Non-exhaust Traffic Emissions Research Articles

Chemical composition and origins of PM2.5 in Chiang Mai (Thailand) by integrated source apportionment and potential source areas

Upper Southeast Asian region lacks source apportionment studies of air pollution, particularly PM2.5, despite its persistence. This study aims to quantify PM2.5 source contributions and identify their potential source areas in urban Chiang Mai (Thailand) as a representative of the region, using the positive matrix factorization (PMF) receptor model and the potential source contribution function (PSCF). A total of 51 samples were collected and analyzed for water-soluble ions, organic carbon, elemental carbon, carbohydrates, carboxylates, and metals. An average PM2.5 concentration of 116 ± 35 and 35 ± 6 μg m−3 was found during smoke-haze (SH) and non-smoke-haze (NSH) periods, respectively. The average PMF-resolved contributions to PM2.5 in the SH period were the following: biomass burning (59.3 μg m−3) > secondary sulfate (26.2 μg m−3) > dust (16.1 μg m−3) > traffic (14.6 μg m−3). In contrast, those in the NSH period were the following: traffic (27.2 μg m−3) > dust (5.9 μg m-3) > biomass burning (2.5 μg m−3). The PSCF revealed that biomass burning has the main potential source area along the Thai-Myanmar border, while the secondary sulfate largely originated in Indian continent. Local pollution from traffic and dust contributed consistently but was minor in comparison. The source composition exhibited major seasonal change because of the lack of biomass burning and transboundary pollution in the wet season, where exhaust and non-exhaust traffic emissions became the main contributors. These findings offer insights into how regional PM2.5 affects the local pollution in the urban atmosphere.

Automated SEM/EDX imaging for the in-depth characterization of non-exhaust traffic emissions from the Munich subway system

A SEM/EDX based automated measurement and classification algorithm was tested as a method for the in-depth analysis of micro-environments in the Munich subway using a custom build mobile measurements system. Sampling was conducted at platform stations, to investigate the personal exposure of commuters to subway particulate matter during platform stays. EDX spectra and morphological features of all analyzed particles were automatically obtained and particles were automatically classified based on pre-defined chemical and morphological boundaries. Source apportionment for individual particles, such as abrasion processes at the wheel-brake interface, was partially possible based on the established particle classes. An average of 98.87 ± 1.06 % of over 200,000 analyzed particles were automatically assigned to the pre-defined classes, with 84.68 ± 16.45 % of particles classified as highly ferruginous. Manual EDX analysis further revealed, that heavy metal rich particles were also present in the ultrafine size range well below 100 nm.

The impact of vehicle parameters on road PM10 vehicle resuspended emissions: A case in South African low-income settlement

About 70% of the roads in low-income settlements are unpaved and close (≤15m) to residents, thus a major source of ambientand indoor PM10 concentrations. International studies have suggested that decreasing vehicle speed and managing vehicle type onpaved or unpaved roads can reduce vehicle dust emissions. These mitigation strategies should be examined before being adoptedand gazetted into South African air quality management plans. This study aimed to characterise roads and traffic, emphasisingdetermining the impact of vehicle type on PM10 emissions. GIS was used to determine the proportion of paved and unpaved roads. Atraffic counter was used to monitor vehicles and to determine traffic composition, diurnal cycles, and average speed per road type.Field campaigns (summer; 6 days; 15 hrs per day) were carried out in Bokamoso to monitor PM10 concentration usinga TSI DustTrak DRX® real-time optical aerosol counter. The Box Model method quantifies vehicle PM10 emission factors for heavy-duty, medium-duty, and motor vehicles. About 0.88 km of road within Bokamoso is paved with a daily traffic volume of >2000, and 3.6 km is unpaved with >250 daily traffic volume. Paved road heavy-duty vehicle non-exhaust PM10 emissions reported a positive medium to strong coefficient of determination to vehicle speed increase with a coefficient of determination of 0.59. Even though there is a positive coefficient of determination between heavy-duty vehicle non-exhaust PM10 emission factors and speed on unpaved roads, it is weak (0.2) due to low and less variable vehicle speed. Motor vehicle paved and unpaved road non-exhaust emission factors showed no significant coefficient of determination with increased vehicle speed. Paved road non-exhaust emission factors were not significantly variable with vehicle type. They ranged between an average of 0.15-0.18 g/km/h, with motor vehicles reporting an average of 0.18 g/km/h while heavy-duty vehicles reported an average of 0.15 g/km/h. On the contrary, unpaved road non-exhaust traffic PM10 emissions ranged between 0.16-0.3 g/km/h. The emission factors presented may be used to model vehicle traffic emissions, improve on-road vehicle dust emissions impact assessment and as a guide when deciding on local applicable road dust mitigation strategies

Fine Particulate Matter Metal Composition, Oxidative Potential, and Adverse Birth Outcomes in Los Angeles.

Although many studies have linked prenatal exposure to to adverse birth outcomes, little is known about the effects of exposure to specific constituents of or mechanisms that contribute to these outcomes. Our objective was to investigate effects of oxidative potential and metal components from non-exhaust traffic emissions, such as brake and tire wear, on the risk of preterm birth (PTB) and term low birth weight (TLBW). For a birth cohort of 285,614 singletons born in Los Angeles County, California, in the period 2017-2019, we estimated speciated exposures modeled from land use regression with cokriging, including brake and tire wear related metals (barium and zinc), black carbon, and three markers of oxidative potential (OP), including modeled reactive oxygen species based on measured iron and copper (ROS), OH formation (), and dithiothreitol (DTT) loss (). Using logistic regression, we estimated odds ratios (OR) and 95% confidence intervals (CI) for PTB and TLBW with speciated exposures and mass as continuous variables scaled by their interquartile range (IQR). For both metals and oxidative potential metrics, we estimated increased risks for PTB (ORs ranging from 1.01 to 1.03) and TLBW (ORs ranging from 1.02 to 1.05) per IQR exposure increment that were robust to adjustment for mass. Associations for mass, black carbon, metal components, and oxidative potential (especially ROS and ) with adverse birth outcomes were stronger in Hispanic, Black, and mixed-race or Native American women. Our results indicate that exposure to metals from brake and tire wear and particle components that contribute to oxidative potential were associated with an increased risk of PTB and TLBW in Los Angeles County, particularly among Hispanic, Black, and mixed-race or Native American women. Thus, reduction of mass only may not be sufficient to protect the most vulnerable pregnant women and children from adverse effects due to traffic source exposures. https://doi.org/10.1289/EHP12196.

Elemental composition of atmospheric PM10 during COVID-19 lockdown and recovery periods in Moscow (April-July 2020).

Changes in the concentrations of PM10-bound potentially toxic elements (PTEs) during the COVID-19 lockdown period and after the revocation of restrictions were analyzed using the data received at the Aerosol Complex of Moscow State University in April-July 2020. During the lockdown, the input of biomass combustion products enriched in PTEs from the Moscow region hindered the decrease in pollutant concentrations. After the introduction of the self-isolation regime, lower concentrations of most PTEs occurred due to the decrease in anthropogenic activity and the rainy meteorological conditions. After the revocation of restrictive measures, the PTE concentrations began to increase. Multivariate statistical analysis (APCA-MLR) identified the main sources of atmospheric pollutants as urban dust, non-exhaust traffic emissions, and combustion and exhaust traffic emissions. PM10 particles were significantly enriched with Sb, Cd, Sn, Bi, S, Pb, Cu, Mo, and Zn. The total non-carcinogenic and carcinogenic risks, calculated according to the U.S. EPA model, decreased by 24% and 23% during the lockdown; after the removal of restrictions, they increased by 61% and 72%, respectively. The study provides insight into the PTE concentrations and their main sources at different levels of anthropogenic impact.

Identification of atmospheric particulate matter derived from coal and biomass burning and from non-exhaust traffic emissions using zinc isotope signatures

Improving urban air quality is a global challenge. To implement successful abatement measures that reduce atmospheric particulate matter (APM) and associated metal concentrations, precise source apportionment is needed. For this, apportioning contributions from coal and biomass burning and differentiating these from non-exhaust traffic emissions in urban APM is critical. Recent studies characterising the metal isotope composition of urban APM, and potential source materials suggested that non-traditional isotope systems could prove unique fingerprinting tools. Zinc isotopes should be able to separate APM derived from uncontrolled combustion (fly ash, isotopically heavy) from non-exhaust traffic sources (tyre and brake wear, intermediate) and from controlled industrial emissions (flue gas, light). To test this hypothesis, we determined zinc isotope ratios of APM (TSP, PM2.5, PM1) in Beijing (coal combustion for residential heating) and Varanasi (biomass burning in pre-monsoon periods). In Beijing, δ66ZnLyon values of PM2.5 ranged from −0.41 to +1.01‰ in 2015 (avg = +0.25 ± 0.50‰, n = 19). Aerosols (including TSP, PM2.5 and PM1 samples) from the heating period were significantly (t-test, p < 0.001) heavier (avg = +0.90 ± 0.12‰, n = 7) than those from the non-heating period (avg = +0.14 ± 0.36‰, n = 23). Average δ66ZnLyon values of PM2.5 in Varanasi in spring 2015 were +0.82 ± 0.11‰ (n = 4). Extent and direction of isotope fractionation is in line with that expected from theoretical models and the isotope signatures observed agree with previously determined ratios of source materials. Our study links for the first time comprehensively the heavy zinc isotope compositions in APM to coal and biomass burning and shows that zinc isotope compositions of aerosols can discriminate between non-exhaust traffic and combustion sources.

Fate of antimony contamination generated by road traffic – A focus on Sb geochemistry and speciation in stormwater ponds

Although antimony (Sb) contamination has been documented in urban areas, knowledge gaps remain concerning the contributions of the different sources to the Sb urban biogeochemical cycle, including non-exhaust road traffic emissions, urban materials leaching/erosion and waste incineration. Additionally, details are lacking about Sb chemical forms involved in urban soils, sediments and water bodies. Here, with the aim to document the fate of metallic contaminants emitted through non-exhaust traffic emissions in urban aquatic systems, we studied trace element contamination, with a particular focus on Sb geochemistry, in three highway stormwater pond systems, standing as models of surface environments receiving road-water runoff. In all systems, differentiated on the basis of lead isotopic signatures, Sb shows the higher enrichment factor with respect to the geochemical background, up to 130, compared to other traffic-related inorganic contaminants (Co, Cr, Ni, Cu, Zn, Cd, Pb). Measurements of Sb isotopic composition (δ123Sb) performed on solid samples, including air-exposed dusts and underwater sediments, show an average signature of 0.07 ± 0.05‰ (n = 25, all sites), close to the δ123Sb value measured previously in certified reference material of road dust (BCR 723, δ123Sb = 0.03 ± 0.05‰). Moreover, a fractionation of Sb isotopes is observed between solid and dissolved phases in one sample, which might result from Sb (bio)reduction and/or adsorption processes. SEM-EDXS investigations show the presence of discrete submicrometric particles concentrating Sb in all the systems, interpreted as friction residues of Sb-containing brake pads. Sb solid speciation determined by linear combination fitting of X-Ray Absorption Near Edge Structure (XANES) spectra at the Sb K-edge shows an important spatial variability in the ponds, with Sb chemical forms likely driven by local redox conditions: “dry” samples exposed to air exhibited contributions from Sb(V)–O (52% to 100%) and Sb(III)–O (<10% to 48%) species whereas only underwater samples, representative of suboxic/anoxic conditions, showed an additional contribution from Sb(III)–S (41% to 80%) species. Altogether, these results confirm the traffic emission as a specific source of Sb emission in surface environments. The spatial variations of Sb speciation observed along the road-to-pond continuum likely reflect a high geochemical reactivity, which could have important implications on Sb transfer properties in (sub)surface hydrosystems.

Inputs and sources of Pb and other metals in urban area in the post leaded gasoline era

The contamination status of heavy metals in urban environment changes frequently with the industrial structure adjustment, energy conservation and emission reduction and thus requires timely investigation. Based on enrichment factor, multivariate statistical analysis and isotope fingerprinting, we assessed comprehensively the inputs and sources of heavy metals in different samples from an urban area that was less impacted by leaded gasoline exhaust. The road dust contained relatively high levels of Cr, Pb and Zn (with enrichment factor >2) that originated from both exhaust and non-exhaust traffic emissions, while the moss plants could accumulate high levels of Pb and Zn from the deposition of traffic exhaust emission. This suggest that the traffic emission is still an important source of metals in the urban area although gasoline is currently lead free. On the contrary, the occurrences of metals in the urban soils were controlled by natural sources and non-traffic anthropogenic emission. These findings revealed that different samples would receive different inputs of metals from different sources in the urban area, and the responsiveness and sensitiveness of these urban samples to metal inputs can be ranked as moss ≥ dust > soil. Taken together, our results suggested that in order to avoid generalizing and get detail source information, multi-samples and multi-measures must be adopted in the assessment of integrated urban environmental quality.

Characterization of trace elements and Pb isotopes in PM2.5 and isotopic source identification during haze episodes in Seoul, Korea

Trace elements in fine particulate matter (PM2.5) exacerbate human health problems owing to exposure to PM2.5 and its toxic components. Samples of PM2.5 collected in Seoul, Republic of Korea, during typical haze episodes between November 2017 and April 2018, were analyzed for trace elements and Pb isotopes to characterize PM2.5 trace elements and their sources. The concentrations of Cu, Zn, As, Cd, Sb, Tl, and Pb showed statistically significant increases with ambient PM2.5 levels under their negative relationships with wind speed. High enrichment factor values provided evidence of significant inputs from anthropogenic sources. We assigned the dominant source regions of PM2.5 mass and chemical composition during individual sampling periods by coupling the Pb isotopic composition with the air mass back trajectories. The results identified three major categories of domestic, Chinese, and mixed domestic/Chinese source contributions, accounting for about 39%, 38%, and 21%, respectively, during the entire sampling period, which reflects a significant Chinese contribution. Principal component analysis (PCA) identified the major domestic sources for individual elements: coal/oil combustion and vehicle exhaust (Zn, As, Cd, Sb, Tl, and Pb), non-exhaust traffic emissions (Cu and Sb), and soil/road dust (Fe and Mn). Using a Pb isotopic mixing model, the relative contributions from coal combustion, oil combustion, and vehicle exhaust to associated trace elements were estimated to be 35 ± 11%, 35 ± 8%, and 29 ± 16%, respectively. Our results highlight that beyond addressing climate change, driving the transition from fossil fuels to renewable energy sources in the power, heat, and road transport sectors can help greatly reduce air pollution and achieve healthy environment.

Source Apportionment of Particulate Matter in Urban Snowpack Using End-Member Mixing Analysis and Positive Matrix Factorization Model

The aim of this study was to identify particulate matter (PM) sources and to evaluate their contributions to PM in the snowpack of three East Siberian cities. That was the first time when the PM accumulated in the snowpack during the winter was used as the object for source apportionment study in urban environment. The use of long-term integrated PM samples allowed to exclude the influence of short-term weather conditions and anthropogenic activities on PM chemistry. To ascertain the real number of PM sources and their contributions to air pollution the results of source apportionment using positive matrix factorization model (PMF) were for the first time compared to the results obtained using end-member mixing analysis (EMMA). It was found that Si, Fe and Ca were the tracers of aluminosilicates, non-exhaust traffic emissions and concrete deterioration respectively. Aluminum was found to be the tracer of both fossil fuel combustion and aluminum production. The results obtained using EMMA were in good agreement with those obtained using PMF. However, in some cases, the non-point sources identified using PMF were the combinations of two single non-point sources identified using EMMA, whereas the non-point sources identified using EMMA were split by PMF into two single non-point sources. The point sources were clearly identified using both techniques.

Black carbon modeling in urban areas: investigating the influence of resuspension and non-exhaust emissions in streets using the Street-in-Grid model for inert particles (SinG-inert)

Abstract. Black carbon (BC) is a primary and inert pollutant often used as a traffic tracer. Even though its concentrations are generally low at the regional scale, BC presents very high concentrations in streets (at the local scale), potentially with important effects on human health and the environment. Modeling studies of BC concentrations usually underestimate BC concentrations due to uncertainties in both emissions and modeling. Both exhaust and non-exhaust traffic emissions present uncertainties, but the uncertainties with respect to non-exhaust emissions, such as tire, brake, and road wear as well as particle resuspension, are particularly high. In terms of modeling, street models do not always consider the two-way interactions between the local and regional scales. Using a two-way modeling approach, a street with high BC concentrations may influence urban background concentrations above the street, which can subsequently enhance the BC concentrations in the same street. This study uses the multiscale Street-in-Grid model (SinG) to simulate BC concentrations in a suburban street network in Paris, taking the two-way coupling between local and regional scales into account. The BC concentrations in streets proved to have an important influence on urban background concentrations. The two-way dynamic coupling leads to an increase in BC concentrations in large streets with high traffic emissions (with a maximal increase of about 48 %) as well as a decrease in narrow streets with low traffic emissions and low BC concentrations (with a maximal decrease of about 50 %). A new approach to estimate particle resuspension in streets is implemented, strictly respecting the mass balance on the street surface. The resuspension rate is calculated from the available deposited mass on the street surface, which is estimated based on particle deposition and wash-off parameterizations adapted to street-canyon geometries. The simulations show that particle resuspension presents a low contribution to BC concentrations, as the deposited mass is not significant enough to justify high resuspension rates. Non-exhaust emissions, such as brake, tire, and road wear, may largely contribute to BC emissions, with a contribution that is equivalent to exhaust emissions. Here, a sensitivity analysis of BC concentrations is performed by comparing simulations with different emission factors of tire, brake, and road wear. The different emission factors considered are estimated based on the literature. We found a satisfying model–measurement comparison using high tire wear emission factors, which may indicate that the tire emission factors usually used in Europe are probably underestimated. These results have important policy implications: public policies replacing internal combustion engines with electric vehicles may not eliminate BC air pollution but only reduce it by half.

Source identification of exhaust and non-exhaust traffic emissions through the elemental carbon fractions and Positive Matrix Factorization method

Our study implies the importance of exhaust and non-exhaust emissions in a highway road tunnel, which is crucial to assess their impacts on air quality, human health, climate and developing functional methods for controlling. The total suspended particulates (TSP) and road dust (RD) samples were collected by PUF samplers and manually sweeping, respectively. Campaigns were performed in the summer and winter of 2014 in a highway road tunnel in Bolu, Turkey. Chemical analyses were presented to characterize the contents of organic carbon (OC) fractions (OC1,2,3,4), elemental carbon (EC) fractions (EC1,2,3,4,5,6), polycyclic aromatic hydrocarbons (PAHs) and metals (Al, Ba, Ca, Cu, Mg, Mn, Pb, Sr, Cr and Fe) in the collected TSP and RD samples. Positive matrix factorization (PMF) and orthogonal (Deming) regression analysis were applied to find out the exhaust and non-exhaust vehicle emissions of metal and carbonaceous species in the tunnel. The results showed that the identified source profiles included resuspended road dust (43%), non-exhaust emissions (37%), diesel exhaust emissions (13%), and gasoline exhaust emissions (7%). The relationship between emission markers of metal species and EC carbon fractions was supported by correlation studies. Among these EC fractions, EC4 and EC2 were the most abundant fractions in aerosol and RD samples, respectively and so they highly represented the diesel and non-exhaust emissions. Besides, the EC1 fraction was the indicator of gasoline-fueled emissions. Lower EC1 and higher soot-EC contribution obtained in tunnel aerosol (AS) samples showed the dominance of diesel-fueled vehicles in the tunnel. The data represented herein would help to identify the characteristic of vehicle emissions.

Characteristics of potentially toxic elements and multi-isotope signatures (Cu, Zn, Pb) in non-exhaust traffic emission sources

Non-exhaust emissions (e.g., particles from brake pads, asphalt, curb, road paint, tire) are important sources of potentially toxic elements (PTEs) pollution in urban environments and are potential causes of PTEs pollution in road dust. We present the PTEs concentrations (Cr, Ni, Cu, Zn, As, Cd, Sn, Sb, Pb) of non-exhaust emission sources and pollution degree of PTEs. Isotopic signatures of Cu, Zn, and Pb were also analyzed to distinguish these sources. Among PTEs, the Cu concentration in all brake pads was significantly high and brake pads from Korea showed remarkably high Sb concentrations. Asphalt had a higher Pb concentration than other non-exhaust emission sources. Mean of δ65CuAE647, δ66ZnIRMM3702, and 206Pb/207Pb values of non-exhaust emission sources in this study ranged from −0.49‰ to +0.19‰, −0.24‰ to +0.16‰, and 1.1535 to 1.4471, respectively. Non-exhaust emission sources could be discriminated by plotting the concentration and isotopic composition of Cu. Cu isotopic compositions (δ65CuAE647) were clearly distinguished between brake pads including domestic and imported products and tires. Zn isotope values (δ66ZnIRMM3702) of brake pads, tires, and asphalt overlapped, but discriminated from road paint and curb. Our results indicate that the combination of Cu and Zn isotopic signatures can distinguish various non-exhaust traffic emissions, especially brake pads and tires.

Chemically and temporally resolved oxidative potential of urban fine particulate matter

Vehicle emissions are an important source of particulate matter (PM) in urban areas and have well-known adverse health effects on human health. Oxidative potential (OP) is used as a quantification metric for indexing PM toxicity. In this study, by using a liquid spot sampler (LSS) and the dithiothreitol (DTT) assay, the diurnal OP variation was assessed at a ground-level urban monitoring station. Besides, since the monitoring station was adjacent to the main road, the correlation between OP and traffic volume was also evaluated. PM components, including metals, water-soluble inorganic aerosols (WSIAs), black carbon (BC), and polycyclic aromatic hydrocarbons (PAHs), were also simultaneously monitored. The daytime and evening mean ± std volume-normalized OP (OPv) were 0.46 ± 0.27 and 0.48 ± 0.26 nmol/min/m3, and exhibited good correlations with PM1.0 and BC; however, these concentrations were only weakly correlated with mass-normalized OP (OPm). The mean ± std OPm was higher in the daytime (41.3 ± 13.8 pmol/min/μg) than in the evening (36.1 ± 11.5 pmol/min/μg). According to the PMF analysis, traffic emissions dominated the diurnal OP contribution. Organic matter and individual metals associated with non-exhaust traffic emissions, such as Mn, Fe, and Cu, contributed substantially to OP. Diurnal variations of PAH concentrations suggest that photochemical reactions could enhance OP, highlighting the importance of atmospheric aging on PM toxicity.

Characteristics of Potentially Toxic Elements, Risk Assessments, and Isotopic Compositions (Cu-Zn-Pb) in the PM10 Fraction of Road Dust in Busan, South Korea

The pollution status of ten potentially toxic elements (PTEs), isotopic compositions (Cu, Zn, Pb), and the potential ecological risk posed by them were investigated in the PM10 fraction of road dust in Busan Metropolitan city, South Korea. Enrichment factors revealed extremely to strongly polluted levels of Sb, Cd, Zn, Pb, and Cu in the PM10 fraction of road dust, with Sb levels being the highest. Statistical analyses showed that the major cause for contamination with PTEs was non-exhaust traffic emissions such as tire and brake wear. Cu and Zn isotopic compositions of road dust were related to traffic-related emission sources such as brake and tires. Pb isotopic compositions were close to that of road paint, indicating that Pb was a different source from Cu and Zn in this study. No significant health risk was posed by the PTEs. Taking into account the total length of road in Busan, a high quantity of PTEs in road dust (PM10) can have serious deleterious effects on the atmospheric environment and ecosystems. The results of metal concentrations and isotopic compositions in road dust will help identify and manage atmospheric fine particle and coastal metal contamination derived from fine road dust.

Spatial Distribution and Chemical Composition of Road Dust in Two High-Altitude Latin American Cities

Road dust (RD) resuspension is one of the main sources of particulate matter in cities with adverse impacts on air quality, health, and climate. Studies on the variability of the deposited PM10 fraction of RD (RD10) have been limited in Latin America, whereby our understanding of the central factors that control this pollutant remains incomplete. In this study, forty-one RD10 samples were collected in two Andean cities (Bogotá and Manizales) and analyzed for ions, minerals, and trace elements. RD10 levels varied between 1.8–45.7 mg/m2, with an average of 11.8 mg/m2, in Bogotá and between 0.8–26.7 mg/m2, with an average of 5.7 mg/m2, in Manizales. Minerals were the most abundant species in both cities, with a fraction significantly larger in Manizales (38%) than Bogotá (9%). The difference could be explained mainly by the complex topography and the composition of soil derived from volcanic ash in Manizales. The volcanic activity was also associated with SO4−2 and Cl−. Enrichment factors and principal component analysis were conducted to explore potential factors associated to sources of RD10. Elements such as Cu, Pb, Cr, Ni, V, Sb, and Mo were mainly associated with exhaust and non-exhaust traffic emissions.

Comprehensive characterization of tire and road wear particles in highway tunnel road dust by use of size and density fractionation

Tire and road wear particles (TRWPs) are a major component of non-exhaust traffic emissions, but knowledge about their physico-chemical properties is limited. Road dust of a highway tunnel was fractionated by size and density, and fractions were analyzed for TRWPs, metals, seven tire tread indicator chemicals (benzothiazoles, 6-PPD and DPG) and effects in in-vitro bioassays. TRWP content in tunnel dust was very high (11–12%). The peak of the TRWP mass distribution was in the size fraction 20–50 μm, with 31–36% of the total TRWP mass and a content of up to 260 mg/g. The mass of organic tire constituents peaked in the smallest analyzed size fractions (<20 μm) with 35–55% of their total mass. They also peaked in the density fraction 1.3–1.7 g/cm³, indicating a lower TRWP density and a higher contribution of TP to TRWP (approx. 75%) than expected. Video-based shape analysis and SEM showed elongated particles, likely TRWPs, to be present in those size and density fractions ascribed to TRWPs by chemical analysis. But also irregular heteroagglomerates could be found. Solvent extracts of size and density fractions induced effects in bioassays indicative of the activation of the arylhydrocarbon receptor (AhR-CALUX) and the adaptive response to oxidative stress (AREc32). Similar comprehensive characterization of road dust from other sites may be needed to decide on whether TRWPs occurring in high concentrations in tunnel dust are suited as representative test materials for analytical purposes and TRWP fate studies.

Representativeness of airborne brake wear emission for the automotive industry: A review

Brake wear gives 16%–55% by mass to total non-exhaust traffic related PM10 emissions in urban environments. While engines have become cleaner in the past decades, few improvements were made to lower non-exhaust emission until recently. Researchers have developed several experimental methods over the past years to assess brake emissions. However, observations tend to differ from a method to another with respect to many disciplines, ranging from particle system characterization to brake cycles, and it remains difficult to compare results of different research groups. It is so crucial to get a consensus on the standard experimental method. The following article lists limits which influence measurements and has to be taken into account when comparing works from different laboratories. This article also discusses how to design tests to get a relevant braking particle system characterization.

Characteristics and sources of hourly elements in PM10 and PM2.5 during wintertime in Beijing.

Characteristics and sources of ambient particle elements in urban Beijing were studied by hourly observations in two size fractions (PM10 and PM2.5) during November and December 2017 using an online multi-element analyzer. The reconstructed oxide concentrations of 24 elements (from Al to Pb) comprise an appreciable fraction of PM10 and PM2.5, accounting for 37% and 17%, respectively on average. We demonstrate the benefit of using high-time-resolution chemical speciation data in achieving robust source apportionment of the total elemental PM10 (PM10el) and elemental PM2.5 (PM2.5el) mass using positive matrix factorization (PMF). Biomass burning, coal combustion, secondary sulfate, industry, non-exhaust traffic and dust were identified in both size fractions (with varying relative concentrations), which accounted on average for 4%, 12%, 5%, 2%, 14%, and 63%, respectively to the total PM10el, and 14%, 35%, 21%, 6%, 12% and 12%, respectively to the total PM2.5el. Biomass burning and coal combustion exhibited higher concentrations during haze episodes of the heating season. In contrast, secondary sulfate and industry contributed more to haze episodes during the non-heating season. The fractional contribution of dust was mostly high during clean days, while the fractional non-exhaust traffic emission contribution was similar throughout the measurement period. The non-exhaust traffic emissions contributed locally, while the remaining sources were dominated by neighboring areas. Furthermore, trajectory analysis showed that the origin of the industrial sources roughly agreed with the locations of the main point sources. Overall, this work provides detailed information on the characteristics of the elements during different haze events during heating and non-heating seasons.

Highly time-resolved measurements of element concentrations in PM&amp;lt;sub&amp;gt;10&amp;lt;/sub&amp;gt; and PM&amp;lt;sub&amp;gt;2.5&amp;lt;/sub&amp;gt;: comparison of Delhi, Beijing, London, and Krakow

Abstract. We present highly time-resolved (30 to 120 min) measurements of size-fractionated (PM10 and PM2.5) elements in two cities in Asia (Delhi and Beijing) and Europe (Krakow and London). For most elements, the mean concentrations in PM10 and PM2.5 are higher in the Asian cities (up to 24 and 28 times, respectively) than in Krakow and often higher in Delhi than in Beijing. Among European cities, Krakow shows higher elemental concentrations (up to 20 and 27 times, respectively) than London. Hourly maximum concentrations of Pb and Zn reach up to 1 µg m−3 in Delhi, substantially higher than at the other sites. The enrichment factor of an element together with the size distribution allows for a rough classification of elements by major source. We define five groups: (1) dust emissions, (2) non-exhaust traffic emissions, (3) solid fuel combustion, (4) mixed traffic/industrial emissions, and (5) industrial/coal/waste burning emissions, with the last group exhibiting the most site-to-site variability. We demonstrate that the high time resolution and size-segregated elemental dataset can be a powerful tool to assess aerosol composition and sources in urban environments. Our results highlight the need to consider the size distributions of toxic elements, diurnal patterns of targeted emissions, and local vs. regional effects in formulating effective environmental policies to protect public health.