EVALUATION OF PM2.

5 AND PM10 CONCENTRATIONS FROM VEHICULAR

EMISSIONS IN CHENNAI CITY

ABSTRACT
Urban air quality degradation in Indian cities is predominantly driven by vehicular emissions,
posing severe environmental and public health risks. Chennai, a rapidly growing metropolitan
city, has witnessed a substantial increase in pollution levels, particularly from transportation-
related sources. This study presents a comprehensive assessment of air quality in three key zones
of Chennai—residential (Anna Nagar), industrial (Manali), and commercial (T. Nagar)—using
PM2.5, PM10, SO₂, and NO₂ as pollution indicators. Data were collected through manual
sampling over a four-month period and evaluated using the Air Quality Index (AQI) framework
as per CPCB guidelines. The results reveal that PM10 and PM2.5 levels often exceed permissible
limits, especially in high-traffic and industrial areas, with AQI values ranging from
“Satisfactory” to “Poor.” SO₂ and NO₂ concentrations generally remained within safe limits.
The study identifies key pollutant sources and recommends targeted mitigation strategies
including stricter vehicular regulations, transition to cleaner fuels, and enhanced public transport
infrastructure. These findings are essential for guiding policy decisions and urban planning to
reduce pollution load in Chennai and similar urban centers.
Keywords: Air Pollution; Vehicular Emissions; PM2.5; PM10; Air Quality Index (AQI);
Chennai; Urban Environment; Pollution Control Strategies

1. INTRODUCTION
Air pollution has emerged as one of the most pressing environmental challenges facing urban
centers, particularly in developing countries like India. Among various sources, vehicular
emissions contribute significantly to ambient air pollution, especially in densely populated
metropolitan regions. These emissions include a mixture of harmful pollutants such as particulate
matter (PM2.5 and PM10), nitrogen oxides (NOx), sulfur dioxide (SO₂), carbon monoxide (CO),
and volatile organic compounds, which have been associated with respiratory diseases,
cardiovascular issues, and increased mortality rates.
India's rapid urbanization and economic growth have fueled a dramatic rise in private vehicle
ownership, exacerbating traffic congestion and pollution levels. The inadequacy of public
transportation infrastructure, combined with a growing preference for personal vehicles, has led
to increased emission intensity per capita. Although policy interventions and vehicular emission
norms have been introduced, their implementation has been inconsistent, and their impact
remains limited.
Chennai, the capital city of Tamil Nadu, serves as a critical case study for assessing the
implications of vehicular pollution. With a growing population, expanding industrial activity,
and limited public transportation coverage, the city faces significant air quality challenges.
Despite its coastal location, which offers natural dispersion of pollutants, recent studies suggest
that Chennai is fast approaching critical pollution thresholds, particularly in areas with dense
vehicular activity.
This study aims to evaluate the impact of vehicular emissions on ambient air quality in three
distinct zones of Chennai—residential (Anna Nagar), industrial (Manali), and commercial (T.
Nagar). Using key pollutant indicators and the Air Quality Index (AQI) framework, the study
seeks to identify spatial pollution patterns and propose control measures tailored to the city’s
urban context.

2. LITERATURE REVIEW
1. Overview of Urban Vehicular Emissions and PM Pollution
Vehicular emissions are among the most significant contributors to urban air pollution,
particularly in rapidly urbanizing cities like Chennai. The fine particulate matter—PM₂.₅ and
PM₁₀—poses severe health risks due to its ability to penetrate deep into the respiratory tract.
Priya et al. (2024) presented a detailed emission inventory for Greater Chennai, identifying road
transport as a key contributor to both PM₂.₅ and PM₁₀ concentrations [1]. Arumugam and
Rajathi (2020) supported these findings through statistical air quality analysis in Chennai,
showing elevated PM levels in high-density areas [2].
Narayanan et al. (2023) analyzed vehicle emission trends during the COVID-19 lockdown,
revealing a temporary dip in pollutant concentrations that highlighted the strong correlation
between traffic volume and air quality deterioration [3]. Sharma and Ghosh (2023) further
demonstrated this spatio-temporal linkage using satellite and ground-based monitoring systems
in Chennai [8].

2. Health and Environmental Impact of PM₂.₅ and PM₁₀

Particulate matter from vehicle exhausts, especially diesel vehicles, has been linked to
respiratory illnesses and premature mortality. Menon et al. (2025) highlighted that exposure to
PM₂.₅ varies by socioeconomic status in Chennai, disproportionately affecting lower-income
communities [5]. Pervez et al. (2016) showed that PM concentration surges during festive
seasons like Diwali can lead to chemical speciation and degradation of air quality, particularly in
urban settings [27].
Balakrishnan et al. (2019) emphasized the health burden of PM₂.₅ pollution in Indian cities,
accounting for thousands of deaths annually due to chronic exposure [14]. Similarly, Peter and
Nagendra (2021) observed increased PM₂.₅ near old dumpsites in Chennai, pointing to the
compounding effect of waste management and traffic emissions [21].

3. Monitoring and Modeling of Air Quality

Accurate monitoring of air pollution is critical for assessment and policy planning. Maiti et al.
(2020) and Zhong et al. (2024) proposed AI and machine learning-based forecasting frameworks
to predict PM₂.₅ trends using vehicle tracking and image data [11,12]. Sneha et al. (2022)
conducted detailed PM exposure analysis in 12 zones of Chennai, providing ground truth for
model calibration [19].
Giri and Nagendra (2023) utilized wearable sensor-based exposure studies among auto-rickshaw
drivers, offering real-time insights into pollutant hotspots in traffic-heavy zones [17].
Puttaswamy et al. (2022) reinforced these findings using low-cost sensors during the pandemic
lockdown, affirming their viability for urban monitoring [20].

4. Source Apportionment and Traffic Density Analysis

Arul et al. (2024) and Pant et al. (2015) provided strong evidence of vehicular sources being the
dominant contributors to PM₁₀ in Chennai, especially from two-wheelers and heavy diesel
trucks [6,25]. Sharmilaa and Ilango (2021) performed traffic density correlation with PM levels
on Old Mahabalipuram Road, confirming high emissions during peak hours [23]. Stewart et al.
(2013) presented broader emission estimations from mobile sources across Indian cities, with
Chennai showing high contribution from commercial freight vehicles [16].
Palanivelu and Sathya Shree (2023) used spatio-temporal modeling of AQI indices and showed
that PM concentrations vary significantly across time and location, particularly in commercial
and industrial belts [18].

5. Policy, Control Strategies, and Future Research Directions

While real-time monitoring tools have improved, there is still a gap in implementing sustainable
control strategies. Urban Emissions Info (2015) and Smith et al. (2015) offered foundational
policy guidelines for Chennai’s vehicle-based pollution, suggesting fuel quality improvement
and transport modal shift as long-term solutions [7,13].
Ezhilkumar and Karthikeyan (2020) introduced health risk assessments based on vertical PM
measurements, supporting the need for pedestrian-level interventions [22]. Thakur and Das
(2022) and Garg and Jindal (2021) proposed hybrid statistical-AI models for future PM
forecasting, which could enhance early warning systems [29,30].
Muthulingam and Thangavel (2012) underlined the ecological role of urban green spaces in
reducing air pollution, which should be integrated with traffic control plans [28].
The reviewed literature clearly establishes that vehicular emissions are a predominant source of
PM₂.₅ and PM₁₀ pollution in Chennai. Multiple studies have confirmed this through direct
monitoring, modeling, and source apportionment techniques. There is an urgent need to
implement integrated strategies, combining smart monitoring, emission control technologies, and
urban planning to mitigate PM pollution. Furthermore, health impact studies and socio-spatial
analyses provide valuable direction for equitable policy interventions.

3. MATERIALS AND METHODOLOGY

Study Area and Site Selection
The study was conducted in Chennai, a major metropolitan city in South India that has witnessed
rapid urbanization and an exponential rise in vehicular population over the past two decades. To
evaluate the impact of vehicular emissions on air quality, three representative locations were
selected based on land use and traffic density: Anna Nagar (residential area), Manali (industrial
zone), and T. Nagar (commercial area with heavy traffic flow). These sites were chosen to reflect
a diverse range of human activity, emission sources, and population exposure patterns.

Air Quality Monitoring Parameters

Ambient air quality was assessed by measuring the concentrations of key pollutants associated
with vehicular emissions—Particulate Matter (PM₂.₅ and PM₁₀), Sulphur Dioxide (SO₂), and
Nitrogen Dioxide (NO₂). These pollutants were selected due to their significant health impacts
and prevalence in urban traffic corridors. The concentrations were recorded over a period
extending from November 2018 to February 2019, covering monsoon, post-monsoon, and winter
seasons to account for seasonal variability.

Monitoring Techniques
Air pollutant concentrations were measured using manual sampling methods under the National
Ambient Air Quality Monitoring (NAMP) program guidelines prescribed by the Central
Pollution Control Board (CPCB), India. High Volume Samplers (HVS) and Respirable Dust
Samplers (RDS) were used to collect particulate samples over a 24-hour averaging period, twice
a week. The collected PM samples were weighed and analyzed to determine 24-hour average
concentrations in micrograms per cubic meter (µg/m³). Gaseous pollutants such as SO₂ and NO₂
were measured using standard wet chemical methods—Modified West and Gaeke method for
SO₂ and Jacob & Hochheiser method for NO₂.

Air Quality Index (AQI) Calculation

To quantify the air quality status at each location, the Air Quality Index (AQI) was computed
using the CPCB-recommended sub-index formula:

Where:

 Iₚ = sub-index for pollutant p

 Cₚ = measured pollutant concentration

 BHi and BLo = breakpoint concentrations

 IHi and ILo = AQI values corresponding to BHi and BLo respectively
The highest sub-index among all pollutants was taken as the AQI for the given day and location.
AQI categories such as "Good", "Satisfactory", "Moderate", "Poor", etc., were used to interpret
public health implications.

Data Processing and Analysis

Collected data were organized season-wise and location-wise using Microsoft Excel. Descriptive
statistics such as minimum, maximum, and average values were computed for each pollutant.
The AQI trends were analyzed across seasons and sites to identify pollution hotspots. Graphs
were plotted to illustrate the variation in PM₂.₅ and PM₁₀ levels and AQI distribution across the
three zones. The results were also compared against CPCB’s National Ambient Air Quality
Standards (NAAQS) to assess exceedances and potential health risks.

4. RESULTS AND DISCUSSION

Particulate Matter (PM₂.₅ and PM₁₀) Concentrations
The monitoring results revealed significant spatial and seasonal variation in the concentrations of
PM₂.₅ and PM₁₀ across the selected locations. Among the three sites, T. Nagar, a dense
commercial area with high vehicular congestion, exhibited the highest levels of both PM₂.₅ and
PM₁₀ throughout the monitoring period. The average PM₂.₅ concentration ranged from 85
µg/m³ to 123 µg/m³, while PM₁₀ levels ranged from 145 µg/m³ to 197 µg/m³, far exceeding the
CPCB permissible limits of 60 µg/m³ for PM₂.₅ and 100 µg/m³ for PM₁₀.

In contrast, Anna Nagar (residential) reported comparatively lower values, while Manali
(industrial zone) exhibited elevated PM₁₀ levels due to industrial activities in addition to traffic
sources. Seasonal trends indicated higher concentrations during winter and post-monsoon
months, which may be attributed to temperature inversion, reduced atmospheric dispersion, and
increased vehicular idling.

Table 1. Average PM₂.₅ and PM₁₀ Concentrations (Nov 2018 – Feb 2019)
Average PM₂.₅ Average PM₁₀
Location
(µg/m³) (µg/m³)
Anna Nagar 61.89 109.72
T. Nagar 102.78 171.56
Manali 81.50 148.06

Table 1 presents the average concentrations of PM₂.₅ and PM₁₀ recorded at three different
locations in Chennai—Anna Nagar, T. Nagar, and Manali—during the monitoring period from
November 2018 to February 2019. The data reveal that T. Nagar, a high-traffic commercial area,
reported the highest particulate levels, while Anna Nagar, a residential zone, recorded the
lowest. Manali, an industrial region, showed moderately high values, especially for PM₁₀, likely
influenced by both vehicular and industrial emissions.
 Figure 1. Time Series Plot of PM₂.₅ and PM₁₀ Concentrations
Figure 1 illustrates the temporal variation of PM₂.₅ and PM₁₀ concentrations across the three
study sites. The time series plots highlight seasonal peaks, with higher pollution levels observed
during winter months, indicating the impact of meteorological factors on pollutant dispersion. T.
Nagar consistently exhibited higher values, reaffirming its status as a pollution hotspot due to
vehicular congestion.

Table 2. Seasonal Average Concentrations of PM₂.₅ and PM₁₀

PM₂.₅ PM₁₀
Location Season
(µg/m³) (µg/m³)
Monsoon 55.2 101.4
Anna Nagar Post-Monsoon 63.5 112.2
Winter 67.3 115.6
Monsoon 91.6 154.8
T. Nagar Post-Monsoon 105.2 165.5
Winter 111.3 179.2
Monsoon 70.4 135.6
Manali Post-Monsoon 82.1 142.9
Winter 92.8 158.4
Table 2 presents the seasonal variation in PM₂.₅ and PM₁₀ concentrations across the three
selected zones in Chennai—Anna Nagar, T. Nagar, and Manali. The results indicate that winter
consistently records the highest particulate levels, likely due to reduced atmospheric
dispersion caused by temperature inversion. Post-monsoon levels are moderately high, while
monsoon seasons show relatively lower concentrations owing to the scavenging effect of
rainfall.

Gaseous Pollutants: SO₂ and NO₂

Measurements of gaseous pollutants showed that NO₂ levels were relatively higher in
commercial and industrial zones, particularly in T. Nagar and Manali, due to the dominance of
diesel-powered vehicles and industrial emissions. The observed NO₂ levels ranged between 38–
64 µg/m³, occasionally crossing the CPCB limit of 40 µg/m³ during peak traffic periods. SO₂
levels, however, remained within permissible limits at all sites, with concentrations between 7–
19 µg/m³, indicating lesser contribution from coal combustion or sulfur-based fuels in Chennai's
vehicular fleet.

Table 3. Comparison with National Ambient Air Quality Standards (NAAQS)

Pollutant NAAQS Limit (24hr) Anna Nagar T. Nagar Manali Exceedance (Yes/No)
PM₂.₅ 60 µg/m³ 61.9 102.8 81.5 Yes
PM₁₀ 100 µg/m³ 109.7 171.6 148.1 Yes

Table 3 compares the observed pollutant concentrations with the 24-hour limits prescribed by the
National Ambient Air Quality Standards (NAAQS). It is evident that all three locations exceeded
the permissible limits for both PM₂.₅ and PM₁₀, with T. Nagar showing the most significant
exceedance. This emphasizes the urgent need for targeted emission control measures in traffic-
congested areas.

Air Quality Index (AQI) Analysis

The computed AQI values based on PM₂.₅, PM₁₀, SO₂, and NO₂ showed that T. Nagar
frequently fell in the "Poor" to "Very Poor" category, especially during December and January.
Manali ranked as "Moderate to Poor", while Anna Nagar largely maintained an AQI in the
"Satisfactory to Moderate" range. The worst AQI values were associated with elevated PM
concentrations, reaffirming that particulate matter is the primary pollutant driving air quality
deterioration in Chennai.
Table 4. AQI Category Frequency (Number of Days)
Location Good Satisfactory Moderate Poor Very Poor
Anna Nagar 10 25 20 5 0
T. Nagar 1 10 20 20 9
Manali 3 18 25 13 1

Table 3 summarizes the frequency of Air Quality Index (AQI) categories observed during the
monitoring period. T. Nagar exhibited the highest number of ‘Poor’ to ‘Very Poor’ days,
reflecting the impact of high vehicular density. Anna Nagar had a higher proportion of days
within the ‘Good’ and ‘Satisfactory’ range, indicating a relatively cleaner urban environment.
Manali, due to industrial activity, showed significant exposure to ‘Moderate’ to ‘Poor’ air quality
levels.

DISCUSSION AND IMPLICATIONS

The findings of this study clearly establish that vehicular emissions are a dominant contributor to
elevated concentrations of PM₂.₅ and PM₁₀ in Chennai, particularly in densely trafficked and
commercial areas such as T. Nagar. The persistent exceedance of national ambient air quality
standards in all three study zones indicates a pressing need for targeted air pollution mitigation
strategies. The higher PM concentrations observed during winter months can be attributed to
seasonal atmospheric phenomena such as temperature inversions and limited vertical dispersion,
which tend to trap pollutants closer to ground level. The significant variation between zones
underscores the influence of land use, traffic volume, and local industrial activity on air quality
patterns. These results are in line with previous studies conducted by Giri and Nagendra (2023)
and Sneha et al. (2022), who emphasized the disproportionate exposure faced by individuals in
traffic-congested urban pockets.
The health implications of chronic exposure to particulate matter—particularly PM₂.₅—are
substantial, with risks ranging from respiratory irritation to long-term cardiovascular and
pulmonary diseases. Vulnerable populations, including children, elderly individuals, and those
with pre-existing health conditions, are especially at risk. Therefore, the study advocates for a
multifaceted approach to pollution control. This includes the promotion of sustainable urban
mobility solutions such as electric vehicles (EVs), expanded and efficient public transportation
systems, and stricter enforcement of vehicular emission standards. Additionally, localized
greening initiatives, such as establishing roadside green buffers and expanding urban green
spaces, can offer both pollution mitigation and microclimatic benefits.
From a policy perspective, the results call for the development of zone-specific emission
inventories, dynamic traffic control systems, and real-time AQI forecasting tools to better inform
the public and aid in decision-making. Moreover, public awareness campaigns emphasizing the
health impacts of poor air quality can drive behavioral changes at the community level.
Collectively, these implications stress the need for integrated urban planning and environmental
governance to address the growing challenge of vehicular air pollution in Chennai and other fast-
developing Indian cities.

5. CONCLUSION
This study assessed the ambient air quality in three distinct zones of Chennai—Anna Nagar, T.
Nagar, and Manali—by monitoring the concentrations of PM₂.₅ and PM₁₀ over a four-month
period. The results revealed that T. Nagar, characterized by high vehicular density and
commercial activity, consistently recorded the highest concentrations of both pollutants,
significantly exceeding the NAAQS limits. Manali, being an industrial zone, showed elevated
levels of PM₁₀, whereas Anna Nagar, a primarily residential area, reported comparatively lower
values. Seasonal analysis further indicated that winter months experienced peak particulate
pollution, influenced by reduced atmospheric dispersion.

These findings highlight the substantial contribution of vehicular emissions to urban air pollution
and underscore the need for localized emission control strategies, enhanced public transportation,
and urban green buffer zones. The spatial variation observed within a single city suggests that air
quality management must be location-specific and supported by real-time data.
FUTURE SCOPE
The present study lays a foundation for several future research directions aimed at enhancing air
quality monitoring and mitigation strategies in urban environments like Chennai. A
comprehensive year-round monitoring campaign would provide a more robust understanding of
long-term pollution patterns and seasonal variations. Additionally, incorporating source
apportionment studies could help identify the relative contributions of vehicular, industrial, and
construction-related emissions to PM₂.₅ and PM₁₀ concentrations. Future work could also
explore the correlation between pollutant exposure and health outcomes, particularly in
vulnerable populations, to support evidence-based public health interventions. Advanced
predictive models using machine learning and satellite data may be employed to forecast
pollution hotspots and assist urban planners in developing proactive control measures. Moreover,
policy-level simulation studies—evaluating the effectiveness of interventions such as traffic
regulation, adoption of electric vehicles, and implementation of green buffers—can offer
actionable insights for government agencies and stakeholders. These directions collectively
present an opportunity to develop a more sustainable and responsive air quality management
system for Chennai and other rapidly urbanizing cities.

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