In most cases, receptor models are applied to data from a single monitoring site even if there are multiple sampling locations in a given urban area. When it can be reasonably expected that the sites ...are affected by the same set of sources, it is possible to use the spatial variability of the source contributions to enhance the source apportionment. With the framework of positive matrix factorization, it is possible to enhance the results through an effective use of multiple site data. There have been several previous studies of the sources of ambient PM₂.₅ in St Louis, MO based on data from the US EPA chemical speciation network and the St Louis–Midwest Supersite. However, these different analyses identified different sets of sources including the omission of known major emission sources. A re-examination of the previous studies was undertaken using knowledge of the existing sources based on independent data and the resulting profiles were used to constrain the solution. These new solutions provide more realistic results in which the source impacts of all of the major sources could be assessed at each site.
Four brake pads were tested in a bench dynamometer under test cycles with different braking severities: i) two types of conventional brake pads (low steel 1 and 2), and ii) two types of non-asbestos ...organic brake pads (NAO 1 and 2) with non-ferrous materials. Wear particles (PM10) were analysed for total carbon by a thermo-optical method and then solvent-extracted and analysed by gas chromatography–mass spectrometry. In general, the test protocols with less braking and lower temperatures gave rise to much lower PM10 levels. Total carbon accounted for PM10 mass fractions in a wide range (5.07–75.4%), generally decreasing with the severity of the braking cycles. More than 150 organic compounds were quantified, comprising aliphatics, polycyclic aromatic hydrocarbons (PAHs), alcohols, several types of acids (alkanoic, alkenoic, diacids and others), glycol/glycerol derivatives, plasticisers, sugars, sterols and various phenolic constituents. Globally, larger amounts of most of these compounds were emitted by NAO 2 under the smoothest braking cycle. Several correlations between compounds with the same functional groups were established. No PAH with five or more benzenic rings was detected. The differences in composition and concentrations are discussed based not only on the characteristics of the braking circuits, but also on the diverse quantities and types of organic compounds used in the brake pad formulations.
•PM10 from wear of low steel and NAO pads were sampled for distinct braking cycles•Test protocols with less braking and lower temperatures generated lower PM10 levels•Total carbon decreased with the severity of the braking cycles•More than 150 organic compounds were detected in PM10•Larger amounts of organic compounds were emitted by NAO pads under smooth braking
In this work, time-series analyses of the chemical composition and source contributions of PM2.5 from an urban background station in Barcelona (BCN) and a rural background station in Montseny (MSY) ...in northeastern Spain from 2009 to 2018 were investigated and compared. A multisite positive matrix factorization analysis was used to compare the source contributions between the two stations, while the trends for both the chemical species and source contributions were studied using the Theil–Sen trend estimator. Between 2009 and 2018, both stations showed a statistically significant decrease in PM2.5 concentrations, which was driven by the downward trends of levels of chemical species and anthropogenic source contributions, mainly from heavy oil combustion, mixed combustion, industry, and secondary sulfate. These source contributions showed a continuous decrease over the study period, signifying the continuing success of mitigation strategies, although the trends of heavy oil combustion and secondary sulfate have flattened since 2016. Secondary nitrate also followed a significant decreasing trend in BCN, while secondary organic aerosols (SOA) very slightly decreased in MSY. The observed decreasing trends, in combination with the absence of a trend for the organic aerosols (OA) at both stations, resulted in an increase in the relative proportion of OA in PM2.5 by 12% in BCN and 9% in MSY, mostly from SOA, which increased by 7% in BCN and 4% in MSY. Thus, at the end of the study period, OA accounted for 40% and 50% of the annual mean PM2.5 at BCN and MSY, respectively. This might have relevant implications for air quality policies aiming at abating PM2.5 in the study region and for possible changes in toxicity of PM2.5 due to marked changes in composition and source apportionment.
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•PM2.5 levels decreased with −2.8%yr−1 at Barcelona and -3.3%yr−1 in Montseny•Multisite PMF identified 9 common sources between the urban and rural stations•Decrease driven by anthropogenic sources and secondary sulfate at both stations•The relative contribution of secondary organic aerosols increased over 2009–2018•Secondary organic aerosols is the biggest contributing source at both stations
•Only few in vivo toxicity and epidemiological studies focused specifically on non-exhaust sources.•Further experiments are needed to better separate individual contributions and health effects.•Need ...of understanding of the interaction between road surface texture, moisture, chemistry, dust load and dust emission.•Poor emission inventorying on resuspension and heavy metals.•The optimal mitigation strategy for each climatic region is still unknown.
About 400,000 premature adult deaths attributable to air pollution occur each year in the European Region. Road transport emissions account for a significant share of this burden. While important technological improvements have been made for reducing particulate matter (PM) emissions from motor exhausts, no actions are currently in place to reduce the non-exhaust part of emissions such as those from brake wear, road wear, tyre wear and road dust resuspension. These “non-exhaust” sources contribute easily as much and often more than the tailpipe exhaust to the ambient air PM concentrations in cities, and their relative contribution to ambient PM is destined to increase in the future, posing obvious research and policy challenges.
This review highlights the major and more recent research findings in four complementary fields of research and seeks to identify the current gaps in research and policy with regard to non-exhaust emissions. The objective of this article is to encourage and direct future research towards an improved understanding on the relationship between emissions, concentrations, exposure and health impact and on the effectiveness of potential remediation measures in the urban environment.
•Ultrafine particle sources were identified and quantified in four European cities.•Common sources were Photonucleation, different Traffic sources, and Secondary.•Maximum contribution of traffic ...sources ranged 71–94% of total particle number.•Airport emissions contributed to nucleation particles in urban background areas.
Ultrafine particles (UFP) are suspected of having significant impacts on health. However, there have only been a limited number of studies on sources of UFP compared to larger particles. In this work, we identified and quantified the sources and processes contributing to particle number size distributions (PNSD) using Positive Matrix Factorization (PMF) at six monitoring stations (four urban background and two street canyon) from four European cities: Barcelona, Helsinki, London, and Zurich. These cities are characterised by different meteorological conditions and emissions. The common sources across all stations were Photonucleation, traffic emissions (3 sources, from fresh to aged emissions: Traffic nucleation, Fresh traffic – mode diameter between 13 and 37 nm, and Urban – mode diameter between 44 and 81 nm, mainly traffic but influenced by other sources in some cities), and Secondary particles. The Photonucleation factor was only directly identified by PMF for Barcelona, while an additional split of the Nucleation factor (into Photonucleation and Traffic nucleation) by using NOx concentrations as a proxy for traffic emissions was performed for all other stations. The sum of all traffic sources resulted in a maximum relative contributions ranging from 71 to 94% (annual average) thereby being the main contributor at all stations. In London and Zurich, the relative contribution of the sources did not vary significantly between seasons. In contrast, the high levels of solar radiation in Barcelona led to an important contribution of Photonucleation particles (ranging from 14% during the winter period to 35% during summer). Biogenic emissions were a source identified only in Helsinki (both in the urban background and street canyon stations), that contributed importantly during summer (23% in urban background). Airport emissions contributed to Nucleation particles at urban background sites, as the highest concentrations of this source took place when the wind was blowing from the airport direction in all cities.
A few studies have reported associations between traffic-related air pollution exposure at schools and cognitive development. The role of PM components or sources other than traffic on cognitive ...development has been little explored.
We aimed to explore the role of PM sources in school air on cognitive development.
A cohort of 2,618 schoolchildren (average age, 8.5 years) belonging to 39 schools in Barcelona (Spain) was followed up for a year. Children completed computerized tests assessing working memory, superior working memory, and inattentiveness during four visits. Particulate matter ≤ 2.5 μm (PM2.5) was measured during two 1-week campaigns in each school, both outdoors and in the classroom. Source apportionment resulted in nine sources: mineral, organic/textile/chalk, traffic, secondary sulfate and organics, secondary nitrate, road dust, metallurgy, sea spray, and heavy oil combustion. Differences in cognitive growth trajectories were assessed with mixed models with age-by-source interaction terms.
An interquartile range increase in indoor traffic-related PM2.5 was associated with reductions in cognitive growth equivalent to 22% (95% CI: 2%, 42%) of the annual change in working memory, 30% (95% CI: 6%, 54%) of the annual change in superior working memory, and 11% (95% CI: 0%, 22%) of the annual change in the inattentiveness scale. None of the other PM2.5 sources was associated with adverse effects on cognitive development.
Traffic was the only source of fine particles associated with a reduction in cognitive development. Reducing air pollution from traffic at primary schools may result in beneficial effects on cognition.
Basagaña X, Esnaola M, Rivas I, Amato F, Alvarez-Pedrerol M, Forns J, López-Vicente M, Pujol J, Nieuwenhuijsen M, Querol X, Sunyer J. 2016. Neurodevelopmental deceleration by urban fine particles from different emission sources: a longitudinal observational study. Environ Health Perspect 124:1630-1636; http://dx.doi.org/10.1289/EHP209.
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DOBA, IZUM, KILJ, NUK, OILJ, PILJ, PNG, SAZU, SIK, UILJ, UKNU, UL, UM, UPUK, VSZLJ
Access to detailed comparisons in air quality variations encountered when commuting through a city offers the urban traveller more informed choice on how to minimise personal exposure to inhalable ...pollutants. In this study we report on an experiment designed to compare atmospheric contaminants inhaled during bus, subway train, tram and walking journeys through the city of Barcelona. Average number concentrations of particles 10-300 nm in size, N, are lowest in the commute using subway trains (N<2.5×104part.cm−3), higher during tram travel and suburban walking (2.5×104cm−3<N<5.0×104cm−3), and highest in diesel bus or walking in the city centre (N>5.0×104cm−3), with extreme transient peaks at busy traffic crossings commonly exceeding 1.0×105cm−3 and accompanied by peaks in Black Carbon and CO. Subway particles are coarser (mode 90nm) than in buses, trams or outdoors (<70nm), and concentrations of fine particulate matter (PM2.5) and Black Carbon are lower in the tram when compared to both bus and subway. CO2 levels in public transport reflect passenger numbers, more than tripling from outdoor levels to >1200ppm in crowded buses and trains. There are also striking differences in inhalable particle chemistry depending on the route chosen, ranging from aluminosiliceous at roadsides and near pavement works, ferruginous with enhanced Mn, Co, Zn, Sr and Ba in the subway environment, and higher levels of Sb and Cu inside the bus. We graphically display such chemical variations using a ternary diagram to emphasise how “air quality” in the city involves a consideration of both physical and chemical parameters, and is not simply a question of measuring particle number or mass.
•Big differences in the aerosols inhaled in bus, subway, tram and walking journeys•Particle number concentration is lowest in subway trains and highest in diesel bus•City centre traffic crossings show particle transient peaks >1×105part./cm3•Tram is the cleanest form of city public transport when compared to bus and subway•Subway particles are rich in Fe–Mn, and diesel bus particles are richer in Sb–Cu
BACKGROUND: Dozens of studies link acute exposure to paniculate matter (PM) air pollution with premature mortality and morbidity, but questions remain about which species and sources in the vast PM ...mixture are responsible for the observed health effects. Although a few studies exist on the effects of species and sources in U. S. cities, European cities— which have a higher proportion of diesel engines and denser urban populations— have not been well characterized. Information on the effects of specific sources could aid in targeting pollution control and in articulating the biological mechanisms of PM. OBJECTIVES: Our study examined the effects of various PM sources on daily mortality for 2003 through 2007 in Barcelona, a densely populated city in the northeast corner of Spain. METHODS: Source apportionment for PM ≤ 2.5 urn and ≤ 10 um in aerodynamic diameter (PM₂.₄ and PM₁₀ ) using positive matrix factorization identified eight different factors. Case-crossover regression analysis was used to estimate the effects of each factor. RESULTS: Several sources of PM₂0₄, including vehicle exhaust, fuel oil combustion, secondary nitrate/organics, minerals, secondary sulfate/organics, and road dust, had statistically significant associations (p < 0.05) with all-cause and cardiovascular mortality. Also, in some cases relative risks for a respective interquartile range increase in concentration were higher for specific sources than for total PM₂0₄ mass. CONCLUSIONS: These results along with those from our multisource models suggest that traffic, sulfate from shipping and long-range transport, and construction dust are important contributors to the adverse health effects linked to PM.
Aluminium is the most common substrate in studies using impactors for the measurement of the number or the weight of size-segregated atmospheric particulate matter (PM), as its characteristics ...perfectly fit impactor requirements. However, its use is not recommended by manufacturers when one of the purposes of the study is the determination of the metal content in the sample. The aim of this work was to develop an efficient analytical procedure for the removal and acid digestion of PM samples collected on aluminium foils by a cascade impactor to perform the determination of metals. The possibility of performing the trace metal analysis of PM samples collected using aluminium foils is of great importance, as it allows the determination of an accurate size distribution and the elemental composition of the PM collected on each impactor stage. Two procedures were optimised by using different digestion and analysis techniques. Both procedures were then applied to the two halves of several Dekati low-pressure impactor (DLPI) samples, and the results were critically compared. The two procedures proved to be effective in the determination of extremely low concentrations of a large suite of analytes in different size fractions of PM emitted by a brake system.
Background The impact of shipping emissions on urban agglomerations close to major ports and vessel routes is probably one of the lesser understood aspects of anthropogenic air pollution. Little ...research has been done providing a satisfactory comprehension of the relationship between primary pollutant emissions, secondary aerosols formation and resulting air quality. Materials and methods In this study, multi-year (2003-2007) ambient speciated PM₁₀ and PM₂.₅ data collected at four strategic sampling locations around the Bay of Algeciras (southern Spain), and positive matrix factorisation model were used to identify major PM sources with particular attention paid to the quantification of total shipping emissions. The impact of the emissions from both the harbour of Algeciras and vessel traffic at the Western entrance of Mediterranean Sea (Strait of Gibraltar) were quantified. Ambient levels of V, Ni, La and Ce were used as markers to estimate PM emitted by shipping. Results and discussion Shipping emissions were characterised by La/Ce ratios between 0.6 and 0.8 and V/Ni ratios around 3 for both PM₁₀ and PM₂.₅. In contrast, elevated La/Ce values (1-5) are attributable to emissions from refinery zeolitic fluid catalytic converter plant, and low average V/Ni values (around 1) result mainly from contamination from stainless steel plant emissions. The direct contribution from shipping in the Bay of Algeciras was estimated at 1.4-2.6 μg PM₁₀/m³ (3-7%) and 1.2-2.3 μg PM₂.₅/m³ (5-10%). The total contribution from shipping (primary emissions + secondary sulphate aerosol formation) reached 4.7 μg PM₁₀/m³ (13%) and 4.1 μg PM₂.₅/m³ (17%).
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