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The current research is an attempt to find out diurnal and monthly mean patterns of air pollutants, their interrelationships, and their dominant sources through hourly and monthly data analysis. Lahore is a semiarid region with low rainfall, hot and humid summers, and cold dry winters. Annually, the highest air quality index (AQI) (132 to 185) is observed from November to February due to inversion at low wind speeds (<1.5 m/s monthly average), low temperature (15ºC to 21ºC monthly average), and low solar radiation (104 to 140 W m-2 monthly averages). AQI remained low (74 to 85) from June to August due to relatively heavy rain, relatively high wind speed (1.59 to 1.85 monthly averages), dispersion due to high temperatures, high solar radiation, and summer vacations to schools. With an analogous diurnal trend, the AQI remains stumpy in daytime. The high CO/NOx ratio indicates that mobile sources are dominant contributors to NOx; and the low SO₂/NOx ratio indicates that point sources are dominant contributors to SO₂. CO has a significant positive correlation with NO, NO₂, NOx, CH₄, SO₂, and RH, and a negative correlation with O₃ and temperature. This explains why four-stroke petrol engines are common sources for CO, NO, NO₂, and NOx. PM₂.₅ has a significant positive correlation with SO₂, which explains why diesel engines are a common source for PM₂.₅ and SO₂. O₃ has a significant negative correlation with NO, NO₂, NOx, CH₄, CO, and RH; and has a significant positive correlation with temperature and solar radiation.
Like other developing countries (Brazil, Argentina, and India) compressed natural gas (CNG) is becoming a popular vehicular fuel in Pakistan. Rapid shifting of diesel and gasoline vehicles to CNG has brought Pakistan the highest number of CNG vehicles in the world. To quantify a possible decrease in vehicular emissions for different types of vehicles, engine and fuel types were monitored for five parameters: SO2, CO, NO, hydrocarbons, and smoke opacity. Emissions from heavy vehicle engines shifting from diesel to CNG showed a decrease in HC (14 times), NO (2.8 times), and smoke opacity (3.2 times), while shifting diesel car engines to CNG resulted in reduced emissions of HC (24.6 times), NO (2.8 times), and smoke opacity (6 times). However, switching of light vehicles such as gasoline car engines to CNG released low emissions of HC (4.6 times), smoke opacity (1.2 times), SO2 (1.2 times), and CO (1.1 times), but an increase in NO (1.2 times) was observed. Similarly, a 4-stroke CNG rickshaw engine increased NO emissions by 1.4 times over a 4-stroke gasoline rickshaw engine.
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