scholarly journals Variability of carbonaceous aerosols in remote, rural, urban and industrial environments in Spain: implications for air quality policy

2013 ◽  
Vol 13 (3) ◽  
pp. 6971-7019
Author(s):  
X. Querol ◽  
A. Alastuey ◽  
M. Viana ◽  
T. Moreno ◽  
C. Reche ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Mixing Layer ◽  
Gaseous Emissions ◽  
Carbonaceous Aerosols ◽  
Health Related ◽  
Remote Sites ◽  
Rural Sites ◽  
The Impact ◽  
Urban Sites

Abstract. We interpret here the variability of levels of carbonaceous aerosols based on a 12-yr database from 78 monitoring stations across Spain especially compiled for this article. Data did not evidence any spatial trends of carbonaceous aerosols across the country. Conversely, results show marked differences in average concentrations from the cleanest, most remote sites (around 1 μg m−3 of non-mineral carbon (nmC), mostly made of organic carbon (OC), with very little elemental carbon (EC) 0.1 μg m−3; OC/EC = 12–15), to the highly polluted major cities (8–10 μg m−3 of nmC; 3–4 μg m−3 of EC; 4–5 μg m−3 of OC; OC/EC = 1–2). Thus, urban (and very specific industrial) pollution was found to markedly increase levels of carbonaceous aerosols in Spain, with much lower impact of biomass burning. Correlations between yearly averaged OC/EC and EC concentrations adjust very well to a potential equation (OC/EC = 3.37 EC−0.67 R2 = 0.94). A similar equation is obtained when including average concentrations obtained at other European sites (y = 3.61x−0.5, R2 = 0.78). A clear seasonal variability in OC and EC concentrations was detected. Both OC and EC concentrations were higher during winter at the traffic and urban sites, but OC increased during the warmer months at the rural sites. Hourly equivalent black carbon (EBC) concentrations at urban sites accurately depict road traffic contributions, varying with distance to road, traffic volume and density, mixing layer height and wind speed. Weekday urban rush-hour EBC peaks are mimicked by concentrations of primary gaseous emissions from road traffic, whereas a single midday peak is characteristic of remote and rural sites. Decreasing annual trends for carbonaceous aerosols were observed between 1999 and 2011 at a large number of stations, probably reflecting the impact of the EURO4 and EURO5 standards in reducing the diesel PM emissions. This has resulted in some cases in an increasing trend of NO2/OC+EC ratios, because these standards have been much less effective for the abatement of NOx exhaust emissions in passenger diesel cars. This study concludes that EC, EBC, and especially nmC and OC+EC are very good candidates for new air quality standards since they cover both emission impact and health related issues.

scholarly journals Variability of carbonaceous aerosols in remote, rural, urban and industrial environments in Spain: implications for air quality policy

2013 ◽  
Vol 13 (13) ◽  
pp. 6185-6206 ◽  
Author(s):  
X. Querol ◽  
A. Alastuey ◽  
M. Viana ◽  
T. Moreno ◽  
C. Reche ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Mixing Layer ◽  
Gaseous Emissions ◽  
Carbonaceous Aerosols ◽  
Health Related ◽  
Remote Sites ◽  
Rural Sites ◽  
The Impact ◽  
Urban Sites

Abstract. We interpret here the variability of levels of carbonaceous aerosols based on a 12 yr database from 78 monitoring stations across Spain specially compiled for this article. Data did not evidence any spatial trends of carbonaceous aerosols across the country. Conversely, results show marked differences in average concentrations from the cleanest, most remote sites (around 1 μg m−3 of non-mineral carbon (nmC), mostly made of organic carbon (OC) with very little elemental carbon (EC), around 0.1 μg m−3; OC / EC = 12–15), to the highly polluted major cities (8–10 μg m−3 of nmC; 3–4 μg m−3 of EC; 4–5 μg m−3 of OC; OC / EC = 1–2). Thus, urban (and very specific industrial) pollution was found to markedly increase levels of carbonaceous aerosols in Spain, with much lower impact of biomass burning and of biogenic emissions. Correlations between yearly averaged OC / EC and EC concentrations adjust very well to a potential equation (OC = 3.37 EC0.326, R2 = 0.8). A similar equation is obtained when including average concentrations obtained at other European sites (OC = 3.60EC0.491, R2 = 0.7). A clear seasonal variability in OC and EC concentrations was detected. Both OC and EC concentrations were higher during winter at the traffic and urban sites, but OC increased during the warmer months at the rural sites. Hourly equivalent black carbon (EBC) concentrations at urban sites accurately depict road traffic contributions, varying with distance from road, traffic volume and density, mixing-layer height and wind speed. Weekday urban rush-hour EBC peaks are mimicked by concentrations of primary gaseous emissions from road traffic, whereas a single midday peak is characteristic of remote and rural sites. Decreasing annual trends for carbonaceous aerosols were observed between 1999 and 2011 at a large number of stations, probably reflecting the impact of the EURO4 and EURO5 standards in reducing the diesel PM emissions. This has resulted in some cases in an increasing trend for NO2 / (OC + EC) ratios as these standards have been much less effective for the abatement of NOx exhaust emissions in passenger diesel cars. This study concludes that EC, EBC, and especially nmC and OC + EC are very good candidates for new air quality standards since they cover both emission impact and health-related issues.

scholarly journals Assessment of COVID-19 Lockdown Impact on the Air Quality in Eastern Spain: PM and BTX in Urban, Suburban and Rural Sites Exposed to Different Emissions

Atmosphere ◽  
2022 ◽  
Vol 13 (1) ◽  
pp. 97
Author(s):  
Milagros Ródenas ◽  
Rubén Soler ◽  
Esther Borrás ◽  
Teresa Vera ◽  
José Jaime Diéguez ◽  
...  
Keyword(s):  
Air Quality ◽  
Meteorological Parameters ◽  
Control Strategies ◽  
Air Pollution Control ◽  
Benzene Toluene ◽  
Rural Sites ◽  
The Impact ◽  
Urban Sites

In early 2020, the COVID-19 pandemic spread globally, and severe measures to control it were implemented. This study investigates the impact of the lockdown on the air quality of three provinces in the Valencia region, eastern Spain, in the years 2015–2020, focusing on particulate matter (PM). A thorough statistical analysis using different approaches is conducted. Hourly patterns are also assessed. In addition, the role of meteorological parameters on PM is explored. The results indicate an overall PM10 reduction of 16.5% when comparing the lockdown in 2020 and the 2015–2019 period, while PM2.5 increased by 3.1%. As expected, urban zones experienced higher reductions than suburban zones, which experienced a PM concentration increase. The impact of the drastic drops of benzene, toluene and xylene (77.4%, 58.0% and 61.8%, respectively) on the PM values observed in urban sites is discussed. Our study provides insights on the effect of activity changes over a wide region covering a variety of air quality stations, urban, suburban and rural, and different emission types. The results of this work are a valuable reference and suggest the need for considering different factors when establishing scientific air pollution control strategies.

scholarly journals The impact of ship emissions on air quality and human health in the Gothenburg area – Part 1: 2012 emissions

2020 ◽  
Vol 20 (12) ◽  
pp. 7509-7530 ◽  
Author(s):  
Lin Tang ◽  
Martin O. P. Ramacher ◽  
Jana Moldanová ◽  
Volker Matthias ◽  
Matthias Karl ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Ship Emissions ◽  
The North ◽  
Relative Contribution ◽  
Premature Deaths ◽  
The North Sea ◽  
The Baltic ◽  
The Impact ◽  
The City

Abstract. Ship emissions in and around ports are of interest for urban air quality management in many harbour cities. We investigated the impact of regional and local ship emissions on urban air quality for 2012 conditions in the city of Gothenburg, Sweden, the largest cargo port in Scandinavia. In order to assess the effects of ship emissions, a coupled regional- and local-scale model system has been set up using ship emissions in the Baltic Sea and the North Sea as well as in and around the port of Gothenburg. Ship emissions were calculated with the Ship Traffic Emission Assessment Model (STEAM), taking into account individual vessel characteristics and vessel activity data. The calculated contributions from local and regional shipping to local air pollution in Gothenburg were found to be substantial, especially in areas around the city ports. The relative contribution from local shipping to annual mean NO2 concentrations was 14 % as the model domain average, while the relative contribution from regional shipping in the North Sea and the Baltic Sea was 26 %. In an area close to the city terminals, the contribution of NO2 from local shipping (33 %) was higher than that of road traffic (28 %), which indicates the importance of controlling local shipping emissions. Local shipping emissions of NOx led to a decrease in the summer mean O3 levels in the city by 0.5 ppb (∼2 %) on average. Regional shipping led to a slight increase in O3 concentrations; however, the overall effect of regional and the local shipping together was a small decrease in the summer mean O3 concentrations in the city. In addition, volatile organic compound (VOC) emissions from local shipping compensate up to 4 ppb of the decrease in summer O3 concentrations due to the NO titration effect. For particulate matter with a median aerodynamic diameter less than or equal to 2.5 µm (PM2.5), local ship emissions contributed only 3 % to the annual mean in the model domain, while regional shipping under 2012 conditions was a larger contributor, with an annual mean contribution of 11 % of the city domain average. Based on the modelled local and regional shipping contributions, the health effects of PM2.5, NO2 and ozone were assessed using the ALPHA-RiskPoll (ARP) model. An effect of the shipping-associated PM2.5 exposure in the modelled area was a mean decrease in the life expectancy by 0.015 years per person. The relative contribution of local shipping to the impact of total PM2.5 was 2.2 %, which can be compared to the 5.3 % contribution from local road traffic. The relative contribution of the regional shipping was 10.3 %. The mortalities due to the exposure to NO2 associated with shipping were calculated to be 2.6 premature deaths yr−1. The relative contribution of local and regional shipping to the total exposure to NO2 in the reference simulation was 14 % and 21 %, respectively. The shipping-related ozone exposures were due to the NO titration effect leading to a negative number of premature deaths. Our study shows that overall health impacts of regional shipping can be more significant than those of local shipping, emphasizing that abatement policy options on city-scale air pollution require close cooperation across governance levels. Our findings indicate that the strengthened Sulphur Emission Control Areas (SECAs) fuel sulphur limit from 1 % to 0.1 % in 2015, leading to a strong decrease in the formation of secondary particulate matter on a regional scale was an important step in improving the air quality in the city.

scholarly journals Spatial distribution of aerosol microphysical and optical properties and direct radiative effect from the China Aerosol Remote Sensing Network

2019 ◽  
Vol 19 (18) ◽  
pp. 11843-11864 ◽  
Author(s):  
Huizheng Che ◽  
Xiangao Xia ◽  
Hujia Zhao ◽  
Oleg Dubovik ◽  
Brent N. Holben ◽  
...  
Keyword(s):  
Remote Sensing ◽  
Optical Properties ◽  
Urban Areas ◽  
Climate Modelling ◽  
Radiative Effect ◽  
Remote Sites ◽  
Fine Mode ◽  
Aerosol Remote Sensing ◽  
Rural Sites ◽  
Urban Sites

Abstract. Multi-year observations of aerosol microphysical and optical properties, obtained through ground-based remote sensing at 50 China Aerosol Remote Sensing Network (CARSNET) sites, were used to characterize the aerosol climatology for representative remote, rural, and urban areas over China to assess effects on climate. The annual mean effective radii for total particles (ReffT) decreased from north to south and from rural to urban sites, and high total particle volumes were found at the urban sites. The aerosol optical depth at 440 nm (AOD440 nm) increased from remote and rural sites (0.12) to urban sites (0.79), and the extinction Ångström exponent (EAE440–870 nm) increased from 0.71 at the arid and semi-arid sites to 1.15 at the urban sites, presumably due to anthropogenic emissions. Single-scattering albedo (SSA440 nm) ranged from 0.88 to 0.92, indicating slightly to strongly absorbing aerosols. Absorption AOD440 nm values were 0.01 at the remote sites versus 0.07 at the urban sites. The average direct aerosol radiative effect (DARE) at the bottom of atmosphere increased from the sites in the remote areas (−24.40 W m−2) to the urban areas (−103.28 W m−2), indicating increased cooling at the latter. The DARE for the top of the atmosphere increased from −4.79 W m−2 at the remote sites to −30.05 W m−2 at the urban sites, indicating overall cooling effects for the Earth–atmosphere system. A classification method based on SSA440 nm, fine-mode fraction (FMF), and EAE440–870 nm showed that coarse-mode particles (mainly dust) were dominant at the rural sites near the northwestern deserts, while light-absorbing, fine-mode particles were important at most urban sites. This study will be important for understanding aerosol climate effects and regional environmental pollution, and the results will provide useful information for satellite validation and the improvement of climate modelling.

scholarly journals Comparative evaluation of the impact of WRF/NMM and WRF/ARW meteorology on CMAQ simulations for PM<sub>2.5</sub> and its related precursors during the 2006 TexAQS/GoMACCS study

2012 ◽  
Vol 12 (9) ◽  
pp. 4091-4106 ◽  
Author(s):  
S. Yu ◽  
R. Mathur ◽  
J. Pleim ◽  
G. Pouliot ◽  
D. Wong ◽  
...  
Keyword(s):  
Comparative Evaluation ◽  
Model Performance ◽  
Temporal Variations ◽  
Chemical Components ◽  
Eastern United States ◽  
Monitoring Networks ◽  
Gaseous Species ◽  
Rural Sites ◽  
The Impact ◽  
Urban Sites

Abstract. This study presents a comparative evaluation of the impact of WRF-NMM and WRF-ARW meteorology on CMAQ simulations of PM2.5, its composition and related precursors over the eastern United States with the intensive observations obtained by aircraft (NOAA WP-3), ship and surface monitoring networks (AIRNow, IMPROVE, CASTNet and STN) during the 2006 TexAQS/GoMACCS study. The results at the AIRNow surface sites show that both ARW-CMAQ and NMM-CMAQ reproduced day-to-day variations of observed PM2.5 and captured the majority of observed PM2.5 within a factor of 2 with a NMB value of −0.4% for ARW-CMAQ and −18% for NMM-CMAQ. Both models performed much better at the urban sites than at the rural sites, with greater underpredictions at the rural sites. Both models consistently underestimated the observed PM2.5 at the rural IMPROVE sites by −1% for the ARW-CMAQ and −19% for the NMM-CMAQ. The greater underestimations of SO42−, OC and EC by the NMM-CMAQ contributed to increased underestimation of PM2.5 at the IMPROVE sites. The NMB values for PM2.5 at the STN urban sites are 15% and −16% for the ARW-CMAQ and NMM-CMAQ, respectively. The underestimation of PM2.5 at the STN sites by the NMM-CMAQ mainly results from the underestimations of the SO42−, NH4+ and TCM components, whereas the overestimation of PM2.5 at the STN sites by the ARW-CMAQ results from the overestimations of SO42−, NO3−, and NH4+. The Comparison with WP-3 aircraft measurements reveals that both ARW-CMAQ and NMM-CMAQ have very similar model performance for vertical profiles for PM2.5 chemical components (SO42−, NH4+) and related gaseous species (HNO3, SO2, NH3, isoprene, toluene, terpenes) as both models used the same chemical mechanisms and emissions. The results of ship along the coast of southeastern Texas over the Gulf of Mexico show that both models captured the temporal variations and broad synoptic change seen in the observed HCHO and acetaldehyde with the means NMB <30% most of the time but they consistently underestimated terpenes, isoprene, toluene and SO2.

Incorporating Health-Related Criteria for Project Scoring in Massachusetts

2021 ◽  
pp. 036119812110570
Author(s):  
Aikaterini Deliali ◽  
Sarah Esenther ◽  
Christine Frisard ◽  
Michael Bolduc ◽  
Derek Krevat ◽  
...  
Keyword(s):  
Physical Activity ◽  
Decision Making ◽  
Air Quality ◽  
Evidence Base ◽  
Active Transportation ◽  
Department Of Transportation ◽  
Transportation Projects ◽  
Health Related ◽  
The Impact ◽  
Highway Project

Transportation projects can affect health through multiple pathways—for example, by degrading air quality or encouraging active transportation. There is a need to incorporate health considerations in transportation decision-making to achieve health-related community goals. This paper presents highway project scoring criteria that allow for capturing the impact of transportation projects on health. These scoring criteria are organized into five groups—air quality, accessibility, equity, physical activity, and safety—to capture the multiple pathways that transportation interacts with health. The focus of this study was on updating the Massachusetts Department of Transportation Highway Division project scoresheet to incorporate health-related criteria. Evidence base, standards, and data needs based on which each criterion is assessed, as well as limitations, are summarized for each of the proposed criteria. The paper concludes with a discussion on the outcomes of the proposed changes as well as the transferability potential of the proposed criteria.

scholarly journals Contribution of emissions to concentrations: the TAGGING 1.0 submodel based on the Modular Earth Submodel System (MESSy 2.52)

2017 ◽  
Vol 10 (7) ◽  
pp. 2615-2633 ◽  
Author(s):  
Volker Grewe ◽  
Eleni Tsati ◽  
Mariano Mertens ◽  
Christine Frömming ◽  
Patrick Jöckel
Keyword(s):  
Air Quality ◽  
Tropospheric Ozone ◽  
Radiative Forcing ◽  
Road Traffic ◽  
Computing Time ◽  
Reaction Rates ◽  
Traffic Emissions ◽  
Time Step ◽  
Road Traffic Emissions ◽  
The Impact

Abstract. Questions such as what is the contribution of road traffic emissions to climate change? or what is the impact of shipping emissions on local air quality? require a quantification of the contribution of specific emissions sectors to the concentration of radiatively active species and air-quality-related species, respectively. Here, we present a diagnostics package, implemented in the Modular Earth Submodel System (MESSy), which keeps track of the contribution of source categories (mainly emission sectors) to various concentrations. The diagnostics package is implemented as a submodel (TAGGING) of EMAC (European Centre for Medium-Range Weather Forecasts – Hamburg (ECHAM)/MESSy Atmospheric Chemistry). It determines the contributions of 10 different source categories to the concentration of ozone, nitrogen oxides, peroxyacytyl nitrate, carbon monoxide, non-methane hydrocarbons, hydroxyl, and hydroperoxyl radicals ( =  tagged tracers). The source categories are mainly emission sectors and some other sources for completeness. As emission sectors, road traffic, shipping, air traffic, anthropogenic non-traffic, biogenic, biomass burning, and lightning are considered. The submodel obtains information on the chemical reaction rates, online emissions, such as lightning, and wash-out rates. It then solves differential equations for the contribution of a source category to each of the seven tracers. This diagnostics package does not feed back to any other part of the model. For the first time, it takes into account chemically competing effects: for example, the competition between NOx, CO, and non-methane hydrocarbons (NMHCs) in the production and destruction of ozone. We show that the results are in-line with results from other tagging schemes and provide plausibility checks for concentrations of trace gases, such as OH and HO2, which have not previously been tagged. The budgets of the tagged tracers, i.e. the contribution from individual source categories (mainly emission sectors) to, e.g., ozone, are only marginally sensitive to changes in model resolution, though the level of detail increases. A reduction in road traffic emissions by 5 % shows that road traffic global tropospheric ozone is reduced by 4 % only, because the net ozone productivity increases. This 4 % reduction in road traffic tropospheric ozone corresponds to a reduction in total tropospheric ozone by  ≈  0.3 %, which is compensated by an increase in tropospheric ozone from other sources by 0.1 %, resulting in a reduction in total tropospheric ozone of  ≈  0.2 %. This compensating effect compares well with previous findings. The computational costs of the TAGGING submodel are low with respect to computing time, but a large number of additional tracers are required. The advantage of the tagging scheme is that in one simulation and at every time step and grid point, information is available on the contribution of different emission sectors to the ozone budget, which then can be further used in upcoming studies to calculate the respective radiative forcing simultaneously.

scholarly journals Assessing the Impact of Road Traffic Reorganization on Air Quality: A Street Canyon Case Study

Atmosphere ◽  
2020 ◽  
Vol 11 (7) ◽  
pp. 695
Author(s):  
Marek Bogacki ◽  
Robert Oleniacz ◽  
Mateusz Rzeszutek ◽  
Paulina Bździuch ◽  
Adriana Szulecka ◽  
...  
Keyword(s):  
Air Quality ◽  
Road Traffic ◽  
Road Transport ◽  
Air Pollutant ◽  
Pollutant Emissions ◽  
Maximum Speed ◽  
Commercial Vehicles ◽  
The Road ◽  
Management Changes ◽  
The Impact

One of the elements of strategy aimed at minimizing the impact of road transport on air quality is the introduction of its reorganization resulting in decreased pollutant emissions to the air. The aim of the study was to determine the optimal strategy of corrective actions in terms of the air pollutant emissions from road transport. The study presents the assessment results of the emission reduction degree of selected pollutants (PM10, PM2.5, and NOx) as well as the impact evaluation of this reduction on their concentrations in the air for adopted scenarios of the road management changes for one of the street canyons in Krakow (Southern Poland). Three scenarios under consideration of the city authorities were assessed: narrowing the cross-section of the street by eliminating one lane in both directions, limiting the maximum speed from 70 km/h to 50 km/h, and allowing only passenger and light commercial vehicles on the streets that meet the Euro 4 standard or higher. The best effects were obtained for the variant assuming banning of vehicles failing to meet the specified Euro standard. It would result in a decrease of the yearly averaged PM10 and PM2.5 concentrations by about 8–9% and for NOx by almost 30%.

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