Mobile measurement of vehicle emission factors in a roadway tunnel: A concentration gradient approach

Tunnels are the preferred experimental environments for estimating vehicle emission factors (EFs) under real-world driving conditions. In this study, online measurements of traffic-related air pollutants (including CO₂, NO_X, SO₂, O₃, particulate matter [PM], and volatile organic compounds [VOCs]) were conducted using a mobile laboratory in the Sujungsan Tunnel in Busan, Korea. Mobile measurements generated concentration profiles of the target exhaust emissions inside the tunnel. These data were used to produce a zonation of the tunnel, i.e., mixing and accumulation zones. There were differences between the CO₂, SO₂, and NO_X profiles, and a starting point that was free from ambient air mixing effects could be set at 600 m from the tunnel entrance. The EFs of vehicle exhaust emissions were calculated using pollutant concentration gradients. The average EFs for CO₂, NO, NO₂, SO₂, PM₁₀, PM_2.5, and ∑VOCs were 149,000, 380, 55, 29.2, 9.64, 4.33, and 16.7 mg km^-1·veh^-1, respectively. Among the VOC groups, alkanes contributed more than 70% of the VOC EF. Mobile measurement-derived EFs were validated using the conventional EFs from stationary measurements. The EF results from the mobile measurements matched those from the stationary measurements, while the absolute concentration differences between them implied complex aerodynamic movements of the target pollutants inside the tunnel. This study demonstrated the usefulness and advantages of applying mobile measurements in a tunnel environment and indicated the potential of the approach for observation-based policymaking.

On-road mobile mapping of spatial variations and source contributions of ammonia in Beijing, China

Ammonia (NH₃) measurements were performed with a mobile platform deploying a cavity ring-down spectroscopy NH₃ analyzer in Beijing. The transect and loop sampling strategy revealed that the Beijing urban area is more strongly affected by NH₃ emissions than surrounding areas. Although average enhancements of on-road NH₃ were small compared to background levels, traffic emissions clearly dominated city enhancements of NH₃, carbon dioxide (CO₂), acetaldehyde and acetone. Increments of on-road NH₃ ranged between 5.1 ppb and 11.4 ppb in urban areas, representing an enhancement of 20.6 % to 47.9 % over the urban background. The vehicle NH₃:CO₂ emission ratio was 0.26 ppb/ppm, about a factor of 1.5 higher than the value derived from the available emission inventory. The obtained NH₃ emission factor was approximately 306.9 mg/kg. If the annual gasoline consumption in Beijing is accurate, annual NH₃ emissions from vehicles are estimated at 1.5 Gg. The influx and outflux of NH₃ in Beijing during monitoring periods fluctuated due to variations of wind direction (WD), wind speed (WS), and planetary boundary layer height (PBLH). Net fluxes at the 4^th Ring Road were larger than zero, suggesting that local emissions were important in urban Beijing. Negative net fluxes at the 6^th Ring Road reveal a large amount of NH₃ transported from agricultural regions south of Beijing lost during transport across the city, for example by deposition or particle formation in the city. Our analyses have important implications for regional NH₃ emission estimates and for improving vehicular NH₃ emission inventory allocations.

Distribution and transport characteristics of fine particulate matter in beijing with mobile lidar measurements from 2015 to 2018

Accurately quantifying the concentration and transport flux of atmospheric fine particulate matter (PM_2.5) is vital when attempting to thoroughly identify the pollution formation mechanism. In this study, the mobile lidar measurements in Beijing on heavily polluted days in December from 2015 to 2018 are presented. The lidar was mounted on a vehicle, which could perform measurements along designated routes. On the basis of mobile lidar measurements along closed circuits of the 6th Ring Road around Beijing, the spatial distribution and transport flux of PM_2.5 in Beijing were determined with information of wind field. In the spatial distribution, both the concentration and transport of PM_2.5 were revealed to be more significant in the southern section of Beijing. The regional transport layer at heights < 1.3 km plays an important role in pollution formation. The maximum transport flux reached 1600 μg/(m²*sec) on 11 December 2016. With the aerosol boundary layer height determined from the image edge detection (IED) method, the inter-annual variations of the aerosol boundary layer height (ABLH) were also analysed. The ABLH decreased from 0.73 to 0.46 km during the same heavy pollution period from 2015 to 2018. Increasingly adverse aerosol boundary layer (ABL) meteorological factors, including lower ABLH, light winds, temperature inversions, and accumulated moisture, have become necessary for pollution formation in Beijing.

High-spatial-resolution distributions of aerosol chemical characteristics in urban Lanzhou, western China, during wintertime: Insights from an on-road mobile aerosol mass spectrometry measurement experiment

The high-spatial-resolution distributions of the mass concentration and chemical composition of submicron particulate matter (PM₁) across four different functional districts in Lanzhou, a typical northwestern city in China, were studied during the winter haze pollution period using an on-road real-time mobile monitoring system. The purpose of this study is to characterize the spatial variation in the sources and chemical formation of aerosols at the intra-urban scale. A higher PM₁ mass concentration (63.0 μg m^-3) was observed in an industrially influenced district (XG) with major contributions (70.4%) from three secondary inorganic species (sulfate, nitrate, and ammonium) and two oxygenated organic aerosol (OOA) components with different oxygenation levels. Compared with the densely populated district (CG), sulfate and more-oxidized OOA were the two most distinct contributors to the elevated PM₁ mass in XG during the daytime (30.9% in XG vs. 17.5% in CG), whereas nitrate and less-oxidized OOA dominated (41.4% in XG vs. 30.6% in CG) during the nighttime. A lower PM₁ mass (44.3 μg m^-3) was observed in CG and was contributed predominantly by primary organic aerosols emitted from traffic, cooking, and heating activities. The chemical formation mechanisms of secondary PM₁ species in the two different districts during the daytime and nighttime are further examined, which indicated the important photochemical formations of nitrate in CG but sulfate in XG during the daytime, whereas favorable aqueous-phase formations of nitrate and LO-OOA in both districts during the nighttime. The stronger atmospheric oxidation capability might be a key factor leading to the more significant formations of secondary species in XG than CG. These results illustrate city-scale aerosol loading and chemical processes and are useful for local policy makers to develop differentiated and efficient mitigation strategies for the improvement of air quality in Lanzhou.

Air quality changes in a Central European city during COVID-19 lockdown

A comparison of mobile and stationary air quality measurements in Lublin, Poland during the COVID-19 lockdown in 2020 and in a comparable period in 2017 has demonstrated that a substantial decrease of the traffic intensity by more than 50%, especially during certain times of the day in the lockdown period has only been partially reflected in the air quality improvement in the city. Mobile measurements carried out during six runs within a 24-hour period in 2017 and 2020 indicated a decrease of the average PM_2.5 and PM₁₀ concentrations by ~ 30% and ~14%, respectively. In turn, stationary measurement results obtained for the same periods demonstrated their increase by respectively ~35% and ~106% and a decrease in the average NO₂, NO_x, C₆H₆ and CO concentrations. This could have been impacted by meteorological factors and emissions from other, non-traffic-related sources, mainly from residential coal burning. The changes in the vehicle fleet structure could also have played a role.

COVID-19 lockdown and particle exposure of road users

INTRODUCTION

In 2020, due to the outbreak of COVID-19, there has been an unprecedented decrease in road traffic in almost all urbanized areas around the globe. This has undoubtedly affected the ambient air quality.

METHODS

In this study mobile and fixed-site measurements of aerosol particle concentrations in the ambient air in one of the busiest streets in Lublin, a mid-sized city in Central Europe (Poland) during the COVID-19 lockdown in the spring of 2020 were performed. Based on the measurements particle doses received by road users during different times of the day were assessed. The obtained results were compared with corresponding pre-COVID-19 measurements also performed in the spring which were available only from 2017.

RESULTS

During lockdown the mass concentration of traffic-related submicrometer PM1 particles and number concentration of ultrafine PN0.1 particles was significantly reduced. This resulted in a decrease of doses inhaled by road users as well as of particle doses deposited in their respiratory tracks. The greatest reductions of respectively over 2 times and over 5 times were observed during the day for total particles and traffic-related particles. Smaller reductions indicating the existence of relatively intensive non-traffic emissions were reported at night.

CONCLUSIONS

Substantial decrease in traffic intensity in the city caused by lockdown restrictions resulted in a significant reduction in the concentration of vehicle-generated particles in the ambient air. This in turn could have resulted in smaller doses inhaled by the inhabitants, specifically road users, which should have a positive impact on their health.

Environmental baseline monitoring for shale gas development in the UK: Identification and geochemical characterisation of local source emissions of methane to atmosphere

Baseline mobile surveys of methane sources using vehicle-mounted instruments have been performed in the Fylde and Ryedale regions of Northern England over the 2016-19 period around proposed unconventional (shale) gas extraction sites. The aim was to identify and characterise methane sources ahead of hydraulically fractured shale gas extraction in the area around drilling sites. This allows a potential additional source of emissions to atmosphere to be readily distinguished from adjacent sources, should gas production take place. The surveys have used ethane:methane (C2:C1) ratios to separate combustion, thermogenic gas and biogenic sources. Sample collection of source plumes followed by high precision δ¹³C analysis of methane, to separate and isotopically characterise sources, adds additional biogenic source distinction between active and closed landfills, and ruminant eructations from manure. The surveys show that both drill sites and adjacent fixed monitoring sites have cow barns and gas network pipeline leaks as sources of methane within a 1 km range. These two sources are readily separated by isotopes (δ¹³C of -67 to -58‰ for barns, compared to -43 to -39‰ for gas leaks), and ethane:methane ratios (<0.001 for barns, compared to >0.05 for gas leaks). Under a well-mixed daytime atmospheric boundary layer these sources are generally detectable as above baseline elevations up to 100 m downwind for gas leaks and up to 500 m downwind for populated cow barns. It is considered that careful analysis of these proxies for unconventional production gas, if and when available, will allow any fugitive emissions from operations to be distinguished from surrounding sources.

Spatial characteristics and determinants of in-traffic black carbon in Shanghai, China: Combination of mobile monitoring and land use regression model

Black carbon (BC) has emerged as a major contributor to global climate change. Cities play an important role in global BC emission. The present study investigated the spatial pattern of in-traffic BC at a high spatial resolution in Shanghai, the commercial and financial center in Mainland China. The determinants including road network, social economic status and point-source pollutants, which may influence the BC spatial variability were also discussed. From October to December 2016, mobile monitoring was conducted to assess the BC concentrations on three sampling routes in Shanghai with a total length of 116 km. The results showed that the mean in-traffic BC among three sampling routes was 10.77 ± 3.50 μg/m³. BC concentrations showed a significant spatial heterogeneity. The highest BC concentrations were near industrial sources and that those high concentrations were associated with either direct emissions from the industries, freight traffic, or both. With the widely distributed polluting enterprises and high emitting vehicles, the average BC in the low urbanization areas (12.80 ± 4.54 μg/m³) was 57% higher than that in the urban core (7.77 ± 2.24 μg/m³). Furthermore, a land use regression (LUR) model based on mobile monitoring was developed to examine the determinants and its spatial variability of BC measurements which corresponded to 17 predictor variables, e.g. road network, land use, meteorological condition etc., in 7 buffer distances (100 m to 10 km). The variables of meteorological, socio-economical and the distance to BC point-sources were selected as the independent variables. It was found that the established LUR model could explain a proportion (68%) of the variability of BC. LUR modeling from mobile measurements was possible, but more work related to the effect of traffic regulation on BC could be helpful for informing best model practice.

An instantaneous spatiotemporal model for predicting traffic-related ultrafine particle concentration through mobile noise measurements

People living near roadways are exposed to high concentrations of ultrafine particles (UFP, diameter < 100 nm). This can result in adverse health effects such as respiratory illness and cardiovascular diseases. However, accurately characterizing the UFP number concentration requires expensive sets of instruments. The development of an UFP surrogate with cheap and convenient measures is needed. In this study, we used a mobile measurement platform with a Fast Mobility Particle Sizer (FMPS) and sound level meter to investigate the spatiotemporal relations of noise and UFP and identify the hotspots of UFP. UFP concentration levels were significantly influenced by temporal and spatial variations (p < 0.001). We proposed a Generalized Additive Models to predict UFP number concentration in the study area. The model uses noise and meteorological covariates to predict the UFP number concentrations at an industrial site in Taichung, Taiwan. During the one year sampling campaign from fall 2013 to summer 2014, mobile measurements were performed at least one week for each season, both on weekdays and weekends. The proposed model can explain 80% of deviance and has coefficient of determination (R²) of 0.77. Moreover, the developed UFP model was able to adequately predict UFP concentrations, and can provide people with a convenient way to determine UFP levels. Finally, the results from this study could help facilitate the future development of noise mobile measurement.

The effects of vegetation barriers on near-road ultrafine particle number and carbon monoxide concentrations

Numerous studies have shown that people living in near-roadway communities (within 100 m of the road) are exposed to high ultrafine particle (UFP) number concentrations, which may be associated with adverse health effects. Vegetation barriers have been shown to affect pollutant transport via particle deposition to leaves and altering the dispersion of emission plumes, which in turn would modify the exposure of near-roadway communities to traffic-related UFPs. In this study, both stationary (equipped with a Scanning Mobility Particle Sizer, SMPS) and mobile (equipped with Fast Mobility Particle Sizer, FMPS) measurements were conducted to investigate the effects of vegetation barriers on downwind UFP (particle diameters ranging from 14 to 102 nm) concentrations at two sites in North Carolina, USA. One site had mainly deciduous vegetation while the other was primarily coniferous; both sites have a nearby open field without the vegetation barriers along the same stretch of limited access road, which served as a reference. During downwind conditions (traffic emissions transported towards the vegetation barrier) and when the wind speed was above or equal to 0.5m/s, field measurements indicated that vegetation barriers with full foliage reduced UFP and CO concentrations by 37.7-63.6% and 23.6-56.1%, respectively. When the test was repeated at the same sites during winter periods when deciduous foliage was reduced, the deciduous barrier during winter showed no significant change in UFP concentration before and after the barrier. Results from the stationary (using SMPS) and mobile (using FMPS) measurements for UFP total number concentrations generally agreed to within 20%.

Do car-mounted mobile measurements used for radio-frequency spectrum regulation have an application for exposure assessments in epidemiological studies?

Knowing the spatial and temporal trends in environmental exposure to radiofrequency electromagnetic fields is important in studies investigating whether there are associated health effects on humans and ecological effects on plants and animals. The main objective of this study is to assess whether the RFeye car-mounted mobile measurement system used for radio frequency spectrum monitoring in The Netherlands and the United Kingdom could be of value in assessing exposure over large areas as an alternative to measuring exposure with personal exposure meters or using complex modelling techniques. We evaluated the responses of various body-worn personal exposure meters in comparison with the mobile measurement system for spectrum monitoring. The comparison was restricted to downlink mobile communication in the GSM900 and GSM1800 frequency bands. Repeated measurements were performed in three areas in Cambridge, United Kingdom and in three areas in Amersfoort, The Netherlands. We found that exposure assessments through the car-mounted measurements are at least of similar quality to exposure modelling and better than the body worn exposimeter data due to the absence of the shielding effect. The main conclusion is that the mobile measurements provide an efficient and low cost alternative particularly in mapping large areas.