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Vehicles generally move smoothly and with high speeds on elevated roads, thereby producing specific traffic-related carbon emissions in contrast to ground roads. Hence, a portable emission measurement system was adopted to determine traffic-related carbon emissions. The on-road measurement results revealed that the instantaneous emissions of CO 2 and CO from elevated vehicles were 17.8% and 21.9% higher than those from ground vehicles, respectively. Based on it, the vehicle specific power was confirmed to exhibit a positive exponential relationship with instantaneous CO 2 and CO emissions. In addition to carbon emissions, carbon concentrations on roads were simultaneously measured. The average CO 2 and CO emissions on elevated roads in urban areas were 1.2% and 6.9% higher than those on ground roads, individually. Finally, a numerical simulation was performed, and the results verified that elevated roads could deteriorate the air quality on ground roads but improve the air quality above them. What ought to be paid attention to is that the elevated roads present varied traffic behaviour and cause particular carbon emissions, indicating that comprehensive consideration and further balance among the traffic-related carbon emissions are necessary when building elevated roads to alleviate the traffic congestion in urban areas., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2023 Elsevier Inc. All rights reserved.)

The transportation of container trucks in urban areas not only frequently causes traffic jams but also produces severe air pollution. With regard to this consideration, measurements of particle concentrations and traffic volume on different polluted days were carried out to discover the varied characteristics of particles from container truck transportation in the port area. Based on the original data, descriptive statistics were performed firstly to reveal the statistical characteristics of particle number concentrations (PNC). The Kolmogorov-Smirnov test as well as the Anderson-Darling test was adopted to identify the "best-fit" distributions on PNC data while the corresponding maximum likelihood estimation was conducted to estimate the parameters of the identified distribution. Additionally, the Pearson correlation analysis and principal component analysis were performed respectively to reveal the relationships between traffic volume and PNC. The results showed that on a hazy day, PNC levels in the morning were generally higher than those in the afternoon, while on a non-hazy day, the results were opposite. Particles in all sizes on a non-hazy day and larger than 0.5 μm on a hazy day were verified to fit the lognormal distribution. In contrast to the particles below 2 μm, the particles above 2 μm exhibited higher correlations with the traffic flow of a container truck in the morning on a hazy day. These results indicate the importance of reducing air pollution from a container truck and provide policymakers with a foundation for possible measures in a port city.

At the crosswalk of urban traffic intersections, vehicles frequently stop with their engines idling adjacent to it during the red-light period and accelerate with intensified emissions during the green-light period. As a result, pedestrians are inevitably at a higher risk of exposure to near-source traffic-related air pollution while walking on the crosswalk or waiting on the roadside. Therefore, this study focuses on pedestrian exposure to particulate matter on the crosswalk at urban intersections. Firstly, mobile measurements at varied locations of the crosswalk were carried out to reveal the spatial difference of particles on the whole crosswalk. The results show that the concentrations of submicron and coarse particles are higher on the parking crosswalk than that on the non-parking crosswalk. Secondly, mobile measurements at varied heights of crosswalk were carried out to discover the vertical difference of particles on the crosswalk. Particulate concentration is higher at the height of 1.5 m than that at 0.5 m. Thirdly, fixed-site measurements were conducted on the roadside to make a comparison with the crosswalk. Particulate concentration is found to be nearly 6% higher on the crosswalk than that on the roadside. Finally, pedestrian exposure to particulate matter in varied trips on the crosswalk is investigated and the exposure in trips with a 10s–20s delay after the onset of a walk signal is lower than that in other situations. The results can help fully recognize the particulate pollution at intersections and better understand the particulate exposure of pedestrians on crosswalk at urban intersections. [Display omitted] • Submicron and coarse particles on parking crosswalk is higher than non-parking area. • Submicron and coarse particles at height of 1.5 m on crosswalk is higher than that at 0.5 m. • Spatio-temporal variation of PM 10 on crosswalk is distinguished with that of PM 1. [ABSTRACT FROM AUTHOR]

[Display omitted] Electronic toll collection (ETC) has been designed and implemented to improve traffic efficiency and reduce traffic-related air pollution. However, the real-world impact of ETC on these factors is currently under-qualified. With this consideration, we attempted to reveal the effect of ETC on traffic efficiency and traffic pollution using portable emission measurement systems. Firstly, in contrast to the manual toll collection (MTC), ETC offer lower emissions and time savings, and there exist a quadratic relationship between emission rates and vehicle specific power. Secondly, vehicles in acceleration state emit more pollutants than other situations such as deceleration, steady cruising and idling in both ETC and MTC lanes. Thirdly, ETC lanes show 34.25% and 13.63% lower CO 2 and NO x emissions, respectively, along with a 46.55% timesaving compared to MTC lanes. Finally, the study identifies engine load percent as the primary factor impacting emissions, accounting for 60–88% of the variance. [ABSTRACT FROM AUTHOR]