Personal measurements and sampling of particulate matter in a subway – Identification of hot-spots, spatio-temporal variability and sources of pollutants

Kód výsledku v IS VaVaI

<a href="https://www.isvavai.cz/riv?ss=detail&h=RIV%2F00216208%3A11310%2F23%3A10468076" target="_blank" >RIV/00216208:11310/23:10468076 - isvavai.cz</a>

Výsledek na webu

<a href="https://verso.is.cuni.cz/pub/verso.fpl?fname=obd_publikace_handle&handle=vLW9eDGD36" target="_blank" >https://verso.is.cuni.cz/pub/verso.fpl?fname=obd_publikace_handle&handle=vLW9eDGD36</a>

DOI - Digital Object Identifier

<a href="http://dx.doi.org/10.1016/j.atmosenv.2023.119883" target="_blank" >10.1016/j.atmosenv.2023.119883</a>

Jazyk výsledku

angličtina

Název v původním jazyce

Personal measurements and sampling of particulate matter in a subway – Identification of hot-spots, spatio-temporal variability and sources of pollutants

Popis výsledku v původním jazyce

A mobile measurement system for complex characterization of particulate matter (PM) was developed together with the proposed methodology and applied in the subway system of Munich, Germany. The main objectives were to observe the spatio-temporal variability of PM, personal exposure, identify hot-spots and pollution sources. Particle mass (PMx) and number (PNC) concentrations, and equivalent black carbon (eBC) were measured at 0.1-1 Hz. On the U5 subway line, PM(10), PM(2.5) and PM(1) concentrations at platforms ranged from 59 to 220, 27-80, and 9-21 μg m(-3), respectively. During rides towards downtown, average PM(10), PM(2.5) and PM(1) levels gradually increased from 8 to 220, 2 to 71 and 2-20 μg m(-3), respectively, with a similar dynamic of decrease on the return journey. Spatial variability of PM was generally more important than temporal, and significant differences were observed between platforms. During the rides, air exchange between train and tunnel was high in both air-conditioned and old passively ventilated trains. Peak PM concentrations on platforms were associated with arriving/departing trains. Subway PNC were not significantly elevated, but a few cases of intake of traffic-related particles from outside were observed, otherwise air exchange was considered low. Generally, most of the aerosol mass was composed of iron corrosion products from rails and wheels (Fe up to 66 μg m(-3) in PM(2.5)). The effective density of PM(2.5) was 2.1 g cm(-3). Particles were classified as 75.4% iron oxides, 5.35% metallic Fe, 1.23% aluminosilicates and 17% carbon and oxygen rich particles. The iron oxide particles consisted predominantly of Fe (63.4 +/- 8.7 wt%) and O (36.2 +/- 8.2 wt%). To effectively monitor subway PM and reduce overall PM exposure, we propose to identify hot-spots using our methodology and focus on improving their ventilation, as well as installing filters in air-conditioned wagons.

Název v anglickém jazyce

Personal measurements and sampling of particulate matter in a subway – Identification of hot-spots, spatio-temporal variability and sources of pollutants

Popis výsledku anglicky

A mobile measurement system for complex characterization of particulate matter (PM) was developed together with the proposed methodology and applied in the subway system of Munich, Germany. The main objectives were to observe the spatio-temporal variability of PM, personal exposure, identify hot-spots and pollution sources. Particle mass (PMx) and number (PNC) concentrations, and equivalent black carbon (eBC) were measured at 0.1-1 Hz. On the U5 subway line, PM(10), PM(2.5) and PM(1) concentrations at platforms ranged from 59 to 220, 27-80, and 9-21 μg m(-3), respectively. During rides towards downtown, average PM(10), PM(2.5) and PM(1) levels gradually increased from 8 to 220, 2 to 71 and 2-20 μg m(-3), respectively, with a similar dynamic of decrease on the return journey. Spatial variability of PM was generally more important than temporal, and significant differences were observed between platforms. During the rides, air exchange between train and tunnel was high in both air-conditioned and old passively ventilated trains. Peak PM concentrations on platforms were associated with arriving/departing trains. Subway PNC were not significantly elevated, but a few cases of intake of traffic-related particles from outside were observed, otherwise air exchange was considered low. Generally, most of the aerosol mass was composed of iron corrosion products from rails and wheels (Fe up to 66 μg m(-3) in PM(2.5)). The effective density of PM(2.5) was 2.1 g cm(-3). Particles were classified as 75.4% iron oxides, 5.35% metallic Fe, 1.23% aluminosilicates and 17% carbon and oxygen rich particles. The iron oxide particles consisted predominantly of Fe (63.4 +/- 8.7 wt%) and O (36.2 +/- 8.2 wt%). To effectively monitor subway PM and reduce overall PM exposure, we propose to identify hot-spots using our methodology and focus on improving their ventilation, as well as installing filters in air-conditioned wagons.

Druh

J_imp - Článek v periodiku v databázi Web of Science

CEP obor

—

OECD FORD obor

10511 - Environmental sciences (social aspects to be 5.7)

Projekt

—

Návaznosti

S - Specificky vyzkum na vysokych skolach<br>I - Institucionalni podpora na dlouhodoby koncepcni rozvoj vyzkumne organizace

Rok uplatnění

2023

Kód důvěrnosti údajů

S - Úplné a pravdivé údaje o projektu nepodléhají ochraně podle zvláštních právních předpisů

Název periodika

Atmospheric Environment

ISSN

1352-2310

e-ISSN

1873-2844

Svazek periodika

308

Číslo periodika v rámci svazku

September

Stát vydavatele periodika

GB - Spojené království Velké Británie a Severního Irska

Počet stran výsledku

14

Strana od-do

119883

Kód UT WoS článku

001053040200001

EID výsledku v databázi Scopus

2-s2.0-85161085429