[1] Surface analyses of atmospheric aerosols from different continental sources, such as forest fires and coal and straw burning, show that organic surfactants are found on such aerosols. The predominant organic species detected by time-of-flight secondary ion mass spectrometry on the sulfate aerosols are fatty acids of different carbon chain length up to the C 32 acid. These observations are consistent with literature accounts of functional group analysis of bulk samples, but this is the first direct evidence of fatty acid films on the surface of sulfate aerosols. Surface analysis leads to the conclusion that fatty acid films on continental aerosols may be more common than has been previously suggested.

[1] Marine aerosol particles play an important role in atmospheric processes. It has been suggested that as marine aerosol particles form, they acquire a coating of organic surfactants. This theory has been supported only by indirect evidence. Recently, we gave new morphological indication of such organic coating without however providing molecular speciation. Here we have studied the surface of marine aerosol particles by time-of-flight secondary ion mass spectrometry (TOF-SIMS), which is very suitable for surface research due to its unique combination of surface sensitivity and the detailed molecular information obtained. Spectra from the outermost surface gave high intensity for palmitic acid and lower peaks for other fatty acids. According to TOF-SIMS images, palmitic acid was distributed on small particles, similar with the marine particles. Sputtering stripped palmitic acid and revealed the inner core of the sea-salt particles. Our results show that fatty acids are important ingredients of the outermost surface layer of the studied aerosol particles.

[1] An extraordinary episode of fine particles (diameter mainly <2.5 mm) occurred in Helsinki, southern Finland, at the end of February 1998. The air masses came from the North Atlantic Ocean and passed over France, Germany, and southern Scandinavia. Particles were collected during the episode as well as before and after it. Uncoated particle samples were adhered to an indium substrate and were studied by a scanning electron microscope (SEM) coupled with an energy dispersive X-ray microanalyzer (EDX). A great proportion of the particles behaved differently than aerosols previously studied by microscopic techniques. The particles (size mainly 0.5-1 mm) did not exhibit solid shape. They were ''bubbling'' or ''pulsating'' continually, enlarging in one part and shrinking in another. Some particles were broken down, especially when the beam of the electron microscope was focused on them. EDX analyses showed that the particles contained much carbon together with oxygen, sulfur, and sodium. Ion analyses by ion chromatography revealed high concentrations of sodium, sulfate, nitrate, and ammonium. The particles were identified as marine sea-salt aerosols, which had accumulated anthropogenic emissions and lost chloride during their flow through continental polluted air. The shape fluctuations and the high carbon content observed by SEM/EDX led to the conclusion that the aerosols were enclosed by an organic membrane. Direct insertion probe/mass spectrometry investigations showed remarkable amounts of fragmented aliphatic hydrocarbons, which were considered as an evidence of a lipid membrane on the surface of the particles. The impact of the posited organic film on the properties of sea-salt particles, as well as on Earth's climate, is discussed.

Mineral matter is an important component of airborne particles in urban areas. In northern cities of the world, mineral matter dominates PM10 during spring because of enhanced road abrasion caused by the use of antiskid methods, including studded tires and traction sanding. In this study, factors that affect formation of abrasion components of springtime road dust were assessed. Effects of traction sanding and tires on concentrations, mass size distribution, and composition of the particles were studied in a test facility. Lowest particle concentrations were observed in tests without traction sanding. The concentrations increased when traction sand was introduced and continued to increase as a function of the amount of aggregate dispersed. Emissions were additionally affected by type of tire, properties of traction sand aggregate, and driving speed. Aggregates with high fragmentation resistance and coarse grain size distribution had the lowest emissions. Over 90% of PM10 was mineral particles. Mineralogy of the dust and source apportionment showed that they originated from both traction sand and pavement aggregates. The remaining portion was mostly carbonaceous and originated from tires and road bitumen. Mass size distributions were dominated by coarse particles. Contribution of fine and submicron size ranges were approximately 15 and 10% in PM10, respectively.