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R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
Publication 1025
February 2006
S U M M A R Y
This report reviews EPA Victoria studies over the last
four years in which air quality alongside major roads
in Melbourne and Geelong has been measured.
These studies support international findings which
show that, within a short distance from roads, air
quality objectives are generally met. Fine particle
levels beside a busy road carrying mainly diesel
trucks sometimes did not meet objectives.
Levels of most pollutants were slightly above or
similar to background levels.
Motor vehicles are still a major source of air
pollution in urban areas. However, despite
increased vehicle use, pollution from motor vehicles
is reducing, due to improved fuels and vehicle
designs. This trend is expected to continue. EPA will
continue to track air quality in Victoria and the
influence of motor vehicles.
A I M
The aim of this study was to review EPA’s recent
roadside air monitoring work by:
• assessing pollution levels against State and
national objectives
• comparing pollution levels with those
measured at EPA air monitoring stations
• comparing findings with national and
international studies.
B A C K G R O U N D
EPA has measured air quality in Melbourne and
Geelong over many years. Results indicate that air
quality is generally good (EPA publication 1000).
Fine particles are an issue that have been identified
as needing further attention.
In urban areas motor vehicles are a major source of
fine particles due to exhaust emissions and road
dust. Vehicles are also the major sources of carbon
monoxide, nitrogen dioxide and benzene (EPA
publication 1000).
To understand the impact of motor vehicles on air
quality near major roads, EPA has conducted a
number of studies: Hoddle Street, Collingwood;
Francis Street, Yarraville; Princes Highway, Corio;
corner of Springvale and Whitehorse Roads,
Nunawading; and Westgate Freeway, Brooklyn (see
Appendix). This report draws on the results of these
studies.
EPA’s mobile air laboratory (MoLab)
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
EPA Victoria 2
M E T H O D O L O G Y
Measurements
EPA’s mobile air monitoring laboratory was used as
a platform to monitor air quality in each roadside
study except for the Hoddle Street trend site in
Collingwood, which used a permanent air
monitoring station.
PM10 and PM2.5 particles were measured using a
TEOM1,2 and/or a manual technique, where samples
were collected onto a pre-weighed filter over 24-hour
periods followed by analysis in the laboratory.
Nitrogen dioxide, carbon monoxide and sulfur
dioxide were measured using continuous
instrumental gas analysers.
For the roadside sites, benzene samples were
collected in stainless steel fused silica-coated
canisters and analysed according to USEPA method
TO-15. Samples – each of a 24-hour duration – were
taken once every three days.
Benzene levels for the background sites were
measured by collecting 24-hour average samples
using sorbent tubes. Analysis was performed using
USEPA method TO-17 (Four Cities Study).
Benzo(a)pyrene samples were collected once every
six days in accordance with the National Measure.3
For the roadside sites, samples were collected for 24
hours onto a polyurethane foam plug. For the
1 Tapered element oscillating microbalance
2 TEOM PM10 data quoted in this report have been adjusted according to the default procedure [NEPM T10], using the temperature-dependent formula with a constant value of K equal to 0.04. The resulting adjustments vary from no change at daily average temperatures at or above 15 °C to an increase of 40 per cent at a temperature of 5 °C. 3 NEP(Air Toxics)M requires 1-in-6-day samples for a year or 1 in three days for six months.
comparison sites, samples were collected as PM10
onto Teflon-impregnated glass fibre filters using
high volume samplers (Four Cities Study). Analysis
was performed by gas chromatography mass
spectrometry detection (GC/MS).
Data analysis and presentation
Levels of common pollutants were compared to
intervention levels specified in the State
Environment Protection Policy (Air Quality
Management). Intervention levels are used to assess
whether air quality needs to be further investigated.
Levels of benzene and benzo(a)pyrene were
compared to investigation levels specified in the
National Environment Protection (Air Toxics)
Measure.
The pollutants measured at roadsides were
compared to monitoring data from selected EPA air
monitoring stations over the same time periods
(except as noted in the text). The EPA air monitoring
stations selected for comparison were Alphington
and Footscray, which were chosen to indicate
background air quality away from major roads, on
the eastern and western sides of Melbourne
respectively. For benzo(a)pyrene there was no data
for Footscray so data from the nearby Paisley station
was used.
For the Corio roadside site, the Geelong South
station was also used for comparison. For the
Nunawading roadside site, the Mooroolbark station
was also used.
In an urban environment it is impossible avoid all
roads. The roads near to comparison sites were
minor roads and are not expected to significantly
influence air quality.
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
Environment Report 3
To enable the effects of motor vehicles to be
assessed against typical background air quality,
specific impacts – such as bushfires, dust storms
and local industry – have been removed where they
could be clearly identified (as noted in the text).
The data for each pollutant in this report is
presented graphically. The bar represents the
average levels during the study. The vertical black
line extending out of the bar represents the highest
level measured. The horizontal red line represents
the intervention/investigation level.
0
1020
30
40
5060
70
80
Hoddle Street Collingwood (Aug to Oct 2001)
PM
10
(μg
/m
3)
Average Concentration
Maximum Concentration
Intervention Level
0
1020
30
40
5060
70
80
Roadside Monitoring Site (Duration of Study)
PM
10
(μg
/m
3)
Average Concentration
Maximum Concentration
Intervention Level
0
1020
30
40
5060
70
80
Hoddle Street Collingwood (Aug to Oct 2001)
PM
10
(μg
/m
3)
0
1020
30
40
5060
70
80
Hoddle Street Collingwood (Aug to Oct 2001)
PM
10
(μg
/m
3)
Average Concentration
Maximum Concentration
Intervention Level
0
1020
30
40
5060
70
80
Roadside Monitoring Site (Duration of Study)
PM
10
(μg
/m
3)
Average Concentration
Maximum Concentration
Intervention Level
R E S U L T S A N D D I S C U S S I O N
Particles (PM10 and PM2.5)
The major sources of particles in Melbourne’s air are
motor vehicles, road dust, industry, woodsmoke and
windblown dust.
High levels of particles in air can affect people with
lung or heart disease.
The peak and average 24-hour PM10 and PM2.5
particle levels for each roadside site are shown in
Figure 1 and Figure 24, along with measurements
from comparison sites.
PM10 and PM2.5 particle levels remained below the
intervention level at all but one site. Peak particle
levels went above the intervention level at Francis
Street in Yarraville5 (EPA publications 821 and 896).
Average particle levels were also higher at this site,
due to a large proportion of heavy trucks using
Francis Street and the monitoring site being only five
metres from the road.
Peak and average particle levels next to major roads
were similar to or slightly above background levels
at other sites.
Annual average PM10 particle levels measured at the
Hoddle Street trend site in Collingwood are shown
below. Particle levels have been consistently higher
than those measured at Alphington.
It is expected that particle levels as a result of diesel
vehicle emissions will decrease due to the introduction
of new diesel fuel quality standards in 2006.
4 Note that PM2.5 data from Alphington and Footscray was measured by TEOM, whereas PM2.5 data from the mobile air monitoring laboratory was obtained from manual sampling techniques. The two different measurement techniques may give slightly different levels.
5 PM10 and PM2.5 particle levels went above the intervention level on five and seven out of 163 days respectively.
0
10
20
30
40
50
60
70
19
93
19
94
19
95
19
96
19
97
19
98
19
99
20
00
20
01
20
02
20
03
20
04
Year
PM
10 (
μg
/m
3)
Intervention Level
Hoddle Street Trend Site,CollingwoodAlphington
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
EPA Victoria 4
0
10
20
30
40
50
60
70
80
Hoddle StreetCollingwood (Aug to Oct
2001)
Francis StreetYarraville (Jun to Jul
2001 and Marto Aug 2002)
PrincesHighway Corio
(Oct 2002 toMay 2003)
SpringvaleRoad
Nunawading (Sep 2003 to
Feb 2004)
WestgateFreewayBrooklyn
(Mar to Nov2004)
PM
10 (
μg/m
3)
Roadside site
AlphingtonFootscray
Other as specifiedIntervention Level
Geelo
ng S
outh
Mooro
olb
ark
Figure 1: Maximum and average 24-hour PM10 levels6
0
5
10
15
20
25
30
35
40
45
50
Francis StreetYarraville
(Jun to Jul 2001and Mar to Aug
2002)
Princes HighwayCorio
(Oct 2002 to May2003)
Springvale RoadNunawading
(Sep 2003 to Feb2004)
Westgate FreewayBrooklyn
(Mar to Nov 2004)
PM
2.5
(μg/m
3)
Roadside siteAlphingtonFootscrayIntervention Level
Figure 2: Maximum and average 24-hour PM2.5 levels6
6 Note that the Princes Highway and Westgate Freeway data sets have been filtered to remove particle contribution from sources other than the road. See Methodology section for further detail.
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
Environment Report 5
Figure 3: Maximum and average one-hour carbon monoxide levels
Carbon monoxide
Carbon monoxide is a widespread pollutant that
comes from the combustion of carbon containing
fuels such as petrol, gas, oil, coal and wood.
Carbon monoxide is readily absorbed into the
bloodstream and affects transport of oxygen through
the body. People suffering from heart disease are
particularly sensitive.
Motor vehicles are still the major source of carbon
monoxide in Melbourne, although emissions from
well-maintained newer vehicles are much lower than
those from older vehicles.
As shown in the chart below, levels of carbon
monoxide in Melbourne meet air quality objectives and
have decreased over the last twenty years despite
increasing vehicle usage (as measured by VKT –
vehicle kilometres travelled) (EPA publication 1000)7.
The peak and average one-hour carbon monoxide
levels at roadside and comparison sites are shown
in Figure 3.
7 Results shown are an average of all Melbourne monitoring stations. The State Environment Protection Policy (Ambient Air Quality) objective is being compared to.
0
5
10
15
20
25
30
35
Hoddle StreetCollingwood (Aug to Oct
2001)
Francis StreetYarraville (Jun to Jul
2001 and Marto Aug 2002)
PrincesHighway Corio
(Oct 2002 toMay 2003)
SpringvaleRoad
Nunawading (Sep 2003 to
Feb 2004)
WestgateFreewayBrooklyn
(Mar to Nov2004)
CO
(ppm
)
Roadside site
Alphington
Footscray
Other as specified
Intervention Level
Geelo
ng S
outh
Mooro
olb
ark
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
EPA Victoria 6
During the studies the levels of carbon monoxide were
well below the intervention level (29 ppm) at all sites.
Peak and average carbon monoxide levels measured
next to major roads were generally similar to those
at comparison sites.
Nitrogen dioxide
As with carbon monoxide, nitrogen oxides in urban
air come mainly from motor vehicles and other
combustion sources. Nitrogen dioxide affects
breathing and the body’s defence mechanisms.
Some nitrogen dioxide is emitted directly from
vehicles, the rest forms in air as relatively harmless
nitrogen monoxide emissions react with oxygen.
Levels of nitrogen dioxide in Melbourne are
decreasing in a similar way to carbon monoxide
levels, due to emission controls on newer motor
vehicles as shown below.
The peak and average one-hour nitrogen dioxide
levels for each roadside monitoring site are shown
in Figure 4.
During the studies the levels of nitrogen dioxide were
below the intervention level (140 ppb) at all sites.
0
20
40
60
80
100
120
140
Hoddle StreetCollingwood (Aug to Oct
2001)
Francis StreetYarraville (Jun to Jul
2001 and Marto Aug 2002)
PrincesHighway Corio
(Oct 2002 toMay 2003)
SpringvaleRoad
Nunawading (Sep 2003 to
Feb 2004)
WestgateFreewayBrooklyn
(Mar to Nov2004)
NO
2 (
pp
b)
Roadside siteAlphingtonFootscrayOther as specifiedIntervention Level
Mooro
olb
ark
Geelo
ng S
outh
Figure 4: Maximum and average one-hour nitrogen dioxide levels
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
Environment Report 7
Peak and average nitrogen dioxide levels measured
next to major roads were slightly above those at
comparison sites.8
Sulfur dioxide
The main source of sulfur dioxide in Melbourne is
industry. Petrol and diesel contain some sulfur so
vehicles also emit sulfur dioxide. The levels of sulfur
in fuels are being reduced over time.
Sulfur dioxide is an irritant gas that affects
breathing.
8 The highest levels of nitrogen dioxide were measured at Princes Highway in Corio where there was some industrial contribution (EPA publication 911).
The peak and average one-hour sulfur dioxide levels
for each roadside monitoring site are shown in
Figure 5.
During the studies the levels of sulfur dioxide were
well below the intervention level (210 ppb) at all
sites.
Peak and average sulfur dioxide levels measured
next to major roads were generally similar to those
at comparison sites.9
9 Note that the sulfur dioxide maximum level for Princes Highway in Corio is estimated (industrial contribution removed) and the average level includes motor vehicles and industry.
0
50
100
150
200
250
Hoddle StreetCollingwood
(Aug to Oct 2001)
Francis Street Yarraville (Jun to Jul 2001 and Mar
to Aug 2002)
Princes Highway Corio (Oct 2002 to May 2003)
SO
2 (
pp
b)
Roadside site
Alphington
Footscray
Other as specified
Intervention Level
Geelo
ng S
outh
Figure 5: Maximum and average one-hour sulfur dioxide levels
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
EPA Victoria 8
Benzene
In Victoria, motor vehicles are the main source of
benzene emissions to air (Benzene Health Review).
Benzene is an aromatic hydrocarbon found in petrol.
Benzene is classified as a human carcinogen. Long-
term exposure to benzene can cause bone marrow
depression and acute myeloid leukaemia.
National cleaner fuel standards require that
refineries reduce benzene levels in petrol from
around four per cent to less than one per cent from
2006 (Fuel Standard (Petrol) Determination 2001).
This will reduce benzene emissions.
The average 24-hour benzene level for each
roadside site is shown in Figure 6, along with data
from comparison sites (note different time periods).
For all sites benzene levels were below the annual
average investigation level of 3 ppb.
Benzene levels measured near roads were higher
than those measured at comparison sites.
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
SpringvaleRoad
Nunawading (Sep 2003 to
Feb 2004)
WestgateFreewayBrooklyn
(Mar to Nov2004)
Alphington (Jan to Dec
2003)
Footscray (Jan to Dec
2003)
Be
nze
ne
(p
pb
)
Investigation Level
Figure 6: Average 24-hour benzene levels
Benzo(a)pyrene
Benzo(a)pyrene is one of the more toxic of a group
of compounds called polycyclic aromatic
hydrocarbons (PAHs) and is used as an indicator of
the group.
In urban air major sources of benzo(a)pyrene are
motor vehicles and woodsmoke (Four Cities Study).
Benzo(a)pyrene is found on fine combustion particles.
Benzo(a)pyrene has been determined to be
carcinogenic to humans and animals (PAHs Health
Review).
The average 24-hour benzo(a)pyrene level for each
roadside monitoring site is shown in Figure 7, along
with data from comparison sites (note different time
periods).
For the sites shown, benzo(a)pyrene levels were below
the annual average investigation level of 0.3 ng/m3.
Benzo(a)pyrene levels at these sites were similar to
those at EPA air monitoring stations at Alphington and
Paisley.
0.0
0.1
0.1
0.2
0.2
0.3
0.3
0.4
SpringvaleRoad
Nunawading (Sep 2003 to
Feb 2004)
WestgateFreewayBrooklyn
(Mar to Nov2004)
Alphington (Jan to Dec
2003)
Paisley (Jan to Dec
2003)
Ben
zo
(a)p
yre
ne (
ng
/m
3) Investigation Level
Figure 7: Average benzo(a)pyrene levels
The limited data available on levels of
benzo(a)pyrene at Francis Street suggests that levels
are higher than at other sites (the average result from
seven samples in mid-2002 was 1.2 ng/m3). This is
consistent with the elevated levels of fine particles
due to heavy trucks as discussed earlier.
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
Environment Report 9
As particle levels from diesel vehicles are reduced in
2006 (see particles) benzo(a)pyrene levels may also
decrease. EPA is going to conduct further monitoring to
gain a better understanding of benzo(a)pyrene in air.
C O M P A R I S O N W I T H I N T E R N A T I O N A L
A N D N A T I O N A L F I N D I N G S
A number of national and international air
monitoring studies have been conducted near
various roads and a general conclusion has been
reached that there is a reduction in pollutant level
as distance from the road increases.
Models used to assess roadside air quality predict a
rapid decrease in pollutant level as distance from
the road increases. For example, the level of PM10
particles as a function of distance from a major road,
as predicted by the AusRoads model, is shown in
Figure 8. The model predicts a rapid decrease in
level within 20 m of the edge of the road.
0
10
20
30
40
50
60
70
80
90
100
0 20 40 60 80 100
Distance from road (m)
Rela
tive 2
4 h
ou
r P
M1
0
co
ncen
trati
on
(p
erc
en
t)
Figure 8: AusRoads prediction of reduction in PM10 level with distance from a road10
10 The model has been run for a typical 100,000-vehicle-per-day road with four lanes (two each way, no median strip) and symmetric diurnal traffic profile, background 20 ug/m3. The graph is a worst-case scenario to be expected in a year for the conditions modelled.
The model prediction is supported by international
and national monitoring studies that have shown
there is a rapid decrease in pollution level with
increased distance from the road. For example:
• a study on road proximity and PM10 particle
levels in Sacramento, California found that
levels approached background levels within
100 m (Ashbaugh et al.).
• a study conducted near a freeway in
Southern California found that PM10 particle
and carbon monoxide levels declined by
60 per cent within 100 m of the roadside
(Zhu et al.).
• a study conducted near various types of
roads throughout the United Kingdom found
that there was a sharp decline in nitrogen
dioxide and nitrogen monoxide levels over
the first 5–10 m, with levels close to
background beyond 20 m. A similar result
was found for PM10 (Laxen et al.).
• a study of 13 roadways in south-east
Queensland between 1994 and 1997
showed that open roadside sites did not
exceed policy levels even at distances of 10
to 20 meters from the edge of the road
(Neale et al.).
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
EPA Victoria 10
C O N C L U S I O N
Particles
• Particles measured as PM10 and PM2.5,
generally remained below intervention
levels.
• In general particle levels were similar to or
slightly above background levels.
Carbon monoxide, nitrogen dioxide and sulfur
dioxide
• Carbon monoxide, nitrogen dioxide and
sulfur dioxide levels were below
intervention levels next to all roads
monitored.
• Carbon monoxide, nitrogen dioxide and
sulfur dioxide levels were similar to
background levels at all sites monitored.
• Levels are expected to continue to remain
below air monitoring objectives in the
future.
Benzene
• Average benzene levels were below
investigation levels
• Benzene levels were above background
levels.
• Reduction of benzene in petrol in 2006 is
expected to result in a reduction of benzene
levels in Melbourne.
Benzo(a)pyrene
• Benzo(a)pyrene levels were found to be
below investigation levels and similar to
background levels.
• Further study is required to determine
benzo(a)pyrene sources and levels near
roads.
General conclusion
• This study supports findings of other
studies which show that, within a short
distance from the road, air quality
objectives are generally met.
• Motor vehicles are still a major influence on
air quality in urban areas.
Future directions
• Improved fuel standards and vehicle design
is expected to improve air quality near
roads despite increased vehicle usage.
• EPA will continue to operate its smoky
vehicle reporting program11 and to
encourage the community to take steps to
reduce vehicle emissions (such as vehicle
maintenance, smooth driving techniques
and alternative transport).
• Further air quality monitoring will also be
undertaken, particularly to improve
knowledge on particles, benzene and
benzo(a)pyrene levels.
• EPA will continue to assess national and
international research on the effects of
motor vehicles on air quality.
11 If you see a smoky vehicle call Smoky Vehicle Reporting Line on (03) 9695 2755 in the metropolitan area, or 1800 444 051 outside the metropolitan area. You can also report smoky vehicles online at www.epa.vic.gov.au/reporting/smokyvehicle.asp.
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
Environment Report 11
R E F E R E N C E S
NEP(Air Toxics)M, National Environment Protection (Air Toxics) Measure, April 2004.
SEPP(AQM), State Environment Protection Policy (Air Quality Management) 2001, State Government of Victoria.
Ashbaugh L, Flocchini RG, Chang D, Garza V, Carvacho OF, James TA and Matsumura RT. Final report: Traffic generated PM10 hot spots. Prepared for the California Department of Transportation under Caltrans Contract No. 53V606 A2. Prepared by Air Quality Group, Crocker Nuclear Laboratory, University of California, Davis, 1996.
EPA publication 821: Air monitoring at Francis Street, Yarraville.
EPA publication 874: Air monitoring at Collingwood College during August – October 2001.
EPA publication 896: Air monitoring at Francis Street, Yarraville during 2002.
EPA publication 911: Air monitoring at Corio – October 2002 to May 2003.
EPA publication 948: Air monitoring at Nunawading – September 2003 to February 2004.
EPA publication 974: Air monitoring alongside the Westgate Freeway in Brooklyn – March to November 2004.
EPA publication 1000: Victoria’s Air Quality 2004.
Four Cities Study, fine particle composition in four major australian cities, National Heritage Trust, 2005.
Laxen D, Wilson P, Longhurst J, Woodfield N and Beattie C. Compilation of new roadside monitoring data obtained by local authorities as part of the review and assessment process. Report on behalf of DEFRA 2002.
Neale D and Wainwright D, Roadside air quality in south-east Queensland. Queenland Environmental Protection Agency, Environment Technical Report No. 38.
NEPM T10, National Environment Protection (Ambient Air Quality) Measure Technical Paper No. 10, Collection and reporting of TEOM PM10 data. available from www.ephc.gov.au.
State Environment Protection Policy (Ambient Air Quality) 1999, State Government of Victoria.
Zhu Y, Hinds WC, Kim S and Sioutas C. ‘Level and size distribution of ultrafine particles near a major highway’; J. Air & Waste Manage. Assoc. 52, pp. 1032–1042.
Benzene Health Review available at www.ephc.gov.au/nepms/air/air_toxics.html.
PAHs Health Review available at www.ephc.gov.au/nepms/air/air_toxics.html.
Fuel Standard (Petrol) Determination 2001 available at scaleplus.law.gov.au/html/instruments/
0/33/0/2004081702.htm.
Health effects of transport-related air pollution. Edited by Michal Krzyzanowski, Birgit Kuna-Dibbert and Jürgen Schneider, 2005. ISBN 92-890-1373-7. Available at www.euro.who.int/InformationSources/Publications/Catalogue/20050601_1
RE
VIE
W O
F A
IR Q
UA
LIT
Y N
EA
R M
AJO
R R
OA
DS
EPA
Vict
oria
12
AP
PE
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IX
Roa
dsid
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etai
ls
Stu
dy n
ame
Dur
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n of
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Loca
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Ap
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day
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Pollu
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CO
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2 EP
A p
ublic
atio
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ir m
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at
Colli
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avill
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A p
ublic
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n 8
21: A
ir m
onito
ring
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ranc
is
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et, Y
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ville
EP
A p
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n 8
96: A
ir m
onito
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at F
ranc
is
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et, Y
arra
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EPA
pub
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911:
Air
mon
itori
ng a
t Cor
io –
O
ctob
er 2
00
2 to
May
20
03
Spr
ingv
ale
Road
, N
unaw
adin
g S
epte
mbe
r 200
3 to
Feb
ruar
y 20
04
Nea
r Spr
ingv
ale
Road
and
W
hite
hors
e Ro
ad in
ters
ecti
on,
Nun
awad
ing
150
00
0
6m
PM2.
5, P
M10
, NO
2,
CO, b
enze
ne,
benz
o(a)
pyre
ne
EPA
pub
licat
ion
948
: Air
mon
itori
ng a
t N
unaw
adin
g –
Sep
tem
ber
200
3 to
Feb
ruar
y 20
04
Wes
tgat
e Fr
eew
ay,
Bro
okly
n
Mar
ch to
N
ovem
ber 2
00
4 A
long
side
cit
y-bo
und
Mill
ers
Road
on-
ram
p,
Wes
tgat
e Fr
eew
ay,
Bro
okly
n/A
lton
a N
orth
130
00
0
10m
PM
2.5,
PM
10, N
O2,
CO
, ben
zene
, be
nzo(
a)py
rene
EPA
pub
licat
ion
974:
Air
mon
itori
ng a
long
side
th
e W
estg
ate
Free
way
in B
rook
lyn
– M
arch
to
Nov
embe
r 20
04
RE
VIE
W O
F A
IR Q
UA
LIT
Y N
EA
R M
AJO
R R
OA
DS
Envi
ronm
ent
Repo
rt
13
Com
pari
son
site
det
ails
.
Sit
e na
me
Loca
tion
A
ppro
xim
ate
dist
ance
to n
eare
st m
ajor
road
Po
lluta
nts
mea
sure
d
Alp
hing
ton
Railw
ay L
ot 6
, W
ingr
ove
St,
Fa
irfie
ld
200
m fr
om H
eide
lber
g Ro
ad
PM10
, PM
2.5,
NO
2, C
O, S
O2,
be
nzen
e, b
enzo
(a)p
yren
e
Foot
scra
y H
anse
n Re
serv
e,
Robe
rts
Str
eet,
Fo
otsc
ray
100
0 m
from
Pri
nces
Hig
hway
PM
10, P
M2.
5, N
O2,
CO
, SO
2,
benz
ene
Pais
ley
Bay
side
Col
lege
, Pa
isle
y Ca
mpu
s,
Ble
nhei
m R
oad,
A
lton
a Ea
st
500
m fr
om M
ason
s S
tree
t be
nzo(
a)py
rene
Moo
rool
bark
B
alco
mbe
Ave
nue,
M
ooro
olba
rk
150
0 m
from
Mar
oond
ah H
ighw
ay
PM10
, NO
2, C
O
Gee
long
Sou
th
Bre
akw
ater
Roa
d,
Bre
akw
ater
8
0 m
from
Bre
akw
ater
Roa
d PM
10, N
O2,
CO
, SO
2
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
EPA Victoria 14
Roadside sites and comparison site locations in Melbourne
R E V I E W O F A I R Q U A L I T Y N E A R M A J O R R O A D S
Environment Report 15
Roadside sites and comparison site locations in Geelong