The occurrence of African dust outbreaks over the whole Mediterranean Basin has been studied on an 11-yr period (2001-2011). In order to evaluate the impact of such mineral dust outbreaks on ambient ...concentrations of particulate matter, PM10 data from regional and suburban background sites across the Mediterranean area were compiled. After identifying the daily influence of African dust, a methodology for the estimation of the natural dust contributions on daily PM10 concentrations was applied. Our findings point out that African dust outbreaks are sensibly more frequent in southern sites across the Mediterranean, from 30 to 37% of the annual days, whereas they occur less than 20% of the annual days in northern sites. The central Mediterranean emerges as a transitional area, with slightly higher frequency of dust episodes in its lower extreme when compared to similar latitudinal positions in western and eastern sides of the Basin. A decreasing south to north gradient of African dust contribution to PM10 , driven by the latitudinal position of the monitoring sites at least 25° E westwards across the Basin, is patent across the Mediterranean. As a result of this, an experimental equation for the estimation of annual African dust contributions based on the latitudinal position was obtained. From 25° E eastwards, higher annual dust contributions are encountered due to the elevated annual occurrence of severe episodes of dust but also because of inputs from Negev and Middle Eastern deserts. The slightly higher frequency of African dust episodes observed over southern sites in the central Mediterranean Basin is compensated by its moderately lower intensity. Concerning seasonality patterns and intensity characteristics, a clear summer prevalence is observed in the western part, with low occurrence of severe episodes (daily dust averages over 100 μg m-3 in PM10 ); no seasonal trend is detected in the central region, with moderate-intensity episodes; and significantly higher contributions are common in autumn-spring in the eastern side, with occurrence of various severe episodes throughout the year. Overall, African dust emerges as the largest PM10 source in regional background southern sites of the Mediterranean (35-50% of PM10 ), with seasonal peak contributions to PM10 up to 80% of the total mass. The multi-year study of African dust episodes and their contributions to PM10 concentrations reveals a consistent decreasing trend in the period 2006/2007 to 2011 in 4 of the 17 studied regions, all of them located in the NW of the Mediterranean. Such decrease is almost parallel to that of the NAO (North Atlantic Oscillation) index for the summer period, progressively more negative since 2006. Therefore, a sharp change in the atmospheric circulation over the last 5 yr (a similar negative NAO period occurred in the 1950 decade) have affected the number of African dust episodes and consequently the annual dust inputs to PM10 observed in the NW part of the Mediterranean. By investigating mean temperatures and geopotential height maps at 850 hPa it is evident a displacement of warm air masses accomplishing African dust towards the central Mediterranean in the 2007-2008 biennium, and towards the NW African coast and the Canary Islands in the 2009-2011 triennium.
•PNC and PNSD in transportation environments were studied.•Highest urban PNC are found close to road traffic, regardless of the commuting mode.•Lack of studies in harbors, inside airplanes, trains ...and specific commuting modes.•Need of harmonization of measurements, especially at lower detection particle sizes.•A reduction of road traffic emissions is necessary to minimize the exposure to UFP.
Ambient air ultrafine particles (UFP, particles with a diameter <100 nm) have gained significant attention in World Health Organization (WHO) air quality guidelines and European legislation. This review explores UFP concentrations and particle number size distributions (PNC-PNSD) in various transportation hotspots, including road traffic, airports, harbors, trains, and urban commuting modes (walking, cycling, bus, tram, and subway). The results highlight the lack of information on personal exposure at harbors and railway stations, inside airplanes and trains, and during various other commuting modes. The different lower particle size limits of the reviewed measurements complicate direct comparisons between them. Emphasizing the use of instruments with detection limits ≤10 nm, this review underscores the necessity of following standardized UFP measurement protocols.
Road traffic sites are shown to exhibit the highest PNC within cities, with PNC and PNSD in commuting modes driven by the proximity to road traffic and weather conditions. In closed environments, such as cars, buses, and trams, increased external air infiltration for ventilation correlates with elevated PNC and a shift in PNSD toward smaller diameters. Airports exhibit particularly elevated PNCs near runways, raising potential concerns about occupational exposure. Recommendations from this study include maintaining a substantial distance between road traffic and other commuting modes, integrating air filtration into ventilation systems, implementing low-emission zones, and advocating for a general reduction in road traffic to minimize daily UFP exposure. Our findings provide important insights for policy assessments and underscore the need for additional research to address current knowledge gaps.
We review the major features of desert dust outbreaks that are relevant to the assessment of dust impacts upon human health. Our ultimate goal is to provide scientific guidance for the acquisition of ...relevant population exposure information for epidemiological studies tackling the short and long term health effects of desert dust. We first describe the source regions and the typical levels of dust particles in regions close and far away from the source areas, along with their size, composition, and bio-aerosol load. We then describe the processes by which dust may become mixed with anthropogenic particulate matter (PM) and/or alter its load in receptor areas. Short term health effects are found during desert dust episodes in different regions of the world, but in a number of cases the results differ when it comes to associate the effects to the bulk PM, the desert dust-PM, or non-desert dust-PM. These differences are likely due to the different monitoring strategies applied in the epidemiological studies, and to the differences on atmospheric and emission (natural and anthropogenic) patterns of desert dust around the world. We finally propose methods to allow the discrimination of health effects by PM fraction during dust outbreaks, and a strategy to implement desert dust alert and monitoring systems for health studies and air quality management.
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•We discuss on exposure relevant dust and meteorological patterns relevant to epidemiological studies.•We suggest evaluating health effects for mineral dust and anthropogenic PM during the episodes, as well as bulk PM.•Short term health effects of desert dust in different world regions might be differently associated with these PM types.•A harmonized way of evaluating these health effects is needed to compare results from different regions.•A strategy to monitor these PM components and to implement desert dust alert systems for health studies is presented.
Proximity to road traffic involves higher health risks because of atmospheric pollutants. In addition to outdoor air, indoor air quality contributes to overall exposure. In the framework of the ...BREATHE study, indoor and outdoor air pollution was assessed in 39 schools in Barcelona. The study quantifies indoor and outdoor air quality during school hours of the BREATHE schools. High levels of fine particles (PM2.5), nitrogen dioxide (NO2), equivalent black carbon (EBC), ultrafine particle (UFP) number concentration and road traffic related trace metals were detected in school playgrounds and indoor environments. PM2.5 almost doubled (factor of 1.7) the usual urban background (UB) levels reported for Barcelona owing to high school-sourced PM2.5 contributions: 1 an indoor-generated source characterised mainly by organic carbon (OC) from organic textile fibres, cooking and other organic emissions, and by calcium and strontium (chalk dust) and; 2 mineral elements from sand-filled playgrounds, detected both indoors and outdoors. The levels of mineral elements are unusually high in PM2.5 because of the breakdown of mineral particles during playground activities. Moreover, anthropogenic PM components (such as OC and arsenic) are dry/wet deposited in this mineral matter. Therefore, PM2.5 cannot be considered a good tracer of traffic emissions in schools despite being influenced by them. On the other hand, outdoor NO2, EBC, UFP, and antimony appear to be good indicators of traffic emissions. The concentrations of NO2 are 1.2 times higher at schools than UB, suggesting the proximity of some schools to road traffic. Indoor levels of these traffic-sourced pollutants are very similar to those detected outdoors, indicating easy penetration of atmospheric pollutants. Spatial variation shows higher levels of EBC, NO2, UFP and, partially, PM2.5 in schools in the centre than in the outskirts of Barcelona, highlighting the influence of traffic emissions. Mean child exposure to pollutants in schools in Barcelona attains intermediate levels between UB and traffic stations.
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•39 schools in Barcelona monitored (indoor and outdoor) for air quality assessment.•Higher levels of traffic pollutants at schools than at urban background station.•OC, Ca & Sr are mainly school sourced: organic emissions, textile fibres and chalk.•Mineral matter (mixed with urban pollutants) is resuspended by children activities.•BC, NO2, UFP & few metals good traffic tracers but not PM2.5 due to school sources.
The adverse consequences of particulate matter (PM) on human health have been well documented. Recently, special attention has been given to mineral dust particles, which may be a serious health ...threat. The main global source of atmospheric mineral dust is the Sahara desert, which produces about half of the annual mineral dust. Sahara dust transport can lead to PM levels that substantially exceed the established limit values. A review was undertaken using the ISI web of knowledge database with the objective to identify all studies presenting results on the potential health impact from Sahara dust particles. The review of the literature shows that the association of fine particles, PM2.5, with total or cause‐specific daily mortality is not significant during Saharan dust intrusions. However, regarding coarser fractions PM10 and PM2.5–10 an explicit answer cannot be given. Some of the published studies state that they increase mortality during Sahara dust days while other studies find no association between mortality and PM10 or PM2.5–10. The main conclusion of this review is that health impact of Saharan dust outbreaks needs to be further explored. Considering the diverse outcomes for PM10 and PM2.5–10, future studies should focus on the chemical characterization and potential toxicity of coarse particles transported from Sahara desert mixed or not with anthropogenic pollutants. The results of this review may be considered to establish the objectives and strategies of a new European directive on ambient air quality. An implication for public policy in Europe is that to protect public health, anthropogenic sources of particulate pollution need to be more rigorously controlled in areas highly impacted by the Sahara dust.
► There is no significant association of fine particles and mortality during Saharan dust intrusions. ► Health effects from PM10 and coarse particles during Sahara dust intrusions cannot be excluded. ► More research should be conducted regarding the role and toxicity of Sahara dust coarse fraction. ► Particulate pollution needs to be more rigorously controlled in areas impacted by Saharan dust.
Road dust resuspension is one of the main sources of particulate matter with impacts on air quality, health and climate. With the aim of characterising the thoracic fraction, a portable resuspension ...chamber was used to collect road dust from five main roads in Oporto and an urban tunnel in Braga, north of Portugal. The PM10 samples were analysed for: i) carbonates by acidification and quantification of the evolved CO2, ii) carbonaceous content (OC and EC) by a thermo-optical technique, iii) elemental composition by ICP-MS and ICP-AES after acid digestion, and iv) organic speciation by GC–MS. Dust loadings of 0.48±0.39mgPM10m−2 were obtained for asphalt paved roads. A much higher mean value was achieved in a cobbled pavement (50mgPM10m−2). In general, carbonates were not detected in PM10. OC and EC accounted for PM10 mass fractions up to 11% and 5%, respectively. Metal oxides accounted for 29±7.5% of the PM10 mass from the asphalt paved roads and 73% in samples from the cobbled street. Crustal and anthropogenic elements, associated with tyre and brake wear, dominated the inorganic fraction. PM10 comprised hundreds of organic constituents, including hopanoids, n-alkanes and other aliphatics, polycyclic aromatic hydrocarbons (PAH), alcohols, sterols, various types of acids, glycerol derivatives, lactones, sugars and derivatives, phenolic compounds and plasticizers. In samples from the cobbled street, these organic classes represented only 439μgg−1PM10, while for other pavements mass fractions up to 65mgg−1PM10 were obtained. Except for the cobbled street, on average, about 40% of the analysed organic fraction was composed of plasticizers. Although the risk via inhalation of PAH was found to be insignificant, the PM10 from some roads can contribute to an estimated excess of 332 to 2183 per million new cancer cases in adults exposed via ingestion and dermal contact.
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•Dust loadings<1mgPM10m−2 were obtained for asphalt paved roads.•These values are lower than those reported for other cities.•Dust loadings about 50 times higher were found for a cobbled pavement.•OC & EC accounted for small PM10 mass fractions, while inorganic components dominate.•OC comprised hundreds of organic constituents; plasticizers were the most abundant.
Road traffic emissions are often considered the main source of ultrafine particles (UFP, diameter smaller than 100 nm) in urban environments. However, recent studies worldwide have shown that - in ...high-insolation urban regions at least - new particle formation events can also contribute to UFP. In order to quantify such events we systematically studied three cities located in predominantly sunny environments: Barcelona (Spain), Madrid (Spain) and Brisbane (Australia). Three long-term data sets (1-2 years) of fine and ultrafine particle number size distributions (measured by SMPS, Scanning Mobility Particle Sizer) were analysed. Compared to total particle number concentrations, aerosol size distributions offer far more information on the type, origin and atmospheric evolution of the particles. By applying k-means clustering analysis, we categorized the collected aerosol size distributions into three main categories: "Traffic" (prevailing 44-63% of the time), "Nucleation" (14-19%) and "Background pollution and Specific cases" (7-22%). Measurements from Rome (Italy) and Los Angeles (USA) were also included to complement the study. The daily variation of the average UFP concentrations for a typical nucleation day at each site revealed a similar pattern for all cities, with three distinct particle bursts. A morning and an evening spike reflected traffic rush hours, whereas a third one at midday showed nucleation events. The photochemically nucleated particles' burst lasted 1-4 h, reaching sizes of 30-40 nm. On average, the occurrence of particle size spectra dominated by nucleation events was 16% of the time, showing the importance of this process as a source of UFP in urban environments exposed to high solar radiation. Nucleation events lasting for 2 h or more occurred on 55% of the days, this extending to > 4 h in 28% of the days, demonstrating that atmospheric conditions in urban environments are not favourable to the growth of photochemically nucleated particles. In summary, although traffic remains the main source of UFP in urban areas, in developed countries with high insolation urban nucleation events are also a main source of UFP. If traffic-related particle concentrations are reduced in the future, nucleation events will likely increase in urban areas, due to the reduced urban condensation sinks.
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.
Hourly-resolved aerosol chemical speciation data can be a highly powerful tool to determine the source origin of atmospheric pollutants in urban environments. Aerosol mass concentrations of seventeen ...elements (Na, Mg, Al, S, Cl, K, Ca, Ti, V, Cr, Mn, Fe, Ni, Cu, Zn, Sr and Pb) were obtained by time (1 h) and size (PM2.5 particulate matter < 2.5 μm) resolved aerosol samples analysed by Particle Induced X-ray Emission (PIXE) measurements. In the Marie Curie European Union framework of SAPUSS (Solving Aerosol Problems by Using Synergistic Strategies), the approach used is the simultaneous sampling at two monitoring sites in Barcelona (Spain) during September-October 2010: an urban background site (UB) and a street canyon traffic road site (RS). Elements related to primary non-exhaust traffic emission (Fe, Cu), dust resuspension (Ca) and anthropogenic Cl were found enhanced at the RS, whereas industrial related trace metals (Zn, Pb, Mn) were found at higher concentrations at the more ventilated UB site. When receptor modelling was performed with positive matrix factorization (PMF), nine different aerosol sources were identified at both sites: three types of regional aerosols (regional sulphate (S) - 27%, biomass burning (K) - 5%, sea salt (Na-Mg) - 17%), three types of dust aerosols (soil dust (Al-Ti) - 17%, urban crustal dust (Ca) - 6%, and primary traffic non-exhaust brake dust (Fe-Cu) - 7%), and three types of industrial aerosol plumes-like events (shipping oil combustion (V-Ni) - 17%, industrial smelters (Zn-Mn) - 3%, and industrial combustion (Pb-Cl) - 5%, percentages presented are average source contributions to the total elemental mass measured). The validity of the PMF solution of the PIXE data is supported by very good correlations with external single particle mass spectrometry measurements. Some important conclusions can be drawn about the PM2.5 mass fraction simultaneously measured at the UB and RS sites: (1) the regional aerosol sources impact both monitoring sites at similar concentrations regardless their different ventilation conditions; (2) by contrast, local industrial aerosol plumes associated with shipping oil combustion and smelters activities have a higher impact on the more ventilated UB site; (3) a unique source of Pb-Cl (associated with combustion emissions) is found to be the major (82%) source of fine Cl in the urban agglomerate; (4) the mean diurnal variation of PM2.5 primary traffic non-exhaust brake dust (Fe-Cu) suggests that this source is mainly emitted and not resuspended, whereas PM2.5 urban dust (Ca) is found mainly resuspended by both traffic vortex and sea breeze; (5) urban dust (Ca) is found the aerosol source most affected by land wetness, reduced by a factor of eight during rainy days and suggesting that wet roads may be a solution for reducing urban dust concentrations.
Infiltration of outdoor-sourced particles into indoor environments in 39 schools in Barcelona was assessed during school hours. Tracers of road traffic emissions (NO2, Equivalent Black Carbon (EBC), ...Ultrafine Particles (UFP), Sb), secondary inorganic aerosols (SO42−, NO3−, NH4+) and a number of PM2.5 trace elements showed median indoor/outdoor (I/O) ratios ≤ 1, indicating that outdoor sources importantly contributed to indoor concentrations. Conversely, OC and mineral components had I/O ratios>1. Different infiltration factors were found for traffic and secondary components (0.31–0.75 and 0.50–0.92, cold and warm season respectively), with maxima corresponding to EBC and Cd. Higher concentrations of indoor-generated particles were observed when closed windows hindered dispersion (cold season). Building age was not a major determinant of indoor levels. Neither were the window's material, except for NO2 (with an increase of 8 μg m−3 for wood framed windows) and the mineral components (also dependent on the presence of sand in a distance <20m) that reach the indoor environment via soil adhering to footwear with their dispersion being more barred by Aluminium/PVC framed windows than the wooden ones. Enlarged indoor concentrations of some trace elements suggest the presence of indoor sources that should be further investigated in order to achieve a healthier school indoor environment.
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•Infiltration of outdoor pollutants into indoor air at schools is assessed.•Many pollutants have a high infiltration, with maximum reached by EBC and Cd.•Building age & type of window do not determine infiltration levels.•Type of window and sandy playground determine indoor mineral levels.
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