Road Transport Emissions Research Articles

NH3 and CO Emissions from Fifteen Euro 6d and Euro 6d-TEMP Gasoline-Fuelled Vehicles

Ammonia (NH3) plays a key role in atmospheric chemistry and largely contributes to the PM2.5 measured in urban areas around the globe. For that reason, the National Emission Ceilings directive, Gothenburg Protocol under the United Nations Convention on Long-Range Transboundary Air Pollution, and International Panel for Climate Change (IPCC) directive required a reduction of the emissions of NH3. Nonetheless, the European Environment Agency (EEA) indicated that road transport emissions of NH3 have increased. Moreover, recent studies reported that, not only vehicle NH3 emissions are greater than agricultural emissions in areas that gather > 40% of the U.S. population, but urban emissions of NH3 for passenger cars are underestimated by a factor of 17 in UK. In this study, fifteen gasoline-fuelled vehicles, meeting the most recent European emission standards, Euro 6d or Euro 6d-TEMP, were investigated in laboratory tests over the type-approval worldwide-harmonized light-duty vehicles test cycle (WLTC), at 23 °C and −7 °C, as well as over the motorway cycle Bundesautobahn (BAB). Results show that all the vehicles tested emitted NH3 over the different duty cycles, and presented emissions level that are comparable to those previously reported for Euro 4–Euro 6b vehicles. Finally, good agreement between the CO and the NH3 emissions was registered during the acceleration events, and, in general, a fair correlation, with R2 > 0.75, was obtained, when comparing the CO and NH3 emissions of the studied vehicles.

Air pollution scenario analyses of fleet replacement strategies to accomplish reductions in criteria air pollutants and 74 VOCs over India

Traffic emissions are a major source of air pollution and associated damage to human health in India. Many of the Indian metro cities urgently require cleaner transportation technologies to ensure cleaner air. Here, using newly compiled spatially disaggregated, gridded, high-resolution (0.1° × 0.1°) road transport emission inventory for India for 2030 (RTEII) of 74 speciated VOCs, CO, SO 2 , NOx, NH 3 , CH 4 , CO 2, BC, OC and PM 2.5 from varied fuels and vehicle technologies that are currently in use in India, we investigated changes in emission in response to substitution of the existing vehicular fleet by cleaner alternatives. Three “what-if” intervention scenarios were considered to assess the extent in improvement of air quality due to the reduction in the primary emission of air pollutants. The results show that significant reductions in direct emission of pollutants (Non-Methane VOCs, −91%; CO, −80%; PM 2.5 , 44%) including toxic VOCs (e.g., isocyanic acid, −76%; BTEX, −93%; as well as individual VOC classes (e.g., sum of OVOCs, −61% and sum of alkenes, −80%) can likely be achieved in 2030 by shifting from highly polluting Internal Combustion Engine (ICE) based 2 and 3-wheeled vehicles to Electric Vehicles (EVs) under scenario 1. The amount of secondary pollutants such as SOA and O 3 that can potentially be formed from traffic also showed significant reduction of 94% and 84%, respectively, under scenario 1. Conversion of diesel fuelled vehicles to CNG under scenario 2 can lead to a larger reduction in black carbon emissions (−50%). Scenario 3, in which the benefits of scenarios 1 and 2 are combined, represents the best long-term strategy moving forward, which can result in massive emission reductions of pollutants through existing technologies of greener transport fleets over India. Large scale conversion of the vehicle fleets as explored here can lead to a substantial reduction of air pollution and fewer lives lost. • Study examines 2030 road-transport emission reductions for India. • Three “what-if” intervention scenarios with electric vehicles and greener fuels. • 2&3-wheeler vehicles replacement by EVs reduced NMVOC emissions by 91%. • Conversion of diesel fuelled vehicles to CNG reduced primary BC by 50%. • Combining EVs and diesel to CNG for HDVs can improve air quality over India greatly.

Methodology for the determination of specific factors of road transport emission

Most of the air pollution originates from combustion processes, whereby traffic is one of the most important sources. Road traffic is one of the leading factors of pollution, so determining its contribution to pollution and overall emissions is very important. This study is a tool to develop a calculus method to determine the specific and annual emissions from road transport. The estimation was carried out using the methodology developed for combustion analysis. The study was based on vehicle fleet composition, fuel, and engine data, which represented the input for the combustion process simulation, while the output was combustion products. The following gases (chemical species) were included in the analysis: carbon dioxide (CO2), carbon monoxide (CO), and nitrogen oxides (NOX). In the end, the specific emission factors, as well as bulk emission factors for urban and open road transport were derived. The results showed good agreement with the results of other authors.

Research on Green Transport Mode of Chinese Bulk Cargo Based on Fourth-Party Logistics

Due to the problems such as the excessive proportion of road transport and extreme carbon emission situation of China’s transport structure adjustment, this paper combines the fourth-party logistics with the bulk cargo green transport. It is advancing the adjustment of China’s bulk cargo transport structure using fourth-party logistics. This paper improves the particle swarm optimization algorithm to compare the integrated cost and carbon emissions of different bulk fourth-party transport networks to verify the benefits of the fourth-party logistics on bulk cargo transport networks’ cost reduction and emission reduction. The results show that using the fourth-party logistics model to promote the transfer of cargoes from road to rail can reduce the integrated cost of the transport network, reduce carbon emissions, and achieve green transport.

Tourism and Road Transport Emissions in Italy

Tourism is of great importance to European economies, but environmental degradation could reduce the attractiveness of many European destinations considerably. This is even more evident if the future of tourism is depicted in the UN’s Agenda 2030 for Sustainable Development. However, official statistics on the environmental impact of tourism provide only partial information, and almost always with an “accounting scheme” approach, such as occasional and experimental experiences on integrated economic and environmental accounts of tourism. It is necessary to enrich the activity of monitoring and measuring the impact of tourism on the environment and implement policies aimed at increasing the sustainability of the sector. This work intends to contribute to extending information about the theme, providing a new approach based on the integration of official data to study the relationship between tourism and the environment. In detail, the objective of the work is to estimate the level of emissions—in terms of the primary air pollutants—produced by tourists travelling in Italy by road transport in the period 2015–2019. Even if much has to be done to improve the knowledge on the tourism–environment nexus, this paper represents a first relevant step towards an approach that can be easily implemented in all EU countries.

MODEL OF NITROGEN OXIDE POLLUTION OF THE CITY MAINS

To manage the quality of atmospheric air in the city, it is of great importance to study the formation of extremely high atmospheric pollution. The preliminary assessment of atmospheric air pollution allows to determine the contribution of road transport emission sources, with the help of which it is possible to simulate a specific situation and to give predictive assessments of the state of atmospheric air pollution,
 as well as to determine the ways to improve the environmental characteristics of road transport, develop the city road network and other factors. The transport model of the city is one of the tools for strategic transport planning that allows for the justification and adoption of effective and responsible design decisions in the field of transport and infrastructure.
 The following data analysis on the available sources of atmospheric air pollution of the city mains has been performed: an assessment of the road transport intensity, an assessment of the amount of nitrogen oxides emissions, an assessment of the level of nitrogen oxides in the atmospheric air. Measurements have shown that the average concentrations of nitrogen oxides in places of intense anthropogenic load –the crossroads of city mains – are dozens of times higher than the maximum permissible concentration. Nearby the city mains and crossroads, the maximum concentrations of pollutants are formed at low wind speeds with wind directions at an angle close to 45° to the main areas.
 On the basis of the calculations, the following model of nitrogen oxide pollution of the city mains was obtained – the dependence of the concentration of nitrogen oxides on the road transport intensity can be a criterion for zoning the city territory according to the degree of atmospheric air pollution.

Comparison of Top-Down and Bottom-Up Road Transport Emissions through High-Resolution Air Quality Modeling in a City of Complex Orography

Vehicular emissions are a predominant source of pollution in urban environments. However, inherent complexities of vehicular behavior are sources of uncertainties in emission inventories (EIs). We compare bottom-up and top-down approaches for estimating road transport EIs in Manizales, Colombia. The EIs were estimated using a COPERT model, and results from both approaches were also compared with the official top-down EI (estimated from IVE methodology). The transportation model PTV-VISUM was used for obtaining specific activity information (traffic volumes, vehicular speed) in bottom-up estimation. Results from COPERT showed lower emissions from the top-down approach than from the bottom-up approach, mainly for NMVOC (−28%), PM10 (−26%), and CO (−23%). Comparisons showed that COPERT estimated lower emissions than IVE, with higher differences than 40% for species such as PM10, NOX, and CH4. Furthermore, the WRF–Chem model was used to test the sensitivity of CO, O3, PM10, and PM2.5 predictions to the different EIs evaluated. All studied pollutants exhibited a strong sensitivity to the emission factors implemented in EIs. The COPERT/top-down was the EI that produced more significant errors. This work shows the importance of performing bottom-up EI to reduce the uncertainty regarding top-down activity data.

The impact of road transport emissions on air quality in Brăila, Romania

Road transport, including accessibility and individual mobility is considered unanimously as a fundamental element of contemporary living. The study area is considering Braila County with a total population of around over 305,000. The area it is well served by 6 national roads, 27 county roads and 42 communal roads and contains some of the most heavily trafficked stretches of road in the Romania. The emissions analysed in this study CH4, CO, CO2, N2O, NH3, NOx, PM2.5 and PM10, were collected by the Agency for Environmental Protection Braila during 2015-2019 based on questionnaires according to EMEP/EEA air pollutant emission inventory guidebook. The highest level of pollutant emissions was recorded in 2017, more exactly 191714,5 Megatons. In this article we analysed five categories of pollution sources: Passenger car, Light commercial trucks, Heavy-duty vehicles, Motorcycles and Non - Road vehicles and other mobile equipment. With the exception of CO2, N2O and NH3, pollutant emissions decreased for the eight pollutants analysed.

Influence of anthropogenic impact of vehicles on roadside forest plantations

The article presents studies of the growth and development of forest stands along highways as a result of man-made impacts from road transport emissions. The obtained mathematical model describing the dynamics of the growth of the biomass of stands of various bonities of roadside stands during the period of light saturation is presented. In this regard, the obtained mathematical model describing the dynamics of the growth of the biomass of stands of various bonitets of roadside forest stands during the period of light saturation is presented. The use of the bonus in research to characterize the growth rate of forest roadside plantings depending on the distance to highways and the density of traffic flows on them allows us to characterize the amount of toxic pollutants entering forests. This allows us to assess the process of expanding the environmentally unfavorable zone along the highway. The article presents the possibility of calculating the concentration of pollutants, based on the model of turbulent diffusion, reduced, after some assumption, to the model of Gaussian distribution in atmospheric air. The dependence on the calculation of the intensity of emissions of pollutants, taking into account the composition of the traffic flow, is given.

RTEII: A new high-resolution (0.1° × 0.1°) road transport emission inventory for India of 74 speciated NMVOCs, CO, NOx, NH3, CH4, CO2, PM2.5 reveals massive overestimation of NOx and CO and missing nitromethane emissions by existing inventories

21 of 30 most polluted cities for particulate matter (PM 2.5 ) are in India, yet the distribution, identity and emissions of volatile organic compounds (VOCs) from traffic, which are PM 2.5 and ozone precursors, remain unknown. Here, we measured emission factors (EFs) of 74 VOCs from a range of Indian vehicle-technology and fuel types. When combined with 0.1 ° × 0.1 ° spatially resolved activity data for the year 2015, toluene (137 ± 39 Gg yr 1 ), isopentane (111 ± 38 Ggyr −1 ), and acetaldehyde (41 ± 6 Ggyr −1 ) were top 3-VOC emissions. Petrol-2-wheelers and LPG-3-wheelers emitted the highest VOCs (EFs> 50 gVOC/L) and had highest secondary pollutant formation potential, so their replacement with electric vehicles would improve air quality. EDGARv4.3.2 and REASv.2.1 emission inventories overestimated total road sector emitted VOCs due to obsolete EFs and activity data, in particular over-estimating ethene, propene, ethyl benzene, 2,2- dimethyl butane, CO, NO x while significantly under-estimating acetaldehyde. Nitromethane emissions were missing from previous inventories and with isocyanic acid and benzene contributed significantly to toxic emissions (summed total ~41 ± 4 Ggyr −1 ). Knowledge of key VOCs emitted from the world's third largest road-network provides critical new data for mitigating secondary pollutant formation over India and will enable more accurate modelling of atmospheric composition over South Asia. • Emission factors of 74 VOCs measured for Indian vehicular categories including LPG and CNG vehicles reveal high acetaldehyde. • 0.1 × 0.1° speciated VOC traffic emission inventory over India with updated activity data shows overestimate by inventories. • Petrol 2-wheelers and LPG 3-wheelers had highest pollutant emissions.

In situ ozone production is highly sensitive to volatile organic compounds in Delhi, India

Abstract. The Indian megacity of Delhi suffers from some of the poorest air quality in the world. While ambient NO2 and particulate matter (PM) concentrations have received considerable attention in the city, high ground-level ozone (O3) concentrations are an often overlooked component of pollution. O3 can lead to significant ecosystem damage and agricultural crop losses, and adversely affect human health. During October 2018, concentrations of speciated non-methane hydrocarbon volatile organic compounds (C2–C13), oxygenated volatile organic compounds (o-VOCs), NO, NO2, HONO, CO, SO2, O3, and photolysis rates, were continuously measured at an urban site in Old Delhi. These observations were used to constrain a detailed chemical box model utilising the Master Chemical Mechanism v3.3.1. VOCs and NOx (NO + NO2) were varied in the model to test their impact on local O3 production rates, P(O3), which revealed a VOC-limited chemical regime. When only NOx concentrations were reduced, a significant increase in P(O3) was observed; thus, VOC co-reduction approaches must also be considered in pollution abatement strategies. Of the VOCs examined in this work, mean morning P(O3) rates were most sensitive to monoaromatic compounds, followed by monoterpenes and alkenes, where halving their concentrations in the model led to a 15.6 %, 13.1 %, and 12.9 % reduction in P(O3), respectively. P(O3) was not sensitive to direct changes in aerosol surface area but was very sensitive to changes in photolysis rates, which may be influenced by future changes in PM concentrations. VOC and NOx concentrations were divided into emission source sectors, as described by the Emissions Database for Global Atmospheric Research (EDGAR) v5.0 Global Air Pollutant Emissions and EDGAR v4.3.2_VOC_spec inventories, allowing for the impact of individual emission sources on P(O3) to be investigated. Reducing road transport emissions only, a common strategy in air pollution abatement strategies worldwide, was found to increase P(O3), even when the source was removed in its entirety. Effective reduction in P(O3) was achieved by reducing road transport along with emissions from combustion for manufacturing and process emissions. Modelled P(O3) reduced by ∼ 20 ppb h−1 when these combined sources were halved. This study highlights the importance of reducing VOCs in parallel with NOx and PM in future pollution abatement strategies in Delhi.

Multi-disciplinary design optimization of life cycle eco-efficiency for heavy-duty vehicles using a genetic algorithm

Despite the Paris Climate Agreement and other international pledges to reduce anthropogenic carbon-dioxide emissions, road transportation emissions are increasing. Therefore, the European Union has introduced fines for exceeding CO2-limits beginning in 2025, forcing European truck manufacturers to replace diesel-powered vehicles with low-emission vehicles. Thus, hybrid, battery, and fuel cell electric trucks are in the race to become the dominant technology. Giving recommendations to decision makers, our approach to eco-efficiency combines the two disciplines of ecological and economical assessment. The study’s unified cradle-to-grave system boundary for both disciplines ensures a comprehensive and holistic forecast. To account for and project the vehicles’ future technological potential, the evolutionary algorithm NSGA-II optimizes their design parameters with regard to environmental and economic performance. To further include user requirements, we have supplemented these eco-efficiency objectives by a tractive force reserve. The results indicate that battery electric trucks have competitive costs compared to diesel-powered vehicles. We find that with today’s electricity mix, the environmental impact of battery powered is 313% higher than diesel. However, with increasing renewable energy the battery electric vehicles outperform the diesel (−65%). Operating the fuel cell with green hydrogen decreases environmental impact (−27%). BEV and FCEV potentially perform at the same costs as today’s diesel. Our study shows the impact of renewable energy on long-haul transportation and quantifies the associated costs. With this, we compare eco-efficient vehicle concepts suitable for future transportation.

Analysis of the Anthropogenic and Biogenic NOx Emissions Over 2008–2017: Assessment of the Trends in the 30 Most Populated Urban Areas in Europe

AbstractWe use the OMI‐QA4ECV‐v1.1 NO2 tropospheric columns over the 10‐year 2008–2017 period to confront satellite‐based trends in NO2 concentrations to those from the state‐of‐the‐art regional chemistry‐transport model CHIMERE and to evaluate the bottom‐up anthropogenic and biogenic NOx emissions in Europe. A focus is made for the 30 most populated urban areas in Europe. Over urban areas in Western Europe, except for coastal cities, OMI confirms the drop in the simulated CHIMERE NO2 tropospheric columns based on the latest country emission official reporting. OMI hardly shows significant negative trends over Central and Eastern Europe urban areas. Increasing biogenic emissions helps reconciling CHIMERE and OMI trends over urban areas in Central Europe and over rural areas, confirming the importance of accounting for non‐anthropogenic emissions to assess long‐term trends. Over Eastern Europe, our results question emission reductions estimated for particular sectors and in particular the road transport, public power, and industrial emissions.

Energy management and gear shifting control for a hybridized vehicle to minimize gas emissions, energy consumption and battery aging

The greenhouse effect and air pollution are a world concern considering their impact on the environment, human health, and economy. In this field, a significant impact is caused by road transportation emissions. Among the possibilities of alternative transportation, hybrid electric vehicles are a reliable and easy-to-implement solution, combining the high efficiency of pure electric propulsion systems and driving range provided by internal combustion engines. Therefore, this research aims to assess a conventional vehicle converted into a mild hybrid electric vehicle with a single-shaft hybrid series powertrain architecture, where an electric motor is directly coupled to the engine drive belt. A gear shifting control and a fuzzy logic power-split are applied and optimized by an adaptive-weight genetic algorithm, considering the potential impact on battery degradation, charging time, electric powertrain size and life cycle costs. The simulation is based on a realistic driving cycle of Campinas city, one of the largest cities in Brazil. The result is an optimized single-shaft hybrid series powertrain configuration, able to enhance overall vehicle energy efficiency, decreasing the travel cost by 15.18% without compromising its battery lifetime, reducing air pollutant emissions in 16.71% CO, 22.77% HC and 44.36% NOx.

Convergence in road transport CO2 emissions in Europe

In Europe, the transport sector accounts for more than 27% of total CO2 emissions and, within this sector, road transport is by far the largest polluter. This fact has placed road transport emissions abatement firmly on the agenda of global alliances. In this paper, we examine the convergence in per capita road transport CO2 emissions in a sample of 22 European countries over the 1990–2014 period. We find evidence that European countries converge to one another but depending on certain structural factors (conditional convergence), and that the convergence speed has increased over time. Our results show that this conditional convergence process has led to undesirably high levels of emissions since a large part of the laggard (less polluting) countries have caught up with the leaders (more polluting) countries. We then estimate a conditional convergence dynamic panel data model to examine the structural factors affecting the convergence process and its influence on the convergence speed. Given that in our sample road transport CO2 emissions depend almost exclusively on (fossil) fuel consumption, we focus on the determinants channelled through the use of energy in the sector. By using alternative econometric approaches (pooled-OLS, fixed-effects and instrumental variables), our results show that the convergence process is conditioned by factors such as economic activity and fuel prices, and that some of these factors have a significant effect on the convergence speed. Our results imply that the European transport policy should reduce the differences in structural factor endowments among countries to enable the absolute convergence towards a lower level of emissions in a reasonable period of time.

Emissions assessment of bike sharing schemes: The case of Just Eat Cycles in Edinburgh, UK

Transport accounts for 40 % of global emissions, 72 % of which comes from road transport, and private cars are responsible for 60 % of road transport emissions. In cities, self-service bike sharing systems are quickly developing and are intended to offer an alternative and cleaner mode of transport than the car. However, the sustainability of such schemes is often taken as a given, rather than thoroughly evaluated. To address this gap, in this paper we undertake a life cycle assessment (LCA) of a public self-service bike sharing system in the city of Edinburgh, UK, modelling the production, operation and disposal elements of the system, but discounting additional food intake by users. Our results show that the bike sharing scheme is saving carbon dioxide equivalent emissions compared to the modes of transport by which its users previously travelled, but it is essential to optimize rebalancing operations and to manufacture bikes as near as possible to the point of use to further reduce carbon emissions; and that the overall emissions impacts of the scheme are critically dependent on how public transport providers respond to reductions in demand as users shift trips to bikeshare, since most trips transfer from walk and public transport, not private car. The policy implications for authorities seeking to use BSS as a GHG reduction intervention are not straightforward.

Fuel Subsidies, Fuel Consumption, and Road Transport Emissions: A systematic review

The growing clamor about the climate crisis has brought into focus the need for action to drastically reduce CO2 emissions, particularly from the road transport sector. This systematic literature review examines the nexus between fossil fuel subsidies, fuel consumption, and CO2 emissions from the road transport sector. Despite numerous research contributions that provide the foundation on this topic, the body of research appears to be quite fragmented with regard to the stated nexus. This systematic literature review consolidates currently available research and provides the basis for further research on the connection between fuel subsidy, fuel consumption, and CO2 emissions. Keywords: Fossil Fuel Subsidy; Transport Emissions; Subsidy Reform; Systematic Literature Review eISSN: 2398-4287© 2021. The Authors. Published for AMER ABRA cE-Bs by e-International Publishing House, Ltd., UK. This is an open access article under the CC BYNC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer–review under responsibility of AMER (Association of Malaysian Environment-Behaviour Researchers), ABRA (Association of Behavioural Researchers on Asians/Africans/Arabians) and cE-Bs (Centre for Environment-Behaviour Studies), Faculty of Architecture, Planning & Surveying, Universiti Teknologi MARA, Malaysia. DOI: https://doi.org/10.21834/ebpj.v6i16.2721

Detecting Leaders Country from Road Transport Emission Time-Series

Nowadays, climate change and global warming have become the main concerns worldwide. One of the main causes are the greenhouse gas (GHG) emissions produced by human activities, especially by the transportation sector. The adherence to international agreements and the implementation of climate change policy are necessary conditions for reducing environmental problems. This paper investigates the lead–lag relationship between Organization for Economic Co-operation and Development (OECD) and Annex I member countries on road transport emission performance focusing on the statistical analysis of the lead–lag relationships between the road transport emission time-series from 1970–2018 extracted by the Emissions Database for Global Atmospheric Research (EDGAR) database. The analysis was carried out using the cross-correlation function between each pair of the countries’ time-series considered. Empirical results confirm that some nations have been playing a role as leaders, while others as followers. Sweden can be considered the leader, followed by Germany and France. By analyzing their environmental policy history, we can figure out a common point that explains our results.

Air pollution and COVID-19 lockdown in a large South American city: Santiago Metropolitan Area, Chile

The implementation of confinement and physical distancing measures to restrict people's activities and transit in the midst of the COVID-19 pandemic allowed us to study how these measures affect the air quality in urban areas with high pollution rates, such as Santiago, Chile. A comparative study between the concentrations of PM10, PM2.5, NOx, CO, and O3 during the months of March to May 2020 and the corresponding concentrations during the same period in 2017–2019 is presented. A combination of surface measurements from the air quality monitoring network of the city, remote satellite measurements, and simulations of traffic activity and road transport emissions allowed us to quantify the change in the average concentrations of each pollutant. Average relative changes of traffic emissions (between 61% and 68%) implied statistically significant concentrations reductions of 54%, 13%, and 11% for NOx, CO, and PM2.5, respectively, during the pandemic period compared to historical period. In contrast, the average concentration of O3 increased by 63% during 2020 compared to 2017–2019. The nonlinear response observed in the pollution levels can be attributed to the changes in the vehicular emission patterns during the pandemic and to the role of other sources such as residential emissions or secondary PM.

Overview of the French Operational Network for In Situ Observation of PM Chemical Composition and Sources in Urban Environments (CARA Program)

The CARA program has been running since 2008 by the French reference laboratory for air quality monitoring (LCSQA) and the regional monitoring networks, to gain better knowledge—at a national level—on particulate matter (PM) chemistry and its diverse origins in urban environments. It results in strong collaborations with international-level academic partners for state-of-the-art, straightforward, and robust results and methodologies within operational air quality stakeholders (and subsequently, decision makers). Here, we illustrate some of the main outputs obtained over the last decade, thanks to this program, regarding methodological aspects (both in terms of measurement techniques and data treatment procedures) as well as acquired knowledge on the predominant PM sources. Offline and online methods are used following well-suited quality assurance and quality control procedures, notably including inter-laboratory comparison exercises. Source apportionment studies are conducted using various receptor modeling approaches. Overall, the results presented herewith underline the major influences of residential wood burning (during the cold period) and road transport emissions (exhaust and non-exhaust ones, all throughout the year), as well as substantial contributions of mineral dust and primary biogenic particles (mostly during the warm period). Long-range transport phenomena, e.g., advection of secondary inorganic aerosols from the European continental sector and of Saharan dust into the French West Indies, are also discussed in this paper. Finally, we briefly address the use of stable isotope measurements (δ15N) and of various organic molecular markers for a better understanding of the origins of ammonium and of the different organic aerosol fractions, respectively.