Urban local air quality management framework for non-attainment areas in Indian cities

© 2017 Elsevier B.V. Increasing urban air pollution level in Indian cities is one of the major concerns for policy makers due to its impact on public health. The growth in population and increase in associated motorised road transport demand is one of the major causes of increasing air pollution in most urban areas along with other sources e.g., road dust, construction dust, biomass burning etc. The present study documents the development of an urban local air quality management (ULAQM) framework at urban hotspots (non-attainment area) and a pathway for the flow of information from goal setting to policy making. The ULAQM also includes assessment and management of air pollution episodic conditions at these hotspots, which currently available city/regional-scale air quality management plans do not address. The prediction of extreme pollutant concentrations using a hybrid model differentiates the ULAQM from other existing air quality management plans. The developed ULAQM framework has been applied and validated at one of the busiest traffic intersections in Delhi and Chennai cities. Various scenarios have been tested targeting the effective reductions in elevated levels of NOx and PM2.5 concentrations. The results indicate that a developed ULAQM framework is capable of providing an evidence-based graded action to reduce ambient pollution levels within the specified standard level at pre-identified locations. The ULAQM framework methodology is generalised and therefore can be applied to other non-attainment areas of the country

The influence of odd-even car trial on fine and coarse particles in Delhi

The odd-even car trial scheme, which reduced car traffic between 08.00 to 20.00 h daily, was applied from 1–15 January 2016 (winter scheme, WS) and 15–30 April 2016 (summer scheme, SS). The daily average PM2.5 and PM10 exceeded national standards, with highest concentrations (313 μg m–3 and 639 μg m–3, respectively) during winter and lowest (53 μg m–3 and 130 μg m–3) during the monsoon (June–August). PM concentrations during the trials can be interpreted either as reduced or increased, depending on the periods used for comparison purposes. For example, hourly average net PM2.5 and PM10 (after subtracting the baseline concentrations) reduced by up to 74% during the majority (after 1100 h) of trial hours compared with the corresponding hours during the previous year. Conversely, daily average PM2.5 and PM10 were higher by up to 3–times during the trial periods when compared with the pre–trial days. A careful analysis of the data shows that the trials generated cleaner air for certain hours of the day but the persistence of overnight emissions from heavy goods vehicles into the morning odd–even hours (0800–1100 h) made them probably ineffective at this time. Any further trial will need to be planned very carefully if an effect due to traffic alone is to be differentiated from the larger effect caused by changes in meteorology and especially wind direction

Evaluation of Particulate Matter Pollution in Micro-Environments of Office Buildings—A Case Study of Delhi, India

High level of particulate matter in an office building is one of the prime concerns for occupant’s health and their work performance. The present study focuses on the evaluation of the distribution pattern of airborne particles in three office buildings in Delhi City. The study includes the Assessment of PM10, PM2.5 and PM1 in the different indoor environments, their particle size distribution, I/O ratio, a correlation between pollutants their sources and management practices. The features of buildings I, II, and III are old infrastructure, new modern infrastructure, and an old building with good maintenance. The results indicate that the average concentrations of PM10, PM2.5, and PM1 are found in the range of 55–150 μg m−3, 41–104 μg m−3 and 37–95 μg m−3, respectively in Building I, 33–136 μg m−3, 30–84 μg m−3 and 28–73 μg m−3, respectively in Building II and 216–330 μg m−3, 188–268 μg m−3 and 171–237 μg m−3, respectively in Building III. The maximum proportion of the total mass contributed by PM0.25–1.0 i.e., up to 75%, 86%, and 76% in the meeting room of Building I, II and III, respectively. The proportion of ultrafine particles was found higher in the office area where the movement was minimum and vice versa. The higher I/O indicates the contribution of the presence of indoor sources for ultra-fine and finer particles. Further, possible strategies for indoor air pollution control are also discussed

Performance Evaluation of UK ADMS-Urban Model and AERMOD Model to Predict the PM10 Concentration for Different Scenarios at Urban Roads in Chennai, India and Newcastle City, UK

The pollutants and its effects on human health are now a major issue around the world. The impact of traffic and the resulting vehicle emissions has come to the forefront. Particulate matter is one among six criteria pollutants and air pollution related to particulate matter is now becoming a serious problem in developing as well as developed countries. One of the main sources is from the vehicles and the resuspension caused by the vehicular movement. Source apportionment studies of Chennai (Clean Air Asia: Air quality profile 2010 edition) showed that from the residential monitoring stations levels of particulate matter in Chennai lies in the range of 51–70 µg/m3. According to DoT of the total road emissions in UK, about 80 is generated from particulate matter which is due to road traffic even though there are no factors like resuspension in this country. In UK, 103 areas have been declared as local air quality management areas (LAQMA), while in India, 72 cities have been identified as non-attainment area with respect to various air pollutants. Chennai, India and Newcastle City, UK which are the cities under study are the one among them facing severe air pollution problems. The main objective of the paper is application and evaluation of UK ADMS-Urban and AERMOD model for the prediction of particulate matter (PM10) concentrations at urban roadways in Chennai and in Newcastle. The model evaluation has been carried out using traffic data of 2009, meteorological data provided by Laga Systems, Hyderabad for both the cities and the real-time monitored data of the year 2009. The results of the study identified the trends in pollutant patterns and its variation with the different parameters of meteorological data. The statistical descriptors, namely index of agreement (IA), fractional bias (FB), normalized mean square error (NMSE), geometric mean bias (MG) and geometric mean variance (VG) were used to understand the performance of the model. Results indicated that both the models have been able to predict the pollutant concentration with reasonable accuracy. The IA values for ADMS and AERMOD are found to be 0.39 and 0.37, and 0.48 and 0.44, respectively, for Chennai and Newcastle City

Air pollution in Delhi: A review of past and current policy approaches

Delhi National Capital Region (Delhi NCR) is facing serious challenges linked to worrying levels of air pollution (mainly NO2, PM10 and PM2.5). The CADTIME prject (Clean Air in Delhi through Implementation, Mitigation and Engagement) aims to understand what is required to deliver significant reductions in levels of air pollution. This paper presents the results of the first stage of the project: it firstly contextualises the challenges of air quality management in Delhi within the broader evolution of environmental policies and governance in India, with particular consideration to the tensions between environmental protection and the country's development objectives. Secondly, it sets out how CADTIME will combine multiple source qualitative and quantitative data to develop an air quality action plan and an implementation strategy. In particular, through two workshops with local and national experts and stakeholders, and two rounds of focus groups with citizens of Delhi we will contrast stakeholders' priorities and preferences for existing and potential solutions to air pollution with citizens' lived experiences, thus assessing the political/technical feasibility and public acceptability of current and proposed measures. Furthermore, we will complement the primary qualitative data with a critical review examining the successes and failures of UK and European policies to draw lessons that can be relevant for Delhi and to avoid ineffective policies and achieve cost-effective solutions for the city in the shortest possible time

Air Pollution in Delhi: A Review of Past and Current Policy Approches

Delhi National Capital Region (Delhi NCR) is facing serious challenges linked to worrying levels of air pollution (mainly NO2, PM10 and PM2.5). The CADTIME prject (Clean Air in Delhi through Implementation, Mitigation and Engagement) aims to understand what is required to deliver significant reductions in levels of air pollution. This paper presents the results of the first stage of the project: it firstly contextualises the challenges of air quality management in Delhi within the broader evolution of environmental policies and governance in India, with particular consideration to the tensions between environmental protection and the country’s development objectives. Secondly, it sets out how CADTIME will combine multiple source qualitative and quantitative data to develop an air quality action plan and an implementation strategy. In particular, through two workshops with local and national experts and stakeholders, and two rounds of focus groups with citizens of Delhi we will contrast stakeholders’ priorities and preferences for existing and potential solutions to air pollution with citizens’ lived experiences, thus assessing the political/technical feasibility and public acceptability of current and proposed measures. Furthermore, we will complement the primary qualitative data with a critical review examining the successes and failures of UK and European policies to draw lessons that can be relevant for Delhi and to avoid ineffective policies and achieve cost-effective solutions for the city in the shortest possible time

Performance evaluation of CALINE 4 dispersion model for an urban highway corridor in Delhi

521-530The paper focuses on the performance evaluation of CALINE 4 model for predicting carbon monoxide (CO) concentrations along an urban highway corridor passing through the city of Delhi. The model was applied using two different sets of Indian emission factors for different categories of vehicles specified by Central Pollution Control Board (CPCB), and Automotive Research Association of India (ARAI) in conjunction with on-site traffic and micro-meteorological inputs. The modelling results indicate that the dispersion of CO along the corridor was limited to a distance of ~150m from the edge of the mixing zone width (road width+3m on each side of the road). The concentrations were found to be 12% higher in the case of ARAI emission factors as compared to the CPCB emission factors. The correlation coefficient values (r2) between predicted and observed 1-hour concentrations for CPCB and ARAI emission factors were found to be 0.60 and 0.65 respectively. In addition, the estimated index of agreement (d) values of 0.86 and 0.85 respectively indicate satisfactory model performance. However, the estimated fractional bias (FB) values of 0.04 for CPCB and 0.06 for ARAI emission factors indicate that the CALINE 4 model under predicts the concentrations in both the cases

Comparison between efficacy of turbine handpiece vs conventional motor handpiece in surgical removal of impacted third molar: A review

Lower third molar extraction is one of the most common surgical procedure performed in oral surgery but despite the surgical skills and expertise, complications are likely. These can be pain, swelling, bleeding, infection, fracture of adjacent tooth and nerve damage et cetra. One of the most essential armamentarium necessary for removal of impacted third molar is a handpiece with a bur used for removal of bone surrounding the tooth or odontectomy. This is usually done using a straight motor driven handpiece rotating at an approximate speed of 30,000 RPM. However, because of the low speed and torque the time taken in extraction can increase significantly making the procedure hectic and fatiguing for the patient a well as the surgeon. Air turbine handpiece is a precision device which can be used for removal of tooth tissue with reasonably less pressure, heat or vibration thus making the cutting facile, less demanding and less time consuming. However, the fear of Subcutaneous emphysema associated with it’s use due to expulsion if air from the air turbine limit it’s use. Although rare, iatrogenic subcutaneous emphysema can have grave and potentially life-threatening consequences.&nbsp

Comparison Between Efficacy of Turbine Handpiece Vs Conventional Motor Handpiece in Surgical Removal of Impacted Third Molar: A Review

Lower third molar extraction is one of the most common surgical procedure performed in oral surgery but despite the surgical skills and expertise, complications are likely. These can be pain, swelling, bleeding, infection, fracture of adjacent tooth and nerve damage et cetra. One of the most essential armamentarium necessary for removal of impacted third molar is a handpiece with a bur used for removal of bone surrounding the tooth or odontectomy. This is usually done using a straight motor driven handpiece rotating at an approximate speed of 30,000 RPM. However, because of the low speed and torque the time taken in extraction can increase significantly making the procedure hectic and fatiguing for the patient a well as the surgeon. Air turbine handpiece is a precision device which can be used for removal of tooth tissue with reasonably less pressure, heat or vibration thus making the cutting facile, less demanding and less time consuming. However, the fear of Subcutaneous emphysema associated with it's use due to expulsion if air from the air turbine limit it's use. Although rare, iatrogenic subcutaneous emphysema can have grave and potentially life-threatening consequences.&nbsp