Chemical compositions of subway particles in Seoul, Korea determined by a quantitative single particle analysis

Assessing health risks from bioaccessible PM2.5-bound toxic metals in Nanchang metro: Implications for metro workers and emissions control

High concentrations of PM2.5 with enriched levels of metallic constituents could significantly affect the health and comfort of metro employees. To avoid overestimating the exposure risks, we investigated the bioaccessibility of toxic metals (TMs) bound in PM2.5 from the Nanchang metro using Gamble's solution method, and qualitatively analyzed the impact of valence state and various sources on the bioaccessibility of TMs bound to PM2.5. The results showed that the bioaccessibility of the studied TMs ranged from 2.1% to 88.1%, with As, Ba, Co and Pb being the most bioaccessible and V, Fe and Cr being the less bioaccessible. The bioaccessibility of TMs in our subway PM2.5 samples varied based on their valence and species, showing higher valence states associated with increased bioaccessibility. Vehicle traffic, secondary aerosols and wheel/rail sources were found to be significantly and positively associated with the bioaccessibility of several TMs, implying a severe potential risk from these three sources. Although both non-carcinogenic and carcinogenic risks associated with total TMs were found to be high, only As and Cr(VI) posed a considerable carcinogenic risk to metro workers based on the bioaccessible fractions and were therefore priority pollutants. In addition, potential carcinogenic risk was found to be more severe in platform than that in ticket counter. The results indicate that considerable efforts are required to control and manage PM2.5 and the associated TMs in the Nanchang subway, particularly from traffic, wheel/rail and secondary sources, to protect the health of metro staff and the public.

Soft sensor for predicting indoor PM2.5 concentration in subway with adaptive boosting deep learning model

Public health depends on indoor air quality (IAQ), hence soft measurement techniques must be implemented in the subway environment for more precise and reliable monitoring of indoor particulate matter concentration levels. Adaptive boosting (AdaBoost), an ensemble learning technique, is simple to code and less prone to overfitting. Compared to a single model, it is better able to take into consideration the intricate elements included in air quality data. It is suggested to use an adaptive boosting of long short-term memory (AdaBoost-LSTM) model and kernel principal component analysis (KPCA) for ensemble learning. The kernel function and PCA are first coupled to create KPCA, which is a nonlinear dimensionality reduction method for IAQ. This removes the negative impacts of noise interference. The learning performance of LSTM is then enhanced using AdaBoost as an ensemble learning technique. The KPCA-AdaBoost-LSTM model can deliver higher modeling performance, according to the results. The R2 reached 0.9007 and 0.8995 when predicting PM2.5 in the hall and platform. SHapley Additive exPlanations (SHAP) analysis was used to interpret the input contributions of the model, enhancing the interpretability and transparency of the proposed soft sensor.

Particulate air pollution in the Copenhagen metro part 1: Mass concentrations and ventilation

The Copenhagen Metro comprises four lines, the M1, M2, M3 and M4, with 25 subterranean stations and an additional 14 stations above ground, serving ca. 80 million passengers annually. In this study we measure fine particulate matter (PM_2.5) and carbon dioxide (CO₂) concentrations in stations and in trains across the entire system. In partially underground lines, high PM_2.5 concentrations with an average of 109 μg m^-3 are found in below-ground stations. The observed correlation between PM_2.5 concentration and distance between a station and a tunnel exit is attributed to ventilation via the piston effect. The piston effect via tunnel draught relief shafts was therefore found to be relatively limited. Filter samples of particulate matter are analysed using particle-induced X-ray emission and show an iron content of 88.6 % by mass which is quite different from above-ground particulate matter and consistent with particle production by train wheels, rails and brakes. The average concentration measured at the stations of a recently opened (2019) fully underground M3 closed loop line is 168 μg m^-3, further demonstrating that while piston effect-driven ventilation is effective in close proximity to tunnel openings, it is relatively limited via tunnel draught relief shafts. Measurements onboard trains show even higher PM_2.5 concentrations and the patterns in CO₂ concentrations suggest carriage ventilation by tunnel air. Ventilation via doors during platform stops caused a drop in observed PM (and CO₂) at stations, but the system is surprisingly polluted despite its recent construction. CO₂ mixing ratios ranged from ambient to around 600 ppm. Measures should be taken to control PM levels using a combination of source control and increased clean air supply of the Copenhagen and other similar metro systems.

Magnetic and microscopic investigation of airborne iron oxide nanoparticles in the London Underground

Particulate matter (PM) concentration levels in the London Underground (LU) are higher than London background levels and beyond World Health Organization (WHO) defined limits. Wheel, track, and brake abrasion are the primary sources of particulate matter, producing predominantly Fe-rich particles that make the LU microenvironment particularly well suited to study using environmental magnetism. Here we combine magnetic properties, high-resolution electron microscopy, and electron tomography to characterize the structure, chemistry, and morphometric properties of LU particles in three dimensions with nanoscale resolution. Our findings show that LU PM is dominated by 5-500 nm particles of maghemite, occurring as 0.1-2 μm aggregated clusters, skewing the size-fractioned concentration of PM artificially to larger sizes when measured with traditional monitors. Magnetic properties are largely independent of the PM filter size (PM₁₀, PM₄, and PM_2.5), and demonstrate the presence of superparamagnetic (< 30 nm), single-domain (30-70 nm), and vortex/pseudo-single domain (70-700 nm) signals only (i.e., no multi-domain particles > 1 µm). The oxidized nature of the particles suggests that PM exposure in the LU is dominated by resuspension of aged dust particles relative to freshly abraded, metallic particles from the wheel/track/brake system, suggesting that periodic removal of accumulated dust from underground tunnels might provide a cost-effective strategy for reducing exposure. The abundance of ultrafine particles identified here could have particularly adverse health impacts as their smaller size makes it possible to pass from lungs to the blood stream. Magnetic methods are shown to provide an accurate assessment of ultrafine PM characteristics, providing a robust route to monitoring, and potentially mitigating this hazard.

Seasonal variations of the airborne microbial assemblages of the Seoul subway, South Korea from 16S and ITS gene profiles with chemical analysis

In this study, we determined the seasonal airborne microbial diversity profiles at SMRT stations by sequencing the 16S rRNA and ITS. Particulate matter samples were collected from air purifiers installed in the platform area of the SMRT subway stations. Three stations that included the most crowded one were selected for the sampling. The sampling was done at each season during 2019. After extracting the total DNA from all seasonal samples, PCR was performed with Illumina overhang adapter primers for the V3-V4 region of the 16S rRNA gene and ITS2 region of the ITS gene. The amplified products were further purified, and sequencing libraries were made. Sequencing was carried with the Illumina Miseq Sequencing system (Illumina, USA) followed by in-depth diversity analyses. The elemental composition of the particulate matter samples collected from the different subway stations were obtained using a WD-XRF spectrometer. The SMRT microbiome showed extensive taxonomic diversity with the most common bacterial genera at the subway stations associated with the skin. Overall, the stations included in this study harbored different phylogenetic communities based on α- and β-diversity comparisons. Microbial assemblages also varied depending upon the season in which the samples were taken and the station. Major elements present at the subway stations were from aerosols generated between wheels and brake cushions and between the catenaries and the pantographs. This study shows that the microbial composition of the SMRT subway stations comes from a diverse combination of environmental and human sources, the season and the lifestyle of commuters.

Field Measurement and Evaluation of Effective Ventilation and Particulate Matter Discharge Efficiency of Air Shafts in Subway Tunnels

The ventilation performance of air shafts is important to the air quality of subway tunnels, but there is no unified evaluation index of ventilation performance. In this paper, the air shafts at different locations in subway tunnels were taken as research objects, and the wind speed as well as the particulate matter concentration of each air shaft was tested. The effective ventilation volume and PM2.5 discharge efficiency of the air shafts were defined to evaluate the ventilation performance. It was found that on average, during the subway train service, the station air shaft on the train-arriving side can discharge 2050 m3 of dirty air in the tunnels and inhale 218 m3 of fresh air from the outside environment, while the station air shaft on the train-leaving side can absorb 2430 m3 of fresh air but can hardly effectively discharge dirty air; meanwhile, the middle air shaft can not only effectively exhaust 1519 m3 of dirty air but can also absorb 7572 m3 of fresh air. In addition, the middle air shaft has better ventilation performance if its inner opening is set on the top rather than on the side of the tunnel. The PM2.5 discharge efficiency of the station air shaft on the train-arriving side is 52.0~62.8%, higher than that of the middle air shaft of which the value is 26.8~40.7%. This research can provide guidance for ventilation performance evaluation of subway air shafts and provide a reference for subway tunnel air shaft location design.

Impacts of Subway System Modifications on Air Quality in Subway Platforms and Trains

Subway PM2.5 can be substantially sourced from the operation of the system itself. Improvements in subway air quality may be possible by examining the potential to reduce these emissions. To this end, PM2.5 was measured on the trains and station platforms of the Toronto subway system. A comparison with previously published data for this system reveals significant changes in below ground platform PM2.5. A reduction of nearly one-third (ratio (95% CI): 0.69 (0.63, 0.75)) in PM2.5 from 2011 to 2018 appears to have resulted from a complete modernization of the rolling stock on one subway line. In contrast, below ground platform PM2.5 for another line increased by a factor of 1.48 (95% CI; 1.42, 1.56). This increase may be related to an increase in emergency brake applications, the resolution of which coincided with a large decrease in PM2.5 concentrations on that line. Finally, platform PM2.5 in two newly opened stations attained, within one year of operation, typical concentrations of the neighboring platforms installed in 1963. Combined, these findings suggest that the production of platform PM2.5 is localized and hence largely freshly emitted. Further, PM2.5 changed across this subway system due to changes in its operation and rolling stock. Thus, similar interventions applied intentionally may prove to be equally effective in reducing PM2.5. Moreover, establishing a network of platform PM2.5 monitors is recommended to monitor ongoing improvements and identify impacts of future system changes on subway air quality. This would result in a better understanding of the relationship between the operations and air quality of subways.

PM2.5 and Trace Elements in Underground Shopping Districts in the Seoul Metropolitan Area, Korea

We measured PM_2.5 in 41 underground shopping districts (USDs) in the Seoul metropolitan area from June to November 2017, and associated 18 trace elements to determine the sources and assess the respiratory risks. The PM_2.5 concentrations were 18.0 ± 8.0 μg/m³ inside USDs, which were lower than 25.2 ± 10.6 μg/m³ outside. We identified five sources such as indoor miscellanea, soil dust, vehicle exhaust/cooking, coal combustion, and road/subway dust, using factor analysis. Almost 67% of the total trace element concentration resulted from soil dust. Soil dust contribution increased with the number of stores because of fugitive dust emissions due to an increase in passers-by. Vehicle exhaust/cooking contribution was higher when the entrances of the USDs were closed, whereas coal combustion contribution was higher when the entrances of the USDs were open. Although miscellanea and coal combustion contributions were 3.4% and 0.7%, respectively, among five elements with cancer risk, Cr and Ni were included in miscellanea, and Pb, Cd, and As were included in coal combustion. The excess cancer risk (ECR) was the highest at 67 × 10^-6 for Cr, and the ECR for Pb was lower than 10^-6, a goal of the United States Environmental Protection Agency for hazardous air pollutants.

Environmental and Health Effects of Ventilation in Subway Stations: A Literature Review

Environmental health in subway stations, a typical type of urban underground space, is becoming increasingly important. Ventilation is the principal measure for optimizing the complex physical environment in a subway station. This paper narratively reviews the environmental and health effects of subway ventilation and discusses the relevant engineering, environmental, and medical aspects in combination. Ventilation exerts a notable dual effect on environmental health in a subway station. On the one hand, ventilation controls temperature, humidity, and indoor air quality to ensure human comfort and health. On the other hand, ventilation also carries the potential risks of spreading air pollutants or fire smoke through the complex wind environment as well as produces continuous noise. Assessment and management of health risks associated with subway ventilation is essential to attain a healthy subway environment. This, however, requires exposure, threshold data, and thereby necessitates more research into long-term effects, and toxicity as well as epidemiological studies. Additionally, more research is needed to further examine the design and maintenance of ventilation systems. An understanding of the pathogenic mechanisms and aerodynamic characteristics of various pollutants can help formulate ventilation strategies to reduce pollutant concentrations. Moreover, current comprehensive underground space development affords a possibility for creating flexible spaces that optimize ventilation efficiency, acoustic comfort, and space perception.

Exposure to Particles and Nitrogen Dioxide Among Workers in the Stockholm Underground Train System

Objectives

Exposure to fine particles in urban air has been associated with a number of negative health effects. High levels of fine particles have been detected at underground stations in big cities. We investigated the exposure conditions in four occupational groups in the Stockholm underground train system to identify high-exposed groups and study variations in exposure.

Methods

PM₁ and PM_2.5 were measured during three full work shifts on 44 underground workers. Fluctuations in exposure were monitored by a real-time particle monitoring instrument, pDR, DataRAM. Qualitative analysis of particle content was performed using inductively coupled plasma mass spectrometry. Nitrogen dioxide was measured using passive monitors.

Results

For all underground workers, the geometric mean (GM) of PM₁ was 18 μg/m³ and of PM_2.5 was 37 μg/m³. The particle exposure was highest for cleaners/platform workers, and the GM of PM₁ was 31.6 μg/m³ [geometric standard deviation (GSD), 1.6] and of PM_2.5 was 76.5 μg/m³ (GSD, 1.3); the particle exposure was lowest for ticket sellers, and the GM of PM₁  was 4.9 μg/m³ (GSD, 2.1) and of PM_2.5 was 9.3 μg/m³ (GSD, 1.5). The PM₁ and PM_2.5 levels were five times higher in the underground system than at the street level, and the particles in the underground had high iron content. The train driver's nitrogen dioxide exposure level was 64.1 μg/m³ (GSD, 1.5).

Conclusions

Cleaners and other platform workers were statistically significantly more exposed to particles than train drivers or ticket sellers. Particle concentrations (PM_2.5) in the Stockholm underground system were within the same range as in the New York underground system but were much lower than in several older underground systems around the world.

Effect of platform subway depth on the presence of Airborne PM2.5, metals, and toxic organic species

PM_2.5 that have been related to public health risks, were collected during two seasons with High-Vol samplers in platforms of a Mexican subway station, which interconnects through transfers three lines having different depths. The objective was to study the influence of depth on the PM_2.5 concentrations and their species. PM_2.5 concentrations in cold-dry and warm-dry seasons presented statistical differences, being in average 57 and 66 μgm^-3 respectively, in the shallower line 9; 90 μgm^-3 and 111 μgm^-3 in line 1; and 104 and 122 μgm^-3in the deepest line 7. During the cold-dry season and warm-dry season PM_2.5concentrations in the subway environment were respectively up to 3.5 times and up to 5 times greater than in the ambient air. Like PM_2.5, metals analyzed with an OES-ICP presented higher concentrations in deeper lines as well as PAHs quantified with CG-MS, which ranged from 4.5 to 11.7 ngm^-3. High PM_2.5, metals and organic toxic concentrations found in deeper lines of the subway environment represent a risk for commuters endorsing the need for ventilation systems to reduce them. Zn, Pb, V and Ni in subway particles presented the highest solubility in artificial lysosomal fluid suggesting high bioavailability in the lung fluids.

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.

Health effects of particulate matter air pollution in underground railway systems - a critical review of the evidence

BACKGROUND

Exposure to ambient airborne particulate matter is a major risk factor for mortality and morbidity, associated with asthma, lung cancer, heart disease, myocardial infarction, and stroke, and more recently type 2 diabetes, dementia and loss of cognitive function. Less is understood about differential effects of particulate matter from different sources. Underground railways are used by millions of people on a daily basis in many cities. Poor air exchange with the outside environment means that underground railways often have an unusually high concentration of airborne particulate matter, while a high degree of railway-associated mechanical activity produces particulate matter which is physicochemically highly distinct from ambient particulate matter. The implications of this for the health of exposed commuters and employees is unclear.

MAIN BODY

A literature search found 27 publications directly assessing the potential health effects of underground particulate matter, including in vivo exposure studies, in vitro toxicology studies, and studies of particulate matter which might be similar to that found in underground railways. The methodology, findings, and conclusions of these studies were reviewed in depth, along with further publications directly relevant to the initial search results. In vitro studies suggest that underground particulate matter may be more toxic than exposure to ambient/urban particulate matter, especially in terms of endpoints related to reactive oxygen species generation and oxidative stress. This appears to be predominantly a result of the metal-rich nature of underground particulate matter, which is suggestive of increased health risks. However, while there are measureable effects on a variety of endpoints following exposure in vivo, there is a lack of evidence for these effects being clinically significant as may be implied by the in vitro evidence.

CONCLUSION

There is little direct evidence that underground railway particulate matter exposure is more harmful than ambient particulate matter exposure. This may be due to disparities between in vivo exposures and in vitro models, and differences in exposure doses, as well as statistical under powering of in vivo studies of chronic exposure. Future research should focus on outcomes of chronic in vivo exposure, as well as further work to understand mechanisms and potential biomarkers of exposure.

Characterization of Urban Subway Microenvironment Exposure- A Case of Nanjing in China

Environmental quality in public rail transit has recently raised great concern, with more attention paid to underground subway microenvironment. This research aimed to provide guidance for healthy urban subway microenvironments (sub-MEs) according to comprehensive micro-environmental categories, including thermal environment, air quality, lighting environment, and acoustic environment from both practical and regulation perspectives. Field sampling experiments were conducted in Nanjing Metro Line X (NMLX). Descriptive analysis, correlation analysis and one-way analysis of variance were used to investigate the status quo of urban sub-MEs. A paired samples t-test was then performed to compare among subway station halls, platforms, and in-cabin trains based on integrated sub-MEs. Results show that relative humidity, air velocity, respirable particulate matter (PM₁₀) concentration, and illuminance dissatisfy the requirements in relevant national standards. Significant difference was observed in lighting environment between station hall and platform. It was detected platforms are warmer and more polluted than train cabins. Additionally, subway trains generate main noise on platform which is much louder when leaving than arriving. Protective strategies for sub-ME improvement as well as principles for updating standards were proposed from a proactive point of view. The findings are beneficial for moving towards healthy urban sub-MEs and more sustainable operation of subway systems.

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.

Short-term effects of particulate matter in metro cabin on heart rate variability in young healthy adults: Impacts of particle size and source

BACKGROUND

Metro system has become popular in urban areas. However, short-term effects of size-fractionated particulate matter (PM) on cardiac autonomic function in metro system remain unexplored.

OBJECTIVES

To explore the contribution of ambient PM to in-cabin PM and investigate the short-term effects of exposure to size-fractionated PM and black carbon (BC) in metro system on cardiac autonomic function in young healthy adults.

METHODS

Thirty nine young healthy adults were asked to travel in metro system during 9:00-13:00 on a weekends between March and May 2017. We performed continuous ambulatory electrocardiogram monitoring for each of them, and measured real-time size-fractionated PM, BC, nitrogen dioxide, nitric oxide, carbon dioxide, ozone, noise, temperature and relative humidity in metro cabin. We also collected the data of ambient PM_2.5 (aerodynamic diameter < 2.5 µm) concentrations in Beijing. Linear regression model was used to estimate the infiltration factor of ambient PM_2.5 to assess the relationship between metro cabin PM and ambient PM. Mixed-effects model was used to estimate the associations between changes in HRV parameters and PM_0.5 (aerodynamic diameter < 0.5 µm), PM_0.5-2.5 (aerodynamic diameter between 0.5 µm and 2.5 µm), PM_2.5-10 (aerodynamic diameter between 2.5 µm and 10 µm), and BC, respectively.

RESULTS

We found that size-fractionated PM in metro systems were significantly associated with HRV parameters. Per IQR (interquartile range) increase in PM_0.5 (1.6*10⁷/m³) in 1-h moving average concentration was associated with a 13.96% (95% CI: - 18.99%, - 8.61%) decrease in SDNN (standard deviation of normal-to-normal intervals). Similar inverse associations were found between size-fractionated PM exposure and LF (low frequency power), HF (high frequency power), respectively, and smaller particles had greater effects on HRV parameters at shorter lag time. Sex of participants modified the adverse associations between size-fractionated PM and HRV. An IQR of 1-h PM_0.5 increasing was associated with a decrease of 6.05% (95% CI: - 22.87%, - 14.44%) in males and a 34.87% (95% CI: - 49.59%, - 15.85%) in females in LF (P for interaction = 0.026). The infiltration factor of ambient PM_2.5 was 0.39 (95% CI: 0.33, 0.45). It is estimated that PM_2.5 originated from ambient air may account for 20.2% of the PM measured in metro cabin. Per IQR increase in BC (5.5 μg/m³) in 5-min, 1-h, and 2-h moving averages, a primary tracer for ambient PM from combustion source, was associated with decreases of 0.84% (95% CI: - 1.20%, - 0.47%), 2.22% (95% CI: - 3.20%, - 1.22%), and 4.44% (95% CI: - 6.28%, - 2.56%) in SDNN, respectively.

CONCLUSIONS

Short-term exposure to PM may disturb metro commuter's cardiac autonomic function, and the potential effects depend on the size of PM and the sex of commuters. Ambient PM from combustion source may have adverse effects on the cardiac autonomic function of passengers in cabin.

Characteristics of the pollutant emissions in a tunnel of Shanghai on a weekday

Tunnel displays a typical semi-closed environment, and multitudes of the pollutants tend to accumulate. The samples of gaseous pollutants and particulate matter (PM) were collected from the Xiangyin tunnel at Shanghai to investigate the characteristics of the pollutant emissions. The results indicated that both gaseous pollutants and PM exhibited much higher concentrations during the rush hours in the morning and at night due to vehicle emission. Two peaks of the PM concentration were observed in the scope of 0.7-1.1 and 3.3-4.7 μm, accounting for 14.6% and 20.3% of the total concentrations, respectively. Organic matter (OM), EC, and many water-soluble ions were markedly higher at the rush hours in the morning than those at night, implicating comprehensive effects of vehicle types and traffic volume. The particle number concentrations exhibited two peaks at Aitken mode (25 nm and 100 nm) and accumulation mode (600 nm), while the particle volume concentration displayed high values at the accumulation mode (100-500 nm) and coarse mode (2.5-4.0 μm). The peak around 100 nm was detected in the morning rush hours, but it diminished with the decrease of the traffic volume. Individual-particle analysis revealed that main particles in the tunnel were Fe-rich particles, K-rich particles, mineral particles, Ca-S rich particles and Al-Si particles. The particles collected at the rush hours displayed marked different morphologies, element concentrations and particle sizes compared to the ones collected at the non-rush period. The data presented herein could shed a light on the feature of vehicle emissions.

Electrospun Magnetic Nanoparticle-Decorated Nanofiber Filter and Its Applications to High-Efficiency Air Filtration

Filtration technology has been widely studied due to concerns about exposure to airborne dust, including metal oxide nanoparticles, which cause serious health problems. The aim of these studies has been to develop mechanisms for the continuous and efficient removal of metal oxide dusts. In this study, we introduce a novel air filtration system based on the magnetic attraction force. The filtration system is composed of a magnetic nanoparticle (MNP)-decorated nanofiber (MNP-NF) filter. Using a simple electrospinning system, we fabricated continuous and smooth electrospun nanofibers with evenly distributed Fe₃O₄ MNPs. Our electrospun MNP-NF filter exhibited high particle collection efficiency (∼97% at 300 nm particle size) compared to the control filter (w/o MNPs, ∼ 68%), with a ∼ 64% lower pressure drop (∼17 Pa) than the control filter (∼27 Pa). Finally, the filter quality factors of the MNP-NF filter were 4.7 and 11.9 times larger than those of the control filter and the conventional high-efficiency particulate air filters (>99% and ∼269 Pa), respectively. Furthermore, we successfully performed a field test of our MNP-NF filter using dust from a subway station tunnel. This work suggests that our novel MNP-NF filter can be used to facilitate effective protection against hazardous metal oxide dust in real environments.

Air quality inside subway metro indoor environment worldwide: A review

The air quality in the subway metro indoor microenvironment has been of particular public concern. With specific reference to the growing demand of green transportation and sustainable development, subway metro systems have been rapidly developed worldwide in last decades. The number of metro commuters has continuously increased over recent years in metropolitan cities. In some cities, metro system has become the primary public transportation mode. Although commuters typically spend only 30-40min in metros, the air pollutants emitted from various interior components of metro system as well as air pollutants carried by ventilation supply air are significant sources of harmful air pollutants that could lead to unhealthy human exposure. Commuters' exposure to various air pollutants in metro carriages may cause perceivable health risk as reported by many environmental health studies. This review summarizes significant findings in the literature on air quality inside metro indoor environment, including pollutant concentration levels, chemical species, related sources and health risk assessment. More than 160 relevant studies performed across over 20 countries were carefully reviewed. These comprised more than 2000 individual measurement trips. Particulate matters, aromatic hydrocarbons, carbonyls and airborne bacteria have been identified as the primary air pollutants inside metro system. On this basis, future work could focus on investigating the chronic health risks of exposure to various air pollutants other than PM, and/or further developing advanced air purification unit to improve metro in-station air quality.

Chemical characterization of size-segregated PM from different public transport modes and implications of source specific contribution to public exposure

To investigate the chemical properties of particulate matter (PM) in different public transport microenvironments in Hong Kong, the coarse (2.5-10 μm) and fine (<2.5 μm) PM samples were collected in three different types of transport modes including Mass Transit Railway (MTR)-Aboveground (AG), MTR Underground (UG), and Bus routes from October 2013 to April 2014. Average PM_2.5 concentrations through UG, AG, and Bus routes were 47.9, 86.8, and 43.8 μg m^-3, respectively, whereas the coarse PM concentrations were 4-5 folds less. The PM_2.5 total metal concentrations of AG route were 2.3 and 3.7 times of UG and BUS routes, respectively, compared to those in the other two routes. The most abundant metals at three stations in PM_2.5 and coarse PM were quite similar and mainly generated by frictional processes of wheels, rails, and brakes of the system as well as by the mechanical wearing of these parts. The most abundant PAH in three routes in PM_2.5 was ATRQN, followed by 2-MNA, and the sum of them contributed to 35 and 42% of total PAHs in coarse PM and PM_2.5, respectively. Crude oils, lubricant oil, diesel emissions would be the major sources of PAHs from MTR aboveground stations. The relative abundance of the n-alkanes among different samples was similar to the PAHs and the carbon preference index (CPI) values of the whole n-alkanes range were consistently from 0.99 to 1.04 among all samples indicating the significant contribution from the vehicle exhaust and fossil fuel burning. The concentrations of hopanes and steranes were higher in PM_2.5 than in coarse PM due to diesel and coal burning. These results may provide a unique opportunity to investigate source specific contribution of the PM pollutants to the commuter exposure in public transport.

The effect of ventilation protocols on airborne particulate matter in subway systems

As part of the European-funded IMPROVE LIFE project work programme experiments were performed in the Barcelona Metro system with the objective of better understanding the relationship between ventilation and air quality. The results demonstrate that tunnel ventilation plays an extremely important role in maintaining cleaner air and is capable of reducing both inhalable particulate matter (PM) mass and particle number concentration (>0.3μm) on platforms by over 50%, even in the presence of full-length platform screen doors. Another key influence on platform air quality is the chosen combination of fan power and forced air flow direction (impulsion of outdoor ambient air or extraction of subway indoor air): cleaner platform air was achieved using platform impulsion at higher power settings designed to ameliorate high summer temperatures underground. Reversing platform air flow from impulsion to extraction produced an immediate deterioration in PM air quality, most notably if the higher power setting was maintained, when an especially marked increase in numbers of very fine (submicron) particles was observed and attributed to tunnel air being drawn into the platform. At night, in the absence of trains and platform ventilation, platform air quality improves when tunnel fans are working at reduced power, whatever the flow direction (impulsion/extraction). Inside the air conditioned Barcelona Metro trains (where underground commuters spend most of their time) air quality is markedly better than on the platform, and unchanged A/C filters were observed capable of maintaining a similar reduction in inside train PM for at least three months.

Formation and alteration of airborne particles in the subway environment

Most particles in the rail subway environment are sub-micron sized ferruginous flakes and splinters generated mechanically by frictional wear of brake pads, wheels and rails. To better understand the mechanisms of formation and the alteration processes affecting inhalable particles in subways, PM samples (1-2.5 μm and 2.5-10 μm) were collected in the Barcelona Metro and then studied under a scanning electron microscope. Most particles in these samples are hematitic (up to 88%), with relatively minor amounts of mineral matter (up to 9%) and sulphates (up to 5%). Detailed microscopy (using back scattered and TEM-DRX imaging) reveals how many of the metallic particles comprise the metallic Fe nucleus surrounded by hematite (Fe₂O₃) and a coating of sulphate and chloride salts mixed with mineral matter (including Ca-carbonates, clay minerals and quartz). These observations record the emission of fine to ultrafine FePM by frictional wear at elevated temperatures that promote rapid partial (or complete) oxidation of the native metal. Water condensing on the PM surface during cooling leads to the adsorption of inorganic mineral particles that coat the iron oxide. The distinctively layered polymineralic structure that results from these processes is peculiar to particles generated in the subway environment and very different from PM typically inhaled outdoors.

Concentrations, properties, and health risk of PM2.5 in the Tianjin City subway system

A campaign was conducted to assess and compare the personal exposure in L3 of Tianjin subway, focusing on PM_2.5 levels, chemical compositions, morphology analysis, as well as the health risk of heavy metal in PM_2.5. The results indicated that the average concentration of the PM_2.5 was 151.43 μg/m³ inside the train of the subway during rush hours. PM_2.5 concentrations inside car under the ground are higher than those on the ground, and PM_2.5 concentrations on the platform are higher than those inside car. Regarding metal concentrations, the highest element in PM_2.5 samples was Fe; the level of which is 17.55 μg/m³. OC is a major component of PM_2.5 in Tianjin subway. Secondary organic carbon is the formation of gaseous organic pollutants in subway. SEM-EDX and TEM-EDX exhibit the presence of individual particle with a large metal content in the subway samples. For small Fe metal particles, iron oxide can be formed easily. With regard to their sources, Fe-containing particles are generated mainly from mechanical wear and friction processes at the rail-wheel-brake interfaces. The non-carcinogenic risk to metals Cr, Ni, Cu, Zn and Pb, and carcinogenic hazard of Cr and Ni were all below the acceptable level in L3 of Tianjin subway.

Granulometric and magnetic properties of deposited particles in the Beijing subway and the implications for air quality management

The subway system is an important traffic facility in Beijing and its internal air quality is an environmental issue that could potentially affect millions of people every day. Due to the intrinsic nature of rail abrasion in subway tunnels, iron-containing particles can be generated and become suspended in the subway environment. While some studies (e.g. Li et al., 2006) have monitored the in-train levels of PM2.5 (particles<2.5μm), there is a lack of systematic assessment of the concentration and characteristics of iron-containing particles in the Beijing subway system. Here we report results of a study on the granulometric and magnetic properties of deposited particle samples collected at different localities of the Beijing subway system. Our results show that the subway samples are characterized by the presence of fine particles. Volume proportions of 6.1±1.3% for particles<2.5μm and 27.5±6.1% for particles<10μm are found in the bulk subway samples. These samples exhibit a strong magnetic signal, which is approximately two orders of magnitude higher than that in naturally deposited particles collected in Beijing. Fine grained ferromagnetic and ferrimagnetic minerals (e.g. iron and magnetite, respectively) are identified from mineral magnetic measurements and scanning electric microscopy. The samples collected from the Beijing stations with platform screen doors are found to be magnetically stronger and finer than those without them, suggesting that platform screen doors have failed to block the fine iron-containing particles released from the rail tunnel. Given the potential health consequences of fine suspended iron-containing particles, our results have important implications for air quality management in the Beijing subway system.

Transient variation of aerosol size distribution in an underground subway station

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.

Commuter exposure to particulate matter and particle-bound PAHs in three transportation modes in Beijing, China

Exposure to fine and ultrafine particles as well as particulate polycyclic aromatic hydrocarbons (PAHs) by commuters in three transportation modes (walking, subway and bus) were examined in December 2011 in Beijing, China. During the study period, real-time measured median PM2.5 mass concentration (PMC) for walking, riding buses and taking the subway were 26.7, 32.9 and 56.9 μg m(-3), respectively, and particle number concentrations (PNC) were 1.1 × 10(4), 1.0 × 10(4) and 2.2 × 10(4) cm(-3). Commuters were exposed to higher PNC in air-conditioned buses and aboveground-railway, but higher PMC in underground-subway compared to aboveground-railway. PNC in roadway modes (bus and walking) peaked at noon, but was lower during traffic rush hours, negatively correlated with PMC. Toxic potential of particulate-PAHs estimated based on benzo(a)pyrene toxic equivalents (BaP TEQs) showed that walking pedestrians were subjected to higher BaP TEQs than bus (2.7-fold) and subway (3.6-fold) commuters, though the highest PMC and PNC were observed in subway.

Chemical characterisation of the coarse and fine particulate matter in the environment of an underground railway system: cytotoxic effects and oxidative stress-a preliminary study

Background: Exposure to the particulate matter produced in underground railway systems is arousing increasing scientific interest because of its health effects. The aim of our study was to evaluate the airborne concentrations of PM₁₀ and three sub-fractions of PM_2.5 in an underground railway system environment in proximity to platforms and in underground commercial areas within the system, and to compare these with the outdoor airborne concentrations. We also evaluated the metal components, the cytotoxic properties of the various fractions of particulate matter (PM) and their capacity to induce oxidative stress. Method: We collected the coarse fraction (5–10 µm) and the fine fractions (1–2.5 µm; 0.5–1 µm; 0.25–0.5 µm). Chemical characterisation was determined by means of spectrometry. Cytotoxicity and oxidative stress were evaluated by 3-(4,5-dimethylthiazol-2-yl)-2,5-diphenyltetrazolium bromide (MTT) assay and Reactive Oxygen Species (ROS) assessment. Results: The concentrations of both PM₁₀ and PM_2.5 proved to be similar at the three sampling sites. Iron and other transition metals displayed a greater concentration at the subway platform than at the other two sites. The 2.5–10 µm and 1–2.5 µm fractions of PM from all three sampling sites determined a greater increase in ROS; the intensity of oxidative stress progressively declined as particle diameter diminished. Moreover, ROS concentrations were correlated with the concentrations of some transition metals, namely Mn, Cr, Ti, Fe, Cu, Zn, Ni and Mo. All particulate matter fractions displayed lower or similar ROS values between platform level and the outdoor air. Conclusions: The present study revealed that the underground railway environment at platform level, although containing higher concentrations of some particularly reactive metallic species, did not display higher cytotoxicity and oxidative stress levels than the outdoor air.

Chemical characterization of outdoor and subway fine (PM(2.5-1.0)) and coarse (PM(10-2.5)) particulate matter in Seoul (Korea) by computer-controlled scanning electron microscopy (CCSEM)

Outdoor and indoor (subway) samples were collected by passive sampling in urban Seoul (Korea) and analyzed with computer-controlled scanning electron microscopy coupled with energy dispersive x-ray spectroscopy (CCSEM-EDX). Soil/road dust particles accounted for 42%–60% (by weight) of fine particulate matter larger than 1 µm (PM_2.5–1.0) in outdoor samples and 18% of PM_2.5–1.0 in subway samples. Iron-containing particles accounted for only 3%–6% in outdoor samples but 69% in subway samples. Qualitatively similar results were found for coarse particulate matter (PM_10–2.5) with soil/road dust particles dominating outdoor samples (66%–83%) and iron-containing particles contributing most to subway PM_10–2.5 (44%). As expected, soil/road dust particles comprised a greater mass fraction of PM_10–2.5 than PM_2.5–1.0. Also as expected, the mass fraction of iron-containing particles was substantially less in PM_10–2.5 than in PM_2.5–1.0. Results of this study are consistent with known emission sources in the area and with previous studies, which showed high concentrations of iron-containing particles in the subway compared to outdoor sites. Thus, passive sampling with CCSEM-EDX offers an inexpensive means to assess PM_2.5–1.0 and PM_10-2.5 simultaneously and by composition at multiple locations.

A new look at inhalable metalliferous airborne particles on rail subway platforms

Most particles breathed on rail subway platforms are highly ferruginous (FePM) and extremely small (nanometric to a few microns in size). High magnification observations of particle texture and chemistry on airborne PM₁₀ samples collected from the Barcelona Metro, combined with published experimental work on particle generation by frictional sliding, allow us to propose a general model to explain the origin of most subway FePM. Particle generation occurs by mechanical wear at the brake-wheel and wheel-rail interfaces, where magnetic metallic flakes and splinters are released and undergo progressive atmospheric oxidation from metallic iron to magnetite and maghemite. Flakes of magnetite typically comprise mottled mosaics of octahedral nanocrystals (10-20 nm) that become pseudomorphed by maghemite. Continued oxidation results in extensive alteration of the magnetic nanostructure to more rounded aggregates of non-magnetic hematite nanocrystals, with magnetic precursors (including iron metal) still preserved in some particle cores. Particles derived from steel wheel and rails contain a characteristic trace element chemistry, typically with Mn/Fe=0.01. Flakes released from brakes are chemically very distinctive, depending on the pad composition, being always carbonaceous, commonly barium-rich, and texturally inhomogeneous, with trace elements present in nanominerals incorporated within the crystalline structure. In the studied subway lines of Barcelona at least there appears to be only a minimal aerosol contribution from high temperature processes such as sparking. To date there is no strong evidence that these chemically and texturally complex inhalable metallic materials are any more or less toxic than street-level urban particles, and as with outdoor air, the priority in subway air quality should be to reduce high mass concentrations of aerosol present in some stations.

The real-time method of assessing the contribution of individual sources on visibility degradation in Taichung

Visibility degradation caused by air pollution has become a serious environmental problem in megacities in Northeast Asia. In general, aerosol chemical compositions are measured by a conventional method of time integrated filter sampling for off-line analysis, which cannot represent temporal and spatial variations in the real atmosphere. The in situ air composition measuring equipment, OCEC carbon aerosol analyzer and a long-path visibility transmissometer-3 were used to collect hourly measurements of the soluble ions, organic/elemental carbon, and ambient visibility, respectively. During the observation, two types of weather conditions were identified: transport and stagnant. Because PM2.5 was identified as the predominant species of light extinction, the sources of PM2.5 were determined and investigated using a positive matrix factorization (PMF) analysis. The PMF outputs characterized the six main emission sources (marine/crustal aerosols, secondary nitrate, secondary sulfate, direct vehicle exhaust, coal/incinerator combustion, and local sewage emission) and reconstructed the PM2.5 mass concentrations of each pollutant source in two weather conditions. In addition, the light extinction (bext) was reconstructed using a multivariate linear regression analysis with hourly-reconstructed PM2.5 mass concentrations to determine the contributions of each source to bext. The primary results showed that the extinction coefficient was proportional to the PM2.5 with high value in stagnant weather conditions. The secondary sulfate was the most abundant source of bext contribution during the sampling period. In addition, the bext contributions of direct vehicle exhaust and coal/incinerator combustion significantly increased in the stagnant weather condition. According to the results of hourly measurements, this work further emphasized that the sources of direct vehicle exhaust and coal/incinerator combustion in PM2.5 were the important sources of visibility degradation in the stagnant weather conditions, which suggests that the pollutants derived from direct vehicle exhaust and coal/incinerator combustion should be controlled first to improve visibility in Taichung.

Characteristics and chemical compositions of particulate matter collected at the selected metro stations of Shanghai, China

A campaign was conducted to assess and compare the air quality at the different metro platforms at Shanghai City, focusing on particulate matter (PM) levels, chemical compositions, morphology and mineralogy, as well as species of iron. Our results indicated that the average PM₂.₅ concentrations for the three metro lines were 177.7 μg/m(3), 105.7 μg/m(3) and 82.5 μg/m(3), respectively, and the average PM1 concentrations for the three lines were 122.3 μg/m(3), 84.1 μg/m(3) and 59.6 μg/m(3), respectively. Fe, Mn, Cr, Cu, Sr, Ba and Pb concentrations in all of the sampling sites were significantly higher than that in the urban ambient air, implicating that these trace metals may be associated with the metro systems working. Individual airborne dusts were studied for morphology and mineralogy characteristics. The results revealed that the presence of most individual particles were with no definite shape and most of them were with a large metal content. Furthermore, Fe-rich particles had significantly higher abundance in the metro systems, which were more frequently encountered in the underground lines than the aboveground line. The 2D distribution map of an interested Fe-rich particle showed an uneven Fe distribution, implying that a hollow or core of other substance exists in the particle center during the formation process. Cluster analysis revealed that Fe-rich particles were possibly a mixture of Fe species. Fitting of X-ray absorption near-edge fine structure spectra (XANES) showed the main iron species within the particles collected from the three contrasting metro lines of Shanghai to be hematite, magnetite, iron-metal and mineral Fe. Hematite and mineral Fe were all found in three lines, while magnetite only existed in aboveground metro line. Iron-metal was determined in both the older and younger underground lines, based on the X-ray diffraction (XRD) analysis. As diverse Fe species have different physical-chemical characteristics and toxicity, the speciation of Fe-containing metro particles is important in the context of public health and control measures.

Installation of platform screen doors and their impact on indoor air quality: Seoul subway trains

In this study, variations of particulate matter (PM) concentrations in subway trains following installation of platform screen doors (PSDs) in the Seoul subway system were investigated. PM samples were collected in the trains on subway lines 1-8 before and after installation of PSDs. It was found that the mean PM10 concentration in the trains after PSDs installation increased significantly by 29.9% compared to that before installation. In particular, the increase of PM10 in line 6 was the highest at 103%. When the relationship between PM10 and PM2.5 was compared, coefficients of determination (r2) before and after PSDs installations were 0.696 and 0.169, respectively. This suggests that air mixing between the platform and the tunnel after PSDs installation was extremely restricted. In addition, the indoor/outdoor PM10 ratio following PSDs installation increased from 1.32 to 2.97 relative to the period with no installed PSDs. Furthermore, this study revealed that PM levels in subway trains increased significantly after all underground PSDs were put in use. Several potential factors were examined that could result in this PM increase, such as train ventilation systems, operational conditions, passenger volume, subway depth, and the length of underground segments. Implications: PM10 concentrations inside the subway trains increased after PSDs installation. This indicates that air quality in trains was very seriously impacted by PSDs. PM10 levels were also influenced by the tunnel depth and length of the underground segments. To prevent the adverse effect on human health by PM10 emitted from the tunnel, an applicable ventilation system to reduce PM10 is required inside trains and tunnels.

Concentration and characterization of airborne particles in Tehran's subway system

Particulate matter is an important air pollutant, especially in closed environments like underground subway stations. In this study, a total of 13 elements were determined from PM10 and PM2.5 samples collected at two subway stations (Imam Khomeini and Sadeghiye) in Tehran's subway system. Sampling was conducted in April to August 2011 to measure PM concentrations in platform and adjacent outdoor air of the stations. In the Imam Khomeini station, the average concentrations of PM10 and PM2.5 were 94.4 ± 26.3 and 52.3 ± 16.5 μg m(-3) in the platform and 81.8 ± 22.2 and 35 ± 17.6 μg m(-3) in the outdoor air, respectively. In the Sadeghiye station, mean concentrations of PM10 and PM2.5 were 87.6 ± 23 and 41.3 ± 20.4 μg m(-3) in the platform and 73.9 ± 17.3 and 30 ± 15 μg m(-3), in the outdoor air, respectively. The relative contribution of elemental components in each particle fraction were accounted for 43% (PM10) and 47.7% (PM2.5) in platform of Imam Khomeini station and 15.9% (PM10) and 18.5% (PM2.5) in the outdoor air of this station. Also, at the Sadeghiye station, each fraction accounted for 31.6% (PM10) and 39.8% (PM2.5) in platform and was 11.7% (PM10) and 14.3% (PM2.5) in the outdoor. At the Imam Khomeini station, Fe was the predominant element to represent 32.4 and 36 % of the total mass of PM10 and PM2.5 in the platform and 11.5 and 13.3% in the outdoor, respectively. At the Sadeghiye station, this element represented 22.7 and 29.8% of total mass of PM10 and PM2.5 in the platform and 8.7 and 10.5% in the outdoor air, respectively. Other major crustal elements were 5.8% (PM10) and 5.3% (PM2.5) in the Imam Khomeini station platform and 2.3 and 2.4% in the outdoor air, respectively. The proportion of other minor elements was significantly lower, actually less than 7% in total samples, and V was the minor concentration in total mass of PM10 and PM2.5 in both platform stations.

Fractional iron solubility of aerosol particles enhanced by biomass burning and ship emission in Shanghai, East China

In terms of understanding Fe mobilization from aerosol particles in East China, the PM2.5 particles were collected in spring at Shanghai. Combined with the backtrajectory analysis, the PM2.5/PM10 and Ca/Al ratios, a serious dust-storm episode (DSE) during the sampling was identified. The single-particle analysis showed that the major iron-bearing class is the aluminosilicate dust during DSE, while the Fe-bearing aerosols are dominated by coal fly ash, followed by a minority of iron oxides during the non-dust storm days (NDS). Chemical analyses of samples showed that the fractional Fe solubility (%FeS) is much higher during NDS than that during DSE, and a strong inverse relationship of R(2)=0.967 between %FeS and total atmospheric iron loading were found, suggested that total Fe (FeT) is not controlling soluble Fe (FeS) during the sampling. Furthermore, no relationship between FeS and any of acidic species was established, suggesting that acidic process on aerosol surfaces are not involved in the trend of iron solubility. It was thus proposed that the source-dependent composition of aerosol particles is a primary determinant for %FeS. Specially, the Al/Fe ratio is poorly correlated (R(2)=0.113) with %FeS, while the apparent relationship between %FeS and the calculated KBB(+)/Fe ratio (R(2)=0.888) and the V/Fe ratio (R(2)=0.736) were observed, reflecting that %FeS could be controlled by both biomass burning and oil ash from ship emission, rather than mineral particles and coal fly ash, although the latter two are the main contributors to the atmospheric Fe loading during the sampling. Such information can be useful improving our understanding on iron solubility on East China, which may further correlate with iron bioavailability to the ocean, as well as human health effects associated with exposure to fine Fe-rich particles in densely populated metropolis in China.

Combined use of quantitative ED-EPMA, Raman microspectrometry, and ATR-FTIR imaging techniques for the analysis of individual particles

Quantitative ED-EPMA, RMS, and ATR-FTIR imaging techniques were used in combination for the analysis of the same individual particles for the first time.

A study on characteristics of atmospheric heavy metals in subway station

In this study, we investigated the atmospheric heavy metal concentrations in the particulate matter inside the subway stations of Seoul. In particular, we examined the correlation between the heavy metals and studied the effect of the heavy metals on cell proliferation. In six selected subway stations in Seoul, particulate matter was captured at the platforms and 11 types of heavy metals were analyzed. The results showed that the mean concentration of iron was the highest out of the heavy metals in particulate matter, followed by copper, potassium, calcium, zinc, nickel, sodium, manganese, magnesium, chromium and cadmium in that order. The correlation analysis showed that the correlations between the heavy metals was highest in the following order: (Cu vs Zn) , (Ca vs Na) , (Ca vs Mn) , (Ni vs Cr) , (Na vs Mn) , (Cr vs Cd) , (Zn vs Cd) , (Cu vs Cd) , (Ni vs Cd) , (Cu vs Ni) , (K vs Zn) , (Cu vs K) , (Cu vs Cr) , (K vs Cd) , (Zn vs Cr) , (K vs Ni) , (Zn vs Ni) , (K vs Cr) , and (Fe vs Cu) . The correlation coefficient between zinc and copper was 0.937, indicating the highest correlation. Copper, zinc, nickel, chromium and cadmium, which are generated from artificial sources in general, showed correlations with many of the other metals and the correlation coefficients were also relatively high. The effect of the heavy metals on cell proliferation was also investigated in this study. Cultured cell was exposed to 10 mg/l or 100 mg/l of iron, copper, calcium, zinc, nickel, manganese, magnesium, chromium and cadmium for 24 hours. The cell proliferation in all the heavy metal-treated groups was not inhibited at 10 mg/l of the heavy metal concentration. The only exception to this was with the cadmium-treated group which showed a strong cell proliferation inhibition. This study provides the fundamental data for the understanding of simultaneous heavy metal exposure tendency at the time of particulate matter exposure in subway stations and the identification of heavy metal sources. Moreover, this study can be used as the fundamental data for the cell toxicity study of the subway-oriented heavy metal-containing particulate matter.

Physicochemical characterization of airborne particulate matter at a mainline underground railway station

Underground railway stations are known to have elevated particulate matter (PM) loads compared to ambient air. As these particles are derived from metal-rich sources and transition metals may pose a risk to health by virtue of their ability to catalyze generation of reactive oxygen species (ROS), their potential enrichment in underground environments is a source of concern. Compared to coarse (PM10) and fine (PM2.5) particulate fractions of underground railway airborne PM, little is known about the chemistry of the ultrafine (PM0.1) fraction that may contribute significantly to particulate number and surface area concentrations. This study uses inductively coupled plasma mass spectrometry and ion chromatography to compare the elemental composition of size-fractionated underground PM with woodstove, roadwear generator, and road tunnel PM. Underground PM is notably rich in Fe, accounting for greater than 40% by mass of each fraction, and several other transition metals (Cu, Cr, Mn, and Zn) compared to PM from other sources. Importantly, ultrafine underground PM shows similar metal-rich concentrations as the coarse and fine fractions. Scanning electron microscopy revealed that a component of the coarse fraction of underground PM has a morphology indicative of generation by abrasion, absent for fine and ultrafine particulates, which may be derived from high-temperature processes. Furthermore, underground PM generated ROS in a concentration- and size-dependent manner. This study suggests that the potential health effects of exposure to the ultrafine fraction of underground PM warrant further investigation as a consequence of its greater surface area/volume ratio and high metal content.

Characterisation of nano- and micron-sized airborne and collected subway particles, a multi-analytical approach

Continuous daily measurements of airborne particles were conducted during specific periods at an underground platform within the subway system of the city center of Stockholm, Sweden. Main emphasis was placed on number concentration, particle size distribution, soot content (analyzed as elemental and black carbon) and surface area concentration. Conventional measurements of mass concentrations were conducted in parallel as well as analysis of particle morphology, bulk- and surface composition. In addition, the presence of volatile and semi volatile organic compounds within freshly collected particle fractions of PM(10) and PM(2.5) were investigated and grouped according to functional groups. Similar periodic measurements were conducted at street level for comparison. The investigation clearly demonstrates a large dominance in number concentration of airborne nano-sized particles compared to coarse particles in the subway. Out of a mean particle number concentration of 12000 particles/cm(3) (7500 to 20000 particles/cm(3)), only 190 particles/cm(3) were larger than 250 nm. Soot particles from diesel exhaust, and metal-containing particles, primarily iron, were observed in the subway aerosol. Unique measurements on freshly collected subway particle size fractions of PM(10) and PM(2.5) identified several volatile and semi-volatile organic compounds, the presence of carcinogenic aromatic compounds and traces of flame retardants. This interdisciplinary and multi-analytical investigation aims to provide an improved understanding of reported adverse health effects induced by subway aerosols.

Chemical speciation of size-segregated floor dusts and airborne magnetic particles collected at underground subway stations in Seoul, Korea

Previous studies have reported the major chemical species of underground subway particles to be Fe-containing species that are generated from wear and friction processes at rail-wheel-brake and catenaries-pantographs interfaces. To examine chemical composition of Fe-containing particles in more details, floor dusts were collected at five sampling locations of an underground subway station. Size-segregated floor dusts were separated into magnetic and non-magnetic fractions using a permanent magnet. Using X-ray diffraction (XRD) and scanning electron microscopy/energy dispersive X-ray spectrometry (SEM/EDX), iron metal, which is relatively harmless, was found to be the dominating chemical species in the floor dusts of the <25 μm size fractions with minor fractions of Mg, Al, Si, Ca, S, and C. From SEM analysis, the floor dusts of the <25 μm size fractions collected on railroad ties appeared to be smaller than 10 μm, indicating that their characteristics should somewhat reflect the characteristics of airborne particles in the tunnel and the platform. As most floor dusts are magnetic, PM levels at underground subway stations can be controlled by removing magnetic indoor particles using magnets. In addition, airborne subway particles, most of which were smaller than 10 μm, were collected using permanent magnets at two underground subway stations, namely Jegi and Yangjae stations, in Seoul, Korea. XRD and SEM/EDX analyses showed that most of the magnetic aerosol particles collected at Jegi station was iron metal, whereas those at Yangjae station contained a small amount of Fe mixed with Na, Mg, Al, Si, S, Ca, and C. The difference in composition of the Fe-containing particles between the two subway stations was attributed to the different ballast tracks used.

Chemical characterization and redox potential of coarse and fine particulate matter (PM) in underground and ground-level rail systems of the Los Angeles Metro

A campaign was conducted to assess personal exposure of coarse (2.5 μm < d(p) < 10 μm) and fine (d(p) < 2.5 μm) PM for two lines of the L.A. Metro-a subway (red) and light-rail (gold) line. Concurrent measurements were taken at University of Southern California (USC) to represent ambient conditions. A comprehensive chemical analysis was performed including total and water-soluble metals, inorganic ions, elemental and organic carbon, and organic compounds. Mass balance showed that in coarse PM, iron makes up 27%, 6%, and 2% of gravimetric mass for the red line, the gold line, and USC, respectively; in fine PM, iron makes up 32%, 3%, and 1%. Ambient air is the primary source of inorganic ions and organic compounds for both lines. Noncrustal metals, particularly Cr, Mn, Co, Ni, Mo, Cd, and Eu, were elevated for the red line and, to a lesser degree, the gold line. Mo exhibited the greatest crustal enrichment factors. The enriched species were less water-soluble on the red line than corresponding species on the gold line. Bivariate analysis showed that reactive oxygen species (ROS) activity is strongly correlated with water-soluble Fe (R(2) = 0.77), Ni (R(2 )= 0.95), and OC (R(2 )= 0.92). A multiple linear regression model (R(2) = 0.94, p < 0.001) using water-soluble Fe and OC as predictor variables was developed to explain the variance in ROS. In addition, PM from the red line generates 65% and 55% more ROS activity per m(3) of air than PM from USC and the gold line, respectively; however, one unit of PM mass from the gold line may be as intrinsically toxic as one unit of PM from the red line.

Single-particle characterization of indoor aerosol particles collected at an underground shopping area in Seoul, Korea

In this study, single-particle characterization of aerosol particles collected at an underground shopping area was performed for the first time. A quantitative single-particle analytical technique, low-Z particle electron probe X-ray microanalysis, was used to characterize a total of 7900 individual particles for eight sets of aerosol samples collected at an underground shopping area in Seoul, Korea. Based on secondary electron images and X-ray spectral data of individual particles, fourteen particle types were identified, in which primary soil-derived particles were the most abundant, followed by carbonaceous, Fe-containing, secondary soil-derived, and secondary sea-salt particles. Carbonaceous particles exist in three types: organic carbon, carbon-rich, and CNO-rich. A significant number of textile particles with chemical composition C, N, and O were encountered in some of the aerosol samples, which were from the textile shops and/or from clothes of passersby. Primary soil-derived particles showed seasonal variation, with peak values in spring samples, reflecting higher air exchange between indoor and outdoor environments in the spring. Secondary soil-derived, secondary sea-salt, and ammonium sulfate particles were frequently encountered in winter samples. Fe-containing particles, contributed from a nearby subway station, were in the range of about 19% relative abundances for all samples.

PRACTICAL IMPLICATIONS

In underground shopping areas, particulate matters can be a considerable health hazard to the workers, shoppers, passersby, and shop-keepers as they spend their considerable time in this closed microenvironment. However, no study on the characteristics of indoor aerosols in an underground shopping area has been reported to our knowledge. This work provides detailed information on characteristics of underground shopping area aerosols on a single particle level.

New tabletop SEM-EDS-based approach for cost-efficient monitoring of airborne particulate matter

Recent developments in scanning electron microscopy (SEM) have produced tabletop instruments capable of reasonable imaging resolution at less cost compared to conventional equipment. Combining the SEM with energy dispersive spectroscopy (EDS) allows the possibility of elemental analysis through detection of X-rays emitted from interaction between individual particles and the SEM electron beam, revealing their atomic composition. It's well known that exposure to inhalable particulate matter (PM) poses health risks and routine monitoring of the chemical content of these has been realized. Exposure information is of a general character but by combining the chemical build-up of monitored particles and knowledge of their inherent health effects will allow better risk assessment. An analysis technique using a tabletop SEM with EDS is demonstrated on particles collected onto nucleopore filters from urban, industrial and rural areas. Detailed characterization of the instruments analysis capabilities as applied to PM are described.