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MODELLING OF AIR POLLUTION FROM ROAD TRAFFIC IN HO CHI MINH CITY

Luong Van Viet L V Vi


Institute for Environmental Science, Engineering & Management, HUI

Outline
1. Introduction 2. Methodology and material 2.1 Models 2.2 Model setting 2.3. Traffic emission estimates 3. Results and discussions 3.1 Results of meteorology models f gy 3.2 Results of air polllution model and abatement strategies 4. Conclusions

Introduction
Ho Chi Minh City (HCMC), which is the largest city in Vietnam, Vietnam is one of politics economic science center of politics, economic, Vietnam. Population: Year 1979 Population ( p (Million) 3.34 ) Area: 2056 km2 Population density: 2977 inhabitants/ km2 Average Temperature: 270C Average H idit 77 8% A Humidity: 77.8% Annual Rainfall : 1850 mm 1989 3.99 1999 5.04 2004 6.12

MODELLING OF AIR POLLUTION FROM ROAD TRAFFIC IN HCMC

Moonson
Winter moonson Nov Mar

Summer moonsoon May Sep Transition period Oct and Apr p

HCM city

Wind field at 1000 mb

Ho Chi Minh City

Introduction
Traffic system in Ho Chi Minh city consists of 943 roads with 1,275 km length. , g Number of engine vehicles: 3,200,000 motorbikes 500,000 cars all kinds Many vehicles was used 15 years event some of them was made years, in 1970s. y y y Traffic density at main crossroads in Ho Chi Minh city is very high. Traffic-jams is very frequency

Overview
Annual increase of : motorcycles is 13-14% cars all kind is 8-10% 8 10%

Years 1996 2001 2003 2005

Number of motorcycles in HCMC 1,200,000 1 200 000 2,000,000 2,500,000 3,200,000


Increase in the numbers motorcycles at y HCM City during the past few years

Traffic density on some streets, HCMC 2002


Street Ba Thang Hai Tran Hung Dao Hung Vuong Ly Thuong Kiet Traffic density (vehicles/hour) 15600 15000 12018 13560

Air quality Monitoring Stations in HCMC

Site of Ambient Air quality Monitoring Stations in HCMC

Air quality Monitoring Stations in HCMC

Air pollution measurement sites in HCMC, site characteristics p , and positions

Air quality in HCMC

The transportation activities are the main air pollution sources p p in Ho Chi Minh City. The traffic activities are more and more developing. It increases environmental pollution, in which air pollution effect considerably to people s life quality. At some monitoring stations, it i t ti exceeded the standard levels O3, CO NO2, PM10 h CO, have

Annual average PM10 concentrations at 7 sites in HCMC A l t ti t it i

Total suspended particle (TSP) measurements in 3 streets of HCMC

Annual average SO2 concentrations at four sites in HCMC A l t ti tf it i

MODELLING OF AIR POLLUTION FROM ROAD TRAFFIC IN HCMC

Objective of the Study and Expectation Outputs Simulate the air pollution ( 2, SO2, CO, O3) f i l h i ll i (NO from road d traffic In Ho Chi Minh City by the meteorological model and the photochemical model. p Find out the solutions to reduce air pollution from transport activity (changing the vehicles type, gasoline replacement, motorbikebike control, ect.)

MODELLING OF AIR POLLUTION FROM ROAD TRAFFIC IN HCMC

Methodology and solutions


Methods:
Apply the meteorological model (MM5 model, FVM pp y g ( model) and the photochemical model (TAPOM model) to study the Spatial Distribution of Traffic Air Pollution and Evaluation of Transport Vehicle Emission Dispersion in Urban Areas
MM5 FVM TAPOM

FVM: Finite Volume Model (Swiss Federal Institute of Technology in Lausanne - EPFL ) TAPOM: Transport and Air Pollution Model - EPFL

MODELLING OF AIR POLLUTION FROM ROAD TRAFFIC IN HCMC MM5 FVM TAPOM

MM5 output is the high accuracy due to the combination with the micro-physical cloud scheme and cumulus scheme. FVM is simulating in detail the atmospheric phenomena happen in the boundary layer which are represented through the components of the equation system. system But the other phenomena happening in the upper layers of the atmosphere are not simulated. The p p products of these models should only be applied when the cloud cover is smallest.

The runing Flowchart programs &Data use


TERRAIN REGRID

Terrain, landuse, ect Boundary and Initial condition

3 DVAR INTERPF MM5

Meterology Observation data

FVM TAPOM

Traffic data COPERT

Data use 1. Terrain


- Landuse: Modis Mod12q1 Landuse data of HCM - Elevation: SRTM - Other data: USGS 30-second

2. Initial condition:
NCEP Final Analysis (FNL) (ds083.2**), 1 x 1 degree

3. Meterology Observation data


National Center for Hydrometeorological Forecasting , Vietnam

4. Vehicle Emissions, air quality monitoring data:


Center for Environmental Technology and Management (CEFINEA), Institute for environment and Resources (IER); Deparment of Natural Resources and Environment (DONRE)- HCM City

Model setting MM5 MM5 model of th N ti l d l f the National Center for Atmospheric Research (NCAR) and the Pennsylvania State University (PSU) The Th operating principle of i i i l f MM5 is based on solving the equation systems q y including the equation of continuity, momentum, turbulent energy diffusion, diffusion heat and moisture conservation, thermal transmission in soil layers i i i il l

MM5 modeling system flow chart

MM5 have been developed since 1970. The latest version is V3-7 MM5

MM5 is a meso-scale model, it could not parameterize the urban surface layer in much detail. The two disadvantages of using the surface data in this model are: The land use table of MM5 only contains 1 type of urban land, while the urban surface is very complex. Thus, it is y p , essential to use a more detailed table to improve the accuracy of the model. model

Combination between the paramiterization schemes of MM5

The topographic and landuse data for TERRAIN module of MM5 are derived from the data of USGS (United States Geological Survey). The resolution of these data could meet the study requirements, even though the accuracy is not very high.

To solve these problems, the model data is replaced by satellite and map data, more detailed classification of urban surface layer p y The classification is carried out through the following contents: 1) Building the classifying basis and criterions. ) g y g 2) Defining the surface parameters for each new urban surface type 1) Classifying the urban surface of HCMC The urban surface is divided into 4 types, from type 1 (D1) to type 4 (D4), depend on the (D4) zone and the vegetation fraction (VegFrac)
10.90

Zone 3
10.85

10.80

Zone 2 Zone 1

Zone 4

10.75 10 75

10.70 106.60 106 60 106.65 106 65 106.70 106 70 106.75 106 75 106.80 106 80 106.85 106 85

The classification of urban surface area

1) Classifying the urban surface of HCMC


Zone 1: have the dense concentration of high buildings, roads and high built-up land area

10.90

Zone 3
10.85

10.80

Zone 2 Zone 1

Zone 4

10.75

Zone 4: Its density of buildings and roads is lowest. The water surface area is relatively high

10.70 106.60 106.65 106.70 106.75 106.80 106.85

The classification of urban surface area

VegFrac 5-9% 10-14% 15-29% 30-60%

The zones classified with real landuse Zone 1 Zone 2 Zone 3 Zone 4 D1 D2 D2 D2 D2 D2 D3 D3 D3 D3 D3 D4 D4 D4 D4 D4

1) Classifying the urban surface of HCMC


Zone 1: have the dense concentration of high buildings, roads and high built-up land area

Zone 4: Its density of buildings and roads is lowest. The water surface area is relatively high

The adjusted landuse VegFrac 5-9% 10-14% 15-29% 30-60% The zones classified with real landuse Zone 1 Zone 2 Zone 3 Zone 4 D1 D2 D2 D2 D2 D2 D3 D3 D3 D3 D3 D4 D4 D4 D4 D4

2) Defining the surface parameters


The adjustment of surface parameters (albedo, emissivity, rough, soil moisture, thermal inertia,) is h li i )i implemented by the flow charts The adjusting purpose is to minimize the absolute mean error and strengthen the relation coefficient between the observed values the simulating values.
MM5toGrADS Adjusting surface data TERRAIN MM5 Selecting domains (number & size) Start Selecting the pararameterization schemes
NO

Surface data from map and satellite Surface data from UGGS

Flow chart I

The observed data f d t from weather th stations in the smallest domain

INTERPF

Testing condition I
YES

Adjusting the p surface parameters

LITTLE_R

Format data

REGRID

Satellite data of surface wind

- The files of Terrain Domain # - Names of selected parameterization schemes schemes.

Global reanalysis data

surface observed data

- The initial adjustment of surface parameters

Model setting MM5


Nested grids: - Resolutions: 27, 9, 3, and 1 km - Vertical layers: 32 - Size of innermost domain: 100 km x 100 km

4 3 2

FVM Finite volume model (FVM), (FVM) developed at Swiss Federal Institute of Technology in Lausanne (EPFL). It is a three dimensional eulerian meteorological model, using a t l i l d l i terrain-following grid with finite volume discretisation. The turbulence is parameterized by using turbulent coefficients, in the transition layer these coefficients are derived from gy turbulent kinetic energy. FVM = The mesoscale model + The urban module
Schematic representation of the effects of radiation trapping in the urban module Representation of the connection between the b th urban module grid and the mesoscale d l id d th l model grid

FVM The b Th urban module d l


Drag forces induced by vertical surfaces of the buildings (walls), with an associated loss of momentum, Friction forces from horizontal surfaces (canyon floors and roofs), with an associated loss of momentum, momentum Shadowing and radiation trapping in the street canyon, causing modifications of the heat flux, g And a more intense generation of TKE from mean kinetic energy
Schematic representation of the effects of radiation trapping in the urban module Representation of the connection between the b th urban module grid and the mesoscale d l id d th l model grid

FVM Road & Buiding data


Type of landuse < 9m High of Buiding (%) 9->11m >11m -90 60 -60 Length of street by direction (m) -30 0 30 60 Width street (m) Width Buiding (m) D1 27 39 34 23 28 39 44 37 54 9.1 28 D2 34 36 30 29 22 39 41 22 30 8.8 26 D3 44 32 24 74 47 49 72 56 65 8.4 24 D4 49 30 21 53 15 12 36 40 24 8.1 20

TAPOM The T Th Transport and Ai Pollution Model (TAPOM), d l d at d Air P ll i M d l (TAPOM) developed EPFL, simulates the polution of the pollutants in the atmosphere. It is based on the resolution of the mass balance equation for for several atmospheric substances.
This equation take into account the advection by the b th mean wind, the i d th vertical diffusion by the turbulence, the chemical transformation by t f ti b several reactions, the dry deposion and the emissions. i i

TAPOM, FVM setting Nested grids: - R l ti Resolutions: 1 k km - Vertical layers: 15 - Size of domain: 40 km x 40 km

COPERT
Traffic T ffi emission estimates i i ti t

COPERT III is an software programme aiming at the calculation of air pollutant emissions from road i i f d transport
http://lat.eng.auth.gr/copert/

10.9

Traffic emission estimates


10.85

HCMC traffic data


10.8 10.75

COPERT III
10.7

The emission total of domain

10.65 106.6

HCMC traffic network


106.65 106.7 106.75 106.8 106.85

CO, NOx, VOC, PM, N2O, NH3, SO2, .....


Amount of emission gas by cell by a time unit

Depend on the fluency and speed of vehicles, the width street, the length of street on a cell

Results and dicussions The MM5 results show adequate agreement between the model simulation and observation data. Its also show the effect of urban surface characteristics to distribute of surface temperature and wind field.

Temp at 2 m of MM5

Temperature Profile of MM5

Results and dicussions The Th FVM results show the clearly effects of surface characteristic l h h l l ff f f h i i on the distribute of meteorological factor at suface, TKE, etc. The wind speed over the urban area is quite low and its direction p q depend on the surface roughness length.

Relative Humidity at 10 m of FVM

TKE of FVM in the ceneter City from 8am to 7pm, 02/Feb/2004

Results and dicussions

Temperature at 2m from FVM and Observation. in April 2006

Observed and FVM simulated Vx at 10 m at TSN in April 2006

Results and dicussions The comparision between the model simulations with insitu data of 6 air quality monitoring stations in HCM => the TAPOM results approach the li i i i i h l h h institu data. q y q y The model results show air quality meet Vietnam air quality standard (TCVN 5939-2005), excepted ozone. The highest ozone concentration is always higher 100 g/m3 from 10h to15h, so that the ozone concentration 8 hours average is exceed the limited value

Fig.4 Model's ozone concentrate, 12h_01_Jan_04

Fig.4 Model's NOX concentrate, 17h_01_Jan_04

0.33

0.41 1.8 18 0.32 0 32 x x x Thong Nhat Binh Chanh 5.9 0.33 10.4 HongBang 0.27 8.7 87 0.36 1.4 21.9 0.46 1.5 0.46 0 46

CO (mg/m3)

CO2 concentrate from Model and Observation

M hnh

21h2 21Feb2004 09h2 21Feb2004 21h2 20Feb2004 09h2 20Feb2004 21h1 19Feb2004

Mean Er

Quan trc

Results and dicussions

21h1 18Feb2004 09h1 18Feb2004 21h1 17Feb2004 09h1 17Feb2004 21h1 16Feb2004 09h1 16Feb2004 21h1 15Feb2004 09h1 15Feb2004 21h1 14Feb2004 09h1 14Feb2004 21h1 13Feb2004 09h1 13Feb2004 21h1 12Feb2004 09h1 12Feb2004 21h1 11Feb2004 09h1 11Feb2004

09h1 19Feb2004

NO2 (g/m3)

Mean Er

NO (g/m3)

12

14

DOS

CO (mg/m ) O

10

Mean Er

14.9

0.28

10.2

0.31

1.5

0.38

Results and dicussions


Thng 2
15.1

Thng 7
16.4

February
2-3m/s 3-4m/s 5-6m/s >6m/s
0% 10% 20% 30% 40% 50%

July

Mean of CO concentrate in February and July

Results and dicussions Abatement Strategies


The transportation activities are the main air pollution sources in HCMC. The majority of vehicle quantity is motobike, to reduce the ozone pollution it have to be control . In this case study the number of motobikes is reduced this activity reduced, transport is replaced by tramp. In this scenario, the motobike is reduced consecutively by 10%, after that the air quality is simulated correspondently. When the motorbike is reduced by 30%, the HCMC ozone concentrace is accepted by Vietnam standard

Conclusions In case sudy, the meteorological simulation by combine between MM5 and FVM have a good an initial conditions for air pollution model model. The gas concentrace simulated by model is closed to the insitu data, so that the main reason of HCMC air pollution is from vehicle activities. To reduce the ozone pollution in HCMC have to reduce the motobikes. This study results is limited, need to add the emission data from industry; biogenic and domestic also longthen period domestic, study.

Thank for your attention y

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