Identification of particles containing chromium and lead in road dust and soakaway sediment by electron probe microanalyser

Individual particles containing Cr and/or Pb and other major components were identified in road dust from a heavily used road (hereinafter 'heavy traffic road dust'), road dust from a residential area and soakaway sediment by electron probe microanalyser to locate their sources and carrier particles. Individual particles containing high levels of Cr and/or Pb (>or=0.2%) were identified using wavelength dispersive spectrometry (WDS) map analysis. Chromium, Pb and other major elements were then determined by means of a combination of WDS and energy-dispersive spectrometry in all identified particles, 50 particles containing neither Cr nor Pb from each type of road dust and soakaway sediment, and yellow road line markings. WDS map analysis revealed that many particles containing both Cr and Pb were present among the identified particles in heavy traffic road dust, whereas they were minor components in road dust from the residential area and soakaway sediment. The plots of X-ray intensities of Cr vs. Pb were linear for the identified particles containing both Cr and Pb in heavy traffic road dust, and the line closely fitted the plots for the three yellow road line marking samples. Individual particles were then classified using cluster analysis of element components. The results revealed that the adsorption of source materials or released metals onto soil minerals occurred in road dust and soakaway sediment, that the yellow road line markings were sources of Cr and Pb in heavy traffic road dust, and that materials containing Fe as a major component, such as stainless steel, were additional sources of Cr in both road dust and soakaway sediment.     

Comparison of the physical and chemical characteristics of fine road dust at different urban sites

The size distribution and chemical components of a fine fraction (<2.5 μm) of road dust collected at urban sites in Korea (Gwangju) and Mongolia (Ulaanbaatar) where distinct urban characteristics exist were measured. A clear bimodal size distribution was observed for the resuspended fine road dust at the urban sites in Korea. The first mode peaked at 100–110 nm, and the second peak was observed at 435–570 nm. Ultrafine mode (~30 nm) was found for the fine road dust at the Mongolia site, which was significantly affected by residential coal/biomass burning. The contribution of the water-soluble ions to the fine road dust was higher at the sites in Mongolia (15.8–16.8%) than at those in Korea (1.2–4.8%). Sulfate and chloride were the most dominant ionic species for the fine road dust in Mongolia. As (arsenic) was also much higher for the Mongolian road dust than the others. The sulfate, chloride, and As mainly come from coal burning activity, suggesting that coal and biomass combustion in Mongolia during the heating season should affect the size and chemical components of the fine road dust. Cu (copper) and Zn (zinc), carbonaceous particles (organic carbon [OC] and elemental carbon [EC]) increased at sites in Korea, suggesting that the fine road dust at these sites was significantly affected by the high volume of traffic (engine emission and brake/tire wear). Our results suggest that chemical profiles for road dust specific to certain sites should be applied to more accurately apportion road dust source contributing to the ambient particulate matter.

Implications: Size and chemical characteristics of fine road dust at sites having distinct urban characteristics were examined. Residential coal and biomass burning and traffic affected physiochemical properties of the fine road dust. Different road dust profiles at different sites should be needed to determine the ambient PM2.5 sources more accurately.     

Size- and density-distributions and sources of polycyclic aromatic hydrocarbons in urban road dust

Polycyclic aromatic hydrocarbons (PAHs) present in size- and density-fractionated road dust were measured to identify the important fractions in urban runoff and to analyse their sources. Road dust was collected from a residential area (Shakujii) and a heavy traffic area (Hongo Street). The sampling of road dust from the residential area was conducted twice in different seasons (autumn and winter). The collected road dust was separated into three or four size-fractions and further fractionated into light (<1.7 g/cm3) and heavy (>1.7 g/cm3) fractions by using cesium chloride solution. Light particles constituted only 4.0+/-1.4%, 0.69+/-0.03% and 3.4+/-1.0% of the road dust by weight for Shakujii (November), Shakujii (February) and Hongo Street, respectively but contained 28+/-10%, 33+/-3% and 44+/-8% of the total PAHs, respectively. The PAH contents in the light fractions were 1-2 orders of magnitude higher than those in the heavy fractions. In the light fractions, the 12PAH contents in February were significantly higher than the 12PAH contents in November (P<0.01), whereas in the heavy fractions, no significant difference was found (P>0.05). Cluster analysis revealed that there was a significant difference in the PAH profiles between locations rather than between size-fractions, density-fractions and sampling times. Multiple regression analysis indicated that asphalt/pavement was the major source of Shakujii road dust, and that tyre and diesel vehicle exhaust were the major sources of finer and coarser fractions collected from Hongo Street road dust, respectively.     

Testing Re-entrained Aerosol Kinetic Emissions from Roads : a new approach to infer silt loading on roadways

PM₁₀ and PM_2.5 emissions from roadways are currently estimated using the silt loading on the road surface as a surrogate for the emissions potential of road dust. While the United States Environmental Protection Agency prescribes this method in AP-42, there is considerable cost associated with silt loading measurements; it is feasible to sample only a small portion of a roadway network. A new approach for measuring the concentration of suspendable PM₁₀ above road surfaces has been developed to obtain a more spatially representative estimate of a road's potential to emit dust. The Testing Re-entrained Aerosols Kinetic Emissions from Roads (TRAKER) system uses real-time aerosol sensors mounted on a vehicle to measure the concentration of dust suspended from the road while the vehicle is in motion. When coupled with a Global Positioning System (GPS) instrument, TRAKER can be used to efficiently survey the changes in suspendable particles due to varying road conditions over a large spatial domain.In a recent study on paved roads in Las Vegas, the TRAKER system was compared with collocated silt loading measurements. The TRAKER system was also used to survey the relative amounts of suspendable road dust on approximately 300 miles of paved roads. The system provides a unique perspective on road dust sources and their spatial distribution.Results of this study indicated that the difference of the PM₁₀ concentrations measured behind the tire and on the hood is exponentially related to vehicle speed. This was an interesting finding because current AP-42 road dust emissions estimation methods do not include vehicle speed as a factor in the emissions calculations. The experiment also demonstrated that the distribution of suspendable material on roadways is highly variable and that a large number of samples are needed to represent road dust emissions potential on an urban scale for a variety of road and activity conditions.     

Source characterisation of road dust based on chemical and mineralogical composition

Road dust contain potentially toxic pollutants originating from a range of anthropogenic sources common to urban land uses and soil inputs from surrounding areas. The research study analysed the mineralogy and morphology of dust samples from road surfaces from different land uses and background soil samples to characterise the relative source contributions to road dust. The road dust consist primarily of soil derived minerals (60%) with quartz averaging 40-50% and remainder being clay forming minerals of albite, microcline, chlorite and muscovite originating from surrounding soils. About 2% was organic matter primarily originating from plant matter. Potentially toxic pollutants represented about 30% of the build-up. These pollutants consist of brake and tire wear, combustion emissions and fly ash from asphalt. Heavy metals such as Zn, Cu, Pb, Ni, Cr and Cd primarily originate from vehicular traffic while Fe, Al and Mn primarily originate from surrounding soils. The research study confirmed the significant contribution of vehicular traffic to dust deposited on urban road surfaces.     

Source diagnostics of polycyclic aromatic hydrocarbons in urban road runoff, dust, rain and canopy throughfall

Diagnostic ratios and multivariate analysis were utilized to apportion polycyclic aromatic hydrocarbon (PAH) sources for road runoff, road dust, rain and canopy throughfall based on samples collected in an urban area of Beijing, China. Three sampling sites representing vehicle lane, bicycle lane and branch road were selected. For road runoff and road dust, vehicular emission and coal combustion were identified as major sources, and the source contributions varied among the sampling sites. For rain, three principal components were apportioned representing coal/oil combustion (54%), vehicular emission (34%) and coking (12%). For canopy throughfall, vehicular emission (56%), coal combustion (30%) and oil combustion (14%) were identified as major sources. Overall, the PAH's source for road runoff mainly reflected that for road dust. Despite site-specific sources, the findings at the study area provided a general picture of PAHs sources for the road runoff system in urban area of Beijing.     

The sorption of heavy metal species by sediments in soakaways receiving urban road runoff

Infiltration facilities are designed for both the retention of non-point pollutants and the replenishment of groundwater in urban areas. In this study, sorption tests were conducted to evaluate the speciation of heavy metals and their behaviour in infiltration facilities receiving urban road runoff containing high DOC concentrations and stable heavy metal organic complexes. Road dust and three soakaway sediments were collected from heavy traffic areas and a residential area with an infiltration-type sewerage system in Tokyo, Japan. Sequential multiple batch tests were conducted by adding prepared road dust leachate (artificial road runoff) or deionised water to soakaway sediment to obtain soakaway sediment leachate (artificial percolating water from soakaway sediment), which mimicked the sorption by sediments in soakaways receiving urban road runoff. Heavy metal speciation was assessed by means of a combination of anion-exchange resin measurements and MINTEQA2 model calculations, and further validated by chelating resin measurements. In road dust leachates and soakaway sediment leachates, Cu predominantly existed as organic complexes and carbonates, whereas most Mn, Zn and Cd were found to exist in the form of free ions and carbonate complexes. Stable organic complexes of Cu in road dust leachates were strongly adsorbed by soakaway sediments despite the limited adsorption of DOC. On the other hand, desorption of free Mn, Zn and Cd ions from the sediment receiving road dust leachates was observed, indicating that heavy metals such as Mn, Zn and Cd may ultimately reach groundwater as free ions.     

Characteristics of road dust from different sampling sites in northern Taiwan

Road dust contributes a large percentage of the atmosphere's suspended particles in Taiwan. Three road dust samples were collected from downtown, electrical park, and freeway tunnel areas. A mechanical sieve separated the road dust in the initial stage. Particles > 100 microm were 75%, 70%, and 60% (wt/wt), respectively, of the samples. Those particles < 37 microm were resuspended in another mixing chamber and then collected by a Moudi particle sampler. The largest mass fraction of resuspended road dust was in the range of 1-10 microm. Ultrafine particles (< 1 microm) composed 33.7, 17, and 7.4% of the particle samples (downtown, electrical park, and freeway tunnel, respectively). The road dust compositions were analyzed by inductively coupled plasma (ICP)-atomic emissions spectroscopy and ICP-mass spectrometry. The highest concentration fraction contained more aluminum (Al), iron (Fe), calcium (Ca), and potassium than other elements in the road dust particle samples. Additionally, the sulfur (S) content in the road dust from the electrical park and freeway tunnel areas was 2.1 and 3.4 times the downtown area sample, respectively. The sulfur originated from the vehicle and boiler oil combustion and industrial manufacturing processes. Furthermore, zinc (Zn) concentration in the tunnel dust was 2.6 times that of the downtown and electrical park samples, which can be attributed to vehicle tire wear and tear. Resuspended road dusts (< 10 microm) from the downtown and freeway tunnel areas were principally 2.5-10 microm Al, barium (Ba), Ca, copper (Cu), Fe, magnesium (Mg), sodium (Na), antimony (Sb), and Zn, whereas arsenic (As), chromium (Cr), and nickel (Ni) were predominant in the ultrafine particle samples (< 1 microm). Al, Ba, and Ca are the typical soil elements in coarse particles; and As, and Cr and Ni are the typical fingerprint of oil combustion and vehicle engine abrasion in ultrafine particles. There was a special characteristic of resuspension road dust at electrical park, that is, many elements, including As, Ba, Ca, cadmium, Cr, Cu, Fe, manganese (Mn), Ni, lead (Pb), S, vanadium (V), and Zn, were major in ultrafine particles. These elements should be attributed to the special manufacturing processes of electric products.     

Characteristics of Road Dust from Different Sampling Sites in Northern Taiwan

Abstract

Road dust contributes a large percentage of the atmosphere’s suspended particles in Taiwan. Three road dust samples were collected from downtown, electrical park, and freeway tunnel areas. A mechanical sieve separated the road dust in the initial stage. Particles >100 μm were 75%, 70%, and 60% (wt/wt), respectively, of the samples. Those particles <37 μm were resuspended in another mixing chamber and then collected by a Moudi particle sampler. The largest mass fraction of resuspended road dust was in the range of 1–10 μm. Ultrafine particles (<1 μm) composed 33.7, 17, and 7.4% of the particle samples (downtown, electrical park, and freeway tunnel, respectively). The road dust compositions were analyzed by inductively coupled plasma (ICP)-atomic emissions spectroscopy and ICP-mass spectrometry. The highest concentration fraction contained more aluminum (Al), iron (Fe), calcium (Ca), and potassium than other elements in the road dust particle samples. Additionally, the sulfur (S) content in the road dust from the electrical park and freeway tunnel areas was 2.1 and 3.4 times the downtown area sample, respectively. The sulfur originated from the vehicle and boiler oil combustion and industrial manufacturing processes. Furthermore, zinc (Zn) concentration in the tunnel dust was 2.6 times that of the downtown and electrical park samples, which can be attributed to vehicle tire wear and tear. Resuspended road dusts (<10 μm) from the downtown and freeway tunnel areas were principally 2.5–10 μm Al, barium (Ba), Ca, copper (Cu), Fe, magnesium (Mg), sodium (Na), antimony (Sb), and Zn, whereas arsenic (As), chromium (Cr), and nickel (Ni) were predominant in the ultrafine particle samples (<1 μm). Al, Ba, and Ca are the typical soil elements in coarse particles; and As, and Cr and Ni are the typical fingerprint of oil combustion and vehicle engine abrasion in ultrafine particles. There was a special characteristic of resuspension road dust at electrical park, that is, many elements, including As, Ba, Ca, cadmium, Cr, Cu, Fe, manganese (Mn), Ni, lead (Pb), S, vanadium (V), and Zn, were major in ultrafine particles. These elements should be attributed to the special manufacturing processes of electric products.     

Road dust emissions from paved roads measured using different mobile systems

Very few real-world measurements of road dust suspension have been performed to date. This study compares two different techniques (referred to as Sniffer and Emma) to measure road dust emissions. The main differences between the systems are the construction of the inlet, different instruments for recording particulate matter (PM) levels, and different loads on the wheel axes (the weight of Sniffer was much higher than that of Emma). Both systems showed substantial small-scale variations of emission levels along the road, likely depending on-road surface conditions. The variations observed correlated quite well, and the discrepancies are likely a result of variations in dust load on the road surface perpendicular to the driving direction that cause variations in the measurements depending on slightly different paths driven by the two vehicles. Both systems showed a substantial influence on the emission levels depending on the type of tire used. The summer tire showed much lower suspension than the winter tires (one nonstudded and one studded). However, the relative importance of the nonstudded versus studded tire was rather different. For the ratio of studded/nonstudded, Emma shows higher values on all road sections compared with Sniffer. Both techniques showed increased emission levels with increasing vehicle speed. When the speed increased from 50 to 80 km hr(-1), the relative concentrations increased by 30-170% depending on the tire type and dust load. However, for road sections that were very dirty, Sniffer showed a much higher relative increase in the emission level with the nonstudded tire. Sniffer's absolute concentrations were mostly higher than Emma's. Possible reasons for the differences are discussed in the paper. Both systems can be used for studying relative road dust emissions and for designing air quality management strategies.     

Chemical characterization and source identification/apportionment of fine and coarse air particles in Thessaloniki,Greece

The distribution of air particulate mass and selected particle components (trace elements and polycyclic aromatic hydrocarbons (PAHs)) in the fine and the coarse size fractions was investigated at a traffic-impacted urban site in Thessaloniki, Greece. 76±6% on average of the total ambient aerosol mass was distributed in the fine size fraction. Fine-sized trace elemental fractions ranged between 51% for Fe and 95% for Zn, while those of PAHs were between 95% and 99%. A significant seasonal effect was observed for the size distribution of aerosol mass, with a shift to larger fine fractions in winter. Similar seasonal trend was exhibited by PAHs, whereas larger fine fractions in summer were shown by trace elements. The compositional signatures of fine and coarse particle fractions were compared to that of local paved-road dust. A strong correlation was found between coarse particles and road dust suggesting strong contribution of resuspended road dust to the coarse particles. A multivariate receptor model (multiple regression on absolute principal component scores) was applied on separate fine and coarse aerosol data for source identification and apportionment. Results demonstrated that the largest contribution to fine-sized aerosol is traffic (38%) followed by road dust (28%), while road dust clearly dominated the coarse size fraction (57%).     

Road dust resuspension in the vicinity of limestone quarries in Jordan

Many areas in Jordan suffer from elevated levels of coarse particulate matter (PM10). One potentially significant source of the observed PM is the resuspension of road dust in the vicinity of limestone quarries. To obtain data to assess the impact from this source, PM10 road dust resuspension factors near Abusiiah, a town to the north east of Amman surrounded by many quarries and brick factories, were measured. Measurements included PM10 mass, particle size distributions, wind speed, and wind direction. The results showed that PM10 concentrations could be as high as 600 microg/m3, and most of the airborne PM is in the coarse fraction. Loading trucks play a major role in resuspending road dust, with an observed PM10 emission rate of >6000 mg/km.     

Pollution of the roadside environment by dust particles from road surface repairs

The purpose of the study is to investigate the practical aspects of environmental pollution near motorways by dust particles formed during repair works and to identify specific ways to improve the overall environmental situation near highways and reduce the level of pollution during road maintenance. The leading approach is a systematic analysis of the problems of environmental pollution by dust emissions in general. The study results reflect the entire volume of research efforts made to determine the optimal composition of the concrete mixture for road repairs, which allows reducing the emission of dust particles into the surrounding roadside environment and improves the environmental situation on the roadside.

     

Monitoring of dust emission on gravel roads: Development of a mobile methodology and examination of horizontal diffusion

Traffic-generated fugitive dust on gravel roads impairs visibility and deposits on the adjacent environment. Particulate matter smaller than 10 μm in diameter (PM₁₀) is also associated with human health problems. Dust emission strength depends on the composition of granular material, road moisture, relative humidity, local climate (precipitation, wind velocity, etc.), and vehicle characteristics.The objectives of this study were to develop a reliable and rapid mobile methodology to measure dust concentrations on gravel roads, evaluate the precision and repeatability of the methodology and correspondence with the currently used visual assessment technique. Downwind horizontal diffusion was studied to evaluate the risk of exceeding the maximum allowed particulate matter concentration in ambient air near gravel roads according to European Council Directive [European Council Directive 1999/30/EC of 22 April 1999 relating to limit values for sulphur dioxide, nitrogen dioxide and oxides of nitrogen, particulate matter and lead in ambient air. Official Journal of the European Communities. L163/41.].A TSI DustTrak Aerosol Monitor was mounted on an estate car travelling along test sections treated with various dust suppressants. Measured PM₁₀ concentrations were compared to visual assessments performed at the same time. Airborne particles were collected in filters mounted behind the vehicle to compare the whole dust fraction with the PM₁₀ concentration. For measuring the horizontal diffusion, DustTraks were placed at various distances downwind of a dusty road section.The mobile methodology was vehicle and speed dependent but not driver dependent with pre-specified driving behaviours. A high linear correlation between PM₁₀ of different vehicles makes relative measurements of dust concentrations possible. The methodology gives continuous data series, mobility, and easy handling and provides fast, reliable and inexpensive measurements for estimating road conditions to make road maintenance more efficient.Good correlations between measured PM₁₀-values, visually assessed dust generation and dust collected in filters were obtained. PM₁₀ seems to be correlated to the whole dust fraction that impairs visibility on gravel roads.A decay in PM₁₀ concentration as a function of distance from the road was observed. Measured particles principally did not travel further than 45 m from the road. The risk of exceeding the PM₁₀ concentration stated in the EC-directive seems small.     

PM10 emission factors for non-exhaust particles generated by road traffic in an urban street canyon and along a freeway in Switzerland

Recent studies have shown clear contributions of non-exhaust emissions to the traffic related PM10 load of the ambient air. These emissions consist of particles produced by abrasion from brakes, road wear, tire wear, as well as vehicle induced resuspension of deposited road dust. The main scope of the presented work was to identify and quantify the non-exhaust fraction of traffic related PM10 for two roadside locations in Switzerland with different traffic regimes. The two investigated locations, an urban street canyon with heavily congested traffic and an interurban freeway, are considered as being typical for Central Europe. Mass-relevant contributions from abrasion particles and resuspended road dust mainly originated from particles in the size range 1–10 μm. The results showed a major influence of vehicle induced resuspension of road dust. In the street canyon, the traffic related PM10 emissions (LDV: 24 ± 8 mg km^?1 vehicle^?1, HDV: 498 ± 86 mg km^?1 vehicle^?1) were assigned to 21% brake wear, 38% resuspended road dust and 41% exhaust emissions. Along the freeway (LDV: 50 ± 13 mg km^?1 vehicle^?1, HDV: 288 ± 72 mg km^?1 vehicle^?1), respective contributions were 3% brake wear, 56% resuspended road dust and 41% exhaust emissions. There was no indication for relevant contributions from tire wear and abrasion from undamaged pavements.     

Cost and Benefits of Road Dust Control in Seattle’s Industrial Valley

The paving of gravel roads with an average daily traffic (ADT) over 15 is a least cost method for reducing suspended particulate In the air in Seattle. It is also a good business investment when the ADT exceeds 100. Clean roads, gutters, and parking lots may reduce or eliminate Seattle’s most serious environmental constraint on economic development. In a study done in Seattle’s Duwamish Valley the impact of road dust on air quality was measured by obtaining dust emission factors for vehicles traveling at 10, 20, and 30 mph on gravel as well as dusty paved roads. A University of Washington Mark II Cascade Impactor was mounted on a trailer and towed behind a car to determine the concentration and size distribution of this dust. It was found that each vehicle mile at 20 mph on unpaved roads contributed 7.0 Ib of dust to the air, 1.9 Ib consisting of particles smaller than 10 microns in diameter and 0.24 Ib below 2 microns. Three to eight percent by weight of this respirable dust was free silica, which is potentially toxic. The quantity of dust generated varies as an exponent of the speed. The concentrations of dust found in the air near a dry gravel road with an ADT of 250 reached 584 μg/m3 for an 8 hr work day. A 24 hr suspended particulate reading of 463 μg/m3 total and 3.83 μg/m3 free silica was found beside a dusty paved road with an ADT of 18,000. Nineteen miles of gravel roads and 110 miles of dusty paved roads contributed 2700 tons/year of particulate, of which 700 tons were below 10 microns. Paving or oiling such roads will produce benefits of $3,881,000 yearly in household cleaning, health care, sewer, vehicle operation, and road maintenance costs as well as an increase in property values. Clean roads can lower the cost of clean air in Seattle.     

Long-term study of palladium in road tunnel dust and sewage sludge ash

The present work summarizes data about palladium contents of road tunnel dust from 1994 to 2007 and sewage sludge ash from 1972 to 2006. Since palladium is emitted from automotive catalytic converters as elemental particles, road dust is quiet useful to study traffic-related Pd emissions. Very high Pd values of up to 516 μg Pd kg⁻¹ were found in the road dust samples collected in 2007. Heavy metals of all urban emissions, also dental practice effluent, are enriched in sewage sludge ash and thus this matrix is useful for the documentation of palladium emission caused by the use of Pd alloys in dental medicine. In sewage sludge ash highest Pd contents of maximum 460 μg Pd kg⁻¹ were found in the years 1986-1997. In both matrices correlations of Pd content to Pd demand of industry are discussed.     

Characteristics of re-suspended road dust and its impact on the atmospheric environment in Beijing

A sampling campaign of re-suspended road dust samples from 53 sites that could cover basically the entire Beijing, soil samples from the source regions of dust storm in August 2003, and aerosol samples from three representative sites in Beijing from December 2001 to September 2003, was carried out to investigate the characteristics of re-suspended road dust and its impact on the atmospheric environment. Ca, S, Cu, Zn, Ni, Pb, and Cd were far higher than its crustal abundances and Ca²⁺, SO₄²⁻, Cl⁻, K⁺, Na⁺, NO₃⁻ were major ions in re-suspended road dust. Al, Ti, Sc, Co, and Mg in re-suspended road dust were mainly originated from crustal source, while Cu, Zn, Ni, and Pb were mainly derived from traffic emissions and coal burning, and Fe, Mn, and Cd were mainly from industrial emissions, coal combustion and oil burning. Ca²⁺ and SO₄²⁻ mainly came from construction activities, construction materials and secondary gas-particle conversions, Cl⁻ and Na⁺ were derived from industrial wastewater disposal and chemical industrial emissions, and NO₃⁻ and K⁺ were from vehicle emissions, photochemical reactions of NO_X, biomass and vegetable burning. The contribution of mineral aerosol from inside Beijing to the total mineral aerosols was ∼30% in spring of 2002, ∼70% in summer of 2002, ∼80% in autumn of 2003, ∼20% in PM₁₀ and ∼50% in PM_2.5, in winter of 2002. The pollution levels of the major pollution species, Ca, S, Cu, Zn, Ni, Pb, Fe, Mn, and Cd in re-suspended road dust reached ∼76%, ∼87%, ∼75%, ∼80%, ∼82%, ∼90%, ∼45%, ∼51%, and ∼94%, respectively. Re-suspended road dust from the traffic and construction activities was one of the major sources of pollution aerosols in Beijing.     

Road Dust Resuspension in the Vicinity of Limestone Quarries in Jordan

Abstract

Many areas in Jordan suffer from elevated levels of coarse particulate matter (PM₁₀). One potentially significant source of the observed PM is the resuspension of road dust in the vicinity of limestone quarries. To obtain data to assess the impact from this source, PM₁₀ road dust resus-pension factors near Abusiiah, a town to the north east of Amman surrounded by many quarries and brick factories, were measured. Measurements included PM₁₀ mass, particle size distributions, wind speed, and wind direction.The results showed that PM₁₀ concentrations could be as high as 600 µg/m³, and most of the airborne PM is in the coarse fraction. Loading trucks play a major role in resus-pending road dust, with an observed PM₁₀ emission rate of >6000 mg/km.     

Seasonal ambient particulate matter and population health outcomes among communities impacted by road dust in British Columbia,Canada

In recent years, many air quality monitoring programs have favored measurement of particles less than 2.5 µm (PM_2.5) over particles less than 10 µm (PM₁₀) in light of evidence that health impacts are mostly from the fine fraction. However, the coarse fraction (PM_10-2.5) may have independent health impacts that support continued measurement of PM₁₀ in some areas, such as those affected by road dust. The objective of this study was to evaluate the associations between different measures of daily PM exposure and two daily indicators of population health in seven communities in British Columbia, Canada, where road dust is an ongoing concern. The measures of exposure were PM₁₀, PM_2.5, PM_10-2.5, PM_2.5 adjusted for PM_10-2.5, and PM_10-2.5 adjusted for PM_2.5. The indicators of population health were dispensations of the respiratory reliever medication salbutamol sulfate and nonaccidental mortality. This study followed a time-series design using Poisson regression over a 2003–2015 study period, with analyses stratified by three seasons: residential woodsmoke in winter; road dust in spring; and wildfire smoke in summer. A random-effects meta-analysis was conducted to establish a pooled estimate. Overall, an interquartile range increase in daily PM_10-2.5 was associated with a 3.6% [1.6, 5.6] increase in nonaccidental mortality during the road dust season, which was reduced to 3.1% [0.8, 5.4] after adjustment for PM_2.5. The adjusted coarse fraction had no effect on salbutamol dispensations in any season. However, an interquartile range increase in PM_2.5 was associated with a 2.7% [2.0, 3.4] increase in dispensations during the wildfire season. These analyses suggest different impacts of different PM fractions by season, with a robust association between the coarse fraction and nonaccidental mortality in communities and periods affected by road dust. We recommend that PM₁₀ monitoring networks be maintained in these communities to provide feedback for future dust mitigation programs.

Implications: There was a significant association between daily concentrations of the coarse fraction and nonaccidental mortality during the road dust season, even after adjustment for the fine fraction. The acute and chronic health effects associated with exposure to the coarse fraction remain unclear, which supports the maintenance of PM₁₀ monitoring networks to allow for further research in communities affected by sources such as road dust.