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AEAT/EEQC-0185 Issue 2

Stage 1 Air Quality Review and Assessment for Corby Borough Council

A report produced for Corby Borough Council

March 2000


Title Stage 1 Air Quality Review and Assessment for Corby Borough Council

Customer Corby Borough Council Confidentiality, copyright and reproduction

Unrestricted This document has been prepared by AEA Technology plc in connection with a contract to supply goods and/or services and is submitted only on the basis of strict confidentiality. The contents must not be disclosed to third parties other than in accordance with the terms of the contract.

File reference ED 20615195 Report number AEAT/EEQC-0185 Report status Issue 2 National Environmental Technology Centre (NETCEN)

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AEA Technology is the trading name of AEA Technology plc AEA Technology is certificated to BS EN ISO9001:(1994)

Name Signature Date Author Martin Peirce Reviewed by John Watterson Approved by Geoff Dollard

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Executive Summary

The UK Government published its strategic policy framework for air quality management in 1995, establishing national strategies and policies on air quality which culminated in the Environment Act, 1995. As a requirement of the Act, the Secretary of State has since prepared a National Air Quality Strategy. The National Air Quality Strategy provides a framework for air quality control through air quality management and air quality standards. The Environment Act requires Local Authorities to undertake an air quality review. In areas where air quality objectives are not anticipated to be met by the year 2003, 2004 and 2005 as appropriate for the relevant pollutants, Local Authorities are required to establish Air Quality Management Areas.

The first step in this process is to undertake a review of current and potential future air quality. The number of reviews necessary depends on the likelihood of achieving the objectives.

This report is equivalent to a first stage air quality review as outlined in the Government’s published guidance. The air quality review investigates current and potential future air quality by examining the location and size of principal emission sources and by referring to data from air quality monitoring.

In the case of Corby Borough Council, we suggest that a second stage air quality review is required for:

• Nitrogen dioxide to assess some Part A processes, the effects of road traffic close to the A6003, and the “Eurohub” rail served development (if necessary).

• PM10 some point sources, and the “Eurohub” railed served development (if necessary).

• Sulphur dioxide the “Eurohub” rail served development (if necessary), and possibly the Dulmison Part B process.

No further assessment is needed for:

• Benzene • Carbon monoxide

Further data should be collected about the sources of these pollutants:

• Lead to determine whether the Dulmison Part B process requires further assessment.

• 1,3 butadiene to determine whether Ball and Young Part B process requires further assessment

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Contents

1 Introduction 1

1.1 THE NEED FOR A NATIONAL AIR QUALITY STRATEGY 1 1.2 OVERVIEW OF THE PRINCIPLES AND MAIN ELEMENTS OF THE NATIONAL AIR

QUALITY STRATEGY 2 1.2.1 National Air Quality Standards 3 1.2.2 Policies in place to allow these objectives to be achieved 5 1.2.3 Timescales to achieve the objectives 5

1.3 AIR QUALITY REVIEWS 5 1.3.1 Which locations should the review and assessment concentrate on? 7

2 Introduction to the Stage 1 Air Quality Review for Corby 9

2.1 PURPOSE OF THE STUDY 9 2.2 APPROACH TAKEN 9 2.3 VERSION OF THE POLLUTANT SPECIFIC GUIDANCE USED IN THIS ASSESSMENT 9 2.4 STRUCTURE OF THIS REPORT 10 2.5 INFORMATION PROVIDED BY CBC TO SUPPORT THIS ASSESSMENT 10

2.5.1 The local area of Corby 10 2.5.2 Proposed developments that might affect air quality 11

2.5.2.1 Industry, retail, housing and redevelopment 11 2.5.2.2 Roads 11

2.5.3 Local air quality monitoring data available 11 2.5.3.1 Extent of data available 11 2.5.3.2 Location of continuous monitor and pollutants monitored 12 2.5.3.3 Extent of data assessed 12 2.5.3.4 QA/QC of continuous monitoring data 12

2.5.4 Traffic data 12 2.5.4.1 Flow and speed 12 2.5.4.2 Traffic growth 12 2.5.4.3 Fraction of HGVs 12 2.5.4.4 Assumed distance from the centre of the road to the kerbside 12

2.5.5 Rail 13 2.5.6 Part A and B process and >5 MW (thermal) combustion plants 13

2.5.6.1 Part A and B processes 13 2.5.6.2 5 MW (thermal) combustion plants in CBC 14

2.6 EFFECTS OF FUGITIVE EMISSIONS OF PM10 14 2.7 EFFECT OF COAL BURNING IN THE REGION 14 2.8 DATES TO WHICH THE PREDICTED EMISSIONS FROM ROAD TRAFFIC APPLY 14 2.9 UNITS OF CONCENTRATION 14

3 Review and assessment of carbon monoxide 15

3.1 INTRODUCTION 15

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3.1.1 Standard and objective for carbon monoxide 15 3.1.2 The National Perspective 15

3.2 BACKGROUND CONCENTRATIONS OF CARBON MONOXIDE 15 3.3 MONITORING OF CARBON MONOXIDE 15 3.4 IMPACT OF ROAD TRAFFIC ON CARBON MONOXIDE CONCENTRATIONS 16 3.5 IMPACT OF INDUSTRY ON CARBON MONOXIDE CONCENTRATIONS 16

3.5.1 Within CBC 16 3.5.2 Surrounding CBC 16

3.6 CONCLUSIONS FOR CARBON MONOXIDE 16

4 Review and assessment of benzene 17

4.1 INTRODUCTION 17 4.1.1 Standard and Objective for benzene 17 4.1.2 The National Perspective 17

4.2 BACKGROUND CONCENTRATIONS OF BENZENE 17 4.3 MONITORING OF BENZENE 18 4.4 IMPACT OF INDUSTRY ON BENZENE CONCENTRATIONS 18


4.5 IMPACT OF PETROL FILLING STATIONS ON BENZENE CONCENTRATIONS 18 4.6 CONCLUSIONS FOR BENZENE 18

5 Review and assessment of 1,3-butadiene 19

5.1 INTRODUCTION 19 5.1.1 Standard and objective for 1,3-butadiene 19 5.1.2 The National Perspective 19

5.2 MONITORING OF 1,3-BUTADIENE 19 5.3 IMPACT OF INDUSTRY ON 1,3-BUTADIENE CONCENTRATIONS 19


5.4 CONCLUSIONS FOR 1,3-BUTADIENE 20

6 Review and assessment of lead 21

6.1 INTRODUCTION 21 6.1.1 Standards and objectives for lead 21 6.1.2 The National Perspective 21

6.2 BACKGROUND CONCENTRATIONS OF LEAD 22 6.3 MONITORING OF LEAD 22 6.4 IMPACT OF INDUSTRY ON LEAD CONCENTRATIONS 22


6.5 CONCLUSIONS FOR LEAD 22

7 Review and assessment of nitrogen dioxide 23

7.1 INTRODUCTION 23 7.1.1 Standards and objectives for nitrogen dioxide 23

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7.1.2 The National Perspective 24 7.2 BACKGROUND CONCENTRATIONS OF NITROGEN DIOXIDE AND OXIDES OF

NITROGEN 24 7.3 RESULTS FROM MONITORING DATA IN CORBY BOROUGH 24

7.3.1 Continuous monitoring 24 7.3.2 Diffusion tubes 24

7.4 IMPACT OF ROAD TRAFFIC ON CONCENTRATIONS OF OXIDES OF NITROGEN 25 7.5 IMPACT OF RAIL TRANSPORT ON CONCENTRATIONS OF OXIDES OF NITROGEN 25 7.6 IMPACT OF INDUSTRY ON CONCENTRATIONS OF NITROGEN OXIDES 25


7.7 CONCLUSIONS FOR NITROGEN DIOXIDE 26

8 Review and assessment of sulphur dioxide 28

8.1 INTRODUCTION 28 8.1.1 Standards and objectives for sulphur dioxide 28 8.1.2 The National Perspective 28

8.2 MONITORING OF SULPHUR DIOXIDE 29 8.3 PREDICTED CONCENTRATIONS OF SULPHUR DIOXIDE 29

8.3.1 Predictions for 2005 30 8.4 IMPACT OF INDUSTRY ON CONCENTRATIONS OF SULPHUR DIOXIDE 31


8.5 IMPACT OF COAL BURNING ON SO2 CONCENTRATIONS 31 8.6 IMPACT OF RAIL TRANSPORT ON CONCENTRATIONS OF SULPHUR DIOXIDE 32 8.7 CONCLUSIONS FOR SULPHUR DIOXIDE 32

9 Review and assessment of PM10 33

9.1 INTRODUCTION 33 9.1.1 Standards and objectives for particulate matter 33 9.1.2 The National Perspective 34

9.2 MONITORING OF PM10 34 9.3 EMISSIONS OF PM10 IN CBC AND PREDICTED BACKGROUND CONCENTRATIONS IN

2004 34 9.4 IMPACT OF ROAD TRAFFIC ON PM10 34 9.5 IMPACT OF RAIL TRANSPORT ON CONCENTRATIONS OF PM10 35 9.6 IMPACT OF INDUSTRY ON CONCENTRATIONS OF PM10 35

9.6.1 Within CBC 35 9.7 IMPACT OF COAL BURNING ON PM10 CONCENTRATIONS 36 9.8 CONCLUSIONS FOR PM10 36

10 Conclusions for each pollutant and source 37

11 References 39

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AEAT/EEQC-0185 Issue 2 Appendix 1 Local air quality monitoring data available Appendix 2 Traffic flow and speed data and %HGVs Appendix 3 Detailed traffic flow data Appendix 4 Part A and B process Figure 1.1 Map of Roads, Part A Processes and Quarries Figure 2.1 Map of Carbon Monoxide concentrations Figure 3.1 Map of Benzene concentrations Figure 4.1 Map of lead concentrations Figure 5.1 Map of nitrogen dioxide concentrations Figure 6.1 Map of Oxides of Nitrogen concentrations Figure 7.1 Map of Sulphur Dioxide concentrations Figure 8.1 Map of projected total PM10 background for 2004

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AEAT/EEQC-0185 Issue 2 Acronyms and definitions

AADTF annual average daily traffic flow APEG Airborne Particles Expert Group AQDD Common Position on Air Quality Daughter Directives AQMA Air Quality Management Area AUN Automatic Urban Network BATNEEC Best Available Technology Not Entailing Excessive Cost BPEO Best Practicable Environmental Option CBC Corby Borough Council CHP Combined Heat and Power plant CNS central nervous system CO Carbon monoxide CRI Chemical Release Inventory (now the Pollution Inventory) D1 HMIP dispersion modelling notes; Technical Guidance Note (Dispersion) D1 DETR Department of the Environment Transport and the Regions DMRB Design Manual for Roads and Bridges EA Environment Agency EPA Environmental Protection Act EPAQS Expert Panel on Air Quality Standards SSAQR Second Stage Air Quality Review GIS Geospatial Information System HA Highways Agency HFO heavy fuel oil HGV heavy goods vehicle IPCC Integrated Pollution Prevention and Control kerbside 0 to 1 m from the kerb M mega (1x106) NAEI National Atmospheric Emission Inventory NAQS National Air Quality Strategy NETCEN National Environmental Technology Centre NO2 Nitrogen dioxide NOx Oxides of nitrogen NRTF National Road Traffic Forecast PG Process Guidance (notes) PI pollution inventory ppb parts per billion ppm parts per million roadside 1 to 5 m from the kerb SO2 Sulphur dioxide SoS Secretary of State SSAQR Second Stage Air Quality Review TEOM tapered element oscillating microbalance VOC volatile organic compound

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1 Introduction

This chapter introduces the main elements of the government’s air quality strategy. Chapters 2 onwards present the results of the air quality review and assessment.

1.1 THE NEED FOR A NATIONAL AIR QUALITY STRATEGY

Since the early 1990s, the Department of Environment, Transport and the Regions (DETR) has been investigating the need for a new framework for air quality control. This has been fuelled by recent episodes of poor air quality in many of the UK’s major urban areas and by increasing concerns expressed by both the public and the scientific community. The need to reconcile industry and commerce with the maintenance and improvement of environmental quality has already been recognised in Agenda 21 and is now taken further with the development of the National Air Quality Strategy (NAQS).

On the whole, air quality in the UK today is much improved compared to that of fifty years ago when the occurrence of high SO2 and smoke concentrations as ‘smog’ in towns and cities resulted in acute health effects on the resident population. However, there is now some evidence of an association between ambient air quality and chronic health effects and discomfort for sensitive individuals. For example, health effects have been linked to particulate emissions from sources such as road transportation. A new approach to the control of air quality was sought to tackle these issues and to provide a further basis for the achievement of wider objectives in relation to sustainable development in the UK.

Part IV of the Environment Act 1995, the main elements of which are shown in Table 1.1, requires the formulation of a national strategy and provides for the further development of local air quality assessment and management. This Act and the subsequent NAQS are the culmination of work surrounding a number of consultation documents issued by the Government, the most important of which was ‘Air Quality: Meeting the Challenge’ in 1995. The Strategy was also developed within the context of information provided by an ongoing programme of research conducted by Government Panels and Review Groups. A draft Strategy was produced in August 1996 and the first National Air Quality Strategy was adopted in April 1997 (DoE, 1997). In December 1997, Air Quality Regulations set out the process of air quality review and assessment.

The Government published its proposals for review of the National Air Quality Strategy in early 1999 (DETR, 1999). These proposals included revised objectives for many of the regulated pollutants. A key factor in the proposals to revise the objectives was the agreement in June 1998 at the European Union Environment Council of a Common Position on Air Quality Daughter Directives (AQDD).

Following consultation on the Review of the National Air Quality Strategy, the Government prepared the Air Quality Strategy for England, Scotland, Wales and Northern Ireland for consultation in August 1999. It was published in January 2000 (DETR, 2000).

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AEAT/EEQC-0185 Issue 2 Table 1.1 Major elements of the Environment Act 1995

Part IV Air Quality

Commentary

Section 80 Obliges the Secretary of State (SoS) to publish a National Air Quality Strategy as soon as possible.

Section 81 Obliges the Environment Agency to take account of the strategy.

Section 82 Requires local authorities, any unitary or district, to review air quality and to assess whether the air quality standards and objectives are being achieved. Areas where standards fall short must be identified.

Section 83 Requires a local authority, for any area where air quality standards are not being met, to issue an order designating it an air quality management area (AQMA).

Section 84 Imposes duties on a local authority with respect to AQMAs. The local authority must carry out further assessments and draw up an action plan specifying the measures to be carried out and the timescale to bring air quality in the area back within limits.

Section 85 Gives reserve powers to cause assessments to be made in any area and to give instructions to a local authority to take specified actions. Authorities have a duty to comply with these instructions.

Section 86 Provides for the role of County Councils to make recommendations to a district on the carrying out of an air quality assessment and the preparation of an action plan.

Section 87 Provides the SoS with wide ranging powers to make regulations concerning air quality. These include standards and objectives, the conferring of powers and duties, the prohibition and restriction of certain activities or vehicles, the obtaining of information, the levying of fines and penalties, the hearing of appeals and other criteria. The regulations must be approved by affirmative resolution of both Houses of Parliament.

Section 88 Provides powers to make guidance which local authorities must have regard to.

1.2 OVERVIEW OF THE PRINCIPLES AND MAIN ELEMENTS OF THE

NATIONAL AIR QUALITY STRATEGY

The main elements of the NAQS can be summarised as follows:

• The use of a health-effects based approach using national air quality standards and objectives.

• The use of policies by which the objectives can be achieved and which include the input of important actors such as industry, transportation bodies and local authorities.

• The predetermination of timescales with target dates of 2003, 2004 and 2005 for the achievement of objectives

• A commitment to review the Strategy every three years.

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AEAT/EEQC-0185 Issue 2 It is intended that the NAQS will provide a framework for the improvement of air quality that is both clear and workable. In order to achieve this, the Strategy is based on several principles which include:

• the provision of a statement of the Government’s general aims regarding air quality; • clear and measurable targets; • a balance between local and national action; and • a transparent and flexible framework. Co-operation and participation by different economic and governmental sectors is also encouraged within the context of existing and potential future international policy commitments.

1.2.1 National Air Quality Standards At the centre of the NAQS is the use of national air quality standards to enable air quality to be measured and assessed. These also provide the means by which objectives and timescales for the achievement of objectives can be set. Most of the proposed standards have been based on the available information concerning the health effects resulting from different ambient concentrations of selected pollutants and are the consensus view of medical experts on the Expert Panel on Air Quality Standards (EPAQS). These standards and associated specific objectives to be achieved between 2003 and 2008 are shown in Table 1.2. The table shows the standards in ppb and μg m-3 with the number of exceedences that are permitted (where applicable) and the equivalent percentile.

Specific objectives relate either to achieving the full standard or, where use has been made of a short averaging period, objectives are sometimes expressed in terms of percentile compliance. The use of percentiles means that a limited number of exceedences of the air quality standard over a particular timescale, usually a year, are permitted. This is to account for unusual meteorological conditions or particular events such as November 5th. For example, if an objective is to be complied with at the 99.9th percentile, then 99.9% of measurements at each location must be at or below the level specified.

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AEAT/EEQC-0185 Issue 2 Table 1.2 Air Quality Objectives in the Air Quality Regulations (2000) for the purpose of

Local Air Quality Management

Pollutant Concentration limits

Averaging period Objective [number of permitted exceedences a

year and equivalent percentile]

(μg m-3) (ppb) (μg m-3) Date for objective

Benzene 16.25 5 running annual mean 16.25 by 31.12.2003

1,3-butadiene 2.25 1 running annual mean 2.25 by 31.12.2003

CO 11,600 10,000 running 8-hour mean 11,600 by 31.12.2003

0.5 - annual mean 0.5 by 31.12.2004 Pb 0.25 - annual mean 0.25 by 31.12.2008

200 105 1 hour mean 200 by 31.12.2005 [maximum of 18 exceedences a year or equivalent to the 99.8th percentile]

NO2 (see note below)

40 21 annual mean 40 by 31.12.2005

50 - 24-hour mean 50 by 31.12.2004 [maximum of 35 exceedences a year or ~ equivalent to the 90th percentile]

PM10 (gravimetric) (see note below)

40 - annual mean 40 by 31.12.2004

266 100 15 minute mean 266 by 31.12.2005 [maximum of 35 exceedences a year or equivalent to the 99.9th percentile]

SO2350 132 1 hour mean 350 by 31.12.2004

[maximum of 24 exceedences a year or equivalent to the 99.7th percentile]

125 47 24 hour mean 125 by 31.12.2004 [maximum of 3 exceedences a year or equivalent to the 99th percentile]

Notes

1. Conversions of ppb and ppm to (μg m-3) correct at 20°C and 1013 mb. 2. The objectives for nitrogen dioxide are provisional. 3. PM10 measured using the European gravimetric transfer standard or equivalent. The Government and the

devolved administrations see this new 24-hour mean objective for particles as a staging post rather than a final outcome. Work has been set in hand to assess the prospects of strengthening the new objective.

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AEAT/EEQC-0185 Issue 2 1.2.2 Policies in place to allow these objectives to be achieved The policy framework to allow these objectives to be achieved is one that that takes a local air quality management approach. This is superimposed upon existing national and international regulations in order to effectively tackle local air quality issues as well as issues relating to wider spatial scales. National and EC policies which already exist provide a good basis for progress towards the air quality objectives set for 2003 to 2008. For example, the Environmental Protection Act 1990 allows for the monitoring and control of emissions from industrial processes and various EC Directives have ensured that road transport emission and fuel standards are in place. These policies are being developed to include more stringent controls. Recent developments in the UK include the announcement by the Environment Agency in January 2000 on controls on emissions of SO2 from coal and oil fired power stations. This system of controls means that by the end of 2005 coal and oil fired power stations will meet the air quality standards set out in the NAQS.

Local air quality management provides a strategic role for local authorities in response to particular air quality problems experienced at a local level. This builds upon current air quality control responsibilities and places an emphasis on bringing together issues relating to transport, waste, energy and planning in an integrated way. This integrated approach involves a number of different aspects. It includes the development of an appropriate local framework that allows air quality issues to be considered alongside other issues relating to polluting activity. It should also enable co-operation with and participation by the general public in addition to other transport, industrial and governmental authorities.

An important part of the Strategy is the requirement for local authorities to carry out air quality reviews and assessments of their area against which current and future compliance with air quality standards can be measured. Over the longer term, these will also enable the effects of policies to be studied and therefore help in the development of future policy. The Government has prepared guidance to help local authorities to use the most appropriate tools and methods for conducting a review and assessment of air quality in their District. This is part of a package of guidance being prepared to assist with the practicalities of implementing the NAQS. Other guidance covers air quality and land use planning, air quality and traffic management and the development of local air quality action plans and strategies.

1.2.3 Timescales to achieve the objectives In most local authorities in the UK, objectives will be met for most of the pollutants within the timescale of the objectives shown in Table 1.2. It is important to note that the objectives for NO2 remain provisional. The Government has recognised the problems associated with achieving the standard for ozone and this will not therefore be a statutory requirement. Ozone is a secondary pollutant and transboundary in nature and it is recognised that local authorities themselves can exert little influence on concentrations when they are the result of regional primary emission patterns.

1.3 AIR QUALITY REVIEWS

A range of Technical Guidance has been issued to enable air quality to be monitored, modelled, reviewed and assessed in an appropriate and consistent fashion. This includes the Technical Guidance Note LAQM.TG4(98), and the latest version LAQM.TG4(00) consultation draft December 1999, on ‘Review and Assessment: Pollutant Specific Guidance’ (PSG). This review and assessment has considered the procedures set out in the latest consultation draft.

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AEAT/EEQC-0185 Issue 2 The primary objective of undertaking a review of air quality is to identify any areas that are unlikely to meet national air quality objectives and ensure that air quality is considered in local authority decision making processes. The complexity and detail required in a review depends on the risk of failing to achieve air quality objectives and it has been proposed therefore that reviews should be carried out in three stages. All three stages of review and assessment may be necessary and every authority is expected to undertake at least a first stage review and assessment of air quality in their authority area. The Stages are briefly described below.

Stage 1 A Stage 1 review is expected to have considered all sources of pollutants which could have a significant impact in the authority’s locality, either due to the emission of significant quantities of the pollutant(s) of concern, or for which there is potential for exposure of the general public to poor air quality. The review should include details of any significant existing or planned transportation, industrial or other sources in and around the District. If no sources are identified, or the size of the emissions are small, the local authority can conclude that the risk of failing to meet set air quality objectives is negligible and it is it therefore not necessary to conduct a second stage review. Alternatively, if the local authority can identify a significant source for one or more pollutants, it is necessary to proceed to a second stage air quality review.

Stage 2 The second stage air quality review provides a further screening of pollutant concentrations in local authority areas. This involves estimating, through the use of monitored or modelled data, the highest likely concentrations of air pollutants within its area and the localities where this may occur in order to assess whether there is a significant risk of an air quality objective not being met. If, as a result of estimations of ground level concentrations at roadside, industrial and background sites, a local authority judges that there is no significant risk of not achieving an air quality objective, it can be confident that an Air Quality Management Area (AQMA) will not be required. However, if there is doubt that an air quality objective will be achieved a third stage review should be conducted.

Stage 3 A third stage review is an accurate and detailed review and assessment of current and future air quality in a particular district. The approaches requires more sophisticated modelling and monitoring techniques than those applied at Stage 2. This enables a local authority to predict the likelihood of meeting the objective and so determine the location of any necessary Air Quality Management Areas (AQMAs). For each pollutant of concern, it may be necessary to construct a detailed emissions inventory and model the extent, location and frequency of potential air quality exceedences. Once an AQMA has been identified, there are further set of requirements to be considered. Firstly, a further assessment of air quality in the AQMA is required within 12 months which will enable the degree to which air quality objectives will not be met and the sources of pollution that contribute to this to be determined. A local authority must also prepare a written action plan for achievement of the air quality objective. Both air quality reviews and action plans are to be made publicly available.

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AEAT/EEQC-0185 Issue 2 Local authorities are expected to have completed review and assessment of air quality by June 2000. A further review will also need to be completed for the purposes of the Act before the target date of 2003.

1.3.1 Which locations should the review and assessment concentrate on? For the purpose of review and assessment, the authority should focus their work on locations where members of the public are likely to be exposed over the averaging period of the objective. Therefore for objectives:

with short averaging periods … (the 15-minute and 1-hour objective for sulphur dioxide and the 1-hour objective for nitrogen dioxide)

The review and assessment should focus on any non-occupational, near ground level outdoor location where members of the public might reasonably be expected to be present over the relevant averaging time.

For NO2, examples might include a pavement of a busy shopping street, a path running close to a busy road, playing fields close to a busy road. For SO2, examples would be locations downwind of a point source.

with longer averaging periods … (benzene, 1,3-butadiene, carbon monoxide, lead, PM10, the 24-hour objective for sulphur dioxide and the annual mean for nitrogen dioxide)

The review and assessment should focus on the following near ground level outdoor locations:

• background locations • roadside locations (sites close to the façade of a building) where there is housing • other areas where members of the public might reasonably be expected to be

regularly exposed to outdoor air for a substantial part of the day (for example near housing, schools or hospitals)

It is unnecessary to consider exceedences of the objectives at any location where public exposure over the relevant averaging period would be unrealistic.

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Key Points

♦ The Environment Act 1995 has required the development of a National Air Quality Strategy for the control of air quality.

♦ A central element in the Strategy is the use of air quality standards and associated objectives based on human health effects that have been included in the Air Quality Regulations.

♦ The Strategy uses a local air quality management approach in addition to existing national and international legislation. It promotes an integrated approach to air quality control by the various actors and agencies involved.

♦ Air quality objectives, with the exception of ozone, are to be achieved by specified dates up to the end of 2005 (2008 for one lead objective).

♦ A number of air quality reviews are required in order to assess compliance with air quality objectives. The number of reviews necessary depends on the likelihood of achieving the objectives.

♦ Local authorities are expected to have completed review and assessment of air quality by June 2000.

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2 Introduction to the Stage 1 Air Quality Review for Corby

Part IV of the Environment Act, 1995, establishes a national framework for air quality management, and requires all local authorities in Wales and Scotland, and London borough, district and unitary councils in England to conduct local air quality reviews. Where the reviews indicate that objectives set out in the Air Quality Regulations, 2000, will not be met by the relevant dates, the relevant authority is required to designate an Air Quality Management Area. Further work is then required to investigate ways to ensure compliance of the area.

2.1 PURPOSE OF THE STUDY

NETCEN was commissioned by Corby Borough Council (CBC) to complete First Stage Air Quality Review (FSAQR) within their area. The review:

• Investigates present and potential future air quality in the CBC area. • Identifies any actions that are likely to be required by CBC under Part IV of the Environment

Act, 1995. • Recommends actions, if necessary, to control the subsequent air quality within the CBC area.

2.2 APPROACH TAKEN

The approach taken in this study was to:

1. Identify the principal sources of pollutant emissions affecting air quality in the CBC area. 2. Model expected present and potential future levels of pollutant concentrations in the CBC

area and identify the areas which are likely to experience the highest concentrations of pollutants.

3. Indicate whether present and predicted future air quality in CBC is likely to comply with the requirements of the National Air Quality Strategy.

4. Identify any future actions that are likely to be required by CBC under Part IV of the Environment Act 1995.

5. Identify areas for further investigation.

2.3 VERSION OF THE POLLUTANT SPECIFIC GUIDANCE USED IN THIS ASSESSMENT

The Air Quality Strategy for the UK has recently been revised and reissued (DETR, 2000) and the strategy contains some new objectives for some pollutants (see Table 1.2). The Pollutant Specific Guidance (PSG) (LAQM.TG4(00)) has been revised and reissued to match the AQS, but it is currently still in consultation draft (as of December 1999).

This report has used the guidance in LAQM.TG4(00) as it represents the only current guidance available on the methodology to complete a Stage 1 Review and Assessment. However, it is important to note that the guidance was in draft form. At the time this report

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AEAT/EEQC-0185 Issue 2 was written, our understanding was that the guidance was not expected to change in a way that would result in large differences between concentrations predicted following the methodology set out in the draft and expected final forms of the guidance.

2.4 STRUCTURE OF THIS REPORT

Chapter 1 considers details of the National Air Quality Strategy (NAQS).

This chapter, Chapter 2, considers proposed developments in CBC which might affect air quality in the future, the extent of local air quality measurements made by CBC, traffic speed and flow data available, Part A and B processes in the CBC region and sources outside the region which might affect air quality.

Chapters 3 to 9 consider the pollutants specified in the NAQS and give an overview including the NAQS objectives, the national perspective and the input required for this review. Data from national concentration maps, monitoring studies, road traffic, and local and distant point sources are then considered. Each chapter closes with an indication of whether the relevant NAQS objective is expected to be met, or whether further work is required. Chapter 10 summarises all the findings and recommendations of the work.

2.5 INFORMATION PROVIDED BY CBC TO SUPPORT THIS ASSESSMENT

NETCEN requested a range of information from CBC that was needed to complete this FSAQR. This information included details about:

• Local air quality monitoring data • Proposed developments • Part A and B processes under the Environmental Protection Act (EPA) • Traffic flow and speed data • Transport strategy • Large combustion sources • Quarries • Local plan

2.5.1 The local area of Corby The Borough of Corby lies in the north-east of Northamptonshire, about 32 km (20 miles) from the major centres of Northampton, Leicester and Peterborough. Bounded by the Welland Valley and including remnants of Rockingham Forest, the borough includes seven rural parishes. Corby Town has a population of about 48,000 and about 5,000 residents live in the remainder of the borough.

Corby is a New Town with a manufacturing base. For many years, steel-making was the town’s main industry, but this ceased in 1981. Since then there has been a significant recovery based on both manufacturing industry and the service sector. The borough plans to grow further over the next ten years.

Major roads in the CBC area include the A427, A6003 and the A43(T).

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AEAT/EEQC-0185 Issue 2 Figure 2.1 shows the extent of CBC, the major road links and AADTFs, Part A processes and quarries. These data have been taken from the National Atmospheric Emission Inventory (NAEI).

2.5.2 Proposed developments that might affect air quality Some developments may have an important impact on the air quality in the future.

2.5.2.1 Industry, retail, housing and redevelopment The most significant recent or proposed development in terms of air quality is the “Eurohub” rail-served development. This has potential impacts from diesel rail locomotives and, potentially, associated road traffic, although it is understood that the latter is less significant. Details of movements have not been supplied, so it is not possible at this stage to predict the effects on air quality.

Small-scale housing developments are unlikely to cause large increases in traffic flows and so should not cause large increases in traffic related pollutants.

2.5.2.2 Roads There are two major recent or proposed road developments which are potentially relevant to this study. One is the Southern Distributor Road, which has recently opened. Although no quantitative traffic counts for this road are available, we understand from CBC that traffic flows on this road, which only serves the industrial estate and is not a through road, are not likely to lead to exceedences of the air quality standards (CBC, Personal Communication, 2000).

The second is the planned Geddington bypass. Indications from CBC (Personal Communication, 2000) are that anticipated traffic flows are not likely to cause exceedences, and this road is, in any case, currently considered unlikely to proceed.

2.5.3 Local air quality monitoring data available 2.5.3.1 Extent of data available Some local air quality monitoring were available:

• benzene no data available • 1,3-butadiene no data available • carbon monoxide no data available • lead no data available • nitrogen dioxide data taken from the National Air Quality Archive

and from continuous monitoring • PM10 no data available • sulphur dioxide data available from continuous monitoring

Where appropriate, we have used data from this survey. Appendix 1 gives more information about the local air quality monitoring.

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AEAT/EEQC-0185 Issue 2 2.5.3.2 Location of continuous monitor and pollutants monitored CBC operates a continuous monitor manufactured by Signal Ambitech (AKA Rotork). The unit monitors:

• NO, NOx and NO2 • O3, and • SO2

The unit also records the following environmental variables:

• temperature • relative humidity • wind speed, and • wind direction

The monitor was located on the 3rd floor of the Civic Centre, but was moved to the 2nd floor of Deene House in 1999. The unit was re-commissioned in 1999 after it was moved.

2.5.3.3 Extent of data assessed The formatting of the data meant that there was only sufficient time to assess a limited quantity of the data. The first three months of 2000 were chosen, as it is likely that pollutant levels from domestic coal combustion would be higher than during the summer months.

The data capture rates for SO2 in 1999 were poor. CBC have noted that NO2 concentrations seemed unusually high in November 1999.

The data capture for NO2 and SO2 was 72% during January to March 2000.

2.5.3.4 QA/QC of continuous monitoring data The monitor is calibrated weekly using span gases of SO2, NO2, and NO. Any drift in the concentrations is corrected. The monitor is serviced quarterly by the manufacturer.

2.5.4 Traffic data CBC provided some traffic data (Northamptonshire County Council, 1999). Appendix 3 lists these data. Traffic flow for roads in Corby has been taken from the National Atmospheric Emissions Inventory.

2.5.4.1 Flow and speed Traffic flows (annual average daily totals) were provided for three locations around Corby for 1996, 1997 and 1998. Speeds were not supplied and have been assumed.

2.5.4.2 Traffic growth No information on traffic growth forecasts has been supplied and so growth factors from the 1997 National Road Traffic Forecast have been used (see Appendix 2).

2.5.4.3 Fraction of HGVs The percentage of HGVs was provided for the three locations for which traffic flows were provided. The year which the percentage was derived from is not specified.

2.5.4.4 Assumed distance from the centre of the road to the kerbside Appendix 2 gives the default distances used.

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AEAT/EEQC-0185 Issue 2 2.5.5 Rail Emissions from diesel powered engines will include NOx and CO and particulates. Of these, only NO2 and PM10 need to be considered. According to the PSG, emissions of these two pollutants are too small to have any impact alongside railway tracks and should only be considered if there is a major depot or terminus with sensitive properties nearby. There is a major depot in Corby, and emissions from railway operations have been considered in this review and assessment.

2.5.6 Part A and B process and >5 MW (thermal) combustion plants Part A and B processes can contribute a range of pollutants to ambient air.

We have considered Part A processes also if they are close to the CBC border.

2.5.6.1 Part A and B processes NETCEN provided CBC with a proforma to complete providing information about the Part A and B processes likely to give rise to significant emissions within their region. We requested a range of information, including:

• grid reference • process type • monitored emissions • discharge characteristics (including exit velocity and temperature) • stack and building dimensions

We have assumed that the emission data supplied by CBC has been quoted as emissions under normalised release conditions. Where the width of the building was not quoted, we have assumed it was large (1000 m) compared to the building height to provide a conservative estimate of the effect of the source.

Part A processes within CBC Refer to Appendix 4 for details of processes and emissions.

Part A processes outside CBC Refer to Appendix 4 for details of processes and emissions.

CBC do need to consider the impact of emissions from sources in neighbouring areas. The PSG gives an indication of the maximum distances to which Part A processes should be considered according to the height of the stack and the type of pollutant:

• up to 15 km from the border for stacks up to 200 metres tall for carbon monoxide, nitrogen dioxide, sulphur dioxide

• up to 5 km from the border for stacks up to 100 metres tall for benzene, 1,3-butadiene, lead, PM10

Here, it is important to note that the impacts of sources up to 15 km away will only be relevant in CBC if the releases are from tall stacks (up to 200 m high). There are few stacks in the UK of this height but examples of such stacks include those used by large power stations and some oil refineries. The PSG suggests that for stacks between 60 to 100 m high, which is a more typical range of stack heights, impacts should be considered at distances up to 5 km distant.

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AEAT/EEQC-0185 Issue 2 No data on emission parameters and buildings dimensions were available quickly for Part A processes outside CBC. To further help select processes which might affect air quality within CBC, we have used the magnitude of the emission from the Part A processes as a simple screening tool (see table in Appendix 4) to predict the likely effects on air quality in the CBC region.

Part B processes within CBC CBC identified 44 Part B processes which required examining; see Appendix 4 for details.

2.5.6.2 5 MW (thermal) combustion plants in CBC CBC (Personal Communication, 2000) have indicated that there are no such sources within CBC.

2.6 EFFECTS OF FUGITIVE EMISSIONS OF PM10

Quarrying activities are a major source of fugitive PM10 emissions. There are no operational quarries in CBC or within 0.5 km of the CBC border.

2.7 EFFECT OF COAL BURNING IN THE REGION

The Pollutant Specific Guidance mentions that coal burning needs to be considered with respect to SO2 and PM10. The possible effect of coal burning is discussed in the Chapters on PM10 (Chapter 8) and on sulphur dioxide (Chapter 9).

Corby itself is mostly a smoke-controlled area but the surrounding villages are not smoke-controlled. Smokeless fuel will emit substantially less PM10 than standard coal and the sulphur content of the fuel is limited to 2% on a dry weight basis. This sulphur limit was set in 1991, and predates the NAQS. Much of the coal for sale in the UK has a sulphur content around 2%; the limit of 2% prevents the sale of fuel such as petroleum coke which emits little smoke when burnt, but which has a sulphur content up to 6%.

2.8 DATES TO WHICH THE PREDICTED EMISSIONS FROM ROAD TRAFFIC APPLY

The concentrations of carbon monoxide, nitrogen oxides and PM10 calculated from the road traffic flows have been calculated using the model in the Design Manual for Roads and Bridges (DMRB). Predictions of traffic flow are required and were only available in 2005. However, the objective for two pollutants come into effect before 2005: carbon monoxide (in 2003) and PM10 (in 2004). We have used the 2005 traffic flow predictions and this will result in a conservative approach to predicting any exceedences, as the traffic flows in 2005 are likely to be greater than those in 2003 and 2004.

2.9 UNITS OF CONCENTRATION

The units throughout this assessment are normally presented in μg m-3 which is consistent with the presentation of the new NAQS objectives.

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3 Review and assessment of carbon monoxide

3.1 INTRODUCTION

Carbon monoxide (CO) is produced by the incomplete combustion of fossil fuels or organic material. Approximately 75% of UK emissions of CO are emitted from motor vehicles and hence the highest concentrations are generally close to busy roads and in enclosed spaces such as multi-storey car parks.

3.1.1 Standard and objective for carbon monoxide The national air quality standard for CO is 11.6 mg m-3 (10 ppm) as a running 8-hour mean with a specific objective to be achieved 31st December 2003.

3.1.2 The National Perspective The main source of CO in the United Kingdom is road transport which accounted for approximately 75% of the total emission in 1996. Road transport sources will constitute a larger proportion of the total in most cities and maximum 8-hour concentrations are therefore expected near busy, especially congested, roads. There is a large year to year variability in the maximum running 8-hour average.

Existing national policies are expected to deliver the national air quality objective by the end of 2003, except possibly close to extremely heavily trafficked roads or in the vicinity of certain stationary sources, in some years. Forecasts of emissions predict that annual urban road transport emissions of CO are expected to decline by 59% between 1995 and 2005.

Only those authorities with sources that have the potential to result in elevated levels of CO in relevant locations are expected to proceed to a second or third stage review and assessment. It is expected, for this pollutant, that most local authorities will not need to progress past the first stage.

3.2 BACKGROUND CONCENTRATIONS OF CARBON MONOXIDE

Estimates of background concentrations of carbon monoxide were obtained from DETR data (DETR, 2000a). Figure 2.1 shows the most recent estimates available, for 1996. The estimated annual average concentration for 1996 in the Corby area was no more than 0.3 mg m-3 (0.3 ppm).

3.3 MONITORING OF CARBON MONOXIDE

No local CO monitoring data were available.

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3.4 IMPACT OF ROAD TRAFFIC ON CARBON MONOXIDE CONCENTRATIONS

Only roads where the daily average traffic flow exceeds 80,000 vehicles per day need further assessment. No roads in Corby Borough are likely to exceed this value by 2003, and therefore no further assessment is necessary.

3.5 IMPACT OF INDUSTRY ON CARBON MONOXIDE CONCENTRATIONS

3.5.1 Within CBC There are no Part A or Part B processes with significant emissions of carbon monoxide in the context of this review and assessment.

3.5.2 Surrounding CBC There are no Part A processes with significant emissions of carbon monoxide in the context of this review and assessment.

3.6 CONCLUSIONS FOR CARBON MONOXIDE

The NAQS objective for carbon monoxide are expected to be achieved in Corby Borough by 2003. No further assessment is necessary.

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4 Review and assessment of benzene

4.1 INTRODUCTION

Benzene is an aromatic VOC which is a minor constituent of petrol (about 2% by volume). The main sources of benzene in the atmosphere in Europe are the distribution and combustion of petrol. Of these, combustion by petrol vehicles is the single biggest source (64% of total emissions) whilst the industrial emissions accounts for approximately a further 15% of total emissions. Benzene is emitted in vehicle exhaust not only as unburnt fuel but also as a product of the decomposition of other aromatic compounds. Benzene is a known human carcinogen.

4.1.1 Standard and Objective for benzene The air quality standard for benzene is a running annual average of 16.25 μg m-3 (5 ppb), with a specific objective for the standard to be achieved by 31st December 2003.

The Government proposes that the target should apply in background locations and in roadside and industrially influenced locations where there is potential for long term exposure (e.g. near housing, schools, hospitals, offices etc.).

4.1.2 The National Perspective Concentrations of benzene are monitored nationally. Maximum running annual mean concentrations are comparable at urban background sites ranging in 1998 from 2.1 μg m-3 at Edinburgh to 5.8 μg m-3 at Southampton. At the Marylebone Road kerbside site in London, the annual mean benzene concentration was 14.0 μg m-3 and this elevated concentration is related to traffic emissions.

Existing national policies are expected to deliver the prescribed air quality objective for benzene by the end of 2003. Roadside levels of benzene, even next to the most busy or congested roads are expected to be well below the objective by the year 2003. Forecasts of emissions predict that annual urban road transport emissions of benzene are expected to decline by 79% between 1995 and 2005.

Only those authorities with major industrial processes which either handle, store or emit benzene, which have the potential, in conjunction with other sources, to result in elevated levels of benzene in relevant locations, are expected to need to undertake a second or third stage review and assessment. It is expected that most local authorities will not need to progress past the first stage assessment for benzene.

4.2 BACKGROUND CONCENTRATIONS OF BENZENE

Estimates of background concentrations of benzene were obtained from DETR data (DETR, 2000a). Figure 3.1 shows the most recent estimates available, for 1996. The estimated annual average concentration for 1996 in the CBC region was no more than 0.3 μg m-3 (1 ppb).

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4.3 MONITORING OF BENZENE

No local benzene monitoring data were available.

4.4 IMPACT OF INDUSTRY ON BENZENE CONCENTRATIONS

Appendix 4 lists the authorised industrial processes currently operating in the CBC area.

4.4.1 Within CBC There are no Part A or Part B processes with significant emissions of benzene in the context of this review and assessment.

4.4.2 Surrounding CBC There are no Part A processes with significant emissions of benzene in the context of this review and assessment.

4.5 IMPACT OF PETROL FILLING STATIONS ON BENZENE CONCENTRATIONS

The PSG advises that petrol stations will not give rise to significant emissions of benzene by 2003. Therefore, CBC does not need to consider this source further.

4.6 CONCLUSIONS FOR BENZENE

There are no major industrial processes which either handle, store or emit benzene, which have the potential, in conjunction with other sources, to result in elevated levels of benzene in relevant locations in CBC area. Therefore, it is likely that national policies will deliver the prescribed air quality objective for benzene by the end of 2003.

There is no need to progress to a more detailed review and assessment for this pollutant.

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5 Review and assessment of 1,3-butadiene

5.1 INTRODUCTION

1,3-butadiene, like benzene, is a VOC emitted into the atmosphere principally from fuel combustion of petrol and diesel vehicles. Unlike benzene, however, it is not a constituent of the fuel but is produced by the combustion of olefins. 1,3-butadiene is also an important chemical in certain industrial processes, particularly the manufacture of synthetic rubber. It is handled in bulk at a small number of industrial locations. Other than in the vicinity of such locations, the dominant source of 1,3-butadiene in the atmosphere is the motor vehicle. 1,3-butadiene is also a known, potent, human carcinogen.

5.1.1 Standard and objective for 1,3-butadiene The air quality standard for 1,3-butadiene is a running annual average of 2.25 μg m-3 (1 ppb), with a specific objective for the standard to be achieved by 31st December 2003.

The Government proposes that the target should apply in background locations and in roadside and industrially influenced locations where there is potential for long term exposure (e.g. near housing, schools, hospitals, offices etc.).

5.1.2 The National Perspective Existing national policies are expected to deliver the prescribed air quality objective for 1,3-butadiene by the end of 2003. Roadside levels of 1,3-butadiene, even next to the most busy or congested roads are expected to be well below the air quality objective. Only those authorities with major industrial processes, which either handle, store or emit 1,3-butadiene and which have the potential, in conjunction with other sources, to result in elevated levels in relevant locations, are expected to need to undertake a second or third stage review and assessment. Measurements of 1,3-butadiene as part of the national network show that the air quality standard is not currently exceeded at urban background sites.

5.2 MONITORING OF 1,3-BUTADIENE

No local 1,3-butadiene monitoring data were available.

5.3 IMPACT OF INDUSTRY ON 1,3-BUTADIENE CONCENTRATIONS


5.3.1 Within CBC The Ball and Young Part B rubber process is a source of VOCs, but individual emissions of 1,3-butadiene were not available. For a plant with Ball and Young’s stack characteristics, the PSG indicates that further assessment would be necessary if emissions of 1,3-butadiene were to exceed 0.25 tonnes per year. In fact, the emission of total VOCs from Ball and Young is 0.28 tonnes/year, only slightly higher than the threshold for 1,3-butadiene alone. It is highly unlikely that the 1,3-butadiene makes up the majority of the total VOC emissions, which suggests that further assessment would not be necessary. However, if possible, the company should confirm that its 1,3-butadiene emissions do not exceed 0.25 t/y.

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AEAT/EEQC-0185 Issue 2 5.3.2 Surrounding CBC There are no Part A processes with significant emissions of 1,3-butadiene in the context of this review and assessment.

5.4 CONCLUSIONS FOR 1,3-BUTADIENE

There are apparently no major industrial processes, which either handle, store or emit 1,3-butadiene and which have the potential, in conjunction with other sources, to result in elevated levels in relevant locations within the CBC area. The government expects that existing national policies will deliver the prescribed air quality objective for 1,3-butadiene by the end of 2003. CBC should verify that the Ball and Young Part B rubber process does not emit more than 0.25 tonnes/year of 1,3-butadiene.

With this proviso, there is no need to progress to a more detailed review and assessment for this pollutant.

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6 Review and assessment of lead

6.1 INTRODUCTION

Particulate metals in air result from activities such as fossil fuel combustion (including vehicles), metal processing industries and waste incineration. There are currently no EC standards for metals other than lead, although several are under development. Lead is a cumulative poison to the central nervous system, particularly detrimental to the mental development of children.

Lead is the most widely used non-ferrous metal and has a large number of industrial applications. Its single largest industrial use world-wide is in the manufacture of batteries (60 to 70% of total consumption of some 4 million tonnes) and it is also used in paints, glazes, alloys, radiation shielding, tank lining and piping.

In the form of tetraethyl lead, lead has been used for many years as an additive in petrol; most airborne emissions of lead in Europe therefore originate from petrol-engined motor vehicles. With the increasing use of unleaded petrol, however, emissions and concentrations in air have declined steadily in recent years. The sale of leaded petrol was banned from 1st January 2000 and will result in a further decline in annual emissions from transport to almost zero.

6.1.1 Standards and objectives for lead The air quality standard for lead is an annual average of 0.5 μg m-3 with the specific objective of meeting this as an annual average by the 31st December 2004. Noting the advice of the Department of Health Committee on Toxicology, the Government further proposes to reduce levels of airborne lead as an annual average to 0.25 μg m-3 by 31st December 2008.

The Government proposes that the standard should apply in locations where there is potential for long term exposure (for example near housing, schools, hospitals, offices etc.).

6.1.2 The National Perspective The lead content of petrol has been reduced substantially and concentrations of lead in urban air have fallen. In the mid-1980s, annual average urban levels of airborne lead were broadly in the range 0.18 to 0.64 μg m-3. Annual average concentrations at the kerbside sites were higher, ranging between 1.28 and 2.04 μg m-3. After the lead content in petrol was reduced, urban levels have fallen by about 90% and maximum values are now around 0.018 to 0.054 μg m-3. Levels at kerbside sites have declined by more than 90% from the mid-1980s.

In industrial areas in the vicinity of processes which emit lead such as secondary non-ferrous metal smelters, levels can be higher than in urban areas where motor vehicle emissions are the main source of lead. Levels at such sites currently (in 1988) range from about 0.1 to 1.3 μg m-3.

Existing national policies are expected to deliver the prescribed objective for lead at all rural, urban background sites and roadside locations by the year 2004. Only local authorities with significant industrial sources, which have the potential to result in elevated levels of lead in

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AEAT/EEQC-0185 Issue 2 relevant locations, are expected to need to undertake a second or third stage review and assessment.

6.2 BACKGROUND CONCENTRATIONS OF LEAD

Estimates of background concentrations of lead were obtained from DETR data (DETR, 2000a). Figure 4.1 shows the most recent estimates available, for 1996. The estimated annual average concentration for 1996 in the CBC area was no more than 40 ng m-3.

6.3 MONITORING OF LEAD

No local lead monitoring data were available.

6.4 IMPACT OF INDUSTRY ON LEAD CONCENTRATIONS


6.4.1 Within CBC There are no Part A processes with significant emissions of lead in the context of this review and assessment.

No information on discharges of lead from the Dulmison aluminium smelter (Part B process) were available. Aluminium processes are potential sources of lead emissions and this source may need to be considered. The minimum annual release threshold for further investigation is 0.01 tonnes or 10 kg assuming the releases comes from a 0.5 m diameter stack ~15 m tall. Provided the release is below this magnitude, no further assessment is needed.

6.4.2 Surrounding CBC There are no Part A processes with significant emissions of lead in the context of this review and assessment.

6.5 CONCLUSIONS FOR LEAD

Information on discharges of lead from the Dulmison aluminium smelter (Part B) were unavailable. Aluminium processes are potential sources of lead emissions according to the PSG and this source therefore requires further investigation but only if the annual emission exceeds 0.01 tonnes (10 kg).

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7 Review and assessment of nitrogen dioxide

7.1 INTRODUCTION

Nitrogen oxides are formed during high temperature combustion processes from the oxidation of nitrogen in the air or fuel. The principal source of nitrogen oxides, nitric oxide (NO) and nitrogen dioxide (NO2), collectively known as NOx , is road traffic, which is responsible for approximately half the emissions in Europe. NO and NO2 concentrations are therefore greatest in urban areas where traffic is heaviest. Other important sources are power stations, heating plant and industrial processes.

Nitrogen oxides are released into the atmosphere mainly in the form of NO, which is then readily oxidised to NO2 by reaction with ozone. Elevated levels of NOx occur in urban environments under stable meteorological conditions, when the air mass is unable to disperse.

Nitrogen dioxide has a variety of environmental and health impacts. It is a respiratory irritant, may exacerbate asthma and possibly increase susceptibility to infections. In the presence of sunlight, it reacts with hydrocarbons to produce photochemical pollutants such as ozone. In addition, nitrogen oxides have a lifetime of approximately 1 day with respect to conversion to nitric acid. This nitric acid is in turn removed from the atmosphere by direct deposition to the ground, or transfer to aqueous droplets (e.g. cloud or rainwater), thereby contributing to acid deposition.

7.1.1 Standards and objectives for nitrogen dioxide The National Air Quality Regulations (1997), set two provisional objectives to be achieved by 2005 for nitrogen dioxide:

• An annual average concentration of 40 μg m-3 (21 ppb); • A maximum hourly concentration of 286 μg m-3 (150 ppb).

In June 1998, the Common Position on Air Quality Daughter Directives (AQDD) agreed at Environment Council included the following objectives to be achieved by 31 December 2005 for nitrogen dioxide:

• An annual average concentration of 40 μg m-3 (21 ppb);

• 200 μg m-3 (100 ppb) as an hourly average with a maximum of 18 exceedences in a year.

The National Air Quality Strategy was reviewed in 1999 (DETR, 1999). The Government proposed that the annual objective of 40 μg m-3 be retained as a provisional objective and that the original hourly average be replaced with the AQDD objective. The revised Air Quality Strategy for England, Scotland, Wales and Northern Ireland (DETR, 1999; 2000) includes the proposed changes.

The new hourly objective is slightly more stringent than the original hourly objective. Modelling studies suggest that in general achieving the annual mean of 40 μg m-3 is more demanding than achieving either the former or current hourly objective. If the annual mean is achieved, the modelling suggests the hourly objectives will also be achieved.

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AEAT/EEQC-0185 Issue 2 7.1.2 The National Perspective All combustion processes produce some NOx, but only NO2 is associated with adverse effects on human health. The main sources of NOx in the United Kingdom are road transport, which, in 1997 accounted for about half of the emissions of per year, power generation (20%), and domestic sources (4%). In urban areas, the proportion of local emissions due to road transport sources is larger.

The results of the analysis set out in the National Air Quality Strategy suggest that for NO2 a reduction in NOx emissions over and above that achievable by national measures will be required to ensure that air quality objectives are achieved everywhere by the end of 2005. Local authorities with major roads, or highly congested roads, which have the potential to result in elevated levels of NO2 in relevant locations, are expected to identify a need to progress to the second or third stage review and assessment for this pollutant.

7.2 BACKGROUND CONCENTRATIONS OF NITROGEN DIOXIDE AND OXIDES OF NITROGEN

Estimates of background concentrations of NO2 and NOx were obtained from DETR data (DETR, 2000a). Figures 5.1 and 6.1 show the most recent estimates available, for 1996.

The estimated annual average concentration of NO2 for 1996 in the CBC area was up to 38 μg m-3 (20 ppb). The estimated annual average concentration of NOx for 1996 in the CBC area was up to 61 μg m-3 (32 ppb) assuming all the NOx is expressed as NO2.

7.3 RESULTS FROM MONITORING DATA IN CORBY BOROUGH

7.3.1 Continuous monitoring Corby has an automatic NOx monitor located at Deene House, in Corby. The temporal changes in NO2 concentrations from January to March 2000 are show in Appendix 1, in addition to summary statistics calculated from these data.

The annual statistics cannot be predicted with a high level of certainty from the data assessed as

• the monitoring period is only three months, and, • the data capture data capture is only 72% during the period.

However, the period mean concentration is 28 μg m-3, and this suggests that there should not be exceedences of the annual mean NO2 objective at the monitoring site.

Again, the 99.8th percentile (of the hourly concentrations) calculated can only be used as an indication of the true annual estimate for this statistic, but the value of 113 μg m-3 suggests there should not be exceedences of the hourly NO2 objective.

7.3.2 Diffusion tubes As part of the DETR’s UK nitrogen dioxide survey, Corby has four sites allocated to measure atmospheric nitrogen dioxide. These diffusion tube measurements are summarised in Appendix 1.

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AEAT/EEQC-0185 Issue 2 The annual mean NO2 concentrations in 1997, derived from a limited number of monthly diffusion tube measurements, suggest that there were no exceedences of the 40 μg m-3 annual mean NO2 objective. Concentrations are predicted to fall further by 2005.

Due to the relationship between NOx and NO2, meeting the annual mean objective is expected to be more demanding than achieving the 1-hour objective. Therefore, it is likely that if the annual mean is achieved, then it is unlikely that the 1-hour objective will be exceeded.

7.4 IMPACT OF ROAD TRAFFIC ON CONCENTRATIONS OF OXIDES OF NITROGEN

Appendix 3 shows the traffic flows in CBC. No data were available for the A427, so we have used data contained within the National Atmospheric Emission Inventory for this road. NAEI data has been used to examine whether the NO2 emissions from traffic on other roads in CBC required assessing also.

The PSG indicates that roads with traffic flows (AADTFs) below 10,000 are unlikely to have a significant impact on NO2 concentrations and can effectively be ignored. Therefore, only the A427 and the A6003 need to be considered.

Nomograms of AADTF and background NOx concentrations are provided in the PSG, which can be used to assess whether exceedences of the annual objective are possible from traffic-generated NO2 emissions. From the traffic flows, these nomograms suggest exceedences are only possible along stretches of the A6003. However, a simple visual inspection of the 1:50,000 OS map suggests there are no properties close to the section of dual carriageway within CBC. A Stage 2 review and assessment will only be necessary if it is likely that members of the public might be expected to be exposed over the relevant times of the objectives. For NO2, the shortest relevant averaging time is one hour, but it is less likely that the hourly objective will be exceeded than the annual mean. Therefore, CBC will need to determine whether it is reasonable and realistic to expect members of the public to be exposed over one hour, or for regular periods over a year, along the stretch of the A6003 within CBC.

There are two proposed road schemes in CBC. Based on the information supplied by Corby BC, the planned Southern Distributor Road and the planned Geddington bypass are not likely to cause exceedences at relevant locations (the latter is in any case currently considered unlikely to proceed).

7.5 IMPACT OF RAIL TRANSPORT ON CONCENTRATIONS OF OXIDES OF NITROGEN

The “Eurohub” rail served development is a road-rail freight interchange point, including a rail-based distribution centre for new cars. The railways through Corby are not electrified, so all locomotives will be diesel-powered. If the site is an area with large numbers of stationary idling railway engines further review and assessment may be required.

7.6 IMPACT OF INDUSTRY ON CONCENTRATIONS OF NITROGEN OXIDES

Appendix 4 lists the authorised industrial processes currently operating in the CBC area. Emissions have been derived from the Environment Agency’s Pollution Inventory (PI) and data in Part B returns compiled by Corby BC. These emissions can be judged against those

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AEAT/EEQC-0185 Issue 2 presented in the Pollutant Specific Guidance. Emissions greater than set thresholds (as a function of effective stack height) will mean a Stage 2 review and assessment for those processes is necessary.

7.6.1 Within CBC The Part B processes with significant emissions of NO2 in the context of this review and assessment are:

• Euromax (coil coating) The emission figure supplied, 22.7 tonnes/year, is in fact just below the threshold, but there is some doubt as to whether this figure is correct, since exactly the same number is also supplied for carbon monoxide.

• ABR (Combined Heat and Power) Total annual emissions of NOx are not available and data needs to be obtained.

The Part A processes within CBC with emissions potentially exceeding the threshold in the PSG are:

• British Steel’s Part A combustion process (EWSR furnaces) Emissions will only need to be considered if the stack diameter is below ~2 m; no details were available at the time the report was written.

• Corby Power (gas-fired power station) This plant is within the CBC border. The size of the NOx emission means that assessment with a screening model such as the Environment Agency’s Guidance on Stationary Sources should be used to predict ground level downwind concentrations of NO2 from this source.

7.6.2 Surrounding CBC There are no point sources with significant emissions of NO2 in the context of this review and assessment close to the CBC border.

7.7 CONCLUSIONS FOR NITROGEN DIOXIDE

For road and rail transport:

• Further review and assessment of traffic derived NO2 may not be necessary. However CBC should identify if there are properties close to the A6003 south of Corby. A Stage 2 review and assessment will be required only if CBC considers it reasonable and realistic to expect members of the public to be exposed over one hour, or for regular periods over a year, along the stretch of the A6003 within CBC.

• The “Eurohub” rail served development (when details of engine movements are known) may need to be assessed.

For industrial sources:

Further information is needed about these processes: • British Steel • Euromax • ABR

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AEAT/EEQC-0185 Issue 2 An assessment should be made of the ground level downwind concentrations of NO2 from Corby Power using a simple screening model.

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8 Review and assessment of sulphur dioxide

8.1 INTRODUCTION

Sulphur dioxide is a corrosive acid gas which combines with water vapour in the atmosphere to produce acid rain. Both wet and dry deposition have been implicated in the damage and destruction of vegetation and in the degradation of soils, building materials and watercourses. SO2 in ambient air is also associated with asthma and chronic bronchitis.

The principal source of this gas is power stations burning fossil fuels that contain sulphur. Episodes of high concentrations of SO2 now only tend to occur in cities in which coal is still widely used for domestic heating, in industry and in power stations. As some power stations are now located away from urban areas, SO2 emissions may affect air quality in both rural and urban areas. Since the decline in domestic coal burning in cities and in power stations overall, SO2 emissions have diminished steadily and, in most European countries, they are no longer considered to pose a significant threat to health.

8.1.1 Standards and objectives for sulphur dioxide Two new objectives have been introduced for SO2 in the NAQS based on the limit values in the Air Quality Daughter Directive, and the three objectives are:

• 266 μg m-3 as a 15 minute mean (maximum of 35 exceedences a year or equivalent to the 99.9th percentile) to be achieved by the 31st December 2005

• 350 μg m-3 as a 1 hour mean (maximum of 24 exceedences a year or equivalent to the 99.7th percentile) to be achieved by the 31st December 2004

• 125 μg m-3 as a 24 hour mean (maximum of 3 exceedences a year or equivalent to the 99th percentile) to be achieved by the 31st December 2004

The 15 minute mean objective is the most stringent; the other two objectives will not be exceeded if this objective is not exceeded.

8.1.2 The National Perspective Sulphur dioxide is emitted in the combustion of coal and oil. Emissions today are dominated by fossil-fuelled power stations which in 1997 accounted for 62% of the national total emission. Emissions from road transport are a very small fraction of the national total: 2%.

Exceedences of the 15-minute air quality standard currently occur near industrial processes for which the stack heights were designed to meet previous air quality standards and downwind of large combustion plant such as power stations. Exceedences are also possible in areas where significant quantities of coal are used for space heating. These large combustion plant are currently regulated under BATNEEC and the EPA 1990, and will come under the provisions of the IPPC. The government does not expect exceedences of the 15-minute objective by 2005 from these sources bearing in mind the envisaged change in fuel use.

Sulphur dioxide concentrations are elevated at the kerbside but not sufficiently to exceed the air quality standard in the absence of other sources.

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8.2 MONITORING OF SULPHUR DIOXIDE

Corby has an automatic SO2 monitor located at Deene House, in Corby. The temporal changes in SO2 concentrations from January to March 2000 are show in Appendix 1, in addition to summary statistics calculated from these data.

The annual statistics cannot be predicted with a high level of certainty from the data assessed as

• the monitoring period is only the months, and, • the data capture data capture is only 72% during the period.

Concentrations are averaged over one hour, so the exceedences of the 15-minute objective cannot be predicted directly from these data. However, the PSG provides a relationship that can be used to predict the 15-minute objective, but the following caveat must be noted. The relationship between the daily average maximum SO2 concentrations an and the 99.9th percentile of 1-hour mean concentrations is uncertain and depends upon the occurrence of unusual meteorological concentrations and the impact of individual point sources.

The 99.9th percentile of 15-minute means can be predicted from 1.8962 x the maximum daily mean (160 μg m-3 during January to March) and is 303 μg m-3. To take account of the uncertainty in this relationship, the PSG indicates that the 15-minute mean SO2 objective is unlikely to be exceeded if the maximum daily mean concentration is below 67 μg m-3.

This therefore suggests there may be exceedences of the 15-minute objective in Corby. However, it is important to note that the 15-minute objective is currently widely exceeded in the UK at urban and rural locations. These exceedences are associated with emissions from both large and small combustion plants and domestic coal burning.

The 99.7th percentile (of the hourly concentrations) calculated can only be used as an indication of the true annual estimate for this statistic, but the value of 84 μg m-3 suggests there should not be exceedences of the hourly SO2 objective.

8.3 PREDICTED CONCENTRATIONS OF SULPHUR DIOXIDE

Concentrations of sulphur dioxide throughout the UK (including CBC) have been predicted from a comprehensive dispersion modelling exercise completed by Abbott and Vincent (Abbott and Vincent, 1999).

The aim of this study was to provide maps showing the extent of the exceedence of the shortest averaging period National Air Quality objective for sulphur dioxide in England, Scotland, Wales and Northern Ireland in 1996 and 2005. The shortest averaging period National Air Quality objective for sulphur dioxide is 266 μg m-3 as a 15 minute mean (maximum of 35 exceedences a year or equivalent to the 99.9th percentile) to be achieved by the 31st December 2005. This study is the second part of a two part modelling study which considers how sulphur dioxide emissions from both Part A emission processes and area sources contribute to excellence of the National Air Quality Strategy (NAQS) for sulphur dioxide. The first part of the study provides annual concentration maps for 1996 and a range of emission scenarios in 2005 (Abbott and Vincent, 1999). These studies form part of the review of the NAQS (DETR, 1999a).

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AEAT/EEQC-0185 Issue 2 The maps make use of:

• National Atmospheric Emissions Inventory estimates of area source emissions for 1996 at 1 km resolution;

• National Atmospheric Emission Inventory data on emissions from Part A processes; • Environment Agency estimates of emissions from large Part A processes for 2005; • DTI estimates of area domestic, industrial and other commercial and institutional sources

for 2005; • Environment Agency data on the discharge conditions from large Part A processes

(where available); • engineering judgement to assess discharge conditions for other processes; • a model, ADMS-2, of the dispersion of sulphur dioxide emissions from Part A plant with

emissions greater than 500 tonnes per annum with 5 km resolution; • a procedure making use of the results from modelling area sources using ADMS-2 to

predict annual average concentrations from area sources.

The maps were validated by comparison with monitoring data from:

• the DETR Automatic Urban Monitoring Network. • National Atmospheric Emission Inventory data on emissions from Part A processes; • Environment Agency estimates of emissions from large Part A processes for 2005; • DTI estimates of area domestic, industrial and other commercial and institutional sources

for 2005; • Environment Agency data on the discharge conditions from large Part A processes (where

available); • engineering judgement to assess discharge conditions for other processes; • a model, ADMS-2, of the dispersion of sulphur dioxide emissions from Part A plant with

emissions greater than 500 tonnes per annum with 5 km resolution; • a procedure making use of the results from modelling area sources using ADMS-2 to

predict annual average concentrations from area sources.

The maps were calibrated by comparison with monitoring data from:

• the Automatic Rural Network; • the power generator’s Joint Environmental Programme.

8.3.1 Predictions for 2005 Abbott and Vincent predicted concentrations of SO2 in 2005 that can be used to compare with the current objective for SO2 in the current NAQS. Four scenarios were used to estimate concentrations 2005, with differing assumptions about economic growth, fuel price and the sulphur content of fuel. Implicit in the Stage 1 review and assessment process is a conservative approach to predicting concentrations, and therefore we have used the emission scenario based on Energy Paper 65 (see Abbott and Vincent, 1999 for further details).

The results from Abbott and Vincent predicted 99.9th percentile concentrations of SO2 in 2005 using the EP 65 scenario, from all sources, in CBC and surrounding areas of up to 108 μg m-3 (40 ppb) (see Figure 8.1). Therefore, no exceedences of the 15-minute SO2 objective are predicted in the CBC region.

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AEAT/EEQC-0185 Issue 2 The Environment Agency has announced new controls on the emissions from coal and oil fired power stations (EA, 2000). These new emission limits, in addition to extra controls on plant operation cycles’, should ensure that the SO2 objectives are not exceeded in 2005.

8.4 IMPACT OF INDUSTRY ON CONCENTRATIONS OF SULPHUR DIOXIDE

Appendix 4 shows the authorised industrial processes currently operating in the CBC area.

8.4.1 Within CBC The modelling work of Abbott and Vincent (1999) suggests there will be no exceedences of the most stringent 15-minute SO2 objective. These predictions have accounted for emissions from Part A processes.

Of Part B plants, no information on discharges of SO2 from the Dulmison aluminium smelter were available. This plant will only require further assessment only if it burns heavy fuel oil.

CBC have indicated that Corby Borough has no small combustion plant (>5 MW thermal) using solid fuels or fuel oil, such as at schools, hospitals and other large commercial and industrial buildings.

8.4.2 Surrounding CBC Emissions of SO2 from the ABR CHP unit were not available. Although normally gas fired, the CHP does use an oil-powered backup unit. Emissions from this backup unit are unlikely to cause exceedences of the 24 hour or 1 hour objectives as the unit is used for no more than 48 hours per year. Emissions from the oil-powered backup unit could cause exceedences of the most stringent 15-minute objective, but the chances of this are remote as thirty five exceedences of 15 minutes objective are permitted a year and the sulphur content of fuel will be limited to 1% from 2003. Data on SO2 emissions are required for a definite assessment.

8.5 IMPACT OF COAL BURNING ON SO2 CONCENTRATIONS

The Pollutant Specific Guidance states that the risk of exceedence of SO2 objectives can be considered significant if the density of coal burning (or solid smokeless fuel burning) houses exceeds 300 properties per km2. The following calculation sets out the predicted density of coal burning houses in CBC:

53,000 (CBC, 1997) • Total population of CBC:

48,000 (CBC, 1997) • Corby town population:

2.3 (based on demographic statistics for other English boroughs)

• Assume number of people per house:

~22,000 • Estimated total number of properties in Corby:

12 km2• Assumed area of town:

1,830 properties per km2• Density of properties:

2% (CBC, Personal Communication, 2000) • Percentage of properties that burn coal as primary source of space heating:

35 properties per km2• Density of coal burning properties:

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AEAT/EEQC-0185 Issue 2 This is significantly less than the criteria of300 properties per km2, and so no second stage review and assessment is necessary.

While it is probable that the population density of the villages within CBC will be somewhat lower than in Corby town — perhaps half — the percentage of properties that burn coal as primary source of space heating is estimated to be much higher in the villages than in the town: 7% against 2% (CBC, Personal Communication, 2000). This suggests that the density of coal-burning properties in the villages would be approximately (35 / 2) × (7 / 20) = ~61 properties per km2. Therefore, a second stage review and assessment will not be necessary for the villages nor Corby town.

8.6 IMPACT OF RAIL TRANSPORT ON CONCENTRATIONS OF SULPHUR DIOXIDE

The “Eurohub” rail served development is a road-rail freight interchange point, including a rail-based distribution centre for new cars. The site is an area with large numbers of stationary idling railway engines. The railways through Corby are not electrified, so all locomotives will be diesel-powered. The PSG indicates that emissions from this type of activity may need to be assessed. When the movements of locomotives are known, it may be necessary to assess emissions from this source.

8.7 CONCLUSIONS FOR SULPHUR DIOXIDE

Monitoring data indicates there currently may be exceedences of the 15-minute objective. Further assessment of sulphur dioxide is required, focussing on the following sources

For rail transport:

• The “Eurohub” rail served development (when details of engine movements are known) may need to be assessed

For industrial sources:

• Dulmison (but only if it uses heavy fuel oil)

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9 Review and assessment of PM10

9.1 INTRODUCTION

Airborne particulate matter varies widely in its physical and chemical composition, source and particle size. Particles are often classed as either primary (those emitted directly into the atmosphere) or secondary (those formed or modified in the atmosphere from condensation and growth). PM10 particles (the fraction of particulates in air of very small size, <10 µm aerodynamic diameter) can potentially pose significant health risks as they are small enough to penetrate deep into the lungs. Larger particles are not readily inhaled.

A major source of fine primary particles is combustion processes, in particular diesel combustion, where transport of hot exhaust vapour into a cooler tailpipe or stack can lead to spontaneous nucleation of “carbon” particles before emission. Secondary particles are typically formed when low volatility products are generated in the atmosphere, for example the oxidation of sulphur dioxide to sulphuric acid. The atmospheric lifetime of particulate matter is strongly related to particle size, but may be as long as 10 days for particles of about 1 μm in diameter.

Concern about the potential health impacts of PM10 has increased very rapidly over recent years. Increasingly, attention has been turning towards monitoring the smaller particle fraction, PM2.5, which is capable of penetrating deepest into the lungs, or to even smaller size fractions or total particle numbers.

9.1.1 Standards and objectives for particulate matter The Air Quality Regulations, 1997 set the objective for PM10 particulate material of 50 μg m-3, measured as the 99th percentile of the daily maximum running 24 hour mean (equivalent to 4 exceedences per year) to be achieved by 31 December 2005. The objective was based on measurements carried out using the TEOM analyser, or equivalent.

The Government published its proposals for review of the National Air Quality Strategy in early 1999 (DETR, 1999). The review presented proposals for revised and additional objectives for PM10. Revised objectives for PM10 were proposed because:

• work carried out by the Airborne Particles Expert Group (APEG) indicated that the original objective was unrealistic;

• the Common Position agreed on the Air Quality Daughter Directive (AQDD) at Environment Council in June 1998 included different objectives for PM10.

These included a 24 hour limit value of 50 μg m-3, not to be exceeded more than 35 times per year and an annual limit of 40 μg m-3 to be achieved by 1 January 2005 (EU Stage 1 objectives). The AQDD specifies that the transfer reference method for determining compliance is to be a gravimetric1 measuring method.

1 Comparison of UK monitoring data determined with TEOM instruments with the European Union Directive

limit values is not straightforward since the EU limits are based on measurements of PM10 by other instrumental techniques which yield higher concentrations (APEG, 1999).

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AEAT/EEQC-0185 Issue 2 The Air Quality Strategy replaced the original objective for PM10 with the AQDD objectives. The current objectives to be achieved by 31st December 2004 are:

• An annual average concentration of 40 μg m-3 (gravimetric);

• A maximum hourly concentration of 50 μg m-3 (gravimetric) not to be exceeded more than 35 times a year.

9.1.2 The National Perspective National UK emissions of primary PM10 have been estimated as totalling 184,000 tonnes in 1997. Of this total, around 25% was derived from road transport sources. It should be noted that, in general, the emissions estimates for PM10 are less accurate than those for the other pollutants with prescribed objectives, especially for sources other than road transport.

The Government established the Airborne Particles Expert Group (APEG) to advise on sources of PM10 in the UK and current and future ambient concentrations. Their conclusions were published in January 1999 (APEG, 1999). APEG concluded that a significant proportion of the current annual average PM10 is due to the secondary formation of particulate sulphates and nitrates, resulting from the oxidation of sulphur and nitrogen oxides. These are regional scale pollutants and the annual concentrations do not vary greatly over a scale of tens of kilometres. There are also natural or semi-natural sources such as wind-blown dust and sea salt particles. The impact of local urban sources is superimposed on this regional background. Such local sources are generally responsible for winter episodes of hourly mean concentrations of PM10 above 100 μg m-3 associated with poor dispersion. However, it is clear that many of the sources of PM10 are outside the control of individual local authorities and the estimation of future concentrations of PM10 are in part dependent on predictions of the secondary particle component.

9.2 MONITORING OF PM10

No local PM10 monitoring data were available.

9.3 EMISSIONS OF PM10 IN CBC AND PREDICTED BACKGROUND CONCENTRATIONS IN 2004

Estimates of background concentrations of PM10 in 2004 were obtained from DETR data (DETR, 2000); see Figure 9.1. Concentrations in the CBC area are predicted to be a maximum of 22.4 μg m-3 (gravimetric) by 2004, with little geographical variation across the borough. The mean value in CBC is 22.1 μg m-3 (gravimetric) by 2004.

The DETR maps provide a conservative estimate of PM10 concentration as the 2004 estimate is based on projections from 1996. Nineteen ninety-six was a year with atypical meteorology (defined as meteorology occurring once every five to ten years) and was characterised by a much higher frequency of easterly winds associated with the transport of polluted air from mainland Europe to the UK.

9.4 IMPACT OF ROAD TRAFFIC ON PM10

The PSG indicates levels of road traffic flows (AADTFs) above which further review and assessment of traffic generated PM10 would be required. In order to exceed the PM10 threshold requiring further assessment, the PSG indicates roads would have to have a mean daily flow

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AEAT/EEQC-0185 Issue 2 of more than 30,000 (single carriageway roads with speeds 12.5 to 30 mph, equivalent to 20 to 48 km/h) or more than 60,000 (dual carriageway roads). None of the roads in the borough for which quantitative data is available are expected to exceed this flow in 2004. Therefore, no further assessment of this source is necessary.

9.5 IMPACT OF RAIL TRANSPORT ON CONCENTRATIONS OF PM10

The “Eurohub” rail served development is a road-rail freight interchange point, including a rail-based distribution centre for new cars. The site is an area with large numbers of stationary idling railway engines. The railways through Corby are not electrified, so all locomotives will be diesel-powered. When locomotive movements patterns are known, PM10 emissions from this source may require further assessment.

9.6 IMPACT OF INDUSTRY ON CONCENTRATIONS OF PM10

Appendix 4 shows the authorised industrial processes currently operating in the CBC area.

9.6.1 Within CBC The British Steel Part A process is recorded by the Environment Agency’s register of Part A processes at http://193.122.103.90/WIYBY/html/q_isr_a.htm as having discharged less than 1 tonne of PM10 in 1998. Depending on the actual emission — how much less than a tonne it is — this may be above the threshold in the Pollutant Specific Guidance for further assessment. The stack diameter of the processes is unknown, but for a stack of height 12.1 m and a stack diameter of 2 m, 1 tonne of PM10 would not cause an exceedence of the 24 hour objective. Releases from stack diameters below this would cause an exceedence of the objective. CBC should confirm the stack diameter and if possible, the actual emission of PM10.

Ball and Young’s Part B rubber process discharged 1.6 tonnes/y of total particulates but it is the fraction of PM10 is unknown. For Ball and Young’s stack characteristics (height 15 m, diameter 1 m), the PSG indicates that further assessment is needed if annual PM10 emissions exceed 0.5 tonne per year. If any particulate abatement is fitted, this will reduce the amount of total particulate released considerably and may reduce the amount of PM10 released also. We suggest CBC ask Ball and Young for an estimate of the fraction of PM10 in the emissions released to air.

Of ABR’s two CHP units, only the oil-fired unit needs to be considered for PM10 emissions, as the emissions from gas operation will be small. Although discharge figures for PM10 from the ABR CHP unit were not available, it is considered that they will not be significant in the context of this review and assessment, since the oil-powered unit is used for no more than 48 hours per year.

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9.7 IMPACT OF COAL BURNING ON PM10 CONCENTRATIONS

We have assumed: • Corby is best represented by a ‘small town’ with an area of 12 km2, • the annual mean background of PM10 in 2004 is 22.1 µg/m3, • 2% of households in the most populated area of Corby town burn coal (CBC, Personal

Communication, 2000) • the overall population density of Corby town is 4,000 people per km2 • 7% of households in the villages of CBC burn coal (CBC, Personal Communication,

2000) • the overall population density of the villages is 3,000 people per km2 (based on the whole

1 km2 grid square, following PSG methodology) for one of the larger villages such as Stanion.

The Pollutant Specific Guidance indicates there is a likelihood of the objectives being exceeded if the density of coal burning exceeds approximately 1,200 people per km2 in Corby town, or 1,700 people per km2 in the surrounding villages.

With the above assumptions, the density of coal burning in Corby town is 80 people per km2, which is below the threshold density. In the surrounding villages, the density of coal burning is about 200 people per km2, which is below the PSG threshold.

In this assessment, we have assumed that, although the population and the number households are likely to increase over the next few years, the population density will remain the same. The general trend to fewer people per household, and therefore a lower population density for the same household density, is ignored — and so this is a conservative assumption.

9.8 CONCLUSIONS FOR PM10

Further assessment of PM10 is required, focussing on the following sources:

For rail transport:

• The “Eurohub” rail served development (when details of engine movements are known) may need to be assessed

Further information is needed about these industrial processes: • British Steel (details of the stack) • Ball and Young (details of abatement used and, if possible, fraction of PM10 emitted).

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10 Conclusions for each pollutant and source

The following table summarises the sources requiring a Stage 2 Review and Assessment, or, indicates where further data is required to inform a Stage 2 initial review.

Source Pollutant Reason

Ball and Young 1,3-butadiene Ball and Young should confirm annual emissions of 1,3-butadiene are below0.25 tonnes per year.

Dulmison lead Dulmison should confirm their lead emissions.

A6003 south of Corby NO2 Possible risk of exceeding the annual mean objective south of Great Oakley. Further investigation required to determine locations of any receptors close to the road.

Euromax NO2 Check annual NOx emission.

ABR (CHP) NO2 Total annual emissions of NOx are not available and data needs to be obtained.

British Steel (AF8025) NO2 Emissions will only need to be considered if the stack diameter is below ~2 m.

Corby Power (AG6621)

NO2 Emissions exceed threshold at which Stage 2 assessment is required. A screening model should be used to predict likely concentrations.

Dulmison (es/epa/dj/019)

SO2 This plant will only require further assessment if it burns heavy fuel oil.

British Steel (AF8025) PM10 Determine stack diameter that emissions released from; below 2 m, 1 tonne annual emission of PM10 would not cause an exceedence of the 24 hour objective.

Ball and Young PM10 Stage 2 assessment required if emissions of PM10 exceed 0.5 t/y. (Emissions of total particulate are 1.6 t/y.). Determine abatement used and estimate of PM10 release to air.

“Eurohub” rail served development

NO2, SO2, PM10

If the site is an area with large numbers of stationary idling railway engines further review and assessment may be required.

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AEAT/EEQC-0185 Issue 2 The following table summarises the pollutants requiring a Stage 2 review and assessment, or indicates where further data is required to inform a Stage 2 initial review.

Pollutant Conclusions and recommendations Stage 2 needed?

Carbon monoxide NAQS objective expected to be met. No further assessment necessary.

No

Benzene NAQS objective expected to be met. No further assessment necessary.

No

1,3-Butadiene Further information on emissions from one point source is required, but NAQS objective expected to be met.

No

Lead Further investigation is necessary into potential emissions from one point source.

Maybe

Nitrogen dioxide Further assessment is required to determine the impact of the A6603, and the Eurohub rail-served development. Further data needs to be collected on some point sources. Emissions from Corby Power need assessing with a screening model.

Yes

Sulphur dioxide Further information and assessment is required to determine the Dulmison Part B plant, and the Eurohub rail-served development.

Yes

PM10 Further information and assessment is required to determine the Eurohub rail-served development. Further data needs to be collected on some point sources.

Yes

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11 References

Abbott, J. and Vincent, K. (1999) Dispersion modelling of SO2 concentrations in the United Kingdom for comparison with the National Air Quality Strategy. A report produced for the Department of the Environment, Transport and the Regions. AEAT-5120 Issue 1. AEA Technology Environment, Culham, Abingdon, Oxon., OX14 3ED.

APEG (1997) Source apportionment of airborne particulate matter in the United Kingdom. Report of the Airborne Particles Expert Group.

CBC, 1997 Corby Borough Local Plan, Adopted 10 June 1997.

DETR (1995) Air Pollution in the UK: 1995. Prepared by the National Environmental Technology Centre for the Department of the Environment, Transport and the Regions.

DETR (2000a) Concentrations of a range of air pollutants in the UK. See http://www.aeat.co.uk/netcen/airqual/index.html

DETR (1997) National Road Traffic Forecast (Great Britain). Department of the Environment, Transport and the Regions.

DETR (1999) Review of the United Kingdom National Air Quality Strategy. Department of the Environment, Transport and the Regions.

DETR (2000) The Air Quality Strategy for England, Scotland, Wales and Northern Ireland. Department of the Environment, Transport and the Regions. Cm 4548, SE 2000/3, NIA 7.

DoE (1997) Department of the Environment. The United Kingdom National Air Quality Strategy. HMSO, March 1997. CM 3587.

EA (1998a) The Environment Agency and local air quality management. Identifying and obtaining data, information and advice about emissions from IPC processes to inform reviews and assessments of local air quality. Note to Local Authorities in England and Wales.

EA (1998b) Guidance for estimating the air quality impact of stationary sources. Guidance Note 24.

EA Technical Guidance Note (Environmental) E1. Guidance for Operators and Inspectors of IPC Processes. Best Practicable Environmental Option Assessments for Integrated Pollution Control. Volumes I and II. (Principles and methodology & Technical Data.

EA (2000) Control on emissions from coal and oil fired power stations – the Agency’s decision following its 1999 public consultation on its proposed controls.

Northamptonshire County Council (1999). Traffic Figures For Corby, fax from Chris Shaw to Helen Rooke, 3 September 1999; and Air Quality and Traffic Schemes, memo from K Rivett to Helen Rooke, 9 September 1999.

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Appendices

CONTENTS

Appendix 1 Local air quality monitoring data available Appendix 2 Traffic flow and speed data and %HGVs Appendix 3 Detailed traffic flow data Appendix 4 Part A and B process

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Appendix 1 Local air quality monitoring data available

CONTENTS

NO2 diffusion tube sampling from the DETR UK network

Continuous monitoring data recorded at Deene House

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Concentrations of NO2 from diffusion tube monitoring around Corby. Concentrations were derived from diffusion tubes which are part of the DETR’s UK Nitrogen Dioxide Survey. These data have been taken from 1997 as the data capture for 1998 was very poor with only two months of reported data available (January and February). There were clearly some problems in 1997 also, with concentrations available for a maximum of five months and The National Air Quality Archive does not quote a mean annual concentration.

Annual NO2 statistics for 1997 derived from diffusion tube measurements (μg m-3)

Site Number of months of

reported data

Minimum concentration

Maximum concentration

Mean annual concentration(derived from limited data)

CORBY 1N (K) 4 19 44 34 CORBY 2N (I) 5 13 32 19 CORBY 3N (B) 5 15 23 21 CORBY 4N (B) 5 15 61 31

Notes: Kerbside (K) 1 to 5 m from a busy road Intermediate (I) 20 to 30 m from the same or an equivalent road Background (B) >50 m from any busy road Predicted annual mean background NO2 in 2005(μg m-3)

Site Measured mean annual concentration

in 1997 (derived from limited

data)

Predicted mean annual concentration in 2005

CORBY 1N (K) 34 28 CORBY 3N (B) 21 16 CORBY 4N (B) 31 24

Notes: Using a correction factor of (0.74/0.96) = 0.77 for the background sites from Box 6.3 in the PSG. Using a correction factor of (0.79/0.97) = 0.81 for the kerbside sites from Box 6.4 in the PSG.


Concentrations of NO

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2 recorded at Deene House from January to March 2000

Concentration of NO2 recorded at Deene House, Corby

0

20

40

60

80

100

120

140

160

Dec-99 Jan-00 Feb-00 Mar-00 Apr-00

Date

Con

cent

ratio

n of

NO

2 (μg

m-3

)

Concentrations of SO2 recorded at Deene House from January to March 2000

Concentration of SO2 recorded at Deene House, Corby

0

20

40

60

80

100

120

140

160

180

Dec-99 Jan-00 Feb-00 Mar-00 Apr-00

Date

Con

cent

ratio

n of

SO

2 (μg

m-3

)


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Summary statistics of continuous monitoring data from January to March 2000

NO2 (μg m-3) SO2 (μg m-3)

Period average (January to March) 28 35 Maximum daily mean (January to March) - 160 99.7th percentile of hourly means - 84 99.8th percentile of hourly means 113 -


Appendix 2 Traffic flow and speed data, %HGVs, and traffic growth

CONTENTS

Percentage of HGVs (used where no data available) Assumed speeds (where no data available) UK traffic growth factors for 2005 relative to current base years

(from National Road Traffic Forecast) Assumed road widths (where no data available)

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Percentage of HGVs

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Class of road Billion vehicle kilometres (1996 data) %HGV

Larger buses and coaches

All goods vehicles

HGV All motor vehicles

Motorways 0.5 10.3 10.8 73.7 14.7%

Built up major roads ... Trunk 0.1 0.6 0.7 9.4 7.4%

Principal 1.2 3.3 4.5 71.6 6.3%

All built up major roads 1.3 4.0 5.3 81.1 6.5%

Non-built up major roads ...

Trunk 0.4 6.9 7.3 63.2 11.6%

Principal 0.5 4.2 4.7 62.5 7.5%

All non-built up major roads 0.9 11.1 12.0 125.8 9.5%

All minor roads 2.2 5.4 7.6 161.9 4.7%

All roads 4.8 30.7 35.5 442.5 8.0%

Data taken from DETR Transport Statistics for Great Britain 1997 edition Built up roads are those defined with a speed limit of 40 mph or less


Assumed speeds for urban locations

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Location Type of road Speed(kph)

Central London Major/trunk A roads 18

Other A roads 14 Minor roads 16

Inner London Major/trunk A roads 28

Other A roads 20 Minor roads 20

Outer London Major/trunk A roads 45

Other A roads 26 Minor roads 29 Trunk road links to M25 71 Other road links to M25 41

M25 71 Urban motorways 95

Large conurbations Central 34

Outer trunk/A roads 45 Outer minor roads 34

Urban, pop >200,000 Central 37


Urban, pop >100,000 Central 40


Urban >25 sq km Major roads 46

Minor roads 42

Urban 15-25 sq km Major roads 49 Minor roads 46

Urban 5-15 sq km Major roads 51

Minor roads 48

Urban <5 sq km Major roads 52 Minor roads 48


Assumed speeds for rural locations

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Location Type of road Speed‘lights’(kph)

Speed‘heavies’

(kph)

Rural single carriageway Major roads 80 75

Minor roads 67 63

Rural dual carriageway 113 89

Rural motorway 113 92 Notes:

Speed data compiled from various DETR sources: a) Transport Statistics Great Britain: 1998 b) 1997 National Road Traffic Forecasts c) “Vehicle Speeds in Great Britain: 1997” d) “Road Travel Speeds in English Urban Areas: 1996/97” e) “Traffic Speeds in Central and Outer London: 1996/97” f) “Traffic Speeds in Inner London: 1998” For urban roads where traffic is more constrained, speeds of heavy duty vehicles are the same as for light duty vehicles; differences occur on rural roads where traffic is less constrained.

Central London is defined as the area within 2 mile radius of Waterloo Bridge; Inner London defined as area 2 – 5 mile radius of Waterloo Bridge; Outer London extends out to M25, but note speeds for specific road links

Large conurbations refer to West Midlands, Greater Manchester, Merseyside, Leeds/Bradford and Tyneside.

For urban area sizes, a major road is an A or major trunk road; minor road is a B, C or unclassified road.

The speeds are averages of speeds at different times of day/week, weighted by the level of traffic at each of these time periods where this information is known.


UK traffic growth factors for 2005 relative to current base years (from National Road Traffic Forecast)

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2005

relative to 1995

2005 relative to

1996

2005 relative to

1997

All light duty Urban 1.172 1.149 1.130 Rural single 1.166 1.133 1.117 Rural dual 1.213 1.179 1.156 M-Way 1.332 1.286 1.248

All heavy duty Urban 1.091 1.065 1.058 Rural single 1.091 1.079 1.072 Rural dual 1.149 1.126 1.111 M-Way 1.315 1.241 1.209

All vehicles Urban 1.168 1.144 1.127 Rural single 1.160 1.129 1.114 Rural dual 1.206 1.173 1.151 M-Way 1.329 1.279 1.242

NAEI factors based on 1997 NRTF


Distances from the centre of the road to the roadside used for the initial assessment for exceedences

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Road type Distance from centre of road to roadside (m)

motorways 30 trunk roads in non-built up areas 20 trunk roads in built up areas 10 principal roads in non-built up areas 10 principal roads in built up areas 5


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Appendix 3 Detailed traffic flow data


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Location (Automatic Monitor Point number) (OS grid reference)

Road number

Background NOx in 2005

AADTF (1997)

Predicted AADTF (2005)

% HGV Average speed (assumed)

Width of road (assumed)

Distance of

receptor to centre of road

Necessary to proceed to Stage 2?

(km/h) (m) (m)

South of Great Oakley (32) (485900, 285300)

A6003 35.8 24,585 27,707 9.9 110 10 Possibly if housing close to road

North of Rockingham (41)

A6003 - 7,115 8,018 7.4 48 5 no

Brigstock by pass (46)

A6116 - 6,613 7,453 15.1 48 5 no

AADTF from NAEI

(1996)

In Corby (derived from NAEI data)

A427 36.1 (max) 20,375 23,309 no 10 80 7.4

Notes: Using urban factor of 1.127 in 1997 to 2005 predictions Using urban factor of 1.144 in 1996 to 2005 predictions Maximum background NOx in 2005 in CBC 36.1 μg/m3


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Appendix 4 Part A and B processes in and around CBC

CONTENTS

Environmental Protection Act Processes (Part A) within CBC Environmental Protection Act Processes (Part A) outside CBC Guidelines for distances over which emissions of SO2, NO2,

PM10 and benzene may affect ambient concentrations Environmental Protection Act Processes (Part B) within CBC


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Data for emissions from Part A processes in and around CBC

Plant (authorisation number)

Location Operation CO (tonnes)

NOx (tonnes)

PM10 (tonnes)

SO2 (tonnes)

Does the PSG indicate the process needs to be considered?

Stack height

(m)

Stack diameter

(m)

British Steel (AF8025) CBC Combustion processes 66.4 < 1 yes 12.1 (unknown)

Ball and Young (AT4015)

CBC di-isocyanate processes no 15 1

Chemence (AY7178) CBC di-isocyanate processes no

Chemence (AK9178) CBC Manufacturing and use of organic chemicals

n/a n/a yes

Roquette (Corby) Ltd. (AN8186)

CBC Inorganic chemical processes

n/a n/a yes

Corby Power (AG6621) [E 489 600; N 291 100]

CBC Combustion processes 119 2.5 (estimated; CBC, Pers.

Comm., 2000)

70 yes 23 < 1 2,178

Notes: Assuming NOx emitted as NO2 (from the EA’s Pollution Inventory)


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Guidelines for distances over which emissions of SO2, NO2, PM10 and benzene may affect ambient concentrations. May also be used for CO, but see note below.

Annual emissions (tonnes) Impact likely over a distance of (km)

50 0.1 500 1

5,000 10 50,000 100

Note: The distances for CO will be highly conservative as the standard for this pollutant is in ppm but the distances are based on the other pollutants for which the standard is mostly in ppb.


Data for emissions from Part B processes in CBC

Plant Operation CO (tonnes)

NOx (tonnes)

PM10 (tonnes)

SO2 (tonnes)

Does the PSG indicate the process needs to be considered?

Stack height (m)

Stack diameter

(m)

Forest Gate Motors Vehicle resprayers no

Fairline Boats GRP coatings no

Fairline Boats Adhesives coating no

Fairline Boats Wood milling no

CCI Tar and bitumen no

Aquagraphics Coating process no

Norton Performance Plastics

Adhesive coating no

Alfred Engleman Coating process no

Euromax Coil coaters 23 23 yes 15 (actual)12.5 (effective)

0.76 (calculated)

Dulmison Adhesives no

Dulmison Aluminium smelter yes

Declon Di-isocyanate no

ARC Cement batch no

ABR CHP 31.94 mg/m3

yes (unknown) (unknown)

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Plant Operation CO NOx (tonnes)

PM10 SO2 Does the Stack height Stack

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(tonnes) (tonnes) (tonnes) PSG indicate the process needs to be considered?

(m) diameter (m)

Recticel Coating process no

Readmix Cement batch no

Quebecor P1 Heat set web offset no

Quebecor P2 Heat set web offset no

Powdertech Powder coaters no

Pioneer Concrete Cement batch no

Maxicrop Int Vegetable processing no

Guaranteed Asphalt Tar and bitumen no

Transco Gas odourising plant no

The Concrete Co Cement batch no

Gefco Vehicle respraying no

Caswells Coating process no

British Steel Galvanising process no

British Steel Tar and bitumen no

British Steel Coating process no

Corbie Finishing Chemical brighteners no


Plant Operation CO NOx (tonnes)

PM10 SO2 Does the Stack height Stack

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(tonnes) (tonnes) (tonnes) PSG indicate the process needs to be considered?

(m) diameter (m)

Ball and Young Rubber process 1.7 (calc-

ulated)

10 (calc-

ulated)

1.6 (calc-ulated; total

partic-ulate)

yes 15 1

Eurofleet Vehicle respraying no

BAT Tobacco process no

Safeway Vapour recovery no

Texaco Vapour recovery no

Collision Care Vehicle resprayers no

Corby Car Care Vehicle resprayers no

Aquagas Powder coaters no

Murco Vapour recovery no

Save Vapour recovery no

Asda Vapour recovery no

Esso Vapour recovery no

BP Vapour recovery no

stage 1 air quality review and assessment for corby ... 1 air quality... · stage 1 air quality...

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