M.C. Minguillón

Variations in vanadium, nickel and lanthanoid element concentrations in urban air

The emission of trace metal pollutants by industry and transport takes place on a scale large enough to alter atmospheric chemistry and results in measurable differences between the urban background of inhalable particulate matter (PM) in different towns. This is particularly well demonstrated by the technogenic release into the atmosphere of V, Ni, and lanthanoid elements. We compare PM concentrations of these metals in large datasets from five industrial towns in Spain variously influenced by emissions from refinery, power station, shipping, stainless steel, ceramic tiles and brick-making. Increased La/Ce values in urban background inhalable PM, due to La-contamination from refineries and their residual products (fuel oils and petcoke), contrast with Ce-rich emissions from the ceramic related industry, and clearly demonstrate the value of this ratio as a sensitive and reliable tracer for many point source emissions. Similarly, anomalously high V/Ni values (>4) can detect the influence of nearby high-V petcoke and fuel oil combustion, although the use of this ratio in urban background PM is limited by overlapping values in natural and anthropogenic materials. Geochemical characterisation of urban background PM is a valuable compliment to the physical monitoring of aerosols widely employed in urban areas, especially given the relevance of trace metal inhalation to urban health issues.

Effects of sources and meteorology on particulate matter in the Western Mediterranean Basin: An overview of the DAURE campaign

DAURE (Determination of the Sources of Atmospheric Aerosols in Urban and Rural Environments in the Western Mediterranean) was a multidisciplinary international field campaign aimed at investigating the sources and meteorological controls of particulate matter in the Western Mediterranean Basin (WMB). Measurements were simultaneously performed at an urban-coastal (Barcelona, BCN) and a rural-elevated (Montseny, MSY) site pair in NE Spain during winter and summer. State-of-the-art methods such as 14C analysis, proton-transfer reaction mass spectrometry, and high-resolution aerosol mass spectrometry were applied for the first time in the WMB as part of DAURE. WMB regional pollution episodes were associated with high concentrations of inorganic and organic species formed during the transport to inland areas and built up at regional scales. Winter pollutants accumulation depended on the degree of regional stagnation of an air mass under anticyclonic conditions and the planetary boundary layer height. In summer, regional recirculation and biogenic secondary organic aerosols (SOA) formation mainly determined the regional pollutant concentrations. The contribution from fossil sources to organic carbon (OC) and elemental carbon (EC) and hydrocarbon-like organic aerosol concentrations were higher at BCN compared with MSY due to traffic emissions. The relative contribution of nonfossil OC was higher at MSY especially in summer due to biogenic emissions. The fossil OC/EC ratio at MSY was twice the corresponding ratio at BCN indicating that a substantial fraction of fossil OC was due to fossil SOA. In winter, BCN cooking emissions were identified as an important source of modern carbon in primary organic aerosol.

Case Studies of Source Apportionment and Suggested Measures at Southern European Cities

This chapter reports the results of the PM10 and PM2.5 source apportionment at 3 urban background sites (Barcelona, Florence and Milan, BCN-UB, FI-UB, MLN-UB) 1 suburban background site (Athens, ATH-SUB) and 1 traffic site (Porto, POR-TR). Road traffic (sum of vehicle exhaust, non-exhaust and traffic-related secondary nitrate) is the most important source of PM10 (23–38% at all sites) and PM2.5 (22–39%, except for ATH-SUB and BCN-UB). The second most important source of PM10 (20–26%) is secondary sulphate/OC at BCN-UB, FI-UB and ATH-SUB, while it represents 10–14% in MLN-UB and POR-TR. The relative importance of this source is higher in PM2.5 (19–37% at SUB-UB sites). Biomass burning contributions vary widely from 14–24% of PM10 in POR-TR, MLN-UB and FI-UB, 7% in ATH-SUB to <2% in BCN-UB. In PM2.5, BB is the second most important source in MLN-UB (21%) and in POR-TR (18%). This large variability is due to the degree of penetration of biomass for residential heating. Other significant sources are local dust, industries (metallurgy), remaining secondary nitrate (from industries, shipping and power generation), sea salt and Saharan dust. The same analysis is performed for exceedances days. Based on the above, a priority list of measures to improve PM levels is proposed for each city.

Origin of polycyclic aromatic hydrocarbons and other organic pollutants in the air particles of subway stations in Barcelona

Underground subways transport large numbers of citizens in big cities, which must breathe air with limited ventilation. These atmospheric conditions may enhance the concentration of air pollutants from both outdoor and indoor air. The influence of ventilation conditions and maintenance activities on the concentrations of air pollutants have been studied. Particulate matter with aerodynamic diameter smaller than 2.5 μm (PM2.5) in indoor air was sampled in ten platforms of nine subway stations of the metropolitan area of Barcelona in 2015 and 2016. These particles were analyzed for polycyclic aromatic hydrocarbons (PAH) and organic tracer compounds. The concentrations of PAH were in the range of the street air levels with higher PAH values in the colder period. No influence of nighttime maintenance activities was observed on the platform air quality during daytime. Source apportionment analysis using the concentrations of hopanes, nicotine and levoglucosan as molecular tracer compounds showed that 75% of the detected PAH at the platforms have an outdoor PM origin. The modern subway stations, with advanced ventilation and platform screen doors that separate the subway system from the platform, showed lowest PAH and PM concentrations.

Aerosol sources in subway environments

ABSTRACT Millions of people use rail subway public transport around the world, despite the relatively high particulate matter (PM) concentrations in these underground environments, requiring the identification and quantification of the aerosol source contributions to improve the air quality. An extensive aerosol monitoring campaign was carried out in eleven subway stations in the Barcelona metro system, belonging to seven subway lines. PM2.5 samples were collected during the metro operating hours and chemically analysed to determine major and trace elements, inorganic ions, and total carbon. The chemical compositions of subway components such as brake pads, rail tracks and pantographs were also determined. The mean PM2.5 concentrations varied widely among stations, ranging from 26 &mgr;g m−3 to 86 &mgr;g m−3. Subway PM2.5 was mainly constituted by Fe2O3 (30–66%), followed by carbonaceous matter (18–37%) for the old stations, while for new stations equipped with Platform Screen Doors (PSD) these percentages go down to 21–44% and 15–30%, respectively. Both the absolute concentrations and the relative abundance of key species differed for each subway station, although with common patterns within a given subway line. This is a result of the different emission chemical profiles in different subway lines (using diverse types of brakes and/or pantographs). The co‐emission of different sources poses a problem for their separation by receptor models. Nevertheless, receptor modelling (Positive Matrix Factorization) was applied resulting in ten sources, five of them subway‐specific: RailWheel, RailWheel+Brake, Brake_A, Brake_B, Pb. The sum of their contributions accounted for 43–91% of bulk PM2.5 for the old stations and 21–52% for the stations with PSD. The decrease of the activity during the weekends resulted in a decrease (up to 56%) in the subway‐specific sources contribution to the –already lower– bulk PM2.5 concentrations compared to weekdays. The health‐related elements are mainly apportioned (> 60%) by subway sources. Graphical abstract Figure. No Caption available. HighlightsPM2.5 concentrations varied widely among subway platforms (26–86 &mgr;g m−3).Main PM2.5 component in metro microenvironment is iron oxide.Subway sources contribution account for up to 91% of ambient subway PM2.5.From the five subway‐specific sources identified, brakes contributed the most.Elements related with health issues are apportioned mostly by subway sources (> 60%).