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Abstract: The obnoxious odors generated from pulp and paper industries have been the cause of nuisance since the instigation of these industries. The objective of the study was to develop a metal oxide sensor based electronic nose for rapid measurement of odorant concentration and associated odor intensity of major reduced sulfur compounds emitted from different sources of these pulp and paper mills. The gas samples collected from the surroundings of major source points of industry were exposed to sensor array of the electronic nose and the change in voltage was measured and taken to PC through data acquisition cards. The same sets of samples were also tested with gas chromatography. The results of electronic nose and GC-FPD were correlated using response surface methodology to know the odorant concentration. The model fed with unknown industrial samples had more than 95% prediction capability. To determine odor intensity by electronic nose firstly a collective index was generated using SVD based 2-norm method (e-nose index) proportional to the sensors response relative to reference gas, methyl mercaptan. Secondly the e-nose index was associated with human expert evaluations. The training of the electronic nose enabled it to predict odorant concentration found at the industrial site and associated odor intensity in methyl mercaptan equivalent. The overall results of the experiments carried out suggest the potential of electronic nose as a device for on or off line measurement of odorant concentration and odor intensity. [Copyright &y& Elsevier]

The concentration of polycyclic aromatic hydrocarbons (PAHs) in the ambient air from a massive open burning of joss paper was simultaneously measured at an open-burning site (OS) and a downwind site (DS) from 6 to 8 August 2006. A total of 16 major PAHs (particle-bound and gas-phase) concentrations were extracted by the Soxhlet analytical method and analyzed by gas chromatography. The dominant PAHs of the total mass of the organic compound at both the sampling sites were low-molecular-weight species. Further, the results showed that the start burning/end burning-dominant PAH concentration ratios at the OS and DS were 10 and 6.2, respectively. Diagnostic ratios were also used in this study to characterize and identify the PAH emission sources. The results suggest that the characterization of air pollutants emitted from open-burning joss paper lies between furnace-burning joss paper and wood combustion. [Copyright &y& Elsevier]

Abstract: On-site measurement of methanethiol (CH3SH) was performed for three years on ships and cars near a pulp and paper plant standing on the shore of Lake Baikal in Siberia, Russia, to investigate the behavior and impact of atmospheric CH3SH emitted from a point source. Despite its strong odor, there are few reports on atmospheric CH3SH, while many investigations have been carried out on dimethyl sulfide (DMS). In this work, CH3SH and DMS were measured every 15 min by a recently developed automated instrument based on single column trapping/separation and chemiluminescence measurement. Hydrogen sulfide, sulfur dioxide and ozone were also measured simultaneously by individual instruments. Of these sulfur compounds, CH3SH was dominant and its concentration sometimes reached several tens of ppbv. The concentration of CH3SH was high at night, because of the lack of photodecomposition and local winds from the mountain to the lake. Such time variation was marked in the summer. The CH3SH level decreased significantly downwind, while decreases in concentrations of other compounds such as DMS and SO2 were relatively small. From these temporal and spatial variations, the behavior of CH3SH is described in this paper. The impact of CH3SH near the Siberian big sources is discussed with the presented data. [Copyright &y& Elsevier]

Abstract: Cooling tower emissions are harmful for several reasons such as air polluting, wetting, icing and solid particle deposition, but mainly due to human health hazards (i.e. Legionella). There are several methods for measuring drift drops. This paper is focussed on the sensitive paper technique, which is suitable in low drift scenarios and real conditions. The lack of an automatic classification method motivated the development of a digital image process algorithm for the Sensitive Paper method. This paper presents a detailed description of this method, in which, drop-like elements are identified by means of the Canny edge detector combined with some morphological operations. Afterwards, the application of a J48 decision tree is proposed as one of the most relevant contributions. This classification method allows us to discern between stains whose origin is a drop and stains whose origin is not a drop. The method is applied to a real case and results are presented in terms of drift and PM10 emissions. This involves the calculation of the main features of the droplet distribution at the cooling tower exit surface in terms of drop size distribution data, cumulative mass distribution curve and characteristic drop diameters. The Log-normal and the Rosin–Rammler distribution functions have been fitted to the experimental data collected in the tests and it can been concluded that the first one is the most suitable for experimental data among the functions tested (whereas the second one is less suitable). Realistic PM10 calculations include the measurement of drift emissions and Total Dissolved Solids as well as the size and number of drops. Results are compared to the method proposed by the U.S. Environmental Protection Agency assessing its overestimation. Drift emissions have found to be 0.0517% of the recirculating water, which is over the Spanish standards limit (0.05%). [Copyright &y& Elsevier]

Diurnal branch-level emission rates of biogenic volatile organic compounds (BVOC) including isoprene, monoterpenes (MT), and sesquiterpenes (SQT) were determined at the University of Michigan Biological Station for the tree species red maple (Acer rubrum), red oak (Quercus rubra), paper birch (Betula papyrifera), white pine (Pinus strobus), and big tooth aspen (Populus grandidentata). These emission rates were combined with detailed biomass distribution and meteorological data and incorporated into the canopy model, model of emissions of gasses and aerosols from nature (MEGAN), for estimating whole-canopy fluxes of isoprene. The modeled half-hour fluxes and cumulative seasonal fluxes compared favorably with results from direct, canopy-level eddy covariance (EC) isoprene measurements; modeled cumulative seasonal flux deviated less than 30% from the EC results. Significant MT emissions were found from four of the five tree species. MT emissions from three of these were both light-and temperature-dependent and were approximately one order of magnitude greater than light-independent MT emissions. SQT emissions were identified from three of the five tree species. The model was modified to incorporate SQT and both light-dependent and light-independent MT emissions for determining fluxes. Isoprene comprised of the total terpenoid flux with MT and SQT comprising 4% and 0.3%, respectively. The average cumulative fluxes (in ) from June through September were 2490 for isoprene, 105 for MT, and 7 for SQT. A simple box model analysis was used to estimate the contribution of the isoprene, MT, and SQT emissions to the total OH reactivity. These results confirm that isoprene dominates OH reactions especially during daytime hours. Emissions of reactive MT and SQT increase the BVOC+OH reactivity, but are still lower than estimates of BVOC fluxes at this site necessary for affecting OH reactivity to the significant degree suggested by recent reports. [Copyright &y& Elsevier]

This paper presents an analysis of data from a wind tunnel (Heist et al., 2009) conducted to study dispersion of emissions from three depressed roadway configurations; a 6 m deep depressed roadway with vertical sidewalls, a 6 m deep depressed roadway with 30° sloping sidewalls, and a 9 m deep depressed roadway with vertical sidewalls. The width of the road at the bottom of the depression is 36 m for all cases. All these configurations induce complex flow fields, increase turbulence levels, and decrease surface concentrations downwind of the depressed road compared to those of the at-grade configuration. The parameters of flat terrain dispersion models are modified to describe concentrations measured downwind of the depressed roadways. In the first part of the paper, a flat terrain model proposed by van Ulden (1978) is adapted. It turns out that this model with increased initial vertical dispersion and friction velocity is able to explain the observed concentration field. The results also suggest that the vertical concentration profiles of all cases under neutral conditions are best explained by a vertical distribution function with an exponent of 1.3. In the second part of the paper, these modifications are incorporated into a model based on the RLINE (Snyder et al., 2013) line-source dispersion model. While this model can be adapted to yield acceptable estimates of near-surface concentrations (z < 6 m) measured in the wind tunnel, the Gaussian vertical distribution in RLINE, with an exponent of 2, cannot describe the concentration at higher elevations. Our findings suggest a simple method to account for depressed highways in models such as RLINE and AERMOD through two parameters that modify vertical plume spread. [ABSTRACT FROM AUTHOR]

On-road exhaust emissions of a Euro 5 factory bi-fuel CNG/gasoline light-duty vehicle equipped with the TWC were assessed considering the Real Driving Emissions (RDE) guidelines. The vehicle was equipped with a Portable Emission Measurement System (PEMS) that enabled the measurement of THC, CO, NO x , CO 2, and CH 4 . With respect to the characteristics of the vehicle, the appropriate Worldwide Harmonized Light-Duty Vehicle Test Cycles (WLTC) were selected and based on the requirements of the RDE legislation a suitable route was conceived. In addition to the moderate RDE-based route, an extended RDE-based route was also determined. The vehicle was driven along each defined route twice, once with each individual fuel option and with a fully warm vehicle. RDE routes feature a multitude of new driving patterns that are significantly different to those encountered in the NEDC. However, as these driving patterns can greatly influence the cumulative emissions an insight in to local time trace phenomena is crucial to understand, reason and to possibly reduce the cumulative emissions. Original contributions of this paper comprise analyses of the RDE-LDV local time resolved driving emissions phenomena of a CNG-powered vehicle that are benchmarked against the ones measured under the use of gasoline in the same vehicle and under similar operating conditions to reason emission trends through driving patterns and powertrain parameters and exposing the strong cold-start independent interference of CO and N 2 O infrared absorption bands in the non-dispersive infrared (NDIR) analyzer. The paper provides experimental evidence on this interference, which significantly influences on the readings of CO emissions. The paper further provides hypotheses why CO and N 2 O interference is more pronounced when using CNG in LDVs and supports these hypotheses by PEMS tests. The study reveals that the vehicle's NO x real-world emission values of both conceived RDE-based routes when using both fuels are within Euro 5 and type-approval limits. Additionally, the THC and the NMHC emissions of both RDE-based routes using both fuels are within the Euro 5 limits indicating reasonable CH 4 emissions. Notable increases above the type-approval and Euro 5 limits appeared in the CO emissions profile when using gasoline, while the CO 2 emissions profile expectedly also exceeded the type-approval specifications. [ABSTRACT FROM AUTHOR]

Ozone concentrations that are several orders of magnitude greater than typical urban ambient concentrations are necessary for gas-phase ozonation of buildings, either for deodorization or for disinfection of biological agents. However, there is currently no published literature on the interaction of building materials and ozone under such extreme conditions. It would be useful to understand, for example in the case of building re-occupation planning, what types and amounts of reaction products may form and persist in a building after ozonation. In this study, 24 materials were exposed to ozone at concentrations of 1000ppm in the inlet stream of experimental chambers. Fifteen target carbonyls were selected and measured as building ozonation by-products (BOBPs). During the 36h that include the 16h ozonation and 20h persistence phase, the total BOBP mass released from flooring and wall coverings ranged from 1 to 20mgm−2, with most of the carbonyls being of lower molecular weight (C1–C4). In contrast, total BOBP mass released from wood-based products ranged from 20 to 100mgm−2, with a greater fraction of the BOBPs being heavier carbonyls (C5–C9). The total BOBP mass released during an ozonation event is a function of both the total surface area of the material and the BOBP emission rate per unit area of material. Ceiling tile, carpet, office partition, and gypsum wallboard with flat latex paint often have large surface areas in commercial buildings and these same materials exhibited relatively high BOBP releases. The greatest overall BOBP mass releases were observed for three materials that building occupants might have significant contact with: paper, office partition, and medium density fiberboard, e.g., often used in office furniture. These materials also exhibited extended BOBP persistence following ozonation; some BOBPs (e.g., nonanal) persist for months or more at emission rates large enough to result in indoor concentrations that exceed their odor threshold. [Copyright &y& Elsevier]

Abstract: Flame retardants are used in polymers to reduce the flammability of building materials, electric appliances, fabric and papers. In recent years, organophosphate flame retardants have been used as substitutes for polybrominated flame retardants (BFRs). In Japan, the amount of organophosphate flame retardants used in 2001 was about five times more than in 2000. Recently, several studies have shown the health concerns for some organophosphate flame retardants. Little research has been performed on the emission of organophosphate flame retardants, especially the relationship between content and emissions. In this study, a new type of passive sampler was developed to measure emissions of organophosphate flame retardants from plastic materials. With this sampler, emissions from polyvinyl chloride wallpaper samples with different content of tris(2-chloroisopropyl)phosphate (TCPP) at different temperatures were examined. The observed maximum emissions of TCPP from 1, 3, 5, 10 and 20 w/w% content wallpaper materials were 262. 3, 452. 6, 644. 8, 1119. 1 and 2166. 8μgm−2 h−1, respectively. Emissions from 5% TCPP content materials at 40 and 60°C were 1135. 7 and 2841. 2μgm−2 h−1, respectively. A significantly positive correlation between the flux of TCPP and the TCPP content of the wallpaper samples was observed. A linear relationship was found between the inverse of temperature and the logarithm of TCPP emission. The results imply that the use of materials with a high organophosphate flame retardant content can lead to high emission rates in high-temperature indoor environments. [Copyright &y& Elsevier]

From November 2012 to July 2013, a sampling campaign was completed for comprehensive characterization of PM 2.5 over four key emission regions in China: Beijing-Tianjin-Hebei (BTH), Yangzi River Delta (YRD), Pearl River Delta (PRD), and Sichuan Basin (SB). A multi-method approach, adopting different analytical and receptor modeling methods, was employed to determine the relative abundances of region-specific air pollution constituents and contributions of emission sources. This paper is focused on organic molecular marker based source apportionment using chemical mass balance (CMB) receptor modeling. Analyses of the organic molecular markers revealed that vehicle emission, coal combustion, biomass burning, meat cooking and natural gas combustion were the major contributors to organic carbon (OC) in PM 2.5 . The vehicle emission dominated the sources contributing to OC in spring at four sampling sites. During wintertime, the coal combustion had highest contribution to OC at BTH site, while the major source contributing to OC at YRD and PRD sites was vehicle emission. In addition, the relative contributions of different emission sources to PM 2.5 mass at a specific location site and in a specific season revealed seasonal and spatial variations across all four sampling locations. The largest contributor to PM 2.5 mass was secondary sulfate (14–17%) in winter at the four sites. The vehicle emission was found to be the major source (14–21%) for PM 2.5 mass at PRD site. The secondary ammonium has minor variation (4–5%) across the sites, confirming the influences of regional emission sources on these sites. The distinct patterns of seasonal and spatial variations of source apportionment observed in this study were consistent with the findings in our previous paper based upon water-soluble ions and carbonaceous fractions. This makes it essential for the local government to make season- and region-specific mitigation strategies for abating PM 2.5 pollution in China. [ABSTRACT FROM AUTHOR]

This paper presents the Lagrangian particle model LAPMOD for modeling time-variable emissions in atmosphere of inert and radioactive gases and aerosols. LAPMOD is fully interfaced with the meteorological model CALMET (Scire et al., 1999a), part of the US-EPA recommended CALPUFF modeling system (EPA, 2017), and can also use the meteorological input files produced with the AERMET meteorological processor of US-EPA recommended model AERMOD (EPA, 2004). The paper outlines the theory on which LAPMOD is based and provides the results of the evaluation of LAPMOD against the Kincaid SF 6 and SO 2 classical field studies and tracer experiments. The performance of LAPMOD is successfully evaluated with the Model Evaluation Kit (Olesen, 2005) and compared with that of other air quality models. [ABSTRACT FROM AUTHOR]

Recent studies have shown that (three-electrode) electrochemical sensors can be utilised for air quality monitoring and exposure assessment. The long-term performance of these sensors is however, often limited by the effects of ambient meteorological parameters on the sensor baseline, in particular temperature. If electrochemical (EC) sensors are to be adopted for air quality measurement over extended periods (months), this effect must be accounted for. Recent long-term, ambient measurements of CO, NO and NO 2 using EC sensors have revealed that temperature (and relative humidity (RH)) had an effect on the baseline which was more pronounced in the case of NO sensors with coefficient of determination, R 2 of 0.9 when compared to CO and NO 2 with R 2 < 0.2. In this paper we present a correction methodology that quantifies this effect (referred to here as fitted baseline), implementing these correction on the EC measurements. We found that EC sensors corrected for baseline-temperature effect using the method describe in this paper show good agreement when compared with traditional reference instrument. The coefficient of determination R 2 of 0.7–0.8 and gradient of 0.9 was observed for baseline-temperature corrected NO compared to R 2 = 0.02 prior to baseline-temperature correction. Furthermore, the correction methodology was validated by comparing the temperature-baseline with proxy temperature compensating measurements obtained from the fourth electrode of a set of novel four-electrode electrochemical sensors. A good agreement (R 2 = 0.9, with gradients = 0.7–1.08 for NO and 0.5 < R 2 < 0.73 for CO) was observed between temperature fitted baselines and outputs from the fourth electrodes (also known non-sensing/auxiliary electrode). Meanwhile, the long-term stability (calibrated signal output) of temperature-corrected data was evaluated by comparing the change in sensor gain to meteorological parameters including temperature, relative humidity, wind speed and wind direction. The results showed that there was no statistically significant change in sensitivity (two-sided t -test, p = 0.34) of the temperature-corrected electrochemical sensor with respect to these parameters (over several months). This work demonstrates that using the baseline-temperature correction methodology described in this paper, electrochemical sensors can be used for long-term (months), quantitative measurements of air quality gases at the parts per billion volume (ppb) mixing ratio level typical of ambient conditions in the urban environment. [ABSTRACT FROM AUTHOR]

While concentrations of most air pollutants have been decreasing in Europe over the last 20 years, O 3 is showing variable trends, with increasing average and decreasing peak concentrations. The complexity of O 3 chemistry adds to the difficulty of understanding both the trends observed and how concentrations can be mitigated. This paper tries to answer the following questions: which emission sectors should be targeted and what levels of reduction could be achieved? To address these reflections, an Atlas of O 3 chemical regimes has been constructed. For this Atlas, 22 European cities were selected and the surrogate model Air Control Toolbox (ACT) was used to evaluate the simulated changes in several ozone metrics as a result of reductions in road transport and industrial emissions. O 3 chemical regimes have been classified and put in perspective with meteorological and emission data at each city location and around. The O 3 sensitivity to road transport and industrial emissions differ from one city to another, but also for the same city when considering different ozone metrics and seasons (e.g., annual means versus SOMO35 or summer peaks). Counterproductive impacts yielding O 3 increase when emissions are reduced are mainly encountered in regions or periods where O 3 concentration are relatively low. In terms of meteorological factors, O 3 chemical regimes are mostly impacted by the amount of solar radiation received but wind speed also has a considerable impact. Most cases show a higher sensitivity to emission reductions from road transport or equal sensitivity to emission reductions from road transport and industry. Very few cases are more sensitive to emissions from the industrial sector. However, the response of annual or seasonal average O 3 metrics to industrial and road transport emissions can be considered relatively low with a maximum reduction of 33% for a 100% reduction of both industrial and road transport emissions. This is because anthropogenic emission can only mitigate ozone above a substantial natural tropospheric background. It is precisely this incremental anthropogenic ozone, which should be targeted by efficient policies as we also demonstrate that none of the cities studied would exceed the European target value with a 100% reduction in emissions. • An atlas of ozone chemical regimes has been constructed for 22 European cities. • O 3 sensitivity to road transport and industrial emissions differ when considering different ozone metrics and different periods of the year. • Counterproductive effects of precursors emission reductions on ozone are a concern where and when ozone concentrations are low. • On the contrary, significant reductions of precursor emissions are found to reduce the number of exceedances of the EU target limit value. • In most cities, mitigation of road transport yields larger benefit to ozone air pollution than mitigation of the industrial sector. [ABSTRACT FROM AUTHOR]

To carry out detailed source attribution for air quality assessment it is necessary to distinguish pollutant contributions that arise from local emissions from those attributable to non-local or regional emission sources. Frequently this requires the use of complex models and inversion methods, prior knowledge or assumptions regarding the pollution environment. In this paper we demonstrate how high spatial density and fast response measurements from low-cost sensor networks may facilitate this separation. A purely measurement-based approach to extract underlying pollution levels (baselines) from the measurements is presented exploiting the different relative frequencies of local and background pollution variations. This paper shows that if high spatial and temporal coverage of air quality measurements are available, the different contributions to the total pollution levels, namely the regional signal as well as near and far field local sources, can be quantified. The advantage of using high spatial resolution observations, as can be provided by low-cost sensor networks, lies in the fact that no prior assumptions about pollution levels at individual deployment sites are required. The methodology we present here, utilising measurements of carbon monoxide (CO), has wide applicability, including additional gas phase species and measurements obtained using reference networks. While similar studies have been performed, this is the first study using networks at this density, or using low cost sensor networks. [ABSTRACT FROM AUTHOR]

This paper presents a detailed emission inventory for NO x , particle mass (PM) and particle numbers (PN) for aircraft main engines, APU's and handling equipment at Copenhagen Airport (CPH) based on time specific activity data and representative emission factors for the airport. The inventory has a high spatial resolution of 5 m × 5 m in order to be suited for further air quality dispersion calculations. Results are shown for the entire airport and for a section of the airport apron area (“inner apron”) in focus. The methodology presented in this paper can be used to quantify the emissions from aircraft main engines, APU and handling equipment in other airports. For the entire airport, aircraft main engines is the largest source of fuel consumption (93%), NO x , (87%), PM (61%) and PN (95%). The calculated fuel consumption [ NO x , PM, PN ] shares for APU's and handling equipment are 5% [ 4%, 8%, 5% ] and 2% [ 9%, 31%, 0% ], respectively. At the inner apron area for handling equipment the share of fuel consumption [NO x , PM, PN] are 24% [ 63%, 75%, 2% ], whereas APU and main engines shares are 43% [ 25%, 19%, 54% ], and 33% [ 11%, 6%, 43% ], respectively. The inner apron NO x and PM emission levels are high for handling equipment due to high emission factors for the diesel fuelled handling equipment and small for aircraft main engines due to small idle-power emission factors. Handling equipment is however a small PN source due to the low number based emission factors. Jet fuel sulphur-PM sensitivity calculations made in this study with the ICAO FOA3.0 method suggest that more than half of the PM emissions from aircraft main engines at CPH originate from the sulphur content of the fuel used at the airport. Aircraft main engine PN emissions are very sensitive to the underlying assumptions. Replacing this study's literature based average emission factors with “high” and “low” emission factors from the literature, the aircraft main engine PN emissions were estimated to change with a factor of 14. [ABSTRACT FROM AUTHOR]

Evaporative emissions of non-methane volatile organic compounds (NMVOCs) arise from the vehicle's fuel system due to changes in ambient and vehicle temperatures, and contribute to urban smog. This paper presents an economic analysis of the societal costs and benefits of implementing a revised European evaporative emission test procedure for petrol vehicles under four scenarios for the period 2015-2040. The paper concludes that the most cost-effective option is the implementation of an aggressive purging strategy over 48 h and improved canister durability (scenario 2+). The average net benefit of implementing this scenario is €146,709,441 at a 6% discount rate. Per vehicle benefits range from €6-9 but when fuel savings benefits are added, total benefits range from €13-18. This is compared to average additional cost per vehicle of €9. [ABSTRACT FROM AUTHOR]

This paper presents a novel approach to air quality modeling for megacities, focusing on the Paris region for the year 2009. The simulation is conducted by coupling the transport, energy demand, and emission model OLYMPUS with the atmospheric chemical transport model CHIMERE. OLYMPUS's emission calculations are based on the representation of an urban configuration, the simulation of a synthetic population, and the calculation of transport demand and energy consumption in buildings using an activity-based statistical approach. Emissions derived from this simulation, along with biogenic and additional industrial emissions, were used as input data in the CHIMERE model to predict pollutant concentrations. CHIMERE outputs were compared with observations from the local AIRPARIF air quality monitoring network, and with a reference simulation conducted using a benchmark bottom-up emission inventory. The results indicate that the platform provides a comprehensive representation of emissions and the resulting air quality. They also highlight the excellent representation of the spatial and temporal distribution of urban pollutant concentrations in comparison with both model and observational data. OLYMPUS tends to emit more primary pollutants than the reference emission inventory in the dense urban center. However, this often improves model scores for NO 2 , and these deviations remain within the uncertainty margins set for emission inventories. The approach to emission production, rooted in the connection between urban configuration and individual behaviors, allows for the exploration of innovative air quality scenarios centered on energy consumption practices. The validation of our results furnishes the OLYMPUS-CHIMERE coupling with a dependable framework for addressing numerous research inquiries related to the impact of urban policies on air quality. [Display omitted] • Description of an air quality modeling chain for decision-making. • Integration of socio-demographics parameters in the air pollutant emissions and concentrations modeling. • Validation of the modeling chain on Paris megacity. [ABSTRACT FROM AUTHOR]

Abstract: This paper presents a detailed BC, NO x and SO2 emission inventory for ships in the Arctic in 2012 based on satellite AIS data, ship engine power functions and technology stratified emission factors. Emission projections are presented for the years 2020, 2030 and 2050. Furthermore, the BC, SO2 and O3 concentrations and the deposition of BC are calculated for 2012 and for two arctic shipping scenarios – with or without arctic diversion routes due to a possible polar sea ice extent in the future. In 2012, the largest shares of Arctic ships emissions are calculated for fishing ships (45% for BC, 38% for NO x , 23% for SO2) followed by passenger ships (20%, 17%, 25%), tankers (9%, 13%, 15%), general cargo (8%, 11%, 12%) and container ships (5%, 7%, 8%). In 2050, without arctic diversion routes, the total emissions of BC, NO x and SO2 are expected to change by +16%, −32% and −63%, respectively, compared to 2012. The results for fishing ships are the least certain, caused by a less precise engine power – sailing speed relation. The calculated BC, SO2, and O3 surface concentrations and BC deposition contributions from ships are low as a mean for the whole Arctic in 2012, but locally BC additional contributions reach up to 20% around Iceland, and high additional contributions (100–300%) are calculated in some sea areas for SO2. In 2050, the arctic diversion routes highly influence the calculated surface concentrations and the deposition of BC in the Arctic. During summertime navigation contributions become very visible for BC (>80%) and SO2 (>1000%) along the arctic diversion routes, while the O3 (>10%) and BC deposition (>5%) additional contributions, respectively, get highest over the ocean east of Greenland and in the High Arctic. The geospatial ship type specific emission results presented in this paper have increased the accuracy of the emission inventories for ships in the Arctic. The methodology can be used to estimate shipping emissions in other regions of the world, and hence may serve as an input for other researchers and policy makers working in this field. [Copyright &y& Elsevier]

This paper presents an emission inventory (EI) for biomass open burning (OB) sources including forest, agro-residue and municipal solid waste (MSW) in Indonesia for year 2007. The EI covered toxic air pollutants and greenhouse gases (GHGs) and was presented as annual and monthly average for every district, and further on a grid of 0.25° × 0.25°. A rigorous analysis of activity data and emission factor ranges was done to produce the low, best and high emission estimates for each species. Development of EI methodology for MSW OB which, to our best knowledge, has not been presented in detail in the literature was a focus of this paper. The best estimates of biomass OB emission of toxic air pollutants for the country, in Gg, were: 9.6 SO2; 98 NOx; 7411 CO; 335 NMVOC; 162 NH3; 439 PM10; 357 PM2.5; 24 BC; and 147 OC. The best emission estimates of GHGs, in Gg, were: 401 CH4, 57,247 CO2; and 3.6 N2O. The low and high values of the emission estimates for different species were found to range from −86% to +260% of the corresponding best estimates. Crop residue OB contributed more than 80% of the total biomass OB emissions, followed by forest fire of 2–12% (not including peat soil fire emission) and MSW (1–8%). An inter-annual active fires count for Indonesia showed relatively low values in 2007 which may be attributed to the high rainfall intensity under the influence of La Niña climate pattern in the year. Total estimated net climate forcing from OB in Indonesia was 110 (20 year horizon) and 73 (100 year horizon) Tg CO2 equivalents which is around 0.9–1.1% of that reported for the global biomass OB for both time horizons. The spatial distribution showed higher emissions in large urban areas in Java and Sumatra Island, while the monthly emissions indicated higher values during the dry months of August–October. [ABSTRACT FROM AUTHOR]

Abstract: Measurements at appropriate spatial and temporal scales are essential for understanding and monitoring spatially heterogeneous environments with complex and highly variable emission sources, such as in urban areas. However, the costs and complexity of conventional air quality measurement methods means that measurement networks are generally extremely sparse. In this paper we show that miniature, low-cost electrochemical gas sensors, traditionally used for sensing at parts-per-million (ppm) mixing ratios can, when suitably configured and operated, be used for parts-per-billion (ppb) level studies for gases relevant to urban air quality. Sensor nodes, in this case consisting of multiple individual electrochemical sensors, can be low-cost and highly portable, thus allowing the deployment of scalable high-density air quality sensor networks at fine spatial and temporal scales, and in both static and mobile configurations. In this paper we provide evidence for the performance of electrochemical sensors at the parts-per-billion level, and then outline results obtained from deployments of networks of sensor nodes in both an autonomous, high-density, static network in the wider Cambridge (UK) area, and as mobile networks for quantification of personal exposure. Examples are presented of measurements obtained with both highly portable devices held by pedestrians and cyclists, and static devices attached to street furniture. The widely varying mixing ratios reported by this study confirm that the urban environment cannot be fully characterised using sparse, static networks, and that measurement networks with higher resolution (both spatially and temporally) are required to quantify air quality at the scales which are present in the urban environment. We conclude that the instruments described here, and the low-cost/high-density measurement philosophy which underpins it, have the potential to provide a far more complete assessment of the high-granularity air quality structure generally observed in the urban environment, and could ultimately be used for quantification of human exposure as well as for monitoring and legislative purposes. [Copyright &y& Elsevier]

Abstract: Traditional Eulerian air quality models are unable to accurately simulate sub-grid scale processes, such as the near-source transport and chemistry of point source plumes, because they assume instantaneous mixing of the emitted pollutants within the grid cell containing the release, and neglect the turbulent segregation effects that limit the near-source mixing of emitted pollutants with the background atmosphere (e.g., Kramm and Meixner, 2000). Observations by Dlugi et al. (2010) show that the segregation of chemically reactive species can slow effective second-order reaction rates by as much as 15%, due to inhomogeneous mixing of the reactants. This limitation of traditional grid models applies to both “off-line” models, in which externally derived meteorology is used to drive the chemistry model, and newer “on-line” models, such as the Weather Research and Forecasting model with Chemistry (WRF/Chem), that simulate the emissions, transport, mixing, and chemical transformation of trace gases and aerosols simultaneously with the meteorology. While a number of approaches have been used in the past to address this limitation, the approach that has been most effectively used in operational models is the plume-in-grid (PinG) approach, in which a reactive plume model is embedded within the grid model to resolve sub-grid scale plumes. This paper describes the implementation of such a PinG treatment in WRF/Chem, based on a similar extension to the U.S. EPA Community Multi-scale Air Quality (CMAQ) model. The treatment, referred to as Advanced Plume Treatment, has been tested in CMAQ over more than a decade and has been used successfully in both episodic and long-term applications for assessing point source contributions to ozone and particulate matter. This paper presents the application of the PinG version of WRF/Chem for a three-day episode in July 2001, including a model performance evaluation and comparison of model results with and without PinG treatment. The results from the model application show that overall model performance is only slightly affected when the PinG treatment is used, although there are some generally small improvements, with the PinG treatment showing a 5% lower bias in predicting ozone concentrations, and 3% lower bias in sulfate predictions. However, the predicted spatial patterns of ozone and PM2.5 concentrations from the two simulations show both large decreases of up to 40 ppb ozone and 14 μg m−3 PM2.5, and increases of up to 80 ppb ozone and 33 μg m−3 PM2.5 as a result of using the PinG treatment. These differences are attributed to both direct effects of the PinG treatment (i.e., differences in dispersion, transport and chemistry of point source emissions) and indirect effects (i.e., impacts of air quality changes on meteorology). [Copyright &y& Elsevier]

Abstract: Heavy metals constitute an important group of persistent toxic pollutants occurring in ambient air and other media. One of the suspected sources of these metals in the atmosphere is combustion of transport fuels in road vehicles. However, estimates of the emissions of these metals from road vehicles as reported in national emission inventories show a very high variability in emission factors used. This paper provides high quality data on concentrations of heavy metals in fuels and derives default emission factors from these. The paper discusses these values against the emission estimates presently reported by the Parties to the LRTAP Convention. The measured concentrations of heavy metals in petrol and diesel fuel show a high variability between different samples taken at gas stations throughout Europe. Metal concentrations in road transport fuels vary over two orders of magnitude, but all remain in the ppb region (a few tenths of a ppb to a few hundred ppb for all metals). The frequency distributions of the measurements could be approximated by lognormal distributions. The emission factors, including 95 percent confidence intervals were derived from a statistical analysis of the survey data. We could not detect a significant difference between samples from different countries. The fuel based emission factors as derived in this study are complemented with those related to unintentional lubricant oil combustion. This allowed an estimation of total exhaust heavy metal emissions for UNECE Europe, indicating that As, Hg and Se exhaust emissions were dominated by fuel combustion while Cd, Cr, Cu, Ni, Pb, and Zn exhaust emissions were dominated by lubricant oil combustion. The proposed emission factors were generally lower than previously published emission factors. National emissions of heavy metals from vehicle exhaust, estimated in this study are in many cases considerably lower than those reported by the countries for this source. [Copyright &y& Elsevier]

Abstract: This paper presents the development and evaluation of an environmental turbulent reacting flow model, the Comprehensive Turbulent Aerosol Dynamics and Gas Chemistry (CTAG) model. CTAG is designed to simulate transport and transformation of multiple air pollutants, e.g., from emission sources to ambient background. For the on-road and near-road applications, CTAG explicitly couples the major turbulent mixing processes, i.e., vehicle-induced turbulence (VIT), road-induced turbulence (RIT) and atmospheric boundary layer turbulence with gas-phase chemistry and aerosol dynamics. CTAG''s transport model is referred to as CFD-VIT-RIT. This paper presents the evaluation of the CTAG model in simulating the dynamics of individual plumes in the “tailpipe-to-road” stage, i.e., VIT behind a moving van and aerosol dynamics in the wake of a diesel car by comparing the modeling results against the respective field measurements. Combined with sensitivity studies, we analyze the relative roles of VIT, sulfuric acid induced nucleation, condensation of organic compounds and presence of soot-mode particles in capturing the dynamics of exhaust plumes as well as their implications in vehicle emission controls. [Copyright &y& Elsevier]

Abstract: This paper, which focuses on diesel trucks, is the third in a series of three papers published in Atmospheric Environment to understand vehicle emissions in China by conducting on-board emission measurements. Diesel trucks are a significant source of emissions in ambient air, especially for NOx. Recently, China announces an aggressive target to reduce national NOx emissions by 10% from 2010 to 2015 in the “Twelfth Five-Year Plan (2011–2015)” and diesel vehicles are identified as a key target for NOx control. However, the understanding of the real-world emissions of diesel trucks is limited. In this study, we measured HC, CO, NOx, and PM2.5 emissions from 175 diesel trucks of different sizes and technologies in five Chinese cities during 2007 and 2011, and generated emission factors on the basis of the measurements. The results show that the HC, CO, and PM2.5 emission factors have been reduced significantly as the emission standards become more stringent from Euro 0 to Euro IV, but the NOx emission factors change differently. Euro II trucks have 3–6% higher NOx emission levels than Euro I technologies and Euro III trucks fail to show a reduction as regulated by the standards. More stringent NOx requirements (e.g. Euro IV) for diesel vehicles need to be enforced. The comparison with the emission factors used in recent emission inventory studies shows that these inventories may have overestimated or underestimated diesel emissions for the years after 2006. This study emphasizes the importance of conducting local measurement research to improve the accuracy of the estimates of mobile emissions in China. [Copyright &y& Elsevier]

Abstract: This paper highlights the similarities and differences in how emission inventories and datasets were developed and processed across North America and Europe for the Air Quality Model Evaluation International Initiative (AQMEII) project and then characterizes the emissions for the two domains. We focus specifically on the creation of “model-ready” gridded emission datasets for 2006 across the two continental study domains. The practice of creating and processing the two inventories is discussed with a focus on emission factors, spatial allocation, temporal variability, speciation of PM and VOCs, and the mechanics of distributing the data and supporting emission algorithms to the modeling community. The spatial and temporal distribution on common scales is compared for the pollutants of primary concern: NOx, VOCs, SO2, PM2.5, CO, and NH3. Because of differences of population distribution, emissions across North America tend to be more heterogeneous in spatial coverage than in Europe. The temporal patterns in the estimated emissions are largely the result of assumptions used to characterize human activity, with the exception of “natural” emissions, which are modulated by meteorological variability, and emissions from large electric generating units in the U.S., which have the benefit of continuous emission monitors that provide hourly resolved profiles. Emission estimates in both study domains are challenged by several important but poorly characterized emission source sectors, notably road dust, agricultural operations, biomass burning, and road transport. Finally, this paper provides insight on the strengths and weaknesses of emission inventory preparation practices on both continents. One important outcome of this comparison of 2006 emissions between Europe and North America is the greater understanding provided into how the emission estimates developed for the AQMEII project impact regional air quality model performance. [Copyright &y& Elsevier]

Abstract: This paper is the second in a series of three papers aimed at understanding the emissions of vehicles in China by conducting on-board emission measurements. This paper focuses on light-duty gasoline vehicles. In this study, we measured 57 light-duty gasoline vehicles (LDGVs) in three Chinese mega-cites (Beijing, Guangzhou, and Shenzhen), covering Euro 0 through Euro IV technologies, and generated CO, HC, and NOx emission factors and deterioration rates for each vehicle technology. The results show that the vehicle emission standards have played a significant role in reducing vehicle emission levels in China. The vehicle emission factors are reduced by 47–81%, 53–64%, 46–71%, and 78–82% for each phase from Euro I to Euro IV. Euro 0 vehicles have a considerably high emission level, which is hundreds of times larger than that of Euro IV vehicles. Three old taxis and four other Euro I and Euro II LDGVs are also identified as super emitters with equivalent emission levels to Euro 0 vehicles. Of the measured fleet, 23% super emitters were estimated to contribute 50–80% to total emissions. Besides vehicle emission standards, measures for restricting super emitters are equally important to reduce vehicle emissions. This study is intended to improve the understanding of the vehicle emission levels in China, but some key issues such as emission deterioration rates are yet to be addressed with the presence of a sufficient amount of vehicle emission measurements. [Copyright &y& Elsevier]

Abstract: States are working to comply with the ozone National Ambient Air Quality Standards (NAAQS). Often, regulations restricting vehicle emissions are promulgated in order to attain compliance with the NAAQS. Currently, more stringent vehicle emission regulations are being considered by government agencies. This paper compares emissions from passenger cars and light duty trucks under the current California Low Emission Vehicle (LEV II) standards to a control scenario which was anticipated in 2008 to become LEV III (referred to as “more stringent control” in this paper) and determines if the scenario would result in additional improvements to air quality in California’s South Coast Air Basin. The air quality modeling was performed using the Community Multi-scale Air Quality Model (CMAQ) for years 2005, 2014 and 2020. The more stringent control sensitivity study simulated a scenario in which all new passenger cars and light duty trucks in the California South Coast Air Basin in year 2016 achieve Super Ultra-Low Emission Vehicle (SULEV) tail pipe emissions, zero evaporative emissions and more stringent aggressive driving requirements. The total on-road vehicles emissions difference when averaged across the South Coast Air Basin showed the more stringent scenario compared to LEV II to have reductions of 1% for oxides of nitrogen (NO x ), 1% for as reactive organic gases (ROG) and 5% for carbon monoxide (CO) in 2030. LEV II modeled ozone levels in the western areas of the basin increased in 2014 and 2020 as compared to 2005, because these areas are VOC-sensitive and the reductions in NO x emissions in these regions are larger than the VOC reductions. In other areas of the South Coast Basin, ozone is reduced by 1.5% or less. The more stringent control scenario modeled levels of ozone have a maximum decrease from LEV II levels by 1% or less in 2014 and 1.5% or less in 2020. [Copyright &y& Elsevier]

Crop residue burning is an important source of air pollutants and strongly affects the regional air quality and global climate change. This study presents a detailed emission inventory of major air pollutants from crop residue burning for the year of 2014 in China by the bottom-up method. Activity data were investigated for 296 prefecture-level cities. Emission factors were determined for indoor and in-field burning separately. Regional differences were considered for the proportion of residue burned (PCRB), the ratio between indoor and in-field burning, and the ratio of straw to grain production. The emissions were estimated at prefecture-city level as the first step; then they were redistributed within a city based on 1-km resolution land-use, MODIS fire counts, and rural population. Temporal variation was determined according to farming practices in different regions and MODIS fire counts. Uncertainties were estimated using the Monte Carlo method. The total emissions from crop residue burning in China were estimated to be 0.13 (−47–92%) for BC, 0.71 (−48–92%) for OC, 1.77 (−48–91%) for PM 2.5 , 2.04 (−50–100%) for PM 10 , 0.16 (−59–133%) for SO 2 , 0.53 (−55–105%) for NO X , 0.12 (−47–93%) for NH 3 , 1.07 (−55–102%) for CH 4 , 1.85 (−43–74%) for NMVOC, 18.33 (−46–85%) for CO and 305.20 (−45–80%) for CO 2 , in unit of Tg yr−1. Our results are remarkably lower than those reported in previous studies, mainly because of the PCRB has decreased significantly in recent years. For most of the pollutants, indoor burning accounted for about 50–70% of the emissions. Rice, wheat and corn contributed more than 85% of the emissions, but their relative contributions varied a lot with region and season. High emissions were mostly located in the eastern China, central China and northeastern China, and temporally peaked in April, June and October, with different intensities in the north and the south. This study provides a useful basis for air quality modeling and the policy making of pollution control strategies. • This paper presents an up-to-date and high-resolution inventory of air pollutant emissions from crop residue burning in China. • City-level activity data and high-resolution land use, fire counts and population were combined for spatial distribution. • Farming practices in different regions and statistics of fire counts were used to determine temporal distribution. • High emissions were generally located in Eastern, Central and Northeastern China, and temporally peaking in April, June and October. [ABSTRACT FROM AUTHOR]

Abstract The Great Lakes Region of the US continues experiencing exceedances of the ozone (O 3) standards, despite years of emissions controls. In part, this is due to interactions between emissions from surrounding large cities (e.g., Chicago) and meteorology, which is heavily influenced by the presence of the Great Lakes. These complex meteorology-emissions interactions pose a challenge to fully capture O 3 dynamics, particularly near shores of the lakes, where high O 3 levels are often experienced. In a simulation with the Community Multiscale Air Quality (CMAQ) model, using inputs as typically constructed, the model tends to be biased high. A literature review indicated that NO x emissions from mobile sources, possibly overestimated in the 2011 National Emission Inventory (NEI), or the version of the Carbon Bond chemical mechanism used in CMAQ could be responsible for high biases of O 3. As such, a series of sensitivity tests was conducted to identify potential causes for this bias, including emissions biases (e.g., biogenic VOCs, anthropogenic NO x), chemical mechanism choice, and O 3 dry deposition to fresh water, for high O 3 periods in July 2011. The base model/emissions configuration used the following: Carbon Bond mechanism CB05, biogenic emissions using Biogenic Emission Inventory System (BEIS), and anthropogenic emissions from the 2011 National Emissions Inventory (NEI). Meteorological inputs were developed using the Weather Research and Forecasting (WRF) model (version 3.8.1). Simulated daily maximum 8-h average O 3 without and with a cutoff of 60 ppb (referred to as MDA8 O 3 and elevated MDA8 O 3 hereafter, respectively) were evaluated against measurements. The evaluation showed a high bias in MDA8 O 3 across the domain, particularly at coastal sites (by ∼6 ppb), while elevated MDA8 O 3 (i.e., greater than 60 ppb) was biased low, with exceptions centered along the shore of Lake Michigan. Using the CB6 chemical mechanism or 50% reduction of NO x emissions from on-road mobile sources led to substantial domain-wide decreases in O 3 from the base case, and the model performance improved, particularly along the Lake Michigan shoreline and for the western domain. However, elevated MDA8 O 3 was more biased against measurements, compared to the model performance in the base case, except at a few sites along the shoreline. Using the Model of Emissions of Gases and Aerosols from Nature (MEGAN) instead of BEIS to estimate biogenic emissions, or increasing dry deposition of O 3 to fresh water by a factor of ten (which is unrealistic), had minor impacts on simulated O 3 over land. But, combining MEGAN with CB6 resulted in improved elevated MDA8 O 3 simulation along the western coast of Lake Michigan. Finally, using CB6 combined with a 30% reduction of on-road mobile NO x emissions and MEGAN led to the best performance. Two companion papers investigate how meteorological modeling can be improved. Together, the recommended modeling system could serve as a starting point for future O 3 modeling in the region. Highlights • Daily maximum 8-h O 3 is significantly overestimated along Lake Michigan coast. • Elevated daily maximum 8-h O 3 (>60 ppb) is biased low except at coastal sites. • Uncertainties in on-road mobile NO x emissions impact simulated daytime O 3. • Carbon Bond 6 (CB6) mechanism leads to lower O 3 than Carbon Bond V (CB05). • Biogenic emissions and dry deposition over water had minor effects on simulated O 3. [ABSTRACT FROM AUTHOR]

Abstract In this paper, we present a quantitative determination of the NO x emission in Hefei using mobile Multi-Axis Differential Optical Absorption Spectroscopy (MAX-DOAS) measurements. The measurements were carried out during winter time from December 2016 to February 2017. The measured NO 2 vertical column densities (VCDs) show a strong spatial gradient with higher values within the city center, indicating the majority of NO x emission sources are located at the city center. A significant "holiday effect" was found by comparing measurements taken during weekdays and weekend. The weekend reduction is more significant in the suburban (∼28%) compared to the city center (∼13%). Mobile measurements of NO 2 vertical column densities (VCDs) were analyzed together with meteorological data to determine the NO x emission by applying the loop-integral method. Detailed error analysis of the NO x emission shows the variation of wind field and large measurement gap dominated the total error of NO x emission calculation. The result shows the NO x emission in Hefei during winter time varies in a wide range from 10 × 1024 to 40 × 1024molecs−1 with an average of 18.44 × 1024molecs−1. Our estimation is about 43% lower than the number reported in the previous emission inventory in 2012. The reduction of NO x emission reflects the successful implementation of emission control measures in recent years. Our result also shows about 73% of the total NO x in the city were transported from outside of the city during winter. The impacts of transported NO x are especially large when air masses originated from heavily polluted regions, i.e. North China Plain and Yangtze River Delta. The result presented provides a better understanding of the impacts of local emissions and transportation of pollutants on the local air quality of Hefei. Highlights • NO x emission in Hefei was determined using mobile MAX-DOAS measurements in 2017. • NO x emission in Hefei varies from 10 to 40 × 1024 molec/s during winter. • Our estimation is ∼43% lower compared to previous emission inventory in 2012. • About 73% of NO x measured in the city were transported from outside. [ABSTRACT FROM AUTHOR]

Abstract Ammonia emissions cause several negative impacts on the quality of air, water and soil, while secondary ammonia formed on three-way catalysts (TWCs) of gasoline vehicles has not been sufficiently investigated, especially in the developing countries. In this paper, tailpipe ammonia emissions from seven China-6 certified, low-mileage gasoline vehicles were measured over the World Harmonized Light-duty Test Cycle (WLTC). The results demonstrated that ammonia emissions from the seven test vehicles ranged from 0.65 ± 0.38 mg/km to 8.01 ± 3.12 mg/km. A comparison with the emission factors reported in other research indicates that these China-6 certified vehicles emitted similar or less ammonia emissions compared to the vehicles certified to older EU and federal regulations. The ammonia emissions from the test vehicles showed very weak linkage with their engine or transmission technologies. For all the test vehicles, the vast majority of ammonia emissions were emitted within the engine warm-up period due to already lighted-off catalysts but still enriched air/fuel mixtures. No ammonia emissions were noticed within any engine-start events. The masses of ammonia-converted ammonium salts were estimated assuming that all the tailpipe ammonia emissions will transform into ammonium nitrate and ammonium sulfate, and compared to the primary PM emissions measured with filters. The masses of salts were drastically higher than the primary PM, which underscored the significance of vehicle-related ammonia emissions as a key ambient PM contributor. Highlights • Ammonia emissions from 7 China-6 compliant cars were measured over the WLTC. • Ammonia ranged from 0.65 ± 0.38 to 8.01 ± 3.12 mg/km, smaller than older vehicles. • The vast majority of ammonia was found within the engine warm-up period. • Ammonia formed on catalysts may cause stronger contamination than tailpipe PM. [ABSTRACT FROM AUTHOR]

Abstract This paper presents the results of research on the impact of various projected scenarios for urban bus transportation modernization in Krakow, in regards to air emissions. The research was carried out on the fleet of urban buses operating within the Krakow metropolitan area. The levels and amounts of the 16 substances were evaluated using the CORINAIR methodology. The scenarios were determined based on the data measured between 2010 and 2015 and according to the plans created by Krakow's carriers. An analysis of the plans for the urban bus fleet modernization in Krakow shows that it will have a positive influence on the reduction in particulate matter and gas emissions into the air. The implementation of the projected scenarios, which involves the replacement of old buses with modern, low or zero emission vehicles, will reduce the emission of nitrogen oxides (NO x) by more than 60%, volatile organic compounds (VOCs) by more than 82%, carbon monoxide (CO) by nearly 52%, and particulate matter from fuel combustion (PM ex) by more than 77% by 2025. Research also shows an increase N 2 O emissions (by almost 43%) as a result of modernization. This phenomenon is characteristic for modern engines. Moreover, introducing electric buses into a fleet contributes to the gradual reduction of benzo(a)pyrene emissions. Even though the replacement of a bus fleet is a long-term and costly process, taking such action for Krakow and the neighboring municipalities is essential to improving the air quality in that area, especially in terms of excessive concentrations of particulate matter and nitrogen oxides. Highlights • Modernization of urban buses will help to reduce road transportation emissions into the air. • The research allowed for an assessment of the emission reduction from urban buses in the analyzed municipalities. • The undertaken actions of replacing the urban bus fleet will improve the quality of Krakow's air. [ABSTRACT FROM AUTHOR]

Abstract While emissions from nonroad mobile sources, such as locomotives, have gained increased regulatory scrutiny, a surprisingly few number of real-world, in-use measurements exist. This paper reports the use of a Remote Sensing Device (RSD) to measure emissions from locomotives. This noninvasive technique measured NO and NO 2 emissions from individually identified locomotives as their exhaust plumes passed through the sensing beam of the RSD on a bridge directly above the moving sources. NO x emissions from 143 in-use, predominantly line-haul locomotives were measured from two bridges near Tacoma, WA. Locomotive NO x emission factors were within levels reported in previous studies. While there is a 26% difference in certification standards, the real-world NO x measurements reported here found no statistical difference between mean emission factors for Tier 1 and Tier 2 locomotives. With the 2015 implementation of stringent Tier 4 emissions standards, remote sensing of NO x emissions by RSD would provide a useful, real-world, check on the expected in-use NO x reductions. Graphical abstract Image 1 [ABSTRACT FROM AUTHOR]

Abstract: This paper presents a decision-making framework (DMF) for selecting ozone control strategies based on reductions of precursor emissions that are targeted by time and location. Conventional across-the-board reductions are uniform throughout the region and throughout the day. The DMF is comprised of four phases: (1) Initialization, (2) Experimental Design and Data Mining, (3) Metamodeling, and (4) Optimization. This paper details the first three and presents an example for selecting strategies in the optimization phase. Specifically, to enable an efficient optimization phase, metamodels for maximum 8-h averaged ozone are employed to represent the output from an advanced photochemical model, such as CAMx. The process for each phase is presented for a Dallas Fort Worth (DFW) 2009 future emission scenario, based on a 10-day meteorological episode from August 13–22, 1999. Over 600 emission variables were identified in three source categories viz. point, area (includes non-road) and line (on-road). The DFW application demonstrates how control measures can be efficiently explored in a targeted manner instead of using the conventional “trial and error” approach. [Copyright &y& Elsevier]

Abstract: Exposure to tobacco pollutants that linger indoors after smoking has taken place (thirdhand smoke, THS) can occur over extended periods and is modulated by chemical processes involving atmospheric reactive species. This study investigates the role of ozone and indoor surfaces in chemical transformations of tobacco smoke residues. Gas and particle constituents of secondhand smoke (SHS) as well as sorbed SHS on chamber internal walls and model materials (cotton, paper, and gypsum wallboard) were characterized during aging. After smoldering 10 cigarettes in a 24-m3 room size chamber, gas-phase nicotine was rapidly removed by sorption to chamber surfaces, and subsequently re-emitted during ventilation with clean air to a level of ∼10% that during the smoking phase. During chamber ventilation in the presence of ozone (180ppb), ozone decayed at a rate of 5.6h−1 and coincided with a factor of 5 less nicotine sorbed to wallboard. In the presence of ozone, no gas phase nicotine was detected as a result of re-emission, and higher concentrations of nicotine oxidation products were observed than when ventilation was performed with ozone-free air. Analysis of the model surfaces showed that heterogeneous nicotine-ozone reaction was faster on paper than cotton, and both were faster than on wallboard. However, wallboard played a dominant role in ozone-initiated reaction in the chamber due to its large total geometric surface area and sink potential compared to the other substrates. This study is the first to show in a room-sized environmental chamber that the heterogeneous ozone chemistry of sorbed nicotine generates THS constituents of concern, as observed previously in bench-top studies. In addition to the main oxidation products (cotinine, myosmine and N-methyl formamide), nicotine-1-oxide was detected for the first time. [Copyright &y& Elsevier]

Abstract: This paper uses the 2006 IPCC Guidelines and latest country specific emission factors to estimate Indian methane emissions at sectoral and district level for the years 1990, 1995, 2005 and 2008. The estimates show that while methane emissions have increased steadily over past two decades, their share in India’s aggregate GHG emissions has declined from 31% in 1985 to 27% in 2008 mainly due to relatively higher growth CO2 emissions from the fossil fuels. The estimates for the year 2008 show that: i) agriculture sector, which employed two-thirds of India’s population and contributed 17% of GDP, accounted for 23% of India’s GHG emissions ii) 83% of country’s methane emissions are contributed by enteric fermentation, manure use and rice production, and iii) methane emissions from urban solid waste are steadily rising over the past two decades; their share in aggregate methane emissions has reached 8%. Resting on the disaggregated emissions estimates, the paper argues for using geographical and sectoral flexibilities to develop a roadmap for mitigation of methane emissions for India. [Copyright &y& Elsevier]

Abstract: Maritime transport plays a central role in the transport sector’s sustainability debate. Its contribution to air pollution and greenhouse gases is significant. An effective policy strategy to regulate air emissions requires their robust estimation in terms of quantification and location. This paper provides a critical analysis of the ship emission modelling approaches and data sources available, identifying their limits and constraints. It classifies the main methodologies on the basis of the approach followed (bottom-up or top-down) for the evaluation and geographic characterisation of emissions. The analysis highlights the uncertainty of results from the different methods. This is mainly due to the level of uncertainty connected with the sources of information that are used as inputs to the different studies. This paper describes the sources of the information required for these analyses, paying particular attention to AIS data and to the possible problems associated with their use. One way of reducing the overall uncertainty in the results could be the simultaneous use of different sources of information. This paper presents an alternative methodology based on this approach. As a final remark, it can be expected that new approaches to the problem together with more reliable data sources over the coming years could give more impetus to the debate on the global impact of maritime traffic on the environment that, currently, has only reached agreement via the “consensus” estimates provided by . [Copyright &y& Elsevier]

Abstract Relative humidity (RH) is one of the most important parameters in the study of fog-haze. This paper first estimates the contributions of the key quantities (temperature, water vapor, air pollutant) and their combinations to the relative change of RH , and then investigates the relationships of RH with the long-term variation of haze and fog days based on the meteorological data in the Yangtze River Delta over the period 1970–2010. The main conclusions are as follows. (1) Temperature is the foremost factor influencing RH , with the effect of specific humidity and direct contribution of air pollutant being second and third. (2) RH shows a prominent descending trend in the Yangtze River Delta, due to global warming and the 'analogous heat island effect' (AHIE). (3) Decreasing RH was responsible for the reduction of fog days. The AHIE can explain the phenomenon in which fog days in metropolises are less than in small cities. (4) Granger causality analysis of inter-annual variation further shows that increasing aerosol loading Ganger-causes the increasing haze days, rather than meteorological parameters such as RH. High RH would enhance hygroscopic growth of particle and then suppress the planet boundary layer height (PBLH) and lead to more haze days, lower PBLH further increases aerosols and RH , this positive feedback mechanism can be established under the condition of aerosol loading being relatively stable and beyond the threshold for haze formation. (5) If aerosol emissions maintain the status quo, climate cooling would result in serious fog-haze events occurring more frequently in Yangtze River Delta. The research provide a scientific basis for understanding the influence of meteorological factors on RH and the connection between the variation of long term fog-haze days and RH under the background of climate change. Highlights • Factors affecting relatively humidity (RH). • Relative changes of RH caused by three factors and their combinations. • Reasons for the long-term variations of haze and fog days. • Climate cooling may intensify the frequency of "fog-haze" weather. [ABSTRACT FROM AUTHOR]

Abstract: This paper characterizes the emission rates of size fractionated particulate matter, inorganic aerosols, acid gases, ammonia and methane measured over four flocks at a commercial broiler chicken facility. Mean emission rates of each pollutant, along with sampling notes, were reported in this paper, the first in a series of two. Sampling notes were needed because inherent gaps in data may bias the mean emission rates. The mean emission rates of PM10 and PM2.5 were 5.0 and 0.78g day−1 [Animal Unit, AU]−1, respectively, while inorganic aerosols mean emission rates ranged from 0.15 to 0.46g day−1 AU−1 depending on the season. The average total acid gas emission rate was 0.43g day−1 AU−1 with the greatest contribution from nitrous and nitric acids and little contribution from sulfuric acid (as SO2). Ammonia emissions were seasonally dependent, with a mean emission rate of 66.0g day−1 AU−1 in the cooler seasons and 94.5g day−1 AU−1 during the warmer seasons. Methane emissions were relatively consistent with a mean emission rate of 208g day−1 AU−1. The diurnal pattern in each pollutant’s emission rate was relatively consistent after normalizing the hourly emissions according to each daily mean emission rate. Over the duration of a production cycle, all the measured pollutants’ emissions increased proportionally to the total live mass of birds in the house, with the exception of ammonia. Interrelationships between pollutants provide evidence of mutually dependent release mechanisms, which suggests that it may be possible to fill data gaps with minimal data requirements. In the second paper (Roumeliotis, T.S., Dixon, B.J., Van Heyst, B.J. Characterization of gaseous pollutants and particulate matter emission rates from a commercial broiler operation part II: correlated emission rates. Atmospheric Environment, 2010.), regression correlations are developed to estimate daily mean emission rates for data gaps and, using the normalized hourly diurnal patterns from this paper, emission factors were generated for each pollutant. [Copyright &y& Elsevier]

Abstract: Volatile aldehydes are produced during degradation of paper-based materials. This may result in their accumulation in archival and library repositories. However, no systematic study has been performed so far. In the frame of this study, passive sampling was carried out at ten locations in four libraries and archives. Despite the very variable sampling locations, no major differences were found, although air-filtered repositories were found to have lower concentrations while a non-ventilated newspaper repository exhibited the highest concentrations of volatile aldehydes (formaldehyde, acetaldehyde, furfural and hexanal). Five employees in one institution were also provided with personal passive samplers to investigate employees’ exposure to volatile aldehydes. All values were lower than the presently valid exposure limits. The concentration of volatile aldehydes, acetic acid, and volatile organic compounds (VOCs) in general was also compared with that of outdoor-generated pollutants. It was evident that inside the repository and particularly inside archival boxes, the concentration of VOCs and acetic acid was much higher than the concentration of outdoor-generated pollutants, which are otherwise more routinely studied in connection with heritage materials. This indicates that further work on the pro-degradative effect of VOCs on heritage materials is necessary and that monitoring of VOCs in heritage institutions should become more widespread. [Copyright &y& Elsevier]

Abstract: The paper reviews the current state of knowledge regarding sources of mercury emission in Poland. Due to the large quantities of coal burned at present, as well as taking into account existing reserves, coal remains the main energy source of energy in Poland. The data on coal consumption in Poland in the past, at present and in the future are discussed in the paper. Information on the content of mercury in Polish coals is presented. Coal combustion processes for electricity and heat production are the main source of anthropogenic mercury emission in Poland. It is expected that the current emissions will decrease in the future due to implementation of efficient control measures. These measures for emission reduction are described in the paper. Results of estimated mercury emission from coal-fired power station situated in the Upper Silesia Region, Poland are investigated. A relationship between mercury emission to the air and the mercury content in the consumed coal in power station equipped with the electrostatic precipitators (ESPs) is discussed. [Copyright &y& Elsevier]

Abstract: Ecosystems and the atmosphere: This review describes the state of understanding the processes involved in the exchange of trace gases and aerosols between the earth''s surface and the atmosphere. The gases covered include NO, NO2, HONO, HNO3, NH3, SO2, DMS, Biogenic VOC, O3, CH4, N2O and particles in the size range 1 nm–10 μm including organic and inorganic chemical species. The main focus of the review is on the exchange between terrestrial ecosystems, both managed and natural and the atmosphere, although some new developments in ocean–atmosphere exchange are included. The material presented is biased towards the last decade, but includes earlier work, where more recent developments are limited or absent. New methodologies and instrumentation have enabled, if not driven technical advances in measurement. These developments have advanced the process understanding and upscaling of fluxes, especially for particles, VOC and NH3. Examples of these applications include mass spectrometric methods, such as Aerosol Mass Spectrometry (AMS) adapted for field measurement of atmosphere–surface fluxes using micrometeorological methods for chemically resolved aerosols. Also briefly described are some advances in theory and techniques in micrometeorology. For some of the compounds there have been paradigm shifts in approach and application of both techniques and assessment. These include flux measurements over marine surfaces and urban areas using micrometeorological methods and the up-scaling of flux measurements using aircraft and satellite remote sensing. The application of a flux-based approach in assessment of O3 effects on vegetation at regional scales is an important policy linked development secured through improved quantification of fluxes. The coupling of monitoring, modelling and intensive flux measurement at a continental scale within the NitroEurope network represents a quantum development in the application of research teams to address the underpinning science of reactive nitrogen in the cycling between ecosystems and the atmosphere in Europe. Some important developments of the science have been applied to assist in addressing policy questions, which have been the main driver of the research agenda, while other developments in understanding have not been applied to their wider field especially in chemistry-transport models through deficiencies in obtaining appropriate data to enable application or inertia within the modelling community. The paper identifies applications, gaps and research questions that have remained intractable at least since 2000 within the specialized sections of the paper, and where possible these have been focussed on research questions for the coming decade. [Copyright &y& Elsevier]

The dispersion formulation incorporated in the U.S. Environmental Protection Agency''s AERMOD regulatory dispersion model is used to estimate the contribution of traffic-generated emissions of select VOCs – benzene, 1,3-butadiene, toluene – to ambient air concentrations at downwind receptors ranging from 10-m to 100-m from the edge of a major highway in Raleigh, North Carolina. The contributions are computed using the following steps: 1) Evaluate dispersion model estimates with 10-min averaged NO data measured at 7 m and 17 m from the edge of the road during a field study conducted in August, 2006; this step determines the uncertainty in model estimates. 2) Use dispersion model estimates and their uncertainties, determined in step 1, to construct pseudo-observations. 3) Fit pseudo-observations to actual observations of VOC concentrations measured during five periods of the field study. This provides estimates of the contributions of traffic emissions to the VOC concentrations at the receptors located from 10 m to 100 m from the road. In addition, it provides estimates of emission factors and background concentrations of the VOCs, which are supported by independent estimates from motor vehicle emissions models and regional air quality measurements. The results presented in the paper demonstrate the suitability of the formulation in AERMOD for estimating concentrations associated with mobile source emissions near roadways. This paper also presents an evaluation of the key emissions and dispersion modeling inputs necessary for conducting assessments of local-scale impacts from traffic emissions. [Copyright &y& Elsevier]

The present paper examines the use of zinc isotopes as tracers of atmospheric sources and focuses on the potential fractionation of Zn isotopes through anthropogenic processes. In order to do so, Zn isotopic ratios are measured in enriched ores and airborne particles associated with pyrometallurgical activities of one of the major Pb–Zn refineries in France. Supporting the isotopic investigation, this paper also compares morphological and chemical characteristics of Zn particles collected on dry deposition plates (“environmental samples”) placed within a 5km radius of the smelter, with those of Zn particles collected inside the plant (“process samples”), i.e. dust collected from the main exhaust system of the plant. To ensure a constant isotopic “supply”, the refinery processed a specific set of ores during the sampling campaigns, as agreed with the executive staff of the plant. Enriched ores and dust produced by the successive Zn extraction steps show strong isotope fractionation (from −0.66 to +0.22‰) mainly related to evaporation processes within the blast furnaces. Dust from the main chimney displays a δ66Zn value of −0.67‰. Application of the Rayleigh equation to evaluate the fractionation factor associated with the Zn vapor produced after a free evaporation gives a range of α ore/vapor from 1.0004 to 1.0008. The dry deposits, collected on plates downwind of the refinery, display δ66Zn variations of up to +0.7‰. However, it is to be noted that between 190 and 1250m from the main chimney of the refinery, the dry deposits show a high level of large (>10μm) Zn, S, Fe and O bearing aggregates characterized by positive δ66Zn values (+0.02 to +0.19‰). These airborne particles probably derive from the re-suspension of slag heaps and local emissions from the working-units. In contrast, from 1720 to 4560m, the dry... [Copyright &y& Elsevier]

This paper has a dual focus. One is to study the spatial characteristics of dust activities over the Tarim Basin by locating dust active hot spots. The other is to study the temporal characteristics of dust activities over the Tarim Basin by applying the Extreme Value Analysis (EVA). Hot spots (in terms of dust loading) refer to relatively small (compared to the size of the whole source area), consistently active, dust producing areas. In this paper, Total Ozone Mapping Spectrometer (TOMS) Aerosol Index (AI) is used to identify hot spots in the Tarim Basin. This hot spot study suggests that dust emissions are inhomogeneous in the Tarim Basin area and the formation of the two hot spots is linked to both (1) a large amount of fine sandy sediments accumulated at the hot spot areas and (2) the basin''s internal dust transport pathways which are controlled by the extreme bounding topography of the basin. Extreme Value Analysis (EVA) has been widely used in a variety of areas, but has not yet been applied in dust storm research. In this paper, 13 years Tarim Basin regional daily maximum TOMS AI data time series are constructed. By examining the statistics of the time series, a new method (outlier method) is developed to identify extreme values. EVA is applied and 100-year-return values are suggested. The interpretation of the 100-year-return values is discussed by referring to historical meteorological records and also climate change projections. [Copyright &y& Elsevier]

This paper reviews the information on trends of past emissions of mercury, lead, and cadmium in Europe, as well as examines current levels and future scenarios of these emissions. The impact of various factors on emission changes is discussed including the implementation of various strategies of emission controls in Europe. Future emissions are forecasted on the basis of various scenarios of economy growth in Europe, implementation of European and global legislation (e.g. the Kyoto agreement), population changes, etc. Changes of emissions of mercury, lead, and cadmium are then related to the changes of concentrations of these contaminants in air and precipitation samples at selected stations in Europe. It can be concluded that the reduction trends of anthropogenic emissions of cadmium and lead in Europe are similar to the reduction trends of air concentrations of these metals during the last 2 decades. Somewhat different relationship has been noted for changes in emissions and precipitation. In general for Europe, 60% reduction of Cd emissions was met by about 45% reductions of Cd concentrations in precipitation at the studied stations during the last 2 decades. There is a potential for further reduction of these emissions until the year 2010 up to about 37% for Cd, 51% for Pb, and 49% for Hg as estimated within various emission scenarios presented in the paper. [Copyright &y& Elsevier]

Biodiesel and ethanol are fuels in clear growth and evidence, basically due to its relation with the greenhouse effect reduction. There are several works regarding regulated pollutants emissions, but there is a lack of reports in non-regulated emissions. In a previous paper (Corrêa and Arbilla, 2006) the emissions of aromatic hydrocarbons were reported and in 2007 another paper was published in 2008 focusing carbonyls emissions (Corrêa and Arbilla, 2008). In this work four mercaptans (methyl, ethyl, n-propyl and n-butyl mercaptans) were evaluated for a heavy-duty diesel engine, fueled with pure diesel (D) and biodiesel blends (v/v) of 2% (B2), 5% (B5), 10% (B10), and 20% (B20). The tests were carried using a six cylinder heavy-duty engine, typical of the Brazilian fleet of urban buses, during a real use across the city. The exhaust gases were diluted near 20 times and the mercaptans were sampled with glass fiber filters impregnated with mercuric acetate. The chemical analyses were performed by gas chromatography with mass spectrometry detection. The results indicated that the mercaptans emissions exhibit a reduction with the increase of biodiesel content, but this reduction is lower as the mercaptan molar mass increases. For B20 results the emission reduction was 18.4% for methyl mercaptan, 18.1% for ethyl mercaptan, 16.3% for n-propyl mercaptan, and 9.6% for n-butyl mercaptan. [Copyright &y& Elsevier]

In the companion paper, we showed that MM5 simulation using a satellite-derived high resolution Texas Forest Service (TFS) land use and land cover (LULC) data set (M2), compared to the MM5 results with the default USGS-LULC (M1), improved representation of the complicated features of the atmospheric planetary boundary layer (PBL) in the Houston ship channel (HSC) area, where large industrial emission sources are concentrated. In the present paper, the study is extended to investigate these effects on air quality simulations. Two emission inputs, namely E1 and E2, are prepared with the M1 and M2 meteorology data, respectively, to reflect the differences in the point source plume rise estimates while keeping the biogenic and mobile emissions the same. Air quality simulations were performed with CMAQ using the M1E1 and M2E2 inputs. The simulation results demonstrate the importance of utilizing high resolution LULC data. In the default LULC data, the HSC area was classified as grass land cover, and MM5 predicted confined mixing, resulting in over-prediction of ozone (O3) precursors, such as NO x (NO plus NO2), and highly reactive volatile organic compounds (HRVOC) species, including ethylene and propylene, over the HSC area. In the TFS data, the area was classified as the impervious “urban” land use and MM5 predicted enhanced mixing of the precursor species, leading to better agreements with measurements. The high resolution LULC also resolves the location of water body near the HSC more accurately, predicting shallower PBL heights than the default LULC during daytime. With favorable wind conditions, the O3 precursors were transported from the HSC emission source towards the area, trapping the pollutants in a confined shallow mixing layer that occasionally led to a rapid photochemical production of O3. The above comparison includes the changes in both meteorological and plume-rise emissions inputs. We performed two additional CMAQ simulations using the same meteorological result (M2) but with different emission point sources E1 and E2 to determine the importance of emission changes on the air quality simulations. The sensitivity tests with the different plume-rise emission inputs due to two different meteorological inputs show little impact on the air quality simulations in this case. [Copyright &y& Elsevier]

Current atmospheric emissions of As, Cd, Cr, Ni, and Pb (reference year 2000) from major anthropogenic sources in Europe are presented in this paper. Combustion of fuels in stationary sources was the main emission source for As, Cd, Cr, and Ni (more than a half of the total anthropogenic emissions), while combustion of gasoline was the main source of for lead. There is a continuous reduction of heavy metal emissions in Europe during the last 40 years. Better knowledge of heavy metal sources, emissions, pathways, and fate in the environment, and progress in developing efficient emission control equipment has resulted in more efficient regulatory efforts to curb heavy metal emissions from anthropogenic sources very substantially. There is a potential for further reduction of these emissions until the year 2010 up to about 40% for As, Cd, Cr, and Ni and about 57% for Pb, as estimated within various emission scenarios presented in the paper. [Copyright &y& Elsevier]

Abstract: Motor vehicles are a major source of air pollutant emissions in Kathmandu valley, Nepal. In-use vehicle emission limits were first introduced in Nepal in 1998 and updated in 2000. The emission regulations for gasoline vehicles limit CO emissions to 3–4.5% by volume and HC emissions to 1000 ppm for four-wheeled vehicles, and 7800ppm for two- and three- wheelers. Emission limits for LPG/CNG vehicles are 3% for CO and 1000ppm for HC. For diesel vehicles, smoke density must not exceed 65–75 HSU depending on the age of the vehicle. The Government operates a rudimentary inspection and maintenance (I/M) program based on an idle engine test, utilizing an exhaust gas analyzer (for gasoline/LPG/CNG vehicles) and an opacimeter for diesel vehicles. The I/M program is confined to four-wheeled vehicles and occasional three-wheelers. The inspections are required at least once a year and are conducted at designated vehicle testing stations. The I/M program is supplemented by roadside checks. This paper is based on the findings of an analysis of vehicle emissions test data for the period June 2000 to July 2002, covering some 45,000 data sets. Each data set includes information on vehicle type and ownership, the model year, and CO/HC test emission values. The analysis reported in this paper covers the characteristics and statistical distribution of emissions from gasoline-fuelled vehicles, including the impact of gross emitters. The effects of vehicle age, model year (with or without catalysts), usage, and ownership (private vs. public) on emissions of gasoline-fuelled vehicles are discussed. The findings for diesel vehicles have been reported earlier by Ale and Nagarkoti (2003b. Evaluation of Kathmandu valley inspection and maintenance program on diesel vehicles. Journal of the Institute of Engineering 3(1)). This study identifies the limitations of the current I/M program, given that it does not include 70% of the fleet consisting of two-wheelers and concludes with proposed changes to the I/M program to make it more effective. [Copyright &y& Elsevier]