Generation of Nanoparticles from Friction between Railway Brake Disks and Pads

Spatiotemporal Variations and Sources of Airborne Particulate Matter in Urban Metro Platforms and Carriages in China

Since 2013, China has significantly improved its control over atmospheric air pollution. However, air pollution in indoor environments, particularly in urban metro systems, has been largely neglected. In this study, we comprehensively investigated the spatiotemporal variations in particulate matter (PM) pollution inside metro stations and carriages across seven Chinese cities. Our results revealed consistently high levels of PM2.5 (16-621 μg/m3) within the urban metro platforms. Elevated concentrations of metro PM2.5 can occur even under low outdoor PM2.5 conditions. Furthermore, we found that metro PM2.5 levels exhibited significant spatiotemporal variations across metro environments; specifically, a higher fraction of PM2.5 was present in metro carriages than on platforms. Notably, black carbon (BC), a critical toxic constituent of PM2.5, exhibited significantly higher concentrations in carriages than those on platforms. Real-time monitoring and single-particle analysis revealed distinct sources of metro PM compared to outdoor air PM; particularly, Fe/Ni/Cr/Mn particles mainly originated from the abrasion of rails and brakes, while Cu-bearing particles and BC likely result from the degradation of conductive carbon brushes and wires. Our analysis demonstrated that irregular iron-containing particles derived from rail abrasion constituted approximately 90% of platform PM. These findings highlight the pressing need for air quality control in metro systems and provide valuable insights for public health assessments related to exposure to metro air.

Deposition of Air Pollution-Derived Magnetic Nanoparticles in Human Kidney Revealed by High-Resolution Microstructural Characterization

Exposure to air pollutants, especially fine particulate matter (PM2.5), has been recognized as a major contributor to the increasing prevalence of kidney diseases. However, until now, evidence for the translocation of airborne nanoparticles (NPs) in the human kidney has been lacking, hindering the understanding of the relationships between PM2.5 exposure and kidney diseases. Here, we report the discovery and analysis of airborne magnetite nanoparticles in human kidney stones (with mass concentrations ranging from 363 to 740 ng/g dry tissue weight) by high-resolution microstructural characterization. Notably, we established a methodology for highly selective extraction and accurate characterization of distinctive magnetite NPs and identified the abundant presence of these NPs with a distinctive core-shell structure of Fe3O4/SiO2 in both kidney stones and human blood. We demonstrate that such distinctive core-shell magnetite NPs are indicative of a coal-burning source. Hence, magnetite NPs deposited in the human kidneys in this study area most likely derived from air pollution emissions from coal-fired power plants and were transported via blood circulation to the kidney. Our results provide compelling evidence for understanding the systemic health risks of exposure to nanoparticulate, Fe-bearing air pollution and the associations observed between kidney diseases and PM2.5 exposure.

Automotive braking is a source of highly charged aerosol particles

Although the last several decades have seen a dramatic reduction in emissions from vehicular exhaust, nonexhaust emissions (e.g., brake and tire wear) represent an increasingly significant class of traffic-related particulate pollution. Aerosol particles emitted from the wear of automotive brake pads contribute roughly half of the particle mass attributed to nonexhaust sources, while their relative contribution to urban air pollution overall will almost certainly grow coinciding with vehicle fleet electrification and the transition to alternative fuels. To better understand the implications of this growing prominence, a more thorough understanding of the physicochemical properties of brake wear particles (BWPs) is needed. Here, we investigate the electrical properties of BWPs as emitted from ceramic and semi-metallic brake pads. We show that up to 80% of BWPs emitted are electrically charged and that this fraction is strongly dependent on the specific brake pad material used. A dependence of the number of charges per particle on charge polarity and particle size is also demonstrated. We find that brake wear produces both positive and negative charged particles that can hold in excess of 30 elementary charges and show evidence that more negative charges are produced than positive. Our results will provide insights into the currently limited understanding of BWPs and their charging mechanisms, which potentially have significant implications on their atmospheric lifetimes and thus their relevance to climate and air quality. In addition, our study will inform future efforts to remove BWP emissions before entering the atmosphere by taking advantage of their electric charge.

Effectiveness of Tap Water in Reducing the Generation of Ultrafine Wear Particles from the Wheel-Rail Contact by Eliminating the Water Vapor Effect

This study aimed to assess the impact of tap water application on reducing the generation of ultrafine particles from the wheel-rail contact using a twin-disk rig under dry and wet conditions, with train velocities of 45 and 80 km/h. A small amount of 0.3 L/min tap water was applied at the wheel-rail contact, and a diffusion dryer was used to eliminate water vapor. The Fast Mobility Particle Sizer measured the number concentration (NC) of nano-sized wear particles in the range of 6 to 560 nm. The tap water application method effectively reduced the NC of ultrafine and fine particles by 67-72% and 86-88%, respectively. Positive reduction rates were observed for all diameters at 45 km/h and for most diameters, except for approximately 70 nm and 80 nm, at 80 km/h. Even with a small amount of water, this approach successfully decreased nano-sized wear particle generation. However, the potential influence of mineral crystals in tap water on NC requires further investigation. Overall, this method shows promise for enhancing air quality and public health by mitigating nano-sized wear particle generation in subway systems.

Characteristics of fine and ultrafine aerosols in the London underground

Underground railway systems are recognised spaces of increased personal pollution exposure. We studied the number-size distribution and physico-chemical characteristics of ultrafine (PM_0.1), fine (PM_0.1-2.5) and coarse (PM_2.5-10) particles collected on a London underground platform. Particle number concentrations gradually increased throughout the day, with a maximum concentration between 18:00 h and 21:00 h (local time). There was a maximum decrease in mass for the PM_2.5, PM_2.5-10 and black carbon of 3.9, 4.5 and ~ 21-times, respectively, between operable (OpHrs) and non-operable (N-OpHrs) hours. Average PM₁₀ (52 μg m^-3) and PM_2.5 (34 μg m^-3) concentrations over the full data showed levels above the World Health Organization Air Quality Guidelines. Respiratory deposition doses of particle number and mass concentrations were calculated and found to be two- and four-times higher during OpHrs compared with N-OpHrs, reflecting events such as train arrival/departure during OpHrs. Organic compounds were composed of aromatic hydrocarbons and polycyclic aromatic hydrocarbons (PAHs) which are known to be harmful to health. Specific ratios of PAHs were identified for underground transport that may reflect an interaction between PAHs and fine particles. Scanning transmission electron microscopy (STEM) chemical maps of fine and ultrafine fractions show they are composed of Fe and O in the form of magnetite and nanosized mixtures of metals including Cr, Al, Ni and Mn. These findings, and the low air change rate (0.17 to 0.46 h^-1), highlight the need to improve the ventilation conditions.

Innovative experimental approach for spatial mapping of source-specific risk contributions of potentially toxic trace elements in PM10

Exposure to potentially toxic trace elements (PTTEs) in inhalable particulate matter (PM₁₀) is associated with an increased risk of developing cardiorespiratory diseases. Therefore, in multi-source polluted urban contexts, a spatially-resolved evaluation of health risks associated with exposure to PTTEs in PM is essential to identify critical risk areas. In this study, a very-low volume device for high spatial resolution sampling and analysis of PM₁₀ was employed in Terni (Central Italy) in a wide and dense network (23 sampling sites, about 1 km between each other) during a 15-month monitoring campaign. The soluble and insoluble fraction of 33 elements in PM₁₀ was analysed through a chemical fractionation procedure that increased the selectivity of the elements as source tracers. Total carcinogenic risk (CR) and non-carcinogenic risk (NCR) for adults and children due to concentrations of PTTEs in PM₁₀ were calculated and quantitative source-specific risk apportionment was carried out by applying Positive Matrix Factorization (PMF) to the spatially-resolved concentrations of the chemically fractionated elements. PMF analysis identified 5 factors: steel plant, biomass burning, brake dust, soil dust and road dust. Steel plant showed the greatest risk contribution. Total CR and NCR, and source-specific risk contributions at the 23 sites were interpolated using the ordinary kriging (OK) method and mapped to geo-reference the health risks of the identified sources in the whole study area. This also allowed risk estimation in areas not directly measured and the assessment of the risk contribution of individual sources at each point of the study area. This innovative experimental approach is an effective tool to localize the health risks of spatially disaggregated sources of PTTEs and it may allow for better planning of control strategies and mitigation measures to reduce airborne pollutant concentrations in urban settings polluted by multiple sources.

Comparison of size-resolved PM elements measured using aluminum foil and Teflon impaction substrates: Implications for ultrafine particle source apportionment and future sampling networks in California

Measurement networks for ultrafine particulate matter (PM_0.1) have been limited by the high costs for equipment, supplies, and labor associated with the need to collect PM_0.1 samples on multiple substrates for full chemical analysis. Here we explore whether a single cascade impactor loaded with aluminum foil substrates is sufficient for PM_0.1 source apportionment calculations in order to reduce those costs. An extraction method previously designed to measure elements on Teflon substrates was modified to accommodate features of aluminum foil substrates. Regression analysis between co-located aluminum foil and Teflon substrates in the particle diameter range 0.1-1.8 μm showed good agreement (R > 0.7) for 18 elements. Regression in the diameter range 0.1-0.18 μm (quasi-ultrafine particulate matter) was used to characterize the uncertainty introduced by the aluminum foil extraction method for the elements Li, K, V, Br, Rb, Mo, Cd, Sn, Sb, and Ba. This uncertainty was used to generate 30 simulated aluminum foil PM_0.1 datasets at each of three sites, followed by source apportionment analysis using Positive Matrix Factorization (PMF). At two of the three sites, the PM_0.1 source contributions calculated using aluminum foil substrates alone were almost identical to the PMF results from combined aluminum foil and Teflon substrates. The PM_0.1 source contributions calculated using aluminum foil substrates at the third site were closer to the results from a previous Chemical Mass Balance (CMB) study than to the PMF results from the combined aluminum foil and Teflon substrates, possibly because the CMB study also relied exclusively on samples collected using aluminum foil substrates. The success of the PM_0.1 source apportionment approach using aluminum foil substrates in a single cascade impactor provides a viable method for reducing costs in PM_0.1 sampling networks by 40-47%. Similar results may be achievable at locations outside of California.

Determining factors and parameterization of brake wear particle emission

Brake wear emission contributes to an increasingly significant proportion of vehicle-related particulate matter, but knowledge of its emission features and determining factors is still highly insufficient. Here, brake dynamometer experiments were conducted under controlled variables tests and real-world driving conditions to systematically investigate brake wear particle (BWP) emission. Compared to the decelerating process, the separating of pads and disc releases more BWPs, accounting for 47-76% of the total PM_2.5 mass. Particle number and mass distributions exhibit bimodal (< 0.01 µm and 0.8-1.2 µm) and unimodal (2-5 µm) patterns, respectively. Larger speed reduction exponentially amplifies BWP emission, and the significant enhancement of nanoparticles is proved to be related to the evaporation of organic constituents in the pads with threshold ranging from 170 °C to 270 °C. Emissions from front and rear brake assemblies don't agree with braking torque distribution, mainly attributive to the different braking pressures. A parameterization scheme for BWP emission based on kinetic energy loss is further established and proved to sufficiently predict the variation of BWP under real-world driving conditions. Being corrected by 1.8th power of the initial speed, the scheme improves the prediction.

The Effect of Metro Construction on the Air Quality in the Railway Transport System of Sydney, Australia

Sydney Metro is the biggest project of Australia’s public transport, which was designed to provide passengers with more trains and faster services. This project was first implemented in 2017 and is planned to be completed in 2024. As presented, the project is currently in the construction stage located on the ground stations of the Sydney Trains Bankstown line (T3). Based on this stage, several construction activities will generate air pollutants, which will affect the air quality around construction areas. Moreover, it might cause health problems to people around there and also the passengers who usually take the train on the T3 line. However, there is no specific data for air quality inside the train that may be affected by the construction from each area. Therefore, the aim of this study is to investigate the air quality inside the train carriage of all related stations from the T3 line. A sampling campaign was conducted over 3 months to analyze particulate matter (PM) concentration, the main indoor pollutants including formaldehyde (HCHO) and total volatile organic compounds (TVOC). The results of the T3 line were analyzed and compared to Airport & South line (T8) that were not affected by the project’s construction. The results of this study indicate that Sydney Metro construction activities insignificantly affected the air quality inside the train. Average PM2.5 and PM10 inside the train of T3 line in the daytime were slightly higher than in the nighttime. The differences in PM2.5 and PM10 concentrations from these periods were around 6.8 μg/m3 and 12.1 μg/m3, respectively. The PM concentrations inside the train from the T3 line were slightly higher than the T8 line. However, these concentrations were still lower than those recommended by the national air quality standards. For HCHO and TVOC, the average HCHO and TVOC concentrations were less than the recommendation criteria.

Diversity and Source of Airborne Microbial Communities at Differential Polluted Sites of Rome

Biogenic fraction of airborne PM10 which includes bacteria, viruses, fungi and pollens, has been proposed as one of the potential causes of the PM10 toxicity. The present study aimed to provide a comprehensive understanding of the microbial community variations associated to PM10, and their main local sources in the surrounding environment in three urban sites of Rome, characterized by differential pollution rate: green area, residential area and polluted area close to the traffic roads. We combined high-throughput amplicon sequencing of the bacterial 16S rRNA gene and the fungal internal transcribed spacer (ITS) region, with detailed chemical analysis of particulate matter sampled from air, paved road surfaces and leaf surfaces of Quercus ilex. Our results demonstrated that bacterial and fungal airborne communities were characterized by the highest alpha-diversity and grouped separately from epiphytic and road dust communities. The reconstruction of source-sink relationships revealed that the resuspension/deposition of road dust from traffic might contribute to the maximum magnitude of microbial exchanges. The relative abundance of extremotolerant microbes was found to be enhanced in epiphytic communities and was associated to a progressively increase of pollution levels as well as opportunistic human pathogenicity in fungal communities.

Reducing the nanoparticles generated at the wheel-rail contact by applying tap water lubricant at subway train operational velocities

The formation characteristics and the reduction of nanoparticles emitted from wheel–rail contacts at subway-train velocities of 73, 90, and 113 km/h under dry and water-lubricated conditions (using tap water) were studied using a twin-disk rig. The resulting number concentration (NC) of ultrafine and fine particles increased with train velocity under both conditions. Particle generation varied with slip rate under both conditions in both the particle categories. Furthermore, the formation characteristics at 113 km/h under dry conditions showed a notable deviation from those under water-lubricated conditions in three aspects: (i) The maximum NC of ultrafine particles was higher than that of fine particles, (ii) the predominant peak diameter was in the ultrafine particles category, and (iii) the proportion of ultrafine particles was much higher than those of the fine particles. Applying water decreased the NC of ultrafine and fine particles significantly at all tested velocities (by 54–69% and 87–91%, respectively). Adding water increased the NC of particles ≤ 35 nm in diameter, possibly owing to the increase in water vapor and mineral crystals from tap water. Overall, this study provides a reference for researchers aiming to minimize nanoparticle formation at the wheel–rail contacts by applying a lubricant.

Spatial mapping and size distribution of oxidative potential of particulate matter released by spatially disaggregated sources

The ability of particulate matter (PM) to induce oxidative stress is frequently estimated by acellular oxidative potential (OP) assays, such as ascorbic acid (AA) and 1,4-dithiothreitol (DTT), used as proxy of reactive oxygen species (ROS) generation in biological systems, and particle-bound ROS measurement, such as 2',7'-dichlorodihydrofluorescein (DCFH) assay. In this study, we evaluated the spatial and size distribution of OP results obtained by three OP assays (OP^AA, OP^DCFH and OP^DTT), to qualitative identify the relative relevance of single source contributions in building up OP values and to map the PM potential to induce oxidative stress in living organisms. To this aim, AA, DCFH and DTT assays were applied to size-segregated PM samples, collected by low-pressure cascade impactors, and to PM₁₀ samples collected at 23 different sampling sites (about 1 km between each other) in Terni, an urban and industrial hot-spot of Central Italy, by using recently developed high spatial resolution samplers of PM, which worked in parallel during three monitoring periods (February, April and December 2017). The sampling sites were chosen for representing the main spatially disaggregated sources of PM (vehicular traffic, rail network, domestic heating, power plant for waste treatment, steel plant) present in the study area. The obtained results clearly showed a very different sensitivity of the three assays toward each local PM source. OP^AA was particularly sensitive toward coarse particles released from the railway, OP^DCFH was sensible to fine particles released from the steel plant and domestic biomass heating, and OP^DTT was quite selectively sensitive toward the fine fraction of PM released by industrial and biomass burning sources.

Influence of Disc Temperature on Ultrafine, Fine, and Coarse Particle Emissions of Passenger Car Disc Brakes with Organic and Inorganic Pad Binder Materials

Passenger car disc brakes are a source of ultrafine, fine, and coarse particles. It is estimated that 21% of total traffic-related PM10 emissions in urban environments originate from airborne brake wear particles. Particle number emission factors are in the magnitude of 1010 km−1 wheel brake during real-world driving conditions. Due to the complexity of the tribological processes and the limited observability of the friction zone between brake disc and pad, the phenomena causing particle emission of disc brakes are only partially understood. To generate a basis for understanding the emission process and, based on this, to clarify which influencing variables have how much potential for reduction measures, one approach consists in the identification and quantification of influencing variables in the form of emission maps. The subject of this publication is the influence of disc brake temperature on ultrafine, fine, and coarse particle emissions, which was investigated with a systematic variation of temperature during single brake events on an enclosed brake dynamometer. The systematic variation of temperature was achieved by increasing or decreasing the disc temperature stepwise which leads to a triangular temperature variation. Two types of brake pads were used with the main distinction in its chemical composition being organic and inorganic binder materials. The critical disc brake temperature for the generation of ultrafine particles based on nucleation is at approximately 180 °C for pads with an organic binder and at approximately 240 °C for pads with inorganic binder materials. Number concentration during those nucleation events decreased for successive events, probably due to aging effects. PM10 emissions increased by factor 2 due to an increase in temperature from 80 °C to 160 °C. The influence of temperature could be only repeatable measured for disc brake temperatures below 180 °C. Above this temperature, the emission behavior was dependent on the temperature history, which indicates also a critical temperature for PM10 relevant emissions but not in an increasing rather than a decreasing manner.

Positive matrix factorization of ultrafine particle mass (PM0.1) at three sites in California

Ultrafine particles (UFPs) are an emerging air quality concern because of their enhanced toxicity compared to larger airborne particles. This study aims to better understand source contributions to UFP mass (PM_0.1) at multiples sites across California. Three-day average samples of PM_0.1 collected over a full year at San Pablo, East Oakland, and Los Angeles were analyzed using Positive Matrix Factorization (PMF). Seven PM_0.1 source-factors were identified at all locations: Factor1- Gasoline+Motor Oil+Meat Cooking+Natural Gas+SOA (31-53% PM_0.1 mass), Factor 2- Diesel+Motor Oil (25-45% PM_0.1 mass), Factor 3-Wood Burning (6-12% PM_0.1 mass), Factor 4-Shipping and other heavy fuel oil combustion (2-3% PM_0.1 mass), Factor 5-Sea Spray (4-8% PM_0.1 mass), Factor 6-Sb Brake Wear (1-3% PM_0.1 mass) and Factor 7-Sn - Unknown (1-7% PM_0.1 mass). PM_0.1 wood burning contributions were highest in the winter season when residential wood combustion was active. The monthly-averaged PM_0.1 source apportionment results calculated by PMF are consistent with the PM_0.1 source apportionment results calculated using Chemical Mass Balance (CMB) from the same sampling campaign. PMF distinguished Diesel+Motor Oil from Gasoline+Motor Oil+Meat Cooking+Natural Gas+SOA based on the species EC3 (a sub-fraction of elemental carbon that is volatilized and oxidized at temperatures between 700 and 775 °C), but PMF failed to further resolve the major sources of PM_0.1 OC because unique tracers were not measured. PMF resolved "Shipping and other heavy fuel oil combustion" and Sea Spray sources based on inorganic tracers V and Br. The PMF factor rich in Sb very likely comes from brake wear associated with on-road vehicles and railway operations. The undefined Sn factor may be indicative of local industrial sources and traffic emission, but further research will be required to confirm this hypothesis. The PM_0.1 source apportionment results contained in the current study further characterize the seasonal and spatial patterns of UFP concentrations in California.

Characterization of particulate matter emissions in urban train braking - An investigation of braking conditions influence on a reduced-scale device

The particulate matter emissions related to the braking of railway rolling stock are investigated using a reduced scale braking device. Samples of organic materials and cast iron discs are tested for different nominal contact pressures and disc surface temperatures, representative of real conditions. The aim of this work is to investigate the influence of braking conditions on the global amount of particles emitted, their distribution in number and size, and their morphological and chemical characteristics. To be representative, the tested conditions are designed to dissipate the same amount of energy for all the braking events by adjusting the pad application duration. The results show that for the same dissipated energy, a temperature increase above a transition value in the range of 230-280 ^∘C depending on the braking conditions modifies the size and number distributions of the generated particles. The results obtained are of interest to better represent their propagation through CFD modelling according to the characteristic of the particle emission.

Triboemission of FINE and Ultrafine Aerosol Particles: A New Approach for Measurement and Accurate Quantification

A dynamic model based on mass balance of fine aerosol particles was developed in order to tackle the problem of accurate quantification of mechanically stimulated particle emission (MSPE) from nanofunctionalized and solid lubricating materials. In contrast to the conventional approach, the model accounts for the effect of air turbulization caused by moving parts of the experimental tribological setup on the enhancement of particle deposition velocity. The increase of the velocity of the moving parts results in an increase of the deposition velocity that leads to a significant underestimation of experimentally measured particle emission rates. The developed model was experimentally verified using natural and artificial nanoparticle aerosols. Finally, the new methodology of particle emission rate quantification was employed for the analysis of fine particle emission produced when the solid lubricating materials were tested against a sliding steel surface. The developed method paves the way for defining a standard method of experimental assessment of nanoparticle triboemission enabling the experimental results obtained in various laboratories to be compared. It also bridges the gap between the phenomenological models and experimental measurements.

Correlation of α/γ-Fe2O3 nanoparticles with the toxicity of particulate matter originating from subway tunnels in Seoul stations, Korea

According to the increasing concern about particulate matter (PM) pollution at subway systems, particularly its potentially severe effects on human health, this study investigated the constituents, characteristics, and toxicity of PM collected at underground subway stations in Seoul, Korea. It was found that α/γ-Fe₂O₃ NPs, which are considered as thermal products derived from the brake-wheel-rail interface, were the main components of PM (57.6% and 48% of PM₁₀ and PM_2.5, respectively). In addition, hydrothermally synthesized α/γ-Fe₂O₃ NPs, proposing to possess similar properties to those of Fe₂O₃ contained in PM, were used to investigate the correlation of these oxides with PM toxicity. In particular, the synthesized γ-Fe₂O₃ NPs induced a negligibly toxic, while the synthesized α-Fe₂O₃ NPs and PM showed remarkably toxic effects on HeLa cells and zebrafish embryos, specifically in reducing cell proliferation to 85% and 72% survival, causing high apoptosis of 29.8% and 29.3%, and inhibiting the development of embryos up to 60% and 8% after prolonged exposure, respectively. It is considered that α-Fe₂O₃ NPs were primarily responsible for the harmful effects of PM, resulting in significant damage to DNA due to their capacity of producing high reactive oxygen species (ROS) and, thus, deleterious effects on the human body.

Airborne, Vehicle-Derived Fe-Bearing Nanoparticles in the Urban Environment: A Review

Airborne particulate matter poses a serious threat to human health. Exposure to nanosized (<0.1 μm), vehicle-derived particulates may be hazardous due to their bioreactivity, their ability to penetrate every organ, including the brain, and their abundance in the urban atmosphere. Fe-bearing nanoparticles (<0.1 μm) in urban environments may be especially important because of their pathogenicity and possible association with neurodegenerative diseases, such as Alzheimer's and Parkinson's diseases. This review examines current knowledge regarding the sources of vehicle-derived Fe-bearing nanoparticles, their chemical and mineralogical compositions, grain size distribution and potential hazard to human health. We focus on data reported for the following sources of Fe-bearing nanoparticles: exhaust emissions (both diesel and gasoline), brake wear, tire and road surface wear, resuspension of roadside dust, underground, train and tram emissions, and aircraft and shipping emissions. We identify limitations and gaps in existing knowledge as well as future challenges and perspectives for studies of airborne Fe-bearing nanoparticles.

A Test Stand Study on the Volatile Emissions of a Passenger Car Brake Assembly

Brake-related airborne particulate matter contributes to urban emissions in the transport sector. Recent research demonstrated a clear dependence of the number of ultra-fine particles on the disc brake temperature. Above the so-called transition temperature, the number of ultra-fine particles increases dramatically (several magnitudes). As for exhaust emissions, part of the emissions released during braking can be in the volatile fraction. For this reason, a disc brake test stand specifically designed for aerosol research was equipped with three different aerosol sampling instruments: (i) a standard cascade impactor, (ii) a cascade impactor operating at high temperature with a heated sampling line, and (iii) a standard cascade impactor with a thermodenuder. Tests with a brake assembly representative of European passenger vehicles were executed, and the concentration of released airborne particles was determined. The results showed a decrease by several magnitudes in the concentration (in the size range of below 200 nm) using the cascade impactor operating at 180 °C with the sampling line heated to 200 °C. A further decrease in the concentration of airborne particles with size fractions below 200 nm was measured using a standard cascade impactor with a thermodenuder heated to 300 °C.

Study of Brake Wear Particle Emissions: Impact of Braking and Cruising Conditions

A novel measurement setup is designed, constructed, and validated by theoretical simulations and by experiments enabling sensitive and loss-free brake particle emission investigations. With the goal to simulate realistic driving, a 3 h subsection of the Los Angeles City Traffic (LACT) cycle is selected as test cycle. The tests are performed with the front brake of a midsize passenger vehicle under both static laboratory and more dynamic realistic conditions that include parasitic drag and vehicle brake temperatures (advanced vehicle simulations). A PM₁₀ emission factor of around 4.6 mg km^-1 brake^-1 is determined. During five cycle runs the emission factor in terms of particle number decreases by 1 order of magnitude. This decrease is accompanied by a shift of the critical brake temperature T_crit, at which ultrafine particle emissions occur, from 140 to 170 °C. Investigations with advanced vehicle simulations generate brake temperatures below T_crit and consequently do not show ultrafine particle emissions above background level. A particle number emission factor of approximately 4.9 × 10¹⁰ km^-1 brake^-1 is estimated for realistic vehicle brake temperatures. Particle formation during cruising is clearly identified. The brake drag is estimated to contribute about 34% to the total airborne particle mass emission.

Size-dependent characteristics of diurnal particle concentration variation in an underground subway tunnel

Understanding characteristics of diurnal particle concentration variation in an underground subway tunnel is important to reduce subway passengers' exposure to high levels of toxic particle pollution. In this study, real-time particle monitoring for eight consecutive days was done at a shelter located in the middle of a one-way underground subway tunnel in Seoul, Republic of Korea, during the summer of 2015. Particle mass concentration was measured using a dust monitor and particle number concentration using an optical particle counter. From the diurnal variations in PM₁₀, PM_2.5, and PM₁, concentrations of particles larger than 0.54 μm optical particle diameter were affected by train frequency whereas those of particles smaller than 0.54 μm optical particle diameter were not changed by train frequency. Number concentration of particles smaller than 1.15 μm optical particle diameter was dependent on outdoor ambient air particle concentration level, whereas that of particles larger than 1.15 μm optical particle diameter was independent of outdoor ambient air due to low ventilation system transmission efficiency of micrometer-sized particles. In addition, an equation was suggested to predict the diurnal particle concentration in an underground tunnel by considering emission, ventilation, and deposition effects.

Sources and Characteristics of Particulate Matter in Subway Tunnels in Seoul, Korea

Hazards related to particulate matter (PM) in subway systems necessitate improvement of the air quality. As a first step toward establishing a management strategy, we assessed the physicochemical characteristics of PM in a subway system in Seoul, South Korea. The mean mass of PM10 and PM2.5 concentrations (n = 13) were 213.7 ± 50.4 and 78.4 ± 8.8 µg/m³, with 86.0% and 85.9% of mass concentration. Chemical analysis using a thermal⁻optical elemental/organic carbon (EC⁻OC) analyzer, ion chromatography (IC), and inductively coupled plasma (ICP) spectroscopy indicated that the chemical components in the subway tunnel comprised 86.0% and 85.9% mass concentration of PM10 and PM2.5. Fe was the most abundant element in subway tunnels, accounting for higher proportions of PM, and was detected in PM with diameters >94 nm. Fe was present mostly as iron oxides, which were emitted from the wheel⁻rail⁻brake and pantograph⁻catenary wire interfaces. Copper particles were 96⁻150 nm in diameter and were likely emitted via catenary wire arc discharges. Furthermore, X-ray diffraction analysis (XRD) showed that the PM in subway tunnels was composed of calcium carbonate (CaCO₃), quartz (SiO₂), and iron oxides (hematite (α-Fe₂O₃) and maghemite-C (γ-Fe₂O₃)). Transmission electron microscopy images revealed that the PM in subway tunnels existed as agglomerates of iron oxide particle clusters a few nanometers in diameter, which were presumably generated at the aforementioned interfaces and subsequently attached onto other PM, enabling the growth of aggregates. Our results can help inform the management of PM sources from subway operation.

Airborne ultrafine particles in a naturally ventilated metro station: Dominant sources and mixing state determined by particle size distribution and volatility measurements

Ultrafine particle number concentrations and size distributions were measured on the platform of a metro station in Athens, Greece, and compared with those recorded at an urban background station. The volatility of the sampled particles was measured in parallel, providing further insights on the mixing state and composition of the sampled particles. Particle concentration exhibited a mean value of 1.2 × 10⁴ # cm^-3 and showed a weak correlation with train passage frequency, but exhibited a strong correlation with urban background particle concentrations. The size distribution appears to be strongly influenced by outdoor conditions, such as the morning traffic rush hour and new particle formation events observed at noon. The aerosol in the metro was externally mixed throughout the day, with particle populations being identified (1) as fully refractory particles being more dominant during the morning traffic rush hours, (2) as core-shell structure particles having a non-volatile core coated with volatile material, and (3) fully volatile particles. The evolution of particle volatility and size throughout the day provide additional support that most nanoparticles in the metro station originate from outdoor urban air.

Nanoparticles of WC-Co, WC, Co and Cu of relevance for traffic wear particles - Particle stability and reactivity in synthetic surface water and influence of humic matter

Studded tyres made of tungsten carbide cobalt (WC-Co) are in the Northern countries commonly used during the winter time. Tungsten (W)-containing nano- and micron-sized particles have been detected close to busy roads in several European countries. Other typical traffic wear particles consist of copper (Cu). The aims of this study were to investigate particle stability and transformation/dissolution properties of nanoparticles (NPs) of WC-Co compared with NPs of tungsten carbide (WC), cobalt (Co), and Cu. Their physicochemical characteristics (primarily surface oxide and charge) are compared with their extent of sedimentation and metal release in synthetic surface water (SW) with and without two different model organic molecules, 2,3- and 3,4-dihydroxybenzoic acid (DHBA) mimicking certain sorption sites of humic substances, for time periods up to 22 days. The WC-Co NPs possessed a higher electrochemical and chemical reactivity in SW with and without DHBA molecules as compared with NPs of WC, Co, and Cu. Co was completely released from the WC-Co NPs within a few hours of exposure, although it remained adsorbed/bonded to the particle surface and enabled the adsorption of negatively charged DHBA molecules, in contrast with the WC NPs (no adsorption of DHBA). The DHBA molecules were found to rapidly adsorb on the Co and Cu NPs. The sedimentation of the WC and WC-Co NPs was not influenced by the presence of the 2,3- or 3,4-DHBA molecules. A slight influence (slower sedimentation) was observed for the Co NPs, and a strong influence (slower sedimentation) was observed for the Cu NPs in SW with 2,3-DHBA compared with SW alone. The extent of metal release increased in the order: WC < Cu < Co < WC-Co NPs. All NPs released more than 1 wt-% of their metal total mass. The release from the Cu NPs was most influenced by the presence of DHBA molecules.