Elemental composition and sources of fine and ultrafine ambient particles in Erfurt, Germany

Cyrys, Josef; Stölzel, Matthias; Heinrich, Joachim; Kreyling, Wolfgang G.; Menzel, N.; Wittmaack, K.; Tuch, Thomas; Wichmann, H‐Erich

doi:10.1016/s0048-9697(02)00494-1

Cited by 134 publications

(55 citation statements)

References 26 publications

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“…As in this study, previous investigations have observed higher UFP levels in the morning relative to the evening hours, and this effect may be attributed to lower mixing heights and lower wind speeds during the morning hours (Kuhlbusch et al, 2001) as well as factors such as higher engine temperatures in the evening hours (Fujita et al, 2007). In addition, traffic densities may be higher during the morning hours (Cyrys et al, 2003;Young and Keeler, 2004;Aalto et al, 2005;Kaur et al, 2005aKaur et al, , b, 2006Jeong et al, 2006) as the evening rush hour is generally more spread out relative to the morning commute. Indeed, differences in UFP exposures between London, England and Montre´al, Canada might be explained in part by higher traffic densities in London, England, as the traffic flow on the walk and bus routes in the English studies was estimated to be between 3000 and 3500 vehicles per hour (Kaur et al, 2005a(Kaur et al, , b, 2006 compared to approximately 500 and 2000 vehicles per hour, respectively, for the walk and bus routes in the present study.…”

Section: Discussionsupporting

confidence: 62%

“…Ultrafine particles (o0.1 mm) (UFPs) are potent triggers of oxidative stress and inflammation in the lungs (Oberdo¨rster et al, 1994;Li et al, 1996Li et al, , 2003Afaq et al, 1998;Zheng et al, 1998;Brown et al, 2001;Dick et al, 2003;Gilmour et al, 2004), and are of interest in transportation environments because they are formed from vehicle exhaust (Cyrys et al, 2003;Gidhagen et al, 2004;Geller et al, 2006). Indeed, ambient UFP exposures may promote symptoms such as wheezing, cough, and shortness of breath among adult asthmatics (Von Klot et al, 2002), and some evidence suggests that the respiratory effects of UFPs are either as strong or stronger than those of larger fine (PM 2.5 ) or course (PM 10 ) particles (Peters et al, 1997;Penttinen et al, 2001a, b).…”

Section: Introductionmentioning

confidence: 99%

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Determinants of ultrafine particle exposures in transportation environments: findings of an 8-month survey conducted in Montréal, Canada

Weichenthal

Dufresne

Infante‐Rivard

et al. 2008

J Expo Sci Environ Epidemiol

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An 8-month sampling campaign was conducted in Montre´al, Canada to explore determinants of ultrafine particle (UFP) exposures in transportation environments and to develop models to predict such exposures. Between April and November 2006, UFP (0.02-1 mm) count exposure data were collected for one researcher during 80 morning and evening commutes including a 0.5-km walk, a 3-km bus ride, and a 26-km automobile ride in each direction. Ambient temperature, relative humidity, precipitation, and wind speed/direction data were collected for each transit period and the positions of bus and automobile windows were recorded. Mixing heights were also estimated. Morning UFP exposures were significantly greater than those in the evening, with the highest levels observed in the automobile and the lowest while walking. Wind speed and mixing height were highly correlated, and as a result only wind speed was considered in multivariable models owing to the accessibility of quantitative hourly monitoring data. In these models, each 101C increase in morning temperature was associated with decreases of 14,560/cm 3 (95% CI ¼ 11,111 to 18,020), 8160/cm 3 (95% CI ¼ 5060 to 11,260), and 11,310/ cm 3 (95% CI ¼ 6820 to 15,810) for UFP exposures in walk, bus, and automobile environments, respectively. Likewise, each 10-km/h increase in morning wind speed corresponded to decreases of 8252/cm 3 (95% CI ¼ 5130 to 11,360), 6210/cm 3 (95% CI ¼ 3420 to 9000), and 6350/cm 3 (95% CI ¼ 2440 to 10,260) for UFP exposures in walk, bus, and automobile environments, respectively. Similar trends were observed in the evening hours. In an evaluation of model performance, moderate correlations were observed between measured and predicted UFP exposures on new bus (r ¼ 0.65) and automobile (r ¼ 0.77) routes. Further research is required to incorporate variables such as traffic density and vehicle ventilation settings into the models presented.

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Section: Discussionsupporting

confidence: 62%

Section: Introductionmentioning

confidence: 99%

Determinants of ultrafine particle exposures in transportation environments: findings of an 8-month survey conducted in Montréal, Canada

Weichenthal

Dufresne

Infante‐Rivard

et al. 2008

J Expo Sci Environ Epidemiol

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“…Since the ban of leaded fuel, traffic profiles have been based on tracers like Cu (from abrasion of asbestos-free brake linings (Salma and Maenhaut, 2006;Iijima et al, 2007) and from lubricating oil), Zn (from metallic brakes and, particularly in the PM10 fraction, from the rubber wear of tires) and Pb (still present in petrol). Element ratios reported in the literature vary greatly Yeung et al, 2003;Cyrys et al, 2003). Similarly, aerosols from different sources, can produce artefacts in receptor models, therefore the same tracer may be ascribed to multiple sources.…”

Section: Introductionmentioning

confidence: 99%

Characterization of particulate matter sources in an urban environment

Mazzei

D’Alessandro²,

Lucarelli³

et al. 2008

Science of The Total Environment

244

100

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Daily time series measurements of elements or compounds are widely used to apportion the contribution of specific sources of particulate matter concentration in the atmosphere. We present results obtained for the urban area of Genoa (Italy) based on several hundred of PM10, PM2.5 and PM1 daily samples collected in sites with different geo-morphological and urbanization characteristics. Elemental concentrations of Na to Pb were obtained through Energy Dispersive X-Ray Fluorescence (ED-XRF), and the contributions of specific sources of particulate matter (PM) concentration were apportioned through Positive Matrix Factorization (PMF). By sampling at different sites we were able to obtain, in each PM fraction, the average and stable values for the tracers of specific sources, in particular traffic (Cu, Zn, Pb) and heavy oil combustion (V, Ni). We could also identify and quote the contamination of anthropogenic PM in "natural" sources (sea, soil dust). Sampling at several sites in the same urban area allowed us to resolve local characteristics as well as to quote average values. IntroductionIn recent years, atmospheric aerosols have been studied extensively (Charlson et al., 1992;Harrison et al., 2001;Satheesh and Moorthy, 2005 , 2002a,b;Stieb et al., 2002;Fernandez et al., 2003).Up to now, PM concentrations have been routinely monitored. However, this level of monitoring is insufficient and a measurement of the elemental and chemical composition of PM is recommended in order to achieve a more complete picture. Indeed concentration limits have been set in Europe for some toxic elements (Pb, Ni, Cd, Hg; see the recent European Directive 2004/107/CE). Element and/or compound measurements can also help to trace specific emission patterns. Thus, the knowledge of the chemical composition of particulate matter can be used to evaluate the impacts of the various pollution sources on air quality. Several "source apportionment" strategies have been developed; receptor models (Gordon, 1988) are presently considered the most effective approach. These models usually provide three pieces of information: the number of (major) sources of particulate matter, the source profiles and the mass contribution of each source to total PM. These models single out groups of elements with correlated concentration trends, which

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“…As one of many sources contributing to urban air pollution in general, the combustion of fossil fuel in motor vehicles is one of the major primary emission sources of ultrafine particles in urban atmospheres, especially in the developed nations (Shi et al, 1999;Cyrys et al, 2003). Recent studies have shown a dramatic decrease of ultrafine number concentrations with increasing distance from busy freeways in Los Angeles, thereby demonstrating that vehicular pollution is a major source of ultrafine particles and that high number concentrations can be a localized phenomenon, on scales of 100-300 m (Zhu et al, 2002a, b).…”

Section: Introductionmentioning

confidence: 99%

Seasonal and spatial trends in particle number concentrations and size distributions at the children's health study sites in Southern California

Singh

Phuleria

Bowers

et al. 2005

J Expo Sci Environ Epidemiol

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Elemental composition and sources of fine and ultrafine ambient particles in Erfurt, Germany

Cited by 134 publications

References 26 publications

Determinants of ultrafine particle exposures in transportation environments: findings of an 8-month survey conducted in Montréal, Canada

Determinants of ultrafine particle exposures in transportation environments: findings of an 8-month survey conducted in Montréal, Canada

Characterization of particulate matter sources in an urban environment

Seasonal and spatial trends in particle number concentrations and size distributions at the children's health study sites in Southern California

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