Diurnal, seasonal, and annual trends in atmospheric CO₂ at southwest London during 2000-2012:Wind sector analysis and comparison with Mace Head, Ireland

In-situ measurements of atmospheric CO have been made at Royal Holloway University of London (RHUL) in Egham (EGH), Surrey, UK from 2000 to 2012. The data were linked to the global scale using NOAA-calibrated gases. Measured CO varies on time scales that range from minutes to inter-annual and annual cycles. Seasonality and pollution episodes occur each year. Diurnal cycles vary with daylight and temperature, which influence the biological cycle of CO and the degree of vertical mixing. Anthropogenic emissions of CO dominate the variability during weekdays when transport cycles are greater than at weekends. Seasonal cycles are driven by temporal variations in biological activity and changes in combustion emissions. Maximum mole fractions (μmol/mol) (henceforth referred to by parts per million, ppm) occur in winter, with minima in late summer. The smallest seasonal amplitude observed, peak to trough, was 17.0ppm CO in 2003, whereas the largest amplitude observed was 27.1ppm CO in 2008.Meteorology can strongly modify the CO mole fractions at different time scales. Analysis of eight 45° wind sectors shows that the highest CO mole fractions were recorded from the E and SE sectors. Lowest mole fractions were observed for air masses from the S and SW. Back-trajectory and meteorological analyses of the data confirm that the dominant sources of CO are anthropogenic emissions from London and SE England. The largest annual rate of increase in the annual average of CO, 3.26ppmyr (

Diurnal, seasonal, and annual trends in tropospheric CO in Southwest London during 2000–2015: Wind sector analysis and comparisons with urban and remote sites

Ambient carbon monoxide (CO) and meteorological parameters measured at the Egham (EGH) semi-rural site in SW London during 2000–2015 have permitted wind sector analysis of diurnal and seasonal cycles, and interpretation of long-term trends. CO daily amplitudes are used as a proxy for anthropogenic emissions. At EGH, morning and evening peaks in CO arise from the dominant contribution of road transport sources. Smaller amplitudes are observed during weekends than weekdays due to lower combustion emissions, and for mornings compared to evenings due to the timing of the development and break-up of the nocturnal inversion layer or planetary boundary layer (PBL). A wavelet transform revealed that the dominant mode of CO variability is the annual cycle, with apparent winter maxima likely due to increased CO emissions from domestic heating with summer minima ascribed to enhanced dispersion and dilution during the annual maximum of PBL mixing heights. Over the last two decades, both mitigation measures to reduce CO emissions and also a major switch to diesel cars, have accompanied a change at EGH from the dominance of local diurnal sources to a site measuring close to Atlantic background levels in summer months. CO observed in the S and SW wind sectors has declined by 4.7 and 5.9 ppb yr−1 respectively. The EGH CO record shows the highest levels in the early 2000s, with levels in E and calm winds comparable to those recorded at background stations in Greater London. However, since 2012, levels in S-SW sector have become more comparable with Mace Head background except during rush-hour periods. Marked declines in CO are observed during 2000–2008 for the NE, E, SE (London) and calm wind sectors, with the smallest declines observed for the S, SW and W (background) sectors. For the majority of wind sectors, the decline in CO is less noticeable since 2008, with an apparent stabilisation for NE, E and SE after 2009. The EGH CO data record exhibits a similar but slower exponential decay, but from a much lower starting concentration, than do CO data recorded at selected monitoring sites in urban areas in SE England. CO/CO2 residuals determined using a 1 h window data in the diurnal cycle demonstrate a clear decline in CO from 2000 to 2015 during daily periods of increased vehicle traffic, which is consistent with a sustained reduction in CO emissions from the road transport sector

Evaluation of MODIS Aerosol Optical Depth and Surface Data Using an Ensemble Modeling Approach to Assess PM2.5 Temporal and Spatial Distributions

The use of statistical models and machine-learning techniques along satellite-derived aerosol optical depth (AOD) is a promising method to estimate ground-level particulate matter with an aerodynamic diameter of ≤2.5 μm (PM2.5), mainly in urban areas with low air quality monitor density. Nevertheless, the relationship between AOD and ground-level PM2.5 varies spatiotemporally and differences related to spatial domains, temporal schemes, and seasonal variations must be assessed. Here, an ensemble multiple linear regression (EMLR) model and an ensemble neural network (ENN) model were developed to estimate PM2.5 levels in the Monterrey Metropolitan Area (MMA), the second largest urban center in Mexico. Four AOD-SDSs (Scientific Datasets) from MODIS Collection 6 were tested using three spatial domains and two temporal schemes. The best model performance was obtained using AOD at 0.55 µm from MODIS-Aqua at a spatial resolution of 3 km, along meteorological parameters and daily scheme. EMLR yielded a correlation coefficient (R) of ~0.57 and a root mean square error (RMSE) of ~7.00 μg m−3. ENN performed better than EMLR, with an R of ~0.78 and RMSE of ~5.43 μg m−3. Satellite-derived AOD in combination with meteorology data allowed for the estimation of PM2.5 distributions in an urban area with low air quality monitor density

Transient traffic energy‐use analysis employing video‐tracking and microscopic modeling techniques: A case study using electric and combustion engine vehicles

Abstract A system to obtain vehicular energy‐use and emissions in transient traffic is proposed. It operates at a microscopic 1‐s time scale, capturing critical stop‐and‐go dynamics in a controlled and repeatable computational environment. This allowed the definition of a sensitivity function linking energy‐use to traffic flow, providing an additional comparison parameter. To obtain the dynamics data, crucial for transient traffic modeling implementation and validation, a video‐tracking technique is used to overcome velocimeter and GPS data shortcomings. This approach allowed to observe and reproduce a traffic scene and agreed with a M/D/n queuing traffic model. Once the system contains precise dynamics, it can be implemented for traffic scenarios such as intersections, school areas, or future road projects. Any simulated vehicular technology can be incorporated into the analysis. A case study was implemented using 1000 electric (EV) and combustion engine vehicles (CV) interacting with trucks, buses, and motorcycles, while monitoring individual vehicular systems. These included the powertrain and regenerative braking to obtain energy‐use and emissions. EVs proved to be not only more efficient, but less sensitive to traffic buildup than CVs. The techniques presented here, lend themselves to technological design and evaluation and allows testing real‐life vehicular systems for sustainable traffic and energy planning

Atmospheric Distribution of PAHs and Quinones in the Gas and PM1 Phases in the Guadalajara Metropolitan Area, Mexico: Sources and Health Risk

Polycyclic aromatic hydrocarbons (PAHs) and quinones in the gas phase and as submicron particles raise concerns due to their potentially carcinogenic and mutagenic properties. The majority of existing studies have investigated the formation of quinones, but it is also important to consider both the primary and secondary sources to estimate their contributions. The objectives of this study were to characterize PAHs and quinones in the gas and particulate matter (PM1) phases in order to identify phase distributions, sources, and cancer risk at two urban monitoring sites in the Guadalajara Metropolitan Area (GMA) in Mexico. The simultaneous gas and PM1 phases samples were analyzed using a gas chromatography–mass spectrometer. The lifetime lung cancer risk (LCR) due to PAH exposure was calculated to be 1.7 × 10−3, higher than the recommended risk value of 10−6, indicating a potential health hazard. Correlations between parent PAHs, criteria pollutants, and meteorological parameters suggest that primary sources are the main contributors to the Σ8 Quinones concentrations in PM1, while the secondary formation of 5,12-naphthacenequinone and 9,10-anthraquinone may contribute less to the observed concentration of quinones. Additionally, naphthalene, acenaphthene, fluorene, phenanthrene, and anthracene in PM1, suggest photochemical degradation into unidentified species. Further research is needed to determine how these compounds are formed

Increasing Weekend Effect in Ground-Level O3 in Metropolitan Areas of Mexico during 1988–2016

Here, we present an assessment of long-term trends in the O3 weekend effect (WE) occurrences and spread within the Mexico City (MCMA), Guadalajara (GMA), and Monterrey (MMA) metropolitan areas, which are the three largest metropolitan areas (MAs) of Mexico and concentrate around 33% of the total population in the country. Daytime averages and peak differences in O3 concentrations from weekdays to weekends were used as a proxy of WE occurrence. All MAs exhibited the occurrence of WE in all years at least in one monitoring site. Substantial differences in O3 daytime averages and peaks from weekdays to weekends have decreased over time in all MAs, and since 1998 and 2013 for the MCMA and GMA, respectively, higher O3 levels during weekends are typical during most of the year. The largest variations in the O3 WE were observed at downwind and urban core sites of the MCMA and GMA. Significant increasing trends (p < 0.05) in the O3 WE magnitude were observed for Sundays at all sites within the MCMA, with trends in annual averages ranging between 0.33 and 1.29 ppb O3 yr−1. Within the GMA, for Sundays, fewer sites exhibited increasing trends in the WE occurrence and at lower growth rates (0.32 and 0.48 ppb yr−1, p < 0.1) than within the MCMA, while within the MMA no apparent trends were observed in marked contrast with the MCMA and GMA. Our findings suggest that policies implemented have been successful in controlling weekday ground-level O3 within the MCMA and GMA, but further actions must be introduced to control the increases in the O3 WE magnitude and spread

Personal Exposure to PM2.5 in the Megacity of Mexico: A Multi-Mode Transport Study

Recurrent personal exposure to ambient PM2.5 is associated with adverse human health effects, in particular on the respiratory and cardiovascular systems. Here, we present an assessment of personal exposure and inhalation of PM2.5 for five modes of transport (walking, cycling, public bus (trolleybus and diesel bus), conventional car (CC) and hybrid-electric car (HEC)) and two routes of similar distance, along a major road in the Mexico City metropolitan area (MCMA). Arithmetic average exposure concentrations ranged from 16.5 ± 6.5 µg m−3 for walking to 81.7 ± 9.1 µg m−3 for cycling (henceforth shown as average ±1 SD), with no significant differences with geometric averages. The maximum exposure concentration of 110.9 µg m−3 was observed for the conventional car. The highest exposure concentrations depended on route and the mode of transport, being observed for cycling and walking. The PM2.5 measurements showed large spatial heterogeneity in the exposure levels for walking and cycling, while public buses and private transport showed less spatial heterogeneity. The greatest peaks in PM2.5 coincided with 4-way intersections for all modes of transport, being positively influenced by traffic density. The mass of PM2.5 inhaled depended mostly on the mode of transport, and ranged between 1.0 ± 0.3 and 30.1 ± 14.2 µg km−1 for the HEC and bicycle, respectively. Local area PM2.5 increments identified as ‘residuals’ after subtraction of data recorded at the closest fixed monitoring site from exposure concentrations along the studied road suggested that inhalation for bicycle and diesel buses is strongly influenced by vehicular emissions. Residuals estimated for the trolleybus, CC and HEC confirmed a lower inhalation than for the other modes of transport evaluated due to protection by the cabin

SUMO 2017 Towards Simulation for Autonomous Mobility

This volume contains the proceedings of the SUMO Conference 2017 which was held from 8th to 10th May 2017 with a focus on autonomous mobility. In the current transition process traffic simulation is the only tool which can give us insights in the mechanisms of traffic in largely automatized traffic scenarios. SUMO as an open source tool provides a wide range of traffic planning and simulation functionalities to support the scientific community. The conference proceedings offer an overview of the applicability of the SUMO tool suite as well as its universal extensibility due to the availability of the source code. The major topic of this fifth edition of the SUMO conference is the calibration of simulation to real world or handbook data as well as communicating networks of intelligent vehicles. A number of contributions cover heterogeneous traffic networks, junction control and new traffic model extensions to the simulation. Subsequent specialized issues such as emission modelling and personal rapid transit simulation are targeted as well. At the conference the international user community exchanged their experiences in using SUMO. With this volume we provide an insight to these experiences as inspiration for further projects with the SUMO suite