Quantifying road dust resuspension in urban environment by Multilinear Engine: A comparison with PMF2

Atmospheric PM pollution from traffic comprises not only direct emissions but also non-exhaust emissions because resuspension of road dust that can produce high human exposure to heavy metals, metalloids, and mineral matter. A key task for establishing mitigation or preventive measures is estimating the contribution of road dust resuspension to the atmospheric PM mixture. Several source apportionment studies, applying receptor modeling at urban background sites, have shown the difficulty in identifying a road dust source separately from other mineral sources or vehicular exhausts. The Multilinear Engine (ME-2) is a computer program that can solve the Positive Matrix Factorization (PMF) problem. ME-2 uses a programming language permitting the solution to be guided toward some possible targets that can be derived from a priori knowledge of sources (chemical profile, ratios, etc.). This feature makes it especially suitable for source apportionment studies where partial knowledge of the sources is available.In the present study ME-2 was applied to data from an urban background site of Barcelona (Spain) to quantify the contribution of road dust resuspension to PM₁₀ and PM_2.5 concentrations. Given that recently the emission profile of local resuspended road dust was obtained (Amato, F., Pandolfi, M., Viana, M., Querol, X., Alastuey, A., Moreno, T., 2009. Spatial and chemical patterns of PM₁₀ in road dust deposited in urban environment. Atmospheric Environment 43 (9), 1650–1659), such a priori information was introduced in the model as auxiliary terms of the object function to be minimized by the implementation of the so-called “pulling equations”.ME-2 permitted to enhance the basic PMF solution (obtained by PMF2) identifying, beside the seven sources of PMF2, the road dust source which accounted for 6.9 μg m^?3 (17%) in PM₁₀, 2.2 μg m^?3 (8%) of PM_2.5 and 0.3 μg m^?3 (2%) of PM₁. This reveals that resuspension was responsible of the 37%, 15% and 3% of total traffic emissions respectively in PM₁₀, PM_2.5 and PM₁. Therefore the overall traffic contribution resulted in 18 μg m^?3 (46%) in PM₁₀, 14 μg m^?3 (51%) in PM_2.5 and 8 μg m^?3 (48%) in PM₁. In PMF2 this mass explained by road dust resuspension was redistributed among the rest of sources, increasing mostly the mineral, secondary nitrate and aged sea salt contributions.     

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ABSTRACT

Exposures of occupants in school buses to on-road vehicle emissions, including emissions from the bus itself, can be substantially greater than those in outdoor settings. A dual tracer method was developed and applied to two school buses in Seattle in 2005 to quantify in-cabin fine particulate matter (PM_2.5) concentrations attributable to the buses' diesel engine tailpipe (DPM_tp) and crankcase vent (PM_ck) emissions. The new method avoids the problem of differentiating bus emissions from chemically identical emissions of other vehicles by using a fuel-based organometallic iridium tracer for engine exhaust and by adding deuterated hexatriacontane to engine oil. Source testing results showed consistent PM:tracer ratios for the primary tracer for each type of emissions. Comparisons of the PM:tracer ratios indicated that there was a small amount of unburned lubricating oil emitted from the tailpipe; however, virtually no diesel fuel combustion products were found in the crankcase emissions. For the limited testing conducted here, although PM_ck emission rates (averages of 0.028 and 0.099 g/km for the two buses) were lower than those from the tailpipe (0.18 and 0.14 g/km), in-cabin PM_ck concentrations averaging 6.8 μg/m³ were higher than DPM_tp (0.91 μg/m³ average). In-cabin DPM_tp and PM_ck concentrations were significantly higher with bus windows closed (1.4 and 12 μg/m³, respectively) as compared with open (0.44 and 1.3 μg/m³, respectively). For comparison, average closed- and open-window in-cabin total PM_2.5 concentrations were 26 and 12 μg/m³, respectively. Despite the relatively short in-cabin sampling times, very high sensitivities were achieved, with detection limits of 0.002 μg/m³ for DPM_tp and 0.05 μg/m³ for PM_ck.

IMPLICATIONS PM_2.5 measurements in two Seattle school buses showed average concentrations of 26 and 12 μg/m³ with windows closed and open, respectively. Virtually all PM_2.5 was car bonaceous. Tracer measurements showed that bus self-pollution contributed approximately 50% of total PM_2.5 concentrations with windows closed and 15% with windows open, with over three-quarters of these contributions attributed to crankcase emissions. Maintaining ventilation in buses clearly reduces total PM_2.5 exposures and that from the buses' own emissions. The dual tracer method now offers researchers a new technique for explicit identification of single source contributions in settings with multiple sources of carbonaceous emissions.     

Identification and source apportionment of polycyclic aromatic hydrocarbons in ambient air particulate matter of Riyadh, Saudi Arabia

In an effort to assess the occurrence and sources of polycyclic aromatic hydrocarbons (PAHs) in the ambient air of Riyadh, Saudi Arabia, PM₁₀ samples were collected during December 2010. Diagnostic PAH concentration ratios were used as a tool to identify and characterize the PAH sources. The results reflect high PM₁₀ and PAH concentrations (particulate matter (PM)?=?270–1,270 μg/m³). The corresponding average PAH concentrations were in the range of 18?±?8 to 1,003?±?597 ng/m³ and the total concentrations (total PAHs (TPAHs) of 17 compounds) varied from 1,383 to 13,470 ng/m³ with an average of 5,871?±?2,830 ng/m³. The detection and quantification limits were 1–3 and 1–10 ng/ml, respectively, with a recovery range of 42–80 %. The ratio of the sum of the concentrations of the nine major non-alkylated compounds to the total (CPAHs/TPAHs) was 0.87?±?0.10, and other ratios were determined to apportion the PM sources. The PAHs found are characteristic for emissions from traffic with diesel being a predominant source.     

Source apportionment of secondary organic aerosol during a severe photochemical smog episode

The UCD/CIT air quality model was modified to predict source contributions to secondary organic aerosol (SOA) by expanding the Caltech Atmospheric Chemistry Mechanism to separately track source apportionment information through the chemical reaction system as precursor species react to form condensable products. The model was used to predict source contributions to SOA in Los Angeles from catalyst-equipped gasoline vehicles, non-catalyst equipped gasoline vehicles, diesel vehicles, combustion of high sulfur fuel, other anthropogenic sources, biogenic sources, and initial/boundary conditions during the severe photochemical smog episode that occurred on 9 September 1993. Gasoline engines (catalyst+non-catalyst equipped) were found to be the single-largest anthropogenic source of SOA averaged over the entire model domain. The region-wide 24-h average concentration of SOA produced by gasoline engines was predicted to be 0.34 μg m⁻³ with a maximum 24-h average concentration of 1.81 μg m⁻³ downwind of central Los Angeles. The region-wide 24-h average concentration of SOA produced by diesel engines was predicted to be 0.02 μg m⁻³, with a maximum 24-h average concentration of 0.12 μg m⁻³ downwind of central Los Angeles. Biogenic sources are predicted to produce a region-wide 24-h average SOA value of 0.16 μg m⁻³, with a maximum 24-h average concentration of 1.37 μg m⁻³ in the less-heavily populated regions at the northern and southern edges of the air basin (close to the biogenic emissions sources). SOA concentrations associated with anthropogenic sources were weakly diurnal, with slightly lower concentrations during the day as mixing depth increased. SOA concentrations associated with biogenic sources were strongly diurnal, with higher concentrations of aqueous biogenic SOA at night when relative humidity (RH) peaked and little biogenic SOA formation during the day when RH decreased.     

Multiple-year black carbon measurements and source apportionment using Delta-C in Rochester,New York

Black carbon (BC), an important component of the atmospheric aerosol, has climatic, environmental, and human health significance. In this study, BC was continuously measured using a two-wavelength aethalometer (370 nm and 880 nm) in Rochester, New York, from January 2007 to December 2010. The monitoring site is adjacent to two major urban highways (I-490 and I-590), where 14% to 21% of the total traffic was heavy-duty diesel vehicles. The annual average BC concentrations were 0.76 μg/m³, 0.67 μg/m³, 0.60 μg/m³, and 0.52 μg/m³ in 2007, 2008, 2009, and 2010, respectively. Positive matrix factorization (PMF) modeling was performed using PM_2.5 elements, sulfate, nitrate, ammonia, elemental carbon (EC), and organic carbon (OC) data from the U.S. Environmental Protection Agency (EPA) speciation network and Delta-C (UVBC_370nm – BC_880nm) data. Delta-C has been previously shown to be a tracer of wood combustion factor. It was used as an input variable in source apportionment models for the first time in this study and was found to play an important role in separating traffic (especially diesel) emissions from wood combustion emissions. The result showed the annual average PM_2.5 concentrations apportioned to diesel emissions in 2007, 2008, 2009, and 2010 were 1.34 μg/m³, 1.25 μg/m³, 1.13 μg/m³, and 0.97 μg/m³, respectively. The BC conditional probability function (CPF) plots show a large contribution from the highway diesel traffic to elevated BC concentrations. The measurements and modeling results suggest an impact of the U.S Environmental Protection Agency (EPA) 2007 Heavy-Duty Highway Rule on the decrease of BC and PM_2.5 concentrations during the study period.

Implications: This study suggests that there was an observable impact of the U.S EPA 2007 Heavy-Duty Highway Rule on the ambient black carbon concentrations in Rochester, New York. Aethalometer Delta-C was used as an input variable in source apportionment models and it allowed the separation of traffic (especially diesel) emissions from wood combustion emissions.     

Continuous measurement of particulate and sulfur dioxide concentrations in Junk Bay,Hong Kong

As part of an environmental impact assessment for building a new town in Junk Bay, continuous measurement of SO₂ and particulate concentrations was carried out from October 1981 to June 1982 at three sites in Junk Bay to study the air quality in the area. Flame photometric SO₂ analyzers were used to measure ambient SO₂ level, whereas tape monitors were used to measure the ambient suspended particulate level (in terms of soiling index, or coefficient of haze per 1000 feet). It was found that the mean SO₂ concentrations at the three monitoring sites ranged from 5μg m⁻³ to 35μg m⁻³. Maximum daily values up to about 250 μg m⁻³ and hourly values up to 800 μg m ⁻³ had been recorded on occasion. Comparison of the hourly meteorological data and the hourly SO₂ concentrations in four high-SO₂-level days suggested that the ‘sulfur dioxide episodes’ were all associated with very light wind speeds and local sources. The mean coefficient of haze level in Junk Bay was less than one, which corresponded to very slight particulate pollution.     

Corrosion Problems and Solutions For Electrostatic Precipitators

Travel on unpaved public roads is the single largest anthropogenic source of emissions of airborne particles in the U.S. The average impact of this source on average annual mean total suspended particulate (TSP) concentrations varies from 0.05 μg/m³ (Alaska) to 11 μg/m³ (Pennsylvania). When compared by contributions to the variance in state to state TSP levels, their impact is as great as the impact of emissions from all conventional sources. Common emission control methods include paving, oiling, speed reduction, watering, and application of calcium chloride. Total annual emissions are, in most cases, most economically reduced by either speed control or paving, with expected average control costs of less than $0.50/lb of emissions reductions. For most roads with average daily traffic flows above 100 vehicles per day, paving is shown to control emissions at average costs of less than $0.05/lb. In some situations, the costs of paving are more than offset by reductions in maintenance costs. Thus it would appear that, even accounting for the order of magnitude lower impact on statewide average concentration per ton of particles emitted from open sources, control of dust emissions from unpaved roads offers an economical means for reducing ambient TSP levels.     

Diesel emissions in Vienna

The aerosol in a non-industrial town normally is dominated by emissions from vehicles. Whereas gasoline-powered cars normally only emit a small amount of particulates, the emission by diesel-powered cars is considerable. The aerosol particles produced by diesel engines consist of graphitic carbon (GC) with attached hydrocarbons (HCs) including also polyaromatic HCs. Therefore the diesel particles can be carcinogenic. Besides diesel vehicles, all other combustion processes are also a source for GC; thus source apportionment of diesel emissions to the GC in the town is difficult.A direct apportionment of diesel emissions has been made possible by marking all the diesel fuel used by the vehicles in Vienna by a normally not occurring and easily detectable substance. All emitted diesel particles thus were marked with the tracer and by analyzing the atmospheric samples for the marking substance we found that the mass concentrations of diesel particles in the atmosphere varied between 5 and 23 μg m⁻³. Busy streets and calm residential areas show less difference in mass concentration than expected. The deposition of diesel particles on the ground has been determined by collecting samples from the road surface. The concentration of the marking substance was below the detection limit before the marking period and a year after the period. During the period when marked diesel fuel was used, the concentrations of the diesel particles settling to the ground was 0.012–0.07 g g⁻¹ of collected dust.A positive correlation between the diesel vehicle density and the sampled mass of diesel vehicles exists. In Vienna we have a background diesel particle concentration of 11 μg m⁻³. This value increases by 5.5 μg m⁻³ per 500 diesel vehicles h⁻¹ passing near the sampling location.The mass fraction of diesel particles of the total aerosol mass varied between 12.2 and 33%; the higher values were found in more remote areas, since diesel particles apparently diffuse easily.Estimates of diesel particle concentration by emission inventory or by using lead concentrations as an indicator for vehicle emissions gave similar values to those obtained in this study.Using available cancer risk data and diesel particle concentration found in this study, 1–2.6 additional lung cancers per 100,000 persons yr⁻¹ breathing diesel emissions in the measured concentration the whole lifetime can be expected.     

Application of a Lagrangian particle model to assess the impact of harbour,industrial and urban activities on air quality in the Taranto area,Italy

This paper evaluates the relative impact on air quality of harbour emissions, with respect to other emission sources located in the same area. The impact assessment study was conducted in the city of Taranto, Italy. This area was considered as representative of a typical Mediterranean harbour region, where shipping, industries and urban activities co-exist at a short distance, producing an ideal case to study the interaction among these different sources. Chemical and meteorological field campaigns were carried out to provide data to this study. An emission inventory has been developed taking into account industrial sources, traffic, domestic heating, fugitive and harbour emissions. A 3D Lagrangian particle dispersion model (SPRAY) has then been applied to the study area using reconstructed meteorological fields calculated by the diagnostic meteorological model MINERVE. 3D short term hourly concentrations have been computed for both all and specific sources. Industrial activities are found to be the main contributor to SO₂. Industry and traffic emissions are mainly responsible for NO_x simulated concentrations. CO concentrations are found to be mainly related to traffic emissions, while primary PM₁₀ simulated concentrations tend to be linked to industrial and fugitive emissions. Contributions of harbour activities to the seasonal average concentrations of SO₂ and NO_x are predicted to be up to 5 and 30 μg m⁻³, respectively to be compared to a overall peak values of 60 μg m⁻³ for SO₂ and 70 μg m⁻³ for NO_x. At selected urban monitoring stations, SO₂ and NO_x average source contributions are predicted to be both of about 9% from harbour activities, while 87% and 41% respectively of total concentrations are predicted to be of industrial origin.     

Investigation of the motor vehicle exhaust contribution to primary fine particle organic carbon in urban air

Motor vehicle (MV) emissions and ambient particle concentrations under a variety of situations were studied in Toronto and Vancouver, Canada. Petroleum biomarkers (i.e., hopanes and steranes) were used to determine the fraction of fine particle organic carbon (OC) attributed to primary particles in MV exhaust. Source profiles obtained from a tunnel and from direct tailpipe emissions were applied to ambient measurements at locations ranging from rush hour traffic to a regional background site. The greatest amount of MV OC, 4.0 μgC m⁻³ out of 9.1 μgC m⁻³ or 43%, was observed 75 m south of a commuter highway during a period that included morning rush hour. Monthly estimates of MV-OC were determined for a downtown Toronto monitoring site for 2 years. Total OC concentrations were greater in the summer, due to secondary OC, but the amount of MV-OC did not exhibit a strong seasonal pattern. However, on a per cent basis, MV contributions from primary OC emissions were greatest in the winter (15–20%) and smallest in the summer (10–15%) with a two-year average of 14% of the OC or about 5% of the PM_2.5.     

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.     

Presence of alkyllead in rural and urban air: Evaluation of some sources of alkyllead pollution of the atmosphere in Norway

Concentrations of alkyllead in ambient air were measured, as well as in car exhaust and in gasoline vapours. In Oslo the concentration in air ranged from 0.010 to 0.100 μg Pb m⁻³, and these values were compared to the concentrations (< 0.001 μg Pb m⁻³) measured in a low traffic rural area of Norway. The amount of alkyllead in car exhaust varied between 0.1 and 15 μg Pb m⁻³, which was between 0.01 and 0.5% of the amount of inorganic lead in exhaust. Evaporation of alkyllead from parked cars was estimated at 0.5 mg Pb per day per car. The concentrations of alkyllead in saturated gasoline vapour were found to be 10–20 mg Pb m⁻³ at ambient air temperatures.     

Atmospheric concentrations and dry deposition fluxes of particulate trace metals in Salvador,Bahia, Brazil

Respiratory system is the major route of entry for airborne particulates, being the effect on the human organism dependent on chemical composition of the particles, exposure time and individual susceptibility. Airborne particulate trace metals are considered to represent a health hazard since they may be absorbed into human lung tissues during breathing. Fossil fuel and wood combustion, as well as waste incineration and industrial processes, are the main anthropic sources of metals to the atmosphere. In urban areas, vehicular emissions—and dust resuspension associated to road traffic—become the most important manmade source.This work investigated the atmospheric concentrations of TSP, PM₁₀ and elements such as iron, manganese, copper and zinc, from three different sites around Salvador Region (Bahia, Brazil), namely: (i) Lapa Bus Station, strongly impacted by heavy-duty diesel vehicles; (ii) Aratu harbor, impacted by an intense movement of goods, including metal ores and concentrates and near industrial centers and; (iii) Bananeira Village located on Maré Island, a non-vehicle-influenced site, with activities such as handcraft work and fishery, although placed near the port. Results have pointed out that TSP concentrations ranged between 16.9 (Bananeira) and 354.0 μg m⁻³ (Aratu#1), while for PM₁₀ they ranged between 30.9 and 393.0 μg m⁻³, both in the Lapa Bus Station. Iron was the major element in both Lapa Station and Aratu (#1 and #2), with average concentrations in the PM₁₀ samples of 148.9, 79.6 and 205.0 ng m⁻³, respectively. Zinc, on the other hand, was predominant in samples from Bananeira, with an average concentration of 145.0 ng m⁻³ in TSP samples, since no PM₁₀ sample was taken from this site. The main sources of iron in the Lapa Station and Aratu harbor were, respectively, soil resuspension by buses and discharge of solid granaries, as fertilizers and metal ores. On the other hand, zinc and copper in the bus station were mainly from anthropic contributions, probably heavy-duty vehicle ageing and wearing actions releasing off Zn from tires and Cu from brake linings. In the Aratu harbor, the high copper concentrations found were probably due to the port's activities, as discharges of copper concentrate on its terminal, although other sources could be possible, as burning of diesel fuel on ships and heavy oil in heaters. Finally, the Bananeira site has been presented as a different profile, since this remote site has shown zinc as the most abundant element, demonstrating to have an unexpected anthropic contribution. On a mass-to-mass basis, both zinc and manganese were in high levels in the Bananeira site and their presence strongly suggest the impact of other sources, such as the Industrial Center of Aratu and/or a siderurgy plant, not far away from that location.     

Characteristics of carbonyl compounds in public vehicles of Beijing city: Concentrations,sources, and personal exposures

The characteristics of carbonyl compounds (carbonyls) including concentrations, major sources, and personal exposure were investigated for 29 vehicles including taxi, bus and subway in Beijing. It was found that the taxis (Xiali, TA) and buses (Huanghe, BA) fueled by gasoline with longer service years had the higher indoor carbonyl levels (178±42.7 and 188±31.6 μg m⁻³) while subways energized by electricity without exhaust and the jingwa buses (BB) driven in the suburb had the lower levels with total concentrations of 98.5±26.3 and 92.1±20.3 μg m⁻³, respectively. Outdoor carbonyls of taxi cars and buses were nearly at the same level with their total concentrations varying from 80 to 110 μg m⁻³. The level of outdoor subways carbonyls was equal with the ambient air levels. Exhaust leakage, indoor material emissions, photochemical formation, and infiltration of outdoor air were considered to be the major sources to in-vehicle carbonyls. Personal exposures and cancer risk to formaldehyde and acetaldehyde were calculated for professional bus and taxi drivers, respectively. Taxi drivers had the highest cancer risk with personal exposure to formaldehyde and acetaldehyde of 212 and 243 μg day⁻¹, respectively. The public concern should pay considerable attention to professional drivers’ health.     

Active methods of mercury removal from flue gases

Due to its adverse impact on health, as well as its global distribution, long atmospheric lifetime and propensity for deposition in the aquatic environment and in living tissue, the US Environmental Protection Agency (US EPA) has classified mercury and its compounds as a severe air quality threat. Such widespread presence of mercury in the environment originates from both natural and anthropogenic sources. Global anthropogenic emission of mercury is evaluated at 2000 Mg year⁻¹. According to the National Centre for Emissions Management (Pol. KOBiZE) report for 2014, Polish annual mercury emissions amount to approximately 10 Mg. Over 90% of mercury emissions in Poland originate from combustion of coal.

The purpose of this paper was to understand mercury behaviour during sub-bituminous coal and lignite combustion for flue gas purification in terms of reduction of emissions by active methods. The average mercury content in Polish sub-bituminous coal and lignite was 103.7 and 443.5 μg kg⁻¹. The concentration of mercury in flue gases emitted into the atmosphere was 5.3 μg m⁻³ for sub-bituminous coal and 17.5 μg m⁻³ for lignite. The study analysed six low-cost sorbents with the average achieved efficiency of mercury removal from 30.6 to 92.9% for sub-bituminous coal and 22.8 to 80.3% for lignite combustion. Also, the effect of coke dust grain size was examined for mercury sorptive properties. The fine fraction of coke dust (CD) adsorbed within 243–277 μg Hg kg⁻¹, while the largest fraction at only 95 μg Hg kg⁻¹. The CD fraction < 0.063 mm removed almost 92% of mercury during coal combustion, so the concentration of mercury in flue gas decreased from 5.3 to 0.4 μg Hg m⁻³. The same fraction of CD had removed 93% of mercury from lignite flue gas by reducing the concentration of mercury in the flow from 17.6 to 1.2 μg Hg m⁻³. The publication also presents the impact of photochemical oxidation of mercury on the effectiveness of Hg vapour removal during combustion of lignite. After physical oxidation of Hg in the flue gas, its effectiveness has increased twofold.

     

Isoprene emissions from a Florida scrub oak species grown in ambient and elevated carbon dioxide

The emission of isoprene (2-methyl-1,3-butadiene) by terrestrial vegetation is an important biosphere–atmosphere exchange which significantly impacts tropospheric chemistry. Isoprene emissions from Chapman oak (Quercus chapmanii) grown for over two years in elevated CO₂ levels were measured and compared to emissions from trees grown in ambient CO₂ levels in identical open-topped chambers, and emissions from ambient-grown trees were compared to emissions from trees grown in chamberless control plots. Emission rates were adjusted to 30 μmol m⁻² s⁻¹ of light intensity and 30°C, and standard T-tests were performed to compare emission rates. No significant differences in isoprene emission were found in ambient vs. elevated CO₂ grown trees, while emissions from ambient vs. control trees showed a significant chamber effect.     

Variation in the relationship between blood lead and air lead

Estimates of the slope of the relationship between blood lead (μg dl⁻¹) and air lead (μg m⁻³) obtained in ten independent studies are compared. No significant differences were detected among the estimates which ranged from 0.6 to 3.1 μg dl⁻¹ per μg m⁻³ and represented male adult, female adult and child populations. A single best estimate of 1.2 μg dl⁻¹ per μg m⁻³ ( ± 0.2,95 per cent confidence limits) was obtained. It is concluded that, if the blood lead-air lead slope depends on various physical and biological factors, then studies providing more precise estimates are required to detect these differences.     

Monoterpene emissions from soil in a Sitka spruce forest

A dynamic soil enclosure was used to characterise monoterpene emissions from 3 soil depths within a Picea sitchensis (Sitka spruce) forest. In addition, a dynamic branch enclosure was used to provide comparative emissions data from foliage. In all cases, limonene and α-pinene dominated monoterpene soil emissions, whilst camphene, β-pinene and myrcene were also present in significant quantities. α-Phellandrene, 3-carene and α-terpinene were occasionally emitted in quantifiable amounts whilst cymene and cineole, although tentatively identified, were always non-quantifiable. Total daily mean monoterpene emission rates, normalised to 30°C, varied considerably between soil depths from 33.6 μg m⁻² h⁻¹ (range 28.3–38.4) for undisturbed soil, to 13.0 μg m⁻² h⁻¹ (8.97–16.4) with uppermost layer removed, to 199 μg m⁻² h⁻¹ (157–216) with partially decayed layer removed, suggesting that the surface needle litter was the most likely source of soil emissions to the atmosphere. Relative monoterpene ratios did not vary significantly between layers. Foliar monoterpenes exhibited a similar emission profile to soils with the exceptions of camphene and 3-carene whose contributions decreased and increased, respectively. Emission rates from foliage, normalised to 30°C were found to have a daily mean of 625 ng g⁻¹ dw h⁻¹ (299–1360). On a land area basis however, total soil emissions were demonstrated to be relatively insignificant to total emissions from the forest ecosystem.     

Source apportionment analysis of atmospheric particulates in an industrialised urban site in southwestern Spain

A detailed physical and chemical characterisation of total suspended particles (TSP) in the highly industrialised city of Huelva (southwestern Spain) was carried out. The results evidenced a coarse grain-size prevalence (PM₁₀ accounting for only 40% of TSP mass, 37 and 91 μg/m³, respectively). PM₁₀ levels are in the usual range for urban background sites in Spain. The crustal, anthropogenic and marine components accounted for a mean of a 40%, 24% and 5% of bulk TSP, respectively. As expected from the industrial activities, relatively high PO₄³⁻ and As levels for an urban site were detected. In addition to the crustal and marine components, source apportionment analysis revealed three additional emission sources influencing the levels and composition of TSP: (a) a petrochemical source, (b) a mixed metallurgical-phosphate source, (c) and an unknown source (Sb and NO₃⁻).Due to the high local emissions, the mean TSP anthropogenic contribution (mostly PM₁₀) obtained for all possible air mass transport scenarios reached 18–29 μg/m³. The 2010 annual EU PM₁₀ limit value (20 μg/m³) would be exceeded by the anthropogenic load recorded for all the air mass transport scenarios, with the exception of the North Atlantic transport (only 15% of the sampling days). Under African air mass transport scenarios (20% of sampling days), the TSP crustal contribution reached near three times the local crustal contribution. It must be pointed out that this crustal input should diminish when sampling PM₁₀ due to the dominant coarse size distribution of this type of particles.     

Studies of the coarse particle (2.5–10 μm) component in UK urban atmospheres

An analysis is presented of continuous simultaneous measurement data for PM₁₀ and PM_2.5 using TEOM instruments from five sites in the United Kingdom. The results are analysed specifically in relation to the sources and processes influencing the coarse particle fraction (2.5–10 μm). The data show a generally strong correlation between fine and coarse particle concentrations at all sites, with a generally higher proportion of coarse particles in the dryer months of the year. The one rural site shows a notably lower proportion of coarse particles than the urban and suburban sites. Whilst it is possible to disaggregate the coarse particle concentrations into a component which is diluted by increasing windspeed and a component which increases with windspeed and is hence possibly attributable to wind-induced resuspension processes, the latter is only a minor proportion of the total coarse particle concentration. There are appreciable weekday-to-weekend and day-to-night differences between coarse particle concentrations which are most marked at the urban sites indicative of anthropogenic activities being a source of coarse particles. The clearest indication of the likely predominant source of coarse particles arises from an analysis of a data set derived from an urban street canyon site after subtraction of measurements from a nearby urban background location. The data indicate strong relationships of both fine and coarse incremental particle concentrations in the street canyon with incremental NO_x. If incremental fine particles and coarse particles are attributed to exhaust emissions and vehicle-induced resuspension, respectively, then it may be concluded that vehicle-induced resuspension provides a source strength approximately equal to that of exhaust emissions. An analysis of the coarse particle concentration data suggest that episodes of elevated coarse particle concentrations alone very rarely lead to exceedence of the UK air quality standard for PM₁₀ of 50 μg m⁻³ measured as a 24-h running mean.