Suchergebnisse

Toxic air pollutants in street canyons are important issues concerning public health especially in some large Asian cities like Guangzhou. In 1998 <18% of Guangzhou citizens used public transportation modes, with a majority commuting on foot (42%) or by bicycle (22%). Of the pedestrians, 57% were either senior citizens or students. In the present study, we measured toxic air pollutants while walking along urban streets in Guangzhou to evaluate pedestrian exposure. Volatile organic compounds (VOCs) were collected with sorbent tubes, and PM 10 and CO were measured simultaneously with portable analyzers. Our results showed that pedestrian exposure to PM 10 (with an average of 303 μg m -3 for all samples) and some toxic VOCs (for example, benzene) was relatively high. Monocyclic aromatic hydrocarbons were found to be the most abundant VOCs, and 71% of the samples had benzene levels higher than 30 μg m -3. Benzene, PM 10 and CO in walk-only streets were significantly lower (p<0.05) than in traffic streets, and the differences in exposure levels between new urban streets and old urban streets were highly significant (p<0.01). Pedestrian exposure to toxic VOCs and PM 10 was higher than those reported in other public transportation modes (bus and subway). The good correlations between BTEX, PM 10 and CO in the streets indicated that automotive emission might be their major source. Our study also showed that the risk to pedestrians due to air pollution was misinterpreted by the reported air quality index based on measurement of SO 2, NO x and PM 10 in the government monitoring stations. An urban roadside monitoring station might be needed by air quality monitoring networks in large Asian cities like Guangzhou, in order to survey exposure to air toxics in urban roadside microenvironments. © 2004 Elsevier Ltd. All rights reserved.

A photochemical trajectory model (PTM), coupled with the Master Chemical Mechanism (MCM) describing the degradation of 139 volatile organic compounds (VOCs) in the troposphere, was developed and used for the first time to simulate the formation of photochemical pollutants at Wangqingsha (WQS), Guangzhou during photochemical pollution episodes between 12 and 17 November, 2007. The simulated diurnal variations and mixing ratios of ozone were in good agreement with observed data (R2=0.80, P<0.05), indicating that the photochemical trajectory model - an integration of boundary layer trajectories, precursor emissions and chemical processing - provides a reasonable description of ozone formation in the Pearl River Delta (PRD) region. Calculated photochemical ozone creation potential (POCP) indices for the region indicated that alkanes and oxygenated organic compounds had relatively low reactivity, while alkenes and aromatics presented high reactivity, as seen in other airsheds in Europe. Analysis of the emission inventory found that the sum of 60 of the 139 VOC species accounted for 92% of the total POCP-weighted emission. The 60 VOC species include C2-C6 alkenes, C6-C8 aromatics, biogenic VOCs, and so on. The results indicated that regional scale ozone formation in the PRD region can be mainly attributed to a relatively small number of VOC species, namely isoprene, ethene, m-xylene, and toluene, etc. A further investigation of the relative contribution of the main emission source categories to ozone formation suggested that mobile sources were the largest contributor to regional O3 formation (40%), followed by biogenic sources (29%), VOC product-related sources (23%), industry (6%), biomass burning (1%), and power plants (1%). The findings obtained in this study would advance our knowledge of air quality in the PRD region, and provide useful information to local government on effective control of photochemical smog in the region. © 2010 Elsevier Ltd.

From 2005 to 2013, volatile organic compounds (VOCs) and other trace gases were continuously measured at a suburban site in Hong Kong. The measurement data showed that the concentrations of most air pollutants decreased during these years. However, ozone (O3) and total non-methane hydrocarbon levels increased with the rate of 0.23 ± 0.03 and 0.34 ± 0.02 ppbv/year, respectively, pointing to the increasing severity of photochemical pollution in Hong Kong. The Hong Kong government has ongoing programs to improve air quality in Hong Kong, including a solvent program implemented during 2007-2011, and a diesel commercial vehicle (DCV) program since 2007. From before to after the solvent program, the sum of toluene, ethylbenzene and xylene isomers decreased continuously with an average rate of -99.1 ± 6.9 pptv/year, whereas the sum of ethene and propene increased by 48.2 ± 2.0 pptv/year from before to during the DCV program. Despite this, source apportionment results showed that VOCs emitted from diesel exhaust decreased at a rate of -304.5 ± 17.7 pptv/year, while solvent related VOCs decreased at a rate of -204.7 ± 39.7 pptv/year. The gasoline and liquefied petroleum gas vehicle emissions elevated by 1086 ± 34 pptv/year, and were responsible for the increases of ethene and propene. Overall, the simulated O3 rate of increase was lowered from 0.39 ± 0.03 to 0.16 ± 0.05 ppbv/year by the solvent and DCV programs, because O3 produced by solvent usage and diesel exhaust related VOCs decreased (p < 0.05) by 0.16 ± 0.01 and 0.05 ± 0.01 ppbv/year between 2005 and 2013, respectively. However, enhanced VOC emissions from gasoline and LPG vehicles accounted for most of the O3 increment (0.09 ± 0.01 out of 0.16 ± 0.05 ppbv/year) in these years. To maintain a zero O3 increment in 2020 relative to 2010, the lowest reduction ratio of VOCs/NOx was ∼1.5 under the NOx reduction of 20-30% which was based on the emission reduction plan for Pearl River Delta region in 2020.

On 8 selected days between 25 October and 1 December 2007, 198 whole air samples were simultaneously collected at two sites in the greater Pearl River Delta (PRD), namely, Wan Qing Sha (WQS) in inland PRD and Tung Chung (TC) in Hong Kong, for the evaluation of halocarbons including chlorofluorocarbons (CFCs), hydrochlorofluorocarbons (HCFCs) and other chlorinated compounds. The mean mixing ratios of CFC-12, CH3CCl3, CH3Br, C2HCl3, and C2Cl4 at WQS were much higher than those at TC (p < 0.001), while HCFC-22 was higher at TC (p < 0.01). Long-lived species such as CFC-11, CFC-12, and CFC-113 showed similar temporal patterns on most sampling days with small daily variation, whereas the main species used as solvents such as C2HCl3 and C 2Cl4 presented large daily variations though with consistent temporal patterns. Source profile analysis revealed that although there was no remarkable change in emission sources between 2001-2002 and 2007, the emissions of CFCs and CCl4 from the production of refrigeration in 2007 were 1.4-2.0 times those in 2001-2002, and the use of HCFC-22 has significantly increased in these years while the use of C2HCl 3 and C2Cl4 in the electronics industry showed a remarkable reduction. By comparing the halocarbon data collected in this study with those observed by other research teams in recent years, we found that the levels of CFCs have declined since 2001, while their substitute HCFC-22 has increased in emissions in recent years, especially in Hong Kong. The annual trends are consistent with the implementation of the Montreal Protocol. The results obtained in this study provide useful information to local government on effective control of halocarbon emissions in this region. Copyright 2010 by the American Geophysical Union.

Vehicular emission is one of the important anthropogenic pollution sources for volatile organic compounds (VOCs). Four characterization campaigns were conducted at a representative urban roadside environment in Hong Kong between May 2011 and February 2012. Carbon monoxide (CO) and VOCs including methane (CH4), non-methane hydrocarbons (NMHCs), halocarbons, and alkyl nitrates were quantified. Both mixing ratios and compositions of the target VOCs show ignorable seasonal variations. Except CO, liquefied petroleum gas (LPG) tracers of propane, i-butane and n-butane are the three most abundant VOCs, which increased significantly as compared with the data measured at the same location in 2003. Meanwhile, the mixing ratios of diesel- and gasoline tracers such as ethyne, alkenes, aromatics, halogenated, and nitrated hydrocarbons decreased by at least of 37%. The application of advanced multivariate receptor modeling technique of positive matrix factorization (PMF) evidenced that the LPG fuel consumption is the largest pollution source, accounting for 60 ± 5% of the total quantified VOCs at the roadside location. The sum of ozone formation potential (OFP) for the target VOCs was 300.9 μg-O3 m-3, which was 47% lower than the value of 567.3 μg-O3 m-3 measured in 2003. The utilization of LPG as fuel in public transport (i.e., taxis and mini-buses) contributed 51% of the sum of OFP, significantly higher than the contributions from gasoline- (16%) and diesel-fueled (12%) engine emissions. Our results demonstrated the effectiveness of the switch from diesel to LPG-fueled engine for taxis and mini-buses implemented by the Hong Kong Special Administrative Region (HKSAR) Government between the recent ten years, in additional to the execution of substitution to LPG-fueled engine and restrictions of the vehicular emissions in compliance with the updated European emission standards.