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Relatively little is known about the lanthanoid element (La to Lu) chemistry of inhalable urban atmospheric particulate matter (PM). PM samples collected during an air sampling campaign in the Mexico City area contain lanthanoid concentrations of mostly 1-10ng m-3, increasing with mass where resuspension of crustal PM is important (low PM2.5/PM10), but not where fine emissions from traffic and industry dominate (high PM2.5/PM10). Samples show anthropogenic enrichment of lighter over heavier lanthanoids, and Ce enrichment relative to La and Sm occurs in the city center (especially PM10) possibly due to PM from road vehicle catalytic converters. La is especially enriched, although many samples show low La/V values (<0.11), suggesting the dominating influence of fuel oil combustion sources rather than refinery emissions. We use La/Sm v La/Ce, LaCeSm, and LaCeV plots to compare Mexico City aerosols with PM from other cities. Lanthanoid aerosol geochemistry can be used not only to identify refinery pollution events, but also as a marker for different hydrocarbon combustion emissions (e.g., oil or coal power stations) on urban background atmospheric PM. [ABSTRACT FROM AUTHOR]

The spatial distribution of PM1 components in the Barcelona metropolitan area was investigated using on-road mobile measurements of atmospheric particle- and gas-phase compounds during the DAURE campaign in March 2009. Positive matrix factorization (PMF) applied to organic aerosol (OA) data yielded 5 factors: hydrocarbon-like OA (HOA), cooking OA (COA), biomass burning OA (BBOA), and low volatility and semivolatile oxygenated OA (LV-OOA and SV-OOA). The area under investigation (~500 km²) was divided into six zones (city center, harbor, industrial area, precoastal depression, 2 mountain ranges) for measurements and data analysis. Mean zonal OA concentrations are 4.9-9.5 µg m-3. The area is heavily impacted by local primary emissions (HOA 14-38%, COA 10-18%, BBOA 10-12% of OA); concentrations of traffic-related components, especially black carbon, are biased high due to the on-road nature of the measurements. The formation of secondary OA adds more than half of the OA burden outside the city center (SV-OOA 14-40%, LV-OOA 17-42% of OA). A case study of one measurement drive from the shore to the precoastal mountain range furthest downwind of the city center indicates the importance of nonfossil over anthropogenic secondary OA based on OA/CO. [ABSTRACT FROM AUTHOR]

A novel on-board system was tested to characterize size-resolved particle number emission patterns under real-world driving conditions, running in a EURO4 diesel vehicle and in a typical urban circuit in Madrid (Spain). Emission profiles were determined as a function of driving conditions. Source apportionment by Positive Matrix Factorization (PMF) was carried out to interpret the real-world driving conditions. Three emission patterns were identified: (F1) cruise conditions, with medium-high speeds, contributing in this circuit with 60% of total particle number and a particle size distribution dominated by particles >52 nm and around 60 nm; (F2) transient conditions, stop-and-go conditions at medium-high speed, contributing with 25% of the particle number and mainly emitting particles in the nucleation mode; and (F3) creep-idle conditions, representing traffic congestion and frequent idling periods, contributing with 14% to the total particle number and with particles in the nucleation mode (<29.4 nm) and around 98 nm. We suggest potential approaches to reduce particle number emissions depending on particle size and driving conditions. Differences between real-world emission patterns and regulatory cycles (NEDC) are also presented, which evidence that detecting particle number emissions <40 nm is only possible under real-world driving conditions. [ABSTRACT FROM AUTHOR]

African dust (AD) contributions to particulate matter (PM) levels may be reported by Member States to the European Commission during justification of exceedances of the daily limit value (DLV). However, the detection and subsequent quantification of the AD contribution to PM levels is complex, and only two measurement-based methods are available in the literature: the Spanish-Portuguese reference method (SPR), and the Tel Aviv University method (TAU). In the present study, both methods were assessed. The SPR method was more conservative in the detection of episodes (71 days identified as AD by SPR, vs 81 by TAU), as it is less affected by interferences with local dust sources. The mean annual contribution of AD was lower with the TAU method than with SPR (2.7 vs 3.5 ± 1.5 μg/m³). The SPR and TAU AD time series were correlated with daily aluminum levels (a known tracer of AD), as well as with an AD source identified by the Positive Matrix Factorization (PMF) receptor model. Higher r² values were obtained with the SPR method than with TAU in both cases (r² = 0.72 vs 0.56, y = 0.05x vs y = 0.06x with aluminum levels; r² = 0.79 vs 0.43, y = 0.8x vs y - 0.4x with the PMF source). We conclude that the SPR method is more adequate from an EU policy perspective (justification of DLV exceedances) due to the fact that it is more conservative than the TAU method. Based on our results, the TAU method requires adaptation of the thresholds in the algorithm to refine detection of low-impact episodes and avoid misclassification of local events as AD. [ABSTRACT FROM AUTHOR]

Despite the increase of commercial shipping around the world, data are yet relatively scarce on the contribution of these emissions to ambient air particulates. One of the reasons is the complexity in the detection and estimation of shipping contributions to ambient particulates in harbor and urban environments, given the similarity with tracers of other combustion sources. This study aimed to identify specific tracers of shipping emissions in a Mediterranean city with an important harbor (Melilla, Spain). Results showed that, for 24 h PM10 and PM2.5 samples, valid tracers of commercial shipping emissions were ratios of V/Ni = 4-5 and V/EC < 2, whereas V/EC > 8 excluded the influence of shipping emissions. Other ratios (V/ S, La/Ce, Zn/Ni, Pb/Zn, OC/EC) and tracers (Pb, Zn) were also tested but did not correlate with this source. Due to the changing composition of diesel fuels, tracers in the Mediterranean Sea may not be representative in other regions of the world and vice versa. The contribution of shipping emissions to ambient particulate matter (PM) urban background levels was quantified by positive matrix factorization (PMF), resulting in 2% and 4% of mean annual PM10 levels (0.8 μg/m3 primary particles and 1.7 μg/m3 secondary particles, with 20% uncertainty) and 14% of mean annual PM2.5 levels (2.6 μg/m3). [ABSTRACT FROM AUTHOR]