R2012-05 ARIANET EXPAH A4.3-4 Final

EXPAH - ACTIONS 4.3-4.
4: Calculation and
integration of traffic emissions with the
updated Lazio Region inventory. Spatial,
temporal and chemical disaggregation of
the emission inventory
Authors
P. Radice, P. Smith, M.P. Costa, A. D'Allura, C. Pozzi, A. Nanni, S.Finardi
Riferimento
ARIANET R2012.05
April 2012
ARIANET s.r.l. via Gilino, 9 20128 Milano ITALY

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LIFE+ Project EXPAH - ACTIONS 4.3-4.4: Calculation and integration of traffic emissions with the updated Lazio
Region inventory. Spatial, temporal and chemical disaggregation of emission inventory
Executive summary ...................................................................................................................................... 2
Rome Metropolitan area traffic emission modelling........................................................................... 4

2.1
Upgrade of traffic emission model TREFIC to include PAHs ............................................. 5
2.2
Bottom-up traffic emissions estimation .............................................................................. 6
2.2.1
Rome Fleet .............................................................................................................. 11
Traffic emissions in the other provinces of Lazio Region ................................................................. 13
Resulting traffic emissions in Lazio Region .......................................................................................... 18
Revision of Lazio Regional emission inventory................................................................................... 24
Emission input ............................................................................................................................................. 28
Model ready hourly gridded emissions ................................................................................................ 29
Conclusions .................................................................................................................................................. 34
References .................................................................................................................................................... 35
10 Appendix ...................................................................................................................................................... 37
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Pagina I
1 Executive summary
This technical report describes the work carried out under actions 4.3 and 4.4 of the Population
Exposure to PAH (EXPAH) LIFE+ project. A reference Policyclic Aromatic Hydrocarbons (PAHs)
emission data set has been constructed on the basis of emission inventories available at national
and international level and of supplementary data collected in the frame of action 4.1 and 4.2. The
developed emission inventory will be later used by a Chemical Transport Model (CTM) to simulate
the emission, dispersion, transformation and deposition of PAHs and other gaseous pollutants. The
simulations will be carried out under action 4.5 of the EXPAH project. Data included within
inventories have been integrated with information available at local level for Lazio Region and
Rome Province to reach the better possible detail in the emission downscaling to the space
resolution requested by planned model simulations (1 km). Due to the specific objectives of
EXPAH project, it has given preference to emission data with higher space resolution over the
target area of Rome. This aim has been fulfilled starting from the national emission inventory
ISPRA2005
(http://www.sinanet.isprambiente.it/it/inventaria/disaggregazione_prov2005/)
characterized by province level resolution and its downscaling at municipal level resolution
INCOM2005. These inventories include total PAH emissions for each source sector but they do not
include information on the different congeners. Emissions of the 4 PAHs identified in the UNECE
POPs
protocol
(http://www.unece.org/env/lrtap/pops_h1.html;
benzo[b]fluoranthene,
benzo[k]fluoranthene, benzo[a]pyrene and indeno[123-cd]pyrene) have been estimated by means
of the profiles available in literature for the various emission sources. The results have been
analyzed and compared with the European scale emission inventory developed and provided by
TNO (http://www.tno.nl). The inter-comparison highlights the large degree of uncertainty that
affects PAHs emissions and that can generally be considered larger than that associated to other
pollutants. The analysis of the emissions inventory of Lazio Region and Rome metropolitan area
confirmed that combustion in residential heating is the main source of PAHs accounting for 73% of
emissions in Lazio region, growing to 92% within Rome municipality. Waste treatment contribution
is the second main contribution with 22% of emissions over the Region, 9% over the Province and
3% over Rome municipality. Road transport contribution remains in the 3-4% range over the
different considered areas. Details on the PAHs emission inventory and inter-comparison analysis
can be found in EXPAH Action 4.1 technical report (Radice and Finardi, 2011) available at project
web site (http://www.ispesl.it/expah/pubbl.asp).
The national inventory PAHs data have been downscaled from Province to municipal resolution
using the same proxies previously employed to implement INCOM2005 inventory (municipal level
inventory elaborated from ISPRA2005 for the Italian Ministry of Environment). All the emissions
have been updated to the reference year 2009 using historical trends obtained from the national
scale yearly emissions published by ISPRA for all emission sectors but residential heating
(macrosector 2), which has been updated using fuels sell data available with Province resolution.
The space distribution of residential heating emissions has been revised on the basis of published
studies concerning investigations realized in other Regions of Italy (e.g. Lombardia) and on
information regarding Lazio Region municipalities reached by natural gas distribution. These data
allowed to assign uneven space distribution to the different fuel consumption, with focus on
biomass burning that has a paramount effect on PM10, NMVOC and PAHs emission.
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Pagina 2
Industrial emissions (point sources) have been updated to year 2009 on the basis of a survey
provided by ARPA Lazio. Civitavecchia port activity emissions has been revised starting from data
concerning ship movements.
The most detailed and innovative evaluation of PAHs emission regarded road transport. Traffic
fluxes on Lazio Region road network have been estimated from AISCAT (Associazione Italiana
Societ Concessionarie Autostrade e Trafori; http://www.aiscat.it/), ASTRAL (Azienda Strade
Lazio; http://www.astralspa.it/) and ATAC (Azienda per la mobilit; http://www.atac.roma.it/)
information for year 2009 through the application of a traffic assignment model. Vehicle fluxes on
each link of Rome Province road network have been estimated by Rome Municipality Mobility
Agency by means of a traffic assignment model representing the traffic flows on the road network,
on the basis of origindestination (OD) matrices and observed traffic data. Hourly emissions of all
the pollutants, including PAHs, have been calculated for each road link and each vehicle class by
means of TREFIC model (Nanni et al., 2005), based on the COPERT IV methodology. TREFIC
software has been updated to include PAH congeners emissions. Bottom-up traffic emissions
estimated from vehicles flow on each road link have been compared with corresponding values
included in the national inventory ISPRA2005 to verify their general consistency and identify
possible relevant discrepancies.
The following Sections contain a detailed description of the different elaboration steps that carried
to produce hourly gridded emission with format required for air quality simulations to be performed
with the chemical transport model FARM.
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Pagina 3
2 Rome Metropolitan
modelling
area
traffic
emission
The calculation of traffic emissions was performed by TREFIC (http://www.arianet.it/front/ENG/codes/files/7.pdf), a code which implements the European COPERT IV
methodology for estimating emission factors of road vehicles. TREFIC (TRaffic Emission Factor
Improved Calculation) has been conceived to answer to the many specific requests which arise
when calculating the atmospheric pollutant emissions from road sources. Such requirements can
be related both to emissions estimates in a project/planning framework (emission inventory) and to
specific emissions calculation in order to use modelling methodologies with diagnosis/forecast
objectives (compliance of emission scenarios with air quality standards). COPERT IV methodology
includes, for road transport typical atmospheric pollutants, the calculation of EFs, i.e. coefficients
expressing specific emissions of a single vehicle, in terms of mass per travel unit (g/km). These
coefficients depend on:
fuel type (leaded or unleaded gasoline, Diesel, LPG);
vehicle type (2 wheeler, passenger car, light duty vehicle, heavy duty vehicle, bus);
road average travelling speed and type (urban, rural, highway);
engine displacement, for passenger vehicles, and capacity, for duty vehicles;
vehicle age (registration year);
.efficiency and maintenance state of the vehicles.
Where specific information is available, emission factors may also depend on:
ambient temperature (for cold start, extra emissions in urban driving and evaporative
emissions)
average slope of road link;
actual average load (for heavy duty vehicles, the default load is 50%).
Vehicle age allows to determine engine and abatement technology, regulated by European
directives stating, year by year, limits for emissions of newly produced engines. Among the new
features in version 4.0 there is also the emission degradation due to the total mileage.
The number of vehicle categories provided in COPERT IV is 241, some of them regulated by
specific national laws not in force in Italy. The complete list of COPERT IV vehicle categories is
presented in the Appendix Chapter 10. For a description of single categories please refer to official
COPERT IV documentation (Ntziachristos and Samaras, 2009).
Regarding particulates (PM, PM10 and PM2.5), COPERT IV methodology has been integrated
with updated emission factors developed by the Austrian Institute IIASA in the framework of the
RAINS Europe project (IIASA, 2002), expressed as mass per travel unit (g/km) if caused by
abrasion and as mass per energy unit (g/GJ) if caused by combustion.
COPERT IV methodology recently introduced new emission factors for all kind of vehicles also
considering the non-exhaust fraction (abrasion of mechanical parts and road coating). At the
moment, TREFIC has not yet implemented this part of the methodology.
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Pagina 4
The input of the program consists of traffic flows and average speeds associated to the considered
street grapho. Information is specified for the four major categories of vehicles (motorcycles,
passenger cars, light commercial vehicles and heavy duty vehicles). In addition, the distribution of
vehicles within each macro-category must be specified, in terms of COPERT classes, subdivided
by power supply, capacity, load (in the case of commercial vehicles) and the European Directive of
reference with regard to compliance with the limits emissions.
2.1 Upgrade of traffic emission model TREFIC to include

PAHs
TREFIC was updated to its version 4.3 to make use of PAH emission factors obtained from the
COPERT database, according to six vehicle macrocategories, and estimate emissions of the
different PAH congeners included in COPERT dataset. With previous versions, only the total PAH
emission was output for each road link, while individual congeners needed to be calculated
afterwards using speciation profiles.
PAH congeners emission factors (in g/km) are given in Table 1 and illustrated in Figure 1 for the
congeners included in the emission inventories, while Table A1 (in the Appendix Chaper 10) shows
the mapping between all vehicle categories and emission factors. For gasoline passenger (PC)
cars and light-duty vehicles (LDV), distinction is made between conventional (pre-Euro I) and
closed-loop catalyst vehicles (Euro I and later). For diesel passenger cars and light-duty vehicles,
different emission factors are given for direct injection (DI) and indirect injection (IDI) vehicles. All
heavy duty vehicles (HDV) are considered to have direct injection diesel engines. The last category
accounts for LPG (liquefied petroleum gas) vehicles, and conventionally includes also CNG
(compressed natural gas) engines. 4-stroke motorbikes are associated to Euro I & larger gasoline
cars, while 2-stroke motorbikes emission factors are assumed to be the same of pre-EURO
gasoline cars.
The emission factors are considered as bulk values, independent of vehicle speed and with no
distinction between hot and cold-start emissions. They have been developed on the basis of a
literature review, including the following sources: BUWAL (1994), Rijkeboer and Hendriksen
(1993), Volkswagen (1989).
Table 1: COPERT bulk (hot + cold) emission factors for PAHs (g/km)
Species
indeno(1,2,3-cd)pyrene
benzo(k)fluoranthene
benzo(b)fluoranthene
benzo(ghi)perylene
fluoranthene
benzo(a)pyrene
pyrene
perylene
anthanthrene
benzo(b)fluorene
benzo(e)pyrene
triphenylene
benzo(j)fluoranthene
dibenzo(a,j)anthracene
dibenzo(a,l)pyrene
3,6-dimethyl-phenanthrene
benzo(a)anthracene
acenaphthylene
acenaphthene
fluorene
ARIANET R2012.05
Gasoline PC & LDV

Conventional
Euro I & on
1.03
0.39
0.3
0.26
0.88
0.36
2.9
0.56
18.22
2.8
0.48
0.32
5.78
1.8
0.11
0.11
0.07
0.01
4.08
0.42
0.12
0.27
7.18
0.36
2.85
0.06
0.28
0.05
0.23
0.01
4.37
0.09
0.84
0.43
Diesel PC & LDV

DI
IDI
0.7
2.54
0.19
2.87
0.6
3.3
0.95
6
18
38.32
0.63
2.85
12.3
38.96
0.47
0.41
0.07
0.17
24
5.21
4.75
8.65
11.8
5.25
0.32
0.16
0.11
0.12
0.12
4.85
1.25
3.3
2.71
25.92
25.92
34.65
34.65
HDV
DI
1.4
6.09
5.45
0.77
21.39
0.9
31.59
0.2
10.58
2.04
0.96
13.07
2.39
LPG
0.01
0.01
0.02
1.36
0.01
1.06
0.71
0.48
0.18
0.05
39.99
Pagina 5
chrysene
phenanthrene
naphthalene
anthracene
coronene
dibenzo(ah)anthracene
0.43
61.72
11.2
7.66
0.9
0.01
0.53
4.68
610.19
0.8
0.05
0.03
2.4
85.5
2100
3.4
0.06
0.24
7.53
27.63
650.5
1.37
0.05
0.56
16.24
23
56.66
8.65
0.15
0.34
4.91
40.28
0.38
emission factors for PAHs (g/km)
7
Gasoline PC & LDV (pre EURO)
Gasoline PC & LDV (Euro I & later)

Diesel PC & LDV (IDI)
Diesel PC & LDV (DI)

HDV (DI)
4
3
2
1
0
ene
pyr
)
a
zo(
b en
) flu
o(b
z
n
be
ene
nth
a
r
o
k
zo(
b en
) flu
ene
nth
a
r
o
en
ind
,2
o( 1
d)p
,3-c
yre
ne
Figure 1. COPERT emission factors (g/km) for the main four PAH congeners
2.2 Bottom-up traffic emissions estimation

Starting traffic data were provided by ATAC for the Province of Rome. The data include the
geometrical information (geographical map of the roads) and the traffic modelling results to
estimate the volumes of traffic. The simulations were carried out by ATAC and referred to the year
2009. The road graph of ATAC is shown in Figure 2.
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Figure 2. Detailed road network of Rome Province
The network was divided into two parts, separating the network relating to Romes urban area from
the rest of the province. The resulting grapho of Rome municipality was further divided in 5
concentric zones called PGTU" (from Piano Generale del Traffico Urbano) to take into account the
different characteristics of travel demand between the city centre and the surrounding areas, The
following diagram (Figure 3) identifies with different colors the 5 mentioned areas within the city of
Rome while the arcs outside the municipal boundary of the city are represented in black.
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Figure 3. A graphical representation of Romes PGTU zones within: Rome Province (top
panel) and zoomed over Rome city core (bottom panel).
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Each arc is associated to traffic data calculated at the peak hour, specified as follows:
Unique arc identifier
Name
Arc length
Number of light commercial vehicles from A to B
Number of light commercial vehicles from B to A
Number of HDV from A to B
Number of HDV from B to A
Number of passenger cars from A to B
Number of passenger cars from B to A
Number of motorbikes from A to B
Number of motorbikes from B to A
Average speed in the direction AB
Average speed in the direction BA
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Pagina 9
Figure 4. Representation of hourly traffic volumes calculated by ATAC at the rush hour for the
whole Rome Province (top panel) and zoomed over Rome city core (bottom panel).
The distribution of hourly movements of vehicles was calculated according to the mobility demand,
built through telephone surveys and conducted on origin-destination (OD) shifts into the province.
This distribution is divided into 5 time periods of homogeneous vehicular flow:
Night time: from 0:00 to 5:00 (maximum between 4:00 and 5:00)
End of morning rush: from 5:00 to 10:00 (peak between 8:00 and 9:00)
Range of soft morning: from 10:00 to 15:00 (peak between 13:00 and 14:00)
Evening peak times: from 15:00 to 20:00 (peak between 18:00 and 19:00)
Range of soft evening: from 20:00 to 24:00 (peak between 20:00 and 21:00).
Starting from these data, modulation slots were reconstructed, allowing the daily, monthly and
yearly calculation of emissions. The diagram in Figure 5 shows how the traffic volumes vary
throughout the day in the urban area of Rome.
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Pagina 10
week days
Sat and Sun
2.00E+00
1.80E+00
1.60E+00
1.40E+00
1.20E+00
1.00E+00
8.00E-01
6.00E-01
4.00E-01
2.00E-01
0.00E+00
1
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
hours
Figure 5. Time modulation of traffic emissions in Rome: week days (orange), Saturday and
Sunday (green).
The above Figure shows a typical time evolution for large urban areas in Italy, with a very
pronounced evening peak, which in this case is the daily maximum, and a secondary morning
peak, lower but more extended in time. During early afternoon the traffic volume is reduced
although it remains significant, because of many "unsystematic" movements of different nature
(school exits, lunch, work, etc.), typical of large urban areas.
2.2.1 Rome Fleet

ACI (Automobile Club dItalia) data concerning vehicles registered in the PRA (Pubblico Registro
Automobilistico) for the municipality of Rome, on 31/12/2009, have been used to characterize the
circulating fleet in the current scenario, in terms of COPERT categories.
This characterization of the traffic has to be corrected in the two areas where circulation is limited:
the Limited Traffic Zone (ZTL) and the area enclosed by the so-called Railway Ring (AF). Figure 6
displays the zoning. In AF area, access is prohibited to non-catalyzed passenger cars , from 00.00
to 24.00 on weekdays. In addition to this restriction, in ZTL circulation is allowed only to authorized
vehicles (residents, goods vehicles, etc..) from 6.30 to 18.00 on weekdays and from 14.00 to 18.00
on Saturday.
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Figure 6. Limited traffic zones: city center ZTL (orange) and AF (blue)
To take into account these limitations, within this zones:

the presence of non-catalyzed vehicles was set equal to zero;
commercial vehicles distribution has been based on ATAC data previously used for the
ITALIA project (Gariazzo et al., 2007).
Outside the municipality boundaries and on highways the fleet changes according to the
differences in vehicles distribution in extra-urban areas.
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3 Traffic emissions in the other provinces of Lazio

Region
As there are no traffic flow data available for the other provinces of Lazio Region, outside Rome
Province the traffic flows need to be assigned by using the transport model CarUSO (CAR Usage
Optimization; http://www.aria-net.it/front/ENG/codes/files/6.pdf). The domain of interest for the
study covers the whole territory of the Lazio Region, in which two different sub domains can be
distinguished:
- the urban area of Rome and its Province, in which all the connections available in the GIS file
(Straditalia, 2007) are considered ;
- a wider area including the territory of other provinces (Rieti, Viterbo, Latina and Frosinone)
where only the main road categories (motorway and suburban) are kept, according to the
hierarchical classification provided.
The model requires a description of the road network as input, including geometrical and functional
data related to its elements (links and crosses) together with available vehicular data collected at
some road sections. Traffic counts were carried out by three different authorities during the year
2009 (Figure 7):
- AISCAT, who provided the annual average value of daily vehicles circulating on Lazio
highways;
-
ASTRAL, who collected hourly traffic counting at 25 monitoring stations related to extraurban roads;
ATAC, who provided the circulating flows at the peak hour concerning the province of
Rome, used as boundary condition for the simulation carried out over the remaining
provinces.
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Figure 7. Spatial distribution of traffic measuring sections
The traffic simulation is based on the hourly average vehicle flow at counting sections, for which
reason the following steps were required:
- average the hourly data provided for each travel direction by ASTRAL ;
- convert the mean daily values collected by AISCAT into hourly ones;
- turn the ATAC peak hour value into hourly mean data by applying a conversion coefficient
equal to 0.6, which was obtained from time modulation referring to ASTRAL measurement
campaign over Rome Province.
The CARUSO model evaluates traffic flows together with speeds on different links of the traffic
network, as well as the number of origin/destination trips between different zones (see e.g. Figure
8).
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Figure 8. Result of traffic assignment (vehicles/hour) over the main road network.
The quantified vehicular activity represents the input for the emission model and will be multiplied
by proper emission factors (pollutant mass per trip unit) in order to obtain the total road vehicle
emission from the main network.
The emission contribution from secondary roads was further estimated and aggregated into area
sources, taking into account the estimated O/D values and the average distances travelled on the
secondary network (Figure 9), according to an experimental methodology validated in many urban
projects (Nanni et al., 2010; Nanni et al., 2011).
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Figure 9. Selected area sources according to homogeneity of secondary road texture
As observed in previous case studies (Kaliningrad, Doha and Tunis) a good conventional average
internal trip length for each zone (selected according to the homogeneity of the secondary network
texture) is of the circumference of a circle having the same area (CCSA), which value is
corrected with a proxy variable of road density corresponding to the square root of the total length
of roads. The linear correlation between these quantities leads to the equation shown in Figure 10,
where y represents the distance that vehicles travel on the secondary network inside each area,
now influenced by zone extent as well as road density.
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Pagina 16
35.00
y = 0.6254x + 3.043
R = 0.9603
30.00
C/4 [km]
25.00
20.00
15.00
10.00
5.00
0.00
18.00
23.00
28.00
33.00
38.00
43.00
48.00
(sum(lenght))^0.5
Figure 10. Linear regression model of 1/4 of the CCSA vs the square root of total length of
secondary roads
Finally the total number of kilometers run by vehicles on the secondary network was estimated by
combining the internal trip length and the aggregated O/D flux. It was found to be 3 times smaller
than the total number of kilometers observed on the main network, which value already provides a
first suggestion about the contribution of area sources to the total traffic emission. Later on, this
result will be used as input for the emission model, considering an average speed equal to 30 km/h
for vehicles running on secondary roads network.
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4 Resulting traffic emissions in Lazio Region

The following Figures 11-12 show examples of different vehicles emissions calculated by TREFIC
for all the zones described in the Chapter 3 and some of the most representative pollutants.
Figure 11. NOx emissions (Kg/Km ) associated to cars on homogenous traffic zones.
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Pagina 18
Figure 12. PM10 emissions (Kg/Km ) associated to heavy duty vehicles on homogenous traffic
zones.
The following pictures describe NOx (Figure 13) and B[a]P (Figure 14) emissions calculated for
linear sources using methodologies described in Chapters 2 and 3. Emissions refer to cars and
heavy duty vehicles contribution.
The overall contribution to NOx emissions from cars and HDV is rather similar, with a prevalence of
car traffic inside the main Rome ring and maximum HDV emissions on the ring and on the major
motorways. The relatively minor contribution to B[a]P emissions from HDV, with respect to what
observed for other pollutants like NOx, can be interpreted keeping into account both the emission
factors and the number of circulating vehicles. Figure 1 shows that HDV have a B[a]P emission
factor roughly triple of that of catalyzed gasoline cars and 40% larger of the new generation diesel
cars one, but the number of circulating cars is much larger than that of HDV and it makes their
contribution to B[a]P emissions more relevant, as shown in Figure 14. A larger contribution from
HDV emissions is expected for benzo(b)fluoranthene and benzo(k)fluoranthene, due to their
emission factors that are one order of magnitude larger than those of gasoline fired vehicles
(Figure 1).
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Figure 13. NOx emissions (ton/Km) associated to cars (left) and to heavy duty vehicles (right)
over the entire Lazio Region road network.
Figure 14. B[a]P emissions (ton/Km) associated to cars (left) and to heavy duty vehicles (right)
over the entire Lazio Region road network.
In order to create a dataset comparable with other available emission inventories and possibly to
update or integrate them, the two types of traffic emissions (line and area sources) were combined
and spatialized at the municipal level. The following Figures show the comparison of results
obtained over Lazio Region respectively for NOx (Figure 15) and total PAHs (Figure 16) emissions.
It can be observed that PAHs emission from road traffic estimated for Rome municipality with
bottom-up methodology is 29% lower that that estimated from 2005 national emission inventory,
while NOx emission is slightly larger than that evaluated from the national inventory. For both
pollutants an increase of emission for the municipalities located all around Rome borders is
produced by the bottom-up method, possibly due to a more realistic evaluation of commuting traffic
flows.
Figure 17 shows a comparison of the road traffic emission of the main PAH congeners (those
included within international emission inventories) obtained over Lazio Region from ISPRA2005
national emission inventory and from the bottom-up estimation based on 2009 road network traffic
flows. The overall PAHs emission is reduced of about 25% with bottom-up evaluation updated to
2009. It has to be reminded that ISPRA2005 inventory included information limited to total PAHs,
while the speciation in the different congeners included within international inventories has been
performed within EXPAH project activities and is documented in Radice and Finardi (2011).
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Pagina 20
Figure 18 shows the road traffic emissions for all the congeners included in COPERT IV and
estimated by TREFIC emission model. Those data cannot be compared with other evaluations
because the congeners covered are not included in any available national or international
inventory. However a phase of validation based on fuel consumption has been performed, which
relies on the comparison between modeling results and real fuel sales data.
Figure 15. NOx emissions (ton/year) from all type of vehicles from 2005 ISPRA national
inventory downscaled at municipal level (left) and estimated from 2009 road network traffic
flows spatialized at the municipal level (right).
Figure 16. Total PAHs emissions (Kg/year) from all type of vehicles from 2005 ISPRA national
inventory downscaled at municipal level (left) and estimated from 2009 road network traffic
flows spatialized at the municipal level (right).
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0.20
0.18
Indeno-123cd-pyrene
0.16
t/anno
0.14
Benzo-a-pyrene
0.12
0.10
0.08
Benzo-k-fluoranthene
0.06
0.04
0.02
Benzo-b-fluoranthene
0.00
ISPRA2005
TREFIC2009
Figure 17. PAH main congeners emissions (tons/year) over Lazio Region estimated from 2005
ISPRA national inventory and computed by TREFIC from 2009 road network traffic flows.
2.00
benzo_ghi_pe
t/an n o
1.80
benzo_e_pyre
1.60
chrysene
1.40
pyrene
1.20
fluoranthene
dibenzo_ah_a
1.00
benzo_j_fluo
0.80
benzo_a_anth
0.60
Indeno-123cd-pyrene
0.40
Benzo-a-pyrene
0.20
Benzo-k-fluoranthene
0.00
ISPRA2005
TREFIC2009
Benzo-b-fluoranthene
Figure 18. PAH congeners emissions (tons/year) over Lazio Region estimated from 2005
ISPRA national inventory and computed by TREFIC from 2009 road network traffic flows.
TREFIC emissions include all the congeners considered by COPERT IV.
To check the reliability of the emission modeling results, the fuel consumption, calculated as part of
the emission estimation, has been compared with the real one derived from provincial fuel sales for
the road transport sector for the same year (data provided as statistical aggregation by the oil
Bulletin of the Ministry of Economic Development).
ARIANET R2012.05
Pagina 22
The comparison has been carried out for each province separately and the non-homogeneity of
results in the individual provinces can be attributed to the different spatial distribution of initial traffic
data. However they show an overall slight underestimation of the calculated global emissions, as
the calculated fuel consumption represents 87% of total sales. This result is considered
satisfactory because the remaining 13% can be related to the contribution of trips not intercepted
by the main network and to the model inability to consider traffic flows where source and
destination correspond (because of the modeling discretization). The validation results are shown
in Table 2
Table 2: Fuel consumption comparison between fuel sales and model estimations
ARIANET R2012.05
Provinces
Estimated/Sold Fuel
Viterbo
Rieti
Frosinone
Latina
Rome
MEAN
95.4%
132.1%
87.3%
40.2%
81.8%
87.3%
Pagina 23
5 Revision of Lazio Regional emission inventory

The starting point of the construction of Lazio regional inventory is the National municipal level
inventory downscaled from ISPRA2005 (hereby named INCOM05); this database contains
information about all Italian municipalities at the activity level, considering emissions from different
sources (point and area).
To update 2005 data to 2009, ISPRA national historical trends has been used, specified for sectors
and pollutants (see e.g. Figure 19 for PAHs trend). For different pollutants, emissions at national
level have been considered, and from these data a specific multiplier (positive or negative) was
estimated. Where data werent available, coefficients were defined equal to one, in order to
maintain emissions constant. In this way 2005 emissions were multiplied getting ready to be the
input for the air quality simulation.
60000
50000
Energy Production
Comb.in Industry
Solvent Use
Other Transport & Mobile Machinery
Comb in Residential
Prod. Processes
Road Transport
Waste Treatment
kg/year
40000
30000
20000
10000
0
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Figure 19. Example of historical series (PAHs) used to update INCOM05 inventory.
An important improvement in the knowledge of emissions generated in Lazio region is the

collection and updating of point source database made by ARPA Lazio: about 120 point sources
(Figure 20, reference year 2009) have been characterized both from a physical point of view and
for the emissions produced.
Figure 20. Point sources included in Lazio Region updated inventory.
ARIANET R2012.05
Pagina 24
Another important improvement concerns the Civitavecchia Port, whose emissions were estimated
starting from ship movements recording.
The emissions produced by navigation are a consequence of fuel burning in an internal
combustion (marine) engine. Consequently, the principal pollutants concerned are: CO, VOC, NOx
and PM derived from soot, which is mainly related to the engine technology, and CO 2, SOx, heavy
metals and further PM (mainly sulphate-derived) which originates from the fuel composition
(EEA,2009). The methodology employed considers the movement of every ship. It has been
possible to use this approach thanks to the availability of detailed ship movement data and
knowledge of time spent in the different activities, while technical information on the ships features
(e.g. engine size and technology, power installed or fuel use) were not available and the
hypothesis of the methodology employed based on literature data have been retained and applied.
As it has been mentioned in the executive summary chapter, road transport is surely the sector for
which PAHs emissions have been evaluated in a very detailed way, but theres another source
sector very relevant for PAHs emissions whose contribution has been re-evaluated carrying to
interesting differences from INCOM05 dataset: residential heating.
From information coming from different studies and datasets it has been possible to give a different
space distribution to different fuels consumption, and this aspect has a great importance for its
influence on biomass burning emissions of PM, NMVOC and PAHs.
The most important sources of information used in this evaluation are:
Province detailed emissions by fuel type for year 2005;
Fuels sales for year 2005;
Fuels sales for year 2009;
Methane network served municipalities;
Wood use for house heating data from the project Stima dei consumi di legna da ardere
per riscaldamento ed uso domestico in Italia (Caserini et al., 2008)
Data concerning fuel selling are provided by the Ministry of Economic Development, that reports
information at Province level (Tables 3 and 4) These data allowed to update the emissions
produced by LPG, natural gas and diesel fuel with a satisfactory detail.
Table 3: Fuel sold in Lazio Region in 2005 (source: Ministry of Economic Development)
ARIANET R2012.05
Pagina 25
Table 4: Fuel sold in Lazio Region in 2009 (source: Ministry of Economic Development)
For other fuels this kind of information is not available. For wood, which is the major producer of
PM, NMVOC and PAHs emissions, the only information available at regional level is the analysis
produced by ARPA Lombardia and APAT project Stima dei consumi di legna da ardere per
riscaldamento ed uso domestico in Italia (Caserini et al., 2008); from this study the amount of
wood used within Lazio Region for year 2007 is estimated to be 1707416 tons, and this value has
been kept constant for year 2009. In the same way, due to the lack of updated or more detailed
information, emissions produced by waste and other fuels have been kept constant in time.
Differently from all others sectors, emissions produced by domestic heating have been upgraded at
provincial level, and later distributed at municipal level using the new procedure resumed in the
following.
First of all municipalities not reached by methane supply have been excluded from methane
distribution and their heating needs have been covered with other fuels (Figure 21).
Municipalities not reached by methane supplies

Municipalities reached by methane supplies
Figure 21. Non industrial combustion methane supply.
ARIANET R2012.05
Pagina 26
Following the methodology described in ARPA Lombardy study (Caserini et al., 2008), as a second
step, municipalities were subdivided in three altimetric zones (Figure 22); wood consumption has
been distributed keeping into account the topographic height of municipalities using results
produced by the mentioned study on wood burning for house heating for different topographic
conditions.
Mountain
Hill
Plain
Figure 22. Non industrial combustion altimetric zones.
ARIANET R2012.05
Pagina 27
6 Emission input
The emission input for air quality modelling has been prepared with the complex approach
described in the previous sections: integrating the bottom-up evaluation of traffic emissions with
INCOM 2005 inventory supplemented with complementary data concerning residential combustion
and ports activities. Results are summarized in Figure 23 and 24 for the whole Lazio Region and
Rome Province. For all PAHs species the most important source is residential heating, that
produces an average of 75% of total emissions for Lazio Region (Figure 23, emission sectors
absolute contribution). Looking at the different congeners emission, the contribution of residential
combustion to Benzo[a]pyrene is 69% while it reaches the 78% for Benzo[b]fluoranthene and
Benzo[k]fluoranthene. Waste treatment emissions represent the 21% of total PAHs but its
contribution varies very much with the different species: it gives the 29% of total B[a]p and the
18%of B[b]f. Looking at Figure 24, related only to the Province of Rome, its possible to stress the
increase of non industrial heating contribution that reaches an average contribution of 87%, varying
from the 84% of B[a]p to the 89% of B[b]f total emissions. The contribution of Road Transport is
almost the same, in absolute terms, over the Region and the Province domains, probably because
the largest part of Lazio Region road network of is concentrated around (and within) the city of
Rome.
2000
1800
1600
Nature
1400
Agriculture Forestry & Land Use Change

Waste Treatment
kg/year
1200

Road Transport
1000
Solvent Use
Extraction Fossil Fuels
800
Prod. Processes
Comb.in Industry
600
Comb in Residential
Energy Production
400
200
0
B[a]P
B[b]F
B[k]F
indeno
Figure 23. Lazio Region: PAHs emissions (kg/year) from all type of sources.
ARIANET R2012.05
Pagina 28
1200
1000
Nature
Agriculture Forestry & Land Use Change
800
Waste Treatment
kg/year

Road Transport
600
Solvent Use
Extraction Fossil Fuels
Prod. Processes
400
Comb.in Industry
Comb in Residential
Energy Production
200
0
B[a]P
B[b]F
B[k]F
indeno
Figure 24. Province of Rome: PAHs emissions (kg/year) from all type of sources.
7 Model ready hourly gridded emissions

In order to prepare model-ready emission inputs, the processing system Emission Manager
(EMGR) has been used (Calori et al., 2007; Finardi et al., 2008).
The area sources coming from the different databases described above have been ingested to be
disaggregated on the target grids with use of thematic layers. Spatial disaggregation is performed
intersecting the emission polygons (municipalities or provinces boundaries) with the target
simulation grids (see e.g. Figure 25 for the Lazio Region computational domain with 4 km space
resolution): for each polygon, emissions are partitioned according to the portion of the grid cell area
that overlaps the area of the emission polygon. Such partition can be optionally weighted by the
information contained in a gridded thematic layer, specifying for each cell the percentage of the
area occupied by a selected feature (an example for built-up areas is given in Figure 26 for both
target grids). Different thematic layers have been employed for each emission category. Areas
indicated in Figure 25 have been employed to distribute the major influence of ports activities.
Along with spatial disaggregation, chemical species splitting/speciation have been performed for
the following splitting schemes:
PAH speciation according with EMEP/CORINAIR Emission Inventory Guidebook 2009
NMVOC speciation according with SAPRC99 scheme
PM speciation according with aero3 scheme
PM subdivision in dimensional classes
NOx split into NO and NO2
SOx split into SO2 and sulphate
ARIANET R2012.05
Pagina 29
Figure 25. Polygons associated to emissions. Red lines enclose the areas interested by ports
activities for Lazio Region.
Figure 26. Built-up areas according with CLC2006 dataset (left panel 4km, right panel 1km
resolution).
Monthly, weekly and hourly modulation profiles have been assigned by source category (e.g.
SNAP) to modulate emissions in time. Figure 27 shows as examples the profiles used for domestic
heating (SNAP 020200) based on the seasonal mean variation of temperature.
ARIANET R2012.05
Pagina 30
Monthly Modulation
3
2.5
2
1.5
1
0.5
0
Gen Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Domestic Heating
Weekly Modulation
1
0.8
0.6
0.4
0.2
0
Mon
Tue
Wed
Thu
Fri
Sat
Sun
Domestic Heating
Hourly Modulation
3
2.5
2
1.5
1
0.5
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Domestic Heating
Figure 27. Regional averaged temporal modulations for domestic heating (SNAP sub-sector
0202).
The following Figures panels show the gridded emissions for PAHs and other pollutants. Plotted
values refer to total yearly emissions or emission fluxes.
Figure 28 shows emissions of the 4 PAH congeners included in the emission inventory. Their
space distribution is quite similar due to the dominant role of residential heating sources. The
ARIANET R2012.05
Pagina 31
largest mass is emitted for Benzo[b]fluoranthene and Benzo[a]pyrene, as expected from total
emissions over Rome Province (Figure 24). Figure 29 shows total PAHs (the sum of the four
congeners included in the emission inventory) emission for Lazio Region and Rome metropolitan
area computational domains. The concentration of emissions inside and around Rome city is the
more relevant feature of the mentioned emission maps. The contribution of transport emission is
more evident for other pollutants as PM10, PM2.5 and NO (Figure 30) for which e.g. the
contribution of Rome main ring (Grande Raccordo Anulare) is responsible of the maximum per cell
emission values. Benzene emissions (Figure 30) allow to identify the contribution of ports and
airports activities.
Benzo[a]pyrene
Benzo[b]fluoranthene
Benzo[k]fluoranthene
indeno[1,2,3-cd]pyrene
Mg/year
Figure 28. gridded emitions fields for PAHs congeneres (Mg/year).
ARIANET R2012.05
Pagina 32
TOTAL PAHs (Mg/m2/year)
Figure 29. gridded emitions fields for PAHs at 4km (left) and 1km (right) resolution
2
(Mg/m /year).
PM10
PM25
NO
BENZENE
Figure 30. gridded emissions fields at 1km resolution (Mg/year).
ARIANET R2012.05
Pagina 33
8 Conclusions
A reference pollutants emission inventory including PAHs with municipal reference resolution has
been built for Lazio Region. The reference emission inventory INCOM2005, previously upgraded to
include the description of PAH congeners (Radice and Finardi, 2011), has been updated to the
reference year 2009 and upgraded for different source sectors for Lazio Region: residential
combustion, ports activities, road transport and point sources.
The space distribution of residential heating emissions has been reallocated at municipal level on
the basis of information about Lazio Region municipalities reached by natural gas distribution and
data concerning fuels sold in the different Provinces during years 2005 and 2009. Published
studies concerning investigations on biomass burning for residential heating have been used to
support the evaluation and space distribution of this fuel consumption, that has a major relevance
for PM, VOC and PAHs emission. Civitavecchia port activity emissions has been evaluated starting
from data concerning ship movements. Industrial emissions (point sources) have been updated to
year 2009 on the basis of a survey provided by ARPA Lazio.
PAHs and other pollutants emission from road transport have been estimated on the basis of
COPERT IV methodology from traffic fluxes on Lazio Region road network. Vehicle fluxes on each
road link have been evaluated from observed traffic data and by means of a traffic assignment
model representing the traffic flows on the road network (data provided by Rome Mobility Agency).
This has been the first experience of estimation of PAHs emission in a large conurbation using a
bottom-up approach and is one of the innovative tasks of the EXPAH project.
The improved emission inventory for Lazio Region allowed to produce high resolution gridded
emission data sets over the target areas of EXPAH project modelling program: Lazio Region (4 km
resolution grid) and Rome metropolitan area (1 km resolution grid).
PAHs emission from road transport can be therefore considered estimated with the more detailed
and updated methodology presently available. A larger uncertainty has to be considered
associated to residential heating sources, which are by far the major contribution to PAHs
emission. No data is presently available about wood sales in Lazio Region and it has to be
considered that the procurement of wood for house heating for a large fraction works out of the
market including direct gathering and non-commercial supplies. Nonetheless the improved
inventory realized can be considered the best possible estimation with data and methodologies
presently available for the considered area.
ARIANET R2012.05
Pagina 34
9 References
BUWAL (1994). Emissionfaktoren ausgewhlter nichtlimitierter Schadstoffe des Strassenverkehrs,
CD Data Version 2.2.
Calori G., Finardi S., Nanni A., Radice P., Riccardo S., Bertello A. and Pavone F. (2008) Long-term
air quality assessment: modeling sources contribution and scenarios in Ivrea and Torino areas",
Environmental Modelling and Assessment, 13, 329335.
Caserini S., Fraccaroli A., Monguzzi A., Moretti M., Angelino E. (2008) Stima dei consumi di legna
da ardere per riscaldamento ed uso domestico in Italia, Rapporto ARPA Lombardia e APAT, ISBN
978-88-448-0346-9, available at:
http://www.apat.gov.it/site/it-it/apat/pubblicazioni/altre_pubblicazioni.html.
EEA, 2009: EMEP/EEA Air Pollutant Emission Inventory Guidebook 2009, Last update march
2011, http://www.eea.europa.eu/publications/emep-eea-emission-inventory-guidebook-2009
Finardi, S., De Maria, R., DAllura, A., Cascone, C., Calori, G., and Lollobrigida, F., (2008) A
Deterministic Air Quality Forecasting System For Torino Urban Area, Italy. Environmental
Modelling and Software, 23, 344-355.
Gariazzo, C., C. Silibello, S. Finardi, P. Radice, A. Piersanti, G. Calori, A. Cecinato, C. Perrino, F.
Nussio, M. Cagnoli , A. Pelliccioni, G.P. Gobbi, P. Di Filippo, 2007: A gas/aerosol air pollutants
study over the urban area of Rome using a comprehensive chemical transport model. Atmos.
Environ., 41, 7286-7303.
IIASA (2006). RAINS-Europe Homepage. http://www.iiasa.ac.at/rains/Rains-online.html.
IIASA (2002). Modelling Particulate Emissions in Europe. Interim Report IR-02-076.
Nanni., A., Radice, P., Piersanti, A. (2005) TRaffic Emission Factor Improved Calculation
(TREFIC). User manual - Version 4.0, ARIANET R2005.02, Milan, Italy.
Nanni A., Velay-Lasry F., Eriksson E., Soudani A., Abid S. (2010) Bottom-up road traffic emission
calculation for the Tunisian road network. 13th International Conference on Harmonisation within
Atmospheric Dispersion Modelling for Regulatory Purposes, 1-4 June 2010, Paris, France.
Nanni A., Pozzi C., Eriksson E., Lungu P. (2011) Bottom-up road traffic flows and emissions
calculation for the assessment of future traffic scenarios and public transportation expansion plans
in Bucharest and Romania. 14th International Conference on Harmonisation within Atmospheric
Dispersion Modelling for Regulatory Purpose. 2-6 October 2011, Kos Island, Greece.
Ntziachristos L., Samaras Z. (2009) Methodology for the calculation of exhaust emissions. SNAPs
070100-070500, NFRs 1A3bi-iv. EMEP/EEA emission inventory guidebook 2009, updated June
2010.
ARIANET R2012.05
Pagina 35
StradItalia; CSH/Istituto Geografico DeAgostini, http://www.csh.it, 2007.

Rijkeboer R. C., and Hendriksen P. (1993) Regulated and Unregulated Exhaust Components from
LD Vehicles on Petrol, Diesel, LPG and CNG, TNO-report 93.OR.VM.029-1-PHE-RR.
Volkswagen AG (1989). Nicht limitierte Automobil-Abgaskomponenten, Wolfsburg, Germany.
ARIANET R2012.05
Pagina 36
10
Appendix
Table A1: Mapping between COPERT emission factors and vehicle categories
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
Vehicle category
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
Light Duty Vehicles
ARIANET R2012.05
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline <1,4 l
Gasoline 1,4 - 2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Gasoline >2,0 l
Diesel <2,0 l
Diesel <2,0 l
Diesel <2,0 l
Diesel <2,0 l
Diesel <2,0 l
Diesel <2,0 l
Diesel >2,0 l
Diesel >2,0 l
Diesel >2,0 l
Diesel >2,0 l
Diesel >2,0 l
Diesel >2,0 l
LPG
LPG
LPG
LPG
LPG
LPG
2-Stroke
Gasoline <3,5t
Gasoline <3,5t
Gasoline <3,5t
Gasoline <3,5t
Gasoline <3,5t
Gasoline <3,5t
Diesel <3,5 t
Diesel <3,5 t
Diesel <3,5 t
Diesel <3,5 t
PRE ECE
ECE 15/00-01
ECE 15/02
ECE 15/03
ECE 15/04
Improved Conventional
Open Loop
PC Euro 1 - 91/441/EEC
PC Euro 3 - 98/69/EC Stage2000
PC Euro 5 (post 2005)
PRE ECE
ECE 15/00-01
ECE 15/02
ECE 15/03
ECE 15/04
Improved Conventional
Open Loop
PRE ECE
ECE 15/00-01
ECE 15/02
ECE 15/03
ECE 15/04
Conventional
Conventional
Conventional
Conventional
Conventional
LD Euro 1 - 93/59/EEC
LD Euro 3 - 98/69/EC Stage2000
LD Euro 5 - 2008 Standards
Conventional
Type of PAH emission factor

Gasoline conventional
Gasoline EURO I & on
IDI Diesel PC & LDV
IDI Diesel PC & LDV
DI Diesel PC & LDV
DI Diesel PC & LDV
DI Diesel PC & LDV
DI Diesel PC & LDV
IDI Diesel PC & LDV
IDI Diesel PC & LDV
DI Diesel PC & LDV
DI Diesel PC & LDV
DI Diesel PC & LDV
DI Diesel PC & LDV
LPG
LPG
LPG
LPG
LPG
LPG
IDI Diesel PC & LDV
IDI Diesel PC & LDV
DI Diesel PC & LDV
DI Diesel PC & LDV
Pagina 37
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
Light Duty Vehicles

Light Duty Vehicles
Heavy Duty Trucks
Mopeds
Mopeds
Mopeds
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Passenger Cars
Passenger Cars
Passenger Cars
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
ARIANET R2012.05
Diesel <3,5 t
Diesel <3,5 t
Gasoline >3,5 t
<50 cm
<50 cm
<50 cm
2-stroke >50 cm
2-stroke >50 cm
4-stroke <250 cm
4-stroke <250 cm
4-stroke 250 - 750 cm
4-stroke 250 - 750 cm
4-stroke >750 cm
4-stroke >750 cm
Hybrid Gasoline <1,4 l
Hybrid Gasoline 1,4 - 2,0 l
Hybrid Gasoline >2,0 l
Rigid <=7,5 t
Rigid <=7,5 t
Rigid <=7,5 t
Rigid <=7,5 t
Rigid <=7,5 t
Rigid <=7,5 t
Rigid 7,5 - 12 t
Rigid 7,5 - 12 t
Rigid 7,5 - 12 t
Rigid 7,5 - 12 t
Rigid 7,5 - 12 t
Rigid 7,5 - 12 t
Rigid 12 - 14 t
Rigid 12 - 14 t
Rigid 12 - 14 t
Rigid 12 - 14 t
Rigid 12 - 14 t
Rigid 12 - 14 t
Rigid 14 - 20 t
Rigid 14 - 20 t
Rigid 14 - 20 t
Rigid 14 - 20 t
Rigid 14 - 20 t
Rigid 14 - 20 t
Rigid 20 - 26 t
Rigid 20 - 26 t
Rigid 20 - 26 t
Rigid 20 - 26 t
Rigid 20 - 26 t
Rigid 20 - 26 t
Rigid 26 - 28 t
Rigid 26 - 28 t
Rigid 26 - 28 t
Rigid 26 - 28 t
Rigid 26 - 28 t
Rigid 26 - 28 t
Rigid 28 - 32 t
Rigid 28 - 32 t
Rigid 28 - 32 t
Rigid 28 - 32 t
Rigid 28 - 32 t
Rigid 28 - 32 t
Rigid >32 t
Rigid >32 t
Rigid >32 t
Rigid >32 t
Rigid >32 t
Rigid >32 t
Articulated 14 - 20 t

LD Euro 5 - 2008 Standards
Conventional
Conventional
Mop - Euro I
Mop - Euro II
Conventional
Mot - Euro I
Conventional
Mot - Euro I
Conventional
Mot - Euro I
Conventional
Mot - Euro I
Conventional
HD Euro I - 91/542/EEC Stage I
HD Euro II - 91/542/EEC Stage II
HD Euro III - 2000 Standards
HD Euro IV - 2005 Standards
HD Euro V - 2008 Standards
Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
DI Diesel PC & LDV

DI Diesel PC & LDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Pagina 38
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Heavy Duty Trucks

Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Mopeds
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Motorcycles
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
Passenger Cars
ARIANET R2012.05
Urban Buses Midi <=15 t
Urban Buses Standard 15 - 18 t
Urban Buses Articulated >18 t
Coaches Standard <=18 t
Coaches Articulated >18 t
<50 cm
2-stroke >50 cm
2-stroke >50 cm
4-stroke <250 cm
4-stroke <250 cm
4-stroke 250 - 750 cm
4-stroke 250 - 750 cm
4-stroke >750 cm
4-stroke >750 cm
Gasoline <1,4 l
Gasoline >2,0 l
Diesel <2,0 l
Diesel >2,0 l
LPG

Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
Conventional
Mop - Euro III
Mot - Euro II
Mot - Euro III
Mot - Euro II
Mot - Euro III
Mot - Euro II
Mot - Euro III
Mot - Euro II
Mot - Euro III
PC Euro 6
PC Euro 6
PC Euro 6
PC Euro 6
PC Euro 6
PC Euro 6
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
DI Diesel PC & LDV
DI Diesel PC & LDV
LPG
Pagina 39
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Light Duty Vehicles

Light Duty Vehicles
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Heavy Duty Trucks
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
Buses
ARIANET R2012.05
Gasoline <3,5t
Diesel <3,5 t
Rigid <=7,5 t
Rigid 7,5 - 12 t
Rigid 12 - 14 t
Rigid 14 - 20 t
Rigid 20 - 26 t
Rigid 26 - 28 t
Rigid 28 - 32 t
Rigid >32 t
Urban CNG Buses
Urban CNG Buses
Urban CNG Buses
Urban CNG Buses
Urban Biodiesel Buses
LD Euro 6
LD Euro 6
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
HD Euro VI
EEV
Conventional
HD Euro VI

DI Diesel PC & LDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
LPG
LPG
LPG
LPG
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Diesel HDV
Pagina 40

R2012-05 ARIANET EXPAH A4.3-4 Final

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R2012-05 ARIANET EXPAH A4.3-4 Final

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EXPAH - ACTIONS 4.3-4.

ARIANET s.r.l. via Gilino, 9 20128 Milano ITALY

Executive summary ...................................................................................................................................... 2

Rome Metropolitan area traffic emission modelling........................................................................... 4

Traffic emissions in the other provinces of Lazio Region ................................................................. 13

Resulting traffic emissions in Lazio Region .......................................................................................... 18

Revision of Lazio Regional emission inventory................................................................................... 24

Emission input ............................................................................................................................................. 28

Model ready hourly gridded emissions ................................................................................................ 29

2.1 Upgrade of traffic emission model TREFIC to include

Gasoline PC & LDV

Diesel PC & LDV

emission factors for PAHs (g/km)

Gasoline PC & LDV (Euro I & later)

Diesel PC & LDV (DI)

2.2 Bottom-up traffic emissions estimation

Figure 2. Detailed road network of Rome Province

Sat and Sun

2.2.1 Rome Fleet

To take into account these limitations, within this zones:

3 Traffic emissions in the other provinces of Lazio

Figure 7. Spatial distribution of traffic measuring sections

Figure 9. Selected area sources according to homogeneity of secondary road texture

4 Resulting traffic emissions in Lazio Region

5 Revision of Lazio Regional emission inventory

An important improvement in the knowledge of emissions generated in Lazio region is the

Figure 20. Point sources included in Lazio Region updated inventory.

Municipalities not reached by methane supplies

Agriculture Forestry & Land Use Change

Other Transport & Mobile Machinery

Agriculture Forestry & Land Use Change

Other Transport & Mobile Machinery

7 Model ready hourly gridded emissions

Figure 28. gridded emitions fields for PAHs congeneres (Mg/year).

TOTAL PAHs (Mg/m2/year)

Figure 30. gridded emissions fields at 1km resolution (Mg/year).

StradItalia; CSH/Istituto Geografico DeAgostini, http://www.csh.it, 2007.

Type of PAH emission factor

Light Duty Vehicles

LD Euro 4 - 98/69/EC Stage2005

DI Diesel PC & LDV

Heavy Duty Trucks

HD Euro II - 91/542/EEC Stage II

Light Duty Vehicles

Gasoline EURO I & on

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