Study of the PM 10 concentration variations along two intra-urban roads within a compact city (original) (raw)
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Comparison of predicted and observed PM10 concentrations in several urban street canyons
Air Quality, Atmosphere & Health, 2011
This paper presents an evaluation of a street canyon model (Operational Street Pollution Model) in several urban streets having different configurations. The model was performed for the prediction of particulate matter (PM 10 ) concentrations from exhaust emissions of mobile sources in five street canyons in the city of Izmir, Turkey. Hourly concentrations of PM 10 were observed at the streets and the relevant hourly meteorological parameters were measured at the roof level. The hourly street level measurements by a mobile ambient air quality monitoring station and on-site automatic traffic counts were conducted for 1 week in each street during the period of November 2007 and March 2008. The urban background concentrations were also obtained from four stationary air quality monitoring stations in the city during the measurement campaigns and they were included in the modeling studies as the contribution of background air quality. Finally, statistical analyses were carried out to evaluate the model performance by comparing the predicted and observed time series of PM 10 concentrations using a correlation coefficient and an index of agreement (IA). The IA varied from 0.87 to 0.98 at the symmetric canyons and the correlation coefficient ranged from 0.68 to 0.92, indicating modeling performances ranging from acceptable to very good. The similar values were calculated between 0.74 and 0.76 for IA and between 0.34 and 0.41 for correlation coefficient at the asymmetric canyons. The best agreement between predicted and observed PM 10 concentrations (IA=0.98, R 2 =0.92) was found for Cumhuriyet Avenue in this study. These values are found as the best agreement in overall studies in literature.
Atmospheric Pollution Research, 2010
This paper presents analysis and interpretation of diurnal, weekly and seasonal cycles of 1-h average particulate matter (PM 10 , PM 2.5 and PM 1 ) concentrations measured near an urban roadway in Chennai city, India, between November 2007 and May 2008. The PM data analysis showed clear diurnal, weekly and seasonal cycles at the study site. In diurnal cycle, highest PM concentrations were observed during weekday's peak hour traffic and lowest PM concentrations were found during trickle traffic (afternoon and nighttime). The seasonal PM data analysis showed highest concentrations during post monsoon season (PM 10 = 189, PM 2.5 = 84, PM 1 = 66 µg/m 3 ) compared to winter (PM 10 = 135, PM 2.5 = 73, PM 1 = 59 µg/m 3 ) and summer (PM 10 = 102, PM 2.5 = 50, PM 1 = 34 µg/m 3 ) seasons. The particle size distribution during post-monsoon, winter and summer seasons showed two distinct modes viz. accumulation (mean diameter, d = 2.2 µm; distribution = 40%) and coarse (d = 7.1 µm, distribution = 60%).
2021
The paper presents data from a monthly campaign studying the elemental composition of PM10, as measured by a specific receptor in Kotorz Maly (Opole Voivodeship)—located in the vicinity of a moderately inhabited rural area—measured in one-hour samples using a Horiba PX-375 analyzer. The hourly variability of SO2, NO, NO2, CO, and O3 concentrations, as well as the variability of meteorological parameters, was also determined. On average, during the entire measurement period, the elements related to PM10 can be arranged in the following order: As < V < Ni < Pb < Cr < Mn < Cu < Ti < Zn < K < Fe < Ca < Al < Si < S. Trace elements, including toxic elements—such as As, V, Ni, Pb, Cr, and Mn—were present in low concentrations, not exceeding 10 ng/m3 (average daily value). These elements had fairly even concentrations, both daily and hourly. The concentrations of the main elements in the PM10, as measured by the receptor, are subject to strong hourl...
Atmosphere
The SCAMPER mobile system for measuring PM10 emission rates from paved roads was used to characterize emission rates from a wide variety of roads in the Phoenix, AZ metropolitan area. Week-long sampling episodes were conducted in March, June, September, and December. A 180 km-long route was utilized and traveled a total of 18 times. PM10 emission rate measurements were made at 5-second resolution for over 3200 km of roads with a precision of approximately 25%. The PM10 emission rates varied by over two orders of magnitude and were generally low unless the road was impacted with dust deposited by activities such as construction, sand and gravel operations, agriculture, and vehicles traveling on or near unpaved shoulders and roads. The data were tabulated into averages for each of 67 segments that the route was divided into. The segment-averaged PM10 emission rates ranged from zero to 2 mg m−1, with an average of 0.079 mg m−1. There was no significant difference in emission rates betw...
Atmospheric Dispersion of PM10 in an Urban Area
Present Environment and Sustainable Development, 2014
One way of monitoring the atmospheric pollution is to estimate anthropogenic emissions. This paper presents a study of PM10 emissions in a city SE of Romania (Braila) for the period 2009-2012. PM10 emissions decrease from 304.75 t in 2009 to 78.01 t in 2012. Using data from the Environmental Protection Agency Braila and the METI-LIS dispersion model, four maps were produced in order to estimate the spatial distribution of PM10 emission in each year. Results of dispersion models show that the air quality can change abruptly between points at few meters away. Expectedly, PM10 emissions increase towards the centre of the city centre, are generally higher in the vicinity of busy streets and roads. Unauthenticated Download Date | 2/17/15 12:58 PM Unauthenticated Download Date | 2/17/15 12:58 PM supported by Project SOP HRD -PERFORM /159/1.5/S/138963. References Bravo, M., A, Fuentes, M., Zhang, Y., Burr, M.,J., Bell, M.,L., Comparison of exposure estimation methods for air pollutants: ambient monitoring data and regional air quality simulation, Environ Res. , 2012 Jul;116:1-10.
PM10 levels have been recorded in the suburban area of Caserta (Italy) from February to October 2012. The daily limit was exceeded in 13 % of the determinations, with no significant difference between weekdays and weekends. Benzo[a]pyrene concentrations were in the range 0.01-0.46 ng/m 3 , thus, never exceeding the National Standard. The B(a)P-eq was 0.20 ng/m 3 . PM10 peaks were associated with wind from east-northeast. The same was observed for Ca concentrations, whereas no relation with wind direction was observed for organic pollutants. The results point to a local limestone quarry and cement factory as the likely major source of PM10 pollution in the area investigated.
ESTIMATION OF PM 10 CONCENTRATIONS IN STREET CANYON OF PUNE SATARA ROAD USING STREET BOX MODEL
The research involved computing particulate matter concentrations in the street canyon using Mensink and Lewyckyj's STREET BOX model and assessing the quality of air with regards to the particulate matter concentration for a period of one week for a selected area in the city of Pune, India. The pollutant concentration was calculated using the data obtained on hourly basis during the observation week. The effect of variations in wind velocity, wind direction and traffic behavior (for diverse category of vehicles) was studied for this (PM10) pollutant concentration for a defined length of time. Other physical conditions in the street such as average height of building (under the study area), length and width of street gave an idea of the canyon geometry and were used accordingly in the model. Pune-Satara road is one of the busiest and crowded roads in the city of Pune, India. It extends up to a distance of 6.5 kilometers. Pune features among Maharashtra's worst polluted cities in a recent World Health Organization (WHO) report. This is attributed to the vehicular emissions that are the major contributor of air pollution.
Atmospheric Chemistry and Physics
We have numerically evaluated how effective selected potential measures would be for reducing the impact of road dust on ambient air particulate matter (PM 10). The selected measures included a reduction of the use of studded tyres on light-duty vehicles and a reduction of the use of salt or sand for traction control. We have evaluated these measures for a street canyon located in central Helsinki for four years (2007-2009 and 2014). Air quality measurements were conducted in the street canyon for two years, 2009 and 2014. Two road dust emission models, NORTRIP (NOn-exhaust Road TRaffic Induced Particle emissions) and FORE (Forecasting Of Road dust Emissions), were applied in combination with the Operational Street Pollution Model (OSPM), a street canyon dispersion model, to compute the street increments of PM 10 (i.e. the fraction of PM 10 concentration originating from traffic emissions at the street level) within the street canyon. The predicted concentrations were compared with the air quality measurements. Both road dust emission models reproduced the seasonal variability of the PM 10 concentrations fairly well but under-predicted the annual mean values. It was found that the largest reductions of concentrations could potentially be achieved by reducing the fraction of vehicles that use studded tyres. For instance, a 30 % decrease in the number of vehicles using studded tyres would result in an average decrease in the non-exhaust street increment of PM 10 from 10 % to 22 %, depending on the model used and the year considered. Modelled contributions of traction sand and salt to the annual mean non-exhaust street increment of PM 10 ranged from 4 % to 20 % for the traction sand and from 0.1 % to 4 % for the traction salt. The results presented here can be used to support the development of optimal strategies for reducing high springtime particulate matter concentrations originating from road dust.
Spatial and chemical patterns of PM10 in road dust deposited in urban environment
Atmospheric Environment, 2009
Recent research interest has been focused on road dust resuspension as one of the major sources of atmospheric particulate matter in an urban environment. Given the dearth of studies on the variability of the PM 10 fraction of road deposited sediments, our understanding of the main factors controlling this pollutant is incomplete. In the present study a new sampling methodology was devised and applied to collect PM 10 deposited mass from 1 m 2 of road pavement. PM 10 road dust fraction was sampled directly from active traffic lanes at 23 sampling sites during a campaign in Barcelona (Spain) in June 2007. The aim of the study was to gain more insight into the variability of mass and chemistry of road dust in different urban environments, such as the city centre, ring roads, and locations nearby demolition/ construction sites. The city centre showed values of PM 10 road dust within a range of 3-23 mg m À2 , whereas levels reached 24-80 mg m À2 in locations affected by transport of uncovered heavy trucks. The largest dust loads were measured in the proximity of demolition/construction sites and the harbor entry with values up to 328 mg m À2 . The city centre road dust profiles (%) were enriched in OC, EC, Fe, S, Cu, Zn, Mn, Cr, Sb, Sn, Mo, Zr, Hf, Ge, Ba, Pb, Bi, SO 4 2À , NO 3 À , Cl À and NH 4 þ , but several crustal components such as Ca, Ti, Na, and Mg were also considerably concentrated. Locations affected by construction and demolition activities had high levels of crustal components such as Ca, Li, Sc, Sr, Rb and also As whereas ring roads, characterized by a higher load of uncovered heavy trucks showed an intermediate composition.