Practical Indicators for Risk of Airborne Transmission in Shared Indoor Environments and Their Application to COVID-19 Outbreaks.

Some infectious diseases, including COVID-19, can undergo airborne transmission. This may happen at close proximity, but as time indoors increases, infections can occur in shared room air despite distancing. We propose two indicators of infection risk for this situation, that is, relative risk parameter (Hr) and risk parameter (H). They combine the key factors that control airborne disease transmission indoors: virus-containing aerosol generation rate, breathing flow rate, masking and its quality, ventilation and aerosol-removal rates, number of occupants, and duration of exposure. COVID-19 outbreaks show a clear trend that is consistent with airborne infection and enable recommendations to minimize transmission risk. Transmission in typical prepandemic indoor spaces is highly sensitive to mitigation efforts. Previous outbreaks of measles, influenza, and tuberculosis were also assessed. Measles outbreaks occur at much lower risk parameter values than COVID-19, while tuberculosis outbreaks are observed at higher risk parameter values. Because both diseases are accepted as airborne, the fact that COVID-19 is less contagious than measles does not rule out airborne transmission. It is important that future outbreak reports include information on masking, ventilation and aerosol-removal rates, number of occupants, and duration of exposure, to investigate airborne transmission.

Quantitative assessment of the variability in chemical profiles from source apportionment analysis of PM10 and PM2.5 at different sites within a large metropolitan area.

The study aims to assess the differences between the chemical profiles of the major anthropogenic and natural PM sources in two areas with different levels of urbanization and traffic density within the same urban agglomeration. A traffic site and an urban background site in the Athens Metropolitan Area have been selected for this comparison. For both sites, eight sources were identified, with seven of them being common for the two sites (Mineral Dust, non-Exhaust Emissions, Exhaust Emissions, Heavy Oil Combustion, Sulfates & Organics, Sea Salt and Biomass Burning) and one, site-specific (Nitrates for the traffic site and Aged Sea Salt for the urban background site). The similarity between the source profiles was quantified using two statistical analysis tools, Pearson correlation (PC) and Standardized Identity Distance (SID). According to Pearson coefficients five out of the eight source profiles present high (PC > 0.8) correlation (Mineral Dust, Biomass Burning, Sea Salt, Sulfates and Heavy Oil Combustion), one presented moderate (0.8 > PC > 0.6) correlation (Exhaust) and two low/no (PC < 0.6) correlation (non-Exhaust, Nitrates/Aged Sea Salt). The source profiles that appear to be more correlated are those of sources that are not expected to have high spatial variability because there are either natural/secondary and thus have a regional character or are emitted outside the urban agglomeration and are transported to both sites. According to SID four out of the eight sources have high statistical correlation (SID < 1) in the two sites (Mineral Dust, Sea salt, Sulfates, Heavy Oil Combustion). Biomass Burning was found to be the source that yielded different results from the two methodologies. The careful examination of the source profile of that source revealed the reason for this discrepancy. SID takes all the species of the profile equally into account, while PC might be disproportionally affected by a few numbers of species with very high concentrations. It is suggested, based on the findings of this work, that the combined use of both tools can lead the users to a thorough evaluation of the similarity of source profiles. This work is, to the best of our knowledge, the first time a study is focused on the quantitative comparison of the source profiles for sites inside the same urban agglomeration using statistical indicators.

Aerosol sources in subway environments.

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 µg m-3 to 86 µg 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.

Secondary organic aerosol origin in an urban environment: influence of biogenic and fuel combustion precursors.

Source contributions of organic aerosol (OA) are still not fully understood, especially in terms of quantitative distinction between secondary OA formed from anthropogenic precursors vs. that formed from natural precursors. In order to investigate the OA origin, a field campaign was carried out in Barcelona in summer 2013, including two periods characterized by low and high traffic conditions. Volatile organic compound (VOC) concentrations were higher during the second period, especially aromatic hydrocarbons related to traffic emissions, which showed a marked daily cycle peaking during traffic rush hours, similarly to black carbon (BC) concentrations. Biogenic VOC (BVOC) concentrations showed only minor changes from the low to the high traffic period, and their intra-day variability was related to temperature and solar radiation cycles, although a decrease was observed for monoterpenes during the day. The organic carbon (OC) concentrations increased from the first to the second period, and the fraction of non-fossil OC as determined by (14)C analysis increased from 43% to 54% of the total OC. The combination of (14)C analysis and Aerosol Chemical Speciation Monitor (ACSM) OA source apportionment showed that the fossil OC was mainly secondary (>70%) except for the last sample, when the fossil secondary OC only represented 51% of the total fossil OC. The fraction of non-fossil secondary OC increased from 37% of total secondary OC for the first sample to 60% for the last sample. This enhanced formation of non-fossil secondary OA (SOA) could be attributed to the reaction of BVOC precursors with NOx emitted from road traffic (or from its nocturnal derivative nitrate that enhances night-time semi-volatile oxygenated OA (SV-OOA)), since NO2 concentrations increased from 19 to 42 µg m(-3) from the first to the last sample.

New Insights from Zinc and Copper Isotopic Compositions into the Sources of Atmospheric Particulate Matter from Two Major European Cities.

This study reports spatial and temporal variability of Zn and Cu isotopes in atmospheric particulate matter (PM) collected in two major European cities with contrasting atmospheric pollution, Barcelona and London. We demonstrate that nontraditional stable isotopes identify source contributions of Zn and Cu and can play a major role in future air quality studies. In Barcelona, samples of fine PM were collected at street level at sites with variable traffic density. The isotopic signatures ranged between -0.13 ± 0.09 and -0.51 ± 0.05‰ for δ(66)ZnIRMM and between +0.04 ± 0.20 and +0.33 ± 0.15‰ for δ(65)CuAE633. Copper isotope signatures similar to those of Cu sulfides and Cu/Sb ratios within the range typically found in brake wear suggest that nonexhaust emissions from vehicles are dominant. Negative Zn isotopic signatures characteristic for gaseous emissions from smelting and combustion and large enrichments of Zn and Cd suggest contribution from metallurgical industries. In London, samples of coarse PM collected on the top of a building over 18 months display isotope signatures ranging between +0.03 ± 0.04 and +0.49 ± 0.02‰ for δ(66)ZnIRMM and between +0.37 ± 0.17 and +0.97 ± 0.21‰ for δ(65)CuAE633. Heavy Cu isotope signatures (up to +0.97 ± 0.21‰) and higher enrichments and Cu/Sb ratios during winter time indicate important contribution from fossil fuel combustion. The positive δ(66)ZnIRMM signatures are in good agreement with signatures characteristic for ore concentrates used for the production of tires and galvanized materials, suggesting nonexhaust emissions from vehicles as the main source of Zn pollution.

Spatiotemporally resolved black carbon concentration, schoolchildren's exposure and dose in Barcelona.

At city level, personal monitoring is the best way to assess people's exposure. However, it is usually estimated from a few monitoring stations. Our aim was to determine the exposure to black carbon (BC) and BC dose for 45 schoolchildren with portable microaethalometers and to evaluate the relationship between personal monitoring and fixed stations at schools (indoor and outdoor) and in an urban background (UB) site. Personal BC concentra-tions were 20% higher than in fixed stations at schools. Linear mixed-effect models showed low R(2) between personal measurements and fixed stations at schools (R(2)  ≤ 0.28), increasing to R(2)  ≥ 0.70 if considering only periods when children were at schools. For the UB station, the respective R(2) were 0.18 and 0.45, indicating the importance of the distance to the monitoring station when assessing exposure. During the warm season, the fixed stations agreed better with personal measurements than during the cold one. Children spent 6% of their time on commuting but received 20% of their daily BC dose, due to co-occurrence with road traffic rush hours and the close proximity to the source. Children received 37% of their daily-integrated BC dose at school. Indoor environments (classroom and home) were responsible for the 56% BC dose.

Environmental and health benefits from designating the Marmara Sea and the Turkish Straits as an emission control area (ECA).

Ship emissions degrade air quality and affect human health, and are increasingly becoming a matter of concern. Sulfur emission control areas (ECA), specific coastal regions where only low-sulfur fuels may be consumed by ocean-going ships, have proven to be useful tools to reduce ship-sourced air pollution along the North American, Canadian, and European North and Baltic Sea coastlines. The present work assesses the environmental and health benefits which would derive from designating an ECA in the Marmara Sea and the Turkish Straits (50 000 ships/year; 23 million inhabitants). Results show evidence that implementing an ECA would be technically viable and that it would reduce ship-sourced PM10 and PM2.5 ambient concentrations in Istanbul by 67%, and SO2 by 90%. The reduction of the air pollution burden on health was quantified as 210 hospital admissions from exposure to PM10, 290 hospital admissions from exposure to SO2, and up to 30 premature deaths annually due to ECA emission controls. Consequently, the designation of an ECA in the Marmara Sea and the Turkish Straits is evaluated as a positive, technically viable and real-world measure to reduce air pollution from ships in Turkey.

Particle number size distributions and concentrations in transportation environments: a review.

Ambient air ultrafine particles (UFP, particles with a diameter <100 nm) have gained significant attention in World Health Organization (WHO) air quality guidelines and European legislation. This review explores UFP concentrations and particle number size distributions (PNC-PNSD) in various transportation hotspots, including road traffic, airports, harbors, trains, and urban commuting modes (walking, cycling, bus, tram, and subway). The results highlight the lack of information on personal exposure at harbors and railway stations, inside airplanes and trains, and during various other commuting modes. The different lower particle size limits of the reviewed measurements complicate direct comparisons between them. Emphasizing the use of instruments with detection limits ≤10 nm, this review underscores the necessity of following standardized UFP measurement protocols. Road traffic sites are shown to exhibit the highest PNC within cities, with PNC and PNSD in commuting modes driven by the proximity to road traffic and weather conditions. In closed environments, such as cars, buses, and trams, increased external air infiltration for ventilation correlates with elevated PNC and a shift in PNSD toward smaller diameters. Airports exhibit particularly elevated PNCs near runways, raising potential concerns about occupational exposure. Recommendations from this study include maintaining a substantial distance between road traffic and other commuting modes, integrating air filtration into ventilation systems, implementing low-emission zones, and advocating for a general reduction in road traffic to minimize daily UFP exposure. Our findings provide important insights for policy assessments and underscore the need for additional research to address current knowledge gaps.

Size distribution, sources and chemistry of ultrafine particles at Barcelona-El Prat Airport, Spain.

The rapid expansion of the aviation sector raises concerns about air quality impacts within and around airports. Ultrafine particles (UFP, diameter < 100 nm) are of particular concern due to their potential adverse health effects. In this study, particle number concentrations (PNC), particle number size distribution (PNSD), and other ancillary pollutants such as particulate matter (PM), nitrogen oxides (NOX), black carbon (BC), sulfur dioxide (SO2), ozone (O3), carbon monoxide (CO) and benzene, as well as organic markers and trace elements (in quasi-UFP) were measured at Barcelona-El Prat Airport (80 m and 250 m from the main taxiway and runway). Comparisons were made with an urban background (UB) location, and source apportionment of PNSD was performed using Positive Matrix Factorization (PMF). PNC inside the airport was nine-fold higher than the UB, and fifteen-fold higher when considering only nucleation mode particles (< 25 nm). Six sources contributing to PNC were identified inside the airport: Taxiing (48.7 %; mode diameter = 17 nm), Industrial/Shipping (7.4 %; mode diameter = 35 nm), Diesel (3.9 %; mode diameter = 64 nm), Regional recirculation (1.1 %; mode diameter = 100 nm), Photonucleation (16.6 %; mode diameter = 13 nm) and Takeoff (18.5 %; mode diameter = 23 nm). Due to the measurement location and prevailing wind patterns, no significant contributions from landings were detected. Chemical analysis of quasi-UFP collected on Electrical Low-Pressure Impactor (ELPI + ) filters (stages 2 to 6: 17-165 nm) revealed higher concentrations (> 2-fold) of Fe, Al, Cr, Cu, Mo, Mn, Pb, Ti, and Sb at the airport compared to the UB, with Al exhibiting the most pronounced disparity. Generally, PAH levels were low at both sites, although concentrations were higher at the airport relative to the UB. Overall, this study provides a comprehensive understanding of UFP within a major European airport, identifying the different sources contributing to PNC and PNSD.

Causes of the unremitting high ambient levels of PM10 in a suburban background site in NE Spain.

Atmospheric PM10 and benzo(a)pyrene (BaP) concentrations in Manlleu (NE Spain) have remained high from 2008 to 2023, frequently exceeding EU limit/target values, and reaching BaP levels up to six times higher than urban averages in Spain. Furthermore, PM speciation campaigns were carried out in 2013, 2014-2015, 2016-2017 and 2021-2022. Chemical mass closure for autumn-winter showed a consistent PM10 composition for the different PM speciation campaigns, comprising 46-53% organic matter (OM), 18-26% secondary inorganic aerosol (SIA), 13-23% mineral matter (MM), and 5-9% elemental carbon (EC). Trend analysis revealed very light decrease and constant concentrations for PM10 and BaP, respectively over the study period, emphasizing the need for compliance with current and forthcoming EU air quality directives, the last aiming to halve PM10 limit values. Source apportionment of samples of the sporadic campaigns identified biomass burning (BB, 17.5 µg m-3, 48%) and MM and industry (16.3 µg m-3, 44%) as the main autumn-winter PM10 contributors, with high SIA concentrations attributed to several factors, including high ammonia (NH3) emissions. Local topography and meteorological conditions contribute to aggravate PM10 pollution. While metal concentrations have decreased since 2013, suggesting reduced industrial emissions, persistently high OM and EC concentrations indicate ongoing issues with BB emissions from domestic, commercial, and agricultural sources. Online analysis of black carbon (BC) and non-refractory PM1 components during winter 2016-2017 confirmed domestic and commercial BB as the primary sources of the BB contributions. These findings highlight the need of the implementation of more effective measures in reducing BB and agricultural/farming NH3 emissions. This study highlights the relevance of these issues for similar towns, the probable unremitting problem over the last decade, and the necessity of enhanced monitoring in small cities and policy actions to meet air quality standards under the new EU directive.

Aerosol source apportionment uncertainty linked to the choice of input chemical components.

For a Positive Matrix Factorization (PMF) aerosol source apportionment (SA) studies there is no standard procedure to select the most appropriate chemical components to be included in the input dataset for a given site typology, nor specific recommendations in this direction. However, these choices are crucial for the final SA outputs not only in terms of number of sources identified but also, and consequently, in the source contributions estimates. In fact, PMF tends to reproduce most of PM mass measured independently and introduced as a total variable in the input data, regardless of the percentage of PM mass which has been chemically characterized, so that the lack of some specific source tracers (e.g. levoglucosan) can potentially affect the results of the whole source apportionment study. The present study elaborates further on the same concept, evaluating quantitatively the impact of lacking specific sources' tracers on the whole source apportionment, both in terms of identified sources and source contributions. This work aims to provide first recommendations on the most suitable and critical components to be included in PMF analyses in order to reduce PMF output uncertainty as much as possible, and better represent the most commons PM sources observed in many sites in Western countries. To this aim, we performed three sensitivity analyses on three different datasets across EU, including extended sets of organic tracers, in order to cover different types of urban conditions (Mediterranean, Continental, and Alpine), source types, and PM fractions. Our findings reveal that the vehicle exhaust source resulted to be less sensitive to the choice of analytes, although source contributions estimates can deviate significantly up to 44 %. On the other hand, for the detection of the non-exhaust one is clearly necessary to analyze specific inorganic elements. The choice of not analysing non-polar organics likely causes the loss of separation of exhaust and non-exhaust factors, thus obtaining a unique road traffic source, which provokes a significant bias of total contribution. Levoglucosan was, in most cases, crucial to identify biomass burning contributions in Milan and in Barcelona, in spite of the presence of PAHs in Barcelona, while for the case of Grenoble, even discarding levoglucosan, the presence of PAHs allowed identifying the BB factor. Modifying the rest of analytes provoke a systematic underestimation of biomass burning source contributions. SIA factors resulted to be generally overestimated with respect to the base case analysis, also in the case that ions were not included in the PMF analysis. Trace elements were crucial to identify shipping emissions (V and Ni) and industrial sources (Pb, Ni, Br, Zn, Mn, Cd and As). When changing the rest of input variables, the uncertainty was narrow for shipping but large for industrial processes. Major and trace elements were also crucial to identify the mineral/soil factor at all cities. Biogenic SOA and Anthropogenic SOA factors were sensitive to the presence of their molecular tracers, since the availability of OC alone is unable to separate a SOA factor. Arabitol and sorbitol were crucial to detecting fungal spores while odd number of higher alkanes (C27 to C31) for plant debris.

A new NMVOC speciated inventory for a reactivity-based approach to support ozone control strategies in Spain.

Ozone (O3) pollution is a persistent problem in many regions of Spain, so understanding O3 precursor emissions and trends is essential to design effective control strategies. We estimated the impact of Non-Methane Volatile Organic Compounds (NMVOC) species upon O3 formation potential (OFP) using the maximum incremental reactivity approach. For this, we developed a speciated NMVOC emission inventory for Spain from 2010 to 2019 combining national reported emissions with state-of-the-art speciation profiles, which resulted in a database of emissions for over 900 individual NMVOC species and 153 individual sectors. Additionally, we analysed 2030 emission projections to quantify the expected impact of planned measures on future OFP levels. Overall, the main activities contributing to OFP in Spain are paint manufacturing and applications (20 %), manure management (16 %), and domestic solvent use (6 %). These activities contribute unevenly across regions. The more urbanised areas report a larger contribution from the solvent sector (64 % in Madrid), while in rural areas, manure management and agricultural waste burning gain importance (24 % in Extremadura), indicating that local control measures should be implemented. The top 10 NMVOC species contributing to OFP are ethanol, ethene, xylenes, propene, toluene, formaldehyde, 1,3-butadiene, styrene, n-butane, and cyclopentane, which together are responsible for 54 % of the total OFP. Our trend analysis indicates a reduction of NMVOC emissions and OFP of -5 % and -10 % between 2010 and 2019, respectively. The larger decrease in OFP is driven by a bigger reduction in xylenes (-29 %) and toluene (-28 %) from paint application industries and the road transport sector. By 2030 a significant increase (+37 %) in the OFP from the public electricity sector is expected due to the planned increase in biomass use for power generation. Our results indicate that policies should focus on paint reformulation, limiting aerosol products, and implementing NMVOC control devices in future biomass power plants.

Discovering oxidative potential (OP) drivers of atmospheric PM10, PM2.5, and PM1 simultaneously in North-Eastern Spain.

Ambient particulate matter (PM) is a major contributor to air pollution, leading to adverse health effects on the human population. It has been suggested that the oxidative potential (OP, as a tracer of oxidative stress) of PM is a possible determinant of its health impact. In this study, samples of PM10, PM2.5, and PM1 were collected roughly every four days from January 2018 until March 2019 at a Barcelona urban background site and Montseny rural background site in northeastern Spain. We determined the chemical composition of samples, allowing us to perform source apportionment using positive matrix factorization. The OP of PM was determined by measuring reactive oxygen species using dithiothreitol and ascorbic acid assays. Finally, to link the sources with the measured OP, both a Pearson's correlation and a multiple linear regression model were applied to the dataset. The results showed that in Barcelona, the OP of PM10 was much higher than those of PM2.5 and PM1, whereas in Montseny results for all PM sizes were in the same range, but significantly lower than in Barcelona. In Barcelona, several anthropogenic sources were the main drivers of OP in PM10 (Combustion + Road Dust + Heavy Oil + OC-rich) and PM2.5 (Road Dust + Combustion). In contrast, PM1 -associated OP was driven by Industry, with a much lower contribution to PM10 and PM2.5 mass. Meanwhile, Montseny exhibited no clear drivers for OP evolution, likely explaining the lack of a significant difference in OP between PM10, PM2.5, and PM1. Overall, this study indicates that size fraction matters for OP, as a function of the environment typology. In an urban context, OP is driven by the PM10 and PM1 size fractions, whereas only the PM1 fraction is involved in rural environments.

Open air mineral treatment operations and ambient air quality: assessment and source apportionment.

We present a methodology for evaluating and quantifying the impact of inhalable mineral dust resuspension close to a potentially important industrial point source, in this case an open air plant producing sand, flux and kaolin in the Capuchinos district of Alcañiz (Teruel, NE Spain). PM(10) levels at Capuchinos were initially high (42 µg m(-3) as the annual average with 91 exceedances of the EU daily limit value during 2007) but subsequently decreased (26 µg m(-3) with 16 exceedances in 2010) due to a reduced demand for minerals from the ceramic industry and construction sector during the first stages of the economic crisis. Back trajectory and local wind pattern analyses revealed only limited contribution from exotic PM sources such as African dust intrusions whereas there was clearly a strong link with the mineral stockpiles of the local industry. This link was reinforced by chemical and mineral speciation and source apportionment analysis which showed a dominance of mineral matter (sum of CO(3)(2-), SiO(2), Al(2)O(3), Ca, Fe, K, Mg, P, and Ti: mostly aluminosilicates) which in 2007 contributed 76% of the PM(10) mass (44 µg m(-3) on average). The contribution from Secondary Inorganic Aerosols (SIA, sum of SO(4)(2-), NO(3)(-) and NH(4)(+)) reached 8.4 µg m(-3), accounting for 14% of the PM(10) mass, similar to the amount of calcareous road dust estimated to be present (8 µg m(-3); 13%). Organic matter and elemental carbon contributed 5.3 µg m(-3) (9%) whereas marine aerosol (Na + Cl) levels were minor with an average concentration of 0.4 µg m(-3) (1% of the PM(10) mass). Finally, chemical and mineralogical analysis of stockpile samples and comparison with filter samples confirmed the local industry to be the major source of ambient PM(10) in the area.

Within-city contrasts in PM composition and sources and their relationship with nitrogen oxides.

The present work is part of the INMA (INfancia y Medio Ambiente -'Environment and Childhood') project, which aims at assessing the adverse effects of exposure to air pollution during pregnancy and early in life. The present study was performed in the city of Sabadell (Northeast Spain) at three sampling sites covering different traffic characteristics, during two times of the year. It assesses time and spatial variations of PM(2.5) concentrations, chemical components and source contributions, as well as gaseous pollutants. Furthermore, a cross-correlation analysis of PM components and source contributions with gaseous pollutants used as a proxy for exposure assessment is carried out. Our data show the influence of traffic emissions in the Sabadell area. The main PM sources identified by Positive Matrix Factorisation (PMF) were similar between the two seasons: mineral source (traffic-induced resuspension, demolition/construction and natural background), secondary sulphate (higher in summer), secondary nitrate (only during winter), industrial, and road traffic, which was the main contributor to PM(2.5) at two of the sites. The correlation of concentrations of nitrogen oxides was especially strong with those of elemental carbon (EC). The relatively weaker correlations with organic carbon (OC) in summer are attributed to the variable formation of secondary OC. Strong correlations between concentration of nitrogen oxides and PM(2.5) road traffic contributions obtained from source apportionment analysis were seen at all sites. Therefore, under the studied urban environment, nitrogen oxides can be used as a proxy for the exposure to road traffic contribution to PM(2.5); the use of NO(x) concentrations being preferred, with NO and NO(2) as second and third options, respectively.

2011-2020 trends of urban and regional ammonia in and around Barcelona, NE Spain.

It is well established that in environments where NH3 abundance is limiting in secondary PM2.5 generation, a reduction of NH3 emissions can result in an important contribution to air quality control. However, as deduced from open data published by the European Environmental Agency, the availability of measurements of NH3 concentrations is very scarce, with very few countries in Europe reporting data consistently for extensive periods, this being especially true for urban background sites. In this framework, simultaneous multi-site measurements were carried out in NE (Northeast) Spain from 2011 to 2020, using diffusion tubes. The highest NH3 concentrations were recorded at the traffic site (5.3 µgm-3 on average), followed by those measured at the urban background site (2.1 µgm-3). Mean concentrations at the mountain site were 1.6 µgm-3, while the lowest concentrations were recorded at the regional site (0.9 µgm-3). This comparison highlights traffic emissions as an important source of NH3. A statistically significant time trend of this pollutant was observed at the urban background site, increasing by 9.4% per year. A season-separated analysis also revealed a significant increasing trend at the mountain site during summer periods, probably related with increasing emissions from agricultural/livestock activities. These increases in NH3 concentrations were hypothesized to be responsible for the lack of a decreasing trend of NO3- concentrations at the monitoring sites, in spite of a markedly reduction of NO2 during the period, especially at the urban background. Thus, this would in turn affect the effectiveness of current action plans to abate fine aerosols, largely made up of secondary compounds. Actions to reduce NH3 concentrations at urban backgrounds are challenging though, as predicting NH3 is subjected to a high uncertainty and complexity due to its dependence on a variety of factors. This complexity was clearly indicated by the application of a decision tree algorithm to find the parameters better predicting NH3 at the urban background under study. O3, NO, NO2, CO, SO2 and OM + EC concentrations, together with meteorological indicators, were used as independent variables, obtaining no combination of parameters evidently able to predict significant differences in NH3 concentrations, with a coefficient of determination between real and predicted measurements lower than 0.50. This emphasizes the need for highly temporally and spatially resolved NH3 measurements for an accurate design of abatement actions.

Children's exposure to size-fractioned particulate matter: Chemical composition and internal dose.

The health effects of the particulate matter (PM) depend not only on its aerodynamic diameter (AD) and chemical composition, but also on the time activity pattern of the individuals and on their age. The main objective of this work was to assess the exposure of children to aerosol particles by using personal instruments, to study the particle size and composition of the inhaled PM, and to estimate their transport and deposition into the human respiratory tract (HRT). The average daily PM2.5 exposure was 19 µg/m3 and the size fractions with the greatest contribution to PM2.5 concentrations were 1 < AD <2.5 µm and AD <0.25 µm. Results indicated a contribution of 9% from the mineral aerosol, 7.2% from anthropogenic sulphate, 6.7% from black carbon and 5% from anthropogenic trace elements to the daily exposure to PM2.5. The levels of mineral and marine elements increased with increasing particle size, while anthropogenic elements were present in higher concentrations in the finest particles. Particle size has been shown to influence the variability of daily dose deposited between the extrathoracic and alveolar-interstitial zones. On average, 3% of the PM deposited in the bronchial region, whereas 5% to 8% were found in the bronchiolar region. The level of physical activity had a significant contribution to the total daily dose.

Air pollution and health prevention: A document of reflection.

Ambient air quality, pollution and its implication on health is a topic of enormous importance that is normally dealt with by major specialists in their particular areas of interest. In general, it is not discussed from multidisciplinary approaches or with a language that can reach everyone. For this reason, the Health Sciences Foundation, from its prevention area, has formulated a series of questions to people with very varied competences in the area of ambient air quality in order to obtain a global panorama of the problem and its elements of measurement and control. The answers have been produced by specialists in each subject and have been subjected to a general discussion that has allowed conclusions to be reached on each point. The subject was divided into three main blocks: external ambient air, internal ambient air, mainly in the workplace, and hospital ambient air and the consequences of its poor control. Along with the definitions of each area and the indicators of good and bad quality, some necessary solutions have been pointed out. We have tried to know the current legislation on this problem and the competences of the different administrations on it. Despite its enormous importance, ambient air quality and health is not usually a topic of frequent presence in the general media and we have asked about the causes of this. Finally, the paper addresses a series of reflections from the perspective of ethics and very particularly in the light of the events that the present pandemic raises. This work aims to provide objective data and opinions that will enable non-specialists in the field to gain a better understanding of this worrying reality.

Levels and chemical composition of PM in a city near a large Cu-smelter in Spain.

A long-term series (2001-2008) of chemical analysis of atmospheric particulate matter (PM(10) and PM(2.5)) collected in the city of Huelva (SW Spain) is considered in this study. The impact of emission plumes from one of the largest Cu-smelters in the world on air quality in the city of Huelva is evidenced by the high daily and hourly levels of As, other potentially toxic elements (e.g. Cu, Zn, Cd, Se, Bi, and Pb) in particulate matter, as well as the high levels of some gaseous pollutants (NO(2) and SO(2)). Mean arsenic levels in the PM10 fraction were higher than the target value set by European Directive 2004/107/EC (6 ngAs m(-3)) for 1(st) January 2013. Hourly peak concentrations of As and other metals and elements (Zn, Cu, P and Se) analyzed by PIXE can reach maximum hourly levels as high as 326 ngAs m(-3), 506 ngZn m(-3), 345 ngCu m(-3), 778 ngP m(-3) and 12 ngSe m(-3). The contribution of Cu-smelter emissions to ambient PM is quantified on an annual basis in 2.0-6.7 µg m(-3) and 1.8-4.2 µg m(-3) for PM(10) and PM(2.5), respectively. High resolution outputs of the HYSPLIT dispersion model show the geographical distribution of the As ambient levels into the emission plume, suggesting that the working regime of the Cu-smelter factory and the sea breeze circulation are the main factors controlling the impact of the Cu-smelter on the air quality of the city. The results of this work improve our understanding of the behaviour of industrial emission plumes and their impact on air quality of a city, where the population might be exposed to very high ambient concentrations of toxic metals during a few hours.

Simple estimates of vehicle-induced resuspension rates.

Road dust emissions are considered to be a major source of airborne particulate matter (PM). This is particularly true for industrial environments, where there are high resuspension rates of deposited dust. The calculation of roads as PM emission sources has mostly focused on the consequences of this emission, viz. the increase in PM concentrations. That approach addresses the atmospheric transport of the emitted dust, and not its primary origin. In contrast, this paper examines the causes of the emission. The study is based on mass conservation of the dust deposited on the road surface. On the basis of this premise, estimates of emission rates were calculated from experimental data obtained in a road in a ceramic industrial area.