Continuous effectiveness of replacing catalytic converters on liquified petroleum gas-fueled vehicles in Hong Kong

Characterization and source apportionment of volatile organic compounds in Hong Kong: A 5-year study for three different archetypical sites

Initial success has been achieved in Hong Kong in controlling primary air pollutants, but ambient ozone levels kept increasing during the past three decades. Volatile organic compounds (VOCs) are important for mitigating ozone pollution as its major precursors. This study analyzed VOC characteristics of roadside, suburban, and rural sites in Hong Kong to investigate their compositions, concentrations, and source contributions. Here we show that the TVOC concentrations were 23.05 ± 13.24, 12.68 ± 15.36, and 5.16 ± 5.48 ppbv for roadside, suburban, and rural sites between May 2015 to June 2019, respectively. By using Positive Matrix Factorization (PMF) model, six sources were identified at the roadside site over five years: Liquefied petroleum gas (LPG) usage (33%-46%), gasoline evaporation (8%-31%), aged air mass (11%-28%), gasoline exhaust (5%-16%), diesel exhaust (2%-16%) and fuel filling (75-9%). Similarly, six sources were distinguished at the suburban site, including LPG usage (30%-33%), solvent usage (20%-26%), diesel exhaust (14%-26%), gasoline evaporation (8%-16%), aged air mass (4%-11%), and biogenic emissions (2%-5%). At the rural site, four sources were identified, including aged air mass (33%-51%), solvent usage (25%-30%), vehicular emissions (11%-28%), and biogenic emissions (6%-12%). The analysis further revealed that fuel filling and LPG usage were the primary contributors to OFP and OH reactivity at the roadside site, while solvent usage and biogenic emissions accounted for almost half of OFP and OH reactivity at the suburban and rural sites, respectively. These findings highlight the importance of identifying and characterizing VOC sources at different sites to help policymakers develop targeted measures for pollution mitigation in specific areas.

The Exposure of Workers at a Busy Road Node to PM2.5: Occupational Risk Characterisation and Mitigation Measures

The link between air pollution and health burden in urban areas has been well researched. This has led to a plethora of effective policy-induced monitoring and interventions in the global south. However, the implication of pollutant species like PM_2.5 in low middle income countries (LMIC) still remains a concern. By adopting a positivist philosophy and deductive reasoning, this research addresses the question, to what extent can we deliver effective interventions to improve air quality at a building structure located at a busy road node in a LMIC? This study assessed the temporal variability of pollutants around the university environment to provide a novel comparative evaluation of occupational shift patterns and the use of facemasks as risk control interventions. The findings indicate that the concentration of PM_2.5, which can be as high as 300% compared to the WHO reference, was exacerbated by episodic events. With a notable decay period of approximately one-week, adequate protection and/or avoidance of hotspots are required for at-risk individuals within a busy road node. The use of masks with 80% efficiency provides sufficient mitigation against exposure risks to elevated PM_2.5 concentrations without occupational shift, and 50% efficiency with at least ‘2 h ON, 2 h OFF’ occupational shift scenario.

Variability and sources of non-methane hydrocarbons at a Mediterranean urban atmosphere: The role of biomass burning and traffic emissions

Levels and sources of non-Methane Hydrocarbons (NMHCs) were investigated at the urban background Thissio station, close to the historical center of Athens (Greece) from March 2016 to February 2017 (12 months), by means of an automated GC-FID. Alkanes dominated over aromatics and alkenes, with hourly mean levels ranging from detection limit up to 60 μg m^-3 for i-pentane and 90 μg m^-3 for toluene. Higher levels were recorded in the cold period relative to the warmer one. In addition, NMHCs seasonal diurnal cycles were characterized by a bimodal pattern, following the trend of tracers of anthropogenic sources. The Positive Matrix Factorization (PMF) was used for the allocation of NMHC to their sources. Five factors were identified and quantified, with traffic-related sources being the main one contributing up to 60% to total NMHCs, while biomass burning contributes up to 19%. A supplementary PMF assimilation was applied on a seasonal basis further including α-pinene, C6-C16 alkanes and aromatics. This PMF resulted to a seven-factor solution that allowed the examination of two additional sources, in addition to five already identified, highlighting the main contribution of anthropogenic sources (70%) to α-pinene.

Determination of local traffic emission and non-local background source contribution to on-road air pollution using fixed-route mobile air sensor network

Traffic-related air pollutants are major contributors to deteriorating urban air quality and pose a serious threat to pedestrians. From both a scientific and a regulatory standpoint, it is important and challenging to understand the contributions of local and non-local sources to accurately apportion specific sources such as traffic emissions contribution to on-road and near-road microenvironment air quality. In this study, we deployed mobile sensors on-board buses to monitor NO, NO₂, CO and PM_2.5 along ten important routes in Hong Kong. The measurements include two seasons: April 2017 and July 2017. Two types of baseline extraction methods were evaluated and applied to separate local and background concentrations. The results show NO and NO₂ are locally dominated air pollutants in spring, constituting 72%-84% and 58%-71%, respectively, with large inter-road variation. PM_2.5 and CO largely arise from background sources, which contribute 55%-65% and 73%-79% respectively. PM_2.5 displays a homogeneous spatial pattern, and the contributions show seasonal change, decreasing during summer. Regional transport pollution is the primary contributor during high pollution episodes. Isolated vehicle plumes show highly skewed concentration distributions. There are characteristic polluted segments on routes and they are most evident at rush hours. The most polluted road segments (top 10%) cluster at tunnel entrances and congested points. Some of these polluted locations were observed in Hong Kong's Low Emission Zones and suggest limitations to the existing control strategies, which only address larger buses. Our work gives new insights in the importance of regional cooperation to improve background air pollution combined with local control strategies to improve roadside air quality in Hong Kong.

Urban air pollution control policies and strategies: a systematic review

A wide range of policies, strategies, and interventions have been implemented to improve air quality all over the world. This systematic review comprehensively appraises the policies and strategies on air pollutants controls enacted in different countries, worldwide. Three databases, Web of Science, PubMed and Scopus, were used for the search. After screening, a total of 114 eligible manuscripts were selected from 2219 documents for further analysis. Selected articles were divided into two categories: (1) articles focusing on introducing the policies and strategies enacted for controlling air pollution in different countries, and (2) articles which focused on different policies and strategies to control one or more specific pollutants. In the former one, urban air pollution control strategies and policies were divided into four categories, namely, general strategies and policies, transportation, energy, and industry. In case of latter category, policies and strategies focused on controlling six pollutants (PM, SO₂, NO₂, VOC_S, O₃ and photochemical smog). The results indicated that, the most common policies and strategies enacted in most countries are pertinent to the transportation sector. Changing energy sources, in particular elimination or limited use of solid fuels, was reported as an effective action by governments to reduce air pollution. Overall, most policies enacted by governments can be divided into three general categories: (a) incentive policies such as implementing a free public transportation program to use fewer private cars, (b) supportive policies such as paying subsidies to change household fuels, and (c) punitive policies such as collecting tolls for cars to enter the congestion charging areas. Depending on the circumstances, these policies are implemented alone or jointly. In addition to the acceptance of international agreements to reduce air pollution by governments, greater use of renewable energy, clean fuels, and low-pollution or no-pollution vehicles such as electric vehicles play an important role in reducing air pollution.

The characteristics and sources of roadside VOCs in Hong Kong: Effect of the LPG catalytic converter replacement programme

In order to improve local air quality of Hong Kong, more than 99% taxies and public light buses were changed from diesel to liquefied petroleum gas (LPG) fuel type in the early 2000s. In addition to the catalytic converters wear and tear, it is necessary to control air pollutants emitted from LPG vehicles. Therefore, an LPG catalytic converter replacement programme (CCRP) was fulfilled from October 2013 to April 2014 by the Hong Kong government. Roadside volatile compounds (VOCs) were measured by on-line measurement techniques before and after the programme to evaluate the effectiveness of the LPG CCRP. The mixing ratios of total measured VOCs were found decreased from 69.3 ± 12.6 ppbv to 43.9 ± 6.5 ppbv after the LPG CCRP with the decreasing percentage of 36.7%. In addition, the total mixing ratio of LPG tracers, namely propane, i-butane, and n-butane, accounted for 49% of total measured VOCs before the LPG CCRP and the weighting percentage decreased to 34% after the programme. Moreover, the source apportionment of roadside VOCs also reflects the large decreasing trend of LPG vehicular emissions after the air pollution control measure. Due to the application of PTR-MS on measuring real-time VOCs and oxygenated volatile compounds (OVOCs) in this study, the emission ratios of individual OVOCs were investigated and being utilized to differentiate primary and secondary/biogenic sources of roadside OVOCs in Hong Kong. The findings demonstrate the effectiveness of the intervention programme, and are helpful to further implementation of air pollution control strategies in Hong Kong.

Combined effects of increased O3 and reduced NO2 concentrations on short-term air pollution health risks in Hong Kong

The reduction of NO_x emissions in a VOC-limited region can lead to an increase of the local O₃ concentration. An evaluation of the net health effects of such pollutant changes is therefore important to ascertain whether the emission control measures effectively improve the overall protection of public health. In this study, we use a short-term health risk (added health risk or AR) model developed for the multi-pollutant air quality health index (AQHI) in Hong Kong to examine the overall health impacts of these pollutant changes. We first investigate AR changes associated with NO₂ and O₃ changes, followed by those associated with changes in all four AQHI pollutants (NO₂, O₃, SO₂, and particulate matter (PM)). Our results show that for the combined health effects of NO₂ and O₃ changes, there is a significant reduction in AR in urban areas with dense traffic, but no statistically significant changes in other less urbanized areas. The increase in estimated AR for higher O₃ concentrations is offset by a decrease in the estimated AR for lower NO₂ concentrations. In areas with dense traffic, the reduction in AR as a result of decreased NO₂ is substantially larger than the increase in AR associated with increased O₃. When additionally accounting for the change in ambient SO₂ and PM, we found a statistically significant reduction in total AR everywhere in Hong Kong. Our results show that the emission control measures resulting in NO₂, SO₂, and PM reductions over the past decade have effectively reduced the AR over Hong Kong, even though these control measures may have partially contributed to an increase in O₃ concentrations. Hence, efforts to reduce NOx, SO₂, and PM should be continued.

Long-term variations of C1-C5 alkyl nitrates and their sources in Hong Kong

Investigating the long-term trends of alkyl nitrates (RONO₂) is of great importance for evaluating the variations of photochemical pollution. Mixing ratios of C₁-C₅ RONO₂ were measured in autumn Hong Kong from 2002 to 2016, and the average level of 2-butyl nitrate (2-BuONO₂) always ranked first. The C₁-C₄ RONO₂ all showed increasing trends (p < 0.05), and 2-BuONO₂ had the largest increase rate. The enhancement in C₃ RONO₂ was partially related to elevated propane, and dramatic decreases (p < 0.05) in both nitrogen monoxide (NO) and nitrogen dioxide (NO₂) also led to the increased RONO₂ formation. In addition, an increase of hydroxyl (OH) and hydroperoxyl (HO₂) radicals (p < 0.05) suggested enhanced atmospheric oxidative capacity, further resulting in the increases of RONO₂. Source apportionment of C₁-C₄ RONO₂ specified three typical sources of RONO₂, including biomass burning emission, oceanic emission, and secondary formation, of which secondary formation was the largest contributor to ambient RONO₂ levels. Mixing ratios of total RONO₂ from each source were quantified and their temporal variations were investigated. Elevated RONO₂ from secondary formation and biomass burning emission were two likely causes of increased ambient RONO₂. By looking into the spatial distributions of C₁-C₅ RONO₂, regional transport from the Pearl River Delta (PRD) was inferred to build up RONO₂ levels in Hong Kong, especially in the northwestern part. In addition, more serious RONO₂ pollution was found in western PRD region. This study helps build a comprehensive understanding of RONO₂ pollution in Hong Kong and even the entire PRD.

Source apportionment of hourly-resolved ambient volatile organic compounds: Influence of temporal resolution

High temporal-resolution VOC concentration data can provide detailed and important temporal variations of VOC species and emission sources, which is not possible when using coarse temporal-resolution data. In this study, we utilized the positive matrix factorization (PMF) model to conduct source apportionment of hourly concentrations of nineteen VOC species and CO measured at the Mong Kok air quality monitoring station, operated by the Hong Kong Environmental Protection Department, from January 2013 to December 2014. The PMF analysis of the hourly dataset (PMF_Hourly) identified five sources, including liquefied petroleum gas (LPG) (contribution of 45%), gasoline exhaust (21%), combustion (20%), biogenic emission (9%), and paint solvents (6%). The diurnal patterns of VOC emissions from identified sources are likely to be affected by the strength of emissions, variation of the planetary boundary layer height, and photochemical reactions. In addition, the PMF analyses of hourly and 24-hour averaged data of the hourly-resolved data (PMF_Hourly and PMF_Daily) were generally comparable, but the time series of VOC emissions from PMF_Hourly could not be well captured by PMF_Daily for two local VOC sources of gasoline exhaust and LPG. This study highlights the benefit of high temporal-resolution measurement data in apportioning VOC sources, hence providing critical information on VOC emission sources (e.g., diurnal variations) for controlling VOC emissions effectively.

Simulation of engine faults and their impact on emissions and vehicle performance for a liquefied petroleum gas taxi

The deterioration of emissions control systems in a spark ignition engine is predominantly a gradual process of wear and tear occurring as vehicles accumulate mileage. As new innovations in engine and emissions technology have been progressively introduced to meet lower emissions targets, the impact of gradual deterioration of hardware has become more challenging to identify and quantify in the repair industry. When a pioneering emissions control programme utilising remote sensing to detect high emitting gasoline and liquefied petroleum gas (LPG) vehicles was to be introduced in Hong Kong, it became apparent the repair industry needed specialised training to assist with identifying the types of failures which would lead to high vehicle emissions. To identify the impact of hardware deterioration and failures, a Toyota Crown Comfort LPG taxi was used to demonstrate simulated failures of engine hardware systems to measure their impact on emissions, fuel consumption and drivability using a chassis dynamometer. This novel study simulated a broad range of deterioration and failures covering the intake, fuel supply, ignition, and exhaust systems. The results of the study showed significant THC and CO increases of up to 317% (0.604 g/km) and 782% (5.351 g/km) respectively for a simulated oxygen sensor high voltage fault and a sticky mixture control valve. The largest increase in NO_x emissions was for restricted main fuel supply in the LPG vapouriser, producing an increase of 282% (1.41 g/km). Fuel consumption varied with increases of up to 15.5%. Drivability was impacted with poor idle from a number of faults and especially by a worn throttlebody which produced rough acceleration characteristics as well. This study clearly highlights the importance of having properly maintained emissions and engine hardware systems to achieve optimal fuel economy and compliant emissions levels, which could be reproduced in other regions for prescribed emissions regulation.

A remote sensing emissions monitoring programme reduces emissions of gasoline and LPG vehicles

Vehicle emissions are a major source of air pollution in Hong Kong affecting human health. A 'strengthened emissions control of gasoline and liquefied petroleum gas (LPG) vehicles' programme has been operating in Hong Kong since September 2014 utilising remote sensing (RS) technology. RS has provided measurement data to successfully identify high emitting gasoline and LPG vehicles which then need to be repaired or removed from the on-road vehicle fleet. This paper aims to evaluate the effectiveness of this globally unique RS monitoring programme. A large RS dataset of 2,144,422 records was obtained covering the period from 6th January 2012 to 30th December 2016, of which 1,206,762 records were valid and suitable for further investigation. The results show that there have been significant reductions of emissions factors (EF) for 40.5% HC, 45.3% CO and 29.6% NO for gasoline vehicles. Additionally, EF reductions of 48.4% HC, 41.1% CO and 58.7% NO were achieved for LPG vehicles. For the combined vehicle fleet, the reductions for HC, CO and NO were 55.9%, 50.5% and 60.9% respectively during this survey period. The findings demonstrate that the strengthened emissions control programme utilising RS has been very effective in identifying high emitting vehicles for repair so as to reduce the emissions from gasoline and LPG vehicles under real driving.