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Measurements of CO 2 and counting of occupants were carried out in 37 public bus trips during commuting rush hours in Barcelona (NE Spain) with the aim of evaluating parameters governing ventilation inside the vehicles and proposing actions to improve it. The results show that CO 2 concentrations (1039 and 934 ± 386 ppm, as average and median, during rush hours but with average reduced occupancy due to the fair to be infected by SARS-CoV-2 during the measurement period, and measured in the middle of the busses) are in the lower range of values recorded in the literature for public buses, however an improvement in ventilation is required in a significant proportion of the journeys. Thus, we found better ventilation in the older Euro 3+ (retrofitted with filter traps and selective catalytic reduction) and Euro 5 buses (average 918 ± 257 ppm) than in the hermetically closed new Euro 6 ones (1111 ± 432 ppm). The opening of the windows in the older buses yielded higher ventilation rates (778 ± 432 ppm). The opening of all doors at all stops increases the ventilation by causing a fall in concentrations of 200–350 ppm below inter-stop concentrations, with this effect typically lasting 40–50 s in the hermetically closed new Euro 6 hybrid buses. Based on these results a number of recommendations are offered in order to improve ventilation, including measurement of CO 2 and occupancy, and installation of ventilation fans on the top of the hermetically closed new buses, introducing outdoor air when a given concentration threshold is exceeded. In these cases, a CO 2 sensor installed in the outdoor air intake is also recommended to take into account external CO 2 contributions. • Measurements of CO 2 were carried out in public buses during commuting rush hours. • An evaluation of factors governing ventilation inside the vehicles was carried out, and actions to improve it were suggested. • The opening of the windows in the older buses yielded higher ventilation rates. • The opening of all doors at all stops increases the ventilation by causing a fall in concentrations lasting 40–50 s. • Measurement of CO 2 and occupancy and installation of roof ventilation fans in the hermetically closed new buses. [ABSTRACT FROM AUTHOR]

Urban aerosol samples collected in Barcelona between 2008 and 2009 were toxicologically characterised by means of two complementary methodologies allowing evaluation of their Reactive Oxidative Stress (ROS)-generating capacity: the plasmid scission assay (PSA) and the dichlorodihydrofluorescin assay (DCFH). The PSA determined the PM dose able to damage 50% of a plasmid DNA molecule (TD50 values), an indication of the ability of the sample to exert potential oxidative stress, most likely by formation of ·OH. This toxicity indicator did not show dependency on different air mass origins (African dust, Atlantic advection), indicating that local pollutant sources within or near the city are most likely to be mainly responsible for PM health effect variations. The average TD50 values show PM2.5–0.1 samples to be more toxic than the PM10–2.5 fraction, with doses similar to those reported in previous studies in polluted urban areas. In addition, the samples were also evaluated using the oxidant-sensitive probe DCFH confirming the positive association between the amount of DNA damage and the generation of reactive oxidant species capable of inducing DNA strand break. Results provided by the PSA were compared with those from two other different methodologies to evaluate human health risk: (1) the toxicity of particulate PAHs expressed as the calculated toxicity equivalent of benzo[a]pyrene (BaPteq) after application of the EPA toxicity factors, and (2) the cancer risk assessment of the different PM sources detected in Barcelona with the receptor model Positive Matrix Factorisation (PMF) and the computer programme Multilinear Engine 2 (ME-2) using the organic and inorganic chemical compositions of particles. No positive associations were found between PSA and the toxicity of PAHs, probably due to the inefficiency of water in extracting organic compounds. On the other hand, the sum of cancer risk estimates calculated for each of the selected days for the PSA was found to correlate with TD50 values in the fine fraction, with fuel oil combustion and industrial emissions therefore being most implicated in negative health effects. Further studies are necessary to determine whether toxicity is related to PM chemical composition and sources, or rather to its size distribution. [Copyright &y& Elsevier]

The relationship between specific particulate emission control and ambient levels of some PM10 components (Zn, As, Pb, Cs, Tl) was evaluated. To this end, the industrial area of Castellón (Eastern Spain) was selected, where around 40% of the EU glazed ceramic tiles and a high proportion of EU ceramic frits are produced. The PM10 emissions from the ceramic processes were calculated over the period 2000 to 2006, taking into account the degree of implementation of corrective measures throughout the study period. Abatement systems were implemented in the majority of the fusion kilns for frit manufacture in the area as a result of the application of the Directive 1996/61/EC, leading to a marked decrease in PM10 emissions. By contrast, emissions from tile manufacture remained relatively constant because of the few changes in the implementation of corrective measures. On the other hand, ambient PM10 levels and composition measurements were carried out from 2002 to 2006. A high correlation between PM10 emissions from frit manufacture and ambient levels of Zn, As, Pb and Cs (R 2 from 0.61 to 0.98) was observed. On the basis of these results, the potential impact of the implementation of corrective measures to reduce emissions from tile manufacture was quantified, resulting in a possible decrease of 3¿5¿g/m3 and 2¿g/m3 in ambient mineral PM10 (on an annual basis) in urban and suburban areas, respectively. This relatively simple methodology allows us to estimate the direct effect of a reduction in primary particulate emissions on ambient levels of key particulate components, and to make a preliminary quantification of the possibilities of air quality improvement by means of further emission reduction. Therefore, it is a useful tool for developing future air quality plans in the study area and in other industrialised areas. [Copyright &y& Elsevier]

The results of chemical analysis of PM10 atmospheric dust samples collected between July 2001 and June 2002 in rural and urban background monitoring stations in Huelva (South-western Spain) are reported. In order to identify the sources and quantify their contribution to PM10, principal component analysis and receptor modelling techniques were performed using independent variables of the complete series of concentrations of PM10 contents. The Ria of Huelva is considered to be one of the high industrial estates in Spain, where several metallurgical, petrochemical and fertilizer industrial estates are located, surrounded by areas of a high ecological interest such as Doñana National Park. Annual means of 29–33 and 37μg PM10 m−3 were obtained for the study period in rural and urban monitoring stations, respectively. These values are below the mean annual limit value for 2005 and onwards from the Directive 1999/30/EC [EU, 1999. 1999/30/CE Council Directive relating to limit values for sulphur dioxide, nitrogen dioxide and oxide of nitrogen, particulate matter and lead in ambient air. The Council of the European Union]. High PM10 episodes in rural and urban areas occurred during African dust events. Episodically, the emissions of plumes from industrial estates reach rural areas causing peak episodes of Cu, Ti Pb and As. Anthropogenic particles arising from metallurgical emissions (pyrite, chalcopyrite and sphalerite) were observed in the rural sites. The annual mean As concentrations measured in PM10 in the city of Huelva and surrounding rural areas (144 and 84–51mg Askg−1 in PM10, respectively) are several times high the concentrations obtained in other Spanish monitoring stations (7–57mg Askg−1). The source apportionment analyses allowed the quantification of the contribution to PM10 of an industrial mixed source in the rural background. [Copyright &y& Elsevier]

Vehicle interior air quality (VIAQ) was investigated inside 14 diesel/non-diesel taxi pairs operating simultaneously and under normal working conditions over six weekday hours (10.00–16.00) in the city of Barcelona, Spain. Parameters measured included PM 10 mass and inorganic chemistry, ultrafine particle number (N) and size, lung surface deposited area (LDSA), black carbon (BC), CO 2 , CO, and a range of volatile organic compounds (VOCs). Most taxi drivers elected to drive with windows open, thus keeping levels of CO 2 and internally-generated VOCs low but exposing them to high levels of traffic-related air pollutants entering from outside and confirming that air exchange rates are the dominant influence on VIAQ. Median values of N and LDSA (both sensitive markers of VIAQ fluctuations and likely health effects) were reduced to around 104 #/cm3 and < 20 µm2/cm3 respectively under closed conditions, but more than doubled with windows open and sometimes approached 105 #/cm3 and 240 µm2/cm3. In exceptional traffic conditions, transient pollution peaks caused by outside infiltration exceeded N = 106 #/cm3 and LDSA= 1000 µm2/cm3. Indications of self-pollution were implicated by higher BC and CO levels, and larger UFP sizes, measured inside diesel taxis as compared to their non-diesel pair, and the highest concentrations of CO (>2 ppm) were commonly associated with older, high-km diesel taxis. Median PM 10 concentrations (67 µg/m3) were treble those of urban background, mainly due to increased levels of organic and elemental carbon, with source apportionment calculations identifying the main pollutants as vehicle exhaust and non-exhaust particles. Enhancements in PM 10 concentrations of Cr, Cu, Sn, Sb, and a "High Field Strength Element" zircon-related group characterised by Zr, Hf, Nb, Y and U, are attributed mainly to the presence of brake-derived PM. Volatile organic compounds display a mixture which reflects the complexity of traffic-related organic carbon emissions infiltrating the taxi interior, with 2-methylbutane and n-pentane being the most abundant VOCs, followed by toluene, m-xylene, o-xylene, 1,2,4-trimethylbenzene, ethylbenzene, p-xylene, benzene, and 1,3,5-trimethylbenzene. Internally sourced VOCs included high monoterpene concentrations from an air freshener, and interior off-gassing may explain why the youngest taxi registered the highest content of alkanes and aromatic compounds. Carbon dioxide concentrations quickly climbed to undesirable levels (>2500 ppm) under closed ventilation conditions and could stay high for much of the working day. Taxi drivers face daily occupational exposure to traffic-related air pollutants and would benefit from a greater awareness of VIAQ issues, notably the use of ventilation, to encourage them to minimise possible health effects caused by their working environment. • Main PM 10 sources inside taxis are vehicle exhaust and non-exhaust (wear) particles. • PM 10 averaged 67 µg/m3 and enriched in Cr, Cu, Sn, Sb, Zr attributed to brake wear. • Self-pollution inside (especially older) diesel taxis raises BC, CO, and UFP size. • VOCs inside taxi dominated by 2-methylbutane, n-pentane and other exhaust emissions. • Intelligent use of taxi ventilation reduces infiltration and build-up of pollutants. [ABSTRACT FROM AUTHOR]

A full-scale field study was carried out at two Spanish coal-fired power plants equipped with electrostatic precipitator (ESP) and wet flue gas desulfurisation (FGD) systems to investigate the distribution of boron in coals, solid by-products, wastewater streams and flue gases. The results were obtained from the simultaneous sampling of solid, liquid and gaseous streams and their subsequent analysis in two different laboratories for purposes of comparison. Although the final aim of this study was to evaluate the partitioning of boron in a (co-)combustion power plant, special attention was paid to the analytical procedure for boron determination. A sample preparation procedure was optimised for coal and combustion by-products to overcome some specific shortcomings of the currently used acid digestion methods. In addition boron mass balances and removal efficiencies in ESP and FGD devices were calculated. Mass balance closures between 83 and 149% were obtained. During coal combustion, 95% of the incoming boron was collected in the fly ashes. The use of petroleum coke as co-combustible produced a decrease in the removal efficiency of the ESP (87%). Nevertheless, more than 90% of the remaining gaseous boron was eliminated via the FGD in the wastewater discharged from the scrubber, thereby causing environmental problems. [Copyright &y& Elsevier]

Remodelling works are frequent in harbour areas, given that they must adapt to rapidly changing market requirements. Depending on their nature (construction, demolition, etc.), these works may be carried out during long periods of time and thus exert a significant impact on the air quality at the harbours and their surroundings. The air quality at the Valencia harbour was studied during an enlargement project. Four sampling stations aimed to cover the major dust-emitting activities in the harbour. In addition, a sampling campaign was carried out to collect dust materials at their emission sources (e.g., loading and unloading of clinker and petroleum coke, as well as the enlargement works). Differences obtained between PM levels at the monitoring sites were correlated with the distance between sampling stations and enlargement works and/or harbour operations, as well as with the preferential wind direction. In all cases, the days with the highest PM_10 levels were linked to wind directions coinciding with the location of the enlargement works or the clinker and petroleum coke stocks. Classic source apportionment methodologies (PCA and CMB) were applied to the data, but their interpretation was complex due to the similar chemical signatures of PM originating from direct and fugitive emissions from stocked materials (e.g., clinker), and the enlargement works. To overcome this difficulty, a novel non-statistical approach was used to obtain quantitative estimations of the contributions from sources (petroleum coke and clinker), based on the correlation between specific PM components (e.g., carbonaceous species) and source tracers (e.g., V). Finally, a qualitative test using phenolphthalein was devised to identify the presence of clinker on the filters, which provided positive results. This novel tracer approach is thus recommended for harbour authorities. [Copyright &y& Elsevier]