An analysis of seasonal surface dust aerosol concentrations in the western US (2001–2004): Observations and model predictions

Long-term surface observations indicate that soil dust represents over 30% of the annual fine (particle diameter less than 2.5 μm) particulate mass in many areas of the western US; in spring and summer, it represents an even larger fraction. There are numerous dust-producing playas in the western US, but surface dust aerosol concentrations in this region are also influenced by dust of Asian origin. This study examines the seasonality of surface soil dust concentrations at 15 western US sites using observations from the Interagency Monitoring of PROtected Visual Environments (IMPROVE) network from 2001 to 2004. Average soil concentrations in particulate matter less than 10 μm in diameter (PM₁₀) were lowest in winter and peaked during the summer months at these sites; however, episodic higher-concentration events (>10 μg m⁻³) occurred in the spring, the time of maximum Asian dust transport to the western US. Simulated surface dust concentrations from the Navy Aerosol Analysis and Prediction System (NAAPS) suggested that long-range transport from Asia dominates surface dust concentrations in the western US in the spring, and that, although some long-range transport does occur throughout the year (1–2 μg m⁻³), locally generated dust plays a larger role in the region in summer and fall. However, NAAPS simulated some anomalously high concentrations (>50 μg m⁻³) of local dust in the fall and winter months over portions of the western US. Differences between modeled and observed dust concentrations were attributed to overestimation of total observed soil dust concentrations by the assumptions used to convert IMPROVE measurements into PM₁₀ soil concentrations, lack of inhibition of model dust production in snow-covered regions, and lack of seasonal agricultural sources in the model.     

The impact of transpacific transport of mineral dust in the United States

We use a global chemical transport model (GEOS-Chem) to estimate the impact of transpacific transport of mineral dust on aerosol concentrations in North America during 2001. We have implemented two dust mobilization schemes in the model (GOCART and DEAD) and find that the best simulation of North American surface observations with GEOS-Chem is achieved by combining the topographic source used in GOCART with the entrainment scheme used in DEAD. This combination restricts dust emissions to year-round arid areas but includes a significant wind threshold for dust mobilization. The model captures the magnitude and seasonal cycle of observed surface dust concentrations over the northern Pacific. It simulates the free tropospheric outflow of dust from Asia observed in the TRACE-P and ACE-Asia aircraft campaigns of spring 2001. It reproduces the timing and distribution of Asian dust outbreaks in North America during April–May. Beyond these outbreaks we find persistent Asian fine dust (averaging 1.2 μg m⁻³) in surface air over the western United States in spring, with much weaker influence (0.25 μg m⁻³) in summer and fall. Asian influence over the eastern United States is 30–50% lower. We find that transpacific sources accounted for 41% of the worst dust days in the western United States in 2001.     

Long range transport of fine particle windblown soils and coal fired power station emissions into Hanoi between 2001 to 2008

Fine particulate matter (PM_2.5), source fingerprints and their contributions have been measured and reported previously at Hanoi, Vietnam, from 25 April 2001 to 31 December 2008. In this study back trajectories are used to identify long range transport into Hanoi for two of these sources, namely, windblown dust (Soil) from 12 major deserts in China and emissions from 33 coal fired power plants (Coal) in Vietnam and China. There were 28 days of extreme Soil events with concentrations greater than 6 μg m^?3 and 25 days of extreme Coal with concentrations greater than 30 μg m^?3 from a total of 748 sampling days during the study period. Through the use of back trajectories it was found that long range transport of soil from the Taklamakan and Gobi desert regions (more than 3000 km to the north west) accounted for 76% of the extreme events for Soil. The three local Vietnamese power stations contributed to 15% of the extreme Coal events, while four Chinese power stations between 300 km and 1700 km to the north-east of Hanoi contributed 50% of the total extreme Coal events measured at the Hanoi sampling site.     

Estimating PM10 air concentrations from dust storms in Iraq,Kuwait and Saudi Arabia

A model for the emission of PM₁₀ dust has been constructed using the concept of a threshold friction velocity which is dependent on surface roughness. Surface roughness in turn was correlated with geomorphology or soil properties for Kuwait, Iraq, part of Syria, Saudi Arabia, the United Arab Emirates and Oman. The PM₁₀ emission algorithm was incorporated into a Lagrangian transport and dispersion model. PM₁₀ air concentrations were computed from August 1990 through August 1991. The model predicted about the right number of dust events over Kuwait (events occur 18% of the time). The model results agreed quantitatively with measurements at four locations in Saudi Arabia and one in Kuwait for one major dust event (>1000 μg/m³). However, for smaller scale dust events (200–1000 μg/m³), especially at the coastal sampling locations, the model substantially over-predicted the air concentrations. Part of the over-prediction was attributed to the entrainment of dust-free air by the sea breeze, a flow feature not represented by the large-scale gridded meteorological data fields used in the model computation. Another part of the over-prediction was the model's strong sensitivity to threshold friction velocity and the surface soil texture coefficient (the soil emission factor), and the difficulty in accurately representing these parameters in the model. A comparison of the model predicted PM₁₀ spatial pattern with the TOMS satellite aerosol index (AI) yielded a spatial pattern covering a major portion of Saudi Arabia that was quite similar to the observed AI pattern.     

Quantification of Saharan dust contribution to PM10 concentrations over Italy during 2003–2005

Italy is frequently affected by Saharan dust intrusions, which result in high PM₁₀ concentrations in the atmosphere and can cause the exceedances of the PM₁₀ daily limits (50 μg m^?3) set by the European Union (EU/2008/50). The estimate of African dust contribution to PM₁₀ concentrations is therefore a key issue in air quality assessment and policy formulation. This study presents a first identification of Saharan dust outbreaks as well as an estimate of the African dust contribution to PM₁₀ concentrations during the period 2003–2005 over Italy. The identification of dust events has been carried out by looking at different sources of information such as monitoring network observations, satellite images, ground measurements of aerosol optical properties, dust model simulations and air mass backward trajectory analysis. The contribution of Saharan dust to PM₁₀ monthly concentrations has been estimated at seven Italian locations. The results are both spatially (with station) and temporally (with month and year) variable, as a consequence of the variability of the meteorological conditions. However, excluding the contribution of severe dust events (21st February 2004, 25th–28th September 2003, 23rd–27th March 2005), the monthly contribution of dust varies approximately between 1 μg m^?3 and 10 μg m^?3 throughout year 2005 and between 1 μg m^?3 and 8 μg m^?3 throughout year 2003. In 2004 the dust concentration is lower than 2003 and 2005 (<5 μg m^?3 at all sites). The reduction in the number of daily exceedances of the limit value (50 μg m^?3) after subtraction of the dust contribution is also calculated at each station: it varies with station between 20% and 50% in 2005 and between 5% and 25% in 2003 and 2004.     

Estimation of wind blown dust emissions in Europe and its vicinity

The assessment of the wind blown dust emission for Europe and selected regions of North Africa and Southwest Asia was carried out using a mesoscale model. The mesoscale model was parameterized based on the current literature review. The model provides data on PM₁₀ emission from several dust reservoirs (anthropogenic, agriculture, semi- and natural) with spatial resolution of 10 × 10 km and temporal resolution of 1 h. The spatial variability of PM₁₀ emission depends on soil texture, land cover/land use as well as meteorological conditions. Lands covered with water or permanently wet were excluded from the model. The land covered with vegetation is treated as dust reservoir whose dust emission capacity depends on the type of vegetation and cover. The dust reservoirs are divided into reservoirs with stable and unstable surface. The changes of emission in time depend on meteorological parameters.The wind blown dust emission should be treated as a non-continuous spatio-temporal process. The emissions are estimated with high uncertainty. The estimated PM₁₀ yearly total load emitted by wind from the European territory is highly differentiated in space and time and is equal to 0.74 Tg. The total load of PM₁₀ emitted by wind from North African and Southwest Asian land surface located in the vicinity of European boundaries is assessed as nearly 50% (0.43 Tg) of the total load estimated for the whole Europe.The average yearly PM₁₀ emission factor for Europe was estimated at 0.139 Mg km^?2.The PM₁₀ emission from agricultural areas is estimated at 52% of the total wind blown emission from the domain of the European Union project “Improving and applying methods for the calculation of natural and biogenic emissions and assessment of impacts to the air quality” - NatAir.PM₁₀ emission factor for natural areas of Europe is estimated at 0.021 Mg km^?2. Appropriate factors for agricultural areas and anthropogenic areas are 0.157 Mg km^?2 and 0.118 Mg km^?2, respectively. The latter two factors are probably underestimated due to omitting in the model of other dust emission mechanisms than aeolian erosion.     

Modelling long-range transport of primary particulate material over Europe

This paper uses a simple model of atmospheric transport and an emissions inventory prepared by TNO to estimate the contribution of primary particulate material to PM₁₀ and PM_2.5 concentration across Europe. The resulting population exposure is compared with that of secondary particulates, and it is noted that both primary and secondary contributions will be significantly reduced with the implementation of new protocols under the Convention on Long-Range Transboundary Air Pollution (CLRTAP). Since concentrations of primary PM₁₀ can become elevated in episodic situations, when long-range transport of particulate could, on its own, exceed 24 h average targets of 50 μg m⁻³ over large areas of Europe, such reduction is important for achievement of current air quality standards to control exposure to atmospheric particulate PM₁₀.     

Estimating the impact of Saharan dust on the year 2001 PM10 record of Rome,Italy

This paper evaluates the role of Saharan dust advection in the exceeding of the PM₁₀ thresholds in the city of Rome, Italy. To this purpose, a series of observations and model forecasts recorded in the year 2001 are analysed and discussed. Lidar profiles collected over 168 days of the year are employed to both assess the presence and magnitude of Saharan dust layers over the city and to evaluate the depth of the planetary boundary layer. Backtrajectories are used to verify the Saharan origin of the lidar-sounded air masses. Model predictions of the presence of Saharan dust over the area are employed to fill the time gaps between lidar observations. PM₁₀ and carbon monoxide records of both a city background (Villa Ada) and a heavy traffic station (Magna Grecia) are cross-analysed with the dust events record and meteorological data. The analysis shows that: (1) Saharan dust was advected over Rome on about 30% of the days of 2001; (2) mean contribution of Saharan dust transport events to daily PM₁₀ levels was of the order of 20 μg m⁻³; (3) at the urban background station of Villa Ada, the Saharan contribution caused the surpassing of the maximum number of days in excess of 50 μg m⁻³ fixed by the current legislation (35 per year). Conversely, at the heavy traffic station of Magna Grecia the Saharan contribution was not determinant at causing the observed large exceeding of that limit, as well as of the maximum yearly average of 40 μg m⁻³; (4) 25% of the Saharan advection days (of the order of 100/year at Rome) led to a PM₁₀ increase >30 μg m⁻³, 4% caused an increase >50 μg m⁻³, thus leading on their own to surpassing the 50 μg m⁻³ daily limit.     

Individual particle characteristics of North African dust under different long-range transport scenarios

After urban sources, mineral dust in Madrid is the second biggest contributor to PM₁₀, making up 40% on average, of total emissions. Approximately, 50% of the days on which the daily limit of 50 μg m^?3 marked by the European Directive, are ascribable to Saharan outbreaks. The present study has focused on individual particle characterization of North African dust over Madrid by SEM/EDX, since no previous works on this type of characterization have been found in the region. More than 30,000 particles from 6 different samples have been measured to characterize 4 African episodes with very different meteorological scenarios, transport processes and source origins. Different samples from the same episode have also been characterized to evaluate homogeneity of dust characteristics over time. Silicates, mainly composed of clay minerals, are the main component, with abundances ranging from 65 to 85% by particle volume. Chemical cluster distribution of silicates has been linked to the major topsoil mineralogical composition in the origin of the episodes. Aspect Ratio (AR) has been used to compare particle morphology between episodes. AR values from samples taken under the same scenarios are statistically equal. For all the samples and size ranges AR values are found to be in the same order: AR_sulphates > AR_silicates > AR_carbonates. Particles not only maintained morphology during the episode, but also chemical composition, since clusters turned out to be very similar in samples taken on the same day and different days. Similarities and differences in particle chemical composition and morphology between the different transport patterns are discussed in detail throughout the paper.     

Asian dust events observed by a 20-m monitoring tower in Mongolia during 2009

A 20-m Asian dust monitoring tower was installed at Erdene in Dornogobi, Mongolia in later 2008, which is one of the high Asian dust source regions in the Asian domain, to investigate meteorological conditions for the dust events. The tower was equipped with meteorological sensors (temperature, humidity and wind speed at four levels, precipitation and pressure near the surface), radiation sensors (solar radiation, net radiation) and soil measurement sensors (soil moisture and soil temperature at three levels and soil heat flux at one level) and turbulent measurement (sonic anemometer) at the 8 m height and PM₁₀ concentration measurement (beta guage) at the 3 m height. Measurement was made for a full year of 2009. The observed data indicated that dust events occur all year round with the maximum hourly mean maximum concentration of 4107 μg m^?3 in the early May to a minimum of 92 μg m^?3 in later August. It was found that the dust concentration at this site is directly related to the wind speed exceeding the threshold wind speed (likewise the corresponding friction velocity) during the winter to early spring. However, the observed dust concentration is not only related to the wind speed exceeding the threshold wind speed but also to the Normalized Difference Vegetation Index (NDVI) during the late spring to the late autumn due to the growth of vegetation. It was also found that the surface soil moisture content does not affect the dust concentration due to the relatively short residence time of the soil moisture in the surface soil. The presently monitored data can be used to verify parameters used in the Asian Dust Aerosol Model (ADAM) that is the operational forecasting dust model in the Korea Meteorological Administration (KMA).     

Quantifying the effect of urban tree planting on concentrations and depositions of PM10 in two UK conurbations

Trees are efficient scavengers of particulate matter and are characterised by higher rates of dry deposition than other land types. To estimate the potential of urban tree planting for the mitigation of urban PM₁₀ concentrations, an atmospheric transport model was used to simulate the transport and deposition of PM₁₀ across two UK conurbations (the West Midlands and Glasgow). Tree planting was simulated by modifying the land cover database, using GIS techniques and field surveys to estimate reasonable planting potentials. The model predicts that increasing total tree cover in West Midlands from 3.7% to 16.5% reduces average primary PM₁₀ concentrations by 10% from 2.3 to 2.1 μg m⁻³ removing 110 ton per year of primary PM₁₀ from the atmosphere. Increasing tree cover of the West Midlands to a theoretical maximum of 54% by planting all available green space would reduce the average PM₁₀ concentration by 26%, removing 200 ton of primary PM₁₀ per year. Similarly, for Glasgow, increasing tree cover from 3.6% to 8% reduces primary PM₁₀ concentrations by 2%, removing 4 ton of primary PM₁₀ per year. Increasing tree cover to 21% would reduce primary PM₁₀ air concentrations by 7%, removing 13 ton of primary PM₁₀ per year.     

Characteristics of the major chemical constituents of PM2.5 and smog events in Seoul,Korea in 2003 and 2004

One hundred ninety-five chemically speciated samples were collected from March 2003 to February 2005 in the Seoul Metropolitan area to investigate the characteristics of the major components in PM_2.5 and to characterize the chemical variations between smog and non-smog events. The annual average PM_2.5 concentration was 43 μg m⁻³ that is almost three times higher than the US NAAQS annual PM_2.5 standard of 15 μg m⁻³. During this sampling period, smog and yellow sand events were observed on 27 and 10 days, respectively. The PM_2.5 concentrations and its constituents during smog events were about two–three times higher than those during non-smog and yellow sand events. In particular, the mass fractions of secondary aerosols such as sulfate, nitrate, and ammonium during the smog events were higher than those of the other constituents. The mean concentration and mass fraction of secondary organic carbon (SOC) were highest during the winter smog events. Sulfate, nitrate and SOC that can have long residence times were important species during the smog events suggesting that regional scale sources rather than local sources were important. Five-day backward air trajectory analysis showed that the air parcels during smog events passed through the major industrial areas in China more often than those during non-smog events.     

Factors influencing PM10 emissions from road pavement wear

Accelerated pavement wear is one of the major environmental disadvantages of studded tyres in northern regions and results in increased levels of PM₁₀. Measurements of PM₁₀ in a road simulator hall have been used to study the influence of pavement properties, tyre type and vehicle speed on pavement wear. The test set-up included three different pavements (one granite and two quartzite with different aggregate sizes), three different tyre types (studded, non-studded, and summer tyres) and different speeds (30–70 km h^?1). The results show that the granite pavement was more prone to PM₁₀ production compared to the quartzite pavements. Studded winter tyres yield tens of times higher PM₁₀ concentrations compared to non-studded winter tyres. Wear from summer tyres was negligible in comparison. It was also shown that wear is strongly dependent on speed; every 10 km h^?1 increase yielded an increase of the PM₁₀ concentration of 680 μg m^?3 in one of the simulator experiments.     

Personal exposure to particulate air pollution in transport microenvironments

Personal measurements of exposure to particulate air pollution (PM₁₀, PM_2.5, PM₁) were simultaneously made during walking and in-car journeys on two suburban routes in Northampton, UK, during the winter of 1999/2000. Comparisons were made between concentrations found in each transport mode by particle fraction, between different particle fractions by transport mode, and between transport microenvironments and a fixed-site monitor located within the study area. High levels of correlation were seen between walking and in-car concentrations for each of the particle fractions (PM₁₀: r²=0.82; PM_2.5: r²=0.98; PM₁: r²=0.99). On an average, PM₁₀ concentrations were 16% higher inside the car than for the walker, but there were no difference in average PM_2.5 and PM₁ concentrations between the two modes. High PM_2.5:PM₁₀ ratios (0.6–0.73) were found to be associated with elevated sulphate levels. The PM_2.5:PM₁₀ and PM₁:PM_2.5 ratios were shown to be similar between walking and in-car concentrations. Concentrations of PM₁₀ were found to be more closely related between transport mode than either mode was with concentrations recorded at the fixed-site (roadside) monitor. The fixed-site monitor was shown to be a poor marker for PM₁₀ concentrations recorded during walking and in-car on a route over 1 km away.     

Commuter exposure to particulate matter in public transportation modes in Hong Kong

This study examined commuter’s exposure to respirable suspended particulate matters while commuting in public transportation modes. The survey was conducted between October 1999 and January 2000 in Hong Kong. A total of eight public transportation modes, that are bus, tram, public light bus, taxi, ferry, Kowloon–Canton Railway, Mass Transit Railway and Light Rail Transit, were selected in the study. They were grouped into four categories: (T1) railway transport; (T2) non-air-conditioned roadway transport; (T3) air-conditioned roadway transport and (T4) marine transport. Both PM₁₀ and PM_2.5 levels were investigated. The results indicate that the particulate level is greatly affected by the mode of transport as well as the ventilation system of the transport. The overall average PM₁₀ concentration level in T2 (147 μg m⁻³) is the highest and is followed by T4 (81 μg m⁻³) and T3 (65 μg m⁻³). The PM₁₀ level in T1 (50 μg m⁻³) is the lowest. Notably, the commuter exposure in tram (175 μg m⁻³) is the highest among all the monitored commuting modes. Commuting modes such as railway and air-conditioned vehicle are recommended as a substitute for non-air-conditioned vehicle. The PM_2.5 to PM₁₀ ratio in transports ranged from 63% to 78%. Higher PM_2.5 to PM₁₀ ratio is found in vehicles with air-conditioning system. For the double deck vehicle, higher PM₁₀ level has resulted in the lower deck. The average upper-deck to lower-deck PM₁₀ ratio is 0.836, 0.751 and 0.738 in air-conditioned bus, non-air-conditioned bus and non-air-conditioned tram, respectively. Typical concentration profiles in different transports are also presented.     

Long-range transport of yellow sand to Taiwan in Spring 2000: observed evidence and simulation

More than 10 Asian dust storms occurring in Spring 2000 were found to transport dust long distances, with some fallout reaching as far as Taiwan. An air quality data set from Taiwan clearly shows that long-range transport of yellow-sand results in air quality in Taiwan, which is categorized as “Unhealthy” or “Very Unhealthy”. Backward trajectory analysis indicates that, for air parcels that arrived over Taiwan on 28 April, two or three days are required for transport from source regions, such as Inner Mongolia, a territory that is becoming a desert as a result of over-use and destruction of vegetation cover by human occupants. Furthermore, a 3-D long-range transport model for yellow sand, with an advanced size-dependent deflation module and driven by the NCAR/Penn State Fifth-Generation Mesoscale Model (MM5), is used to identify the long-range transport of yellow sand to Taiwan in April. Comparisons between observations and model calculations indicate that the model is able to reproduce some key features of the long-range transport. Transport of yellow sand to Taiwan is found to occur most easily when dust storms occurring in north China are accompanied by a high-pressure system located over the west of Japan. The high concentrations of yellow sand transported over Taiwan are usually between 500 and 1500 m high, not at the surface.     

Bus,minibus, metro inter-comparison of commuters’ exposure to air pollution in Mexico City

Commuters’ exposure measurements were taken for PM_2.5, carbon monoxide (CO) and benzene in minibuses, buses and metro during morning and evening rush hours during January–March 2003 in Mexico City. For PM_2.5, the chemical composition was characterized. Total carbon was the most abundant species in fine particles (approximately 50%). Minibuses (49 μg m⁻³) and buses had similar concentrations of exposure for PM_2.5 (53 μg m⁻³). For CO and benzene the concentrations were higher in minibuses. Morning rush hour was the commuting period with the highest concentrations for minibuses and buses. Metro was the mode of transport with lower concentrations for all pollutants. Carbon monoxide concentrations were similar to those identified in a previous campaign in 2002 and approximately 3.5 times lower than those in a study conducted in 1991. Benzene was characterized systematically in the selected modes of transport. A strong association was observed between wind speed and pollutant concentrations in buses.     

Evaluating urban PM10 pollution benefit induced by street cleaning activities

Despite their burden in urban particulate air pollution, road traffic non-exhaust emissions are often uncontrolled and information about the effectiveness of mitigation measures on paved roads is still scarce. The present study is aimed to evaluate the effectiveness of mechanical sweeping/water flushing treatments in mitigating urban road dust resuspension and to quantify the real benefit in terms of ambient PM₁₀ concentrations. To this aim a specific campaign was carried out in a heavily trafficked central road of Barcelona (Spain), a Mediterranean city suffering from a traffic-related pollution, both for a high car density and a frequent lack of precipitation. Several street washings were performed by means of mechanical sweepers and pressure water during night in all traffic lanes and sidewalks. PM₁₀ levels were simultaneously compared with four reference urban background air quality stations to interpret any meteorological variability. At the downwind measurement site, PM₁₀ concentrations registered a mean daily decrease of 8.8 μg m^?3 during the 24 h after street washing treatments. However 3.7–4.9 μg m^?3 of such decrease were due to the meteorological variability detected at the upwind site, as well as at two of the reference sites. This reveals that an effective decrease of 4–5 μg m^?3 (7–10%) can be related to street washing efficiency. Mitigation of road dust resuspension was confirmed by investigating the chemical composition of airborne-PM₁₀ filters. Concentrations of Cu, Sb, Fe and mineral matter decrease significantly with respect to concentrations of elemental carbon, used as tracer for exhaust diesel emissions. High efficiency of street washing in reducing road dust loads was found by performing periodic samplings both on the treated and the untreated areas.     

Spatial and chemical patterns of PM10 in road dust deposited in urban environment

Recent research interest has been focused on road dust resuspension as one of the major sources of atmospheric particulate matter in an urban environment. Given the dearth of studies on the variability of the PM₁₀ fraction of road deposited sediments, our understanding of the main factors controlling this pollutant is incomplete. In the present study a new sampling methodology was devised and applied to collect PM₁₀ deposited mass from 1 m² of road pavement. PM₁₀ road dust fraction was sampled directly from active traffic lanes at 23 sampling sites during a campaign in Barcelona (Spain) in June 2007. The aim of the study was to gain more insight into the variability of mass and chemistry of road dust in different urban environments, such as the city centre, ring roads, and locations nearby demolition/construction sites. The city centre showed values of PM₁₀ road dust within a range of 3–23 mg m^?2, whereas levels reached 24–80 mg m^?2 in locations affected by transport of uncovered heavy trucks. The largest dust loads were measured in the proximity of demolition/construction sites and the harbor entry with values up to 328 mg m^?2.The city centre road dust profiles (%) were enriched in OC, EC, Fe, S, Cu, Zn, Mn, Cr, Sb, Sn, Mo, Zr, Hf, Ge, Ba, Pb, Bi, SO₄^2?, NO₃^?, Cl^? and NH₄⁺, but several crustal components such as Ca, Ti, Na, and Mg were also considerably concentrated. Locations affected by construction and demolition activities had high levels of crustal components such as Ca, Li, Sc, Sr, Rb and also As whereas ring roads, characterized by a higher load of uncovered heavy trucks showed an intermediate composition.Levels of PM₁₀ components per area were also evaluated to quantify the resuspendable amount of each element from 1 m². In the inner city environment mean values of 1363 μg Ca m^?2, 816 μg OC m^?2, 239 μg EC m^?2, 13 μg Cu m^?2, 12 μg Zn m^?2, 1.9 μg Sb m^?2 and 2.0 μg Pb m^?2, in PM₁₀ in all cases, were registered.Moreover the deposited PM load at demolition/construction sites acts as a reservoir or trap for traffic-related particles, which gives rise to large amounts of hazardous pollutants, available for resuspension.     

Simulation of the daily average PM10 concentrations at Ta-Liao with Box–Jenkins time series models and multivariate analysis

Southern Taiwan has experienced severe PM₁₀ problems for over a decade. The present paper describes the establishment of a simulation model for the daily average PM₁₀ concentrations at Ta-Liao, southern Taiwan. The study used a regression with time series error models (RTSE models) (multivariate ARIMA time series model), including an explanatory variable resulting from principal component analyses to complete the PM₁₀ simulation. Factor 1 estimated from the factor analyses explained the variance of 44–49%, which indicated the important contribution from the neighbor-city PM₁₀ at Mei-Nung, Lin-Yuang, Zuoying, Chao-Chou, local ozone and NOx. Factor 1 can be interpreted with regional PM₁₀ plus photochemical reactions. To improve the predictability of extremely high PM₁₀, different results from the principal component analysis were introduced to the RTSE models. We constructed four kinds of RTSE models: RTSE model without PC, with PC4S (PM₁₀ at Mei-Nung, Lin-Yuang, Zuoying, and Chao-Chou), with PCTL (meteorological variables and co-pollutants at Ta-Liao), and with PCTL4S (the combination of the above two) and evaluated the statistics model performance. Ozone, dew point temperature, NOx, wind speed, wind directions, and the PC trigger were the significant variables in the RTSE models most of time. When the neighbor-city PM₁₀ was included in the PC trigger, the predictability was apparently improved. The closeness of fit with the inclusion of PC4S and PCTL4S was improved by reducing SEE from 0.117 to 0.092. Using the RTSE models with PC4S or PCTL4S, POD was improved by an increase of 33%, FAR was reduced 30%, and CSI was increased 39%, when simulating the daily average PM₁₀ > 150 μg m^?3. Evidently we need to survey source impacts prior to establishing a simulation model. Factor analysis is a useful method to investigate sources that contributed PM₁₀ to a target site prior to establishing a simulation model.