Konstantinos Eleftheriadis

Atmospheric aerosol and gaseous species in Athens, Greece

Abstract Measurements of aerosol species including Cl - , NO - 3 , SO 2- 4 , NH + 4 , Na + , K + , Mg 2+ and Ca 2+ and gaseous pollutants like HCl, HNO 3 , NO 2 , SO 2 and O 3 were conducted at the centre of Athens. Results show moderate levels of pollution with aerosol species typical of dust emissions and secondary aerosol of anthropogenic origin. Most gaseous pollutants correlate well with aerosol species. There is a pronounced elevation in the concentration of acidic trace gases HCl and HNO 3 arriving at the city from the direction of the Saronikos gulf, indicating poor neutralisation of such species over the sea. On the contrary, air masses coming from inland are characterised by considerably higher ammonium aerosol. It was concluded that in addition to heavier aerosol load pollution episodes in Athens during the summer period are associated with higher concentrations of gaseous acids.

Factors controlling air quality in different European subway systems

Sampling campaigns using the same equipment and methodology were conducted to assess and compare the air quality at three South European subway systems (Barcelona, Athens and Oporto), focusing on concentrations and chemical composition of PM2.5 on subway platforms, as well as PM2.5 concentrations inside trains. Experimental results showed that the mean PM2.5 concentrations widely varied among the European subway systems, and even among different platforms within the same underground system, which might be associated to distinct station and tunnel designs and ventilation systems. In all cases PM2.5 concentrations on the platforms were higher than those in the urban ambient air, evidencing that there is generation of PM2.5 associated with the subway systems operation. Subway PM2.5 consisted of elemental iron, total carbon, crustal matter, secondary inorganic compounds, insoluble sulphate, halite and trace elements. Of all metals, Fe was the most abundant, accounting for 29-43% of the total PM2.5 mass (41-61% if Fe2O3 is considered), indicating the existence of an Fe source in the subway system, which could have its origin in mechanical friction and wear processes between rails, wheels and brakes. The trace elements with the highest enrichment in the subway PM2.5 were Ba, Cu, Mn, Zn, Cr, Sb, Sr, Ni, Sn, Co, Zr and Mo. Similar PM2.5 diurnal trends were observed on platforms from different subway systems, with higher concentrations during subway operating hours than during the transport service interruption, and lower levels on weekends than on weekdays. PM2.5 concentrations depended largely on the operation and frequency of the trains and the ventilation system, and were lower inside the trains, when air conditioning system was operating properly, than on the platforms. However, the PM2.5 concentrations increased considerably when the train windows were open. The PM2.5 levels inside the trains decreased with the trains passage in aboveground sections.

Radioactive pollution in Athens, Greece due to the Fukushima nuclear accident

As a result of the nuclear accident in Fukushima Dai-ichi power plant, which started on March 11, 2011, radioactive pollutants were transferred by air masses to various regions of the Northern hemisphere, including Europe. Very low concentrations of (131)I, (137)Cs and (134)Cs in airborne particulate matter were measured in Athens, Greece during the period of March 24 to April 28, 2011. The maximum air concentration of (131)I was measured on April 6, 2011 and equaled 490 ± 35 μBq m(-3). The maximum values of the two cesium isotopes were measured on the same day and equaled 180 ± 40 μBq m(-3) for (137)Cs and 160 ± 30 μBq m(-3) for (134)Cs. The average activity ratio of (131)I/(137)Cs in air was 3.0 ± 0.5, while the corresponding ratio of (137)Cs/(134)Cs equaled 1.1 ± 0.3. No artificial radionuclides could be detected in air after April 28, 2011. Traces of (131)I as a result of radioactive deposition were measured in grass, soil, sheep milk and meat. The total deposition of (131)I (dry + wet) was 34 ± 4 Bq m(-2), and of (137)Cs was less than 10 Bq m(-2). The maximum concentration of (131)I in grass was 2.1 ± 0.4 Bg kg(-1), while (134)Cs was not detected. The maximum concentrations of (131)I and (137)Cs in sheep milk were 1.7 ± 0.16 Bq kg(-1) and 0.6 ± 0.12 Bq kg(-1) respectively. Concentrations of (131)I up to 1.3 ± 0.2 Bq kg(-1) were measured in sheep meat. Traces of (131)I were found in a number of soil samples. The radiological impact of the Fukushima nuclear accident in Athens region was practically negligible, especially as compared to that of the Chernobyl accident and also to that of natural radioactivity.

Polycyclic aromatic hydrocarbons and their derivatives (nitro-PAHs, oxygenated PAHs, and azaarenes) in PM2.5 from Southern European cities

Atmospheric particulate matter (PM2.5) samples were collected over two one month periods during winter and summer in three Southern European cities (Oporto - traffic site, Florence - urban background, Athens - suburban). Concentrations of 27 polycyclic aromatic hydrocarbons (PAHs), 15 nitro-PAHs (NPAHs), 15 oxygenated-PAHs (OPAHs) and 4 azaarenes (AZAs) were determined. On average, the winter-summer concentrations of ΣPAHs were 16.3-5.60, 7.75-3.02 and 3.44-0.658ngm-3 in Oporto, Florence and Athens, respectively. The corresponding concentrations of ΣNPAHs were 15.8-9.15, 10.9-3.36 and 15.9-2.73ngm-3, whilst ΣOPAHs varied in the ranges 41.8-19.0, 11.3-3.10 and 12.6-0.704ngm-3. Concentrations of ΣAZAs were always below 0.5ngm-3. Irrespective of the city, the dominant PAHs were benzo[b+j+k]fluoranthene, retene, benzo[ghi]perylene and indeno[1,2,3-cd]pyrene. The most abundant OPAH in all cities was 1,8-naphthalic anhydride, whereas 5-nitroacenaphthene was the prevailing NPAH. The ΣOPAHs/ΣPAHs and ΣNPAHs/ΣPAHs were higher in summer than in winter, suggesting increasing formation of derivatives by photochemical degradation of PAHs. Molecular diagnostic ratios suggested that, after traffic, biomass burning was the dominant emission source. Apart from being influenced by seasonal sources, the marked differences between winter and summer may indicate that these diagnostic ratios are particularly sensitive to photodegradation, and thus should be applied and interpreted cautiously. The lifetime excess cancer risk from inhalation was, in part, attributable to PAH derivatives, acclaiming the need to include these compounds in regular monitoring programmes. On average, 206, 88 and 26 cancer cases per million people were estimated, by the World Health Organisation method, for the traffic-impacted, urban background and suburban atmospheres of Oporto, Florence and Athens, respectively.

Indirect evidence of the composition of nucleation mode atmospheric particles in the high Arctic

Previous long-term observations have shown that nanoparticle formation events are common in the summer-time high Arctic and linked to local photochemical activity. However, current knowledge is limited with respect to the chemical precursors of resulting nanoparticles and the compounds involved in their subsequent growth. Here we report case-study measurements during new particle formation (NPF) events of the particle size distribution (diameter > 7 nm) and for the first time the volatility of monodisperse particles having diameter ≤40 nm, providing indirect information about their composition. Volatility measurements provide indirect evidence that a predominant fraction of the 12 nm particle population is ammoniated sulfates in the summertime high Arctic. Our observations further suggest that the majority of the sub-40 nm particle population during NPF events does not exist in the form of sulfuric acid but rather as partly or fully neutralized ammoniated sulfates.

Black carbon sources constrained by observations in the Russian high Arctic

Understanding the role of short-lived climate forcers such as black carbon (BC) at high northern latitudes in climate change is hampered by the scarcity of surface observations in the Russian Arctic. In this study, highly time-resolved Equivalent BC (EBC) measurements during a ship campaign in the White, Barents, and Kara Seas in October 2015 are presented. The measured EBC concentrations are compared with BC concentrations simulated with a Lagrangian particle dispersion model coupled with a recently completed global emission inventory to quantify the origin of the Arctic BC. EBC showed increased values (100-400 ng m-3) in the Kara Strait, Kara Sea, and Kola Peninsula and an extremely high concentration (1000 ng m-3) in the White Sea. Assessment of BC origin throughout the expedition showed that gas-flaring emissions from the Yamal-Khanty-Mansiysk and Nenets-Komi regions contributed the most when the ship was close to the Kara Strait, north of 70° N. Near Arkhangelsk (White Sea), biomass burning in mid-latitudes, surface transportation, and residential and commercial combustion from Central and Eastern Europe were found to be important BC sources. The model reproduced observed EBC concentrations efficiently, building credibility in the emission inventory for BC emissions at high northern latitudes.

Particulate matter pollution from aviation-related activity at a small airport of the Aegean Sea Insular Region

The unprecedented growth in aviation during the last years has resulted in a notable increase of local air pollution related to airports. The impacts of aviation on air quality can be extremely high particularly around airports serving remote insular regions with pristine atmospheric environments. Here we report measurements that show how the atmospheric aerosol is affected by the activity at a small airport in a remote region. More specifically, we provide measurements performed at the airport of Mytilene, Greece, a regional yet international airport that serves the entire island of Lesvos; the third largest island of the country. The measurements show that the activity during landing, taxiing and take-off of the aircrafts accounted for up to a 10-fold increase in particulate matter (PM) mass concentration in the vicinity of the airport. The number concentration of particles having diameters from 10 to 500nm also increased from ca. 4×102 to 8×105particlescm-3, while the mean particle diameter decreased to 20nm when aircrafts were present at the airport. Elemental analysis on particle samples collected simultaneously at the airport and at a remote site 3km away, showed that the former were significantly influenced by combustion sources, and specifically from the engines of the aircrafts. Our results show that despite their small size, local airports serving remote insular regions should be considered as important air pollution hotspots, raising concerns for the exposure of the people working and leaving in their vicinities to hazardous pollutants.

Global deposition and transport efficiencies of radioactive species with respect to modelling credibility after Fukushima (Japan, 2011)

In this study we conduct a detailed comparison of the modelling response of the Fukushima Dai-ichi Nuclear Power Plant (FDNPP) accident with global and local observations. We use five different model versions characterized by different horizontal and vertical resolutions of the same General Circulation Model (GCM). Transport efficiencies of (137)Cs across the world are presented as an indication of the expected radioactive impact. Activity concentrations were well represented showing lower Normalized Mean Biases (NMBs) when the better resolved versions of the GCM were used. About 95% of the results using the zoom configuration over Europe (zEur) remained within a factor of 10 from the observations. Close to Japan, the model reproduced well (137)Cs concentrations using the zoom version over Asia (zAsia) showing high correlations, while more than 64% of the modelling results were found within a factor of two from the observations and more than 92% within a factor of 10. Labile and refractory rare radionuclides calculated indirectly showed larger deviations, with about 60% of the simulated concentrations within a factor of 10 from the observations. We estimate that around 23% of the released (137)Cs remained into Japan, while 76% deposited in the oceans. Around 163 TBq deposited over North America, among which 95 TBq over USA, 40 TBq over Canada and 5 TBq over Greenland). About 14 TBq deposited over Europe (mostly in the European part of Russia, Sweden and Norway) and 47 TBq over Asia (mostly in the Asian part of Russia, Philippines and South Korea), while traces were observed over Africa, Oceania and Antarctica. Since the radioactive plume followed a northward direction before its arrival to USA and then to Europe, a significant amount of about 69 TBq deposited in the Arctic, as well. These patterns of deposition are fully consistent with the most recent reports for the accident.

Potential Source Apportionment and Meteorological Conditions Involved in Airborne 131I Detections in January/February 2017 in Europe

Traces of particulate radioactive iodine (131I) were detected in the European atmosphere in January/February 2017. Concentrations of this nuclear fission product were very low, ranging 0.1 to 10 μBq m-3 except at one location in western Russia where they reached up to several mBq m-3. Detections have been reported continuously over an 8-week period by about 30 monitoring stations. We examine possible emission source apportionments and rank them considering their expected contribution in terms of orders of magnitude from typical routine releases: radiopharmaceutical production units > sewage sludge incinerators > nuclear power plants > spontaneous fission of uranium in soil. Inverse modeling simulations indicate that the widespread detections of 131I resulted from the combination of multiple source releases. Among them, those from radiopharmaceutical production units remain the most likely. One of them is located in Western Russia and its estimated source term complies with authorized limits. Other existing sources related to 131I use (medical purposes or sewage sludge incineration) can explain detections on a rather local scale. As an enhancing factor, the prevailing wintertime meteorological situations marked by strong temperature inversions led to poor dispersion conditions that resulted in higher concentrations exceeding usual detection limits in use within the informal Ring of Five (Ro5) monitoring network.

Monitoring of air pollution levels related to Charilaos Trikoupis Bridge

Charilaos Trikoupis bridge is the longest cable bridge in Europe that connects Western Greece with the rest of the country. In this study, six air pollution monitoring campaigns (including major regulated air pollutants) were carried out from 2013 to 2015 at both sides of the bridge, located in the urban areas of Rio and Antirrio respectively. Pollution data were statistically analyzed and air quality was characterized using US and European air quality indices. From the overall campaign, it was found that air pollution levels were below the respective regulatory thresholds, but once at the site of Antirrio (26.4 and 52.2μg/m3 for PM2.5 and ΡΜ10, respectively) during the 2nd winter period. Daily average PM10 and PM2.5 levels from two monitoring sites were well correlated to gaseous pollutant (CO, NO, NO2, NOx and SO2) levels, meteorological parameters and factor scores from Positive Matrix Factorization during the 3-year period. Moreover, the elemental composition of PM10 and PM2.5 was used for source apportionment. That analysis revealed that major emission sources were sulfates, mineral dust, biomass burning, sea salt, traffic and shipping emissions for PM10 and PM2.5, for both Rio and Antirrio. Seasonal variation indicates that sulfates, mineral dust and traffic emissions increased during the warm season of the year, while biomass burning become the dominant during the cold season. Overall, the contribution of the Charilaos Trikoupis bridge to the vicinity air pollution is very low. This is the result of the relatively low daily traffic volume (~10,000 vehicles per day), the respective traffic fleet composition (~81% of the traffic fleet are private vehicles) and the speed limit (80km/h) which does not favor traffic emissions. In addition, the strong and frequent winds further contribute to the rapid dispersion of the emitted pollutants.