The effects of altitude on heavy-duty diesel truck on-road emissions

Region-wise and state-wise synthesis of vehicular emissions in India and their mitigation due to vehicular emissions standards

The implementation of different stages of Bharat Stage Emission standards (BSES) in India for reducing the vehicular emissions has been in different parts of the country at various points of time. A quantitative assessment of the emission standards in mitigating vehicular emissions at different Indian states will provide an estimate of achievable emissions standards for future norms. In this regard, the present work reports an assessment of the BS standards - BS-III, BS-IV and BS-VI in reducing the exhaust emissions in each of the Indian states. The assessment is performed through the survival fraction of the vehicles registered with different norms in the two age groups 2013-2017 and 2018-2022 and the corresponding emissions of NOx, CO, VOC, PM2.5 and BC. Over the years 2013-2022, the NOx emissions are the major contributors of vehicular emissions in all the states studied. Surprisingly, the BS-IV vehicles contributed significantly to vehicular emissions in particular states when compared to the BS-III vehicles. This urged to analyse the impact of meteorological and topographical factors on the vehicular emissions. The results revealed that the vehicular emissions are largely dependent on the temperature and altitude and with an increase in temperature and at high altitudes, the CO and VOC emissions are predominant, even in regions with low vehicle population. This finding therefore indicates that the emission limits are not the same for all over the country and meteorology dependent emission limit should be included in framing the vehicle emission norms.

Recent public health concerns of the high-altitude tribal population of Lahaul and Spiti, Himachal Pradesh

Objective

India has a tribal population of 8.6%. Health concerns of the high-altitude tribal population in India play a vital role in overall socio-economic development and health transformation of the country. Therefore, the aim of this study was to determine the current health problems among the tribal population of Lahaul and Spiti district of Himachal Pradesh.

Material and Methods

The study area encompasses one regional hospital (RH) in Keylong (the district headquarters), three community health centers (CHCs), and 16 primary health care centers (PHCs). In addition, the district has 37 sub-centers (SCs) and 21 Ayurveda dispensaries to serve the district. The data for this study were gathered over a 4-year period from records of daily out-patient department registration from the various health centers (RH, CHCs, and PHCs) from 2017 to 2020.

Results

In terms of communicable diseases, the population in the concerned region was more likely to have acute respiratory infection, enteric fever, tuberculosis, and typhoid. Hypertension, asthma, bronchitis, and diabetes mellitus type II were determined to be the most common non-communicable diseases.

Conclusion

Acute respiratory disease, hypertension, diarrhea, accidental injuries, and eye problems were shown to be prevalent in the study area. The population's position in relation to these five diseases indicates the community's sensitivity to a variety of common conditions. There is a need to review the needs and priorities of the concerned population and create goals and targets to meet those needs using validated public health measures.

Emission factors and emission inventory of diesel vehicles in Nepal

A comprehensive emission inventory of the transport sector through fuel-based emission factors (EFs) was developed for the first time in Nepal. This study estimates air pollutants emission from diesel vehicles between the years 1989 and 2018 based on national statistical data, average vehicle kilometers travelled, fuel mileage, and measurement-based EFs for each vehicle category during idle and moving conditions. The consumption of diesel by vehicle category was also estimated and total consumption was compared with national sales data. The Monte Carlo was used to estimate uncertainties. Nationally, total diesel consumption was estimated as 892,770 kL (85-115%) in 2017/18, 13.4 times higher than 1989/90. Ratnoze1 and Microaeth were used to conduct the tail pipe emission measurements. The fuel-based EFs of CO₂, CO, BC, and PM_2.5 were calculated through the carbon mass balance method. Of all diesel vehicles measured (n = 29) during idling, the average EFs were estimated as CO₂ 2600 (99-101%), CO 33.3 (44-156%), BC 0.6 (25-101%), and PM_2.5 5.2 (0-235%) in unit of g L^-1. For moving conditions (n = 5), the average EFs were estimated to be CO₂ 2476 (90-110%), CO 97.3 (0-232%), BC 1.7 (46-110%), and PM_2.5 20.7 (0-255%), all in g L^-1. Multiplying fuel consumption by EFs, national air pollutant emissions were estimated as 2214 (90-110%) to 2781(85-115%) for CO_2, 27.7 (42-158%) to 88.8 (0-232%) for CO, 0.51 (23-177%) to 3.55 (46-110%) for BC and 3.42 (0-236%) to 23.47 (0-255%) for PM_2.5 in 2017/18 in unit of Gg. This paper recommends revising national vehicle mass emission standards based on the findings of this study and including and enhancing sustainable low-carbon transport through amendment of transport policy.

Utah Wintertime Measurements of Heavy-Duty Vehicle Nitrogen Oxide Emission Factors

There have only been a few wintertime studies of heavy-duty vehicle (HDV) NO_x emissions in the United States, and while they have observed increased emissions, fleet characterization to identify the cause has been lacking. We have collected wintertime measurements of NO_x emission factors from 1591 HDVs at a Utah Port of Entry in December 2020 that includes individual vehicle identification. In general, NO_x emission factors for 2011 and newer chassis model year HDV are significantly higher than those for 2017 spring measurements from California. The newest chassis model year HDV (2017-2021) NO_x emission factors are similar, indicating no significant emission deterioration over the 5 year period, though they are still approximately a factor of 3 higher than the portable emission measurement on-road enforcement standard. We estimate that ambient temperature increases NO_x emissions no more than 25% in the newer HDV, likely through reductions in catalyst efficiencies. NO_x emissions increase to a significantly higher level for the 2011-2013 chassis model year vehicles, where within the uncertainties, they have emissions similar to older precontrol vehicles, indicating that they have lost their NO_x control capabilities within 8 years. MOVES3 modeling of the Utah fleet underpredicted mean NO_x emissions by a factor of 1.8 but the MOVES3 estimate is helped by including a larger fraction of high-emitting glider kit trucks (new chassis with pre-emission control engines) than found in the observations.

Ficus retusa L. as possible indicator of air metallic pollution in urban environment

The aim of this study was to explore the accumulation potential of heavy metals (HMs) by Ficus retusa L. and its possible use for air pollution biomonitoring in urban areas. Plant material was sampled along the national roads in Constantine city (NE-Algeria), characterized by an intense traffic load. The concentrations of cadmium, copper, lead and zinc were determined in the washed and unwashed leaves. The mean concentrations of HMs decrease in the following order: Zn > Pb > Cu > Cd for both studied leaves, and were about 0.68 and 0.98 mg/kg d.m for Cd, 7.26 and 8.74 mg/kg d.m for Cu, 20.35 and 37.61 mg/kg d.m for Pb and 63.33 mg/kg d.m and 75.94 mg/kg d.m for Zn, for washed and unwashed leaves respectively. The studied metal contents were significantly higher than those cited in the literature; this indicates the traffic road impact on HMs emissions and uptake by plants. Higher values of metal accumulation index (MAI) indicate the effectiveness of the studied species for monitoring air metallic pollution in urban areas. Results of this study could be beneficial as preliminary reference values for HMs uptake by F. retusa in urban environments.

A novel method for comparing passenger car fleets and identifying high-chance gross emitting vehicles using kerbside remote sensing data

The quantification and comparison of NO_X emission from in-situ car fleets, and identification of the highest emitters is an ongoing challenge. This challenge will become more important as new and increasingly complex emissions removal systems penetrate the market. We combine real-world data with new-to-the-field statistical methods to describe fleet-scale emissions behaviours and identify candidate gross-emitter vehicles. 19,605 passenger cars were observed using a Remote Sensing Device across Aberdeen in 2015. Of these, 736 were Euro 6 Passenger Cars. The distribution of observed pollutant per unit of fuel burnt ratios for most fuel type and Euro standards followed an asymmetrical shape best characterised by the Gumbel distribution. The Gumbel distribution approach was not able to fully replicate the distribution of measurements of petrol or Euro 6 diesel cars due to the presence of a subset of high-emitting outliers, ranging from the 13^th percentile for Euro 3 petrol to the 2^nd percentile for Euro 6 petrol, with Euro 6 diesel having a 5^th percentile outlier value. No outlier fraction was observed for pre-Euro 6 diesels. The off-model fractions resembled Gumbel distributed data and in some cases could be modelled as a separate distribution with the fleet behaving as a superposition of them. It is shown that VSP was not directly linked to this behaviour and it is hypothesised that it is caused by the emissions control systems operating sub-optimally. The reasons for sub-optimal operation are beyond the scope of this paper but may be linked to air-fuel mixture sensors, cold-start running and deterioration of the catalytic converter. Larger data-sets with more Euro 6 passenger cars are required to fully test this. Application of this methodology to larger data sets from more widely deployed remote sensing devices will allow observers to identify potentially problematic vehicles for further investigation into their emission control systems.

Distance-based emission factors from vehicle emission remote sensing measurements

Vehicle emission remote sensing has the potential to provide detailed emissions information at a highly disaggregated level owing to the ability to measure thousands of vehicles in a single day. Fundamentally, vehicle emission remote sensing provides a direct measure of the molar volume ratio of a pollutant to carbon dioxide, from which fuel-based emissions factors can readily be calculated. However, vehicle emissions are more commonly expressed in emission per unit distance travelled e.g. grams per km or mile. To express vehicle emission remote sensing data in this way requires an estimate of the fuel consumption at the time of the emission measurement. In this paper, an approach is developed based on vehicle specific power that uses commonly measured or easily obtainable vehicle information such as vehicle speed, acceleration and mass. We test the approach against 55 independent comprehensive PEMS measurements for Euro 5 and 6 gasoline and diesel vehicles over a wide range of driving conditions and find good agreement between the method and PEMS data. The method is applied to individual vehicle model types to quantify distance-based emission factors. The method will be appropriate for application to larger vehicle emission remote sensing databases, thus extending real-world distance-based vehicle emissions information.

Measuring on-Road Vehicle Hot Running NOx Emissions with a Combined Remote Sensing–Dynamometer Study

This study explores the correlation in measured hot running NO/CO2 ratios by a remote sensing device (RSD) and dynamometer testing. Two large diesel cars (E4/E5) are tested on the dynamometer in hot running conditions using a new drive cycle developed for this study and then driven multiple times past the RSD. A number of verification and correction steps are conducted for both the dynamometer and RSD data. A new time resolution adjustment of RSD acceleration values proves important. Comparison of RSD and dynamometer data consistently shows a strong weighted correlation varying from +0.89 to +0.95, despite the high level of variability observed in the RSD measurements. This provides further evidence that relative changes in mean NO/CO2 ratios as measured with the RSD should provide robust emissions data for trend analysis studies and as inputs for regional emissions models. However, a positive bias of approximately 25 ppm NO/% CO2 is observed for the RSD, and bias correction of RSD measurements should be considered pending further testing.

Effects of Freeway Rerouting and Boulevard Replacement on Air Pollution Exposure and Neighborhood Attributes

Freeway rerouting and replacement with a street-level boulevard are urban transportation policies, that may help redress disproportionate air pollution burdens resulting from freeway construction that took place during the mid-20th century. However, environmental justice activism for freeway rerouting and urban green space creation may have the unintended consequence of environmental gentrification. In this paper, we investigate the effects of freeway routing decisions on exposure to traffic-related air pollution and neighborhood socioeconomic and demographic change. We focus on the effects of rerouting the Cypress Freeway in West Oakland, along with the construction of a street-level boulevard (Mandela Parkway), on the original freeway alignment. The impacts of two rebuild scenarios, freeway rebuild-in-place and reroute, on near-roadway NO_x and BC concentrations are compared. We also assess changes in demographics and land use in West Oakland, between the time when the Cypress Freeway was damaged by a major earthquake and after completion of Mandela Parkway. Our research indicates that freeway rerouting reduced annual average concentrations of both NO_x (−38% ± 4%) and BC (−25% ± 2%) along the Mandela Parkway alignment. However, there is evidence of environmentally driven neighborhood change, given that there are larger decreases in the long-time Black population (−28%) and increases in property values (184%) along Mandela Parkway, compared to West Oakland as a whole. There are some attributes along the Mandela Parkway that enable low-income residents to live in proximity to the street-level boulevard, such as affordable housing.

Positive association between moderate altitude and chronic lower respiratory disease mortality in United States counties

For patients with chronic lower respiratory disease, hypobaric hypoxia at a high altitude is considered a risk factor for mortality. However, the effects of residing at moderately high altitudes remain unclear. We investigated the association between moderate altitude and chronic lower respiratory disease mortality. In particular, we examined the lower 48 United States counties for age-adjusted chronic lower respiratory disease mortality rates, altitude, and socioeconomic factors, including tobacco use, per capita income, population density, sex ratio, unemployment, poverty, and education between 1979 and 1998. The socioeconomic factors were incorporated into the correlation analysis as potential covariates. Considerable positive (R = 0.235; P <0.001) and partial (R = 0.260; P <0.001) correlations were observed between altitude and chronic lower respiratory disease mortality rate. In the subgroup with high COPD prevalence subgroup, even stronger positive (R = 0.346; P <0.001) and partial (R = 0.423, P <0.001) correlations were observed. Multivariate regression analysis of all available socioeconomic factors revealed that additional knowledge on altitude improved the adjusted R2 values from 0.128 to 0.186 for all counties and from 0.301 to 0.421 for counties with high COPD prevalence. We concluded that in the lower 48 United States counties, even a moderate altitude may pose considerable risks in patients with chronic lower respiratory disease.

Heavy metal enrichment in roadside soils in the eastern Tibetan Plateau

The effects of human activities on heavy metal pollution in soil have been less investigated on the Tibetan Plateau. The present study was designed to assess the effects of highway traffic on Cu, Zn, Pb, and Cd enrichments in the 0-60-cm soil profile in the eastern Tibetan Plateau. Soils were sampled at four transects (with an altitude range of 2643-2911 m) across the G212 highway and five transects (3163-3563 m) across the G213 highway. Background concentrations of Cu, Zn, Pb, and Cd to the 60-cm soil depth (measured at each transect 400 m away from highways) varied greatly among transects and between highways. However, this spatial variation in the heavy metal concentrations was not related to the altitude of the investigated areas. On each the left and right sides of G212 or G213, Cu, Zn, and Pb concentrations to the 60-cm depth, at 5, 10, 20, and 50 m away from the highway, were all generally greater than the respective metal background concentrations. Cd concentrations to the 20 cm on G212 or 60-cm soil depth on G213 increased prominently within a distance of 20 m away from the highways, compared to background values in different depths. From the curb to 400 m away from highways, concentrations of Cu, Zn, Pb, and Cd were generally higher in the upper than in the lower soil layers. This may suggest that other factors such as atmospheric deposition were also contributable to the accumulation of heavy metals in soil. The contamination factor (C _f ) calculation showed that roadside soils to the 60-cm depth, within a distance of 50 m from the curbs of both G212 and G213, were moderately (1 ≤ C _f  < 3) contaminated with Cu, Zn, and Pb. The contamination from Cd mainly occurred (1 ≤ C _f  < 8) in the top 20 cm soil with a closer distance from the highways. Our results indicated that traffic effects in enriching heavy metals reached 60-cm depth in roadside soils on the eastern Tibetan Plateau. For assessment of heavy metal pollutions in soil in mountainous areas, it is necessary to in situ identify the background values.

Observations of atmospheric pollutants at Lhasa during 2014-2015: Pollution status and the influence of meteorological factors

Atmospheric pollutants including SO₂, NO₂, CO, O₃ and inhalable particulate matter (PM_2.5 and PM₁₀) were monitored continuously from March 2014 to February 2015 to investigate characteristics of air pollution at Lhasa, Tibetan Plateau. Species exhibited similar seasonal variations except O₃, with the peaks in winter but low valleys in summer. The maximum O₃ concentration was observed in spring, followed by summer, autumn, and winter. The positive correlation between O₃ and PM₁₀ in spring indicated similar sources of them, and was assumed to be turbulent transport. Temperature was the dominant meteorological factor for most species in spring. High temperature accelerates O₃ photochemistry, and favors air disturbance which is conductive to dust resuspension in spring. Relative humidity (RH) and atmospheric pressure were the main meteorological factors in summer. RH showed negative correlations with species, while atmospheric pressure posed opposite situation. Wind speed (WS) was the dominant meteorological factor in autumn, the negative correlations between WS and species indicated diffusion by wind. Most species showed non-significant correlations with meteorological factors in winter, indicating the dependence of pollution on source emission rather than restriction by meteorology. Pollution weather character indicated that emissions were from biomass burning and dust suspension, and meteorological factors also played an important role. Air stream injection from the stratosphere was observed during O₃ pollution period. Air parcels from Southwest Asia were observed during air pollution period in winter. An enhancement in air pollutants such as O₃ would be expected in the future, more attention should be given to countermeasures for prevention of air pollution in the future.

Chemical and optical properties of PM2.5 from on-road operation of light duty vehicles in Delhi city

This study reports emission factors of PM_2.5, elemental carbon (EC), organic carbon (OC), ions, trace elements and mass absorption cross-sections (MAC) of aerosol emitted from the on-road operation of light duty vehicles of different vintages. A portable dilution system was used to achieve complete quenching of aerosol at near ambient condition. The particles were collected on the filters and analyzed for chemical and light absorbing properties of aerosol. The diesel-powered passenger cars emitted higher PM_2.5 (56-356mgkm^-1) with a large fraction of EC (37-65%), while emissions from gasoline (46-78mgkm^-1), and CNG vehicles (33-34mgkm^-1) were low and contained low EC (5-15%) and remarkably high OC (46-91%). The MAC of aerosols for diesel vehicles (32-208m²g^-1 of PM_2.5) were well explained by EC content (31-62%) and showed similarity with MAC values reported for wood fuel combustion in cooking stoves indicating the two sources cannot be resolved on the basis of light absorption properties in source apportionment studies. Ionic contributions to PM_2.5 were highest for 4W-gasoline (11-19%) compared to 4W-diesel (7-11%), and CNG (9-10%). The abundance of ions such as Na⁺, Ca²⁺, SO₄^2-, NO₃^-, and NH₄⁺ could be due to use of lubricant oil and abrasive nature of engine of old vehicles. Trace elements (Al, Fe, Zn, Pb, and Cu) emitted from after-treatment devices, additives in lube oil, and wearing of engine components, were found to be 2-14%, 3-8% and 11-12% of total PM_2.5 for 4W of diesel, gasoline, and CNG respectively. This study indicates that aerosol emissions from on-road vehicles show a strong dependency on vehicle maintenance, engine type and after-treatment techniques.

Respiratory Health Benefits and Risks of Living at Moderate Altitude

Grissom, Colin K., and Barbara E. Jones. Respiratory health benefits and risks of living at moderate altitude. High Alt Med Biol 19:109-115, 2018.-The respiratory system plays a critical role in the series of physiologic responses that occur at high altitude and allows individuals to adapt to and tolerate hypobaric hypoxia. Persons with underlying lung disease may have complications, but sometimes derive benefits, related to residence at high altitude. This review will focus on health benefits and risks of patients with underlying asthma, chronic obstructive pulmonary disease, pulmonary hypertension, or obstructive sleep apnea, who live at altitudes of 1500 to 4500 m. We will also discuss maladaptive responses of the respiratory system at high altitude in previously healthy persons, including development of pulmonary hypertension and sleep-disordered breathing.

Traffic-related trace elements in soils along six highway segments on the Tibetan Plateau: Influence factors and spatial variation

The accumulation of traffic-related trace elements in soil as the result of anthropogenic activities raises serious concerns about environmental pollution and public health. Traffic is the main source of trace elements in roadside soil on the Tibetan Plateau, an area otherwise devoid of industrial emissions. Indeed, the rapid development of tourism and transportation in this region means it is becoming increasingly important to identify the accumulation levels, influence distance, spatial distribution, and other relevant factors influencing trace elements. In this study, 229 soil samples along six segments of the major transportation routes on the Tibetan Plateau (highways G214, S308, and G109), were collected for analysis of eight trace elements (Cr, Co, Ni, As, Cu, Zn, Cd, and Pb). The results of statistical analyses showed that of the eight trace elements in soils, Cu, Zn, Cd, and Pb were primarily derived from traffic. The relationship between the trace element accumulation levels and the distance from the roadside followed an exponential decline, with the exception of Segment 3, the only unpaved gravel road studied. In addition, the distance of influence from the roadside varied by trace element and segment, ranging from 16m to 144m. Background values for each segment were different because of soil heterogeneity, while a number of other potential influencing factors (including traffic volume, road surface material, roadside distance, land cover, terrain, and altitude) all had significant effects on trace-element concentrations. Overall, however, concentrations along most of the road segments investigated were at, or below, levels defined as low on the Nemero Synthesis index.

On-road heavy-duty vehicle emissions monitoring system

The introduction of particulate and oxides of nitrogen (NOx) after-treatment controls on heavy-duty vehicles has spurred the need for fleet emissions data to monitor their reliability and effectiveness. The University of Denver has developed a new method for rapidly measuring heavy-duty vehicles for gaseous and particulate fuel specific emissions. The method was recently used to collect 3088 measurements at a Port of Los Angeles location and a weigh station on I-5 in northern California. The weigh station NOx emissions for 2014 models are 73% lower than 2010 models (3.8 vs 13.9 gNOx/kg of fuel) and look to continue to decrease with newer models. The Port site has a heavy-duty fleet that has been entirely equipped with diesel particulate filters since 2010. Total particulate mass and black carbon measurements showed that only 3% of the Port vehicles measured exceed expected emission limits with mean gPM/kg of fuel emissions of 0.031 ± 0.007 and mean gBC/kg of fuel emissions of 0.020 ± 0.003. Mean particulate emissions were higher for the older weigh station fleet but 2011 and newer trucks gPM/kg of fuel emissions were nevertheless more than a factor of 30 lower than the means for pre-DPF (2007 and older) model years.

Real-time emissions from construction equipment compared with model predictions

The construction industry is a large source of greenhouse gases and other air pollutants. Measuring and monitoring real-time emissions will provide practitioners with information to assess environmental impacts and improve the sustainability of construction. We employed a portable emission measurement system (PEMS) for real-time measurement of carbon dioxide (CO), nitrogen oxides (NOx), hydrocarbon, and carbon monoxide (CO) emissions from construction equipment to derive emission rates (mass of pollutant emitted per unit time) and emission factors (mass of pollutant emitted per unit volume of fuel consumed) under real-world operating conditions. Measurements were compared with emissions predicted by methodologies used in three models: NONROAD2008, OFFROAD2011, and a modal statistical model. Measured emission rates agreed with model predictions for some pieces of equipment but were up to 100 times lower for others. Much of the difference was driven by lower fuel consumption rates than predicted. Emission factors during idling and hauling were significantly different from each other and from those of other moving activities, such as digging and dumping. It appears that operating conditions introduce considerable variability in emission factors. Results of this research will aid researchers and practitioners in improving current emission estimation techniques, frameworks, and databases.

Long-term trends in motor vehicle emissions in u.s. urban areas

A fuel-based approach is used to estimate long-term trends (1990-2010) in carbon monoxide (CO) emissions from motor vehicles. Non-methane hydrocarbons (NMHC) are estimated using ambient NMHC/CO ratios after controlling for nonvehicular sources. Despite increases in fuel use of ∼10-40%, CO running exhaust emissions from on-road vehicles decreased by ∼80-90% in Los Angeles, Houston, and New York City, between 1990 and 2010. The ratio of NMHC/CO was found to be 0.24 ± 0.04 mol C/mol CO over time in Los Angeles, indicating that both pollutants decreased at a similar rate and were improved by similar emission controls, whereas on-road data from other cities suggest rates of reduction in NMHC versus CO emissions may differ somewhat. Emission ratios of CO/NOx (nitrogen oxides = NO + NO2) and NMHC/NOx decreased by a factor of ∼4 between 1990 and 2007 due to changes in the relative emission rates of passenger cars versus diesel trucks, and slight uptick thereafter, consistent across all urban areas considered here. These pollutant ratios are expected to increase in future years due to (1) slowing rates of decrease in CO and NMHC emissions from gasoline vehicles and (2) significant advances in control of diesel NOx emissions.

Modeling the concentrations of on-road air pollutants in southern California

High concentrations of air pollutants on roadways, relative to ambient concentrations, contribute significantly to total personal exposure. Estimation of these exposures requires measurements or prediction of roadway concentrations. Our study develops, compares, and evaluates linear regression and nonlinear generalized additive models (GAMs) to estimate on-road concentrations of four key air pollutants, particle-bound polycyclic aromatic hydrocarbons (PB-PAH), particle number count (PNC), nitrogen oxides (NOx), and particulate matter with diameter <2.5 μm (PM2.5) using traffic, meteorology, and elevation variables. Critical predictors included wind speed and direction for all the pollutants, traffic-related variables for PB-PAH, PNC, and NOx, and air temperatures and relative humidity for PM2.5. GAMs explained 50%, 55%, 46%, and 71% of the variance for log or square-root transformed concentrations of PB-PAH, PNC, NOx, and PM2.5, respectively, an improvement of 5% to over 15% over the linear models. Accounting for temporal autocorrelation in the GAMs further improved the prediction, explaining 57-89% of the variance. We concluded that traffic and meteorological data are good predictors in estimating on-road traffic-related air pollutant concentrations and GAMs perform better for nonlinear variables, such as meteorological parameters.

Heavy-duty truck emissions in the South Coast Air Basin of California

California and Federal emissions regulations for 2007 and newer heavy-duty diesel engines require an order of magnitude reduction in particulate matter and oxides of nitrogen spurring the introduction of new aftertreatment systems. Since 2008, four emission measurement campaigns have been conducted at a Port of Los Angeles location and an inland weigh station in the South Coast Air Basin of California. Fuel specific oxides of nitrogen emissions at the Port have decreased 12% since 2010 while infrared opacity (a measure of particulate matter) remained low, showing no diesel particulate filter deterioration. The weigh station truck's fuel specific oxides of nitrogen emission reductions since 2010 (18.5%) almost double the previous three year's reductions and are the result of new trucks using selective catalytic reduction systems. Trucks at the weigh station equipped with these systems have a skewed oxides of nitrogen emissions distribution (half of the emissions were from 6% of the measurements) and had significantly lower emissions than similarly equipped Port trucks. Infrared thermographs of truck exhaust pipes revealed that the mean temperature observed at the weigh station (225 ± 4.5 °C) was 70 °C higher than for Port trucks, suggesting that the catalytic aftertreatment systems on trucks at our Port site were often below minimum operating temperatures.

Black carbon emissions in gasoline vehicle exhaust: a measurement and instrument comparison

A pilot study was conducted to evaluate the performance and agreement of several commercially available black carbon (BC) measurement instruments, when applied to the quantification of BC in light-duty vehicle (LDV) exhaust. Samples from six vehicles, three fuels, and three driving cycles were used. The pilot study included determinations of the method detection limit (MDL) and repeatability. With respect to the MDL, the real-time instruments outperformed the time-integrated instruments, with MDL = 0.12 mg/mi for the AE51 Aethalometer, and 0.15 mg/mi for the Micro Soot Sensor (MSS), versus 0.38 mg/mi for the IMPROVE_A thermal/ optical method, and 0.35 mg/mi for the OT21_T Optical Transmissometer. The real-time instruments had repeatability values ranging from 30% to 35%, which are somewhat better than those of the time-integrated instruments (40-41%). These results suggest that, despite being less resource intensive, real-time methods can be equivalent or superior to time-integrated methods in terms of sensitivity and repeatability. BC mass data, from the photoacoustic and light attenuation instruments, were compared against same-test EC data, determined using the IMPROVE_A method. The MSS BC data was well correlated with EC, with R2 = 0.85 for the composite results and R2 = 0.86 for the phase-by-phase (PBP) results. The correlation of BC, by the AE51, AE22, and OT21_T with EC was moderate to weak. The weaker correlation was driven by the inclusion of US06 test data in the linear regression analysis. We hypothesize that test-cycle-dependent BC:EC ratios are due to the different physicochemical properties of particulate matter (PM) in US06 and Federal Test Procedure (FTP) tests. Correlation amongst the real-time MSS, PASS-1, AE51, and AE22 instruments was excellent (R2 = 0.83-0.95), below 1 mg/mi levels. In the process of investigating these BC instruments, we learned that BC emissions at sub-1 mg/mi levels can be measured and are achievable by current-generation gasoline engines.

IMPLICATIONS

Most comparison studies of black carbon (BC) measurement methods were carried out in the ambient air. This study assesses the agreement among various BC measurement instrument in emissions from light-duty gasoline vehicles (LDGVs) on standard test cycles, and evaluates applicability of these methods under various fuel types, driving cycles, and engine combustion technologies. This research helps to fill in the knowledge gap of BC method standardization as stated in the U.S. Environmental Protection Agency (EPA) 2011 Report to Congress on Black Carbon, and these results demonstrate the feasibility of quantification of BC at the 1 mg/mi PM standard in California Low Emission Vehicle III regulations.

Accumulations of heavy metals in roadside soils close to zhaling, eling and nam co lakes in the tibetan plateau

Concentrations of four typical heavy metals (Cu; Zn; Cd and Pb) in roadside soils close to three lakes in the Tibetan Plateau were investigated in this study. The hierarchical tree-based regression method was applied to classify concentrations of the heavy metals and analyze their potential influencing factors. It was found that the Tibetan Plateau meadow soils with higher content of sand lead to higher concentrations of Cu; Zn and Pb. The concentrations of Cd and Pb increase with road traffic volume; and for the road segments with higher traffic volume; the Cd and Pb concentrations significantly decrease with the roadside distance. Additionally; the concentrations of Zn and Pb increase as the altitude of sampling site increases. Furthermore; the Hakanson potential ecological risk index method was used to assess the contamination degree of the heavy metals for the study regions. The results show that accumulations of Cu; Zn and Pb in roadside soils remain an unpolluted level at all sites. However; the Cd indices in the regions with higher traffic volume have reached a strong potential ecological risk level; and some spots with peak concentrations have even been severely polluted due to traffic activities.

Influence of traffic activity on heavy metal concentrations of roadside farmland soil in mountainous areas

Emission of heavy metals from traffic activities is an important pollution source to roadside farmland ecosystems. However, little previous research has been conducted to investigate heavy metal concentrations of roadside farmland soil in mountainous areas. Owing to more complex roadside environments and more intense driving conditions on mountainous highways, heavy metal accumulation and distribution patterns in farmland soil due to traffic activity could be different from those on plain highways. In this study, design factors including altitude, roadside distance, terrain, and tree protection were considered to analyze their influences on Cu, Zn, Cd, and Pb concentrations in farmland soils along a mountain highway around Kathmandu, Nepal. On average, the concentrations of Cu, Zn, Cd, and Pb at the sampling sites are lower than the tolerable levels. Correspondingly, pollution index analysis does not show serious roadside pollution owing to traffic emissions either. However, some maximum Zn, Cd, and Pb concentrations are close to or higher than the tolerable level, indicating that although average accumulations of heavy metals pose no hazard in the region, some spots with peak concentrations may be severely polluted. The correlation analysis indicates that either Cu or Cd content is found to be significantly correlated with Zn and Pb content while there is no significant correlation between Cu and Cd. The pattern can be reasonably explained by the vehicular heavy metal emission mechanisms, which proves the heavy metals’ homology of the traffic pollution source. Furthermore, the independent factors show complex interaction effects on heavy metal concentrations in the mountainous roadside soil, which indicate quite a different distribution pattern from previous studies focusing on urban roadside environments. It is found that the Pb concentration in the downgrade roadside soil is significantly lower than that in the upgrade soil while the Zn concentration in the downgrade roadside soil is marginally higher than in the upgrade soil; and the concentrations of Cu and Pb in the roadside soils with tree protection are significantly lower than those without tree protection. However, the attenuation pattern of heavy metal concentrations as a function of roadside distance within a 100 m range cannot be identified consistently.

Emission changes resulting from the San Pedro Bay, California Ports Truck Retirement Program

Recent U.S. Environmental Protection Agency emissions regulations have resulted in lower emissions of particulate matter and oxides of nitrogen from heavy-duty diesel trucks. To accelerate fleet turnover the State of California in 2008 along with the Ports of Los Angeles and Long Beach (San Pedro Bay Ports) in 2006 passed regulations establishing timelines forcing the retirement of older diesel trucks. On-road emissions measurements of heavy-duty diesel trucks were collected over a three-year period, beginning in 2008, at a Port of Los Angeles location and an inland weigh station on the Riverside freeway (CA SR91). At the Port location the mean fleet age decreased from 12.7 years in April of 2008 to 2.5 years in May of 2010 with significant reductions in carbon monoxide (30%), oxides of nitrogen (48%) and infrared opacity (a measure of particulate matter, 54%). We also observed a 20-fold increase in ammonia emissions as a result of new, stoichiometrically combusted, liquefied natural gas powered trucks. These results compare with changes at our inland site where the average ages were 7.9 years in April of 2008 and 8.3 years in April of 2010, with only small reductions in oxides of nitrogen (10%) being statistically significant. Both locations have experienced significant increases in nitrogen dioxide emissions from new trucks equipped with diesel particle filters; raising the mean nitrogen dioxide to oxides of nitrogen ratios from less than 10% to more than 30% at the Riverside freeway location.

Modeling vehicle emissions in different types of Chinese cities: importance of vehicle fleet and local features

We propose a method to simulate vehicle emissions in Chinese cities of different sizes and development stages. Twenty two cities are examined in this study. The target year is 2007. Among the cities, the vehicle emission factors were remarkably different (the highest is 50-90% higher than the lowest) owing to their distinct local features and vehicle technology levels, and the major contributors to total vehicle emissions were also different. A substantial increase in vehicle emissions is foreseeable unless stronger measures are implemented because the benefit of current policies can be quickly offset by the vehicle growth. Major efforts should be focused on all cities, especially developing cities where the requirements are lenient. This work aims a better understanding of vehicle emissions in all types of Chinese cities. The proposed method could benefit national emission inventory studies in improving accuracy and help in designing national and local policies for vehicle emission control.

Lung disease at high altitude

Large numbers of people travel to high altitudes, entering an environment of hypobaric hypoxia. Exposure to low oxygen tension leads to a series of important physiologic responses that allow individuals to tolerate these hypoxic conditions. However, in some cases hypoxia triggers maladaptive responses that lead to various forms of acute and chronic high altitude illness, such as high-altitude pulmonary edema or chronic mountain sickness. Because the respiratory system plays a critical role in these adaptive and maladaptive responses, patients with underlying lung disease may be at increased risk for complications in this environment and warrant careful evaluation before any planned sojourn to higher altitudes. In this review, we describe respiratory disorders that occur with both acute and chronic exposures to high altitudes. These disorders may occur in any individual who ascends to high altitude, regardless of his/her baseline pulmonary status. We then consider the safety of high-altitude travel in patients with various forms of underlying lung disease. The available data regarding how these patients fare in hypoxic conditions are reviewed, and recommendations are provided for management prior to and during the planned sojourn.

Emission characteristics of a heavy-duty diesel engine at simulated high altitudes

In order to evaluate the effects of altitude on the pollutant emissions of a diesel engine, an experimental research was carried out using an engine test bench with an altitude simulation system. The emissions of HC, CO, NOx, smoke, and particle number of a heavy-duty diesel engine were measured under steady state operating conditions at sea level and simulated altitudes of 1000 and 2000 m. The experimental results indicate that the high altitude increases the emissions of HC, CO and smoke of the diesel engine, the average increasing rates of which are 30%, 35% and 34% with addition of altitude of 1000 m, respectively. The effect of high altitudes on the NOx emission varies with the engine types and working conditions. At 1000 m the particles number emissions are 1.6 to 4.2 times the levels at the low altitude. The pattern of the particle size distributions at 1000 m is similar with that at sea-level, which is the mono-modal lognormal distribution with geometric mean diameter around 0.1 μm. However, the peak number concentrations of particles are bigger and the exhausted particles are smaller at the high altitude.

Remote sensing of emissions from in-use small engine marine vessels

This paper reports the first use of a remote sensing device to measure emissions from in-use marine vessels. Emissions from 307 small marine vessels were measured as they passed through the Hiram M. Chittenden locks near Seattle, WA. Of these vessels, 89 were matched to state registration information to allow for further analysis of emissions vs model year, fuel type, and engine type. Emission factors are reported for CO, HC, and NOx in grams of pollutant per kilogram of fuel. The measured emission factors generally agreed with those derived from laboratory studies. HC emissions are disproportionately skewed across the fleet where 40% of the emissions come from just 10% of the fleet. These are most likely due to the remaining two-stroke engines in the fleet. CO and HC emissions show no improvement with newer vessels.

Cardiac morphology and function following long-term exposure to carbon monoxide at high altitude in rats

Although chronic exposure to high altitude or carbon monoxide (CO) induces several cardiovascular adaptations in mammals, very little information is available on the cardiovascular effects due to exposure to these concomitant stresses. In particular, cardiac functional responses to chronic CO inhalation at high altitude has never been investigated. Thirty-two male Dark Agouti rats were exposed for 10 wk in steel chambers to (1) normoxic conditions (N rats), (2) 4000 m simulated high altitude (chronic hypobaric hypoxia, CH rats), (3) 50 ppm CO (CO rats), or (4) 50 ppm CO at 4000 m simulated high altitude (CH + CO rats). Left ventricular (LV) morphology and function were evaluated in normoxic conditions (1) using transthoracic Doppler echocardiography, just before as well as after exposure to environments, and (2) using transparietal intraventricular catheterisms following a short ventilatory-controlled thoracotomy (10 ml/kg volume inflow, pO2 ~159 torr) after exposure. Right ventricular (RV) function was evaluated using the same catheterism process after exposure. Body weight increased in all groups during exposure, but to a lesser extent in CH and CH + CO than in N and CO rats. At the end of exposure, hematocrit ratio was higher in CH than in CO rats, and in CH + CO than in CH rats. Carboxyhemoglobin levels were higher in CH + CO than in CO, CH, or N rats. Although neither a simulated high altitude nor CO alone had an effect on LV morphology and function, combined environments increased LV + septum weight, interventricular and posterior wall thicknesses, relative wall thickness, and LV systolic function. LV diastolic function was not altered by environmental conditions in the four groups. CO intensified the altitude-induced RV hypertrophy as well as the altitude-induced decrease in RV diastolic function. RV systolic function increased in CH rats, but adding CO did not amplify this adaptation process. Moreover, significant polynomial relationships were obtained between hematocrit ratio and LV + septum weight or left ventricular systolic pressure. Our results indicate that CO at high altitude induced severe hematological responses that could be involved in morphological and functional cardiac adaptations of both ventricles. Data indicate that CO at high altitude may be more detrimental to cardiac function than CO inhaled at sea level.