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Abstract Regulations, definitions, and calculations related to emissions of Volatile Organic Compounds (VOC) from paints used for horizontal road markings (traffic paints) in North America and in European Union are different, which frequently makes simple comparisons impossible. To illustrate the dissimilarities, solvent packages of various exemplary paints that meet several normative requirements were compared for the nominal emissions according to different calculation procedures. For a unified assessment, volatile portions of the paints were evaluated based on Ozone Formation Potential (OFP). The analysis revealed that similar nominal VOC contents can lead to vastly different OFP, in an extreme case six times higher. Incongruously high OFP, which was calculated for emissions in Southern California despite strict limits can thus be explained. The provided calculations can be used by road administrators as a tool to demand materials with lowest environmental impact, by environmental researchers to pinpoint irregularities between declared and measured discharges, and can assist formulating chemists in selection of raw materials to prepare environmentally friendly road marking paints. Graphical abstract Image 1 [ABSTRACT FROM AUTHOR]

Season-long methane ( CH 4 ) exchange was observed in a rice paddy field in central Japan (Kanto Region) using the eddy covariance technique to clarify the variations in environmental controls on CH 4 exchange in different stages of cultivation. Before heading of rice plant, the CH 4 emission depended on wind speed and soil temperature. The soil temperature dependence can be due to an increase in CH 4 production, higher molecular diffusion, and higher conductance within rice plant at higher soil temperature. An occurrence of ebullitive emission was also suggested from the wind speed dependence. After heading was completed, relative humidity and water temperature influenced CH 4 emission. The amplitude of the diurnal variation in emission increased from 0.03 μ mol m − 2 s − 1 in the late pre-heading stage to 0.13 μ mol m − 2 s − 1 in the post-heading stage. Induced convective throughflow within the rice aerenchyma after the change in plant structure was attributable to this variation in environmental controls after the heading. After drainage, CH 4 emission was confined to short periods after strong rain events. The water level controlled the timing of emission, most likely by influencing the diffusion efficiency from the anoxic soil to the atmosphere and CH 4 oxidation in the surface oxic zone. The variation in the dominant transport pathway needs to be accounted for in terrestrial ecosystem models to accurately predict CH 4 emission from rice paddies. [ABSTRACT FROM AUTHOR]

There is an ongoing debate regarding the influence of the source location of pollution on the fate of pollutants and their subsequent impacts. Several methods have been developed to derive site-dependent characterization factors (CFs) for use in life-cycle assessment (LCA). Consistent, precise, and accurate estimates of CFs are crucial for establishing long-term, sustainable air pollution abatement policies. We reviewed currently available studies on the regionalization of non-toxic air pollutants in LCA. We also extracted and converted data into indices for analysis. We showed that CFs can distinguish between emissions occurring in different locations, and that the different methods used to derive CFs map locations consistently from very sensitive to less sensitive. Seasonal variations are less important for the computation of CFs for acidification and eutrophication, but they are relevant for the calculation of CFs for tropospheric ozone formation. Large intra-country differences in estimated CFs suggest that an abatement policy relying on quantitative estimates based upon a single method may have undesirable outcomes. Within country differences in estimates of CFs for acidification and eutrophication are the results of the models used, category definitions, soil sensitivity factors, background emission concentration, critical loads database, and input data. Striking features in these studies were the lack of CFs for countries outside Europe, the USA, Japan, and Canada, the lack of quantification of uncertainties. Parameter and input data uncertainties are well quantified, but the uncertainty associated with the choice of category indicator is rarely quantified and this can be significant. Although CFs are scientifically robust, further refinements are needed before they can be integrated in LCA. Future research should include uncertainty analyses, and should develop a consensus model for CFs. CFs for countries outside Europe, Japan, Canada and the USA are urgently needed. [ABSTRACT FROM AUTHOR]

In this paper, we present ten scenarios developed using the IMAGE2.4 framework (Integrated Model to Assess the Global Environment) to explore how different assumptions on future climate and air pollution policies influence emissions of greenhouse gases and air pollutants. These scenarios describe emission developments in 26 world regions for the 21st century, using a matrix of climate and air pollution policies. For climate policy, the study uses a baseline resulting in forcing levels slightly above RCP6.0 and an ambitious climate policy scenario similar to RCP2.6. For air pollution, the study explores increasingly tight emission standards, ranging from no improvement, current legislation and three variants assuming further improvements. For all pollutants, the results show that more stringent control policies are needed after 2030 to prevent a rise in emissions due to increased activities and further reduce emissions. The results also show that climate mitigation policies have the highest impact on SO 2 and NO X emissions, while their impact on BC and OC emissions is relatively low, determined by the overlap between greenhouse gas and air pollutant emission sources. Climate policy can have important co-benefits; a 10% decrease in global CO 2 emissions by 2100 leads to a decrease of SO 2 and NO X emissions by about 10% and 5%, respectively compared to 2005 levels. In most regions, low levels of air pollutant emissions can also be achieved by solely implementing stringent air pollution policies. The largest differences across the scenarios are found in Asia and other developing regions, where a combination of climate and air pollution policy is needed to bring air pollution levels below those of today. [ABSTRACT FROM AUTHOR]

To improve air quality, knowledge of the sources and locations of air pollutant emissions is critical. However, for many global cities, no previous estimates exist of how much exposure to fine particulate matter (PM 2.5), the largest environmental cause of mortality, is caused by emissions within the city vs. outside its boundaries. We use the Intervention Model for Air Pollution (InMAP) global-through-urban reduced complexity air quality model with a high-resolution, global inventory of pollutant emissions to quantify the contribution of emissions by source type and location for 96 global cities. Among these cities, we find that the fraction of PM 2.5 exposure caused by within-city emissions varies widely (μ = 37%; σ = 22%) and is not well-explained by surrounding population density. The list of most-important sources also varies by city. Compared to a more mechanistically detailed model, InMAP predicts urban measured concentrations with lower bias and error but also lower correlation. Predictive accuracy in urban areas is not particularly high with either model, suggesting an opportunity for improving global urban air emission inventories. We expect the results herein can be useful as a screening tool for policy options and, in the absence of available resources for further analysis, to inform policy action to improve public health. • The contributions of different air pollution sources vary widely among cities. • The contributions of within-city vs. external emission sources to a city's air pollution also varies widely among cities. • The contributions above cannot be accurately predicted without air quality modeling. • An opportunity exists to improve global emission inventories in urban areas. [ABSTRACT FROM AUTHOR]

Air pollution levels within Lisbon city limits have been exceeding the limit values established in European Union and national legislation since 2001, with the most problematic cases related to the levels of fine particles (PM 10 ) and nitrogen dioxide (NO 2 ), mainly originated by road traffic. With the objective of answering this public health issue, an Air Quality Action Plan was developed in 2006 and the respective Enforcement Plan was published in 2009. From the overall strategy, one of the major measures presented in this strategy was the creation of a Low Emission Zone (LEZ) in Lisbon, which has been operating since July 2011. Implemented at different stages it has progressively expanded its area, including more vehicle types and adopting more stringent requirements in terms of minimum emission standards (currently LEZ phase 2 with EURO 2 in the city center – zone 1 and EURO 1 in the rest of the LEZ area – zone 2). At the same time the road axis comprised of Marquês de Pombal square and Avenida da Liberdade was subjected to profound changes in its traffic circulation model, reducing road traffic volumes. The analysis of the air quality data before and after the LEZ phase 2 has shown positive evolution when comparing the period between 2011 (before measures) and 2013 (after measures). In 2013, there was a reduction in PM 10 annual average concentration of 23% and NO 2 annual average concentrations of 12%, compared with the year 2011. Although PM 10 reductions were more significant inside the LEZ area, the same was not valid for NO 2 , suggesting that the implementation of these measures was not as effective in reducing NO 2 levels as shown by results in other cities like Berlin and London. The results from road traffic characterization indicate a relevant effect on fleet renewal with an overall decrease in the relative weight of pre-EURO 2 vehicles in 2012/2013, compared with data from 2011. An important increase in the share of EURO 4 and EURO 5 vehicles was also observed. Our conclusions show that the level of ambition is relevant for the observed effects. Therefore, stricter restriction standards should be enforced in the future stages of the Lisbon LEZ in conjunction with a higher effort and investment on LEZ enforcement. [ABSTRACT FROM AUTHOR]

Weekly inventories for emissions of agricultural ammonia were calculated for 139 4 × 4 km grid cells over 52 weeks in the intensely farmed Lower Fraser Valley, BC. The grid cells were located both inside and outside an area that had been depopulated of poultry due to an outbreak of Avian Influenza prior to the start of the study. During the study period, ambient ammonia concentrations were measured hourly at two locations outside the cull area and one location inside the cull area. Large emission differences between grid cells and differences in temporal variation between cells were related to farming practices and meteorological factors such as temperature and rainfall. Weekly average ambient concentrations at the three sampling locations were significantly correlated with estimates of weekly emissions for many of the grid cells in the study area. Inside the cull area, ambient concentrations during the cull (week 1) were 37% of the concentrations after the cull (week 52), while outside the cull there was almost no difference between week 1 and week 52, suggesting that in normal (non-cull) conditions, about 60% of the ambient ammonia was due to poultry farms. Estimated emissions in weeks 1 and 52 for grid cells affected by the cull indicated that over 90% of the emissions came from poultry. The discrepancy in difference between week 1 and 52 for emissions and ambient concentrations could be due to atmospheric factors like transport, atmospheric reactions, dispersion or deposition; to errors in the inventory including farming data, emission factors; and omission of some non-poultry emission sources. Overall the study supports the ammonia emission inventory estimates. Detailed emission data helps in modeling ammonia in the atmosphere and is useful for developing abatement policy. [ABSTRACT FROM AUTHOR]

Abstract: As a pioneer in controlling vehicle emissions within China, Beijing released the Clean Air Action Plan 2013–2017 document in August 2013 to improve its urban air quality. It has put forward this plan containing the most stringent emission control policies and strategies to be adopted for on-road vehicles of Beijing. This paper estimates the historic and future trends and uncertainties in vehicle emissions of Beijing from 1998 to 2020 by applying a new emission factor model for the Beijing vehicle fleet (EMBEV). Our updated results show that total emissions of CO, THC, NO x and PM2.5 from the Beijing vehicle fleet are 507 (395–819) kt, 59.1 (41.2–90.5) kt, 74.7 (54.9–103.9) kt and 2.69 (1.91–4.17) kt, respectively, at a 95% confidence level. This represents significant reductions of 58%, 59%, 31% and 62%, respectively, relative to the total vehicle emissions in 1998. The past trends clearly posed a challenge to NOx emission mitigation for the Beijing vehicle fleet, especially in light of those increasing NO x emissions from heavy-duty diesel vehicles (HDDVs) which have partly offset the reduction benefit from light-duty gasoline vehicles (LDGVs). Because of recently announced vehicle emission controls to be adopted in Beijing, including tighter emissions standards, limitations on vehicle growth by more stringent license control, promotion of alternative fuel technologies (e.g., natural gas) and the scrappage of older vehicles, estimated vehicle emissions in Beijing will continue to be mitigated by 74% of CO, 68% of THC, 56% of NO x and 72% of PM2.5 in 2020 compared to 2010 levels. Considering that many of the megacities in China are facing tremendous pressures to mitigate emissions from on-road vehicles, our assessment will provide a timely case study of significance for policy-makers in China. [Copyright &y& Elsevier]

Abstract: A regulation was implemented on 9/1/2009, excluding Euro 0, I and II heavy duty vehicles from entering Amsterdam's Low Emission Zone (LEZA). The current study investigated whether and to what extent this regulation had an effect on air quality. Data for a period starting two years before the regulation up to 31 December 2010 were obtained from two monitoring sites within the LEZA, one located in a street frequently used by heavy-duty vehicles, and one at an urban background location. The difference in concentrations of NO2, NOx, PM10 and soot, between the two sites was attributed to traffic. Soot was measured by two proxies, Elemental Carbon (EC) and Absorbance that showed a significant mutual correlation. The traffic contribution concentrations measured were adjusted for wind direction, wind speed, type of day (weekday/weekend) and traffic intensity. Since the implementation of the LEZA, the traffic contribution concentrations compared to the roadside site concentrations were decreased by 4.9% (95%-CI: 3.0–6.9%) for NO2, 5.9% (95%-CI: 3.7–6.4%) for NOx, 5.8% (95%-CI: 3.3–8.4%) for PM10, 7.7% (95%-CI: 2.3–13.0%) for Absorbance and 12.9% (95%-CI: 5.2–20.5%) for EC. The current study demonstrated significant decreases in traffic-related air pollution concentrations in the vicinity of a roadside monitoring station after the implementation of a low emission zone in Amsterdam. [Copyright &y& Elsevier]

Abstract: Emissions from burning major agricultural residue were measured through laboratory simulations using a self-designed dilution chamber system. Emission factors of CO2, CO, non-methane hydrocarbons (NMHCs), oxygenated volatile organic compounds (OVOCs), PM10, PM2.5, OC and EC in PM2.5 were measured for burning rice straw in flaming and smoldering combustion, and for burning of sugarcane leaves. NMHCs emitted from crop straw open burning were dominated by C2 hydrocarbons (ethene, ethane, ethyne), contributing (53.4 ± 4.6)% in volume in rice straw burning emissions and 41.8% in sugarcane burning emissions, respectively. Acetone and aldehyde were major OVOCs species in open straw burning emissions. A survey was conducted to determine the fraction of field crop biomass burned during harvesting season and the amounts of household firewood and crop residue consumption in 2008. Information obtained from the survey, together with measured EFs for field burning of rice straw and sugarcane, and EFs from literatures for field burning of other agricultural residues, biofuel combustion and forest fires, were used in developing the source inventories of carbonaceous pollutants in the PRD region. The annual emissions of CO, VOCs (including NMHCs and OVOCs), NO x , PM2.5, OC and EC from burning biomass were estimated to be 186.38, 15.94, 4.93, 15.56, 7.10, 2.25 kt in the year 2008, respectively. These estimates are lower than previously published estimates by 23–63%. Open burning patterns (flaming and smoldering) and rural biofuel use contribute to the differences. Field burning of straw contributed mainly to VOCs, PM2.5 and OC emissions while the residential sector was the dominant source of EC, CO and NO x . The contributions of biomass burning to entire PRD emissions are estimated as 3.37–6.53%, respectively, for PM, and 1.82–3.17%, respectively, for VOCs, and 0.52–2.77%, respectively, for NO x . [Copyright &y& Elsevier]

Particle number size distributions were simultaneously measured at the Guangzhou (GZ) urban site (23.13°N, 113.26°E) and the Back-garden (BG) rural site (23.5°N, 113.03°E) in the Pearl River Delta (PRD) region in July, 2006. It provided new findings into the evolution of particle number size distribution and new particle formation (NPF) in two different environments. Number concentration of particles (20 nm–10 μm diameter) at GZ was about 70% higher than at BG and significantly affected by traffic emission. However, number concentrations of the regional aerosols (100–660 nm) were (6 ± 3) × 103 cm−3 at both sites. At BG, the diurnal variation of particle number size distributions showed an obvious particle growth process beginning at about 9:00 (LT), probably caused by NPF. In contrast, particle number concentrations in the size rages of 20–45 nm, 45–100 nm, and 100–660 nm showed similar trends with two main peaks at about 12:00 (LT) and 19:00 (LT) at GZ. NPF events were observed at both sites, but the occurrence frequency at GZ was about 50% lower than at BG. Regional NPF events at both sites probably in the same air mass were simultaneously observed with similar growth rates, concentrations and production rates of the condensable vapors, and condensational sinks on July 6. On the whole, deceasing traffic emission will improve air quality efficiently in the aspect of particle number concentration and fine particulate pollution in the summer of PRD should be controlled in a regional scale, especially with stagnant air mass from South China Sea. [ABSTRACT FROM AUTHOR]

Abstract: In recent years, Mainland China, and in particular the industrial hotbed of the Pearl River Delta (PRD) has experienced an increasingly serious problem of high concentrations of airborne particulate matter. Following the tightening-up of China's air quality policies in recent years, and with especially fine particles now added to a new air quality objective, the identification of major source regions and major types of pollutants has become crucial. In this study, the Comprehensive Air Quality Model (CAMx), together with the Particulate Source Apportionment Technology (PSAT) source apportionment method, has been applied to analyze how different emission activities influence PM concentration in the PRD region. By using this method, a detailed source region and emission category contribution matrix is derived for all regions within the Hong Kong/PRD region and source appointment results show that, on average, for different cities super-regional transport and mobile vehicles are the two major fine particle sources, contributing 62% (34.3 μg m−3) and 21% (12.2 μg m−3) of the total figure in December, and 42% (13.1 μg m−3) and 28% (9.7 μg m−3) in April. Meanwhile, over the same period in Hong Kong, in addition to these two factors, marine proved another very significant source of particle pollutant, amounting to 18% of the total figure (4.7 μg m−3). Another important cause of high PM levels has been the transport of fine particles between cities within the PRD region, with three different regions selected for detailed analysis. Results show that for the Hong Kong/PRD region local reduction of mobile sources and collaboration between different areas could have succeeded in alleviating the air pollution problem. [Copyright &y& Elsevier]

Abstract: A new exhaust emission inventory of ocean-going vessels (OGVs) was compiled for Hong Kong by using Automatic Identification System (AIS) data for the first time to determine typical main engine load factors, through vessel speed and operation mode characterization. It was found that in 2007, container vessel was the top emitting vessel type, contributing 9,886, 11,480, 1,173, 521 and 1166 tonnes of SO2, NO x , PM10, VOC and CO, respectively, or about 80%–82% of the emissions. The top five, which also included ocean cruise, oil tanker, conventional cargo vessel and dry bulk carrier, accounted for about 98% of emissions. Emission maps, which add a new spatial dimension to the inventory, show the key emission hot spots in Hong Kong and suggest that a significant portion of emissions were emitted at berth. Scientific evidence about the scale and distribution of ship emissions has contributed in raising public awareness and facilitating stakeholder engagement about the issue. Fair Winds Charter, the world's first industry-led voluntary emissions reduction initiative, is a perfect example of how careful scientific research can be used in public engagement and policy deliberation to help drive voluntary industry actions and then government proposals to control and regulate marine emissions in Hong Kong and the Pearl River Delta region. [Copyright &y& Elsevier]

Abstract: In recent years, heavy metal pollution accidents were reported frequently in China. The atmospheric heavy metal pollution is drawing all aspects of attention. This paper summarizes the recent research results from our studies and previous studies in recent years in China. The level, temporal variation, seasonal variation and size distribution of the heavy metals of atmospheric Lead(Pb), Vanadium(V), Manganese(Mn), Nickel(Ni), Chromium(Cr), Cadmium(Cd), Copper(Cu), Zinc(Zn) and Arsenic(As) were characterized in China. The emission characteristics and sources of atmospheric heavy metals and As in China were reviewed. Coal burning, iron and steel industry and vehicle emission are important sources in China. Control policies and effects in China were reviewed including emission standards, ambient air quality standards, phase out of leaded gasoline and so on, and further works for atmospheric heavy metals control were suggested. The comprehensive heavy metals pollution control measures and suggestions were put forward based on the summarization of the development and experience of the atmospheric heavy metal pollution control abroad. [Copyright &y& Elsevier]

Abstract: For policy-making, human health risks of fine particulate m(PM2.5) are commonly assessed by comparing environmental concentrations with reference values, which does not necessarily reflect the impact on health in a population. The goal of this study was to compare health impacts in the Moerdijk area, The Netherlands resulting from local emissions of PM2.5 from industry and traffic in a case study using the risk advancement period (RAP) of mortality. The application of the RAP methodology on the local scale is a promising technique to quantify potential health impacts for communication purposes. The risk advancement period of mortality is the time period by which the mortality risk is advanced among exposed individuals conditional on survival at a baseline age. The RAP showed that road traffic was the most important local emission source that affects human health in the study area, whereas the estimated health impact from industry was a factor of 3 lower. PM2.5 due to highway-traffic was the largest contributor to the health impact of road traffic. This finding is in contrast with the risk perception in this area. [Copyright &y& Elsevier]

Abstract: Monte Carlo sampling of pre-specified parameter ranges has been used to replace single ‘best estimate’ Photochemical Trajectory Model runs with 9006 ‘acceptable’ model runs that were each consistent with the observations of elevated O3 during July 2006 at a rural location in southern England. These acceptable parameter sets were then used for probabilistic evaluation of policy relevant photochemical oxidant control strategies, based on 30% reductions in VOC and NO x precursor emissions and the geographic locations where the emission reductions were carried out. Indicator species ratios were used to complete a diagnostic evaluation of model performance. The chemical mechanism employed in the base case model was replaced with four other mechanisms from the literature. Probabilistic uncertainty analysis showed that the results of the policy-relevant scenarios showed little or no sensitivity to chemical mechanism choice. A large degree of error compensation could be achieved through the selection of acceptable parameter sets and this hid the differences between the five chemical mechanisms studied. [Copyright &y& Elsevier]

Abstract: The potential adverse human health impacts of emissions from UK airports have become a significant issue of public concern. We produce an inventory of UK airport emissions – including emissions from aircraft landing and takeoff operations, aircraft auxiliary power units (APUs) and ground support equipment (GSE) – with quantified uncertainty. Emissions due to more than 95% of UK passenger enplanements are accounted for. We apply a multi-scale air quality modelling approach to assess the air quality impacts of UK airports. Using a concentration-response function we estimate that 110 (90% CI: 72–160) early deaths occur in the UK each year (based on 2005 data) due to UK airport emissions. We estimate that up to 65% of the health impacts of UK airports could be mitigated by desulphurising jet fuel, electrifying GSE, avoiding use of APUs and use of single engine taxiing. Two plans for the expansion of UK airport capacity are examined – expansion of London Heathrow and new hub airport in the Thames Estuary. Even if capacity is constrained, we find that the health impacts of UK airports still increases by 170% in 2030 due to an increasing and aging population, increasing emissions, and a changing atmosphere. We estimate that if Heathrow were to be expanded as per previous UK Government plans, UK-wide health impacts in 2030 would increase by 4% relative to the 2030 constrained case, but this increase could become a 48% reduction if emissions mitigation measures were employed. We calculate that 24% of UK-wide aviation-attributable early deaths could be avoided in 2030 if Heathrow were replaced by a new airport in Thames Estuary because the location is downwind of London, where this reduction occurs notwithstanding the increase in aircraft emissions. A Thames hub airport would (isolated from knock-on effects at other airports) cause 60–70% fewer early deaths than an expanded Heathrow, or 55–63% fewer early deaths than an unexpanded Heathrow. Finally, replacing Heathrow by a Thames Estuary airport combined with emissions mitigation measures would reduce UK-wide aviation-attributable early deaths by 56% in 2030 while increasing aircraft movements, which would represent aviation causing about the same level of adverse health impacts as today in absolute terms. We note that because aviation emissions are included in the EU Emissions Trading Scheme, all options are CO2-neutral in terms of direct emissions (but not climate-neutral). [Copyright &y& Elsevier]

Abstract: From an agricultural and environmental policy perspective there is a pressing need for up-to-date emission data on ammonia (NH3) from dairy farming. The main aim of this study was to determine NH3 emissions for the most common dairy farming situation in Switzerland of loose housing with an outdoor exercise area. Measurements were taken on six commercial farms, in naturally ventilated cubicle loose housing systems with solid floors and an outdoor exercise area located alongside the housing. The variation in climate over the course of a year was covered by a total of twelve measuring periods, in two out of three seasons (summer, transition period, winter) per farm. A tracer ratio method with two tracer gases (SF6, SF5CF3) was employed to determine emissions from two areas of different source intensity. A variety of accompanying parameters was used to characterise each measuring situation and to derive the relevant influencing variables. The daily average NH3 emission across all farms varied from 31 to 67 g LU−1 d−1 in summer, from 16 to 44 g LU−1 d−1 in the transition period, and from 6 to 23 g LU−1 d−1 in winter (1 LU = 500 kg live weight). From a linear mixed-effects model the wind speed in the housing (p < 0.001) and the interaction of outside temperature and the urea content of the tank milk (p < 0.001) emerged as significant variables influencing NH3 emission. A model-based calculation with bootstrapped variance components was used to calculate yearly averaged emission factors for two mountain and plain regions and two wind speeds (0.3 and 0.5 m s−1). The model input was based on milk urea contents from commercial dairy farms and air temperatures over a five-year period. The calculated NH3 emission factors, which thus accounted for regional differences due to climatic conditions and feeding levels, ranged between 22 and 25 g LU−1 d−1. [Copyright &y& Elsevier]

Abstract: Particulate matter (PM) sampling for both coarse and fine fractions was conducted in a semi-residential site (AECD) in Dhaka from February 2005 to December 2006. The samples were analyzed for mass, black carbon (BC), and elemental compositions. The resulting data set were analyzed for sources by Positive Matrix Factorization (EPA-PMF). From previous studies, it is found that, the air quality became worse in the dry winter period compared to the rainy season because of higher particulate matter concentration in the ambient air. Therefore, seasonal source contributions were determined from seasonally segregated data using EPA-PMF modeling so that further policy interventions can be undertaken to improve air quality. From the source apportionment results, it is observed that vehicular emissions and emission from brick kiln are the major contributors to air pollution in Dhaka especially in the dry seasons, while contribution from emissions from metal smelters increases during rainy seasons. The Government of Bangladesh is considering different interventions to reduce the emissions from those sources by adopting conversion of diesel/petrol vehicles to CNG, increasing traffic speed in the city and by introducing green technologies for brick production. However, in order to reduce the transboundary effect it is necessary to take action regionally. [Copyright &y& Elsevier]

Abstract: Air quality progress in the North American megacities of Los Angeles, New York, and Mexico City is reviewed, compared, and contrasted. Enormous progress made in North America over the last 5 decades provides a template for other megacities of the world, especially in developing countries, attempting to achieve rapid economic growth without compromising air quality. While the progress to date has been impressive, many challenges remain including the need to improve air quality while simultaneously mitigating climate change. The impact of pollutant emissions from megacities is felt long distances away from the local sources but no policy mechanisms currently exist to mitigate air quality impacts resulting from such pollution transport. [Copyright &y& Elsevier]

Abstract: The aim of this study is to investigate the effects of specific emission control measures on the air quality of urban centres and local area hotspots. In order to achieve this, a sequence of regional, urban and local scale models was applied to assess the impact of European emission control strategies on urban and local scale air quality. First, vehicle fleet and activity data were estimated using appropriate models. The results of these models were used as input to the COPERT model in order to estimate vehicle emissions (NO2 and PM10) at country level up to the year 2030. Vehicle emissions were calculated according to two different scenarios: A baseline scenario, CLE (Current LEgislation) and an optimistic alternative, MFR (Maximum Feasible Reductions). Urban background and traffic hotspot concentrations of air pollutants were then calculated using the OFIS (Ozone FIne Structure) and OSPM (Operational Street Pollution Model) models respectively for 20 cities in Europe and for particular types of streets. Air quality was found to improve in 2030 compared to the reference year 2000, in line with the stricter NOx and PM vehicle emission limits imposed. The NO2 street increments for narrow canyons estimated for the reference year were found to be in the range of 16–53 μg m−3, depending on the city considered. These were reduced to 14–36 μg m−3 in the CLE scenario and 7–24 μg m−3 in the MFR scenario. The corresponding range for PM10 was estimated to be 5–15 μg m−3 for the reference year and was reduced to 2–8 μg m−3 and 0.2–2.4 μg m−3 for the CLE and the MFR scenarios respectively. [Copyright &y& Elsevier]

Abstract: In past years, the European limit value for average annual NO2 concentration has been exceeded in city streets and along motorways in the Netherlands. By 2015 the limit value must be adhered to in the Netherlands. Although the total road length for which exceedance is likely is expected to decrease over the coming years, exceedances may still occur by 2015. Future NO2 concentrations not only depend on economic growth, current and proposed policies, and on inevitable meteorological fluctuations, they also depend on the effectiveness of technical measures to reduce emissions. New emission measurements for heavy-duty vehicles in the Euro-V (and Euro-III) emission standard categories, carried out under typical Dutch driving conditions, have revealed that real-world NO x emissions from these trucks are significantly higher than was previously estimated based on the reduction steps in the Euro emission standards. Emission levels were higher, by about a factor of three, along city streets, and 10 to 40% higher along motorways. These higher emission levels resulted in higher estimated national NO x emissions, increasing from 250kt to 264kt, compared with the national emission ceiling of 260kt, to be adhered to by 2010. The higher emissions more than double the total road length with possible exceedance (chance >33%) of the NO2 limit value; from about 100km to about 250km along cities streets and motorways, by 2015. These higher emissions from trucks, therefore, affect the chances of the limit values being adhered to, in time, everywhere in the Netherlands. [Copyright &y& Elsevier]

Abstract: The Community Multi-Scale Air Quality model (CMAQ) is used to assess regional air quality conditions for a wide range of chemical species throughout the United States (U.S.). CMAQ representation of the regional nitrogen budget is limited by its treatment of ammonia (NH3) soil emission from, and deposition to underlying surfaces as independent rather than tightly coupled processes, and by its reliance on soil emission estimates that do not respond to variable meteorology and ambient chemical conditions. The present study identifies an approach that addresses these limitations, lends itself to regional application, and will better position CMAQ to meet future assessment challenges. These goals were met through the integration of the resistance-based flux model of with elements of the United States Department of Agriculture EPIC (Environmental Policy Integrated Climate) model. Model integration centers on the estimation of ammonium and hydrogen ion concentrations in the soil required to estimate soil NH3 flux. The EPIC model was calibrated using data collected during an intensive 2007 field study in Lillington, North Carolina. A simplified process model based on the nitrification portion of EPIC was developed and evaluated. It was then combined with the model and measurements of near-surface NH3 concentrations to simulate soil NH3 flux at the field site. Finally, the integrated flux (emission) results were scaled upward and compared to recent national ammonia emission inventory estimates. The integrated model results are shown to be more temporally resolved (daily), while maintaining good agreement with established soil emission estimates at longer time-scales (monthly). Although results are presented for a single field study, the process-based nature of this approach and NEI comparison suggest that inclusion of this flux model in a regional application should produce useful assessment results if nationally consistent sources of driving soil and agricultural management information are identified. [Copyright &y& Elsevier]

Agricultural emissions in Europe are important to several atmospheric transport-related environmental issues. These include local and regional air quality problems, such as PM exposure, eutrophication and acidification, toxics and contribution to greenhouse gas emissions, resulting in a number of environmental impacts. Over Europe, agricultural emissions are variable in space and time and the contribution to the different issues are variable. Most important are ammonia (90%), PM (20%) and methane and nitrous oxide (both 5%). Policies have been developed to combat some of the emissions with success in some countries. However, future, national and European policies are necessary to successfully decrease emissions and its related problems. Current research issues include the quantification of non-point sources, the atmosphere–biosphere exchange of ammonia, the quantification of landscape processes and the primary and secondary emissions of PM. [Copyright &y& Elsevier]

An 80,000-km durability test was performed on two engines using diesel and biodiesel (methyl ester of waste cooking oil) as fuel in order to examine emissions resulting from the use of biodiesel. The test biodiesel (B20) was blended with 80% diesel and 20% methyl ester derived from waste cooking oil. Emissions of regulated air pollutants, including CO, HC, NO x , particulate matter (PM) and polycyclic aromatic hydrocarbons (PAHs) were measured at 20,000-km intervals. The identical-model engines were installed on a standard dynamometer equipped with a dilution tunnel used to measure the pollutants. To simulate real-world driving conditions, emission measurements were made in accordance with the United States Environmental Protection Agency (USEPA) FTP transient cycle guidelines. At 0km of the durability test, HC, CO and PM emission levels were lower for the B20 engine than those for diesel. After running for 20,000km and longer, they were higher. However, the deterioration coefficients for these regulated air pollutants were not statistically higher than 1.0, implying that the emission factors do not increase significantly after 80,000km of driving. Total (gaseous+particulate phase) PAH emission levels for both B20 and diesel decreased as the driving mileage accumulated. However, for the engine using B20 fuel, particulate PAH emissions increased as engine mileage increased. The average total PAH emission factors were 1097 and 1437μgbhph−1 for B20 and diesel, respectively. For B20, the benzo[a]pyrene equivalence emission factors were 0.77, 0.24, 0.20, 7.48, 5.43 and 14.1μgbhph−1 for 2-, 3-, 4-, 5-, 6-ringed and total PAHs. Results show that B20 use can reduce both PAH emission and its corresponding carcinogenic potency. [Copyright &y& Elsevier]