Platinum,palladium, and rhodium deposition to the <Emphasis Type="Italic">Prunus laurus cerasus</Emphasis> leaf surface as an indicator of the vehicular traffic pollution in the city of Varese area

Background, aim, and scope  

The widespread use of some platinum group elements as catalysts to minimize emission of pollutants from combustion engines produced a constantly growing increase of the concentration of these elements in the environment; their potential toxicological properties explain the increasing interest in routine easy monitoring. We have found that leaves of Prunus laurus cerasus are efficient collectors of particulate with a dimension <60–80 μm, and a simple and reliable procedure was developed to reveal traces of platinum, palladium, and rhodium released from automotive catalysts. The analysis of the dust deposited on the foliage is a direct indicator of traffic pollution.     

Black carbon,mass and elemental measurements of airborne particles in the village of Serowe,Botswana

Absorption of sunlight by sub-micron particles is an important factor in calculations of the radiation balance of the earth and thus in climate modelling. Carbon-containing particles are generally considered as the most important in this respect. Major sources of these particles are generally considered to be bio-mass burning and vehicle exhaust. In order to characterise size fractionated particulate matter in a rural village in Botswana with respect to light absorption and elemental content experiments were performed, in which simultaneous sampling was made with a dichotomous impactor and a laboratory-made sampler, made compatible with black carbon analysis by reflectometry. The dichotomous impactor was equipped with Teflon filters and the other sampler with glass fibre filters. Energy dispersive X-ray fluorescence was used for elemental analysis of both kinds of filters. It appeared that Teflon filters were the most suitable for the combination of mass-, elemental- and black carbon measurements. The black carbon content in coarse (2.5–10 μm) and fine (<2.5 μm) particles was determined separately and related to elemental content and emission source. The results show that the fine particle fraction in the aerosol has a much higher contribution of black particles than the coarse particle fraction. This observation is valid for the village in Botswana as well as for a typical industrialised city in Sweden, used as a reference location.     

On-road and laboratory investigation of low-level PM emissions of a modern diesel particulate filter equipped diesel passenger car

Modern diesel particulate filter (DPF) systems are very effective in reducing particle emissions from diesel vehicles. In this work low-level particulate matter (PM) emissions from a DPF equipped EURO-4 diesel vehicle were studied in the emission test laboratory as well as during real-world chasing on a high-speed test track. Size and time resolved data obtained from an engine exhaust particle sizer (EEPS) and a condensation particle counter (CPC) are presented for both loaded and unloaded DPF condition. The corresponding time and size resolved emission factors were calculated for acceleration, deceleration, steady state driving and during DPF regeneration, and are compared with each other. In addition, the DPF efficiency of the tested vehicle was evaluated during the New European Driving Cycle (NEDC) by real time pre-/post-DPF measurements and was found to be 99.5% with respect to PM number concentration and 99.3% for PM mass, respectively. PM concentrations, which were measured at a distance of about 10 m behind the test car, ranged from 1 to 1.5 times background level when the vehicle was driven on the test track under normal acceleration conditions or at constant speeds below 100 kmh^?1. Only during higher speeds and full load accelerations concentrations above 3 times background level could be observed. The corresponding tests in the emission laboratory confirmed these results. During DPF regeneration the total PM number emission of nucleation mode particles was 3–4 orders of magnitude higher compared to those emitted at the same speed without regeneration, while the level of the accumulation mode particles remained about the same. The majority of the particles emitted during DPF regeneration was found to be volatile, and is suggested to originate from accumulated sulfur compounds.     

Indoor and outdoor sources of size-resolved mass concentration of particulate matter in a school gym—implications for exposure of exercising children

Introduction  

It has been noticed many times that schools are buildings with high levels of particulate matter concentrations. Several authors documented that concentrations of particulate matter in indoor school microenvironments exceed limits recommended by WHO namely when school buildings are situated near major roads with high traffic densities. In addition, exercise under conditions of high particulate concentrations may increase the adverse health effects, as the total particle deposition increases in proportion to minute ventilation, and the deposition fraction nearly doubles from rest to intense exercise.     

Simulation of the evolution of particle size distributions in a vehicle exhaust plume with unconfined dilution by ambient air

Over the past several years, numerous studies have linked ambient concentrations of particulate matter (PM) to adverse health effects, and more recent studies have identified PM size and surface area as important factors in determining the health effects of PM. This study contributes to a better understanding of the evolution of particle size distributions in exhaust plumes with unconfined dilution by ambient air. It combines computational fluid dynamics (CFD) with an aerosol dynamics model to examine the effects of different streamlines in an exhaust plume, ambient particle size distributions, and vehicle and wind speed on the particle size distribution in an exhaust plume. CFD was used to calculate the flow field and gas mixing for unconfined dilution of a vehicle exhaust plume, and the calculated dilution ratios were then used as input to the aerosol dynamics simulation. The results of the study show that vehicle speed affected the particle size distribution of an exhaust plume because increasing vehicle speed caused more rapid dilution and inhibited coagulation. Ambient particle size distributions had an effect on the smaller sized particles (approximately 10 nm range under some conditions) and larger sized particles (>2 microm) of the particle size distribution. The ambient air particle size distribution affects the larger sizes of the exhaust plume because vehicle exhaust typically contains few particles larger than 2 microm. Finally, the location of a streamline in the exhaust plume had little effect on the particle size distribution; the particle size distribution along any streamline at a distance x differed by less than 5% from the particle size distributions along any other streamline at distance x.     

Fast response measurements of the dispersion of nanoparticles in a vehicle wake and a street canyon

The distributions of nanoparticles (below 300 nm in diameter) change rapidly after emission from the tail pipe of a moving vehicle due to the influence of transformation processes. Information on this time scale is important for modelling of nanoparticle dispersion but is unknown because the sampling frequencies of available instruments are unable to capture these rapid processes. In this study, a fast response differential mobility spectrometer (Cambustion Instruments DMS500), originally designed to measure particle number distributions (PNDs) and concentrations in engine exhaust emissions, was deployed to measure particles in the 5–1000 nm size range at a sampling frequency of 10 Hz. This article presents results of two separate studies; one, measurements along the roadside in a Cambridge (UK) street canyon and, two, measurements at a fixed position (20 cm above road level), centrally, in the wake of a single moving diesel-engined car. The aims of the first measurements were to test the suitability and recommend optimum operating conditions of the DMS500 for ambient measurements. The aim of the second study was to investigate the time scale over which competing influences of dilution and transformation processes (nucleation, condensation and coagulation) affect the PNDs in the wake of a moving car. Results suggested that the effect of transformation processes was nearly complete within about 1 s after emission due to rapid dilution in the vehicle wake. Furthermore, roadside measurements in a street canyon showed that the time for traffic emissions to reach the roadside in calm wind conditions was about 45 ± 6 s. These observations suggest the hypothesis that the effects of transformation processes are generally complete by the time particles are observed at roadside and the total particle numbers can then be assumed as conserved. A corollary of this hypothesis is that complex transformation processes can be ignored when modelling the behaviour of nanoparticles in street canyons once the very near-exhaust processes are complete.     

Size distribution and seasonal variation of airborne particulate matter in five areas in Istanbul,Turkey

Goal, scope, and background  

Many studies have focused on measuring fine and course particulate matter (PM) in urban and rural sites around the world. The aim of this research is to gain information on the size distribution of particles. The physical characteristics of PM in the urban air of Istanbul were determined.     

Source apportionment of particulate matter at urban mixed site in Indonesia using PMF

A receptor model of positive matrix factorization (PMF) was used to identify the emission sources of fine and coarse particulates in Bandung, a city located at about 150 km south-east of Jakarta. Total of 367 samples were collected at urban mixed site, Tegalega area, in Bandung City during wet and dry season in the period of 2001–2007. The samples of fine and coarse particulate matter were collected simultaneously using dichotomous samplers and mini-volume samplers. The Samples from dichotomous Samplers were analyzed for black carbon and elements while samples from mini-volume samplers were analyzed for ions. The species analyzed in this study were Na, Mg, Al, Si, K, Ca, Ti, Cr, Mn, Fe, Ni, Cu, Pb, Cl^?, NO₃^?, SO₄^2?, and NH₄⁺. The data were then analyzed using PMF to determine the source factors. Different numbers of source factors were found during dry and wet season. During dry season, the main source factors for fine particles were secondary aerosol (NH₄)₂SO₄, electroplating industry, vehicle emission, and biomass burning, while for coarse particles, the dominant source factors were electroplating industry, followed by aged sea salt, volcanic dust, soil dust, and lime dust. During the wet season, the main source factors for fine particulate matter were vehicle emission and secondary aerosol. Other sources detected were biomass burning, lime dust, soil and volcanic dust. While for coarse particulate matter, the main source factors were sulphate-rich industry, followed by lime dust, soil dust, industrial emission and construction dust.     

A study of emissions from a Euro 4 light duty diesel vehicle with the European particulate measurement programme

The California Air Resources Board, CARB, has participated in a program to quantify particulate matter (PM) emissions with a European methodology, which is known as the Particulate Measurement Programme (PMP). The essence of the PMP methodology is that the diesel PM from a Euro 4 vehicle equipped with a Diesel Particulate Filter (DPF) consists primarily of solid particles with a size range greater than 23 nm. The PMP testing and the enhanced testing performed by CARB have enabled an increased understanding of both the progress that has been made in PM reduction, and the future remaining challenges for new and improved DPF-equipped diesel vehicles. A comparison of measured regulated emissions and solid particle number emissions with the results obtained by the PMP participating international laboratories was a success, and CARB’s measurements and standard deviations compared well with the other laboratories. Enhanced measurements of the influence of vehicle conditioning prior to testing on PM mass and solid particle number results were performed, and some significant influences were discovered. For example, the influence of vehicle preconditioning on particle number results was significant for both the European and USA test driving cycles. However, the trends for the cycles were opposite with one cycle showing an increase and the other cycle showing a decrease in particle number emissions. If solid particle size distribution and total particle numbers are to be used as proposed in PMP, then a greater understanding of the quality and errors associated with measurement technologies is advisable.In general, particle counting instruments gave results with similar trends, but cycle-to-cycle testing variation was observed. Continuous measurements of particle number concentrations during test cycles have given detailed insight into PM generation. At the present time there is significant variation in the capabilities of the particle counting instruments in terms of particle size and concentration.Current measurements show the existence of a large number of volatile and semi-volatile particles of yet-to-be-resolved chemical composition in diesel exhaust, especially during DPF regeneration, and these particles are not included in the PMP methodology because they are smaller than 20 nm. It will be very challenging to improve our understanding of this class of diesel particulate matter.     

Use of inorganic and organic wastes for in situ immobilisation of Pb and Zn in a contaminated alkaline soil

Purpose  

This study aims to examine whether addition of immobilising agents to a sandy, alkaline (pH = 8.1) soil, which had been contaminated with Pb and Zn by airborne particles from a Pb/Zn smelter, would substantially reduce metal bioavailability.     

The application of profluorescent nitroxides to detect reactive oxygen species derived from combustion-generated particulate matter: Cigarette smoke – A case study

Reactive oxygen species (ROS) and related free radicals are considered to be key factors underpinning the various adverse health effects associated with exposure to ambient particulate matter. Therefore, measurement of ROS is a crucial factor for assessing the potential toxicity of particles. In this work, a novel profluorescent nitroxide, BPEAnit, was investigated as a probe for detecting particle-derived ROS. BPEAnit has a very low fluorescence emission due to inherent quenching by the nitroxide group, but upon radical trapping or redox activity, a strong fluorescence is observed. BPEAnit was tested for detection of ROS present in mainstream and sidestream cigarette smoke. In the case of mainstream cigarette smoke, there was a linear increase in fluorescence intensity with an increasing number of cigarette puffs, equivalent to an average of 101 nmol ROS per cigarette based on the number of moles of the probe reacted. Sidestream cigarette smoke sampled from an environmental chamber exposed BPEAnit to much lower concentrations of particles, but still resulted in a clearly detectible increase in fluorescence intensity with sampling time. It was calculated that the amount of ROS was equivalent to 50 ± 2 nmol per mg of particulate matter; however, this value decreased with ageing of the particles in the chamber. Overall, BPEAnit was shown to provide a sensitive response related to the oxidative capacity of the particulate matter. These findings present a good basis for employing the new BPEAnit probe for the investigation of particle-related ROS generated from cigarette smoke as well as from other combustion sources.     

Development of a microscale emission factor model for particulate matter for predicting real-time motor vehicle emissions

The U.S. Environmental Protection Agency's National Exposure Research Laboratory is pursuing a project to improve the methodology for modeling human exposure to motor vehicle emissions. The overall project goal is to develop improved methods for modeling the source through the air pathway to human exposure in significant exposure microenvironments. Current particulate matter (PM) emission models, particle emission factor model (used in the United States, except California) and motor vehicle emission factor model (used in California only), are suitable only for county-scale modeling and emission inventories. There is a need to develop a site-specific real-time emission factor model for PM emissions to support human exposure studies near roadways. A microscale emission factor model for predicting site-specific real-time motor vehicle PM (MicroFacPM) emissions for total suspended PM, PM less than 10 microm aerodynamic diameter, and PM less than 2.5 microm aerodynamic diameter has been developed. The algorithm used to calculate emission factors in MicroFacPM is disaggregated, and emission factors are calculated from a real-time fleet, rather than from a fleet-wide average estimated by a vehicle-miles-traveled weighting of the emission factors for different vehicle classes. MicroFacPM requires input information necessary to characterize the site-specific real-time fleet being modeled. Other variables required include average vehicle speed, time and day of the year, ambient temperature, and relative humidity.     

Particulate organic compounds emitted from motor vehicle exhaust and in the urban atmosphere

The emission rate of particle-phase petroleum biomarkers in vehicular exhaust compared to the concentrations of these biomarkers in ambient air is used to determine the particulate organic compound concentration due to primary particle emissions from motor vehicles in the southern California atmosphere. A material balance on the organic particulate matter emitted from motor vehicle traffic in a Los Angeles highway tunnel first is constructed to show the proportion which is solvent-extractable and which will elute from a GC column, the ratio of resolved to unresolved compound mass, the portion of the resolved material that can be identified as single organic compounds, and the contribution of different classes of organic compounds to the overall identified fraction. It is shown that the outdoor ambient concentrations of the petroleum biomarkers track primary emissions measured in the highway tunnel, confirming that direct emissions of these compounds from vehicles govern the observed ambient petroleum biomarker concentrations. Using organic chemical tracer techniques, the portion of fine organic particulate matter in the Los Angeles atmosphere which is attributable to direct particle emissions from vehicle exhaust is calculated to vary from 7.5 to 18.3% at different sites throughout the air basin during a summertime severe photochemical smog episode. A similar level of variation in the contribution of primary motor vehicle exhaust to fine particulate organic matter concentrations during different times of day is seen. While peak atmospheric concentrations of fine particulate organic carbon are observed during the 1200–1600 PDT afternoon sampling period, only 6.3% of that material is apportioned to the directly emitted particles from vehicle exhaust. During the morning traffic peak between 0600–1000 PDT, 19.1% of the fine particulate organic material is traced to primary emissions from motor vehicles.     

Chemical characteristics of free tropospheric aerosols over the Japan Sea coast: aircraft-borne measurements

Atmospheric aerosol particulate matter was directly collected in the free troposphere over the Japan Sea coast between 1992 and 1994 using an aircraft-borne nine-stage cascade impactor (particle size range: 0.1–8 μm). The water-soluble components in the aerosol particulate matter were analyzed by ion chromatography. Particulate sulfate and ammonium were detected in most of the samples and their size distributions showed noticeable peaks below the 1 μm particle size range. Water-soluble calcium (Ca²⁺) was detected in half of the samples; the size distribution showed that the maximum particle size was larger than 1 μm. Highly concentrated Ca²⁺ in larger particles was possibly due to transport of Kosa aerosols from the Asian continent in the free troposphere. The concentration of fine particulate sulfate and ammonium tended to increase whenever Ca²⁺ was detected, which suggests possible mixing of Kosa aerosols and non-Kosa aerosols during long-range transport of air masses containing Kosa particles.     

Global scale emission and distribution of sea-spray aerosol: Sea-salt and organic enrichment

The chemical composition of marine aerosols as a function of their size is an important parameter for the evaluation of their impact on the global climate system. In this work we model fine particle organic matter emitted by sea spray processes and its influence on the aerosol chemical properties at the global scale using the off-line global Chemistry-Transport Model TM5. TM5 is coupled to a microphysical aerosol dynamics model providing size resolved information on particle masses and numbers. The mass of the emitted sea spray particles is partitioned between water insoluble organic matter (WIOM) and sea salt components in the accumulation mode using a function that relates the emitted organic fraction to the surface ocean chlorophyll-a concentrations. The global emission in the sub-micron size range of organic matter by sea spray process is 8.2 Tg yr^?1, compared to 24 Tg fine yr^?1 sea-salt emissions. When the marine sources are included, the concentrations of modelled primary particulate organic matter (POM) increase mainly over the oceans. The model predictions of WIOM and sea salt are evaluated against measurements carried out at Mace Head (Northern Hemisphere) and Amsterdam Island (Southern Hemisphere), showing that in clean marine conditions WIOM marine emissions contribute significantly to POM values.     

Particulate size distributions and mass measured at a motorway during the BAB II campaign

From 1 May to 25 May 2001, the BAB II campaign was carried out at the motorway BAB (656) near Heidelberg. Atmospheric concentrations of particulate matter and gases were measured together with the meteorological conditions. This paper is focused on the particulate matter measured upwind and downwind from the motorway at ground level. In order to determine the source contribution from the motorway traffic, it was necessary to measure upwind and downwind simultaneously due to variations in background concentrations. The particle number contribution from the motorway was found to be 35,000 particles cm⁻³ for particles with diameters close to 20 nm and 5000 particles cm⁻³ for particles with diameters close to 70 nm. Bimodal size distributions were observed on the downwind side, whereas the upwind side showed unimodal size distributions. For particulate mass, it can be estimated that the contribution from the motorway to the PM₁ concentrations is in a range 0.6–1.3 μg m⁻³ for the chosen measurement sites approximately 60 m from the road at a height of 6 m. The soot measurements showed diurnal variation; however, the upwind downwind difference was not measured. Correlation factors showed good correlation between total particle number and number of particles with diameters below 80 nm, CO and NO. There was no correlation between particle number and PM₁₀, which is due to the observation that particle number was dominated by the 20 nm particles.     

Identification and evaluation of air-pollution-tolerant plants around lignite-based thermal power station for greenbelt development

Introduction  

Thermal power plants emit various gaseous and particulate pollutants into the atmosphere. It is well known that trees help to reduce air pollution. Development of a greenbelt with suitable plant species around the source of emission will mitigate the air pollution. Selection of suitable plant species for a greenbelt is very important.     

Seasonal differences in mercury accumulation in Trichiurus lepturus (Cutlassfish) in relation to length and weight in a Northeast Brazilian estuary

Background, aim, and scope  At tropical latitudes, and especially on the semi-arid coasts of the Brazilian Northeast, the rainfall regime governs the water quality of estuaries due to the pronounced difference between the rainy and dry seasons. These changes may be responsible for seasonal changes in bioavailability of mercury (Hg) and other pollutants to the estuarine and coastal biota. Mercury bioaccumulates along estuarine–marine food chains usually result in higher concentrations in tissues of top predators and posing a risk to both marine mammals and humans alike. The Goiana River Estuary (7.5° S) is a typical estuary of the semi-arid tropical regions and supports traditional communities with fisheries (mollusks, fish, and crustacean). It is also responsible for an important part of the biological production of the adjacent coastal waters. Materials and methods   Trichiurus lepturus (Actinopterygii: Perciformes) is a pscivorous marine straggler. Fish from this species (n = 104) were captured in a trapping barrier used by the local traditional population and using an otter trawl net along the main channel of the low estuary during two dry seasons (D1 = November, December 2005, January 2006; D2 = November, December 2006, January 2007) and the end of a rainy season (R = August, September, October 2006). Fish muscle samples were preserved cold and then freeze-dried prior to analysis of its total mercury (Hg-T) contents. Total mercury was determined by cold vapor atomic absorption spectrometry (CV-AAS) with sodium borohydride as a reducing agent. Results  The studied individuals (n = 104) were sub-adult (30–70 cm, 71 ind.) and adult fish (>70 cm, 33 ind.). Weight (W) (204.1 ± 97.9 g, total biomass = 21,229.7 g) and total length (TL) (63.1 ± 10.1 cm, range 29.5–89.0 cm) presented a significant (p < 0.05) correlation. Two-way ANOVA (n = 81) showed that TL and W had significant differences (p < 0.05) among seasons, being higher in D1 than in D2 and R, respectively. Moreover, season vs. month interaction were detected for the variables length and weight. For the variable weight was detected significant difference for the factor month (p < 0.05). It suggests that the fish enter the estuary at the end of the rainy season and increase in length and weight during the time they spend in the estuary. Fish from this estuary are shown to be fit for human consumption (125.3 ± 61.9 μgHg-T kg^–1 w.wt.; n = 104). Fish mercury contents increased with size and weight. Correlations between TL and Hg-T (r = 0.37286) and between W and Hg-T (r = 0.38212) were significant (p < 0.05). Dryer months showed higher mercury concentrations in fish (D1 773.4 ± 207.5 μgHg-T kg^–1 d.wt., n = 27; D2 370.1 ± 78.8 μgHg-T kg^–1 d.wt., n = 27; R 331.2 ± 138.5 μgHg-T kg^–1 d.wt., n = 27). The variable mercury concentration showed differences in relation to the factor season (p < 0.05), where fish captured during the first dry season showed the highest concentration of mercury. The correlation between Hg-T and rainfall (Rf) showed a negative correlation (r = –0.56; p < 0.05). Discussion  The main likely source of mercury to this estuary is diffuse continental run off, including urban and industrial effluents. Since concentration of mercury in fish tissue is negatively correlated to rainfall, but positively correlated with fish length and weight, it suggests that fish growth in this estuary results in mercury uptake and concentration on the fish tissue. In the dry season of 2005–2006, when rainfall remained below the historic average, fish bioaccumulated significantly more mercury than in the dry season 2006–2007, when rainfall was within the predictable historic average. It is suggested that less rainfall, and consequently less particulate matter and less primary production in the estuary, make mercury more available to the higher levels of the estuarine food chain. In the case of higher rainfall, when river flow increases and water quality in the estuary is reduced, mercury probably is quickly exported associated to the particulate matter to the adjacent coastal waters where it then disperses. This species is a potential routine bioindicator for mercury contamination of the biota, but so far was used only with a limited number of individuals and contexts. Conclusions  Fish from the Goiana River estuary can still be safely consumed by the local population. However, any further contamination of this resource might lead to total mercury levels above the recommended limits for pregnant women and small children. The proposed heavy dependency of total mercury levels in fish on water quality indicates that land use and water quality standards must be more closely watched in order to guarantee that best possible practices are in place to prevent bioaccumulation of mercury and its transfer along the food chain. Human interventions and climatic events which affect river water flow are also playing a role in the mercury cycle at tropical semi-arid estuaries. Recommendations and perspectives   T. lepturus is largely consumed by coastal populations of tropical and sub-tropical countries all over the world. It is also consumed by a number of marine mammals over which we have a strong conservation interest. This species is also a link among different ecosystems along the estuarine ecocline. Therefore, knowledge of its degree of contamination might contribute to public health issues as well as marine conservation actions. Studies on mercury and other contaminants using this species as bioindicator (cosmopolitan, readily available) could help elucidating mechanisms through which pollutants are being transferred not only through the food chain, but also from estuarine–coastal–open waters. In addition, using the same species in marine pollution studies, especially as part of a mosaic of species, allows for wide range comparisons of marine food chain contamination.     

Characterisation of particulate matter and gaseous emissions from a large ship diesel engine

Composition of exhaust from a ship diesel engine using heavy fuel oil (HFO) was investigated onboard a large cargo vessel. The emitted particulate matter (PM) properties related to environmental and health impacts were investigated along with composition of the gas-phase emissions. Mass, size distribution, chemical composition and microphysical structure of the PM were investigated. The emission factor for PM was 5.3 g (kg fuel)^?1. The mass size distribution showed a bimodal shape with two maxima: one in the accumulation mode with mean particle diameter D_P around 0.5 μm and one in the coarse mode at D_P around 7 μm. The PM composition was dominated by organic carbon (OC), ash and sulphate while the elemental carbon (EC) composed only a few percent of the total PM. Increase of the PM in exhaust upon cooling was associated with increase of OC and sulphate. Laser analysis of the adsorbed phase in the cooled exhaust showed presence of a rich mixture of polycyclic aromatic hydrocarbon (PAH) species with molecular mass 178–300 amu while PM collected in the hot exhaust showed only four PAH masses.Microstructure and elemental analysis of ship combustion residuals indicate three distinct morphological structures with different chemical composition: soot aggregates, significantly metal polluted; char particles, clean or containing minerals; mineral and/or ash particles. Additionally, organic carbon particles of unburned fuel or/and lubricating oil origin were observed. Hazardous constituents from the combustion of heavy fuel oil such as transitional and alkali earth metals (V, Ni, Ca, Fe) were observed in the PM samples.Measurements of gaseous composition in the exhaust of this particular ship showed emission factors that are on the low side of the interval of global emission factors published in literature for NO_x, hydrocarbons (HC) and CO.     

Using NOx and CO monitoring data to indicate fine aerosol number concentrations and emission factors in three UK conurbations

It is increasingly accepted that although exposure to elevated concentrations of PM₁₀ is associated with an increased risk of mortality and morbidity, the relationship may not be causal. Rather, there is evidence that number concentrations may be a more appropriate metric than mass concentrations in evaluating health risk. Number concentrations are not routinely monitored and spatial and temporal patterns are poorly quantified. CO and NO_x are co-pollutants with their major urban source in common with fine particles, i.e. road vehicle emissions; are routinely monitored in many cities and are also related to ill health. Datasets of particle number concentration measurements from approximately month-long field campaigns in Manchester, Edinburgh and Birmingham (UK) are compared with simultaneous concentrations of CO and NO_x from nearby fixed monitors. It was found that it might be possible to reliably predict particle number concentrations (diameters>100 nm) on an hourly basis in Manchester city centre from knowledge of NO_x or CO concentrations alone. The influences of meteorology, spatial variability in emissions and lack of co-location upon the correlations are investigated using cluster analysis. The cluster analysis revealed that these relationships may vary between cities and are dependent upon monitor location but in ways that can be ascribed. For two out of three sites there existed a linear relationship between average cluster aerosol and gas concentrations. This indicates that although airmass aging disrupts the short-term linear relationship, the relationship in the average survives. An emission ratio of particles (approx. 100–500 nm diameter) to NO_x of approximately 50 cm⁻³ ppb⁻¹ was estimated in Manchester and Birmingham. Particle mass spectrometry measurements indicated that organic compounds dominated these particles and an emission rate of 0.58 ton km⁻² a⁻¹ of organic particulate matter from road transport has been estimated for the Greater Manchester conurbation.