New particle formation (NPF) is the source of over half of the atmosphere's cloud condensation nuclei, thus influencing cloud properties and Earth's energy balance. Unlike in the planetary boundary ...layer, few observations of NPF in the free troposphere exist. We provide observational evidence that at high altitudes, NPF occurs mainly through condensation of highly oxygenated molecules (HOMs), in addition to taking place through sulfuric acid–ammonia nucleation. Neutral nucleation is more than 10 times faster than ion-induced nucleation, and growth rates are size-dependent. NPF is restricted to a time window of 1 to 2 days after contact of the air masses with the planetary boundary layer; this is related to the time needed for oxidation of organic compounds to form HOMs. These findings require improved NPF parameterization in atmospheric models.
Despite their importance, current scientific knowledge on non-exhaust emissions by road traffic is scarce, severely hampering a reliable description of these particles in atmospheric dispersion ...models. Consequently, it is still very difficult to convincingly evaluate population exposure to traffic-related components in large cities, especially given the significant variation in traffic-related air pollution concentrations on a small scale (e.g. within 100–1000 m of a busy road). One factor contributing to this uncertainty is the lack of a reliable emission estimate for vehicular non-exhaust emissions. Emissions vary from location to location due to the impact of climate, road surface characteristics and traffic conditions, but the geographical coverage for which Emission Factors are available and the amount of knowledge regarding the variability within a city environment are very limited.
The present study investigates the spatial and chemical properties of the strength of the emission source (road dust particles below 10 μm) in three contrasting European urban environments: two Spanish cities (Barcelona and Girona), and a Swiss city (Zürich). Loadings of road dust <10 μm from the 8 sites sampled in Zürich ranged from 0.2 to 1.3 mg m
−2, the lowest loadings of the study. The minimum loadings in Girona (Spain) were as high as the maximum in Zürich, with a range of 1.3–7.1 mg m
−2. By far the most polluted site in terms of road dust <10 μm mass loading is Barcelona (Spain), where a range of 3.7–23.1 mg m
−2 was recorded in the city center samples. Four main sources were found to drive the variability of road dust particles <10 μm: Mineral (road wear and urban dust generated mostly by construction emissions), Motor Exhaust, Brake wear and Tire wear. Road wear/Mineral is the dominating source in Spanish cities (∼60%), but represents only 30% of road dust loadings in Zürich where contributions are more equally distributed among the four main sources of road dust. Regardless of the city categories loadings of OC, EC, Fe, Cr, Mn, Cu, Zn, Mo, Sn, Sb, Cs, Ba, W, Pb and Bi (μg m
−2) increase by a factor of 1.2–2.2, from streets with <15 kveh to streets with 15–40 kveh day
−1. At highly trafficked sites (>40 kveh day
−1) loadings were again increasing by a further factor of 2.6–10.1. Finally, agreement was found between the composition of sampled materials and the composition (available from literature) of PM10 material emitted by vehicles via resuspension (both in Zürich and Barcelona). This permitted to find a relationship, potentially able to calculate emission factors from known amount of deposited pollutants in those cities/environment where no real-world EFs are available from literature.
► In this study we investigate loadings and sources of inhalable (<10 μm) road dust particles, in three European cities. ► Dry Mediterranean cities showed higher particles loadings with respect to a Central European city. ► The road wear/Mineral source was found to be dominant in Spanish cities. ► In the Swiss city contributions from different sources are similar. ► Loadings of OC, EC, Fe, Cr, Mn, Cu, Zn, Mo, Sn, Sb, Cs, Ba, W, Pb and Bi were found to increase with traffic intensity.
A reliable assessment of the optical properties of atmospheric black carbon is of crucial importance for an accurate estimation of radiative forcing. In this study we investigated the spatio-temporal ...variability of the mass absorption cross-section (MAC) of atmospheric black carbon, defined as light absorption coefficient (σap) divided by elemental carbon mass concentration (mEC). σap and mEC have been monitored at supersites of the ACTRIS network for a minimum period of one year. The 9 rural background sites considered in this study cover southern Scandinavia, central Europe and the Mediterranean. σap was determined using filter based absorption photometers and mEC using a thermal-optical technique. Homogeneity of the data-set was ensured by harmonization of all involved methods and instruments during extensive intercomparison exercises at the European Center for Aerosol Calibration (ECAC). Annual mean values of σap at a wavelength of 637 nm vary between 0.66 and 1.3 Mm−1 in southern Scandinavia, 3.7–11 Mm−1 in Central Europe and the British Isles, and 2.3–2.8 Mm−1 in the Mediterranean. Annual mean values of mEC vary between 0.084 and 0.23 μg m−3 in southern Scandinavia, 0.28–1.1 in Central Europe and the British Isles, and 0.22–0.26 in the Mediterranean. Both σap and mEC in southern Scandinavia and Central Europe have a distinct seasonality with maxima during the cold season and minima during summer, whereas at the Mediterranean sites an opposite trend was observed. Annual mean MAC values were quite similar across all sites and the seasonal variability was small at most sites. Consequently, a MAC value of 10.0 m2 g−1 (geometric standard deviation = 1.33) at a wavelength of 637 nm can be considered to be representative of the mixed boundary layer at European background sites, where BC is expected to be internally mixed to a large extent. The observed spatial variability is rather small compared to the variability of values in previous literature, indicating that the harmonization efforts resulted in substantially increased precision of the reported MAC. However, absolute uncertainties of the reported MAC values remain as high as ± 30–70% due to the lack of appropriate reference methods and calibration materials.
The mass ratio between elemental carbon and non-light-absorbing matter was used as a proxy for the thickness of coatings around the BC cores, in order to assess the influence of the mixing state on the MAC of BC. Indeed, the MAC was found to increase with increasing values of the coating thickness proxy. This provides evidence that coatings do increase the MAC of atmospheric BC to some extent, which is commonly referred to as lensing effect.
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•The mass absorption cross-section of black carbon is homogeneous over Europe.•Mass absorption cross-section of European black carbon is quantified in 10 m2 g−1.•Presence of non-absorbing matter induces an enhancement of black carbon absorption.
We present a new instrument for monitoring aerosol composition, the time-of-flight aerosol chemical speciation monitor (ToF-ACSM), combining precision state-of-the-art time-of-flight mass ...spectrometry with stability, reliability, and easy handling, which are necessities for long-term monitoring operations on the scale of months to years. Based on Aerodyne aerosol mass spectrometer (AMS) technology, the ToF-ACSM provides continuous online measurements of chemical composition and mass of non-refractory submicron aerosol particles. In contrast to the larger AMS, the compact-sized and lower-priced ToF-ACSM does not feature particle sizing, similar to the widely-used quadrupole-ACSM (Q-ACSM). Compared to the Q-ACSM, the ToF-ACSM features a better mass resolution of M/ΔM = 600 and better detection limits on the order of < 30 ng m−3 for a time resolution of 30 min. With simple upgrades these limits can be brought down by another factor of ~ 8. This allows for operation at higher time resolutions and in low concentration environments. The associated software packages (single packages for integrated operation and calibration and analysis) provide a high degree of automation and remote access, minimising the need for trained personnel on site. Intercomparisons with Q-ACSM, C-ToF-AMS, nephelometer and scanning mobility particle sizer (SMPS) measurements, performed during a first long-term deployment (> 10 months) on the Jungfraujoch mountain ridge (3580 m a.s.l.) in the Swiss Alps, agree quantitatively. Additionally, the mass resolution of the ToF-ACSM is sufficient for basic mass defect resolved peak fitting of the recorded spectra, providing a data stream not accessible to the Q-ACSM. This allows for quantification of certain hydrocarbon and oxygenated fragments (e.g. C3H7+ and C2H3O+, both occurring at m/Q = 43 Th), as well as improving inorganic/organic separation.
Trace element measurements in PM10-2.5, PM2.5-1.0 and PM1.0-0.3 aerosol were performed with 2 h time resolution at kerbside, urban background and rural sites during the ClearfLo winter 2012 campaign ...in London. The environment-dependent variability of emissions was characterized using the Multilinear Engine implementation of the positive matrix factorization model, conducted on data sets comprising all three sites but segregated by size. Combining the sites enabled separation of sources with high temporal covariance but significant spatial variability. Separation of sizes improved source resolution by preventing sources occurring in only a single size fraction from having too small a contribution for the model to resolve. Anchor profiles were retrieved internally by analysing data subsets, and these profiles were used in the analyses of the complete data sets of all sites for enhanced source apportionment. A total of nine different factors were resolved (notable elements in brackets): in PM10-2.5, brake wear (Cu, Zr, Sb, Ba), other traffic-related (Fe), resuspended dust (Si, Ca), sea/road salt (Cl), aged sea salt (Na, Mg) and industrial (Cr, Ni); in PM2.5-1.0, brake wear, other traffic-related, resuspended dust, sea/road salt, aged sea salt and S-rich (S); and in PM1.0-0.3, traffic-related (Fe, Cu, Zr, Sb, Ba), resuspended dust, sea/road salt, aged sea salt, reacted Cl (Cl), S-rich and solid fuel (K, Pb). Human activities enhance the kerb-to-rural concentration gradients of coarse aged sea salt, typically considered to have a natural source, by 1.7-2.2. These site-dependent concentration differences reflect the effect of local resuspension processes in London. The anthropogenically influenced factors traffic (brake wear and other traffic-related processes), dust and sea/road salt provide further kerb-to-rural concentration enhancements by direct source emissions by a factor of 3.5-12.7. The traffic and dust factors are mainly emitted in PM10-2.5 and show strong diurnal variations with concentrations up to 4 times higher during rush hour than during night-time. Regionally influenced S-rich and solid fuel factors, occurring primarily in PM1.0-0.3, have negligible resuspension influences, and concentrations are similar throughout the day and across the regions.
Between May 2008 and September 2009 the cloud condensation nuclei (CCN) number concentration, NCCN, was measured at the high alpine site Jungfraujoch, which is located in the free troposphere most of ...the time. Measurements at 10 different supersaturations (0.12%–1.18%) were made using a CCN counter (CCNC). The monthly median NCCN values show a distinct seasonal variability with ∼5–12 times higher values in summer than in winter. The major part of this variation can be explained by the seasonal amplitude of total aerosol number concentration (∼4.5 times higher values in summer), but it is further amplified (factor of ∼1.1–2.6) by a shift of the particle number size distribution toward slightly larger sizes in summer. In contrast to the extensive properties, the monthly median of the critical dry diameter, above which the aerosols activate as CCN, does not show a seasonal cycle (relative standard deviations of the monthly median critical dry diameters at the different supersaturations are 4–9%) or substantial variability (relative standard deviations of individual data points at the different supersaturations are less than 18–37%). The mean CCN‐derived hygroscopicity of the aerosol corresponds to a value of the hygroscopicity parameter κ of 0.20 (assuming a surface tension of pure water) with moderate supersaturation dependence. NCCN can be reliably predicted throughout the measurement period with knowledge of the above‐mentioned averaged κ value and highly time‐resolved (∼5 min) particle number size distribution data. The predicted NCCN was within 0.74 to 1.29 times the measured value during 80% of the time (94,499 data points in total at 10 different supersaturations).
Key Points
Characterization of the seasonal cycle of the CCN concentration at Jungfraujoch
No seasonal cycle of the supersaturation‐dependent CCN activation diameter
Long‐term CCN concentration prediction from time‐resolved size distribution
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.
Currently many ground-based atmospheric stations include in-situ measurements of aerosol physical and optical properties, resulting in more than 20 long-term (> 10 yr) aerosol measurement sites in ...the Northern Hemisphere and Antarctica. Most of these sites are located at remote locations and monitor the aerosol particle number concentration, wavelength-dependent light scattering, backscattering, and absorption coefficients. The existence of these multi-year datasets enables the analysis of long-term trends of these aerosol parameters, and of the derived light scattering Ångström exponent and backscatter fraction. Since the aerosol variables are not normally distributed, three different methods (the seasonal Mann-Kendall test associated with the Sen's slope, the generalized least squares fit associated with an autoregressive bootstrap algorithm for confidence intervals, and the least-mean square fit applied to logarithms of the data) were applied to detect the long-term trends and their magnitudes. To allow a comparison among measurement sites, trends on the most recent 10 and 15 yr periods were calculated. No significant trends were found for the three continental European sites. Statistically significant trends were found for the two European marine sites but the signs of the trends varied with aerosol property and location. Statistically significant decreasing trends for both scattering and absorption coefficients (mean slope of −2.0% yr−1) were found for most North American stations, although positive trends were found for a few desert and high-altitude sites. The difference in the timing of emission reduction policy for the Europe and US continents is a likely explanation for the decreasing trends in aerosol optical parameters found for most American sites compared to the lack of trends observed in Europe. No significant trends in scattering coefficient were found for the Arctic or Antarctic stations, whereas the Arctic station had a negative trend in absorption coefficient. The high altitude Pacific island station of Mauna Loa presents positive trends for both scattering and absorption coefficients.
Size and time-resolved roadside enrichments of atmospheric particulate pollutants in PM10 were detected and quantified in a Mediterranean urban environment (Barcelona, Spain). Simultaneous data from ...one urban background (UB), one traffic (T) and one heavy traffic (HT) location were analysed, and roadside PM10 enrichments (RE) in a number of elements arising from vehicular emissions were calculated. Tracers of primary traffic emissions (EC, Fe, Ba, Cu, Sb, Cr, Sn) showed the largest REs (>70%). Other traffic tracers (Zr, Cd) showed lower but still consistent REs (25–40%), similar to those obtained for mineral matter resulting from road dust resuspension (Ca, La, Ce, Ti, Ga, Sr, 30–40%). The sum of primary and secondary organic carbon showed a RE of 41%, with contributions of secondary OC (SOC) to total OC ranging from 46% at the HT site, 63% at the T site, and 78% in the UB. Finally, other trace elements (As, Co, Bi) showed unexpected but consistent roadside enrichments (23% up to 69%), suggesting a link to traffic emissions even though the emission process is unclear. Hourly-resolved PM speciation data proved to be a highly resourceful tool to determine the source origin of atmospheric pollutants in urban environments. At the HT site, up to 62% of fine Mn was attributable to industrial plumes, whereas coarse Mn levels were mainly attributed to traffic. Similarly, even though Zn showed on average no roadside enrichment and thus was classified as industrial, the hourly-resolved data proved that at least 15% of coarse Zn may be attributed to road traffic emissions. In addition, our results indicate that secondary nitrate formation occurs within the city-scale, even in the absence of long atmospheric residence times or long-range atmospheric transport processes. Characteristic tracer ratios of road traffic emissions were identified: Cu/Sb = 6.8–8.0, Cu/Sn = 4.7–5.4 and Sn/Sb = 1.5.
Chemically resolved (organic, nitrate, sulfate, ammonium) data of non-refractory submicron (NR-PM1) aerosol from the first long-term deployment (27 July 2012 to 02 October 2013) of a time-of-flight ...aerosol chemical speciation monitor (ToF-ACSM) at the Swiss high-altitude site Jungfraujoch (JFJ; 3580 m a.s.l.) are presented. Besides total mass loadings, diurnal variations and relative species contributions during the different meteorological seasons, geographical origin and sources of organic aerosol (OA) are discussed. Backward transport simulations show that the highest (especially sulfate) concentrations of NR-PM1 were measured in air masses advected to the station from regions south of the JFJ, while lowest concentrations were seen from western regions. OA source apportionment for each season was performed using the Source Finder (SoFi) interface for the multilinear engine (ME-2). OA was dominated in all seasons by oxygenated OA (OOA, 71-88 %), with lesser contributions from local tourism-related activities (7-12 %) and hydrocarbon-like OA related to regional vertical transport (3-9 %). In summer the OOA can be separated into a background low-volatility OA (LV-OOA I, possibly associated with long-range transport) and a slightly less oxidised low-volatility OA (LV-OOA II) associated with regional vertical transport. Wood burning-related OA associated with regional transport was detected during the whole winter 2012/2013 and during rare events in summer 2013, in the latter case attributed to small-scale transport for the surrounding valleys. Additionally, the data were divided into periods with free tropospheric (FT) conditions and periods with planetary boundary layer (PBL) influence, enabling the assessment of the composition for each. Most nitrate and part of the OA are injected from the regional PBL, while sulfate is mainly produced in the FT. The south/north gradient of sulfate is also pronounced in FT air masses (sulfate mass fraction from the south: 45 %; from the north: 29 %). Furthermore, a detailed investigation of specific marker fragments of the OA spectra (f43, f44, f55, f57, f60) showed different degrees of ageing depending on season.
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