Australia is currently experiencing climate change effects in the form of higher temperatures and more frequent extreme events, such as floods. Floods are its costliest form of natural disaster ...accounting for losses estimated at over $300 million per annum. This article presents an historical case study of climate adaptation of an Australian town that is subject to frequent flooding. Charleville is a small, inland rural town in Queensland situated on an extensive flood plain, with no significant elevated areas available for relocation. The study aimed to gain an understanding of the vulnerability, resilience and adaptive capacity of this community by studying the 2008 flood event. Structured questionnaires were administered in personal interviews in February 2010 to householders and businesses affected by the 2008 flood, and to institutional personnel servicing the region (
n
= 91). Data were analysed using appropriate quantitative and qualitative techniques. Charleville was found to be staunchly resilient, with high levels of organisation and cooperation, and well-developed and functioning social and institutional networks. The community is committed to remaining in the town despite the prospect of continued future flooding. Its main vulnerabilities included low levels of insurance cover (32% residents, 43% businesses had cover) and limited monitoring data to warn of impending flooding. Detailed flood modelling and additional river height gauging stations are needed to enable more targeted evacuations. Further mitigation works (e.g., investigate desilting Bradley’s Gully and carry out an engineering assessment) and more affordable insurance products are needed. Regular information on how residents can prepare for floods and the roles different organisations play are suggested. A key finding was that residents believe they have a personal responsibility for preparation and personal mitigation activities, and these activities contribute substantially to Charleville’s ability to respond to and cope with flood events. More research into the psychological impacts of floods is recommended. Charleville is a valuable representation of climate change adaptation and how communities facing natural disasters should organise and operate.
Current ambient air quality standards are mass-based and restricted to PM
2.5 and PM
10 fractions. The major contribution to both PM
2.5 and PM
10 fractions is from particles belonging to the coarse ...mode and generated by mechanical processes. These standards are thus unable to effectively control particle concentrations from combustion sources, such as motor vehicles and power plants, which tend to emit very small particles that are almost entirely respirable and in the submicron range, and dominate the nucleation and accumulation modes, which contribute much less to particle mass concentration.
The aim of this work was to examine whether PM
1 and PM
10 would be a more effective combination of mass standards than PM
2.5 (dominant in the nucleation and accumulation modes) and PM
10 (dominant in the coarse mode) in controlling combustion-related ambient particles, as well as those originating from mechanical processes. First, a large body of data on particle size distributions in a range of environments in South East Queensland, Australia, was analysed, with an aim of identifying the relation between modality in the distributions and sources of particles belonging to different modes. The analyses included a matrix of the following elements: particle volume and number distributions, type of environment and locations of the modes in the range of PM
1, PM
2.5 and PM
10 fractions. Second, with the same aim, 600 published modal location values relating to number, surface area, volume and mass size distributions for a range of environments worldwide were analysed. The analysis identified a clear and distinct separation between the location of the modes for a substantial number of environments worldwide and particle metrics, which suggests that modality in particle size distributions may be a parameter that has potential to be used in the development of PM
1 air quality guidelines and standards. Based on these analyses, implications for choosing different mass standards for airborne particulate matter are discussed in the paper.
Background, aim and scope Urban motor vehicle fleets are a major source of particulate matter pollution, especially of ultrafine particles (diameters < 0.1 µm), and exposure to particulate matter has ...known serious health effects. A considerable body of literature is available on vehicle particle emission factors derived using a wide range of different measurement methods for different particle sizes, conducted in different parts of the world. Therefore, the choice as to which are the most suitable particle emission factors to use in transport modelling and health impact assessments presented as a very difficult task. The aim of this study was to derive a comprehensive set of tailpipe particle emission factors for different vehicle and road type combinations, covering the full size range of particles emitted, which are suitable for modelling urban fleet emissions. Materials and methods A large body of data available in the international literature on particle emission factors for motor vehicles derived from measurement studies was compiled and subjected to advanced statistical analysis, to determine the most suitable emission factors to use in modelling urban fleet emissions. Results This analysis resulted in the development of five statistical models which explained 86%, 93%, 87%, 65% and 47% of the variation in published emission factors for particle number, particle volume, PM₁, PM₂.₅ and PM₁₀, respectively. A sixth model for total particle mass was proposed but no significant explanatory variables were identified in the analysis. From the outputs of these statistical models, the most suitable particle emission factors were selected. This selection was based on examination of the statistical robustness of the statistical model outputs, including consideration of conservative average particle emission factors with the lowest standard errors, narrowest 95% confidence intervals and largest sample sizes and the explanatory model variables, which were vehicle type (all particle metrics), instrumentation (particle number and PM₂.₅), road type (PM₁₀) and size range measured and speed limit on the road (particle volume). Discussion A multiplicity of factors need to be considered in determining emission factors that are suitable for modelling motor vehicle emissions, and this study derived a set of average emission factors suitable for quantifying motor vehicle tailpipe particle emissions in developed countries. Conclusions The comprehensive set of tailpipe particle emission factors presented in this study for different vehicle and road type combinations enable the full size range of particles generated by fleets to be quantified, including ultrafine particles (measured in terms of particle number). These emission factors have particular application for regions which may have a lack of funding to undertake measurements, or insufficient measurement data upon which to derive emission factors for their region. Recommendations and perspectives In urban areas motor vehicles continue to be a major source of particulate matter pollution and of ultrafine particles. It is critical that in order to manage this major pollution source methods are available to quantify the full size range of particles emitted for transport modelling and health impact assessments.
Motor vehicles in urban areas are the main source of ultrafine particles (diameters < 0.1 µm). Ultrafine particles are generally measured in terms of particle number because they have little mass and ...are prolific in terms of their numbers. These sized particles are of particular interest because of their ability to enter deep into the human respiratory system and contribute to negative health effects. Currently ultrafine particles are neither regularly monitored nor regulated by ambient air quality standards. Motor vehicle and bus fleet inventories, epidemiological studies and studies of the chemical composition of ultrafine particles are urgently needed to inform scientific debate and guide development of air quality standards and regulation to control this important pollution source. This article discusses some of the many challenges associated with modelling and quantifying ultrafine particle concentrations and emission rates for developing inventories and microscale modelling of motor vehicles and buses, including the challenge of understanding and quantifying secondary particle formation. Recommendations are made concerning the application of particle emission factors in developing ultrafine particle inventories for motor vehicle fleets. The article presents a précis of the first published inventory of ultrafine particles (particle number) developed for the urban South-East Queensland motor vehicle and bus fleet in Australia, and comments on the applicability of the comprehensive set of average particle emission factors used in this inventory, for developing ultrafine particle (particle number) and particle mass inventories in other developed countries.
Motor vehicles are major emitters of gaseous and particulate matter pollution in urban areas, and exposure to particulate matter pollution can have serious health effects, ranging from respiratory ...and cardiovascular disease to mortality. Motor vehicle tailpipe particle emissions span a broad size range from 0.003 to 10
μm, and are measured as different subsets of particle mass concentrations or particle number count. However, no comprehensive inventories currently exist in the international published literature covering this wide size range.
This paper presents the first published comprehensive inventory of motor vehicle tailpipe particle emissions covering the full size range of particles emitted. The inventory was developed for urban South-East Queensland by combining two techniques from distinctly different disciplines, from aerosol science and transport modelling. A comprehensive set of particle emission factors were combined with transport modelling, and tailpipe particle emissions were quantified for particle number (ultrafine particles), PM
1, PM
2.5 and PM
10 for light and heavy duty vehicles and buses. A second aim of the paper involved using the data derived in this inventory for scenario analyses, to model the particle emission implications of different proportions of passengers travelling in light duty vehicles and buses in the study region, and to derive an estimate of fleet particle emissions in 2026.
It was found that heavy duty vehicles (HDVs) in the study region were major emitters of particulate matter pollution, and although they contributed only around 6% of total regional vehicle kilometres travelled, they contributed more than 50% of the region's particle number (ultrafine particles) and PM
1 emissions. With the freight task in the region predicted to double over the next 20 years, this suggests that HDVs need to be a major focus of mitigation efforts. HDVs dominated particle number (ultrafine particles) and PM
1 emissions; and LDV PM
2.5 and PM
10 emissions. Buses contributed approximately 1–2% of regional particle emissions.
Motor vehicles in urban areas are the main source of ultrafine particles (diameters < 0.1 µm). Ultrafine particles are generally measured in terms of particle number because they have little mass and ...are prolific in terms of their numbers. These sized particles are of particular interest because of their ability to enter deep into the human respiratory system and contribute to negative health effects. Currently ultrafine particles are neither regularly monitored nor regulated by ambient air quality standards. Motor vehicle and bus fleet inventories, epidemiological studies and studies of the chemical composition of ultrafine particles are urgently needed to inform scientific debate and guide development of air quality standards and regulation to control this important pollution source. This article discusses some of the many challenges associated with modelling and quantifying ultrafine particle concentrations and emission rates for developing inventories and microscale modelling of motor vehicles and buses, including the challenge of understanding and quantifying secondary particle formation. Recommendations are made concerning the application of particle emission factors in developing ultrafine particle inventories for motor vehicle fleets. The article presents a précis of the first published inventory of ultrafine particles (particle number) developed for the urban South-East Queensland motor vehicle and bus fleet in Australia, and comments on the applicability of the comprehensive set of average particle emission factors used in this inventory, for developing ultrafine particle (particle number) and particle mass inventories in other developed countries.
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