Abstract
Abstract. 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.
Highlights
PM10 concentrations in large European cities have not been decreasing as expected over the last decade (EEA, 2012; Harrison et al, 2008)
The impact of road dust emissions on PM10 and PM2.5
The chemical composition of road dust at each city was investigated with two main objectives:
Summary
PM10 concentrations in large European cities have not been decreasing as expected over the last decade (EEA, 2012; Harrison et al, 2008) This might be due to the underestimation (or absence) of important sources of primary PM in emission inventories (e.g., road dust) or to secondary aerosol precursors whose emission reductions have not been substantial (e.g., NOx, VOC and NH3). Road dust emissions are identified as the source responsible for the mismatch between modeled and observed PM10 concentrations in cities (Schaap et al, 2009, among others). The most evident impact of road dust emissions is the contribution to PM mass (parameter regulated by the EU Directive 2008/50/EC), due to their relatively coarse size. The association with PM2.5−10 was stronger for the November–May period when road dust was found to be highest due to the pavement wear due to studded tires. Exposure to an increase equivalent to the interquartile range of road dust contributions (below 2.5 microns) was associated with a 7 % increment of cardiovascular mortality in Barcelona (Ostro et al, 2011). Gustafsson et al (2008) found that particles from road wear caused by studded tires are at least as inflammatory as particles from diesel exhaust
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