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Railways are considered as an environment friendly transport system. However, railway transportation produces airborne wear particles (AWPs) from the brake systems, wheel–rail contact, contact-strip–overhead-contact-wire contact, and third-rail contact, which have adverse effects on human health. The generation of AWPs from wheel–rail contact has hardly been studied. In this study, we used a twin-disc rig to investigate the generation of AWPs from both rolling/sliding and pure sliding contacts at different train velocities. AWP number concentrations (AWPNCs) were measured at three different train velocities, i.e., 28, 45, and 90 km/h. The measurement was done using two particle counting instruments, a fast mobility particle sizer (FMPS) that measures particles in the range of 5.6–560 nm and an optical particle sizer (OPS) that measures particles in the range of 0.3–10 µm. AWPNCs were analyzed as a function of slip rate. AWPNCs measured by both the instruments and by FMPS continued to increase with slip rate at 28 and 45 km/h, respectively. AWPNCs measured by OPS and by both instruments increased during a rolling/sliding contact and then decreased during a pure sliding contact at 45 and 90 km/h, respectively. The total and maximum AWPNCs measured by both instruments increased with an increase in the train velocity. Furthermore, size distribution analysis showed that the AWPNCs for the peak particle diameter increased with an increasing train velocity. These results indicate that train velocity has a significant effect on the generation of AWPNCs.

The indoor air quality of subway systems can significantly affect the health of passengers since these systems are widely used for short-distance transit in metropolitan urban areas in many countries. The particles generated by abrasion during subway operations and the vehicle-emitted pollutants flowing in from the street in particular affect the air quality in underground subway stations. Thus the continuous monitoring of particulate matter (PM) in underground station is important to evaluate the exposure level of PM to passengers. However, it is difficult to obtain indoor PM data because the measurement systems are expensive and difficult to install and operate for significant periods of time in spaces crowded with people. In this study, we predicted the indoor PM concentration using the information of outdoor PM, the number of subway trains running, and information on ventilation operation by the artificial neural network (ANN) model. As well, we investigated the relationship between ANN's performance and the depth of underground subway station. ANN model showed a high correlation between the predicted and actual measured values and it was able to predict 67∼80% of PM at 6 subway station. In addition, we found that platform shape and depth influenced the model performance.

In South Korea, the installation of septic tanks for treating black water (STBW) is regulated even in sewage treatment areas to prevent the black water deposition in combined sewers. STBWs in which black water is anaerobically decomposed generate high concentrations of hydrogen sulfide (H2S). In this study, an immobilized media of sulfur-oxidizing bacteria (SOB) was used to remove the H2S. SOB media was prepared by using activated sludge collected from a wastewater treatment plant. Prior to field application, an appropriate cultivation period and aeration rate for SOB activation were estimated through a laboratory-scale test. The SOB was activated after a 23-day cultivation period and an aeration rate of 0.25 L-water/L-air/min. Moreover, the maximum H2S removal efficiency was observed at a cultivation period of 43 days and an aeration rate of 0.38 L-water/L-air/min. Then, the SOB media was installed on STBWs of various capacities. The H2S removal efficiency was compared between with and without SOB media. The maximum H2S elimination capacity with SOB media was 12.3 g/m3/h, which was approximately three times higher than without SOB media. Furthermore, the energy efficiency and oxidation rate were also three times higher with SOB, demonstrating the applicability of SOB for H2S removal in STBW.

Contributions of exhaust and non-exhaust sources to traffic-related particulate matter (PM) pollution in the atmosphere are almost identical and the most important non-exhaust source is known to be brake wear particles. In order to understand the properties and harmful effects of wear particles on people, accurate information on size distribution of brake wear particles is needed. Our previous study investigated the measured changes in size distribution of nanoparticles of 500 nm or smaller to understand the origin of nanoparticles due to temperature increases on the friction surface. The present study was intended to investigate the characteristics of size distribution (5.6 nm–32 μm) of PM released under different braking conditions by using different instruments. The measurement results under 9 braking conditions using 3 different instruments showed that the size distribution characteristics of particles can be divided into two main types according to braking energy. The first type is of PM up to 10 μm in size and with a peak number concentration at 0.2–0.75 μm regardless of braking energy, while the second type is of PM around 10 nm in size generated only when braking energy increased and particles that increased up to 100 nm. In addition, we found that the size distributions measured by the optical particle counter (OPC) and the aerodynamic particle sizer (APS) were consistent by assuming a mean diameter ratio of two instruments.

Introduction Although subways have many advantages as a transport system, passengers may be exposed to indoor air pollution. In such cases, the dominant risk factors are associated with particulate matter (PM) bound metals and polycyclic aromatic hydrocarbons (PAHs). In this study, inhalation cancer risks (ICR) were assessed at Seoul metro subway stations (SMS), South Korea, in 2014–2015. Methods The mass fractions of PAHs and metals in PM10 were calculated from the previous studies. The PM10 exposure and mass deposition in various sections of the human respiratory tract (HRT) was calculated using mass deposition technique. In addition, ICR via exposure of PM10 in HRT and incremental lifetime cancer risk (ILCR) were estimated for the teen and adult groups of commuters at SMS. Moreover, ICR levels have been compared with incremental lifetime cancer risk (ILCR) levels for SMS commuters. Results The PM10 pollution levels at SMS were found within the acceptable range for the subway platforms in Korean (150 μg/m3). In addition, the maximum amounts of total deposition (TD) and head deposition (HD) in HRT were estimated for the adult group. Hence, tracheobronchial (TB) and alveoli (A) depositions were calculated height for the teen. For the adult and teen groups, ICR(TD) level found significant (>1 × 10−6) for Cr and PAHs. But, among both age groups, significant values of total ICR(TBD + AD) were estimated for the teen (1.40 × 10−06). In addition, the ICR(TD) and ILCR have estimated the same order of inhalation cancer risk for both groups. Conclusion In the SMS, cancer risk levels were estimated in the acceptable range (1 × 10−06 - 1 × 10−05) of life carcinogenic risk for the commuters, provided by the World Health Organization (WHO). Furthermore, Cr and Ni were identified as significant contributors to inhalation cancer risks with 58% and 39% of total risk level, respectively for teen and adult.

Exposure to airborne particulate matter (PM) causes several diseases in the human body. The smaller particles, which have relatively large surface areas, are actually more harmful to the human body since they can penetrate deeper parts of the lungs or become secondary pollutants by bonding with other atmospheric pollutants, such as nitrogen oxides. The purpose of this study is to present the number of PM inhaled by subway users as a possible reference material for any analysis of the hazards to the human body arising from the inhalation of such PM. Two transfer stations in Seoul, Korea, which have the greatest number of users, were selected for this study. For 0.3–0.422 μm PM, particle number concentration (PNC) was highest outdoors but decreased as the tester moved deeper underground. On the other hand, the PNC between 1 and 10 μm increased as the tester moved deeper underground and showed a high number concentration inside the subway train as well. An analysis of the particles to which subway users are actually exposed to (inhaled particle number), using particle concentration at each measurement location, the average inhalation rate of an adult, and the average stay time at each location, all showed that particles sized 0.01–0.422 μm are mostly inhaled from the outdoor air whereas particles sized 1–10 μm are inhaled as the passengers move deeper underground. Based on these findings, we expect that the inhaled particle number of subway users can be used as reference data for an evaluation of the hazards to health caused by PM inhalation.

The indoor air quality of subway systems can significantly affect the health of passengers since these systems are widely used for short-distance transit in metropolitan urban areas in many countries. The particles generated by abrasion during subway operations and the vehicle-emitted pollutants flowing in from the street in particular affect the air quality in underground subway stations. Thus the continuous monitoring of particulate matter (PM) in underground station is important to evaluate the exposure level of PM to passengers. However, it is difficult to obtain indoor PM data because the measurement systems are expensive and difficult to install and operate for significant periods of time in spaces crowded with people. In this study, we predicted the indoor PM concentration using the information of outdoor PM, the number of subway trains running, and information on ventilation operation by the artificial neural network (ANN) model. As well, we investigated the relationship between ANN's performance and the depth of underground subway station. ANN model showed a high correlation between the predicted and actual measured values and it was able to predict 67∼80% of PM at 6 subway station. In addition, we found that platform shape and depth influenced the model performance.

In this study, we measured the size distribution of particles ranging in size from 5.6 to 560 nm that were emitted between brake disks and pads under various braking conditions to observe and analyze changes to the resulting particle size distribution over braking time. A peak of 178-275 nm (200 nm peak) was observed in all braking conditions. However, the generation of spherical particles of a 10 nm range was observed only when the disk speed and brake force were above certain levels and intensified only when speed and brake force further increased. The total number concentration of ultrafine particles (no larger than 0.1 μm; PM0.1) generated was found to correlate with disk speed and brake force. Thus, the generation of nanoparticles resulting from disk speed and brake force was attributable primarily to increases in the contact surface temperature. The critical temperature for the generation of nanoparticles of a 10 nm range was found to be about 70 °C, which is the average temperature between the surface and the inside of the disk. If the speed or brake force was higher, that is, the temperature of the contact surface reached a certain level, evaporation and condensation took place. Vapor then left the friction surface, met with the air, and quickly cooled to form nanoparticles through nucleation. When the newly generated particles became highly concentrated, they grew through coagulation to form agglomerates or the vapor condensed directly onto the surface of existing particles of about 200 nm (formed by mechanical friction).

As the number of people using rapid transit systems (subways) continues to rise in major cities worldwide, increasing attention has been given to the indoor air quality of underground stations. This study intended to observe the change of PM distribution by size in an underground station with PSDs installed located near the main road in downtown Seoul, as well as to examine causes for the changes. The results indicate that the PM suspended in the tunnel flowed into the platform area even in a subway station where the effect of train-induced wind is blocked by installed PSDs, as this flow occurred when the PSDs were opened. The results also indicate that coarse mode particles generated by mechanical friction in the tunnel, such as that between wheels and rail, also flowed into the platform area. The PM either settled or was re-suspended according to size and whether the ventilation in the platform area was in operation or if the platform floor had been washed. The ventilation system was more effective in removing PM of smaller sizes (fine particles) while the wash-out performed after train operations had stopped reduced the suspension of coarse mode particles the next morning. Despite installation of the completely sealed PSDs, inflow of coarse mode particles from the tunnel seems unavoidable, indicating the need for measures to decrease the PM generated there to lower subway user exposure since those particles cannot be reduced by mechanical ventilation alone. This research implicate that coarse PM containing heavy metals (generated from tunnel side) proliferated especially during rush hours, during which it is very important to control those PM in order to reduce subway user exposure to this hazardous PM.