A modelling exercise to examine variations of NO x  concentrations on adjacent footpaths in a street canyon: The importance of accounting for wind conditions and fleet composition

Gallagher, John

doi:10.1016/j.scitotenv.2016.01.096

Cited by 24 publications

(5 citation statements)

References 39 publications

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“…Pearse Street is characterised as an almost symmetrical street canyon i.e. rows of buildings on both sides of the road that are of equal height to the width of the street, and this affects local dispersion of air pollutants (Gallagher et al, 2013;Gallagher, 2016). It is worth noting that a bus stop was positioned ~20 m south from the sampling inlet.…”

Section: Sampling Sitesmentioning

confidence: 99%

The impact of traffic on air quality in Ireland: insights from simultaneous kerbside and sub-urban monitoring of submicron aerosols

Cui¹,

Čeburnis²,

Xu³

et al. 2020

Preprint

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Abstract. To evaluate the impact of traffic on urban air quality, the chemical composition and sources of submicron aerosols (PM1) were simultaneously investigated at a kerbside site in Dublin city centre and a residential site in sub-urban Dublin (~&#8201;5&#8201;km apart) from 4 September to 9 November in 2018. Through the detailed comparison of one-week non-heating period in early September and heating period in late October, black carbon (BC) was found to be the most dominant component (38&#8211;55&#8201;% or 5.6&#8211;7.1&#8201;&#956;g&#8201;m&#8722;3) of PM1 at the kerbside while organic aerosol (OA) was the most important (46&#8211;63&#8201;% of PM1 or 1.0&#8211;8.7&#8201;&#956;g&#8201;m&#8722;3) at the residential site. The daily and weekly cycle of BC at the kerbside during non-heating period pointed to the major source of vehicular emissions, consistent with that for nitrogen oxides (NOx). However, traffic emissions were found to have a minor impact on air quality at the residential site due to its distance from traffic sources, as well as the effects of wind speed and wind direction. As a result of vehicular emissions and the street canyon effect, the kerbside increment (from urban background) ratio of up to 25&#8201;:&#8201;1 was found for BC during the non-heating period, but reduced to 10&#8201;:&#8201;1 during the heating period due to the additional sources of solid fuel burning impacting the air quality at both sites simultaneously. OA source analysis shows only 18&#8211;27&#8201;% (0.9&#8211;1.2&#8201;&#956;g&#8201;m&#8722;3) of OA at the kerbside associated with vehicular emissions, with higher contributions from cooking (18&#8211;36&#8201;% or ~&#8201;1.2&#8201;&#956;g&#8201;m&#8722;3), solid fuel burning (~&#8201;33&#8201;% or ~&#8201;2.1&#8201;&#956;g&#8201;m&#8722;3), and oxygenated OA (31&#8211;37&#8201;% or 1.2&#8211;2.0&#8201;&#956;g&#8201;m&#8722;3). At the residential site, solid fuel burning contributed to approximately 50&#8201;% (2.7&#8201;&#956;g&#8201;m&#8722;3) of OA during the heating period, while oxygenated OA accounted for almost 65&#8201;% (0.5&#8201;&#956;g&#8201;m&#8722;3) of OA during the non-heating period. Based on simultaneous investigation of PM1 at different urban settings (i.e. residential vs kerbside), this study highlights temporal and spatial variability of sources within Dublin city centre and the need for additional aerosol characterisation studies to improve targeted mitigation solutions for greater impact on urban air quality. Moreover, traffic and residential heating may hold different implications for health and climate as indicated by the significant increment of BC at the kerbside and the large geographic impact of OA from residential heating at both the kerbside and residential sites.

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Section: Sampling Sitesmentioning

confidence: 99%

The impact of traffic on air quality in Ireland: insights from simultaneous kerbside and sub-urban monitoring of submicron aerosols

Cui¹,

Čeburnis²,

Xu³

et al. 2020

Preprint

Self Cite

View full text Add to dashboard Cite

show abstract

“…Primary aerosols are directly emitted from their emission sources such as traffic, cooking, and biomass burning, while secondary aerosols are formed from their corresponding precursor gases (An et al, 2019). Primary aerosols often show enhanced concentrations when close to their sources (e.g., at the kerbside), while secondary aerosols are more homogeneously distributed (Hallquist et al, 2009;Zhang et al, 2015;Gentner et al, 2017). Mohr et al (2011) showed a kerbside increment of up to 11 µg m −3 for black carbon (BC) and 2.5 µg m −3 for hydrocarbon-like organic aerosol (HOA) at a roadside in Zurich with the mobile measurements using an aerosol mass spectrometer (AMS).…”

Section: Introductionmentioning

confidence: 99%

The impact of traffic on air quality in Ireland: insights from the simultaneous kerbside and suburban monitoring of submicron aerosols

Lin

Čeburnis

et al. 2020

Atmos. Chem. Phys.

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Abstract. To evaluate the impact of traffic on urban air quality, the chemical composition of submicron aerosols (PM1) and sources of organic aerosol (OA) were simultaneously investigated at a kerbside site in the Dublin city center and a residential site in suburban Dublin (∼ 5 km apart) from 4 September to 9 November in 2018. Through the detailed comparison of a 1-week nonheating period from 10 to 17 September and a 1-week heating period from 27 October to 4 November, black carbon (BC) was found to be the most dominant component (38 %–55 % or 5.6–7.1 µg m−3) of PM1 at the kerbside, while OA was the most important (46 %–64 % of PM1 or 1.0–8.1 µg m−3) at the residential site. The daily and weekly cycle of BC at the kerbside during the nonheating period pointed to the major source of vehicular emissions, consistent with that for nitrogen oxides (NOx). However, traffic emissions were found to have a minor impact on air quality at the residential site, due to its distance from traffic sources and the effects of wind speed and wind direction. As a result of vehicular emissions and the street canyon effect, the kerbside increment (from the urban background) ratio of up to 25 : 1 was found for BC during the nonheating period but reduced to 10 : 1 during the heating period due to the additional sources of solid fuel burning impacting the air quality at both sites simultaneously. OA source analysis shows only 16 %–28 % (0.9–1.0 µg m−3; upper limit for traffic due to the additional heating source of hydrocarbon-like OA – HOA) of OA at the kerbside associated with vehicular emissions, with higher contributions from cooking (18 %–36 % or 1.2 µg m−3), solid fuel burning (38 % or 2.4 µg m−3; resolved only during the heating period), and oxygenated OA (29 %–37 % or 1.2–1.9 µg m−3). At the residential site, solid fuel burning contributed to 60 % (4.9 µg m−3) of OA during the heating period, while oxygenated OA (OOA) accounted for almost 65 % (0.6 µg m−3) of OA during the nonheating period. Based on simultaneous investigations of PM1 at different urban settings (i.e., residential versus kerbside), this study highlights the temporal and spatial variability of sources within the Dublin city center and the need for additional aerosol characterization studies to improve targeted mitigation solutions for greater impact on urban air quality. Moreover, traffic and residential heating may hold different implications for health and climate, as indicated by the significant increment of BC at the kerbside and the large geographic impact of OA from residential heating at both the kerbside and residential sites.

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“…Researchers determine the interdependence between the individual emissions and traffic flow parameters (structure, vehicles age and traffic intensity) [7], taking into account the load flow peak [2,5], and consider the ways of street's pollution reduction [1]. The ways of environmental pollution reduction on pedestrian paths for different traffic scenarios are studied separately [8], and the noise impact caused by the influence of transport on the environment and the possibility of its lowering by the selection of the street area buildings elements parameters [9] are researched as well. The traffic flows organization study using Intelligents Transport Systems [12,16] is still valid, and the definition of pollution emissions from traffic on the whole country scale as well [19].…”

Section: Worldwide Experiencementioning

confidence: 99%

Modeling of the ecological condition of the large cities road network

Zinko

Stotsko

Hlobchak

2019

The Archives of Automotive Engineering – Archiwum Motoryzacji

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Recently the extensive growth of the vehicles number in large cities have been observed, which leads to the road network overload. The purpose of current article is to demonstrate the method of mathematical model creation for environmental monitoring at the crossroads. This mathematical model can be used in intelligent transport systems (ITS). The basic parameters for the mathematical model are selected basing on the knowledge structuring in the field of the road network (RN) environmental monitoring. Knowledge structuring about environmental contamination simplifies and demonstrates the choice of the mathematical model basic parameters for RN environmental monitoring. The mathematical model can be implemented by using the cellular automata (CA) theory. The method of creating the RN ecological condition modeling module, which can be used in ITS, is shown on the particular example. The knowledge structuring method in the field of RN state environmental monitoring and its implementation with help of the CA theory are suggested.

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A modelling exercise to examine variations of NO x concentrations on adjacent footpaths in a street canyon: The importance of accounting for wind conditions and fleet composition

Cited by 24 publications

References 39 publications

The impact of traffic on air quality in Ireland: insights from simultaneous kerbside and sub-urban monitoring of submicron aerosols

The impact of traffic on air quality in Ireland: insights from simultaneous kerbside and sub-urban monitoring of submicron aerosols

The impact of traffic on air quality in Ireland: insights from the simultaneous kerbside and suburban monitoring of submicron aerosols

Modeling of the ecological condition of the large cities road network

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