RReeppoorrtt

Air Quality Updating and Screening Assessment A report produced for the London Borough of Brent

netcen/ED49252/Issue 1 September 2004

AEAT/ENV/R/1690

Title Air Quality Updating and Screening Assessment for the London Borough of Brent

Customer The London Borough of Brent

Customer reference ED49252

Confidentiality, copyright and reproduction

File reference Brent/Updating and screening assessment

Report number AEAT/ENV/R/1690

Report status Unrestricted

Claire Thomson Netcen E5, 1.58 Culham Science Centre Abingdon Oxon. OX14 3ED Telephone 0870 1906667 Facsimile 0870 1906607

AEA Technology is the trading name of AEA Technology plc AEA Technology is certificated to ISO9001

Name Signature Date

Authors Claire Thomson

Reviewed by Beth Conlan

Approved by Beth Conlan

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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. The Air Quality Strategy1 provides a framework for air quality control through air quality management and air quality standards. These and other air quality standards1 and their objectives have been enacted through the Air Quality Regulations in 1997, 2000 and 20022. The Environment Act 1995 requires Local Authorities to undertake air quality reviews. In areas where an air quality objective is not anticipated to be met, Local Authorities are required to establish Air Quality Management Areas and implement action plans to improve air quality.

The first round of air quality review and assessment has been completed by the London Borough of Brent. The London Borough of Brent's stage 1 report concluded that carbon monoxide, PM10, sulphur dioxide and nitrogen dioxide required further assessment at stage 2. Brent's stage 2 report concluded that no further action was needed for carbon monoxide, but further investigation was required for sulphur dioxide, fine particles as PM10 and nitrogen dioxide in the form of a stage 3 report. Brent's stage 3 report predicted that levels of nitrogen dioxide and fine particles as PM10 would exceed National Air Quality objectives, primarily because of road traffic. Having forecast those parts of the borough, which were not likely to meet National Air Quality objectives by 2005, Brent declared those parts of the Borough as Air Quality Management Areas (AQMA) in April 2001.

Following declaration of an AQMA the London Borough of Brent undertook a further review and assessment of air quality in a Stage 4. This identified that the major source of emissions was road transport. The task of reducing these and other emissions in the Borough was addressed in an Air Quality Action Plan, which set out policies to work towards meeting the Air Quality Objectives. The London Borough of Brent‘s Action Plan proposals include:

• Promotion of cleaner fuels and technologies • Promotion of alternative modes of transport • Traffic reduction • Non-Traffic measures • Awareness raising

The second round of review and assessment is to be undertaken in two steps. The first step is an Updating and Screening Assessment, which updates the Stage 1 and 2 review and assessment previously undertaken for all pollutants identified in the Air Quality Regulations. Where a significant risk of exceedence is identified for a pollutant it will be necessary for the local authority to proceed to a Detailed Assessment, equivalent to the previous Stage 3 assessments. Where the source of the emission is being considered within the Action Plan and lies within the AQMA then no further assessment is required. Where a local authority does not need to undertake a Detailed Assessment, a progress report is required instead.

This report is equivalent to an Updating and Screening Assessment for the London Borough of Brent as outlined in the Government‘s published guidance.

A Stage 3 Review and Assessment was completed, which involved detailed dispersion modelling to predict areas of exceedence of the nitrogen dioxide objectives (SEIPH, 2000).

1 Refers to standards recommended by the Expert Panel on Air Quality Standards. Recommended standards are set purely with regard to scientific and medical evidence on the effects of the particular pollutants on health, at levels at which risks to public health, including vulnerable groups, are very small or regarded as negligible. 2 Refers to objectives in the Strategy for each of the eight pollutants. The objectives provide policy targets by outlining what should be achieved in the light of the air quality standards and other relevant factors and are expressed as a given ambient concentration to be achieved within a given timescale.

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In 2005, the modelling predicted an exceedence of the annual NO2 and PM10 objective encompassing the following areas:

• Entire area south of the North Circular Road

• All housing, schools and hospitals along the North Circular Road, Harrow Road, Bridgewater Road, Ealing Road, Watford Road, Kenton Road, Kingsbury Road, Edgware Road, Blackbird Hill, Forty Avenue and East Lane.

An Air Quality Management Area (AQMA) was declared to incorporate all of the geographical area of the predicted exceedence.

The general approach taken in this Updating and Screening Assessment was to: • Identify the conclusions of the last round of review and assessment for each of the seven pollutants included in the air quality regulations; • Identify significant sources of emissions to air for the seven pollutants included in the air quality regulations, including major roads and industrial plants; • Identify new sources not previously considered in the first round of review and assessment; • Identify any sources for which emissions have changed significantly since the last round of review and assessment; • Identify and interpret the significance of air quality monitoring data made available since the last round of review and assessment; • Assess the risk of exceedences of the air quality objectives in locations where relative public exposure may exist using screening models and nomograms; and • Where necessary, identify locations and pollutants for which further detailed assessment of air quality will be required.

A checklist identifying the considerations in this report is shown in Appendix 5.

Conclusions of this report for the London Borough of Brent

For the pollutants carbon monoxide, 1,3-butadiene and lead the air quality objectives are predicted to be met and therefore there is no need to proceed to a detailed assessment for these pollutants.

Objectives being taken to a Detailed Assessment

The conclusions of this report show that the London Borough of Brent should proceed to a detailed assessment based for NO2 and PM10 concentrations around busy roads across the Borough where exceedences are predicted outside of the current AQMA.

Further assessment of PM10 for two fugitive sources is also recommended.

The London Borough of Brent is also advised to proceed to detailed assessment for benzene at 6 petrol stations throughout the borough.

The detailed assessment for SO2 is required for a railway goods yard and need only be concentrated around the specific area at South Way in Wembley.

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Acronyms and definitions used in this report

AADTF Annual Average Daily Traffic Flow ADMS an atmospheric dispersion model AQDD an EU directive (part of EU law) - Common Position on Air Quality Daughter Directives, commonly referred to as the Air Quality Daughter Directive AQMA Air Quality Management Area AQS Air Quality Strategy AP Action Plan AURN Automatic Urban and Rural Network (defra funded network) CO Carbon monoxide d.f. degrees of freedom (in statistical analysis of data) DETR Department of the Environment Transport and the Regions (now defra) defra Department of the Environment, Food and Rural Affairs DMRB Design Manual for Roads and Bridges EA Environment Agency EPA Environmental Protection Act EPAQS Expert Panel on Air Quality Standards (UK panel) EU European Union GIS Geographical Information System HA Highways Agency HDV Heavy Duty Vehicles HGV Heavy Goods Vehicles kerbside 0 to 1 m from the kerb Limit Value An EU definition for an air quality standard of a pollutant listed in the air quality directives NAEI National Atmospheric Emissions Inventory NO2 Nitrogen dioxide NOx Oxides of nitrogen NRTF National Road Traffic Forecast ppb parts per billion r the correlation coefficient (between two variables) receptor In the context of this study, the relevant location where air quality is assessed or predicted (for example, houses, hospitals and schools) roadside 1 to 5 m from the kerb SD standard deviation (of a range of data) SO2 Sulphur dioxide TEMPRO A piece of software produced by the DfT used to forecast traffic flow increases

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Contents

1 INTRODUCTION TO THE UPDATING AND SCREENING ASSESSMENT...... 1 1.1 PURPOSE OF THE UPDATING AND SCREENING ASSESSMENT ...... 1 1.2 OVERVIEW OF APPROACH TAKEN ...... 1 1.3 RELEVANT DEFRA DOCUMENTATION USED ...... 1 1.4 POLLUTANTS CONSIDERED IN THIS REPORT ...... 1 1.5 STRUCTURE OF THE REPORT ...... 2 1.5.1 The difference between ”standards‘ and ”objectives‘ in the UK AQS...... 4 1.5.2 New National Particles Objectives...... 4 2 INFORMATION USED TO SUPPORT THIS ASSESSMENT ...... 5 2.1 CONCLUSIONS FROM THE FIRST ROUND OF REVIEW AND ASSESSMENT OF AIR QUALITY FOR THE LONDON BOROUGH OF BRENT...... 5 2.2 PROPOSED DEVELOPMENTS WHICH MAY AFFECT AIR QUALITY ...... 6 2.3 ROAD TRAFFIC DATA ...... 7 2.3.1 Fraction of HDVs...... 7 2.3.2 Traffic growth...... 7 2.3.3 Distance from the centre of the road to the kerbside and to the receptors..... 7 2.4 PART A AND B PROCESSES...... 7 2.5 AMBIENT MONITORING...... 7 2.5.1 Diffusion tubes...... 7 2.5.2 Continuous monitoring...... 7 3 UPDATING AND SCREENING ASSESSMENT FOR CARBON MONOXIDE ...... 11 3.1 THE NATIONAL PERSPECTIVE...... 11 3.2 STANDARD AND OBJECTIVE FOR CARBON MONOXIDE ...... 11 3.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR CARBON MONOXIDE...... 11 3.4 SCREENING ASSESSMENT OF CARBON MONOXIDE ...... 11 3.5 BACKGROUND CONCENTRATIONS FOR CARBON MONOXIDE ...... 11 3.6 SCREENING ASSESSMENT OF MONITORING DATA ...... 11 3.7 SCREENING ASSESSMENT OF VERY BUSY ROADS ...... 12 3.8 CONCLUSIONS FOR CARBON MONOXIDE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT...... 12 4 UPDATING AND SCREENING ASSESSMENT FOR BENZENE ...... 13 4.1 THE NATIONAL PERSPECTIVE ...... 13 4.2 STANDARD AND OBJECTIVE FOR BENZENE...... 13 4.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR BENZENE...... 13 4.4 SCREENING ASSESSMENT OF BENZENE...... 13 4.5 BACKGROUND CONCENTRATIONS FOR BENZENE...... 14 4.6 SCREENING ASSESSMENT OF MONITORING DATA ...... 14 4.7 SCREENING ASSESSMENT OF VERY BUSY ROADS ...... 16 4.8 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES ...... 16 4.9 SCREENING ASSESSMENT OF PETROL STATIONS...... 16 4.10 SCREENING ASSESSMENT OF FUEL STORAGE DEPOTS ...... 16 4.11 CONCLUSIONS FOR BENZENE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT ...... 16 5 UPDATING AND SCREENING ASSESSMENT FOR 1,3-BUTADIENE ...... 17 5.1 THE NATIONAL PERSPECTIVE...... 17 5.2 STANDARD AND OBJECTIVE FOR 1,3-BUTADIENE...... 17 5.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR 1,3-BUTADIENE ...... 17 5.4 SCREENING ASSESSMENT OF 1,3-BUTADIENE...... 17 5.5 BACKGROUND CONCENTRATIONS FOR 1,3-BUTADIENE ...... 17 5.6 SCREENING ASSESSMENT OF MONITORING DATA ...... 18 5.7 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES ...... 18 5.8 CONCLUSIONS FOR 1,3-BUTADIENE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT ...... 18

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6 UPDATING AND SCREENING ASSESSMENT FOR LEAD ...... 19 6.1 THE NATIONAL PERSPECTIVE ...... 19 6.2 STANDARD AND OBJECTIVE FOR LEAD...... 19 6.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR LEAD ...... 19 6.4 SCREENING ASSESSMENT OF LEAD ...... 19 6.5 SCREENING ASSESSMENT OF MONITORING DATA ...... 19 6.6 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES ...... 19 6.7 CONCLUSIONS FOR LEAD CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT ...... 20 7 UPDATING AND SCREENING ASSESSMENT FOR NITROGEN DIOXIDE ...... 21 7.1 INTRODUCTION ...... 21 7.2 STANDARDS AND OBJECTIVES FOR NITROGEN DIOXIDE...... 21 7.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR NITROGEN DIOXIDE...... 21 7.4 SCREENING ASSESSMENT OF NITROGEN DIOXIDE ...... 22 7.5 BACKGROUND CONCENTRATIONS FOR NITROGEN DIOXIDE ...... 22 7.6 SCREENING ASSESSMENT OF MONITORING DATA ...... 23 7.6.1 Continuous Monitoring...... 23 7.6.2 Diffusion Tube monitoring...... 23 7.7 SCREENING ASSESSMENT OF ROAD TRAFFIC SOURCES...... 26 7.7.1 Street Canyons...... 30 7.7.2 Busy Junctions...... 30 7.7.3 New Roads...... 30 7.7.4 Busy Streets...... 30 7.8 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES ...... 30 7.9 SCREENING ASSESSMENT OF OTHER TRANSPORT SOURCES...... 31 7.9.1 Bus Stations and roads with high HDV...... 31 7.9.2 Roads close to the objective last time and roads with significantly changed traffic flows...... 31 7.9.3 Airports...... 31 7.10 CONCLUSIONS FOR NITROGEN DIOXIDE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT ...... 31 8 UPDATING AND SCREENING ASSESSMENT FOR SULPHUR DIOXIDE...... 33 8.1 INTRODUCTION ...... 33 8.2 STANDARD AND OBJECTIVE FOR SULPHUR DIOXIDE ...... 33 8.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR SULPHUR DIOXIDE...... 33 8.4 SCREENING ASSESSMENT OF SULPHUR DIOXIDE ...... 33 8.5 BACKGROUND CONCENTRATIONS FOR SULPHUR DIOXIDE...... 34 8.6 SCREENING ASSESSMENT OF MONITORING DATA ...... 34 8.7 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES ...... 34 8.7.1 Small Boilers...... 35 8.8 SCREENING ASSESSMENT OF DOMESTIC SOURCES...... 35 8.8.1 Domestic coal burning...... 35 8.9 SCREENING ASSESSMENT OF OTHER TRANSPORT SOURCES ...... 35 8.9.1 Railways...... 35 8.10 CONCLUSIONS FOR SULPHUR DIOXIDE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT...... 35

9 UPDATING AND SCREENING ASSESSMENT FOR PM10...... 36 9.1 THE NATIONAL PERSPECTIVE ...... 36 9.2 STANDARD AND OBJECTIVE FOR PM10 ...... 36 9.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR PM10...... 36 9.4 SCREENING ASSESSMENT OF PM10 ...... 36 9.5 BACKGROUND CONCENTRATIONS FOR PM10 ...... 37 9.6 SCREENING ASSESSMENT OF MONITORING DATA ...... 37 9.7 SCREENING ASSESSMENT OF ROAD TRAFFIC SOURCES...... 38 9.7.1 Busy Junctions...... 40 9.7.2 New Roads...... 40

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9.7.3 Roads close to the objective last time; roads with significantly changed traffic flows and roads with high HDV...... 40 9.8 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES ...... 40 9.8.1 New Part A Industrial processes...... 41 9.9 SCREENING ASSESSMENT OF FUGITIVE AND UNCONTROLLED SOURCES...... 41 9.9.1 Quarries and landfill sites...... 41 9.9.2 Domestic coal burning...... 41 9.9.3 Other fugitive sources...... 41 9.10 SCREENING ASSESSMENT OF OTHER TRANSPORT SOURCES ...... 41 9.10.1 Airports...... 41 9.11 CONCLUSIONS FOR PM10 CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT...... 41 10 CONCLUSIONS...... 42 10.1 CARBON MONOXIDE ...... 42 10.2 BENZENE ...... 42 10.3 1,3-BUTADIENE...... 42 10.4 LEAD ...... 42 10.5 NITROGEN DIOXIDE ...... 42 10.6 SULPHUR DIOXIDE ...... 42 10.7 PM10 ...... 42 10.8 SUMMARY AND RECOMMENDATIONS ...... 42 11 REFERENCES ...... 43

APPENDICES

Appendix 1 Monitoring Data Appendix 2 Traffic data Appendix 3 List of industrial processes in the London Borough of Brent Appendix 4 Descriptions of selected models and tools Appendix 5 Report Checklist

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1 Introduction to the Updating and Screening Assessment

This section outlines the purpose of this Updating and Screening Assessment and the scope of the assessment.

1.1 PURPOSE OF THE UPDATING AND SCREENING ASSESSMENT

The first round of air quality review and assessments is now complete and all local authorities should have completed all necessary stages. Where the likelihood of exceedences of air quality objectives have been identified in areas of significant public exposure, an air quality management area should have been declared, followed by a further Stage 4 review and assessment, and the formulation of an action plan to reduce exceedences. Local authorities are now required to proceed to the second round of review and assessment in which sources of emissions to air are reassessed to identify whether the situation has changed since the first round of review and assessment, and if so, what impact this may have on predicted exceedences of the air quality objectives. Such changes might include significant traffic growth on a major road, which had not been foreseen, construction of a new industrial plant with emissions to air, or significant changes in the emissions of an existing plant.

The second round of review and assessment is to be undertaken in two steps. The first step is an Updating and Screening Assessment, which updates the Stage 1 and 2 review and assessments previously undertaken for all pollutants identified in the Air Quality Regulations. Where a significant risk of exceedence is identified for a pollutant it will be necessary for the local authority to proceed to a Detailed Assessment, equivalent to the previous Stage 3 assessments. Where a local authority does not need to undertake a Detailed Assessment, a progress report is required instead.

1.2 OVERVIEW OF APPROACH TAKEN

The general approach taken to this Updating and Screening Assessment was to: ‹ Identify the conclusions of the last round of review and assessment for each of the seven pollutants included in the air quality regulations; ‹ Identify significant sources of emissions to air for the seven pollutants included in the air quality regulations, including major roads and industrial plant; ‹ Identify new sources not previously considered in the first round of review and assessment; ‹ Identify any sources for which emissions have changed significantly since the last round of review and assessment; ‹ Identify and interpret the significance of air quality monitoring data made available since the last round of review and assessment; ‹ Assess the risk of exceedences of the air quality objectives in locations where relative public exposure may exist using screening models and nomograms; and ‹ Where necessary, identify locations and pollutants for which further detailed assessment of air quality will be required.

1.3 RELEVANT DEFRA DOCUMENTATION USED

This report takes into account the guidance in LAQM.TG(03)3, published February 2003.

1.4 POLLUTANTS CONSIDERED IN THIS REPORT

All pollutants included in the Air Quality Regulations1 for the purposes of Review and Assessment have been considered in this report.

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1.5 STRUCTURE OF THE REPORT

The report is structured as follows:

• Chapter 1 summarises the aims of the updating and screening assessment, the approach adopted for the assessment, as well as relevant background information for Brent, and relevant emissions-to-air sources; • Chapter 2 summarises the information used to support this assessment, identifies data used in support of this assessment and highlights significant changes in emissions to air within the borough since the first round of review and assessment; • Chapters 3-9 present the review and assessment for each of the seven pollutants included in the Air Quality Regulations; • Chapter 10 presents conclusions and recommendations for further work, where required, for each of the seven pollutants; • Chapter 11 presents the references and acknowledgements

The Objectives of the Air Quality strategy are shown in table 1.1.

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Table 1.1 Objectives included in the Air Quality Regulations 2000 and (Amendment) Regulations 2002 for the purpose of Local Air Quality Management

Pollutant Air Quality Objective Date to be Concentration Measured as achieved by Benzene All authorities 16.25 µg/m3 running annual mean 31.12.2003 Authorities in England 5.00 µg/m3 annual mean 31.12.2010 and Wales only Authorities in Scotland 3.25 µg/m3 running annual mean 31.12.2010 and Northern Ireland onlya

1,3-Butadiene 2.25 µg/m3 running annual mean 31.12.2003 Carbon monoxide maximum daily 31.12.2003 running 8-hour mean Authorities in England, 10.0 mg/m3 Wales and Northern Ireland onlya Authorities in Scotland 10.0 mg/m3 running 8-hour mean 31.12.2003 only Lead 0.5 µg/m3 annual mean 31.12.2004 0.25 µg/m3 annual mean 31.12.2008 Nitrogen dioxideb 200 µg/m3 not to be 1 hour mean 31.12.2005 exceeded more than 18 times a year 40 µg/m3 annual mean 31.12.2005 3 Particles (PM10) 50 µg/m not to be 24 hour mean 31.12.2004 (gravimetric)c exceeded more than All authorities 35 times a year 40 µg/m3 annual mean 31.12.2004 Authorities in Scotland 50 µg/m3 not to be 24 hour mean 31.12.2010 onlyd exceeded more than 7 times a year 18 µg/m3 annual mean 31.12.2010 Sulphur dioxide 350 µg/m3 not to be 1 hour mean 31.12.2004 exceeded more than 24 times a year 3 125 µg/m not to be 24 hour mean 31.12.2004 exceeded more than 3 times a year 3 266 µg/m not to be 15 minute mean 31.12.2005 exceeded more than 35 times a year a. In Northern Ireland none of the objectives are currently in regulation. Air Quality (Northern Ireland) Regulations are scheduled for consultation early in 2003. b. The objectives for nitrogen dioxide are provisional. c. Measured using the European gravimetric transfer sampler or equivalent. d. These 2010 Air Quality Objectives for PM10 apply in Scotland only, as set out in the Air Quality (Scotland) Amendment Regulations 2002.

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1.5.1 The difference between ”standards‘ and ”objectives‘ in the UK AQS Air quality standards (in the UK AQS) are the concentrations of pollutants in the atmosphere that can broadly be taken to achieve a certain level of environmental quality. The standards are based on assessment of the effects of each pollutant on human health including the effects on sensitive subgroups. The standards have been set at levels to avoid significant risks to health.

The objectives of the UK air quality policy are framed on the basis of the recommended standards. The objectives are based on the standards, but take into account feasibility, practicality, and the costs and benefits of fully complying with the standards.

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.

1.5.2 New National Particles Objectives The new national particles objectives for England, Wales and Greater London are not currently included in Regulations for the purpose of LAQM. The Government and the Welsh Assembly however intends that the new particles objectives will be included in Regulations as soon as practicable after the review of the EU's first air quality daughter directive, which is due to be completed in 2004. The new particles objectives for England, Wales and Greater London are shown in Table 1.2. Whilst authorities have no obligation to review and assess against them, they may find it helpful to do so, in order to assist with longer-term planning, and the assessment of development proposals in their local areas. Assessment against these proposed objectives is provided in this report.

Table 1.2: Proposed new particles objectives for England, W ales and Greater London (not included in Regulations)

Region Air Quality Objective Date to be Concentration Measured as achieved by London 50 µg/m3 not to be 24 hour mean 31.12.2010 exceeded more than 10 times a year London 23 µg/m3 annual mean 31.12.2010 London 20 µg/m3 annual mean 31.12.2015a Rest of England and 50 µg/m3 not to be 24 hour mean 31.12.2010 Wales exceeded more than 7 times a year Rest of England and 20 µg/m3 annual mean 31.12.2010 Wales a. This objective is provisional, to be achieved only where cost-effective and proportional local action can be identified

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2 Information used to support this assessment

This section lists the key information used in this review and assessment.

2.1 CONCLUSIONS FROM THE FIRST ROUND OF REVIEW AND ASSESSMENT OF AIR QUALITY FOR THE LONDON BOROUGH OF BRENT

Figure 2.1 shows the location of the London Borough of Brent

The London Borough of Brent has completed the following review and assessments of air quality to date:

‹ Stage 1: The stage 1 report produced by the London Borough of Brent concluded that carbon monoxide, PM10, sulphur dioxide and nitrogen dioxide required further assessment at stage 2.

‹ Stage 2: The stage 2 report considered emissions to air and identified any changes which had taken place since the first round. This report concluded that no further action was appropriate for carbon monoxide, but further investigation was required for sulphur dioxide, fine particles as PM10 and nitrogen dioxide.

‹ Stage 3: Detailed modelling of sulphur dioxide, PM10 and nitrogen dioxide was undertaken by SEIPH Environmental Research Group, KCL (SEIPH, 2000). The

report concluded that the annual mean objectives for nitrogen dioxide and PM10 would not be met in the borough and that an AQMA should be declared.

‹ Stage 4: A stage 4 assessment was subsequently undertaken and it confirmed that the area of exceedence for the PM10 objective was smaller than that for the NO2 objective. However, no alteration to the Brent AQMA has been made.

The extent of the Air Quality Management Area can be seen on figure 2.2 below.

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Figure 2.2 œ The London Borough of Brent AQMA

2.2 PROPOSED DEVELOPMENTS W HICH MAY AFFECT AIR QUALITY

Any new developments in the local authority area, or outside the LA that may impact on local air quality need to be considered. Key considerations should include:

• Industry • Housing and redevelopment • Road network changes

The following list identifies the two most major developments that are either under current consideration or awaiting planning permission and have a potential (either in isolation or in conjunction with the other developments) to impact on air quality within the London Borough of Brent‘s area.

1. Wembley Stadium Redevelopment, with crowd capacity of 88,000 and including entertainment/conference centre, a new shopping centre and 6000 new homes. This development will occur between Wembley Hill Road, Empire Way and Drury Way. Planning consent for this development is imminent as the application is currently with the Secretary of State. An impact on air quality is likely. 2. Guinness Park Royal Redevelopment which will be the largest redevelopment in the Council‘s area, and include a new access road from the A40. It will include a mixed-use development on 22.18 hectares, with offices, residential and retail units, hotel and 1,700 parking spaces. An Environmental Impact Assessment is complete and an impact on air quality is likely. 3. South Kilburn Regeneration. This area will change from a monolithic housing estate into four new neighbourhoods. Approximately 3,000 new homes will be built with additional shops, services and community facilities.

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2.3 ROAD TRAFFIC DATA

This section summarises the information used in this report; more detailed information is given in Appendix 2, which lists the locations of the traffic flow and speed measurement points plus other relevant traffic statistics.

Data were collated from a range of sources, including: • data provided by the London Borough of Brent from traffic counts • data held in the London Emissions Inventory which was provided by the London Borough of Brent. • data held in the National Atmospheric Emissions Inventory (NAEI, 2000) (where no other data were available from either LB Brent or the Highways Agency).

Where no average speed data were available, estimated speeds were used near receptors and junctions. Speeds slower than the national speed limits have been assigned to sections of roads in areas close to junctions and adjustments made to take account of congestion.

2.3.1 Fraction of HDVs Percentages of cars, LGVs, HGV and buses were available from the London Emissions Inventory. For other road links, the percentage of HDVs was calculated from the data held in the 2000 National Atmospheric Emissions Inventory.

2.3.2 Traffic growth The London Borough of Brent provided the traffic projections for both 2004 and 2005 (from the London Emissions Inventory). For traffic flows in 2010, growth factors were taken from Tempro / NRTF and advice give on www.uwe.ac.uk/aqm/review/answers.html#rnd8.

2.3.3 Distance from the centre of the road to the kerbside and to the receptors Initially a minimum distance for the receptor to the road was assumed. This tests the road contribution to receptors as a worst case scenario. Where any problems were identified the actual distances of receptors from the road were then taken from OS maps of the Council area.

2.4 PART A AND B PROCESSES

There are Part A and Part B Industrial processes in the London Borough of Brent. A list of Part A, Part B processes and petrol stations is given in Appendix 3.

2.5 AMBIENT MONITORING

2.5.1 Diffusion tubes Diffusion tube monitoring is currently carried out at 50 locations in the London Borough of Brent. There have been triplicate diffusion tubes located with each of the three continuous monitors in the borough since October 2001. Analysis and preparation of the tubes has been carried out by Gradko. A description of the locations of the 50 diffusion tubes can be found in Appendix 1.

2.5.2 Continuous monitoring There are three continuous monitors in Brent. Details are provided in the following table.

Table 2.1 Details of continuous monitoring sites in the London Borough of Brent

Site Name Site Location Site Type Pollutants measured

Brent 1 Princes Avenue, Kingsbury Urban Background NO2, PM10, SO2, CO, O3

Brent 3 Harlesden Urban Background NO2, PM10, SO2

Brent 4 Brent Park, Drury Way Roadside NO2, PM10, SO2

Brent 5 Neasden Lane Roadside NO2, PM10

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The locations of the continuous monitors are shown on Figure 2.3. Figures 2.4 to 2.7 show the monitors and describe their locations. TEOM instruments were used to monitor PM10 and all results given have been multiplied by 1.3 for gravimetric equivalence (LAQM.TG(03)).

Figure 2.3 Locations of continuous monitoring in the London Borough of Brent

Figure 2.4 Brent 4, Brent Park, Ikea, Drury Road Continuous Monitor

The monitor located in Drury Road is shown in Figure 2.4. The site is a roadside site with sample inlets between 1m and 5m of the kerbside and sampling heights within 2-3m of the ground. Species measured at the site are Nitrogen Dioxide, PM10 Particulate (by TEOM) and sulphur dioxide.

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Figure 2.5 Brent 1 Kingsbury Continuous Monitor

The sampling point is located on Princes Avenue in Kingsbury in an urban background location. Species monitored include carbon monoxide, nitrogen dioxide and PM10 Particulate (by TEOM).

Figure 2.6 Brent 3, Harlesden Continuous Monitor

The site is located in Harlesden in a urban background location. The site is in a residential area on the outskirts of London. Species monitored include nitrogen dioxide, PM10 Particulate (by TEOM) and sulphur dioxide.

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In January 2004 a new automatic monitoring station was established in Neasden Lane Grid reference 521750, 185250. This Brent 5 monitoring station automatically records NOx and PM10 concentrations. This is located in an industrial area of the A4088. Neasden Goods Yard has 600 lorries accessing this area per day.

Figure 2.7 Brent 5 Neasden Lane Industrial site

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3 Updating and Screening Assessment for Carbon Monoxide

3.1 THE NATIONAL PERSPECTIVE

The main source of carbon monoxide in the United Kingdom is road transport, which accounted for 67% of total releases in 2000. Annual emissions of carbon monoxide have been falling steadily since the 1970s, and are expected to continue to do so. Current projections indicate that road transport emissions will decline by a further 42% between 2000 and 2005. Existing policies will be sufficient to reduce maximum daily 8-hour mean concentrations of carbon monoxide below 10 mg m-3 by about 2003.

3.2 STANDARD AND OBJECTIVE FOR CARBON MONOXIDE

The Government and the Devolved Administrations have adopted an 8-hour running mean concentration of 11.6 mg m-3 as the air quality standard for carbon monoxide. The new objective has been set at a slightly tighter level of 10 mg m-3 as a maximum daily running 8-hour mean concentration to be achieved by the end of 2003, bringing it into line with the second Air Quality Daughter Directive limit value.

3.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR CARBON MONOXIDE

The following conclusions were given for carbon monoxide in the earlier stages of Review and Assessment for the London Borough of Brent

‹ Carbon monoxide was assessed in Stage 2 of the first round of the Review and Assessment process. The report concluded that the air quality objectives for carbon monoxide will be met in the London Borough of Brent.

3.4 SCREENING ASSESSMENT OF CARBON MONOXIDE

The Technical Guidance LAQM TG (03) requires assessment of carbon monoxide to consider the following sources, data or locations:

‹ Monitoring Data ‹ Very Busy Roads

These are described in the following sections.

3.5 BACKGROUND CONCENTRATIONS FOR CARBON MONOXIDE

The average background carbon monoxide concentration estimated from the UK background maps (http://www.airquality.co.uk/archive/laqm/tools.php) was 0.5 mg m-3 in 2001 with a maximum concentration of 0.6 mgm-3 in 2001.

3.6 SCREENING ASSESSMENT OF MONITORING DATA

Monitoring for carbon monoxide is undertaken using at the AURN monitoring site in Kingsbury. The maximum 8-hour running mean recorded in 2002 was 4.6 mg m-3 (4.0ppm), which is significantly below the objective level of 10 mg m-3. In 2003 there were no occurrences of the 8- hour running mean greater than 10 mg m-3.

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Figure 3.1 œ Graph of running 8 hour mean CO at Kingsbury during 2002. Units are ppm.

3.7 SCREENING ASSESSMENT OF VERY BUSY ROADS

The guidance document LAQM.TG (03) requires assessment of CO only at ”very busy roads‘ (See Box 2.2 and Appendix 2) where the 2003 background concentration is expected to be above 1 mg m-3. Based on the fact that background concentrations are predicted to be less than 1mg m-3 in 2003, there is no need to proceed further for this source.

3.8 CONCLUSIONS FOR CARBON MONOXIDE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT

A detailed assessment is not required for carbon monoxide in the London Borough of Brent.

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4 Updating and Screening Assessment for Benzene

4.1 THE NATIONAL PERSPECTIVE

The main sources of benzene emissions in the UK are petrol-engined vehicles, petrol refining, and the distribution and uncontrolled emissions from petrol station forecourts without vapour recovery systems. A number of policy measures already in place, or planned for future years, will continue to reduce emissions of benzene. Since January 2000, EU legislation has reduced the maximum benzene content of petrol to 1%, from a previous upper limit of 5%. The European Auto-Oil programme will further reduce emissions for cars and light-duty vehicles, and emissions of benzene from the storage and distribution of petrol are controlled by vapour recovery systems. Forecasts based on national mapping suggest that the policy measures currently in place will achieve the 2003 objective at all urban background and roadside/kerbside locations. Whilst the 2010 objectives are expected to be met at all urban background, and most roadside locations, there is the possibility that some remaining exceedences will require additional measures at a local level.

4.2 STANDARD AND OBJECTIVE FOR BENZENE

The Government and the Devolved Administrations have adopted a running annual mean concentration of 16.25 µgm-3 as the air quality standard for benzene, with an objective for the standard to be achieved by the end of 2003. However, in light of the health advice from EPAQS and the Department of Health‘s Committee on Carcinogenicity of Chemicals in Food, Consumer Products and the Environment (COC) to reduce concentrations of benzene in air to as low a level as possible, additional tighter objectives have also been set. The additional objective is for an annual mean of 5 µgm-3 to be achieved by the end of 2010 in England and Wales. In Scotland and Northern Ireland, a running annual mean of 3.25 µgm-3 has been adopted as an additional objective, to be achieved by the end of 2010.

4.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR BENZENE

The following conclusions were given for benzene in the earlier stages of Review and Assessment for the London Borough of Brent.

‹ Benzene was assessed in Stage 1 of the first round of the Review and Assessment process. The report concluded that the air quality objectives for benzene will be met in the London Borough of Brent.

4.4 SCREENING ASSESSMENT OF BENZENE

The Technical Guidance LAQM TG (03) requires assessment of benzene to consider the following sources, data or locations:

‹ Monitoring Data ‹ Very Busy Roads or Junctions in Built-up Areas ‹ Industrial Sources ‹ Petrol Stations ‹ Major Fuel Storage Depots (Petroleum only)

These are described in the following sections.

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4.5 BACKGROUND CONCENTRATIONS FOR BENZENE

The average background benzene concentration estimated from the UK background maps (http://www.airquality.co.uk/archive/laqm/tools.php) was 1.0 µgm-3 in 2001 with a maximum concentration of 1.3 µgm-3. In 2003 average concentrations are expected to be 0.9 µgm-3, with a maximum of 1.2 µgm-3 ; and in 2010 an average of 0.7µgm-3 and maximum of 0.9µgm-3 are expected.

4.6 SCREENING ASSESSMENT OF MONITORING DATA

Benzene monitoring by diffusion tubes is taking place in Brent at 10 sites. Annual mean concentrations are presented in Table 4.1 below with predictions for 2003 and 2010 using the factors provided in Boxes 3.3 and 3.4 in the Government Guidance LAQM.TG(03).

Table 4.1. Annual average benzene concentrations in 2003 recorded by diffusion tubes (µg m-3).

Site Code Site Location Average in 2003 Predicted in 2010

BR31 Ikea (car park) 2 Drury 2.7 2.0 Way, London NW10 BR41 Alperton Community 1.9 1.4 School, Stanley Avenue BR42 Harlesden Police Station, 2.8 2.1 Craven Park BR51 Kingsbury High School, 1.4 1.0 Princes Avenue BR53 High Road (435-431) 2.9 2.2 Wembley BR55 79 High Street, Harlesden 4.0 3.0

BR56 Opposite 73 Chamberloyne 2.3 1.7 Road, Willesden BR57 1 Kilburn Bridge, High 2.3 1.7 Road, Kilburn BR58 51 High Road, Willesden 3.3 2.5

BR59 1 Cricklewood Broadway, 2.4 1.8 Cricklewood

The data shows that concentrations are not expected to exceed either 16.25µgm-3 as a running annual mean concentration to be achieved by 31st December 2003 or 5 µgm-3 as an annual mean to be achieved by 31st December 2010.

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# BR51 # Benzene diffusion tubes Water Railway Roads

BR53 BR# 59 # BR# 31

BR# 58

B#R41 BR# 42

BR5#7 BR# 55 BR# 56

N

W E

S

Figure 4.1- Locations of benzene diffusion tubes in the London Borough of Brent

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4.7 SCREENING ASSESSMENT OF VERY BUSY ROADS

The guidance document LAQM TG (03) requires assessment of benzene only at ”very busy roads‘ (Appendix 2) where the 2010 background concentrations are expected to be above 2µgm-3. In the London Borough of Brent background concentrations in 2010 are not expected to exceed 0.9 µgm-3 (see section 4.5). Therefore no further assessment is required for this source.

4.8 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES

The Guidance LAQM.TG (03) lists the following processes as significant potential sources of benzene:

Part A (The number provided in brackets is the percentage of total emissions from all UK plant in this sector to the total UK Part A emissions) Petroleum processes (73) Petrochemical processes (2) Carbonisation processes (12) Cement/lime manufacture (7) Gasification processes (5)

Part B Processes for the storage and unloading of petrol at terminals

The part A and B processes in the London Borough of Brent have been checked against Tables A2.181 and A2.182 respectively in the Technical guidance. None of the Part A or Part B industrial processes in Brent (Appendix 3) operate these processes or have the potential to emit benzene.

4.9 SCREENING ASSESSMENT OF PETROL STATIONS

There are petrol stations in Brent authorised as Part B processes (Appendix 3). The guidance requires petrol stations to be considered only if they are near a busy road, i.e with more than 30,000 vehicles per day and have a throughput greater than 2 million litres and have a relevant exposure within 10m of the pumps. There are 6 petrol stations in the London Borough of Brent that meet those criteria. The petrol stations are located at the following locations:

• 418 Ealing Road, HA0 1JQ • 360 Ealing Road, HA0 1HD • 421 Edgware Road, Cricklewood, NW2 6LD • 369 North Circular Road, NW10 0HS • 609 Kenton Road, HA3 9RT • 17-27 Cricklewood, NW2 3JX

A detailed assessment for benzene is required based on petrol station emissions.

4.10 SCREENING ASSESSMENT OF FUEL STORAGE DEPOTS

There are no major fuel storage depots in the London Borough of Brent.

4.11 CONCLUSIONS FOR BENZENE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT

There are no roads in the London Borough of Brent that can be classified as ”very busy‘ according to the criteria in the guidance. There are petrol stations with a throughput greater than 2 million litres, close to a busy road and with a relevant exposure within 10m of the pumps.

A detailed assessment is required for benzene in the London Borough of Brent.

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5 Updating and Screening Assessment for 1,3- Butadiene

5.1 THE NATIONAL PERSPECTIVE

The main source of 1,3-butadiene in the United Kingdom is emissions from motor vehicle exhausts. 1,3-butadiene is also an important industrial chemical and is handled in bulk at a small number of industrial premises. Maximum running annual mean concentrations of 1,3-butadiene measured at all urban background/centre and roadside locations in the national network are already well below the 2003 objective of 2.25 µgm-3. The increasing numbers of vehicles equipped with three way catalysts will significantly reduce emissions of 1,3-butadiene in future years. Recently agreed further reductions in vehicle emissions and improvements to fuel quality are expected to further reduce emissions of 1,3-butadiene from vehicle exhausts. These measures are expected to deliver the air quality objective by the end of 2003.

5.2 STANDARD AND OBJECTIVE FOR 1,3-BUTADIENE

The Government and the Devolved Administrations have adopted a maximum running annual mean concentration of 2.25 µgm-3 as an air quality standard for 1,3-butadiene. The objective is for the standard to be achieved by the end of 2003.

5.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR 1,3-BUTADIENE

The following conclusions were given for 1,3-butadiene in the earlier stages of Review and Assessment for the London Borough of Brent.

‹ 1,3-butadiene was assessed in Stage 1 of the first round of the Review and Assessment process. The report concluded that the air quality objective for 1,3-butadiene will be met in the London Borough of Brent

Emissions from vehicles are expected to decrease over the relevant period. National policy measures are expected to deliver the national air quality objective for 1,3-butadiene by the end of 2003.

5.4 SCREENING ASSESSMENT OF 1,3-BUTADIENE

The Technical Guidance LAQM.TG (03) requires assessment of 1,3-butadiene to consider the following sources, data or locations:

‹ Monitoring Data ‹ New Industrial Sources ‹ Existing Industrial Sources with Significantly Increased Emissions

These are described in the following sections.

5.5 BACKGROUND CONCENTRATIONS FOR 1,3-BUTADIENE

The average background 1,3-butadiene concentration estimated from the UK background maps (http://www.airquality.co.uk/archive/laqm/tools.php) was 0.4 µgm-3 in 2001 with a maximum concentration of 0.5 µgm-3. In 2003, the average was 0.3 µgm-3 and the maximum 0.4 µgm-3.

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5.6 SCREENING ASSESSMENT OF MONITORING DATA

There is no monitoring of 1,3-butadiene in the London Borough of Brent. However, monitoring does take place at Marylebone Road in London as part of the national network. Here concentrations have been shown to be well below the objective.

Table 5.1 1,3-butadiene measurements made at London Marylebone Rd

1,3-butadiene Year µg/m3 1998 2.4 1999 1.9 2000 1.6 2001 1.1 2002 0.9

5.7 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES

The Guidance LAQM.TG (03) lists the following processes as significant potential sources of 1,3- butadiene:

Part A (percentage of total emissions from all UK plant in this sector to the UK total in brackets) Petroleum processes (2) Petrochemical processes (95) Organic chemical manufacture (3)

Part B Rubber processes

The part A and B processes have been checked against Tables A2.181 and A2.182 in the Technical Guidance. None of the Part A or Part B industrial processes in the London Borough of Brent (Appendix 3) operate these processes or have the potential to emit 1,3-butadiene. There are no industrial processes, current or proposed, in neighbouring areas that have the potential to emit 1,3-butadiene.

5.8 CONCLUSIONS FOR 1,3-BUTADIENE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT

Estimated background concentrations and data from national monitoring stations indicate that the objective for 1,3-butadiene has been achieved. There are no industrial processes, current or proposed, in the London Borough of Brent which have the potential to emit 1,3-butadiene.

A detailed assessment is not required for 1,3-butadiene in the London Borough of Brent.

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6 Updating and Screening Assessment for Lead

6.1 THE NATIONAL PERSPECTIVE

The agreement reached between the European Parliament and the Environment Council on the Directive on the Quality of Petrol and Diesel Fuels (part of the Auto-Oil Programme) has led to the ban on sales of leaded petrol in the United Kingdom with effect from 1 January 2000. Emissions of lead are now restricted to a variety of industrial activities, such as battery manufacture, pigments in paints and glazes, alloys, radiation shielding, tank lining and piping.

Detailed assessments of the potential impact of lead emissions from industrial processes have been undertaken by the Government and the Devolved Administrations, based upon both monitoring and sector analysis studies. The former has included a 12-month monitoring survey in the vicinity of 30 key industrial sites in the UK, which has been used to supplement information already provided from the non-automatic monitoring networks. These monitoring data have generally indicated no exceedences of the 2004 or 2008 objectives, although locations in proximity to non-ferrous metal production and foundry processes were deemed to be at risk.

6.2 STANDARD AND OBJECTIVE FOR LEAD

The Government and the Devolved Administrations have adopted an annual mean concentration of 0.5 µgm-3 as the air quality standard for lead, with an objective for the standard to be achieved by the end of 2004. In addition, a lower air quality objective of 0.25 µgm-3 to be achieved by the end of 2008 has also been set.

6.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR LEAD

The following conclusions were given for lead in the earlier Stages of Review and Assessment for the London Borough of Brent.

‹ Lead was assessed in Stage 1 of the first round of the Review and Assessment process. The report concluded that the air quality objectives for Lead will be met in the London Borough of Brent.

6.4 SCREENING ASSESSMENT OF LEAD

The Technical Guidance LAQM.TG(03) requires assessment of lead to consider the following sources, data or locations:

‹ Monitoring Data outside an AQMA ‹ New Industrial Sources ‹ Existing Industrial Sources with Significantly Increased Emissions

These are described in the following sections.

6.5 SCREENING ASSESSMENT OF MONITORING DATA

No monitoring of lead has been undertaken in the London Borough of Brent.

6.6 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES

The Guidance LAQM.TG(03) lists the following processes as significant potential sources of lead:

Part A (percentage of total emissions from all UK plant in this sector to the UK total in brackets) Iron and steel (37) Non-ferrous metals (23)

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Manufacture of organic chemicals (35)

Part B Non-ferrous metal furnaces Electrical furnaces Blast cupolas Aluminium processes Zinc Processes Copper processes Lead glass manufacture

The part A and B processes have been checked against Tables A2.181 and A2.182 in the Technical guidance. None of the Part A or Part B industrial processes in Brent (Appendix 3) operate these processes or have the potential to emit lead

There are no industrial processes, current or proposed, in neighbouring areas that have the potential to emit lead.

6.7 CONCLUSIONS FOR LEAD CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT

Emissions of lead from industrial processes in Brent are not likely to exceed the objectives for lead to be achieved in 2004 and 2008. A detailed assessment is not required for lead in the London Borough of Brent.

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7 Updating and Screening Assessment for Nitrogen Dioxide

7.1 INTRODUCTION

The principal source of NOx emissions is road transport, which accounted for about 49% of total UK emissions in 2000. Major roads carrying large volumes of high-speed traffic (such as motorways and other primary routes) are a predominant source, as are conurbations and city centres with congested traffic. Within most urban areas, the contribution of road transport to local emissions will be much greater than for the national picture.

Meeting the annual mean objective in 2005, and the limit value in 2010, is expected to be considerably more demanding than achieving the 1-hour objective. National studies have indicated that the annual mean objective is likely to be achieved at all urban background locations outside of London by 2005, but that the objective may be exceeded more widely at roadside sites throughout the UK in close proximity to busy road links. Projections for 2010 indicate that the EU limit value may still be exceeded at urban background sites in London, and at roadside locations in other cities.

7.2 STANDARDS AND OBJECTIVES FOR NITROGEN DIOXIDE

The Government and the Devolved Administrations have adopted two Air Quality Objectives for nitrogen dioxide, as an annual mean concentration of 40 µgm-3, and a 1-hour mean concentration of 200 µgm-3 not to be exceeded more than 18 times per year. The objectives are to be achieved by the end of 2005.

7.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR NITROGEN DIOXIDE

The Stage 3 Review and Assessment report concluded that the annual average NO2 objective was likely to be exceeded along major roads, and at some background locations. These are the A5, the A406 North Circular Road and the A404. NO2 was not predicted to exceed the hourly average AQS objective in 2005 in Brent. Figure 7.1 below shows the major roads in the London Borough of Brent.

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Figure 7.1 Major routes in the London Borough of Brent 7.4 SCREENING ASSESSMENT OF NITROGEN DIOXIDE

The Technical Guidance LAQM.TG (03) requires an assessment of nitrogen dioxide to consider the following sources, data or locations:

‹ Monitoring data outside an AQMA ‹ Monitoring data within an AQMA ‹ Narrow congested streets with residential properties close to the kerb ‹ Junctions ‹ Busy streets where people may spend 1-hour or more close to traffic ‹ Roads with high flow of buses and/or HGVs ‹ New roads constructed or proposed since the first round of review and assessment ‹ Roads close to the objective during the first round of review and assessment ‹ Roads with significantly changed traffic flows ‹ Bus Stations ‹ New industrial sources ‹ Industrial sources with substantially increased emissions ‹ Aircraft

These are evaluated in the following sections.

7.5 BACKGROUND CONCENTRATIONS FOR NITROGEN DIOXIDE

The average background nitrogen dioxide concentration estimated from the UK background maps (http://www.airquality.co.uk/archive/laqm/tools.php) was 37.3 µgm-3 in 2001 with a maximum concentration of 41.6 µgm-3. In 2005 the estimated annual average was 33.8 µgm-3 with a maximum of 38.1 µgm-3. In 2010 the estimated average is 29.4 µgm-3 with a maximum of 33.0 µgm-3.

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7.6 SCREENING ASSESSMENT OF MONITORING DATA

7.6.1 Continuous Monitoring

There has been continuous monitoring at 3 locations in the London Borough of Brent for nitrogen dioxide. The 3 monitors are located at Princes Avenue, Kingsbury, Harlesden and at Brent Park. Brent 1 at Princes Avenue is part of the national AURN monitoring network and QA/QC procedures as set out in the national AURN were adhered to. All sites are part of the London Network which is managed by ERG. The latest available annual mean concentrations recorded by the monitors are shown in Table 7.1 below. These are presented for the 2003 annual period. The locations of the continuous monitoring sites are shown in Figure 2.3 earlier in this report. Please note that no data are available for the Brent 2 sites as it closed in September 2002.

-3 Table 7.1 Continuous Monitoring Data showing annual average NO2 concentrations µg m and the number of occurrences of the 1 hour concentration ≥ 200 µg m-3 for 2003.

Name of monitoring site Average conc. recorded No. occurrences of 1 by cont. monitor for hour concentrations ≥ 2003 µg m-3 200 µg m-3. Brent 1 (B) 37 1 Brent 3 (R) 67 17 Brent 4 (R) 82 6 Brent 5 (I)* 45 0 *data are for the period January to September 2004. K = kerbside, R = roadside I=Industrial & B = background

Annual average concentrations measured at the roadside sites in Brent during 2003 were above the 40 µg m-3 annual average objective value at each monitoring site except at Kingsbury (Brent

1), which is an urban background site. The maximum number of hourly NO2 concentration measured in Brent during 2003 greater than 200 µg m-3 was 17 at the Brent 3 site and therefore did not exceed the objective maximum of 18 allowed.

7.6.2 Diffusion Tube monitoring Nitrogen dioxide is currently measured at 50 sites in the London Borough of Brent (details in Appendix 1). The tubes are supplied and analysed by Gradko and the preparation is 50% TEA/Water.

Diffusion tubes can under or over read and if possible should be referred to continuous measurements. This may be done in two ways: either by using results from tubes co-located with a continuous analyser or by using the results from a study carried out by Laxen et al (2002). There have been triplicate diffusion tubes located with two of the three continuous monitors in the borough since October 2001.

The Guidance LAQM TG (03) provides factors to project forward concentrations, based on the concentrations measured in recent years. The following factors have been used in this assessment for nitrogen dioxide:

Roadside • 2001 to 2005 0.892/0.969 = 0.920 • 2001 to 2010 0.734/0.969 = 0.757

Background • 2001 to 2005 0.908/0.973 = 0.933 • 2001 to 2010 0.778/0.973 = 0.799

The measurement data for May 2002 - April 2003 are shown in Table 7.2. Appendix 1 provides a breakdown on a monthly basis.

The bias correction factor applied to the diffusion tube data set was calculated from table 7.3 below.

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Table 7.3 Bias calculation. Concentrations are shown in µg/m3. Name of monitoring site Average conc. recorded Average conc. recorded Bias by cont. monitor from by diffusion tubes from May 2002 - April 2003 May 2002 - April 2003 Brent Park (R) 43 55 =43/55 = 0.78 Princes Avenue (B) 33 37 =33/37 = 0.89

(R) Roadside and (B) Background

Bias correction factors from www.uwe.ac.uk.aqm/review/no2dtbiasdatabase for this laboratory in 2002 was 1.0 (from 14 studies) ranging from 0.66 to 1.85 and in 2003 was 0.97 (from 9 studies) ranging from 0.82 to 1.3. Factors calculated for the London Borough of Brent for the non calendar years are similar to those found elsewhere.

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Table 7.2 Diffusion tube measurements in the London Borough of Brent measured between May 2002- April 2003 corrected for bias and predictions for 2005 and 2010. All results are in µgm-3. Site Site Location Annual Annual Average corrected Prediction for Prediction for Number Type Average for bias 2005 2010 1 R Junction of Kenton Rd/Upton Gardens 37.1 28.9 26.6 21.9 2 R Sudbury Hill Close, off Harrow Road 39.0 30.5 28.0 23.1 3 R School, junction of Watford Road and Perrin Road 37.6 29.4 27.0 22.2 4 I Shaftesbury Avenue, adjacent to Woodcote Park 31.7 24.7 22.7 18.7 5 R School, junction of East Lane and Oldborough Road 34.5 26.9 24.8 20.4 6 I Wembley Hospital, Chaplin Road 33.9 26.4 24.3 20.0 7 R Junction of Ealing Road and Bridgewater Road 71.8 56.0 51.6 42.4 8 I School, Claremont Road 29.3 22.8 21.0 17.3 9 R Junction of East Lane and Wembley Hill Road 41.6 32.5 29.9 24.6 10 R Coronation Road 45.7 35.6 32.8 27.0 11 I Kingsbury hospital, Rose Bates Drive 39.2 30.5 28.1 23.1 12 R Junction of Fryent Way and Kingsbury Road 60.0 46.8 43.1 35.4 13 R Fulton Road 38.8 30.3 27.8 22.9 14 R Abbeyvale Road 48.6 37.9 34.9 28.7 15 I Ash Tree Dell 31.6 24.6 22.7 18.6 16 R Slough Lane 34.4 26.8 24.7 20.3 17 R Old Church Lane 46.5 36.3 33.4 27.5 18 I School, Cambridge Close 31.6 24.6 22.7 18.7 19 R School, Brentfield Road 44.4 34.7 31.9 26.2 20 I Stonebridge School, Wesley Road 34.6 27.0 24.8 20.4 21 I Central Middlesex Hospital, Acton Lane 46.4 36.2 33.3 27.4 22 R Junction of Kingsbury Road and Edgeware Road 55.1 43.0 39.5 32.5 23 R Junction of North Circular and Chartley Avenue 71.9 56.1 51.6 42.4 24 R Junction of Church Road and High Road 54.1 42.2 38.8 31.9 25 I Junction of Dollis Hill Lane and Gladston Park Gardens 37.9 29.6 27.2 22.4 26 R Junction of Dudden Hill Lane and High Road 58.2 45.4 41.8 34.4 27 R Willesden General Hospital, Robson Avenue 44.4 34.6 31.9 26.2 28 R Greyhound Road 38.8 30.2 27.8 22.9 29 R Junction of Dollis Hill Lane and Cricklewood 53.5 41.7 38.4 31.6 30 R School, Chichele Road 52.3 40.8 37.5 30.9 31 I 42, Aylestone Avenue 32.0 24.9 22.9 18.9 32 R School, junction of Willesden Avenue and Mapesbury Road 45.5 35.5 32.7 26.9 33 B Barnhill open space, near pond 36.7 32.7 29.7 26.1 34 B Gladston Park 40.6 36.1 32.8 28.9 35 R Northwick Park 0 metres* 43.3 33.8 31.1 25.6 36 I Northwick Park 25 metres* 35.1 27.4 25.2 20.7 37 I Northwick Park 60 metres* 43.4 33.9 31.1 25.6 38 I Northwick Park 120 metres* 39.7 31.0 28.5 23.4 39 R Holmstall Avenue 120 metres* 37.4 29.2 26.8 22.1 40 R Holmstall Avenue 30 metres* 41.8 32.6 30.0 24.7 41 R Holmstall Avenue 10 metres* 48.7 38.0 34.9 28.7 42 R Holmstall Avenue 2 metres* 44.0 34.3 31.6 26.0 43 R Neasdon Recreation Ground 2 metres* 55.9 43.6 40.1 33.0 44 R Neasdon Recreation Ground 10 metres* 61.9 48.3 44.4 36.6 45 I Neasdon Recreation Ground 25 metres* 43.8 34.1 31.4 25.8 46 B Neasdon Recreation Ground 120 metres* 36.7 32.7 30.5 26.1 47 R IKEA, North Circular Road 63.6 49.6 45.6 37.5 48 R IKEA, North Circular Road 55.0 42.9 39.4 32.5 49 I School, Princes Avenue 37.2 29.0 26.7 21.9 50 I School, Princes Avenue 39.9 31.1 28.7 23.6

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* The distances described for tubes 35 to 46 indicate the locations of the diffusion tubes along a transect. Tubes were placed along 3 transects set out along Northwick Park, Holmstall Avenue and Neasdon Recreation ground to enable more detailed analysis of these specific areas.

The diffusion tubes indicate that the 40 µg/m3 objective will be exceeded at the following locations in 2005: • The junction of Ealing Road with Bridgewater Road • The junction of Fryent Way and Kingsbury Road • The junction of the North Circular with Chartley Avenue • The junction of Dudden Hill and High Road • 2m and 10m along the Neasdon Recreation ground transect • IKEA at Brent Park

The diffusion tubes indicate that the 40 µg/m3 objective will be exceeded at the following locations in 2010: • The junction of Ealing Road with Bridgewater Road • The junction of the North Circular with Chartley Avenue

7.7 SCREENING ASSESSMENT OF ROAD TRAFFIC SOURCES

Traffic flow and count data were supplied by the London Borough of Brent (Appendix 2). Additional traffic flow data were taken from the NAEI 2000 roads database and from manual and automatic traffic count data supplied by the London Emissions Inventory (Appendix 2). Traffic growth figures were obtained using Tempro factors and advice given in www.uwe.ac.uk/aqm/answers.htm/#rnd8.

Table 7.4 show predicted nitrogen dioxide concentrations in 2005 calculated using DMRB for roads in the London Borough of Brent. Those values in bold indicate a predicted exceedence of the 2005 annual 40 µgm-3 limit.

Table 7.5 show predicted nitrogen dioxide concentrations in 2010 calculated using DMRB for roads in the London Borough of Brent. Those values in bold indicate a predicted exceedence of the 2010 annual 40 µgm-3 limit.

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Table 7.4 Predicted nitrogen dioxide concentrations in 2005 calculated using DMRB for roads in the London Borough of Brent (µgm-3).

Road name AADTF 2005 %HDV NO2 2005 Church Road / Roundwood Road 10685 4.6 40 Chamberlayne Road B450 17056 5.9 43 Ealing Road 14076 5.9 41 Hillside / Church Road 15257 8.2 43 Hillside / Craven Road 11492 6.6 42 Park Parade / Wrottesley Road 16697 4.2 40 Brondesbury Road / The Avenue 21518 2.2 41 The Avenue 13990 2.7 40 East Lane / Wembley Park Road 22979 3.8 40 Wembley Hill / Wembley Park Road* 26870 5.0 41 Grange Road / Staverton Road 11524 3.7 39 Iverson Road 17673 2.5 39 Forty Lane / The Paddocks 11693 2.5 37 Preston Road/Preston Avenue 14543 4.2 37 Slough Lane 20981 2.3 37 Slough Lane/Roe Green/A4006 44819 6.0 43 Beverley Drive / Stag Lane 12511 4.2 36 Acton Lane 11492 6.6 40 Kenton Road 12359 4.5 36 Sudbury Court Drive A4127 15489 2.6 36 Harrow Road A4005 15220 2.9 37 Kenton Road A404 33820 3.8 39 Sheepcote Road A409 25980 6.4 41 Kenton Road A4006 30105 1.9 37 Watford Road A404* 40727 2.5 38 Forty Avenue A4088* 28039 3.8 39 Bridgewater Road A4005 24998 2.9 38 High Road A404 20361 5.1 39 Ealing Road A4005 38247 4.9 43 Hanger Lane A4005 28527 3.5 42 Honeypot Lane A4140 28071 3.4 38 Harrow Road A405 20292 7.3 43 Salmon Street A4140 19170 2.4 38 Kingsbury Road A4006 24559 3.2 39 North Circular A406* 101666 6.2 47 Craven Park A404 30757 4.6 39 Edgware Road A5 26193 3.6 41 High Road A407 23051 12.9 49 Dudden Hil A4088 21467 4.2 42 Manor Park Road A404 14268 6.1 43 Station Road A4000 15265 8.4 44 High Street A404 18406 7.3 44 Old Oak Lane A4000 20740 4.1 41 Tubbs Road A4002 13278 1.7 39 Scrubbs Lane A219 25497 6.1 41 Warm Lane A407 12773 5.5 40 Cricklewood A5 40036 4.7 43 Shoot Up Hill A5 16875 6.5 44 Kilburn High Road A5 20819 9.4 50 Neasden Lane B453 52571 11.2 48 Drury Way/North Circular Road 64223 4.0 45 Brentfield Road/North Circular Road 56632 7.0 47 Brentfield/North Circular Road 66229 8.0 46

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* The specific locations of the traffic counts were not provided.

Note: a distance to road centre of 2 m was modelled as a worst case scenario. Where exceedences occur using a 2m exposure distance, the actual distance was measured and used to improve accuracy and avoid being over conservative. A low speed of 32km/h was also used as a default where no other speed data was available.

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Table 7.5 Predicted nitrogen dioxide concentrations in 2010 calculated using DMRB for roads in the London Borough of Brent (µgm-3).

Road name AADTF 2010 %HDV NO2 2010 Church Road / Roundwood Road 11422 4.6 34 Chamberlayne Road B450 18233 5.9 37 Ealing Road 15047 5.9 34 Hillside / Church Road 16310 8.2 36 Hillside / Craven Road 12285 6.6 35 Park Parade / Wrottesley Road 17849 4.2 35 Brondesbury Road / The Avenue 23003 2.2 35 The Avenue 14955 2.7 34 East Lane / Wembley Park Road 24565 3.8 33 Wembley Hill / Wembley Park Road* 28724 5.0 35 Grange Road / Staverton Road 12319 3.7 33 Iverson Road 18892 2.5 34 Forty Lane / The Paddocks 12500 2.5 32 Preston Road/Preston Avenue 15546 4.2 32 Slough Lane 22429 2.3 31 Slough Lane/Roe Green/A4006 47891 6.0 35 Beverley Drive / Stag Lane 13374 4.2 31 Acton Lane 12285 6.6 35 Kenton Road 13212 4.5 31 Sudbury Court Drive A4127 16558 2.6 31 Harrow Road A4005 16270 2.9 31 Kenton Road A404 36154 3.8 34 Sheepcote Road A409 27773 6.4 35 Kenton Road A4006 32182 1.9 32 Watford Road A404* 43537 2.5 32 Forty Avenue A4088* 29974 3.8 34 Bridgewater Road A4005 26723 2.9 33 High Road A404 21766 5.1 34 Ealing Road A4005 40886 4.9 37 Hanger Lane A4005 30495 3.5 35 Honeypot Lane A4140 30008 3.4 33 Harrow Road A405 21692 7.3 35 Salmon Street A4140 20493 2.4 33 Kingsbury Road A4006 26254 3.2 33 North Circular A406* 108681 6.2 39 Craven Park A404 32879 4.6 38 Edgware Road A5 28000 3.6 36 High Road A407 24642 12.9 40 Dudden Hil A4088 22948 4.2 35 Manor Park Road A404 15252 6.1 37 Station Road A4000 16318 8.4 38 High Street A404 19676 7.3 38 Old Oak Lane A4000 22171 4.1 35 Tubbs Road A4002 14194 1.7 34 Scrubbs Lane A219 27256 6.1 36 Warm Lane A407 13654 5.5 35 Cricklewood A5 42798 4.7 36 Shoot Up Hill A5 18039 6.5 38 Kilburn High Road A5 22256 9.4 42 Neasden Lane B453 56196 11.2 39 Drury Way/North Circular Road 64223 4.0 37 Brentfield Road/North Circular Road 56632 7.0 38 Brentfield/North Circular Road 66229 8.0 37

* The specific locations of the traffic counts were not provided.

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Note: a distance to road centre of 2 m was modelled as a worst case scenario. Where exceedences occur using a 2m exposure distance, the actual distance was measured and used to improve accuracy and avoid being over conservative. A low speed of 32km/h was also used as a default where no other speed data was available along the radial routes.

7.7.1 Street Canyons The DMRB model may significantly under-predict concentrations of nitrogen dioxide alongside urban city-centre roads classified as ”street canyons‘. In this context a street canyon may be described as a relatively narrow street with buildings on either sides, where the height of the buildings is generally greater than the width of the road. To avoid missing potential exceedences of the objective in such locations the predicted annual mean NO2 ”road traffic component‘ concentration, in the ”local output‘ sheet of DMRB, is increased by a factor of 2, to take account of the model under-prediction. This is then added to the background to give total concentration (as advised in LAQM.TG(03)). There are no street canyon locations in the London Borough of Brent.

7.7.2 Busy Junctions Where the data were provided, busy junctions have been modelled using the DMRB and are described and included in Tables 7.3 and 7.4 above. These junctions include Hangar Lane Gyratory, A5/A407 and the junctions described in the table.

7.7.3 New Roads There are no new roads since the last round of Review and Assessment. Proposed new roads around the on-going development and applications are being reviewed within the Environmental Impact Assessments associated with these.

7.7.4 Busy Streets The following locations have been identified as likely to exceed the 1 hour objective for NO2. Where there is relevant exposure i.e. people are likely to be exposed for longer than 1 hour and within 5 m from the kerb e.g. on a busy shopping street or where outdoor cafés and bars occur, then further assessment is recommended.

• Brentfield Road/North Circular Road • Chamberlayne Road B450 • Hillside/Brentfield • Brentfield/North Circular Road • Slough Lane/Roe Green/A4006 • A404/A4006 Kenton Road/Kingsbury Road • Ealing Road A4005 • Hanger Lane A4005 • Harrow Road A404 • North Circular Road A406 • Edgware Road A5 • High road A407 • Dudden Hill A4008 • Manor Park road A404 • Station Road A4000 • High Street, Harlesden A404 • Cricklewood Broadway A5 • Shoot Up Hill A5 • Kilburn High Road A5 • Neasden Lane B453 • Drury Way/North Circular Road

7.8 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES

The Guidance LAQM.TG (03) lists the following processes as significant potential sources of nitrogen dioxide:

Part A (the number provided in brackets is the percentage of total emissions from all UK plant in this sector to the UK Part A total) Iron and steel (19)

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Petroleum processes (16) Combustion processes (34) Cement/lime manufacture (9) Carbonisation (6) Gasification (4) Inorganic chemicals (4)

Part B Glass manufacture

Industrial sources were assessed in the Stage 2 Review and Assessment in round 1. Potentially significant Part A sources of nitrogen dioxide were identified within close enough proximity to impact significantly on the London Borough of Brent area. These were identified as Guinness Brewing Ltd., Northwick Park Hospital Trust, and Powergen Plc. None of the sources were shown to be a problem in terms of the NO2 objectives. There are no new sources or any sources that have significantly changed since the last round of the review and assessment process in the London Borough of Brent.

7.9 SCREENING ASSESSMENT OF OTHER TRANSPORT SOURCES

7.9.1 Bus Stations and roads with high HDV

Table 7.5 below shows the major bus stations in the London Borough of Brent. The main bus stations in Brent all have fewer movements per day than the flow of 1000 given in the Guidance as the level requiring further investigation.

Table 7.5 Bus stations in the London Borough of Brent

Bus Station Number of movements per day Willesden Junction Garage, Station Approach, 300 Harlesden London NW10 Alperton Bus Garage, Ealing Road, Wembley 250 Willesden Bus Garage, Pound Lane, Willesden, 200 London NW10 Cricklewood Garage œ 329 Edgware Road, Dollis 250 Hill, London NW2

7.9.2 Roads close to the objective last time and roads with significantly changed traffic flows

Roads which were close to the objective during the last round of review and assessment and those with significantly changed traffic flows have been included in the table of roads/junctions assessed by DMRB (Tables 7.4 and 7.5).

7.9.3 Airports Heathrow Airport, which has a passenger throughput of approximately 63 million passengers per annum, lies 10 km to the south west of Brent Borough at the nearest point. There are no receptors in Brent within 1000m of the airport boundary. Northolt Airport has fewer than the threshold 5 million passengers per annum equivalent and therefore emissions from this source are not likely to cause an exceedence of the objectives.

7.10 CONCLUSIONS FOR NITROGEN DIOXIDE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT

Predicted concentrations of nitrogen dioxide indicate that the annual average objective is likely to be exceeded in 2005 in various locations in the borough. Evidence to support this has been shown by analysis of the continuous monitoring and the diffusion tube data.

A detailed assessment is required for nitrogen dioxide for road traffic sources at the following locations:

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• Church Road / Roundwood Road • Chamberlayne Road B450 • Ealing Road • Hillside / Church Road • Hillside / Craven Road • Park Parade / Wrottesley Road • Brondesbury Road / The Avenue • The Avenue • East Lane / Wembley Park Road • Wembley Hill / Wembley Park Road • Slough Lane / Roe Green / A4006 • Acton Lane • Sheepcote Road A409 • Ealing Road A4005 • Hangar Lane A4005 • Harrow Road A405 • North Circular A406* • Edgware Road A5 • High Road A407 • Dudden Hill A4088 • Manor Park Road A404 • Station Road A4000 • High Street, Harlesden A404 • Old Oak Lane A4000 • Scrubbs Lane A219 • Warm Lane A407 • Cricklewood Broadway A5 • Shoot Up Hill A5 • Kilburn High Road A5 • Neasden Lane B453 • Brentfield Road/North Circular Road • Hillside/Brentfield • Brentfield/North Circular Road • A404/A4006 Kenton Road/Kingsbury Road • Drury Way/North Circular Road

Where these roads lie within the current AQMA further assessment will be taken into account during the Action Plan process, the progress of which should be reported to DEFRA on an annual basis. Where the above roads identified lie outside the current AQMA or are likely to result in an amendment of the AQMA a Detailed Assessment is required to be submitted to DEFRA.

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8 Updating and Screening Assessment for Sulphur Dioxide

8.1 INTRODUCTION

The main source of sulphur dioxide in the United Kingdom is power stations, which accounted for more than 71% of emissions in 2000. There are also significant emissions from other industrial combustion sources. Domestic sources now only account for 4% of emissions, but can be locally much more significant. Road transport currently accounts for less than 1% of emissions.

Local exceedences of the objectives (principally the 15-minute mean objective) may occur in the vicinity of small combustion plant (less than 20 MW) which burn coal or oil, in areas where solid fuels are the predominant form of domestic heating, and in the vicinity of major ports.

8.2 STANDARD AND OBJECTIVE FOR SULPHUR DIOXIDE

The Government and the Devolved Administrations have adopted a 15-minute mean of 266 µgm-3 as an air quality standard for sulphur dioxide, with an objective for the standard not to be exceeded more than 35 times in a year by the end of 2005. Additional objectives have also been set which are equivalent to the EU limit values specified in the First Air Quality Daughter Directive. These are for a 1-hour mean objective of 350 µgm-3, to be exceeded no more than 24 times per year, and a 24-hour objective of 125 µgm-3, to be exceeded no more than 3 times per year, to be achieved by the end of 2004.

8.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR SULPHUR DIOXIDE

The following conclusions were given for SO2 in the earlier stages of Review and Assessment for the London Borough of Brent:

‹ The Stage 1 report concluded that further assessment was required in the form of a stage 2 for sulphur dioxide. ‹ The Stage 2 report was subsequently completed. The conclusion of that report was that a detailed assessment was required in the form of a stage 3. ‹ The Stage 3 Review and Assessment report identified the Guinness Brewery as the largest single source of SO2 emissions, utilising coal fired boilers. The process however is being converted to gas firing and therefore will no longer be such a significant source of SO2 by 2005. Exceedences of the 15 minute mean SO2 objective were not predicted to arise in the London Borough of Brent‘s area.

8.4 SCREENING ASSESSMENT OF SULPHUR DIOXIDE

The Technical Guidance LAQM.TG(03) requires assessment of sulphur dioxide to consider the following sources, data or locations:

‹ Monitoring data within an AQMA ‹ Monitoring data outside an AQMA ‹ New industrial sources ‹ Industrial sources with substantially increased emissions ‹ Areas of domestic coal burning ‹ Small boilers (>5MW (thermal)) burning coal or oil ‹ Shipping ‹ Railway Locomotives

These are evaluated in the following sections.

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8.5 BACKGROUND CONCENTRATIONS FOR SULPHUR DIOXIDE

The estimated average background sulphur dioxide concentration taken from the UK background maps (http://www.airquality.co.uk/archive/laqm/tools.php) for 2001 was 4.1 µgm-3, the maximum concentration was 5.1 µgm-3.

8.6 SCREENING ASSESSMENT OF MONITORING DATA

There is continuous monitoring of sulphur dioxide at the three Brent continuous monitoring sites. A comparison with the SO2 objectives is shown in Table 8.1 below.

Table 8.1 Comparison with SO2 objective for the 3 continuous monitoring sites in Brent for 2003 Site Objective Result Objective Achieved Brent 1 Occurrences of hourly mean 0 Yes >=132ppb

Occurrences of daily mean 0 Yes >=47ppb

Occurrence of 15min mean 0 Yes >=100ppb

Brent 3 Occurrences of hourly mean 0 Yes >=132ppb

Occurrences of daily mean 0 Yes >=47ppb Occurrence of 15min mean 1 Yes >=100ppb

Brent 4 Occurrences of hourly mean 0 Yes >=132ppb

Occurrences of daily mean 0 Yes >=47ppb Occurrence of 15min mean 0 Yes >=100ppb

8.7 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES

The Guidance LAQM.TG (03) lists the following processes as significant potential sources of sulphur dioxide:

Part A (percentage of total emissions from all UK plant in this sector to the UK Part A total in brackets) Iron and steel (9) Petroleum processes (15) Combustion processes (45) Cement/lime manufacture (3) Carbonisation (10) Non-ferrous metals (7) Ceramic Production (9)

Part B Combustion plant 20-50 mwth Furnaces 20-50 mwth Copper processes

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Refractory goods Glass manufacture Roadstone coating

There are no new industrial sources or sources with substantially increased emissions in the London Borough of Brent since the last review was completed.

8.7.1 Small Boilers

No small boiler processes were identified by the London Borough of Brent greater than 5MWth and relevant to this assessment.

8.8 SCREENING ASSESSMENT OF DOMESTIC SOURCES

8.8.1 Domestic coal burning An assessment of the occurrence of solid fuel burning in the Borough has been made by the London Borough of Brent. The use of solid fuel appliances within the Council housing stock and the occurrence of areas which do not receive gas has been considered. It is believed that there are no areas with over 100 houses using these fuels in a 500m x 500m square.

8.9 SCREENING ASSESSMENT OF OTHER TRANSPORT SOURCES

8.9.1 Railways According to information supplied by the London Borough of Brent there are areas where stationary railway engines are run for more than 15 minutes continuously and where members of the public might be exposed. This occurs at the new depot being built at South Way in Wembley where new developments will be located within 10m of the source.

8.10 CONCLUSIONS FOR SULPHUR DIOXIDE CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT

There are no significant industrial or domestic sources of sulphur dioxide in the London Borough of Brent that are expected to exceed the SO2 objectives.

There are more than two occasions a day where there might be a locomotive stationary with its engine running for 15 minutes or more. The London Borough of Brent should proceed to a detailed assessment for sulphur dioxide at the South Way depot.

As this has not previously been declared an AQMA a detailed assessment is required for sulphur dioxide.

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9 Updating and Screening Assessment for PM10

9.1 THE NATIONAL PERSPECTIVE

National UK emissions of primary PM10 have been estimated as totalling 196000 tonnes in 2000 The main sources of primary PM10 are road transport (all road transport emits PM10, but diesel vehicles emit a greater mass of particulate per vehicle kilometre), stationary combustion (domestic coal combustion has traditionally been the major source of particulate emissions in the UK) and industrial processes (including bulk handling, construction, mining and quarrying). Emissions of PM10 from the UK have declined since 1970. This is due mainly to the reduction in coal use.

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 -3 for winter episodes of hourly mean concentrations of PM10 above 100 µg m 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 STANDARD AND OBJECTIVE FOR PM10

The Government and the Devolved Administrations have adopted two Air Quality Objectives for fine particles (PM10), which are equivalent to the EU Stage 1 limit values in the first Air Quality Daughter Directive. The objectives vary depending on whether the Local Authority is in Scotland or the remainder of the UK. The objectives relevant to the London Borough of Brent are no more than 35 days per year, to be achieved by the end of 2004. In 2010 there is a provisional objective of an annual mean of 23 µgm-3 and a 24 hour mean of 50 µgm-3 not to be exceeded more than 10 times a year.

9.3 CONCLUSIONS OF THE FIRST ROUND OF REVIEW AND ASSESSMENT FOR PM10

The following conclusions were given for PM10 in the earlier stages of Review and Assessment for the London Borough of Brent:

‹ The Stage 2 report recommended that further assessment was required in the form of a stage 3 for PM10 in areas adjacent to some busy roads. Detailed modelling was undertaken as part of the stage 3 report which showed that it was likely that PM10 concentrations would exceed the 24-hour mean objective in the borough as a result of

road traffic emissions. As a result an air quality management area for PM10 was declared in the London Borough of Brent.

9.4 SCREENING ASSESSMENT OF PM10

The Technical Guidance LAQM.TG (03) requires assessment of PM10 to consider the following sources, data or locations:

‹ Monitoring data outside an AQMA ‹ Monitoring data within an AQMA

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‹ Busy roads and junctions ‹ Junctions ‹ Roads with high flow of buses and/or HGVs ‹ New roads constructed or proposed since first round of review and assessment ‹ Roads close to the objective during the first round of review and assessment ‹ Roads with significantly changed traffic flows ‹ New industrial sources ‹ Industrial sources with substantially increased emissions ‹ Areas with domestic solid fuel burning ‹ Quarries, landfill sites, opencast coal, handling of dusty cargoes at ports etc ‹ Aircraft

These are evaluated in the following sections.

9.5 BACKGROUND CONCENTRATIONS FOR PM10

The estimated average background and maximum PM10 concentrations estimated from the UK background maps (http://www.airquality.co.uk/archive/laqm/tools.php) in µgm-3 are:

Table 9.1 Estimated Current and Future Background PM10 Concentrations in the London Borough of Brent

3 Background PM10 (µg/m ) 2001 2004 2010 Maximum 25.3 24.1 21.7 Average 23.5 22.6 20.5

9.6 SCREENING ASSESSMENT OF MONITORING DATA

Monitoring for PM10 has been undertaken at 3 locations in the London Borough of Brent. A comparison with the objectives is shown in Table 9.2 below.

Table 9.2 Comparison with the PM10 objectives in 2003. Site Objective Result Objective achieved Brent 1 Occurrences of annual mean >= 26 Yes 40µg/m3 Occurrences of daily mean 25 Yes >=50µg/m3

Brent 3 Occurrences of annual mean >= 34 Yes 40µg/m3 Occurrences of daily mean 37 No >=50µg/m3

Brent 4 Occurrences of annual mean >= 41 No 40µg/m3 Occurrences of daily mean 41 No >=50µg/m3

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9.7 SCREENING ASSESSMENT OF ROAD TRAFFIC SOURCES

The London Borough of Brent provided traffic count data. Traffic flow data were also taken from manual and automatic traffic count data in the London Emission Inventory (Appendix 2). Traffic growth figures for 2004 and 2010 were calculated using the Tempro model. The results of the DMRB modelling are shown in Table 9.3 below. Both the annual mean and 24 hour mean PM10 results are presented.

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Table 9.3 Predicted PM10 concentrations in 2004 and 2010 calculated using DMRB for roads in the London Borough of Brent (µgm-3).

Road name Predicted annual mean PM10 Predicted number of Predicted annual mean Predicted number of concentration in 2004 exceedances of 24 hr PM10 concentration in exceedances of 24 hr objective in 2004. 2010 objective in 2010. Church Road / Roundwood 26 15 23 8 Road Chamberlayne Road B450 29 23 24 11 Ealing Road 27 18 24 9 Hillside / Crouch Road 28 21 24 10 Hillside / Craven Road 27 18 24 9 Park Parade / Wrottesley Road 26 16 23 8 Brondesbury Road / The 27 18 24 10 Avenue The Avenue 27 18 23 8 East Lane / Wembley Park Road 26 14 22 7 Wembley Hill / Wembley Park 27 18 23 8 Road* Grange Road / Staverton Road 26 14 23 8 Iverson Road 26 15 23 8 Forty Lane / The Paddocks 25 11 22 6 Preston Road/Preston Avenue 25 12 22 6 Slough Lane 25 12 22 6 Slough Lane/Roe Green/A4006 29 23 24 11 Beverley Drive / Stag Lane 25 12 22 6 Acton Lane 26 14 23 8 Kenton Road 25 11 22 6 Sudbury Court Drive A4127 25 12 22 6 Harrow Road A4005 25 12 22 6 Kenton Road A404 27 17 23 8 Sheepcote Road A409 28 21 24 9 Kenton Road A4006 26 14 22 7 Watford Road A404* 26 15 23 7 Forty Avenue A4088* 26 15 22 7 Bridgewater Road A4005 25 13 22 6 High Road A404 26 14 22 7 Ealing Road A4005 29 23 24 11 Hanger Lane A4005 27 19 24 9 Honeypot Lane A4140 26 15 22 7 Harrow Road A405 28 21 24 9 Salmon Street A4140 26 14 23 7 Kingsbury Road A4006 26 15 23 7 North Circular A406* 30 26 25 12 Craven Park A404 25 12 24 10 Edgware Road A5 27 19 24 9 High Road A407 32 36 26 15 Dudden Hil A4088 28 20 24 10 Manor Park Road A404 29 22 24 11 Station Road A4000 29 24 24 11 High Street A404 29 25 25 12 Old Oak Lane A4000 27 17 23 9 Tubbs Road A4002 26 15 23 8 Scrubbs Lane A219 27 17 23 9 Warm Lane A407 26 15 23 8 Cricklewood A5 29 22 24 11 Shoot Up Hill A5 29 24 25 11 Kilburn High Road A5 34 44 27 17 Neasden Lane B453 30 27 25 13 DruryWay/North Circular Road 32 36 25 13 Brentfield Road/North Circular 33 39 26 14 Road Brentfield/North Circular Road 30 27 24 10

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Note: a distance to road centre of 2 m was modelled as a worst-case scenario. Where exceedences occur using a 2m exposure distance, the actual distance was measured and used to improve accuracy and avoid being over conservative. A low speed of 32km/h was also used as a default where no other speed data was available. * Specific location on road not given.

The DMRB run shows four exceedences of the 24 hour PM10 objective in 2004. The 24 hour objective is 50 µg m-3 with 35 exceedences allowed. The maximum number of exceedences of the 50 µg m-3 objective is 44 on Kilburn High Road with 36 exceedences being predicted on the A407 High Road and at Drury Way/North Circular Road. 39 exceedences were predicted at Brentfield Road/North Circular Road.

-3 The PM10 annual mean objective for 2010 is 23µg m . DMRB predicts that at 40 locations assessed that the 2010 annual mean objective will be exceeded. The 24 hour objective in 2010 is 50 µg m-3 with 10 exceedences allowed. DMRB predicts that at 19 of the locations assessed the 24 hour objective will be exceeded.

9.7.1 Busy Junctions Annual average PM10 concentrations near busy road junctions in the London Borough of Brent have been estimated for 2004 and 2010 using DMRB (See Table 9.3 above).

9.7.2 New Roads There are no new roads since the last round of Review and Assessment. Proposed new roads around the on-going development and applications are being reviewed within the Environmental Impact Assessments associated with these.

9.7.3 Roads close to the objective last time; roads with significantly changed traffic flows and roads with high HDV

Roads which were close to the objective during the last round of review and assessment, those with significantly changed traffic flows and those with high HDV have been included in the table of roads/junctions assessed by DMRB (Tables 9.3).

9.8 SCREENING ASSESSMENT OF INDUSTRIAL SOURCES

The Guidance LAQM.TG (03) lists the following processes as significant potential sources of PM10:

Part A (percentage of total emissions from all UK plant in this sector to the UK total in brackets) Iron and steel (61) Petroleum processes (4) Combustion processes (13) Cement/lime manufacture (7) Carbonisation (2) Gasification (4) Non-ferrous metals (4) Fertilizer production

Part B Combustion plant 20-50 mwth Furnaces 20-50 mwth Coal and coke processes Quarry Process Roadstone coating Rubber processes China and clay processes Coating powder Coil coating

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In the last round of review and assessment, the only potentially significant Part A industrial process identified (using LAQM.TG(03) œAnnexes 1 and 2) either within or close to the London Borough of Brent‘s area were: Guinness Brewing Ltd., Northwick Park Hospital Trust, and Powergen Plc.

9.8.1 New Part A Industrial processes There are no new part A industrial processes operating in the London Borough of Brent.

9.9 SCREENING ASSESSMENT OF FUGITIVE AND UNCONTROLLED SOURCES

9.9.1 Quarries and landfill sites There are no recorded quarries or landfill sites with relevant locations for public exposure within 200m.

9.9.2 Domestic coal burning An assessment of the occurrence of solid fuel burning in the Borough has been made by the London Borough of Brent. The use of solid fuel appliances within the Council housing stock and the occurrence of areas which do not receive gas has been considered. It is believed that there are no areas with over 50 houses using these fuels in a 500m x 500m square.

9.9.3 Other fugitive sources Since the last round of review and assessment, two new fugitive sources of PM10 have been identified. • Neasden Goods Yard located on Neasden Lane. This site has 600 lorries accessing the site per day. • Generay Skip Hire located on Fifth Way, Wembley. This site has 250 lorries accessing the site per day.

Both of these sources have residential properties within 10 m of the site (data provided by the London Borough of Brent). Monitoring at the site on Neasden Lane began in January 2004. For -3 the period January to September 2004 the mean concentration of PM10 was 67 µg m with a total -3 of 115 days when the daily concentration was greater than 50 µg m . Consequently, the PM10 daily and annual mean objective has been exceeded at this site. Further assessment is required to ascertain the extent of the exceedence area.

9.10 SCREENING ASSESSMENT OF OTHER TRANSPORT SOURCES

9.10.1 Airports Heathrow Airport, which has a passenger throughput of approximately 63 million passengers per annum, lies 10 km to the south west of Brent Borough at the nearest point. There are no receptors in Brent within 1000m of the airport boundary.

9.11 CONCLUSIONS FOR PM10 CONCENTRATIONS IN THE LONDON BOROUGH OF BRENT

The DMRB screening model indicates that the annual mean objective for PM10 will be not met in 2004, and that many exceedences of the 2010 objective are very likely. It is not yet possible to declare an AQMA for the 2010 PM10 objective, as it is not yet in regulation. Therefore it is advised that the London Borough of Brent proceed to a Detailed Assessment for this source based on the 2004 objective where identified exceedences lie outside of the current AQMA. It is also recommended that they bear in mind the possibility of having to comply with the 2010 objective and how this may affect their monitoring strategies in the region.

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10 Conclusions

10.1 CARBON MONOXIDE It is concluded that the strategy objectives for carbon monoxide are achieved. There is no need to progress to a detailed review and assessment for this pollutant.

10.2 BENZENE There are 6 petrol stations in the London Borough of Brent that meet the criteria above which it is necessary to proceed to a detailed assessment for benzene. Therefore, it is concluded that a detailed assessment is required for benzene based on petrol station emissions.

10.3 1,3-BUTADIENE It is concluded that the strategy objectives for 1,3-butadiene are achieved by 2003. There is no need to progress to a detailed review and assessment for this pollutant.

10.4 LEAD It is concluded that the strategy objectives for lead are likely to be achieved by 2004. There is no need to progress to a detailed review and assessment for this pollutant.

10.5 NITROGEN DIOXIDE It is concluded that the strategy objectives for nitrogen dioxide are not likely to be achieved by 2005. There is a need to progress to a detailed review and assessment for this pollutant where identified exceedences lie outside of the AQMA.

10.6 SULPHUR DIOXIDE It is concluded that the strategy objectives for sulphur dioxide may not be achieved by 2004/5. There is a need to progress to a detailed review and assessment for this pollutant.

10.7 PM10 It is concluded that the strategy objectives for PM10 from road transport are not likely to be achieved by 2004 or 2010. The 2010 assessment is for information purposes as at the present time the 2010 objectives are not in the Regulations. There is a need to progress to a detailed review and assessment for this pollutant where identified exceedences in 2004 lie outside of the current AQMA. Compliance with the 2010 objectives should be re-assessed in the next round of the review and assessment process in 2006. Further assessment is also recommended for two fugitive emission sources in Brent.

10.8 SUMMARY AND RECOMMENDATIONS

For all pollutants apart from NO2, SO2 and PM10 the air quality objectives are predicted to be met and therefore there is no need to proceed to a detailed assessment. A detailed assessment of benzene, NO2, SO2 and PM10 should be considered.

42 AEAT/ENV/R/1690

11 References

Part IV of the Environment Act 1995. Local Air Quality Management. LAQM.TG (03) January 2003.

DETR (2000b) 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. http://www.airquality.co.uk/archive/laqm/tools.php

Design Manual for Roads and Bridges. Highways Agency 2003

LAQM. TG(03). Part IV of the Environment Act 1995. Local Air Quality Management. Technical Guidance.

Laxen & Wilson (2002). A compilation of diffusion tube co-location studies carried out by Local Authorities. (http://uwe.ac.uk/aqm/review/diffusiontube.pdf)

SEIPH (2000) Stage 3 Review and Assessment for the London Borough of Brent, Kings College London.

43

Appendices

CONTENTS

Appendix 1 Monitoring Data Appendix 2 Traffic Data Appendix 3 Descriptions of selected models and tools Appendix 4 Report Checklist

Appendix 1

Monitoring data

CONTENTS

Locations of monitoring Diffusion tube data

Locations of diffusion tubes in the London Borough of Brent

Tube Number Site type Location 1 R Junction of Kenton Rd/Upton Gardens 2 R Sudbury Hill Close, off Harrow Road 3 R School, junction of Watford Road and Perrin Road 4 I Shaftesbury Avenue, adjacent to Woodcote Park 5 R School, junction of East Lane and Oldborough Road 6 I Wembley Hospital, Chaplin Road 7 R Junction of Ealing Road and Bridgewater Road 8 I School, Claremont Road 9 R Junction of East Lane and Wembley Hill Road 10 R Coronation Road 11 I Kingsbury hospital, Rose Bates Drive 12 R Junction of Fryent Way and Kingsbury Road 13 R Fulton Road 14 R Abbeyvale Road 15 I Ash Tree Dell 16 R Slough Lane 17 R Old Church Lane 18 I School, Cambridge Close 19 R School, Brentfield Road 20 I Stonebridge School, Wesley Road 21 I Central Middlesex Hospital, Acton Lane 22 R Junction of Kingsbury Road and Edgeware Road 23 R Junction of North Circular and Chartley Avenue 24 R Junction of Church Road and High Road 25 I Junction of Dollis Hill Lane and Gladston Park Gardens 26 R Junction of Dudden Hill Lane and High Road 27 R Willesden General Hospital, Robson Avenue 28 R Greyhound Road 29 R Junction of Dollis Hill Lane and Cricklewood 30 R School, Chichele Road 31 I 42, Aylestone Avenue 32 R School, jcn of Willesden Avenue and Mapesbury Road 33 B Barnhill open space, near pond 34 B Gladston Park 35 R Northwick Park (0 metres along transect) 36 I Northwick Park (25 metres along transect) 37 I Northwick Park (60 metres along transect) 38 I Northwick Park (120 metres along transect) 39 R Holmstall Avenue (120 metres along transect) 40 R Holmstall Avenue (30 metres along transect) 41 R Holmstall Avenue (10 metres along transect) 42 R Holmstall Avenue (2 metres along transect) 43 R Neasdon Recreation Ground (2 metres along transect) 44 R Neasdon Recreation Ground (10 metres along transect) 45 I Neasdon Recreation Ground (25 metres along transect) 46 B Neasdon Recreation Ground (120 metres along transect) 47 R IKEA, North Circular Road 48 R IKEA, North Circular Road 49 I School, Princes Avenue 50 I School, Princes Avenue

Key: I-Intermediate, R-Roadside, B-Background

-3 Diffusion tube recorded monthly NO2 concentrations 2002/2003 (µg m )

Month (May 2002 - April 2003) No Class May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr Mean 1 R 19 28 37 28 37 45 42 42 46 41 37 43 37 2 R 19 32 34 27 35 38 43 40 44 74 46 36 39 3 R 22 29 34 31 40 42 39 47 41 53 36 38 4 I 14 13 21 12 24 33 48 60 39 49 36 32 5 R 19 21 29 27 38 41 41 37 40 56 31 35 35 6 I 17 25 30 16 33 39 44 43 39 46 40 35 34 7 R 53 83 55 86 80 62 78 79 64 74 76 72 8 I 21 17 19 13 23 38 35 44 40 49 31 22 29 9 R 32 34 50 20 42 50 46 46 47 48 43 41 42 10 R 23 41 53 47 48 50 54 53 60 28 46 11 I 21 22 25 41 48 45 44 45 53 45 43 39 12 R 49 54 72 57 67 63 57 73 66 51 52 60 13 R 16 25 40 28 47 52 40 48 43 54 46 26 39 14 R 39 36 43 42 52 50 51 53 54 51 60 55 49 15 I 16 18 19 20 36 39 43 40 43 49 25 32 16 R 18 14 25 21 40 41 48 48 32 56 38 32 34 17 R 28 42 48 38 53 50 57 48 42 56 55 43 47 18 I 15 16 25 23 37 41 42 35 45 42 28 32 19 R 45 41 34 50 38 53 41 62 57 39 30 44 20 I 21 24 31 26 40 39 36 42 40 44 46 27 35 21 I 33 25 37 37 57 58 58 63 48 57 50 35 46 22 R 44 47 49 54 73 65 43 62 55 68 60 41 55 23 R 56 44 86 77 96 85 81 73 65 76 62 61 72 24 R 63 52 60 47 57 44 54 25 I 14 23 26 44 39 44 46 38 54 49 41 38 26 R 31 39 55 37 63 68 56 72 71 80 69 58 27 R 36 24 37 43 50 42 51 52 48 56 52 42 28 R 29 31 31 22 42 41 41 47 49 54 44 29 R 27 25 47 33 64 52 64 58 62 78 69 64 39 30 R 34 44 50 51 57 57 68 56 54 31 I 18 20 21 20 36 38 48 37 34 50 36 26 52 32 R 32 25 36 35 61 51 45 54 52 71 50 35 32 33 B 18 67 39 36 31 31 61 31 30 43 35 20 46 34 B 23 25 82 36 30 38 45 57 40 30 37 35 R 42 39 50 35 45 49 42 44 43 54 38 39 41 36 I 26 30 29 34 39 48 34 40 44 38 24 43 37 I 19 21 28 24 39 35 39 62 63 68 54 69 35 38 I 18 14 22 10 31 34 68 53 51 70 65 43 39 R 21 25 30 24 36 40 43 44 74 42 33 40 40 R 15 21 31 18 39 37 51 61 57 77 54 42 37 41 R 22 23 36 26 41 43 52 63 62 91 73 53 42 42 R 31 48 55 30 56 54 49 41 51 36 33 49 43 R 42 34 67 18 73 65 60 50 84 57 64 44 44 R 46 43 51 70 58 78 69 76 58 72 56 45 I 29 37 11 50 42 45 50 73 59 41 62 46 B 14 15 28 29 34 46 54 52 37 61 40 30 44 47 R 23 37 58 52 79 92 59 86 69 80 37 48 R 43 37 54 17 81 71 58 58 61 65 60 64 49 I 20 24 18 40 36 40 43 56 63 38 32 55 50 I 19 29 44 32 50 57 31 54 48 35 37

Appendix 2

Traffic Data

CONTENTS

Road classifications in LAQM TG(03)3 Traffic Flow Data from the NAEI Data Warehouse

Road classifications in LAQM TG(03)3 Very Single carriageway roads with daily average traffic flows which exceed 80,000 vehicles per day. busy roads Dual carriageway (2 or 3-lane) roads with daily average traffic flows which exceed 120,000 vehicles per day.

Motorways with daily average traffic flows which exceed 140,000 vehicles per day.

Busy Roads with more than 30000 vehicles per day. Roads

Key for use with traffic Flow Data from the NAEI Data Warehouse Explanation of the data fields: Rd_no Number of the road x Grid reference Easting y Grid reference Northing Rd_cls Road classification AADFYear Year that the count was made All_vehicles AADF Total CAR AADF Cars BUS AADF Buses LGV AADF Light Goods Vehicles HGV AADF HGVs Moto AADF Motorcycles MB Built-up motorway MN Non built-up motorway PB Built-up primary road

Traffic Flow Data from the NAEI Data W arehouse Road number x y Rd_cls All_vehicles CAR BUS LGV HGVr HGVa Moto A361 440000 232700 PN 5292 4301 34 631 209 69 48 A41 456070 220000 TN 32392 25354 261 3617 1483 1330 347 A422 444000 241272 PB 14922 13074 68 1125 394 52 209 A41 458210 221710 TN 24543 20102 92 2262 1172 790 125 A4260 447000 237350 PN 19778 17069 132 1748 510 138 181 A41 460000 220570 TN 14668 11414 46 1607 1005 494 102 A421 458100 222700 PB 20072 16866 238 1555 815 440 158 A4165 450000 212000 PB 18644 15832 595 1549 347 60 261 A4095 455000 221880 PN 2625 2121 16 357 63 19 49 A422 446600 241725 PN 32524 26635 181 3237 1265 898 308 M40 454870 221080 MN 109295 85491 441 9722 4644 8792 205 A422 447381 241781 PN 17307 13968 55 2104 638 325 217 A4260 446790 229700 PN 8729 7167 63 995 314 101 89 A4095 446000 215782 PN 7792 6385 67 887 287 65 101 A4260 447170 217350 PN 14398 11535 81 2023 437 157 165 A34 451730 215400 TN 63455 47796 370 6904 3184 4882 319 M40 445573 243636 MN 94811 75437 584 8468 3626 6496 200 A44 446100 215470 PN 21265 17699 196 2161 709 272 228 A361 439150 231570 PN 7839 6449 31 991 231 83 54 A421 458000 222400 PB 22406 19119 131 1714 855 464 123 A4260 448420 214800 PB 14090 11780 133 1561 353 85 178 A4095 457250 222450 PN 9369 8270 23 668 220 64 124 A361 445309 241236 TB 17905 15273 53 1451 628 192 308 A44 449250 211000 PN 29410 24470 164 3234 926 334 282 A422 444950 241570 PB 22534 19765 85 1855 529 56 244 A422 437707 245000 PN 3185 2589 11 382 106 41 56 A4260 447200 234800 PN 8783 7278 54 971 280 90 110 A4095 449980 219910 PN 5227 4251 45 692 127 23 89 A4260 449800 212190 PN 10828 9204 15 1165 214 61 169 A361 447527 244527 PN 6854 5516 31 697 327 199 84 A43 455030 229600 TN 23719 17425 73 2212 1581 2334 94 A361 445370 240600 PB 20886 17521 240 1963 756 143 263 A423 444900 246000 TN 8965 7404 35 874 351 215 86 A4421 460780 227830 PN 11303 9127 76 1164 422 420 94 A4095 458300 222300 PB 4964 4368 79 345 63 1 108 A34 455060 219000 TN 61049 45657 290 6010 2799 5823 470 A421 457800 222000 PN 27102 22923 201 2061 1069 494 354 A4095 458000 224420 PB 8504 7410 17 843 171 19 44 A421 460500 233300 PN 18000 15111 111 1836 524 221 197 M40 456860 217500 MN 68148 55481 331 6113 2351 3614 258 M40 447356 241240 MN 102585 81059 468 8681 4439 7691 247 M40 448200 236960 MN 102585 81059 468 8681 4439 7691 247 M40 452480 230000 MN 102585 81059 468 8681 4439 7691 247 A4421 463815 232350 PN 11303 9127 76 1164 422 420 94 M40 443075 246720 MN 94811 75437 584 8468 3626 6496 200 M40 442562 247348 MN 94811 75437 584 8468 3626 6496 200 A422 440500 241900 PN 4270 3504 35 420 227 33 51 A361 448300 245400 PN 7262 5947 13 757 306 187 52 A361 447130 243000 PN 7445 6013 52 880 223 226 51 A361 447200 242300 PN 8483 6589 52 924 241 539 138 A4260 445950 241300 PN 14788 12298 285 1319 536 155 195 A422 445600 241730 PN 28520 23182 103 3351 904 769 211

Appendix 3

Authorised processes

CONTENTS

Authorised processes operating in the London Borough of Brent Petrol station throughputs

Part A Authorised processes in Brent

Operator Name Authorisation No. Site Address POWERGEN UK PLC AF8068 TAYLORS LANE LONDONNW10 9BU NORTHWICK PARK AND ST MARKS HOSPITAL NHS AG8012 NORTH WEST LONDON HOSPITALS TRUST NHS TRUST WATFORD ROAD HARROW MIDDLESEXHA1 3UJ ROSTI (WEMBLEY) LTD AL8312 GEC ESTATE OSRAM ROAD EAST LANE WEMBLEY MIDDLESEXHA9 7SZ HAMMERSMITH MEDICINES RESEARCH LTD AZ1744 WARD E2 CENTRAL MIDDLESEX HOSPITAL PARK ROYAL LONDONNW10 7NS BIOLINE LTD BI4519 16 THE EDGE BUSINESS CENTRE HUMBER ROAD LONDONNW2 6EW NORTHWICK PARK INSTITUTE OF MEDICAL BK1821 NORTHWICK PARK HOSPITAL RESEARCH WATFORD ROAD HARROW MIDDLESEXHA1 3UJ BRENT OIL CONTRACTORS LTD BRE001/80081 WEMBEY STADIUM IND.ESTATEFOURTH WAYWEMBLEYMIDDLESEXHA9 0EPHA9 0EP

Part B Authorised Processes in the London Borough of Brent

Company Address Process Stonebridge Joinery 190/206 Acton Lane, Harlesden Wood Combustion Processes <>0.4 & 3 MW RMC South Way, Exhibition Grounds, Wembley Blending, packing and loading of bulk cement P.J. Carey Plant Hire Ltd. Carey Hse, Great Central Way, Wembley Mobile concrete crusher P.J. Carey Plant Hire Ltd. Carey Hse, Great Central Way, Wembley Mobile concrete crusher P.J. Carey Plant Hire Ltd. Carey Hse, Great Central Way, Wembley Mobile concrete crusher P.J. Carey Plant Hire Ltd. Carey Hse, Great Central Way, Wembley Mobile concrete crusher L&B Haulage Hannah Close, Great Central, Neasden Mobile concrete crusher L&B Haulage Hannah Close, Great Central, Neasden Mobile concrete crusher L&B Haulage Hannah Close, Great Central, Neasden Mobile concrete crusher Foremoss Ltd Atlas Road, Wembley Mobile Screening Mc Cardle Environmental Ltd Mc Cardle House, Great Central Way, NW10 Mobile Screening DB Autos Great Central Way, Wembley Respraying of road vehicles Charles Evesham Ltd 374 Ealing Rd, Wembley Respraying of road vehicles Capitol Repair Centre 99-107 Kilburn Lane, Kilburn, London Respraying of road vehicles Jack Rob Motors Ltd 73 Magnet Rd, GEC Estate, East Lane, North Respraying of road vehicles Wembley Lees BMW Abbey Works, Wickeham Rd, Wembley Waste Oil burner Motortone Ltd Arch 4, Exeter Parade, Exeter Rd, Kilburn Waste Oil burner Ferguson UK Ltd Harkwell House, Willenfield Rd, London Printing of Flexible Packaging Pollymark Technographic International Pollymark House, Abbeydale Rd, Wembley Printwork - Manufacture of Ltd Heat Transfers London Concrete Ltd Great Central Way, Wembley Blending, Packing Cement Bardon Aggregates Great Central Way, Wembley Roadstone coating Rosti Plc GEC Estate, East Lane, Wembley Coating of Plastics Chalkhill Incinerator Cofers Circle, Chalkhill, Wembley General waste incineration <1 tonne/hr Arena Auto Plc 372 Ealing Rd., Alperton Respraying of road vehicles Alan Day Ltd. 60 Neasden Lane Respraying of road vehicles Camrod Motor Body Repairs Revox House, First Way, Wembley Respraying of road vehicles Abbey Coachworks Ltd 429 Strathcona Road, Wembley Respraying of road vehicles Abbeydale Motor Co Ltd 260 Abbeydale Road, Appleton, Wembley Respraying of road vehicles Rustins Ltd. Waterloo Road, Crickleweood Coating manufacturing process

Petrol Station throughputs in the London Borough of Brent

NAME ADDRESS Throughput (litres) B.P - Blackbird Hill Service Station 2-12 Blackbird Hill, Wembley, London. NW9 8SD 6 million Elf - Willesden Service Station St Pauls Ave, Willesden, London. NW2 5TG Closed ESSO - Ruckledge Park Service Station 147-153 High St, Harlesden, London. NW10 4TR Closed ESSO - Forty Avenue Srevice Station Forty Avenue, Wembley. HA99PE Closed ESSO - Alperton Service Station 418 Ealing Road, Alperton. HA0 1JQ 5.8 million ESSO - Dudden Hill Service Station Dudden Hill Lane, Neasdon, London. NW10 1DE 5 million Fina - Kensal Service Station 904 Harrow Road, Kensal Green, London. NW10 5JU 2.8 million Fina - Goldsmith Service Station Albion Works, Kingsbury Road, London. NW9 8UP closed Jet - Victoria Service Station Edgeware Rd, Cricklewood, London. NW2 6LD 5.9 million Safeway Service Station Safeway Stores PLC,Honeypot Lane, Queensbury, NW9 7.5 million 8SD Sainsbury's Service Station J Sainsbury's, 360 Ealing Rd, Alperton, Wembley HA0 1HD 9 million Shell - Staples Corner Service Station 721 North Circular Road, Staples Corner, London. NW2 5 million 7AB Shell - Pine Service Staion 421 Edgeware Rd, The Hyde, Collindale, London. NW9 5.8 milllion 0HS Shell - East Lane Service Station 133-139 East Lane, N Wembley. HA9 7PE 5.9 million Shell - Neasdon Service Station 369 North Circular Road, Neasdon, London NW10 0HS 4.9 million Snax 24 - Service Station 91 Neasdon Lane, Neasdon, London.NW10 2UE 4.5 million Tesco Filling Station Tesco Stores Ltd, Greay Central Way, Neasdon, London. Not near NW10 0TL residential Texaco - Dudden Hill Service Station Dudden Hill Lane, Neasdon, London. NW10 1DE 6 million Texaco - Carlton Vale Service Station 182-192 Carlton Vale, Kilburn, London. NW6 5HH 5.5 million Texaco - Forty Avenue Service Station Forty Avenue, Wembley. HA9 8JS 5.7 million Texaco - Wembley Service Station 162 Watford Rd, Wembley. HA0 3HF 4 million Texaco - College Park Service Station 875 Harrow Rd, London. NW10 5HD closed Texaco - Neasdon Service Station 244 North Circular Road, London. NW10 0JT closed Texaco - Sudbury Service Station 979 Harrow Rd, Sudbury. HA0 2LL closed Elf Oil Willesden Lane Service Station 290 Willesden Lane, Willesden, London NW2 5HX 6.3 million Elf Oil, Willesden Service Station St Paul's 77 St Paul's AvenueWillesde, London NW2 5TG closed Elf Oil, Kenton Road Service Station 609 Kenton Road, Kenton, HA3 9RT 5.5 million Elf Oil, Wembley Park ServiceStation Empire Way, Wembley HA9 0RJ 6.5 million Kilburn Service Station (Total) 100 Willesden Lane, London NW67TB 5.7 million SAI Services, Wembley Service Station 341-345 High Road, WembleyHA9 6AQ 6 million Sectosure Limited 17-27 Cricklewood BroadwayLondon NW2 3JX 4.1 million Woodchurch Service Station Church Lane, Kingsbury London NW9 8SL 5.6 million Craven Park service Station 2 Church Road, Harlesden, London NW10 9PX 2.4 million Palermo Road Filling Station 59-61 Palermo Road, Harlesden, London NW10 5YS 1.8million Park Royal Service Station Abbey Road, Park RoyalLondon NW10 7RY 7 million

Appendix 4 Descriptions of selected models and tools

CONTENTS

Screening models Design Manual for Roads and Bridges (DMRB)

Design Manual for Roads and Bridges (DMRB) - This screening method was formulated by the Highways Agency. The method gives a preliminary indication of air quality near roads. It is a simple procedure based on a tabulated input interface, which produces an estimate of concentrations at receptor locations defined by the user.

The DMRB method requires information on vehicle flow, HGV mix, vehicle speed and receptor-road distances. It contains a useful database of vehicular emission factors for future years. All the relevant AQS pollutants can be estimated. More details of the model can be found at: http://www.highways.gov.uk/contracts/index.htm

Appendix 5

Report Checklist

USA Checklist from http://www.uwe.ac.uk/aqm/review/checklists/usalist.doc

Criteria… Included? Brief Outcomes of Previous Round summarised? √ Which objectives are being taken to a Detailed Assessment? √

Carbon Monoxide √ A) Monitoring data (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? Projected √ Exceedances?) B) Very Busy Roads/Junctions (Background? Roads/ junctions? Exposure? Data? Calculations? √ Exceedances?) CONCLUSION (Detailed assessment? For What?) √

Benzene √ A) Monitoring data (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? Projected √ Exceedances?) B) Very Busy Roads/Junctions (Background? Roads/ junctions? Exposure? Data? Calculations? √ Exceedances?) C) Industrial Sources (Emissions data? Nomogram? Exceedances? Neighbouring authorities?) √

D) Petrol Stations (Throughput? Busy Road? Exposure?) √ E) Major fuel storage depots (petrol only) (Emissions? Exposure? Fugitive? Nomogram?) √

CONCLUSION (Detailed assessment? For what?) √

1,3-butadiene √ A) Monitoring data (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? Projected √ Exceedances?) B) New Industrial Sources (Air Quality Assessments? Emissions data? Nomogram? Fugitive? Exceedances? √ Neighbouring authorities?) C) Industrial Sources with Substantially Increased Emissions (Emissions data? Nomogram? Fugitive? √ Exceedances? Neighbouring authorities?) CONCLUSION (Detailed assessment? For what?) √

Lead √ A) Monitoring data (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? Projected √ Exceedances?) B) New Industrial Sources (Air Quality Assessments? Emissions data? Nomogram? Fugitive? Exceedances? √ Neighbouring authorities?) C) Industrial Sources with Substantially Increased Emissions (Emissions data? Nomogram? Fugitive? √ Exceedances? Neighbouring authorities?) CONCLUSION (Detailed assessment? For what?) √

Nitrogen Dioxide √ A) Monitoring data outside an AQMA (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? √ Projected Exceedances?) B) Monitoring data inside an AQMA (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? √ Compliance?) C) Narrow congested streets with residential properties close to the kerb (Background? Roads? Exposure? √ Data? Calculations? Width? Canyon Factor? Exceedances?)

D) Junctions (Background? Junctions? Exposure? Data? Calculations? Exceedances?) √

E) Busy streets where people may spend 1hour or more close to traffic (Background? Roads 10 000 vpd? √ Exposure? Distance 5m or less? Data? Calculations? Exceedances?)

F) Roads with a high flow of buses and/or HGVs (Background? Roads >2500 HDV? Exposure? Data? √ Calculations? Exceedances?) G) New roads constructed or proposed since the first round of R&A (Background? Roads/ junctions? Air √ Quality Assessments? Exposure? Data? Calculations? Exceedances?)

H) Roads close to the objective during the first round of R&A (Roads/ junctions 36-40
g/m3? Exposure?) √

I) Roads with significantly changed traffic flows (Background? Roads with 25% increase? Exposure? Data? √ Calculations? Exceedances?) J) Bus stations (>1,000 buses per day? Data? Calculations? Exposure? Exceedances?) √

K) New Industrial Sources (Air Quality Assessments? Emissions data? Nomogram? Fugitive? Exceedances? √ Neighbouring authorities?) L) Industrial Sources with Substantially Increased Emissions (Emissions data? Nomogram? Fugitive? √ Exceedances? Neighbouring authorities?) M) Aircraft (Exposure < 1000m from boundary? Passenger throughput > 5mppa?) √ CONCLUSION (Detailed assessment? For what?) √ √ Sulphur Dioxide A) Monitoring data outside an AQMA (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? √ Projected Exceedances?) B) Monitoring data inside an AQMA (New data? No of sites? Equipment/ QA/QC/ Exposure/ Worst case? √ Compliance?) C) New Industrial Sources (Air Quality Assessments? Emissions data? Nomogram? Fugitive? Exceedances? √ Neighbouring authorities?) D) Industrial Sources with Substantially Increased Emissions (Emissions data? Nomogram? Fugitive? √ Exceedances? Neighbouring authorities?) E) Areas of Domestic Coal Burning (>100 premises by 0.5 km2?) √ F) Small Boilers > 5 MW(thermal) (coal / fuel oil burning boilers? Exposure within 500m? Emissions? √ Nomogram?) G) Shipping (Exposure within 1km? > 5000 movements per year?) √ H) Railway Locomotives (stationary diesel locomotives for >15min? Exposure <15m?) √ CONCLUSION (Detailed assessment? For what?) √

PM10 √ A) Monitoring data outside an AQMA (New data? No of sites? Equipment/ Gravimetric/ QA/QC/ Exposure/ √ Worst case? Projected Exceedances?) B) Monitoring data inside an AQMA (New data? No of sites? Equipment/ Gravimetric/ QA/QC/ Exposure/ √ Worst case? Compliance?) C) Busy Roads and junctions (Scotland only) (Background? Roads/ junctions? Exposure? Data? √ Calculations? Exceedances?) D) Junctions (Not Scotland) (Background? Junctions? Exposure? Data? Calculations? Exceedances?) √

E) Roads with a high flow of buses and/or HGVs (Background? Roads >20% HDV? Exposure? Data? √ Calculations? Exceedances?) F) New roads constructed or proposed since the first round of R&A (Background? Roads/ junctions? Air √ Quality Assessments? Exposure? Data? Calculations? Exceedances?)

G) Roads close to the objective during the first round of R&A (Roads/ junctions 30-36 24-hour exceedances √ of 50µg/m3? Exposure?) H) Roads with significantly changed traffic flows (Background? Roads/ junctions? Exposure? Data? √ Calculations? Exceedances?) I) New Industrial Sources (Air Quality Assessments? Emissions data? Nomogram? Fugitive? Exceedances? √ Neighbouring authorities?) J) Industrial Sources with Substantially Increased Emissions (Emissions data? Nomogram? Fugitive? √ Exceedances? Neighbouring authorities?) K) Areas of Domestic Coal Burning (>50 premises by 0.5 km2?) √ L) Quarries/landfill sites/opencast coal/handling of dusty cargoes at ports etc. (Exposure? Dust concerns? √ Background?) M) Aircraft (Exposure < 500m from boundary? Passenger throughput > 10 mppa? > 5 mppa in Scotland?) √

CONCLUSION (Detailed assessment? For what?) √