicles (ZEVs), whose adoption is being encouraged in a variety of jurisdictions. Our simulations predicted domain-average on-road vehicle contributions to benzene and PAH concentrations of 4 %–21 % and 14 %–24 % in the spring–summer and fall–winter periods, respectively, depending on the aromatic compound. Contributions to PAH concentrations up to 50 % were predicted for the Greater Toronto Area, and the domain maximum was simulated to be 91 %. Such contributions are substantially higher than those reported at the national level in Canadian emissions inventories, and they also differ from inventory estimates at the subnational scale in the US. Our model has been run at a finer spatial scale than reported in those inventories, and furthermore includes physico-chemical processing that alters pollutant concentrations after their release. The removal of on-road vehicle emissions generally led to decreases in benzene and PAH concentrations during both periods that were studied, though atmospheric processing (such as chemical reactions and changes to particle–gas partitioning) contributed to non-linear behaviour at some locations or times of year. Such results demonstrate the added value associated with regional air quality modelling relative to examinations of emissions inventories alone. We also found that removing on-road vehicle emissions reduced spring–summertime surface O3 volume mixing ratios and fall–wintertime PM10 concentrations each by ∼10 % in the model domain, providing further air quality benefits. Toxic equivalents contributed by vehicle emissions of PAHs were found to be substantial (20 %–60 % depending on location), and this finding is particularly relevant to the study of public health in the urban areas of our model domain where human population, ambient concentrations, and traffic volumes tend to be high.

Federal Air-Quality Standards and Their Implementation

1976 ◽  
Vol 1 (2) ◽  
pp. 365-409 ◽  
Author(s):  
David P. Currie
Keyword(s):  
Air Pollution ◽  
Air Quality ◽  
Environmental Protection Agency ◽  
Motor Vehicle ◽  
Quality Standards ◽  
Air Pollutant ◽  
Federal State ◽  
Air Pollution Control ◽  
Air Quality Standards ◽  
Stationary Sources

With the enactment of the Clean Air Act amendments in 1970, the federal government, essentially an interested bystander as recently as 1960, became the dominant presence in air pollution control. The current statute provides for federal research, financial support of state control programs, and interstate compacts (secs. 101-106). It retains, in vestigial form, a cumbersome conference procedure (sec. 115) copied from the earlier water-pollution statute and never much used in air pollution. irect federal regulatory authority was substantially increased by the 1970 amendments: the federal Environmental Protection Agency (EPA) may now adopt emission standards not only for new vehicles (sec. 202) but also for all aircraft (sec. 231), for new stationary sources of any type that “may contribute significantly to air pollution” (sec. 111), and for any source of a “hazardous” air pollutant, that is, one that “may cause, or contribute to, an increase in mortality or … in serious irreversible, or incapacitating reversible, illness” (sec. 1 12); it may also regulate the contents of motor-vehicle fuels (sec. 211). An emergency provision authorizes the federal agency, absent adequate state or local action, to sue to enjoin any emissions contributing to “an imminent and substantial endangerment to the health of persons” (sec. 303). Yet everyday control of most existing stationary sources remains subject to an awkward joint federal-state system of air-quality standards. That system is the subject of the present article.

scholarly journals PEMODELAN KAWASAN PASAR SOUVENIR DI DESA TOMOK (Objek Kasus : Desa Wisata Tomok, Kabupaten Samosir, Sumatera Utara)

2019 ◽  
Vol 2 (1) ◽  
pp. 21-30
Author(s):  
Ida Nova Sitohang ◽  
Raimundus Pakpahan ◽  
Shanty Silitonga
Keyword(s):  
Market Area ◽  
Economic Activities ◽  
Traditional Markets ◽  
Physical Time ◽  
Traditional Market ◽  
Modelling Methodology ◽  
The Right ◽  
Market Criteria

The tourist market or souvenir shop is a place of sale and purchase transactions in the tourist area that sells merchandise. The tourism market can be classified into traditional markets according to the physical, time, area of activities and goods traded. The tourism market can also be classified as a traditional market according to its function as culture, a market that has multi roles, not only acts as a meeting place between sellers and buyers but the market also has a function as a meeting place for each of those who use the market. Trading is one of the economic activities of the Tomok tourism village. The souvenir shop shows a lot of variants in terms of size / area, shape and ownership of the shop. It is importance to provide the right model in the souvenir market area in Tomok village. The research is using Modelling methodology. The benefit of this study is to find a model of the souvenir market area in Tomok tourism village that meets the souvenir market criteria.

scholarly journals Estimasi Beban Pencemar Dari Emisi Kendaraan Bermotor di Ruas Jalan Kota Pekanbaru

2014 ◽  
Vol 1 (2) ◽  
pp. 71
Author(s):  
Nurhadi Hodijah ◽  
Bintal Amin ◽  
Mubarak Mubarak
Keyword(s):  
Air Quality ◽  
Vehicle Emissions ◽  
Motor Vehicle ◽  
Ambient Air ◽  
Motor Vehicles ◽  
Vehicle Emission ◽  
Pollutant Load ◽  
Diesel Vehicles ◽  
Motor Vehicle Emissions ◽  
Pm 10

Increasing population and economy in Pekanbaru City was clearly followed by anincrease in the number of motor vehicles has the potential to cause air pollution andendanger human health. This research was aimed to analyze the pollutant load gases of CO,HC, NO 2 , SO 2 and PM 10 emissions from motor vehicles at at Pekanbaru City. Survey on thevolume of motor vehicles, roadside air quality and vehicle emission test was conducted onthree different road in Pekanbaru city. The volume of motor vehicles and pollutants loadsfrom motor vehicle emissions was highest at Sudirman road and the lowest at Diponegororoad. There are very significant differences between Sudirman road with Diponegoro roadand Tuanku Tambusai road with Diponegoro road. Higher pollutant load was found for gasCO (76,4 %), than gas HC (19,4 %), gas NO 2 (3,6 %), gas SO 2 (0,1 % ) and PM 10 ( 0,7 % ).The largest contribution of pollutant load gas CO, HC and PM 10 comes from motorcycles, gasNO 2 from the city cars and gas SO 2 coming from the truck. The quality of roadside air in thethird road to the gases CO, NO 2 , SO 2 and PM 10 are still below the ambient air qualitystandards, whilest gas HC had passed the ambient air quality standard. A positive correlationbetween concentrations of roadside air pollutants with a load of motor vehicle emissions wasfound. The percentage of motor vehicle emission test results explain that the rates of vehiclesfueled with gasoline were higher than diesel vehicles and that do not pass of the emission testwere generally produced before 2007, while for diesel vehicles that do not pass the emissionstest opacity value that were produced in the 2010 onward. 

Air quality inside motor vehicles' cabins: A review

2016 ◽  
Vol 27 (4) ◽  
pp. 452-465 ◽  
Author(s):  
Bin Xu ◽  
Xiaokai Chen ◽  
Jianyin Xiong
Keyword(s):  
Air Quality ◽  
Air Pollutants ◽  
Ultrafine Particles ◽  
High Efficiency ◽  
Motor Vehicle ◽  
Air Pollutant ◽  
Control Measures ◽  
Motor Vehicles ◽  
Air Filter ◽  
Effective Measure

Among many environments, the motor vehicle cabin microenvironment has been of particular public concern. Although commuters typically spend only 5.5% of their time in vehicles, the emissions from various interior components of motor vehicles as well as emissions from exhaust fumes carried by ventilation supply air are significant sources of harmful air pollutants that could lead to unhealthy human exposure due to their high concentrations inside vehicles' cabins. This review summarizes significant findings in the literature on air quality inside vehicle cabins, including chemical species, related sources, measurement methodologies and control measures. More than 90 relevant studies performed across over 10 countries were carefully reviewed. These comprised more than 2000 individual road trips, where concentrations of numerous air pollutants were determined. Ultrafine particles, aromatic hydrocarbons, carbonyls, semi-volatile organic compounds and microbes have been identified as the primary air pollutants inside vehicle cabins. Air recirculation with high-efficiency air filter has been reported as the most effective measure to lower air pollutant concentrations. Future work should focus on investigating the health risks of exposure to various air pollutants inside different vehicles and further developing advanced air filter to improve the in-cabin air quality.

Application of Electron Optics to Characterization of Particulate Pollutants

1972 ◽  
Vol 30 ◽  
pp. 364-365
Author(s):  
J. B. Moran ◽  
J. L. Miller
Keyword(s):  
Air Quality ◽  
Quality Standards ◽  
Ambient Air ◽  
Hazardous Substances ◽  
Fuel Additives ◽  
Ambient Air Quality ◽  
Air Quality Standards ◽  
Emission Standards ◽  
Stationary Sources ◽  
Ambient Air Quality Standards

The Clean Air Act Amendments of 1970 provide the basis for a dramatic change in Federal air quality programs. The Act establishes new standards for motor vehicles and requires EPA to establish national ambient air quality standards, standards of performance for new stationary sources of pollution, and standards for stationary sources emitting hazardous substances. Further, it establishes procedures which allow states to set emission standards for existing sources in order to achieve national ambient air quality standards. The Act also permits the Administrator of EPA to register fuels and fuel additives and to regulate the use of motor vehicle fuels or fuel additives which pose a hazard to public health or welfare.National air quality standards for particulate matter have been established. Asbestos, mercury, and beryllium have been designated as hazardous air pollutants for which Federal emission standards have been proposed.

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