Dispersion of As and selected heavy metals around a coal-burning power station in central Slovakia.

A power station in central Slovakia emitted arsenic (As) in large quantities for over 30 years as a result of burning As-rich brown coal. Nowadays emissions of As are low. Over the lifetime of the plant's operation over 3000 tonne of As have been emitted into the environment. This paper aims to examine the concentrations of As in the soil around the power station, and also to investigate whether the coal burnt in the plant, and consequently the emissions from it, contained raised levels of six further heavy metals. Soil concentrations were compared to ground level air As concentrations predicted by an air dispersion model. Coal samples were taken from the power station and analysed to determine concentrations of As, Zn, Pb, Cu, Cr, Ni and Cd. Soil samples (n=113) were taken up to 12 km from the plant along a transect designed to follow the valley floor in which the power station is situated. Soil samples were analysed for concentrations of those elements for which coal was tested. Concentrations of As in coal were high (AM 518 mug/g). Those of other heavy metals were, in general, low. Concentrations of soil As were substantially raised in the near vicinity of the plant but decreased within 5 km to concentrations similar to those in the rest of the district. Overall, levels within 10 km of the plant were slightly above those recommended for residential levels in the UK. Soil concentrations of other heavy metals were higher in the vicinity of the plant but none, overall was raised. Comparison of results from a previous air dispersion model of ground level air arsenic concentrations showed a moderate correlation (r=0.6) between modelled and measured values. Over its period of operation the power plant has contributed to raised levels of soil As in the local soils, though not substantially of other elements. Though now airborne As emissions are controlled, concern remains regarding soil arsenic concentrations and fugitive emissions from the plant that could be contributing to exposure of the local population and of the workforce.

Sustainable development of urban transport systems and human exposure to air pollution.

DAPPLE (Dispersion of Air Pollution and Penetration into the Local Environment, http://www.dapple.org.uk) is a major research project that will provide the understanding necessary to assess the sustainability of urban road transport in terms of exposure to traffic-related air pollution as an alternative to current indicators based on emissions, roadside, or far-from-road air pollution levels. The methodology is described, which combines on-street and laboratory measurement with modelling of the movement of air, vehicles, and vehicle exhaust emissions. The relationship between this kind of assessment and more realistic indicators of sustainability is discussed. The value of large-scale interdisciplinary research in this area is thus demonstrated.

Introduction to the DAPPLE Air Pollution Project.

The Dispersion of Air Pollution and its Penetration into the Local Environment (DAPPLE) project brings together a multidisciplinary research group that is undertaking field measurements, wind tunnel modelling and computer simulations in order to provide better understanding of the physical processes affecting street and neighbourhood-scale flow of air, traffic and people, and their corresponding interactions with the dispersion of pollutants at street canyon intersections. The street canyon intersection is of interest as it provides the basic case study to demonstrate most of the factors that will apply in a wide range of urban situations. The aims of this paper are to introduce the background of the DAPPLE project, the study design and methodology for data collection, some preliminary results from the first field campaign in central London (28 April-24 May 2003) and the future for this work. Updated information and contact details are available on the web site at http://www.dapple.org.uk.

Fine particle (PM2.5) personal exposure levels in transport microenvironments, London, UK.

In order to investigate a specific area of short-term, non-occupational, human exposure to fine particulate air pollution, measurements of personal exposure to PM2.5 in transport microenvironments were taken in two separate field studies in central London, UK. A high flow gravimetric personal sampling system was used; operating at 16 l min(-1); the sampler thus allowed for sufficient sample mass collection for accurate gravimetric analysis of short-term travel exposure levels over typical single commute times. In total, samples were taken on 465 journeys and 61 volunteers participated. In a multi-transport mode study, carried out over 3-week periods in the winter and in the summer, exposure levels were assessed along three fixed routes at peak and off-peak times of the day. Geometric means of personal exposure levels were 34.5 microg m(-3) (G.S.D.= 1.7, n(s) = 40), 39.0 microg m(-3) (G.S.D. = 1.8, n(s) = 36), 37.7 microg m(-3) (G.S.D. = 1.5, n(s) = 42), and 247.2 microg m(-3) (G.S.D. = 1.3, n(s) = 44) for bicycle, bus, car and Tube (underground rail system) modes, respectively, in the July 1999 (summer) measurement campaign. Corresponding levels in the February 2000 (winter) measurement campaign were 23.5 microg m(-3) (G.S.D. = 1.8, n(s) = 56), 38.9 microg m(-3) (G.S.D. = 2.1, n(s) = 32), 33.7 microg m(-3) (G.S.D. = 2.4, n(s) = 12), and 157.3 microg m(-3) (G.S.D. = 3.3, n(s) = 12), respectively. In a second study, exposure levels were measured for a group of 24 commuters travelling by bicycle, during August 1999, in order to assess how representative the fixed route studies were to a larger commuter population. The geometric mean exposure level was 34.2 microg m(-3) (G.S.D. = 1.9, n(s) = 105). In the fixed-route study, the cyclists had the lowest exposure levels, bus and car were slightly higher, while mean exposure levels on the London Underground rail system were 3-8 times higher than the surface transport modes. There was significant between-route variation, most notably between the central route and the other routes. The fixed-route study exposure was similar in level and in variability to the 'real' commuters study, suggesting that the routes chosen and the number of samples taken provided a reasonably good estimate of the personal exposure levels in the transport microenvironments of Central London. This first comprehensive PM2.5 multi-mode transport user exposure assessment study in the UK also showed that mean personal exposure levels in road transport modes were approximately double that of the PM2.5 concentration at an urban background fixed site monitor.

Design and validation of a high-flow personal sampler for PM2.5.

A high-flow personal sampler (HFPS) for airborne particulate matter has been developed and fully characterised, and validation tests have been carried out. The sampler is a low-cost gravimetric instrument designed to collect particulate matter with a 50% cut point at 2.5 microm aerodynamic equivalent diameter (PM2.5), where size selection is achieved by the use of porous polyurethane foam. Development of a porous foam selector was chosen over a cyclone or impactor due to the lightweight, low-cost, and compact design that could be achieved. The sampler flow rate of 16 1/min is achieved using a portable, flow-controlled pump; this flow rate is far higher than that of conventional personal samplers and the HFPS can therefore be used for personal sampling in the ambient environment over short sampling periods of much less than 24 h. The HFPS is currently being used in a study of particle exposure of urban transport users (cyclists, car drivers, bus and Underground rail passengers) where personal sampling over short time periods representing typical commuter journey times is required. The HFPS was fully characterised in chamber studies with a TSI aerodynamic particle sizer (APS). The sampler was then validated against a co-located U.S. EPA Federal Reference PM2.5 Well Impactor Ninety Six (WINS) and a KTL cyclone, and parallel testing was performed. Initial testing showed some penetration of particles through the porous foam structure; applying an oil coating to the foam eliminated this problem. Chamber testing was carried out on a number of different selector prototypes, with the final design giving a 50% penetration diameter (i.e., d50) of 2.4 microm at 16 1/min. The new sampler exhibited good agreement in three sets of co-located tests with established samplers, and parallel testing showed excellent agreement between paired HFPS samplers.