The Danish urban air quality monitoring program: Objectives and results

Kemp, K.; Palmgren, Finn

doi:10.1016/0048-9697(96)05187-x

Cited by 15 publications

(13 citation statements)

References 1 publication

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“…Therefore, the direct influence of Norre Alle to the background station is limited. Previously conducted receptor analysis has shown, that the traffic contribution at the background station (originating from several sources not only Norre Alle) is only about 16%-18% compared to the kerbside station (Ketzel et al, 2003).These two stations are part of the Danish Air Quality Monitoring Programme (Kemp et al, 2008). The urban background station includes measurements of meteorological parameters.…”

Section: Sampling Location and Periodmentioning

confidence: 99%

Particle number, particle mass and NO<sub>x</sub> emission factors at a highway and an urban street in Copenhagen

et al. 2010

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Abstract. This paper presents measurements of trafficgenerated gas and particle pollution at two sites, one near a major highway and one near a busy urban street in Copenhagen, Denmark. Both sites were equipped for a 4-week period with a set of two measurement stations, one close to the kerbside and one background station. Measurements were carried out from March to April 2008, investigating NO x concentrations, submicrometer particle number size distribution (size range 10-700 nm), particle mass (PM 2.5 , PM 10 ), and meteorological parameters. In this study we also estimate the emission factors for NO x , particle number and particle mass using measured traffic volume and dilution rate calculated by the Operational Street Pollution Model (WinOSPM).The mean concentrations of most of the measured pollutants are similar for the highway and the urban kerbside stations due to similar traffic density. The average concentrations of NO x are 142 µg m −3 and 136 µg m −3 for the highway and the urban kerbside stations, respectively. These values are about 5 times higher compared to the corresponding background values. The average particle number concentration is 24 900 particles cm −3 and 27 100 particles cm −3 for the highway and the urban kerbside stations, respectively, and these values exceed those measured at the background stations by a factor of 3 to 5.The temporal variation of the traffic contribution (difference of kerbside and background concentrations) is analysed for NO x , particle number and mass, and it follows the traffic pattern at the urban and the highway sites. Emission factors for particle number are found to be quite similar at Correspondence to: M. Ketzel (mke@dmu.dk) both sites, (215±5) 10 12 particles veh −1 km −1 for the highway and (187±3) 10 12 particles veh −1 km −1 for the urban site. Heavy duty vehicles (HDVs) are found to emit about 20 times more particles than light duty vehicles (LDVs), which is in good agreement with other published studies. Emission factors are also determined for individual particle modes identified in the size spectra. Average fleet emission factors for PM 2.5 at the highway and the urban site are 29 mg veh −1 km −1 and 46 mg veh −1 km −1 , respectively. The estimated particle number and size spectra emission factors will provide valuable input for air quality and particle dispersion modelling near highways and in urban areas.

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Section: Sampling Location and Periodmentioning

confidence: 99%

Particle number, particle mass and NO<sub>x</sub> emission factors at a highway and an urban street in Copenhagen

et al. 2010

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“…In accordance with this a more detailed analysis (Kemp & Palmgren 1999) has shown that there are still significant peak values (95th and 98th percentiles), identified as being due to long-range transport from central and eastern Europe. Consistent with this, levels of particulate sulfur (sulfate) show only a slight downward trend up to 1996.…”

Section: Europementioning

confidence: 61%

“…The dates of tightening of restrictions on lead content are indicated with bars. Lead concentrations for recent years can be found in Kemp et al (1998Kemp et al ( , 1999. In 1998 they were below 20 ng m -3 .…”

Section: Europementioning

confidence: 91%

Urban‐Scale Air Pollution

Fenger¹

2003

Handbook of Atmospheric Science

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“…The obtained yearly averages at both sites are in the range of the ambient levels of NO 2 observed in Denmark. While no difference in NO 2 for the summer and winter results were obtained in Denmark [12], the winter results were found to be higher in Great Britain [11]. During the last 5 years of survey (Table 1), seasonal variations are visible only once at Site 1, presumably due to dominant traffic emissions from the nearby busy street, and in 3 of 5 years at Site 2.…”

Section: Nitrogen Dioxidementioning

confidence: 87%

Airborne Ns (NO₂and NH₃) in the Rijeka Bay Area (Croatia), 1980–1995

Alebić-Juretić¹

2001

The Scientific World JOURNAL

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The Danish urban air quality monitoring program: Objectives and results

Cited by 15 publications

References 1 publication

Particle number, particle mass and NO<sub>x</sub> emission factors at a highway and an urban street in Copenhagen

Particle number, particle mass and NO<sub>x</sub> emission factors at a highway and an urban street in Copenhagen

Urban‐Scale Air Pollution

Airborne Ns (NO₂and NH₃) in the Rijeka Bay Area (Croatia), 1980–1995

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The Danish urban air quality monitoring program: Objectives and results

Cited by 15 publications

References 1 publication

Particle number, particle mass and NO&lt;sub&gt;x&lt;/sub&gt; emission factors at a highway and an urban street in Copenhagen

Particle number, particle mass and NO&lt;sub&gt;x&lt;/sub&gt; emission factors at a highway and an urban street in Copenhagen

Urban‐Scale Air Pollution

Airborne Ns (NO2and NH3) in the Rijeka Bay Area (Croatia), 1980–1995

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Product

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Particle number, particle mass and NO<sub>x</sub> emission factors at a highway and an urban street in Copenhagen

Particle number, particle mass and NO<sub>x</sub> emission factors at a highway and an urban street in Copenhagen

Airborne Ns (NO₂and NH₃) in the Rijeka Bay Area (Croatia), 1980–1995