The impact of road dust emissions on PM10 and PM2.5 (atmospheric particulate matter with diameteer < 10 μm and 2.5 μm mass concentrations recorded from 2003 to 2010 at 11 locations (rural, urban and ...industrial) in southern Spain was estimated based on the chemical characterization of PM and the use of a constrained Positive Matrix Factorization, where the chemical profile of local road dust samples is used as a priori knowledge. Results indicate that road dust increased PM10 levels on average by 21–35% at traffic sites, 29–34% at urban background sites heavily affected by road traffic emissions, 17–22% at urban-industrial sites and 9–22% at rural sites. Road dust contributions to ambient PM levels show a marked seasonality with maxima in summer and minima in winter, likely due to the rainfall frequency. Decreasing concentration trends over the sampling years were found at some traffic and urban sites but in most cases the decreases were less significant than for vehicle exhaust emissions, while concentrations increased at industrial sites, probably due to local peculiarities. Concerning PM2.5, road dust contributions were lower than in PM10, as expected but still important (21–31%, 11–31%, 6–16% and 7% for traffic, urban background, urban-industrial and rural sites, respectively). In addition the three main sources of road dust (carbonaceous particles, brake wear and road wear/mineral) were identified and their contributions to road dust mass loadings estimated, supporting the idea that air quality managers should drive measures aimed at preventing the build-up of road dust particles on roads.
Ozone (O3) pollution is a persistent problem in many regions of Spain, so understanding O3 precursor emissions and trends is essential to design effective control strategies. We estimated the impact ...of Non-Methane Volatile Organic Compounds (NMVOC) species upon O3 formation potential (OFP) using the maximum incremental reactivity approach. For this, we developed a speciated NMVOC emission inventory for Spain from 2010 to 2019 combining national reported emissions with state-of-the-art speciation profiles, which resulted in a database of emissions for over 900 individual NMVOC species and 153 individual sectors. Additionally, we analysed 2030 emission projections to quantify the expected impact of planned measures on future OFP levels. Overall, the main activities contributing to OFP in Spain are paint manufacturing and applications (20 %), manure management (16 %), and domestic solvent use (6 %). These activities contribute unevenly across regions. The more urbanised areas report a larger contribution from the solvent sector (64 % in Madrid), while in rural areas, manure management and agricultural waste burning gain importance (24 % in Extremadura), indicating that local control measures should be implemented. The top 10 NMVOC species contributing to OFP are ethanol, ethene, xylenes, propene, toluene, formaldehyde, 1,3-butadiene, styrene, n-butane, and cyclopentane, which together are responsible for 54 % of the total OFP. Our trend analysis indicates a reduction of NMVOC emissions and OFP of −5 % and −10 % between 2010 and 2019, respectively. The larger decrease in OFP is driven by a bigger reduction in xylenes (−29 %) and toluene (−28 %) from paint application industries and the road transport sector. By 2030 a significant increase (+37 %) in the OFP from the public electricity sector is expected due to the planned increase in biomass use for power generation. Our results indicate that policies should focus on paint reformulation, limiting aerosol products, and implementing NMVOC control devices in future biomass power plants.
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•A new speciated anthropogenic NMVOC emission inventory was developed for Spain.•State-of-the-art NMVOC speciation profiles were compiled and compared.•Ozone formation potential (OFP) was quantified through a reactivity approach.•Main activities and species contributing to OFP were identified per region.•A set of policy recommendations was proposed for mitigation strategies.
An analysis of chemical composition data of particulate matter samples (TSP, PM10 and PM2.5) collected from 2002 to 2008 in the North Atlantic free troposphere at the Izaña Global Atmospheric Watch ...(GAW) observatory (Tenerife, Canary Islands) shows that desert dust is very frequently mixed with particulate pollutants in the Saharan Air Layer (SAL). The study of this data set with Median Concentrations At Receptor (MCAR) plots allowed the identification of the potential source regions of the dust and particulate pollutants. Areas located at the south of the southern slope of the Atlas mountains emerge as the most frequent source of the soil desert dust advected to the northern edge of the SAL in summer. Industrial emissions occurring in Northern Algeria, Eastern Algeria, Tunisia and the Atlantic coast of Morocco appear as the most important source of the nitrate, ammonium and a fraction of sulphate (at least 60 % of the sulphate <10 μm transported from some regions) observed in the SAL. These emissions are mostly linked to crude oil refineries, phosphate-based fertilizer industry and power plants. Although desert dust emissions appear as the most frequent source of the phosphorous observed in the SAL, high P concentrations are observed when the SAL is affected by emissions from open mines of phosphate and phosphate based fertilizer industry. The results also show that a significant fraction of the sulphate (up to 90 % of sulphate <10 μm transported from some regions) observed in the SAL may be influenced by soil emissions of evaporite minerals in well defined regions where dry saline lakes (chotts) are present. These interpretations of the MCAR plots are consistent with the results obtained with the Positive Matrix Factorization (PMF2) receptor modelling. The results of this study show that North African industrial pollutants may be mixed with desert dust and exported to the North Atlantic in the Saharan Air Layer.
The regime of intense desert dust (DD) episodes over the broader Mediterranean Basin is studied for the period 2000–2007 at a complete spatial coverage. An objective and dynamic algorithm has been ...set up which uses daily measurements of various aerosol optical properties taken by different satellite databases, enabling the identification of DD episodes and their classification into strong and extreme ones. The algorithm's performance was tested against surface-based (in situ) particulate matter (PM) and (columnar) sun-photometric AERONET (AErosol RObotic NETwork) measurements from stations distributed across the Mediterranean. The comparisons have shown the reasonable ability of the algorithm to detect the DD episodes taking place within the study region. The largest disagreements with PM data were found in the western Mediterranean in summer, when African dust transport has a great vertical extent that cannot be satisfactorily captured by surface measurements. According to our results, DD episodes in the Mediterranean Basin are quite frequent (up to 11.4 episodes yr−1), while there is a significant spatial and temporal variability in their frequency of occurrence and their intensity. Strong episodes occur more frequently in the western Mediterranean Basin, whilst extreme ones appear more frequently over central Mediterranean Sea areas. Apart from this longitudinal variation, there is a predominant latitudinal variability in both frequency and intensity, with decreasing values from south to north. A significant seasonal variation was also found for the frequency of DD episodes, with both strong and extreme episodes being more frequent during summer in the western Mediterranean Basin, but during spring in its central and eastern parts. In most cases (> 85%) the Mediterranean dust episodes last a bit longer than a day on average, although their duration can reach six days for strong episodes and four days for extreme episodes. A noticeable year-to-year variability was also found, especially for the frequency of the episodes.
In many large cities of Europe standard air quality limit values of particulate matter (PM) are exceeded. Emissions from road traffic and biomass burning are frequently reported to be the major ...causes. As a consequence of these exceedances a large number of air quality plans, most of them focusing on traffic emissions reductions, have been implemented in the last decade. In spite of this implementation, a number of cities did not record a decrease of PM levels. Thus, is the efficiency of air quality plans overestimated? Do the road traffic emissions contribute less than expected to ambient air PM levels in urban areas? Or do we need a more specific metric to evaluate the impact of the above emissions on the levels of urban aerosols? This study shows the results of the interpretation of the 2009 variability of levels of PM, Black Carbon (BC), aerosol number concentration (N) and a number of gaseous pollutants in seven selected urban areas covering road traffic, urban background, urban-industrial, and urban-shipping environments from southern, central and northern Europe. The results showed that variations of PM and N levels do not always reflect the variation of the impact of road traffic emissions on urban aerosols. However, BC levels vary proportionally with those of traffic related gaseous pollutants, such as CO, NO2 and NO. Due to this high correlation, one may suppose that monitoring the levels of these gaseous pollutants would be enough to extrapolate exposure to traffic-derived BC levels. However, the BC/CO, BC/NO2 and BC/NO ratios vary widely among the cities studied, as a function of distance to traffic emissions, vehicle fleet composition and the influence of other emission sources such as biomass burning. Thus, levels of BC should be measured at air quality monitoring sites. During morning traffic rush hours, a narrow variation in the N/BC ratio was evidenced, but a wide variation of this ratio was determined for the noon period. Although in central and northern Europe N and BC levels tend to vary simultaneously, not only during the traffic rush hours but also during the whole day, in urban background stations in southern Europe maximum N levels coinciding with minimum BC levels are recorded at midday in all seasons. These N maxima recorded in southern European urban background environments are attributed to midday nucleation episodes occurring when gaseous pollutants are diluted and maximum insolation and O3 levels occur. The occurrence of SO2 peaks may also contribute to the occurrence of midday nucleation bursts in specific industrial or shipping-influenced areas, although at several central European sites similar levels of SO2 are recorded without yielding nucleation episodes. Accordingly, it is clearly evidenced that N variability in different European urban environments is not equally influenced by the same emission sources and atmospheric processes. We conclude that N variability does not always reflect the impact of road traffic on air quality, whereas BC is a more consistent tracer of such an influence. However, N should be measured since ultrafine particles (<100 nm) may have large impacts on human health. The combination of PM10 and BC monitoring in urban areas potentially constitutes a useful approach for air quality monitoring. BC is mostly governed by vehicle exhaust emissions, while PM10 concentrations at these sites are also governed by non-exhaust particulate emissions resuspended by traffic, by midday atmospheric dilution and by other non-traffic emissions.
It is well established that in environments where NH3 abundance is limiting in secondary PM2.5 generation, a reduction of NH3 emissions can result in an important contribution to air quality control. ...However, as deduced from open data published by the European Environmental Agency, the availability of measurements of NH3 concentrations is very scarce, with very few countries in Europe reporting data consistently for extensive periods, this being especially true for urban background sites. In this framework, simultaneous multi-site measurements were carried out in NE (Northeast) Spain from 2011 to 2020, using diffusion tubes. The highest NH3 concentrations were recorded at the traffic site (5.3 μgm−3 on average), followed by those measured at the urban background site (2.1 μgm−3). Mean concentrations at the mountain site were 1.6 μgm−3, while the lowest concentrations were recorded at the regional site (0.9 μgm−3). This comparison highlights traffic emissions as an important source of NH3. A statistically significant time trend of this pollutant was observed at the urban background site, increasing by 9.4% per year. A season-separated analysis also revealed a significant increasing trend at the mountain site during summer periods, probably related with increasing emissions from agricultural/livestock activities. These increases in NH3 concentrations were hypothesized to be responsible for the lack of a decreasing trend of NO3− concentrations at the monitoring sites, in spite of a markedly reduction of NO2 during the period, especially at the urban background. Thus, this would in turn affect the effectiveness of current action plans to abate fine aerosols, largely made up of secondary compounds. Actions to reduce NH3 concentrations at urban backgrounds are challenging though, as predicting NH3 is subjected to a high uncertainty and complexity due to its dependence on a variety of factors. This complexity was clearly indicated by the application of a decision tree algorithm to find the parameters better predicting NH3 at the urban background under study. O3, NO, NO2, CO, SO2 and OM + EC concentrations, together with meteorological indicators, were used as independent variables, obtaining no combination of parameters evidently able to predict significant differences in NH3 concentrations, with a coefficient of determination between real and predicted measurements lower than 0.50. This emphasizes the need for highly temporally and spatially resolved NH3 measurements for an accurate design of abatement actions.
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•Availability of NH3 measurements in urban environments is scarce in Europe.•A ten-year dataset on multi-site NH3 concentrations in NE Spain was evaluated.•NH3 concentrations ranged between 0.9 and 5.3 μgm−3, with the highest at the traffic site.•Concentrations increased over time at the urban and the mountain sites, especially during summers.•Increases in NH3 may be responsible for the lack of a decreasing trend of NO3−, despite NO2 reductions.
The performance of three portable monitors (micro-aethalometer AE51, DiscMini, Dusttrak DRX) was assessed for outdoor air exposure assessment in a representative Southern European urban environment. ...The parameters evaluated were black carbon, particle number concentration, alveolar lung-deposited surface area, mean particle diameter, PM10, PM2.5 and PM1. The performance was tested by comparison with widely used stationary instruments (MAAP, CPC, SMPS, NSAM, GRIMM aerosol spectrometer). Results evidenced a good agreement between most portable and stationary instruments, with R2 values mostly >0.80. Relative differences between portable and stationary instruments were mostly <20%, and <10% between different units of the same instrument. The only exception was found for the Dusttrak DRX measurements, for which occasional concentration jumps in the time series were detected. Our results validate the performance of the black carbon, particle number concentration, particle surface area and mean particle diameter monitors as indicative instruments (tier 2) for outdoor air exposure assessment studies.
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•Epidemiological studies highlight the need for exposure assessment studies.•Portable and stationary monitors were compared for exposure assessment.•Good agreements were found: R2 mostly >0.80; relative differences <20%.•Relative differences were <10% between different units of the same instrument.•Parameters assessed were BC, N, LDSA and mean particle diameter, in outdoor air.
Portable monitors evaluated for BC, and particle number, mean size, and surface area are suitable instruments for population exposure assessments in urban outdoor air.
Cycling and walking are promoted as means of transportation which can contribute to the reduction of traffic pollution in urban areas. However, cyclists and pedestrians may be exposed to high ...concentrations of air pollutants due to their proximity to vehicle emissions. Commercial face mask respirators are widely used, in both developing and developed countries, as an individual protective measure against particle pollution. However scientific data on the efficacy of face mask respirators in reducing airborne particle exposure is limited. In this study, a custom experimental set-up was developed in order to measure the effectiveness of nine different respirators under real environmental conditions in terms of particle mass concentration below 2.5 μm (PM2.5), particle number concentration (PNC), Lung Deposited Surface Area (LDSA) and Black Carbon concentration (BC). Face mask performances were assessed in a typical traffic affected urban background environment in the city of Barcelona under three different simulated breathing rates to investigate the influence of flow rate. Results showed a median face mask effectiveness for PM2.5 equal to 48% in a range of 14–96%, 19% in a range of 6%–61% for BC concentration, 19% in a range of 4%–63% for PNC and 22% in a range of 5%–65% for LDSA. For each pollutant under investigation, the best performance was found always with the same mask (N7) although it is not the most expensive (in a range of price of 1 to 44, its cost was 20 euros), which has a filter on the entire surface except for the 2 exhalation valves where air cannot enter but just exit and shows a good fit on the dummy head.
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•Evaluation of low cost face masks effectiveness to reduce personal exposure•High personal exposure reduction in term of PM2.5•Evaluation of Cyclist exposure reduction by means of personal respirators•Evaluation of face masks effectiveness under different breathing rate•Evaluation of personal protective equipment under a typically traffic-affected urban background environment
Aerosol light scattering, absorption and particulate matter (PM) concentrations were measured at Montseny, a regional background site in the Western Mediterranean Basin (WMB) which is part of the ...European Supersite for Atmospheric Aerosol Research (EUSAAR). Off line analyses of 24 h PM filters collected with Hi-Vol instruments were performed for the determination of the main chemical components of PM. Mean scattering and hemispheric backscattering coefficients (@ 635 nm) were 26.6±23.2 Mm−1 and 4.3±2.7 Mm−1, respectively and the mean aerosol absorption coefficient (@ 637 nm) was 2.8±2.2 Mm−1. Mean values of Single Scattering Albedo (SSA) and Ångström exponent (å) (calculated from 450 nm to 635 nm) at MSY were 0.90±0.05 and 1.3±0.5 respectively. A clear relationship was observed between the PM1/PM10 and PM2.5/PM10 ratios as a function of the calculated Ångström exponents. Mass scattering cross sections (MSC) for fine mass and sulfate at 635 nm were 2.8±0.5 m2 g−1 and 11.8±2.2 m2 g−1, respectively, while the mean aerosol absorption cross section (MAC) was 10.4±2.0 m2 g−1. The variability in aerosol optical properties in the WMB were largely explained by the origin and ageing of air masses over the measurement site. The MAC values appear dependent of particles aging: similar to the expected absorption cross-section for fresh emissions under Atlantic Advection episodes and higher under aerosol pollution episodes. The analysis of the Ångström exponent as a function of the origin the air masses revealed that polluted winter anticyclonic conditions and summer recirculation scenarios typical of the WMB led to an increase of fine particles in the atmosphere (å = 1.5±0.1) while the aerosol optical properties under Atlantic Advection episodes and Saharan dust outbreaks were clearly dominated by coarser particles (å = 1.0±0.4). The sea breeze played an important role in transporting pollutants from the developed WMB coastlines towards inland rural areas, changing the optical properties of aerosols. Aerosol scattering and backscattering coefficients increased by around 40 % in the afternoon when the sea breeze was fully developed while the absorption coefficient increased by more than 100 % as a consequence of the increase in the equivalent black carbon concentration (EBC) observed at MSY under sea breeze circulation.
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 PM
10 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 PM
10 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 PM
10, 2.2 μg m
−3 (8%) of PM
2.5 and 0.3 μg m
−3 (2%) of PM
1. This reveals that resuspension was responsible of the 37%, 15% and 3% of total traffic emissions respectively in PM
10, PM
2.5 and PM
1. Therefore the overall traffic contribution resulted in 18 μg m
−3 (46%) in PM
10, 14 μg m
−3 (51%) in PM
2.5 and 8 μg m
−3 (48%) in PM
1. 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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