Assessment of Spatial Variability across Multiple Pollutants in Auckland, New Zealand.

Spatial saturation studies using source-specific chemical tracers are commonly used to examine intra-urban variation in exposures and source impacts, for epidemiology and policy purposes. Most such studies, however, has been performed in North America and Europe, with substantial regional combustion-source contributions. In contrast, Auckland, New Zealand, a large western city, is relatively isolated in the south Pacific, with minimal impact from long-range combustion sources. However, fluctuating wind patterns, complex terrain, and an adjacent major port complicate pollution patterns within the central business district (CBD). We monitored multiple pollutants (fine particulate matter (PM2.5), black carbon (BC), elemental composition, organic diesel tracers (polycyclic aromatic hydrocarbons (PAHs), hopanes, steranes), and nitrogen dioxide (NO2)) at 12 sites across the ~5 km2 CBD during autumn 2014, to capture spatial variation in traffic, diesel, and proximity to the port. PM2.5 concentrations varied 2.5-fold and NO2 concentrations 2.9-fold across the CBD, though constituents varied more dramatically. The highest-concentration constituent was sodium (Na), a distinct non-combustion-related tracer for sea salt (µ = 197.8 ng/m3 (SD = 163.1 ng/m3)). BC, often used as a diesel-emissions tracer, varied more than five-fold across sites. Vanadium (V), higher near the ports, varied more than 40-fold across sites. Concentrations of most combustion-related constituents were higher near heavy traffic, truck, or bus activity, and near the port. Wind speed modified absolute concentrations, and wind direction modified spatial patterns in concentrations (i.e., ports impacts were more notable with winds from the northeast).

Separating spatial patterns in pollution attributable to woodsmoke and other sources, during daytime and nighttime hours, in Christchurch, New Zealand.

During winter nights, woodsmoke may be a predominant source of air pollution, even in cities with many sources. Since two major earthquakes resulted in major structural damage in 2010 and 2011, reliance on woodburning for home heating has increased substantially in Christchurch, New Zealand (NZ), along with intensive construction/demolition activities. Further, because NZ is a relatively isolated western country, it offers the unique opportunity to disentangle multiple source impacts in the absence of long-range transport pollution. Finally, although many spatial saturation studies have been published, and levoglucosan is an established tracer for woodburning emissions, few studies have monitored multiple sites simultaneously for this or other organic constituents, with the ability to distinguish spatial patterns for daytime vs. nighttime hours, in complex urban settings. We captured seven-day integrated samples of PM2.5, and elemental and organic tracers of woodsmoke and diesel emissions, during "daytime" (7 a.m. - 5:30 p.m.) and "nighttime" (7 p.m. - 5:30 a.m.) hours, at nine sites across commercial and residential areas, over three weeks in early winter (May 2014). At a subset of six sites, we also sampled during hypothesized "peak" woodburning hours (7 p.m. - 12 a.m.), to differentiate emissions during "active" residential woodburning, vs. overnight smouldering. Concentrations of PM2.5 were, on average, were twice as high during nighttime than daytime [µâ€¯= 18.4 (SD = 6.13) vs. 9.21 (SD = 6.13) µg/m3], with much greater differences in woodsmoke tracers (i.e., levoglucosan [µâ€¯= 1.83 (SD = 0.82) vs. 0.34 (SD = 0.17) µg/m3], potassium) and indicators of treated- or painted-wood burning (e.g., arsenic, lead). Only nitrogen dioxide, calcium, iron, and manganese (tracers of vehicular emissions) were higher during daytime. Levoglucosan and most PAHs were higher during "active" woodburning, vs. overnight smouldering. Our time-stratified spatial saturation detected strong spatial variability throughout the study area, which distinctly differed during daytime vs. night time hours, and quantified the substantial contribution of woodsmoke to overnight spatial variation in PM2.5 across Christchurch. Daytime vs. nighttime differences were greater than those observed across sites. Traffic, especially diesel, contributed substantially to daytime NO2 and spatial gradients in non-woodsmoke constituents.

Roadside increments in PM10, NOx and NO2 concentrations observed over 2 months at a major highway in New Zealand.

Continuous and simultaneous observational particulate matter (measured as PM10), nitrogen dioxide (NO2) and oxides of nitrogen (NOx) data were captured at a kerbside site alongside a major highway in Auckland, New Zealand, and at a pair of setback sites within 250 m of the highway, day and night over 8 weeks. The three measurement sites were intended to allow emissions from the highway to be largely isolated from other sources. By filtering the data and subtracting upwind concentrations, the average roadside increment was calculated to be 1.8, 7.2 and 101.4 µg m-3 for PM10, NO2 and NOx, respectively, relative to a predominantly upwind setback site, and -0.1, 9.4 and 98.5 µg m-3 for PM10, NO2 and NOx, respectively, relative to a downwind setback site. The negative value for PM10 was attributed to local evening heating sources impacting the setback site. On days when peak 24 h PM10 concentrations were observed, the absolute kerbside increment was 2.1 µg m-3. The absolute roadside 24 h average PM10 increment varied diurnally, peaking (on average) at 2.4 µg m-3 during peak traffic hours. The largest observed 24-h average PM10 roadside increment was 6.9 µg m-3 and exceeded 5 µg m-3 on nine occasions. On each of these occasions, the daily mean wind speed was less than 2 m s-1. The diurnally averaged difference in NOx concentrations between the kerbside site and the setback sites clearly resembled the diurnal cycle in traffic volume, and peaked during the morning traffic peak at around 180 µg m-3. Background NOx concentrations were slightly higher in our study compared to a similar study in Las Vegas but absolute roadside concentrations were higher. This may be consistent with higher NOx emission factors in Auckland, but differences in the precise distance of the monitor from the road lanes and differences in meteorology need to be considered.