Publications
86 results found
Liu X, Lara R, Dufresne M, et al., 2024, Variability of ambient air ammonia in urban Europe (Finland, France, Italy, Spain, and the UK), Environment International, Vol: 185, ISSN: 0160-4120
This study addressed the scarcity of NH3 measurements in urban Europe and the diverse monitoring protocols, hindering direct data comparison. Sixty-nine datasets from Finland, France, Italy, Spain, and the UK across various site types, including industrial (IND, 8), traffic (TR, 12), urban (UB, 22), suburban (SUB, 12), and regional background (RB, 15), are analyzed to this study. Among these, 26 sites provided 5, or more, years of data for time series analysis. Despite varied protocols, necessitating future harmonization, the average NH3 concentration across sites reached 8.0 ± 8.9 μg/m3. Excluding farming/agricultural hotspots (FAHs), IND and TR sites had the highest concentrations (4.7 ± 3.2 and 4.5 ± 1.0 μg/m3), followed by UB, SUB, and RB sites (3.3 ± 1.5, 2.7 ± 1.3, and 1.0 ± 0.3 μg/m3, respectively) indicating that industrial, traffic, and other urban sources were primary contributors to NH3 outside FAH regions. When referring exclusively to the FAHs, concentrations ranged from 10.0 ± 2.3 to 15.6 ± 17.2 μg/m3, with the highest concentrations being reached in RB sites close to the farming and agricultural sources, and that, on average for FAHs there is a decreasing NH3 concentration gradient towards the city. Time trends showed that over half of the sites (18/26) observed statistically significant trends. Approximately 50 % of UB and TR sites showed a decreasing trend, while 30 % an increasing one. Meta-analysis revealed a small insignificant decreasing trend for non-FAH RB sites. In FAHs, there was a significant upward trend at a rate of 3.51[0.45,6.57]%/yr. Seasonal patterns of NH3 concentrations varied, with urban areas experiencing fluctuations influenced by surrounding emissions, particularly in FAHs. Diel variation showed differing patterns at urban monitoring sites, all with high
Mak J, Feary J, Amaral AFS, et al., 2024, Occupational exposure to particulate matter and staff sickness absence on the London underground, Environment International, Vol: 185, ISSN: 0160-4120
The London Underground (LU) employs over 19,000 staff, some of whom are exposed to elevated concentrations of particulate matter (PM) within the network. This study quantified the occupational exposure of LU staff to subway PM and investigated the possible association with sickness absence (SA). A job exposure matrix to quantify subway PM2.5 staff exposure was developed by undertaking measurement campaigns across the LU network. The association between exposure and SA was evaluated using zero-inflated mixed-effects negative binomial models. Staff PM2.5 exposure varied by job grade and tasks undertaken. Drivers had the highest exposure over a work shift (mean: 261 µg/m3), but concentrations varied significantly by LU line and time the train spent subway. Office staff work in office buildings separate to the LU network and are unexposed to occupational subway PM2.5. They were found to have lower rates of all-cause and respiratory infection SA compared to non-office staff, those who work across the LU network and are occupational exposed to subway PM2.5. Train drivers on five out of eight lines showed higher rates of all-cause SA, but no dose-response relationship was seen. Only drivers from one line showed higher rates of SAs from respiratory infections (incidence rate ratio: 1.24, 95% confidence interval 1.10-1.39). Lower-grade customer service (CS) staff showed higher rates of all-cause and respiratory infection SA compared to higher grade CS staff. Doctor-certified chronic respiratory and cardiovascular SAs were associated with occupational PM2.5 exposure in CS staff and drivers. While some groups with higher occupational exposure to subway PM reported higher rates of SA, no evidence suggests that subway PM is the main contributing factor to SA. This is the largest subway study on health effects of occupational PM2.5 exposure and may have wider implications for subway workers, contributing to safer working environments.
Desouza C, Marsh D, Beevers S, et al., 2024, Emissions from the construction sector in the United Kingdom, Emission Control Science and Technology, ISSN: 2199-3637
The UK national atmospheric emissions inventory estimates of construction industry emissions use a top-down approach, based on fuel consumption and employment. It estimates that the sector is the 2nd largest emitter of PM2.5 (14%) and 4th largest emitter of NOX (7%). In this study, we have adopted a bottom-up approach to assess emissions of NOX from the sector and show that emissions are 39% higher than the existing estimates. By developing a novel fleet turnover model to predict the population and emission standard of construction machinery up to 2025, we demonstrate a significant shift in the quantity and types of machines used. The overall uncertainty of the model was calculated to be 55%. Applying the estimated uncertainties to the model, in 2018, the non-road mobile machinery fleet in the UK emitted 36.6 ± 10.0 kilo-tonnes of NOX, whilst the NAEI estimated 33.2 kilo-tonnes for the same sector. For the subsequent years 2019 and 2020, the NAEI estimate was within the model’s uncertainty prediction—28.0 kilo-tonnes compared with 32.7 ± 8.9 kilo-tonnes for 2019 and 23.2 kilo-tonnes compared with 29.5 ± 8.1 kilo-tonnes for 2020. Overall, the size of the non-road mobile machinery fleet in the UK is predicted to reduce by 4% in 2025 compared to 2018. Furthermore, the introduction of Stages IV and V emission regulations for new machines will lead to a 58% reduction in fleet NOX emissions over the same period. These emission regulations are targeted at the larger, more polluting machines, with smaller machines not required to meet tighter emissions standards under Stage V. As a result, mini-excavators are the most common machines and consequently become the dominant source of NOX emissions from the fleet, contributing 55% in 2025. Therefore, tighter emissions regulations, or the uptake of battery power in the form of electrification, for these small machines would yield significant emissions redu
Twigg MM, Di Marco CF, McGhee EA, et al., 2023, The potential of high temporal resolution automatic measurements of PM2.5 composition as an alternative to the filter-based manual method used in routine monitoring, Atmospheric Environment, Vol: 315, ISSN: 1352-2310
Under the EU Air Quality Directive (AQD) 2008/50/EC member states are required to undertake routine monitoring of PM2.5 composition at background stations. The AQD states for PM2.5 speciation this should include at least: nitrate (NO3−), sulfate (SO42−), chloride (Cl−), ammonium (NH4+), sodium (Na+), potassium (K+), magnesium (Mg2+), calcium (Ca2+), elemental carbon (EC) and organic carbon (OC). Until 2017, it was the responsibility of each country to determine the methodology used to report the composition for the inorganic components of PM2.5. In August 2017 a European standard method of measurement of PM2.5 inorganic chemical components (NO3−, SO42−, Cl−, NH4+, Na+, K+, Mg2+, Ca2+) as deposited on filters (EN16913:2017) was published. From August 2019 this then became the European standard method. This filter method is labour-intensive and provides limited time resolution and is prone to losses of volatile compounds. There is therefore increasing interest in the use of alternative automated methods. For example, the UK reports hourly PM2.5 chemical composition using the Monitor for AeRosols and Gases in Ambient air (MARGA, Metrohm, NL). This study is a pre-assessment review of available data to demonstrate if or to what extent equivalence is possible using either the MARGA or other available automatic methods, including the Aerosol Chemical Speciation Monitor (ACSM, Aerodyne Research Inc. US) and the Ambient Ion Monitor (AIM, URG, US).To demonstrate equivalence three objectives were to be met. The first two objectives focused on data capture and were met by all three instruments. The third objective was to have less than a 50% expanded uncertainty compared to the reference method for each species. Analysis of this objective was carried out using existing paired datasets available from different regions around the world. It was found that the MARGA (2006–2019 model) had the potential to demonstrate equivalence for all spec
Hedges M, Priestman M, Chadeau-Hyam M, et al., 2023, Characterising a mobile reference station (MoRS) to quantify personal exposure to air quality, Atmospheric Environment, Vol: 315, ISSN: 1352-2310
There is increasing clinical, epidemiological, and toxicological evidence linking exposure to air pollution with multiple health outcomes that lead to increased mortality and morbidity. Traditionally, fixed air quality monitors have been used to provide ambient air pollution measurements, but they have spatial and temporal limitations. Rapid advances in instrument miniaturisation have made novel sensing technologies more accessible but these are prone to high sensitivity and inaccuracies. To bridge the gap between fixed monitors and small sensors we have developed a Mobile Reference Station (MoRS) – a portable platform delivering high quality measurements of air pollutants using smaller, low power reference grade instruments at high time resolutions. MoRS enables the simultaneous measurement of a broad aerosol size distribution (10 nm–35 μm), gaseous pollutant concentrations (nitrogen dioxide (NO2) and ozone (O3)), environmental parameters (noise, relatively humidity (RH) and temperature) as well as collecting filter samples for laboratory analysis. The MoRS instrumentation is described and the major challenges in ensuring that high data quality standards are maintained are discussed. Laboratory and field tests were used to derive scaling factors for all the MoRSinstrumentation. Field testing of MoRS showed excellent intercomparability against reference instrumentation (R2 > 0.98) and good agreement with reference instruments in the ultrafine aerosol range, although there was an overestimation of fine particle aerosols. Measurements taken during example mainline train and London Underground (LU) journeys are displayed showing the value of the high-quality data derived from MoRS and how this can help to disentangle multiple confounding environmental pollutants and enrich epidemiological studies.
Sheehan A, Beddows A, Green DC, et al., 2023, City scale traffic monitoring using WorldView satellite imagery and deep learning: a case study of Barcelona, Remote Sensing, Vol: 15, ISSN: 2072-4292
Accurate traffic data is crucial for a range of different applications such as quantifying vehicle emissions, and transportation planning and management. However, the availability of traffic data is geographically fragmented and is rarely held in an accessible form. Therefore, there is an urgent need for a common approach to developing large urban traffic data sets. Utilising satellite data to estimate traffic data offers a cost-effective and standardized alternative to ground-based traffic monitoring. This study used high-resolution satellite imagery (WorldView-2 and 3) and Deep Learning (DL) to identify vehicles, road by road, in Barcelona (2017–2019). The You Only Look Once (YOLOv3) object detection model was trained and model accuracy was investigated via parameters such as training data set specific anchor boxes, network resolution, image colour band composition and input image size. The best performing vehicle detection model configuration had a precision (proportion of positive detections that were correct) of 0.69 and a recall (proportion of objects in the image correctly identified) of 0.79. We demonstrated that high-resolution satellite imagery and object detection models can be utilised to identify vehicles at a city scale. However, the approach highlights challenges relating to identifying vehicles on narrow roads, in shadow, under vegetation, and obstructed by buildings. This is the first time that DL has been used to identify vehicles at a city scale and demonstrates the possibility of applying these methods to cities globally where data are often unavailable.
Liu X, Hadiatullah H, Zhang X, et al., 2023, Ambient air particulate total lung deposited surface area (LDSA) levels in urban Europe, Science of the Total Environment, Vol: 898, Pages: 1-11, ISSN: 0048-9697
This study aims to picture the phenomenology of urban ambient total lung deposited surface area (LDSA) (including head/throat (HA), tracheobronchial (TB), and alveolar (ALV) regions) based on multiple path particle dosimetry (MPPD) model during 2017-2019 period collected from urban background (UB, n = 15), traffic (TR, n = 6), suburban background (SUB, n = 4), and regional background (RB, n = 1) monitoring sites in Europe (25) and USA (1). Briefly, the spatial-temporal distribution characteristics of the deposition of LDSA, including diel, weekly, and seasonal patterns, were analyzed. Then, the relationship between LDSA and other air quality metrics at each monitoring site was investigated. The result showed that the peak concentrations of LDSA at UB and TR sites are commonly observed in the morning (06:00-8:00 UTC) and late evening (19:00-22:00 UTC), coinciding with traffic rush hours, biomass burning, and atmospheric stagnation periods. The only LDSA night-time peaks are observed on weekends. Due to the variability of emission sources and meteorology, the seasonal variability of the LDSA concentration revealed significant differences (p = 0.01) between the four seasons at all monitoring sites. Meanwhile, the correlations of LDSA with other pollutant metrics suggested that Aitken and accumulation mode particles play a significant role in the total LDSA concentration. The results also indicated that the main proportion of total LDSA is attributed to the ALV fraction (50 %), followed by the TB (34 %) and HA (16 %). Overall, this study provides valuable information of LDSA as a predictor in epidemiological studies and for the first time presenting total LDSA in a variety of European urban environments.
Hicks W, Green DC, Beevers S, 2023, Quantifying the change of brake wear particulate matter emissions through powertrain electrification in passenger vehicles, ENVIRONMENTAL POLLUTION, Vol: 336, ISSN: 0269-7491
Savadkoohi M, Pandolfi M, Reche C, et al., 2023, The variability of mass concentrations and source apportionment analysis of equivalent black carbon across urban Europe, ENVIRONMENT INTERNATIONAL, Vol: 178, ISSN: 0160-4120
Trechera P, Garcia-Marlès M, Liu X, et al., 2023, Phenomenology of ultrafine particle concentrations and size distribution across urban Europe, Environment International, Vol: 172, Pages: 1-17, ISSN: 0160-4120
The 2017-2019 hourly particle number size distributions (PNSD) from 26 sites in Europe and 1 in the US were evaluated focusing on 16 urban background (UB) and 6 traffic (TR) sites in the framework of Research Infrastructures services reinforcing air quality monitoring capacities in European URBAN & industrial areaS (RI-URBANS) project. The main objective was to describe the phenomenology of urban ultrafine particles (UFP) in Europe with a significant air quality focus. The varying lower size detection limits made it difficult to compare PN concentrations (PNC), particularly PN10-25, from different cities. PNCs follow a TR > UB > Suburban (SUB) order. PNC and Black Carbon (BC) progressively increase from Northern Europe to Southern Europe and from Western to Eastern Europe. At the UB sites, typical traffic rush hour PNC peaks are evident, many also showing midday-morning PNC peaks anti-correlated with BC. These peaks result from increased PN10-25, suggesting significant PNC contributions from nucleation, fumigation and shipping. Site types to be identified by daily and seasonal PNC and BC patterns are: (i) PNC mainly driven by traffic emissions, with marked correlations with BC on different time scales; (ii) marked midday/morning PNC peaks and a seasonal anti-correlation with PNC/BC; (iii) both traffic peaks and midday peaks without marked seasonal patterns. Groups (ii) and (iii) included cities with high insolation. PNC, especially PN25-800, was positively correlated with BC, NO2, CO and PM for several sites. The variable correlation of PNSD with different urban pollutants demonstrates that these do not reflect the variability of UFP in urban environments. Specific monitoring of PNSD is needed if nanoparticles and their associated health impacts are to be assessed. Implementation of the CEN-ACTRIS recommendations for PNSD measurements would provide comparable measurements, and measurements of <10 nm PNC are needed for full evalu
Delgado-Saborit JM, Lim S, Hickman A, et al., 2022, Factors affecting occupational black carbon exposure in enclosed railway stations, Atmospheric Environment, Vol: 289, Pages: 1-14, ISSN: 1352-2310
Many rail services around the world continue to use diesel as the primary fuel source and enclosed railway stations have been identified as a possible hotspot for exposure to harmful diesel exhaust exposures. Little is known about the occupational exposure to air pollution for railway station workers due to their mobility around the station and variations in station design. A detailed understanding of the concentration of black carbon (BC), a diesel exhaust tracer, inside railway stations and the factors driving occupational exposures is required to minimize occupational exposure. Real-time personal exposure to BC was measured during 60 work-shifts encompassing different roles at three large enclosed railway stations of different design in London, Birmingham and Edinburgh (UK). Sampling was conducted by the train station workers over a period of 27 days between January 2017 to October 2018. Worker shift-mean BC exposures ranged 0.6–20.8 μg m−3 but 1-min peak exposures reached 773 μg m−3, with train dispatchers experiencing the highest BC exposures. Station design, job role, and frequency of diesel trains were the main drivers of occupational BC exposure. Elevated exposures for some station workers indicate that mitigation measures to reduce their exposure should be implemented to lower the risk of occupational health impacts. These could include improving ventilation and reducing engine emissions.
Muxworthy A, Lam C, Green D, et al., 2022, Magnetic characterisation of London’s airborne nanoparticulate matter, Atmospheric Environment, Vol: 287, Pages: 1-8, ISSN: 1352-2310
Iron-bearing particulate matter produced by vehicle emissions is known to be toxic. To better quantify potential health risks, we have conducted the first magnetic study of a time-series of London's inhalable particulate matter (<10 μm, PM10), captured by three monitoring stations in central London (Marylebone Road, Earl's Court Road and Oxford Street) through 2010 and 2012. We conducted room-temperature analysis on all the samples, and a limited number of samples were analysed at both high and low temperatures. The high-temperature measurements identified magnetite as the dominant magnetic phase. The low-temperature measurements revealed high numbers of nanoparticles, which, assuming magnetite, are in the grain-size range 1–4 nm. It is estimated that as much as ∼40% of the total magnetic signal at 10 K is from particles <4 nm, that are magnetically ‘invisible’ at room-temperature and are being routinely under-estimated in room temperature-based magnetic studies. From the low-temperature measurements, the total concentration of magnetite was estimated at ∼7.5%, significantly higher than previously reported. The room-temperature magnetic data were compared with other pollution data, e.g., NOX and PM10, and meteorological data. Mass-dependent terms like the saturation magnetisation were found to display a strong correlation with NOX and PM10, indicating a common source for these pollutants, i.e., vehicle emissions. Magnetic coercivity measurements, which are independent of abundance, and provide information on grain-size, were consistent across all three sampling localities, again suggesting a major dominant source. Relatively small variations in coercivity were correlated with meteorological events, e.g., temperature and precipitation, suggesting preferential removal of larger airborne grains, i.e., >50 nm.
Chen G, Canonaco F, Tobler A, et al., 2022, European aerosol phenomenology - 8: Harmonised source apportionment of organic aerosol using 22 Year-long ACSM/AMS datasets, Environment International, Vol: 166, ISSN: 0160-4120
Organic aerosol (OA) is a key component of total submicron particulate matter (PM1), and comprehensive knowledge of OA sources across Europe is crucial to mitigate PM1 levels. Europe has a well-established air quality research infrastructure from which yearlong datasets using 21 aerosol chemical speciation monitors (ACSMs) and 1 aerosol mass spectrometer (AMS) were gathered during 2013-2019. It includes 9 non-urban and 13 urban sites. This study developed a state-of-the-art source apportionment protocol to analyse long-term OA mass spectrum data by applying the most advanced source apportionment strategies (i.e., rolling PMF, ME-2, and bootstrap). This harmonised protocol was followed strictly for all 22 datasets, making the source apportionment results more comparable. In addition, it enables quantification of the most common OA components such as hydrocarbon-like OA (HOA), biomass burning OA (BBOA), cooking-like OA (COA), more oxidised-oxygenated OA (MO-OOA), and less oxidised-oxygenated OA (LO-OOA). Other components such as coal combustion OA (CCOA), solid fuel OA (SFOA: mainly mixture of coal and peat combustion), cigarette smoke OA (CSOA), sea salt (mostly inorganic but part of the OA mass spectrum), coffee OA, and ship industry OA could also be separated at a few specific sites. Oxygenated OA (OOA) components make up most of the submicron OA mass (average = 71.1%, range from 43.7 to 100%). Solid fuel combustion-related OA components (i.e., BBOA, CCOA, and SFOA) are still considerable with in total 16.0% yearly contribution to the OA, yet mainly during winter months (21.4%). Overall, this comprehensive protocol works effectively across all sites governed by different sources and generates robust and consistent source apportionment results. Our work presents a comprehensive overview of OA sources in Europe with a unique combination of high time resolution (30-240 min) and long-term data coverage (9-36 months), providing essential information
Fussell JC, Franklin M, Green DC, et al., 2022, A Review of road traffic-derived non-exhaust particles: emissions, physicochemical characteristics, health risks, and mitigation measures., Environmental Science and Technology (Washington), Vol: 56, ISSN: 0013-936X
Implementation of regulatory standards has reduced exhaust emissions of particulate matter from road traffic substantially in the developed world. However, nonexhaust particle emissions arising from the wear of brakes, tires, and the road surface, together with the resuspension of road dust, are unregulated and exceed exhaust emissions in many jurisdictions. While knowledge of the sources of nonexhaust particles is fairly good, source-specific measurements of airborne concentrations are few, and studies of the toxicology and epidemiology do not give a clear picture of the health risk posed. This paper reviews the current state of knowledge, with a strong focus on health-related research, highlighting areas where further research is an essential prerequisite for developing focused policy responses to nonexhaust particles.
Stettler MEJ, Nishida RT, de Oliveira PM, et al., 2022, Source terms for benchmarking models of SARS-CoV-2 transmission via aerosols and droplets, Royal Society Open Science, Vol: 9, ISSN: 2054-5703
There is ongoing and rapid advancement in approaches to modelling the fate of exhaled particles in different environments relevant to disease transmission. It is important that models are verified by comparison with each other using a common set of input parameters to ensure that model differences can be interpreted in terms of model physics rather than unspecified differences in model input parameters. In this paper, we define parameters necessary for such benchmarking of models of airborne particles exhaled by humans and transported in the environment during breathing and speaking.
Manousakas M, Furger M, Daellenbach KR, et al., 2022, Source identification of the elemental fraction of particulate matter using size segregated, highly time-resolved data and an optimized source apportionment approach, Atmospheric Environment: X, Vol: 14, ISSN: 2590-1621
Source emissions with high covariance degrade the performance of multivariate models, and often highly-time resolved data is needed to accurately extract the contribution of different emissions. Here, we use highly time-resolved size segregated elemental composition data to apportion the sources of the elemental fraction of PM in Zürich (May 2019–May 2020). For data collection, we have used an ambient metals monitor, Xact 625i, equipped with a sampling inlet alternating between PM2.5 and PM10. By implementing interpolation and a newly proposed uncertainty estimation methodology, it was possible to obtain and use in PMF a combined dataset of PM2.5 and PMcoarse (PM10-2.5) having data from only one instrument. The combination of the inlet switching system, the instrument's high time resolution, and the use of advanced source apportionment approaches yielded improved source apportionment results in terms of the number of identified sources, as the model, additionally to the diurnal and seasonal variation of the dataset, also utilizes the variation from the size segregated data. Thirteen sources of elements were identified, i.e., sea salt (5.4%), biomass burning (7.2%), construction (4.3%), industrial (3.3%), light-duty vehicles (5.4%), Pb (0.7%), Zn (0.7%), dust (22.1%), transported dust (9.5%), sulfates (15.4%), heavy-duty vehicles (17%), railway (6.6%) and fireworks (2.4%). The Covid-19 lockdown effect in PM sources in the area was also quantified. High-intensity events disproportionally affect the PMF solution, and in many cases, they are getting discarded before analysis, removing thus valuable information from the dataset. In this study, a three-step source apportionment approach was used to get a well-resolved unmixed solution when firework data points were included in the analysis. This approach can also be used for other sources and/or events with very high contributions that distort source apportionment analysis. Optimized source apportionment techni
Tremper A, Jephcote C, Gulliver J, et al., 2022, Sources of particle number concentration and noise near London Gatwick Airport, Environment International, Vol: 161, ISSN: 0160-4120
There is increasing evidence of potential health impacts from both aircraft noise and aircraft-associated ultrafine particles (UFP). Measurements of noise and UFP are however scarce near airports and so their variability and relationship are not well understood. Particle number size distributions and noise levels were measured at two locations near Gatwick airport (UK) in 2018–19 with the aim to characterize particle number concentrations (PNC) and link PNC sources, especially UFP, with noise. Positive Matrix Factorization was used on particle number size distribution to identify these sources. Mean PNC (7500–12,000 p cm−3) were similar to those measured close to a highly trafficked road in central London. Peak PNC (94,000 p cm−3) were highest at the site closer to the runway. The airport source factor contributed 17% to the PNC at both sites and the concentrations were greatest when the respective sites were downwind of the runway. However, the main source of PNC was associated with traffic emissions. At both sites noise levels were above the recommendations by the WHO (World Health Organisation). Regression models of identified UFP sources and noise suggested that the largest source of noise (LAeq-1hr) above background was associated with sources of fresh traffic and urban UFP depending on the site. Noise and UFP correlations were moderate to low suggesting that UFP are unlikely to be an important confounder in epidemiological studies of aircraft noise and health. Correlations between UFP and noise were affected by meteorological factors, which need to be considered in studies of short-term associations between aircraft noise and health.
Green D, 2022, Source attribution and quantification of atmospheric nickel concentrations in an industrial area in the United Kingdom (UK), Environmental Pollution, Vol: 293, Pages: 1-10, ISSN: 0269-7491
Pontardawe in South Wales, United Kingdom (UK), consistently has the highest concentrations of nickel (Ni) in PM10 in the UK and repeatedly breaches the 20 ng m−3 annual mean EU target value. Several local industries use Ni in their processes. To assist policy makers and regulators in quantifying the relative Ni contributions of these industries and developing appropriate emission reduction approaches, the hourly concentrations of 23 elements were measured using X-ray fluorescence alongside meteorological variables and black carbon during a four-week campaign in November–December 2015. Concentrations of Ni ranged between 0 and 2480 ng m−3 as hourly means. Positive Matrix Factorization (PMF) was used to identify sources contributing to measured elements. Cluster analysis of bivariate polar plots of those factors containing Ni in their profile was further used to quantify the industrial processes contributing to ambient PM10 concentrations. Two sources were identified to contribute to Ni concentrations, stainless-steel (which contributed to 10% of the Ni burden) and the Ni refinery (contributing 90%). From the stainless-steel process, melting activities were responsible for 66% of the stainless-steel factor contribution.
Desouza CD, Marsh DJ, Beevers SD, et al., 2021, A spatial and fleet disaggregated approach to calculating the NOX emissions inventory for non-road mobile machinery in London, Atmospheric Environment: X, Vol: 12, Pages: 1-8, ISSN: 2590-1621
The latest London atmospheric emissions inventory (2016), which is calculated using fuel consumption and construction employment, estimates that, the construction sector contributes 34% of the total PM10 emissions (the largest source), and 7% of the total NOX emissions (5th largest source). These contribute significantly to NO2 and PM2.5 pollution problems in London, which is a major concern for public health. Real-world emission factors from tail-pipe measurements were coupled to a register for construction machinery, to develop a novel ‘spatial and fleet disaggregated’ emissions inventory for the construction sector in London. This method estimated 1294 tonnes of NOX in 2018 and 1578 tonnes of NOX in 2019 from non-road mobile machinery in the construction sector, approximately 55% and 45% lower for 2018 and 2019 respectively, than the current (2016) London atmospheric emissions inventory (2850 tonnes). However, compared to the current London atmospheric emissions inventory, the new NOX emissions are higher in central London, under-estimating the importance of this source in central London. The fleet-disaggregated emissions inventory enables potential policy to be developed by focusing on high-emitters registered on the London database. As a demonstration, two emission abatement scenarios were modelled – first: by retrofitting older generators with a SCR-DPF system, a potential 53% reduction in overall NOX emissions was predicted from all NRMM; and second: by accelerating the excavator fleet-turnover – a more modest 2-tonne reduction in overall NOX emissions was predicted from all NRMM in London.
Ciupek K, Quincey P, Green DC, et al., 2021, Challenges and policy implications of long-term changes in mass absorption cross-section derived from equivalent black carbon and elemental carbon measurements in London and south-east England in 2014-2019, Environmental Science: Processes and Impacts, Vol: 23, Pages: 1949-1960, ISSN: 2050-7895
Determining the concentration of carbonaceous particles in ambient air is important for climate modelling, source attribution and air quality management. This study presents the difficulties associated with the interpretation of apparent long-term changes in the mass absorption cross section (MAC) of carbonaceous particles in London and south-east England based on equivalent black carbon (eBC) and elemental carbon (EC) measurements between 2014 and 2019. Although these two measurement techniques were used to determine the concentration of carbonaceous aerosols, the concentrations of eBC and EC changed at different rates at all sites, and exhibited different long-term trends. eBC measurements obtained using aethalometer instruments for traffic and urban background sites demonstrated consistent trends, showing decreases in concentrations of up to −12.5% y−1. The EC concentrations showed no change at the urban background location, a similar change to eBC at the traffic site and a significant upward trend of +10% y−1 was observed at the rural site. Despite these differences, the trends in the MAC values decreased at all sites in a similar way, with rates of change from −5.5% y−1 to −10.1% y−1. The different trends and magnitudes of change for the eBC and EC concentrations could lead to uncertainty in quantifying the efficacy of intervention measures and to different conclusions for policy making. This paper provides possible explanations of the observed decrease in MAC values over time.
Weiss D, Resongle E, harrison R, et al., 2021, Strong evidence for the continued contribution of lead deposited during the 20th century to the atmospheric environment of today, Proceedings of the National Academy of Sciences of USA, Vol: 118, ISSN: 0027-8424
Although leaded gasoline was banned at the end of the last century, lead (Pb) remains significantly enriched in airborne particles in large cities. The remobilization of historical Pb deposited in soils from atmospheric removal has been suggested as an important source providing evidence for the hypothetical long-term persistency of lead, and possibly other pollutants, in the urban environment. Here, we present data on Pb isotopic composition in airborne particles collected in London (2014 to 2018), which provide strong support that lead deposited via gasoline combustion still contributes significantly to the lead burden in present-day London. Lead concentration and isotopic signature of airborne particles collected at a heavily trafficked site did not vary significantly over the last decade, suggesting that sources remained unchanged. Lead isotopic composition of airborne particles matches that of road dust and topsoils and can only be explained with a significant contribution (estimate of 32 ± 10 to 43 ± 9% based on a binary mixing model) of Pb from leaded gasoline. The lead isotopes furthermore suggest significant contributions from nonexhaust traffic emissions, even though isotopic signatures of anthropogenic sources are increasingly overlapping. Lead isotopic composition of airborne particles collected at building height shows a similar signature to that collected at street level, suggesting effective mixing of lead within the urban street canyon. Our results have important implications on the persistence of Pb in urban environments and suggest that atmospheric Pb reached a baseline in London that is difficult to decrease further with present policy measures.
Danko D, Bezdan D, Afshin EE, et al., 2021, A global metagenomic map of urban microbiomes and antimicrobial resistance, Cell, Vol: 184, Pages: 3376-3393.e17, ISSN: 0092-8674
We present a global atlas of 4,728 metagenomic samples from mass-transit systems in 60 cities over 3 years, representing the first systematic, worldwide catalog of the urban microbial ecosystem. This atlas provides an annotated, geospatial profile of microbial strains, functional characteristics, antimicrobial resistance (AMR) markers, and genetic elements, including 10,928 viruses, 1,302 bacteria, 2 archaea, and 838,532 CRISPR arrays not found in reference databases. We identified 4,246 known species of urban microorganisms and a consistent set of 31 species found in 97% of samples that were distinct from human commensal organisms. Profiles of AMR genes varied widely in type and density across cities. Cities showed distinct microbial taxonomic signatures that were driven by climate and geographic differences. These results constitute a high-resolution global metagenomic atlas that enables discovery of organisms and genes, highlights potential public health and forensic applications, and provides a culture-independent view of AMR burden in cities.
Leung MHY, Tong X, Bøifot KO, et al., 2021, Characterization of the public transit air microbiome and resistome reveals geographical specificity, Microbiome, Vol: 9, ISSN: 2049-2618
BACKGROUND: The public transit is a built environment with high occupant density across the globe, and identifying factors shaping public transit air microbiomes will help design strategies to minimize the transmission of pathogens. However, the majority of microbiome works dedicated to the public transit air are limited to amplicon sequencing, and our knowledge regarding the functional potentials and the repertoire of resistance genes (i.e. resistome) is limited. Furthermore, current air microbiome investigations on public transit systems are focused on single cities, and a multi-city assessment of the public transit air microbiome will allow a greater understanding of whether and how broad environmental, building, and anthropogenic factors shape the public transit air microbiome in an international scale. Therefore, in this study, the public transit air microbiomes and resistomes of six cities across three continents (Denver, Hong Kong, London, New York City, Oslo, Stockholm) were characterized. RESULTS: City was the sole factor associated with public transit air microbiome differences, with diverse taxa identified as drivers for geography-associated functional potentials, concomitant with geographical differences in species- and strain-level inferred growth profiles. Related bacterial strains differed among cities in genes encoding resistance, transposase, and other functions. Sourcetracking estimated that human skin, soil, and wastewater were major presumptive resistome sources of public transit air, and adjacent public transit surfaces may also be considered presumptive sources. Large proportions of detected resistance genes were co-located with mobile genetic elements including plasmids. Biosynthetic gene clusters and city-unique coding sequences were found in the metagenome-assembled genomes. CONCLUSIONS: Overall, geographical specificity transcends multiple aspects of the public transit air microbiome, and future efforts on a global scale are warranted to in
Bressi M, Cavalli F, Putaud JP, et al., 2021, A European aerosol phenomenology - 7: High-time resolution chemical characteristics of submicron particulate matter across Europe, Atmospheric Environment: X, Vol: 10, Pages: 1-16, ISSN: 2590-1621
Similarities and differences in the submicron atmospheric aerosol chemical composition are analyzed from a unique set of measurements performed at 21 sites across Europe for at least one year. These sites are located between 35 and 62°N and 10° W – 26°E, and represent various types of settings (remote, coastal, rural, industrial, urban). Measurements were all carried out on-line with a 30-min time resolution using mass spectroscopy based instruments known as Aerosol Chemical Speciation Monitors (ACSM) and Aerosol Mass Spectrometers (AMS) and following common measurement guidelines. Data regarding organics, sulfate, nitrate and ammonium concentrations, as well as the sum of them called non-refractory submicron aerosol mass concentration ([NR-PM1]) are discussed. NR-PM1 concentrations generally increase from remote to urban sites. They are mostly larger in the mid-latitude band than in southern and northern Europe. On average, organics account for the major part (36–64%) of NR-PM1 followed by sulfate (12–44%) and nitrate (6–35%). The annual mean chemical composition of NR-PM1 at rural (or regional background) sites and urban background sites are very similar. Considering rural and regional background sites only, nitrate contribution is higher and sulfate contribution is lower in mid-latitude Europe compared to northern and southern Europe. Large seasonal variations in concentrations (μg/m³) of one or more components of NR-PM1 can be observed at all sites, as well as in the chemical composition of NR-PM1 (%) at most sites. Significant diel cycles in the contribution to [NR-PM1] of organics, sulfate, and nitrate can be observed at a majority of sites both in winter and summer. Early morning minima in organics in concomitance with maxima in nitrate are common features at regional and urban background sites. Daily variations are much smaller at a number of coastal and rural sites. Looking at NR-PM1 chemical composition as a func
Hicks W, Beevers S, Tremper A, et al., 2021, Quantification of non-exhaust particulate matter traffic emissions and the impact of COVID-19 lockdown at London Marylebone Road, Atmosphere, Vol: 12, Pages: 1-19, ISSN: 2073-4433
This research quantifies current sources of non-exhaust particulate matter traffic emissions in London using simultaneous, highly time-resolved, atmospheric particulate matter mass and chemical composition measurements. The measurement campaign ran at Marylebone Road (roadside) and Honor Oak Park (background) urban monitoring sites over a 12-month period between 1 September 2019 and 31 August 2020. The measurement data has been used to determine the traffic increment (roadside – background) and covers a range of meteorological conditions, seasons and driving styles, as well as the influence of the COVID-19 ‘lockdown’ on non-exhaust concentrations. Non-exhaust PM10 concentrations are calculated using chemical tracer scaling factors for brake wear (barium), tyre wear (zinc) and resuspension (silicon) and as average vehicle fleet non-exhaust emission factors, using a CO2 ‘dilution approach’. The effect of lockdown, which saw a 32% reduction in traffic volume and a 15% increase in average speed on Marylebone Road, resulted in lower PM10 and PM2.5 traffic increments and brake wear concentrations, but similar tyre and resuspension concentrations, confirming that factors that determine non-exhaust emissions are complex. Brake wear was found to be the highest average non-exhaust emission source. In addition, results indicated that non-exhaust emission factors are dependent upon speed and road surface wetness conditions. Further statistical analysis incorporating a wider variability in vehicle mix, speeds and meteorological conditions, as well as advanced source apportionment of the PM measurement data, will be undertaken to enhance our understanding of these important vehicle sources.
Analitis A, Barratt B, Green D, et al., 2020, Prediction of PM<sub>2.5</sub> concentrations at the locations of monitoring sites measuring PM<sub>10</sub> and NO<sub>x</sub>, using generalized additive models and machine learning methods: A case study in London, ATMOSPHERIC ENVIRONMENT, Vol: 240, ISSN: 1352-2310
- Author Web Link
- Cite
- Citations: 17
Font A, Tremper AH, Lin C, et al., 2020, Air quality in enclosed railway stations: Quantifying the impact of diesel trains through deployment of multi-site measurement and random forest modelling, ENVIRONMENTAL POLLUTION, Vol: 262, ISSN: 0269-7491
- Author Web Link
- Cite
- Citations: 9
Desouza CD, Marsh DJ, Beevers SD, et al., 2020, Real-world emissions from non-road mobile machinery in London, Atmospheric Environment, Vol: 223, ISSN: 1352-2310
The 2016 London atmospheric emissions inventory estimates that, the construction sector contributes 34% of the total PM10 and 7% of the total NOX – the largest and 5th largest sources, respectively. Recent on-road light duty diesel vehicle emission tests have shown significant differences between real-world NOX emissions compared with results from laboratory based regulatory tests. The aim of this study was therefore to quantify the ‘real-world’ tail-pipe NOX, CO2, and particle emissions, for 30 of the most commonly used construction machines in London under normal working conditions. The highest NOX emissions (g/kWh) were from theolder engines (Stage III-A ~4.88 g/kWh and III-B ~4.61 g/kWh), these were reduced significantly (~78%) in the newer (Stage IV ~1.05 g/kWh) engines due to more advanced engine management systems and exhaust after treatment. One Stage IV machine emitted NOX similar to a Stage III-B machine, the failure of this SCR was only detectable using PEMS as no warning was given by the machine. Higher NOX conformity factors were observed for Stage IV machines, due to the lower NOX emission standards, which these machines must adhere to. On average, Stage III-B machines (~525 g/kWh) emitted the lowest levels of CO2 emissions, compared to Stage III-A (~875 g/kWh) and Stage IV (~575 g/kWh) machines. Overall, a statistically significant (~41%) decrease was observed in the CO2 emissions (g/kWh) between Stage III-A and III-B machines, while no statistically significant difference was found between Stage III-B and IV machines. Particle mass measurements, which were only measured from generators, showed that generators of all engine sizes were within their respective Stage III-A emission standards. A 95% reduction in NOX and 2 orders of magnitude reduction in particle number was observed for a SCR-DPF retrofitted generator, compared to the same generator prior to exhaust gas after-treatment strategy.
Zhang T, Wooster M, Green DC, et al., 2020, A Mathematical Approach to Merging Data from Different Trace Gas/Particulate Sensors Having Dissimilar (T90) Response Times: Application to Fire Emission Factor Determination, AEROSOL AND AIR QUALITY RESEARCH, Vol: 20, Pages: 281-290, ISSN: 1680-8584
- Author Web Link
- Cite
- Citations: 1
Rivas I, Beddows DCS, Amato F, et al., 2020, Source apportionment of particle number size distribution in urban background and traffic stations in four European cities, Environment International, Vol: 135, ISSN: 0160-4120
Ultrafine particles (UFP) are suspected of having significant impacts on health. However, there have only been a limited number of studies on sources of UFP compared to larger particles. In this work, we identified and quantified the sources and processes contributing to particle number size distributions (PNSD) using Positive Matrix Factorization (PMF) at six monitoring stations (four urban background and two street canyon) from four European cities: Barcelona, Helsinki, London, and Zurich. These cities are characterised by different meteorological conditions and emissions. The common sources across all stations were Photonucleation, traffic emissions (3 sources, from fresh to aged emissions: Traffic nucleation, Fresh traffic - mode diameter between 13 and 37 nm, and Urban - mode diameter between 44 and 81 nm, mainly traffic but influenced by other sources in some cities), and Secondary particles. The Photonucleation factor was only directly identified by PMF for Barcelona, while an additional split of the Nucleation factor (into Photonucleation and Traffic nucleation) by using NOx concentrations as a proxy for traffic emissions was performed for all other stations. The sum of all traffic sources resulted in a maximum relative contributions ranging from 71 to 94% (annual average) thereby being the main contributor at all stations. In London and Zurich, the relative contribution of the sources did not vary significantly between seasons. In contrast, the high levels of solar radiation in Barcelona led to an important contribution of Photonucleation particles (ranging from 14% during the winter period to 35% during summer). Biogenic emissions were a source identified only in Helsinki (both in the urban background and street canyon stations), that contributed importantly during summer (23% in urban background). Airport emissions contributed to Nucleation particles at urban background sites, as the highest concentrations of this source took place when the wind
This data is extracted from the Web of Science and reproduced under a licence from Thomson Reuters. You may not copy or re-distribute this data in whole or in part without the written consent of the Science business of Thomson Reuters.