This Chapter assesses the
air quality implications of the proposed route options. The method of assessment generally follows
that laid out in the Design Manual for Roads and Bridges, Volume 11 (9.1)
(DMRB) which has been accepted by the NRA for previous road schemes such as the
N17, N15 etc. This assessment has included:
· identification of properties where people might
possibly be subjected to a change in air quality from Ordnance Survey mapping.
Only properties within 200m of the route(s) need be considered. The approximate number of properties in the
vicinity of the proposed routes have been estimated in distance bands.
· a quantitative assessment table, for NO2
(nitrogen dioxide) and PM10 (particulate matter with an aerodynamic
diameter less than 10 microns) for distance bands.
The following EC
Directives apply to air quality standards:
· 80/779/EEC – control of smoke and sulphur (9.2)
· 82/884/EEC – lead (9.3)
· 85/203/EEC – nitrogen dioxide (9.4)
· 92/72/EEC – ozone (9.5)
· 96/62/EC – framework directive for ambient air
quality management (9.6). Daughter Directives contain air quality standards
that have not yet been ratified.
· 99/30/EC – relating to sulphur dioxide (SO2),
nitrogen oxides, particulate matter and lead in ambient air (9.7).
International guidelines
have also been recommended by organisations such as the World Health
Organisation (9.8). In
addition, national ambient air quality standards (NAAQS) (9.9) have
been developed for the United Kingdom, and more recently recommendations have
been made by the UK Expert Panel on Air Quality Standards (EPAQS) (9.10-9.17).
In
February 1999, the Environmental Protection Agency (EPA) was designated under
the Environmental Protection Agency Act 1992 (Ambient Air Quality Assessment
and Management) Regulations 1999 (9.18) as the responsible body for
ambient air quality assessment and management as required by EU Directive
96/62/EC. The Directive provides the legal
framework for a series of directives that will set new and more stringent limit
values for individual pollutants to be achieved in the period 2005 - 2010. The Directive will also require extensive
arrangements for monitoring and ongoing availability of results. The first Directive on sulphur dioxide (SO2),
nitrogen oxides (NOx), lead and particulate matter (PM10)
was adopted in April 1999 and has been transposed into Irish law as of July
2001.
Under
the Air Pollution Act, 1987 (9.19), and subject to the provisions of
the Environmental Protection Agency Act, 1992 (9.20), local
authorities are responsible for air quality monitoring in the first
instance. Details of the current level
of air quality monitoring are outlined in the Air Quality Monitoring Annual
Report 1998 (9.21), published by the Environmental Protection
Agency. There is no relevant data for
the scheme considered in this report.
Cork County Council have also been consulted and have advised that no
air quality data is available for the study area.
A
summary of the representative air quality standards recommended by the DMRB to
assess forecast concentrations of air pollution from road traffic is provided
below in Table 9.1. Only nitrogen
dioxide is governed by an EC Directive. The limit level of nitrogen dioxide
provided in the EC Directive (9.4) is 200 mg/m3 (or 105ppb) as the 99.8th
percentile calculated from the mean values per hour.
Table
9.1 DMRB Air Quality Standards for
Assessment of Forecast Concentrations.
|
Pollutant |
CO |
NO2 |
1,3-butadiene |
Benzene |
Particulates
(PM10) |
||
|
Averaging |
Maximum
annual running 8-hour mean |
1
hour mean |
Annual
mean |
99.8th
percentile of hourly means |
Running
annual mean |
Running
annual mean |
99th
percentile of running 24-hour mean |
|
Limit
Value |
10
ppm |
150
ppb |
21
ppb |
105
ppb |
1
ppb |
5
ppb |
50
µg/m3 |
Sulphur
dioxide is not considered in the DMRB as vehicles are not a major source of
this pollutant (the major sources are domestic hearths, industrial combustion and
power stations). Vehicle emissions are
a significant source of smoke (mainly comprised of soot), but are not included
in the DMRB assessment of road schemes.
Particulates of under 10 microns in diameter (PM10) can pose
a hazard to health and assessment is included in the DMRB.
The
recent reductions in the lead content of leaded petrol has resulted in a
significant decrease in the contributions of road traffic to air concentrations
and as a result an assessment of airborne lead concentrations is not required
by the DMRB.
The
DMRB guidance states that if any of the forecast concentrations exceed the air
quality standards listed in Table 9.1, then it is recommended that a more
thorough assessment be undertaken and an air quality report prepared for the
preferred route.
In
assessing impacts the following significance criteria have been used:
|
Impact |
Significance
Criteria |
|
Severe
adverse impact |
Areas
especially sensitive such as schools, hospitals, areas of local importance
(e.g. outdoor areas commonly used by people where ambient noise levels are
currently believed to be below 50 dB(A)) within 50m of the route. Pollutant concentrations considered to be
in excess of EC Directive for nitrogen dioxide and other air quality limit
levels in the design year within 200m of the route. Route
would affect a very high number of residential properties within 200m of the
route. |
|
Major
adverse impact |
Areas
especially sensitive such as schools, hospitals, areas of local importance
(e.g. outdoor areas commonly used by people where ambient noise levels are
currently believed to be below 50 dB(A)) within 100m of the route. Pollutant concentrations considered to be
approaching EC Directive for nitrogen dioxide limit level and in excess of
other air quality limit levels in the design year within 200m of the route. Route
would affect a high number of residential properties within 200m of the
route. |
|
Moderate
adverse impact |
Areas
especially sensitive such as schools, hospitals, areas of local importance
(e.g. outdoor areas commonly used by people where ambient noise levels are
currently believed to be below 50 dB(A)) within 200m of the route. Pollutant concentrations considered to be
below EC Directive for nitrogen dioxide limit level, but approaching other
air quality limit levels in the design year within 200m of the route. Route
would affect a moderate number of residential properties within 200m of the
route. |
|
Minor
adverse impact |
Pollutant
concentrations considered below air quality limit levels but are increased
from existing/Do-minimum in the design year within 200m of the route. Route
would affect a low number of residential properties within 200m of the route. |
|
No
impact |
No
impact on air quality within 200m of the route. |
|
Minor
beneficial impact |
Existing
pollutant concentrations considered to remain above EC Directive for nitrogen
dioxide limit level, but fall below other air quality limit values in the
design year within 200m of the route. Improvement
in air quality for a low number of properties |
|
Moderate
beneficial impact |
Existing
pollutant concentrations predicted to fall below EC Directive for nitrogen
dioxide and other air quality limit levels in the design year within 200m of
the route. Improvement
in air quality for more significant number of properties. |
In the absence of major industry
in the study area, the existing air quality even in some urban areas away from
existing roads is considered to be good or high quality. Roadside pollutant levels adjacent to the
existing through road network are likely to be at or exceed the aforementioned
standards, particularly through built-up areas where congestion and obstacles
restrict free flowing conditions.
The
number of properties adjacent to the existing N22, and therefore affected by
roadside pollutant levels are presented in Table 9.2. It should be noted that
properties within Macroom itself have not been included (between the R582 and
the R618), and that these numbers are therefore an underestimate.
Table
9.2: Residential properties situated along the existing N22
|
|
0-50m |
50-100m |
100-200m |
Total |
|
Ballyvourney
to Macroom* |
240 |
89 |
115 |
444 |
|
Macroom
to Ballincollig** |
149 |
133 |
101 |
383 |
|
Whole
Route |
389 |
222 |
216 |
827 |
* Property counts were undertaken from
Ballyvourney to the N22 junction with the R582
**
Property counts were undertaken from the N22 junction with the R618 to
Ballincollig
Data
from existing sources is not available as pollutants are not considered to be a
major problem in the study area.
At this stage of the
scheme, network changes have not been formulated in detail though it is
expected that properties close to existing roads would have traffic flow
decreases. However, indicative traffic
flows have been used to calculate the potential pollutant concentrations at
fixed distances from the route options (see Appendix
9).
Freely
flowing traffic would reduce roadside pollutant levels, resulting in a moderate
beneficial impact. In general terms, a
route that maximises the distance between the road and the residential areas
will minimise the impact of the road scheme.
The
assessment is based upon an estimate of the number of residential buildings within
given distance bands from each route (Table 9.3 and Table 9.4) and the air
quality impacts of the routes.
Table
9.3 Western Route Option assessment - residential buildings within 200m of the
proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
Total |
Overall total |
|
Green |
N22 – Ballyvourney (Nodes1 to 3) |
1 |
2 |
4 |
7 |
64 |
|
|
Ballyvourney – Ballyveerane junction (Nodes3 to
6) |
2 |
16 |
39 |
57 |
|
|
Green/Link/Yellow |
N22 – Ballyvourney (Nodes1 to 3) |
1 |
2 |
4 |
7 |
77 |
|
|
Ballyvourney – Ballyveerane junction (Nodes3 to
6) |
2 |
11 |
57 |
70 |
|
|
Yellow |
N22 – Ballyvourney (Nodes1 to 3) |
0 |
4 |
3 |
7 |
109 |
|
|
Ballyvourney – Ballyveerane junction (Nodes3 to
6) |
10 |
30 |
62 |
102 |
Table
9.4 Eastern Route Option assessment - residential buildings within 200m of the
proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
Total |
Overall total |
|
Green |
Ballyveerane junction-Ballincollig bypass (Nodes6
to 16) |
7 |
34 |
66 |
107 |
107 |
|
Red |
Ballyveerane junction-Ballincollig bypass (Nodes6
to 16) |
14 |
43 |
89 |
146 |
146 |
|
Green/Link/Red |
Ballyveerane junction-Ballincollig bypass (Nodes6
to 16) |
8 |
30 |
66 |
104 |
104 |
|
Yellow |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
5 |
42 |
87 |
134 |
284 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
12 |
48 |
90 |
150 |
|
|
Yellow/Link4/Blue |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
4 |
34 |
73 |
111 |
218 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
7 |
31 |
69 |
107 |
|
|
Yellow/Link6/Blue |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
5 |
42 |
87 |
134 |
265 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
4 |
44 |
83 |
131 |
|
|
Blue |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
12 |
10 |
33 |
55 |
162 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
7 |
31 |
69 |
107 |
The properties
within the distance bands for the N22 given in Table 9.2 do not include
properties along the existing link roads to the towns.
In
addition, a number of commercial premises and community facilities (such as
schools, churches and sports grounds) have also been identified:
Table
9.5 Western Route Option assessment - commercial properties and community
facilities within 200m of the proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
Total |
Overall total |
|
Green |
N22 – Ballyvourney (Nodes1 to 3) |
0 |
0 |
0 |
0 |
4 |
|
|
Ballyvourney – Ballyveerane junction (Nodes3 to
6) |
0 |
1 |
3 |
4 |
|
|
Green/Link/Yellow |
N22 – Ballyvourney (Nodes1 to 3) |
0 |
0 |
0 |
0 |
1 |
|
|
Ballyvourney – Ballyveerane junction (Nodes3 to
6) |
1 |
0 |
0 |
1 |
|
|
Yellow |
N22 – Ballyvourney (Nodes1 to 3) |
0 |
0 |
0 |
0 |
8 |
|
|
Ballyvourney – Ballyveerane junction (Nodes3 to
6) |
4 |
2 |
2 |
8 |
Table
9.6 Eastern Route Option assessment - commercial buildings and community facilities
within 200m of the proposed routes
|
|
|
0-50 |
50-100 |
100-200 |
Total |
Overall total |
|
Green |
Ballyveerane junction-Ballincollig bypass (Nodes6
to 16) |
1 |
0 |
3 |
4 |
4 |
|
Red |
Ballyveerane junction-Ballincollig bypass (Nodes6
to 16) |
0 |
1 |
2 |
3 |
3 |
|
Green/Link/Red |
Ballyveerane junction-Ballincollig bypass (Nodes6
to 16) |
0 |
1 |
2 |
3 |
3 |
|
Yellow |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
1 |
5 |
5 |
11 |
24 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
0 |
1 |
12 |
13 |
|
|
Yellow/Link4/Blue |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
1 |
1 |
2 |
4 |
18 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
0 |
4 |
10 |
14 |
|
|
Yellow/Link6/Blue |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
1 |
5 |
5 |
11 |
24 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
0 |
1 |
12 |
13 |
|
|
Blue |
Ballyveerane junction- R590/R585 junction (Nodes6
to 11) |
0 |
0 |
2 |
2 |
16 |
|
|
R590/R585 junction – Ballincollig bypass (Nodes11
to 16) |
0 |
4 |
10 |
14 |
|
In
general, the numbers of residential properties dictate the potential level of
impact on community areas.
Comparison
of Table 9.4 and Table 9.6 indicates that the Green and Green/Link/Red routes
have the least potential of causing widespread community impact whilst the
Yellow route substantially affects more households and commercial and community
enterprises. Generally, the potential
adverse impact is likely to be more significant in rural areas and less
significant in urban areas.
Air
quality along the routes has been calculated using the methodology laid out in
DMRB (13.1) and using traffic levels predicted for 2009 (the year
the road is to open) and for 2029 (maximum year flows). Further detail is provided in Appendix 9.
West
of Macroom, no exceedances of air quality standards are predicted. East of Macroom, all routes are predicted to
exceed the standard for NO2 (Annual Average Levels) for at least one
section:
· Yellow route: exceed NO2 standard
between nodes 7a and 16 (distance of 24.10 km) for the years 2009 and 2029
· Green route: exceed NO2 standard between
nodes 6 and 9, and for half of the section between nodes 9 and 14 (up to the
junction with the R618) a distance of 12.95 km for both 2009 and 2029. From this point to node 16, the route would
not exceed standards.
· Red route: exceed standards for NO2 in
2009 and 2029 between node 7b – node 16, a distance of 20.74
· Blue route: exceed standards for NO2 in
2009 and 2029 between node 7b and node 16, a distance of 23.31
· Green/Link/Red route: exceed NO2
standards between nodes 6 and 9, and also between 13 and 16 for the years 2009
and 2029, a distance of 17.46 km. No
traffic data and hence no information on air quality exists for the link
section, nodes 9 to 13. Whilst it is
likely that this section also exceeds quality standards for NO2,
this section is not included. Therefore
at this time the predicted length of route that would exceed NO2
levels is +17.46km.
· Yellow/Link4/Blue route: route would exceed NO2
levels between nodes 7a to 8, and between nodes 8 to 16, a distance of 20.44
km. No traffic data and hence no
information on air quality exists for the link section, nodes 8 to 10. Whilst it is likely that this section also
exceeds quality standards for NO2, at this time, the predicted
length of route that would exceed NO2 levels is + 20.44km.
· Yellow/Link6/Blue route: route would exceed NO2
levels between nodes 7a to 12, and between nodes 12a to 16, a distance of 22.90
km. No traffic data and hence no
information on air quality exists for the link section, nodes 12 to 12a. Whilst it is likely that this section also
exceeds quality standards for NO2, at this time, the predicted
length of route that would exceed NO2 levels is + 22.90 km.
Minor Adverse Impact.
No
air quality standards would be exceeded.
There are 13 residential properties within this section (3.8 per km),
mainly situated within the settlement of Ballyvourney.
Moderate Adverse
Impact.
No
air quality standards would be exceeded.
There are 57 properties within this section (3.8 per km). Clondrohid Community Hall is situated within
200m of the route
Major Adverse Impact.
NO2
levels would be exceeded between node 6 and the R619 junction for 2009 and
2029, a distance of 12.95 km for both 2009 and 2029. There are 107 properties within this section (4.4 per km)
Minor Adverse Impact.
No
air quality standards would be exceeded.
There are 7 residential properties within this section (6.3 per km)
mainly situated within the settlement of Ballyvourney.
Moderate Adverse
Impact.
No
air quality standards would be exceeded.
There are 102 residential properties within this section (6.5 per km)
mainly situated alongside the existing N22 and the outskirts of Macroom.
Major Adverse Impact.
NO2
levels would be exceeded between nodes 7a to 11 (11.52 km) for both 2009
and 2029. There are 134 residential
properties within this section (10.1 per km), mainly situated on the eastern
outskirts of Macroom, in Lissardagh and along the existing N22.
Major Adverse Impact.
NO2
levels would be exceeded between nodes 11 to 16 (13.67 km) for both 2009 and
2029. There are 150 residential
properties within this section (11.0 per km) mainly situated along the existing
N22, and in small settlements.
Major Adverse Impact.
NO2
levels would be exceeded between 7b and 16 (21.83 km) for 2009 and
2029. There would be 146 residential
properties within this section (6.2 per km), situated in the settlement of
Macroom and some situated within a quiet rural setting. The Canovee National School would be
situated within 200m of the route.
Major Adverse Impact.
NO2
levels would be exceeded between 7b and 16 (10.39 km) for 2009 and
2029. There would be 55 residential
properties within this section (4.5 per km) some situated within Macroom and
some situated within a quiet rural setting.
Major Adverse Impact.
NO2
levels would be exceeded between 11 and 16 (14.01 km) for 2009 and
2029. There would be 107 residential
properties within this section (7.6 per km) located within settlements
(Crookstown, Cloughduv, Aherla, Killumney) and quiet rural settings. Cloughduv National School and St Joseph’s
Church would be situated within 200m of the route.
Major Adverse Impact.
No
air quality standards would be exceeded in this section. There would be 130 residential properties
within this section, (8.5 per km) located within quiet rural settings.
Major Adverse Impact.
NO2
standards would be exceeded between nodes 6 to 9 and between node 13 to 16 a
distance of 17.46 km for both 2009 and 2029.
It is not possible to calculate whether NO2 standards would be exceeded between
nodes 9 and 13, although this would appear likely. There would be 104
residential properties along this route (4.3 per km) located within a quiet
rural setting.
Major Adverse Impact.
NO2
standards would be exceeded between nodes 7a to 8 and nodes 10 to 11 a distance
of 6.44 km for both 2009 and 2029. It
is not possible to calculate whether NO2 standards would be exceeded between
nodes 8 and 10, although this would appear likely. There would be 111
residential properties along this route (8.4 per km) located within settlements
and along the existing N22.
Major Adverse Impact.
NO2
standards would be exceeded between nodes 11 to 12 and nodes 12a to 16 a
distance of 12.49 km for both 2009 and 2029.
It is not possible to calculate whether NO2 standards would be exceeded between
nodes 12 and 12a, although this would appear likely. There would be 131
residential properties along this route (9.7 per km) located within settlements
and along the existing N22. Cloughduv
National School and St Joseph’s Church would be situated within 200m of the
route.
At this stage details on
the phasing of construction works, the number of construction plant, site
compound locations, piling etc. are not formulated and therefore the potential
construction dust impact cannot be assessed.
Once the above construction details are finalised for the preferred
route, a further assessment will be undertaken for construction related
activity.
The scope for mitigation
of any adverse effect on air quality through route choice or design is limited
in comparison with reductions in emission rates achievable through improved
vehicle technology. No route specific
mitigation measures have been identified.
Properties close to
existing roads experience traffic flow decreases and more freely flowing
traffic would decrease roadside pollutant levels. Air quality within the urban
areas of the existing through routes would be expected to improve. Whilst none of the routes would exceed EC
quality standards for NO2, they would exceed DMRB standards for that
parameter. All of the routes to the
east of Macroom would therefore have a major adverse impact.
Between Ballyvourney and
Macroom none of the route options would exceed air quality standards in either
2009 or 2029. There are no differences in residential or commercial property
numbers between nodes 1 and 3, therefore the Green and Yellow routes are equally
preferred for this section. Between
nodes 3 and 6, the Yellow route would have the greatest number of properties
along its length (within 200m) and would have a moderate impact, whereas the
Green/Link/Yellow and Green routes would have fewer houses along their length
and would have a minor adverse impact.
The Yellow route would therefore be the least preferred route, and the
Green route would be preferred as there are least properties along its length.
Of the northern routes
(Red, Green and Green/Link3/Red routes) the Green route would exceed NO2
quality standards over the least distance, and would also have one of the
lowest numbers of residential properties along its length, and would therefore
be the preferred route. The least preferred route would be the Red route, as of
the northern routes it would exceed NO2 levels for the greatest
distance and would have a higher number of properties along its length.
Of
the southern routes, from Macroom up to node 11 where the routes converge, all
routes would exceed quality standards for NO2. The Yellow route would exceed the standard
from node 7a to 11 (10.4km) and the Blue route from node 7b to 11 (9.3
km). The Yellow/Link4/Blue route would
exceed standards between nodes 7a and 8 and nodes 10 to 11 (6.44km), however,
whether this route would exceed standards for the link between nodes 8 and 10
is not confirmed. Of these three
options, the Yellow route would have the highest number of residential and
commercial properties along its length and also the greatest length that would
exceed air quality standards and would be least preferred. The Blue route would
have the least residential and commercial property along its length, and the
least length that would exceed air quality standards and would be
preferred. Since the distance which the
Yellow/Link4/Blue route would exceed air quality standards is not confirmed, it
has not been considered as ‘preferred’ or ‘least preferred’ option.
Of
the southern routes, between the points of convergence nodes 11 and 16, all
routes would exceed quality standards for NO2. The Yellow route would exceed the standard
from nodes 11 to 16 (13.67 km) as would the Blue route (14.01 km). The
Yellow/Link4/Blue route would exceed standards between nodes 11 and 12 and
nodes 12a to 15 (7.55 km), however, whether this route would exceed standards
for the link between nodes 12 and 12a is not confirmed. Of these three options, the Blue route would
exceed NO2 quality standards over the greatest distance, although it
would have a lower number of residential properties along its length. Although the Yellow route would exceed
quality standards over a slightly shorter distance it would be the least
preferred since it would have a greater number of residential properties along
its length. The Blue route would
therefore be the preferred option.
Since the distance which the Yellow/Link6/Blue route would exceed air
quality standards is not confirmed, it has not been considered as ‘preferred’
or ‘least preferred’ option.
When
the preferred northern route (Green) is compared with the preferred southern
route (Yellow/Blue), it can be seen that the Green route would exceed the air
quality standards for the least distance, and would also have less than half
the number of residential and commercial properties along its length.
Therefore, although the Green route would pass through an undisturbed and rural
area, it would be the preferred route in terms of air quality.
9.1 Department
of Transport (1998). Design Manual for Roads and Bridges, Volume 11, revised
February 1998.
9.2 CEC (Council of the European Communities),
(1980). Council Directive 80/ 779/ EEC of 15 July 1980 on Air Quality Limit
Values and guide values for Sulphur Dioxide and Suspended Particulates.
9.3 CEC (Council of the European Communities),
(1982). Council Directive 82/ 884/ EEC of 3 December 1982 on a Limit Value for
Lead in Air.
9.4 CEC (Council of the European Communities),
(1985). Council Directive 85/ 203/ EEC of 7 March 1985 on air quality standards
for nitrogen dioxide.
9.5 CEC (Council of the European Communities),
(1992). Council Directive 92/ 72/ EEC of 21 September 1992 on air pollution by
ozone.
9.6 CEC (Council of the European Communities), (1992).
Council Directive 96/ 62/ EC of 27 September 1996 on ambient air quality
assessment and management.
9.7 CEC (Council of the European Communities),
(1999). Council Directive 99/ 30/ EC of 22 April 1999 relating to limit values
for sulphur dioxide, nitrogen dioxide and oxides of nitrogen, particulate
matter and lead in ambient air.
9.8 World Health Organisation (2000). The World
Health Organisation Guidelines on Air Quality (Europe) 2000. WHO, Geneva,
Switzerland.
9.9 DETR (1997). United Kingdom National Air
Quality Strategy. The Stationery Office, London.
9.10 UK Expert Panel on Air Quality Standards
(1994a). Benzene. HMSO, London.
9.11 UK Expert Panel on Air Quality Standards
(1994b). Ozone. HMSO, London.
9.12 UK Expert Panel on Air Quality Standards
(1994c). 1,3-butadiene. HMSO, London.
9.13 UK Expert Panel on Air Quality Standards
(1994d). Carbon monoxide. HMSO, London.
9.14 UK Expert Panel on Air Quality Standards
(1995a). Sulphur dioxide. HMSO, London.
9.15 UK Expert Panel on Air Quality Standards
(1995b). Particles. HMSO, London.
9.16 UK Expert Panel on Air Quality Standards
(1996). Nitrogen dioxide. HMSO, London.
9.17 UK Expert Panel on Air Quality Standards
(1998). Lead. HMSO, London.
9.18 Environmental Protection Agency Act, 1992. (Ambient Air Quality
Assessment and management) Regulations, 1999. SI 33 of 1999.
9.19 Department of the Environment (1998). The Air Pollution Act, 1987 Air Quality Standards
Regulations SI No. 244 of 1987.
9.20 Environmental Protection Agency Act 1992.
9.21 Environmental Protection Agency (1998). Air quality monitoring
annual report, 1998. Environmental Protection Agency, Wexford.