Traffic induced particle resuspension in Paris: Emission factors and source contributions

Amato, Fúlvio; Favez, Olivier; Pandolfi, M.; Alastuey, Andrés; Querol, Xavier; Moukhtar, S.; Bruge, B.; Verlhac, Stéphane; Orza, J.A.G.; Bonnaire, Nicolas; Priol, Tiphaine Le; Petit, Jean-Eudes; Sciare, Jean

doi:10.1016/j.atmosenv.2016.01.022

Cited by 104 publications

(58 citation statements)

References 57 publications

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“…The presence of nitrate in the profile may suggest a slight secondary feature (12.5% of total NO 3 ), but the concomitant absence of ammonium advocates that nitrate is not in the ammonium nitrate form, but more probably associated with other mineral cations. This is consistent with specific studies, allocating nitrate within road dust and/or vehicle exhaust and wear factors (e.g., Reference [50]). This factor also significantly contributes to some metallic elements.…”

Section: Primary Combustion Sourcessupporting

confidence: 91%

Sources and Geographical Origins of PM10 in Metz (France) Using Oxalate as a Marker of Secondary Organic Aerosols by Positive Matrix Factorization Analysis

et al. 2019

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An original source apportionment study was conducted on atmospheric particles (PM10) collected in Metz, one of the largest cities of Eastern France. A Positive matrix factorization (PMF) analysis was applied to a sampling filter-based chemical dataset obtained for the April 2015 to January 2017 period. Nine factors were clearly identified, showing mainly contributions from anthropogenic sources of primary PM (19.2% and 16.1% for traffic and biomass burning, respectively) as well as secondary aerosols (12.3%, 14.5%, 21.8% for sulfate-, nitrate-, and oxalate-rich factors, respectively). Wood-burning aerosols exhibited strong temporal variations and contributed up to 30% of the PM mass fraction during winter, while primary traffic concentrations remained relatively constant throughout the year. These two sources are also the main contributors during observed PM10 pollution episodes. Furthermore, the dominance of the oxalate-rich factor among other secondary aerosol factors underlines the role of atmospheric processing to secondary organic aerosol loadings which are still poorly characterized in this region. Finally, Concentration-Weighted Trajectory (CWT) analysis were performed to investigate the geographical origins of the apportioned sources, notably illustrating a significant transport of both nitrate-rich and sulfate-rich factors from Northeastern Europe but also from the Balkan region.

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Section: Primary Combustion Sourcessupporting

confidence: 91%

Sources and Geographical Origins of PM10 in Metz (France) Using Oxalate as a Marker of Secondary Organic Aerosols by Positive Matrix Factorization Analysis

et al. 2019

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“…For the second and third campaigns, deposited PM loadings were investigated as a function of height, using the samplers utilized by Amato et al (2012aAmato et al ( , 2016 for estimating emission factors from vertical profiles of dust deposition (below 10 µm) in the cities of Barcelona (Spain) and Paris (France). Sampler design details can be found in our previous publications (Amato et al, 2012a; briefly, it consists of 15 cylindrical canisters of 6 cm height each and 7 cm of inner diameter.…”

Section: Study Area and Methodologymentioning

confidence: 99%

Characterization of Road Dust Emissions in Milan: Impact of Vehicle Fleet Speed

Amato

Bedogni

Padoan

et al. 2017

Aerosol Air Qual. Res.

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Road dust suspension is an increasing concern in terms of being a source of atmospheric particulate matter (PM) in cities, due to its toxicity and the lack of knowledge on emission estimates, impact and mostly with respect to measures to control or mitigate it. Both technological and policy measures have been proposed, but their application is limited by the gap of knowledge on their effectiveness in the real world. This study analyses the real-world emission factors of road dust at ten sites in the city of Milan (Italy), with an emphasis on the impact of different fleet speeds at one particular road. PM 10 emission factors were estimated by means of both the EPA method (based on silt loadings) and the vertical profile of dust deposition. Road dust silt loadings varied within 0.006-0.066 g m -2 , with the highest loadings found at sites affected by construction works. Typical urban roads were found to have fleet-averaged emission factors within 13-32 mg vehicle -1 km -1 , which is in the central range of the literature values in Europe. The emission factors estimated by means of the vertical profile approach were within 19-26 mg VKT -1 , which agree quite well with the EPA method if corrected for speed. In fact, a power-law relation was found between fleet speed and emission factor estimates, with an exponent close to 1.5 for speeds within 36-57 km h -1 . These results suggest that the limitation of the maximum traffic speed can be effective for mitigating road dust emissions in cities.

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“…Passing motor vehicles create a vacuum in the space between the road and car chassis, triggering the entrainment of the dust from the road to the air. Those particles are primarily of the organic origins, including soil dust and organic parts, and the products of abrasion of the vehicle consumables [14].…”

Section: Introductionmentioning

confidence: 99%

“…Many studies conducted worldwide indicate that the resuspended dust emission constitutes a significant share in the PM10 concentrations in the air near the transport routes [6,8,[14][15][16][17][18][19][20]. Research carried out in the US city of Tucson (Arizona) in the winter showed that the fraction of particulate matter from the fuel combustion in car engines and the share of re-entrained road dust ranged from 4-40 % and 30-50 % of the total PM10 concentration in the air, respectively [21].…”

Section: Introductionmentioning

confidence: 99%

Re-entrained road dust PM10 emission from selected streets of Krakow and its impact on air quality

Bogacki

Mazur

Oleniacz

et al. 2018

E3S Web of Conferences

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Abstract. Scientific research studies conducted in various parts of the world confirm that PM10 concentrations in urban air depend to a great extent on the resuspension processes of the dust deposited on the road surface. The paper presents the results of the study related to the determination of the re-entrained PM10 emissions from four selected streets of Krakow (Southern Poland) together with the assessment of its impact on air quality. Examined streets are characterised by different traffic intensity (from 500 to over 20 000 vehicles per day) and individual vehicle structure. Dust material sampling and estimation of the PM10 emission were conducted according to the U.S. EPA methodology (AP 42 Fifth Edition). Two variants of sample collection were applied: from the road surface including the area at the curb (4 streets) and from the road surface alone (1 street). The estimates of resuspended road dust emission as well as the reference values derived from the U.S. EPA guidelines were used to assess the impact of this emission on the PM10 levels in the air at the location of one of the analysed streets. This assessment was conducted using the CALINE4 mathematical model. The study showed that the PM10 emissions from the re-entrained road dust can be responsible for up to 25 % in the winter and 50 % in the summer of the total PM10 concentrations in the air near the roads.

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Traffic induced particle resuspension in Paris: Emission factors and source contributions

Cited by 104 publications

References 57 publications

Sources and Geographical Origins of PM10 in Metz (France) Using Oxalate as a Marker of Secondary Organic Aerosols by Positive Matrix Factorization Analysis

Sources and Geographical Origins of PM10 in Metz (France) Using Oxalate as a Marker of Secondary Organic Aerosols by Positive Matrix Factorization Analysis

Characterization of Road Dust Emissions in Milan: Impact of Vehicle Fleet Speed

Re-entrained road dust PM10 emission from selected streets of Krakow and its impact on air quality

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