Abstract: The results of Chemkar PM10, the first large scale chemical characterisation project of PM10 in Flanders are presented. Between September 2006 and September 2007 a total of 365 PM10 samples were collected by sampling every sixth day at six different sites in Flanders (Belgium) varying in character from urban background to rural. Samples were analysed for a series of elements, elemental and organic carbon, 13C/12C- and 15N/14N-isotopic ratios, and water-soluble ions. At three sites extra sampling was carried out to determine PAHs by means of a novel technique that uses sorption tubes consisting of polydimethylsiloxane (PDMS) foam, PDMS particles and a TENAX TA bed. Results showed that the most important fractions were secondary inorganic ions (nitrate, sulphate and ammonium): 41% (12.6 μg m−3), organic matter: 20% (6.1 μg m−3), crustal matter: 14% (4.3 μg m−3), sea salt: 8% (2.4 μg m−3) and elemental carbon: 4% (1.2 μg m−3). Although the general composition profile was rather similar for the six sites, substantial differences could be observed for some main components and for several trace metals such as chromium, copper, zinc, arsenic and lead. Although the average sum of the PAH 16 was quite variable between the three sites (between 132 and 248 ng m−3) the average sum of the PAH 7 was between 7 and 9 ng m−3 for the three sites. The largest relative differences between sites were found for elemental carbon and crustal matter, thereby indicating that there is some potential for local measures to reduce the concentrations of particulate matter by a few μg m−3. Both for carbon and nitrogen isotopic ratios significant differences in time were observed. Isotopic differences in location could only be detected for carbon.

Abstract: We present a computational model for simulating the dispersion of traffic emitted particulate matter inside a road tunnel, with an emphasis on the number concentration of ultrafine particles (UFP). The model primarily calculates the size distribution of the particle number concentration at each location inside the tunnel. The proposed model differs from existing models in the sense that it uses a continuous representation of the size distribution based upon the high-order finite element method and that it solves the governing equations using the state-of-the-art discontinuous Galerkin method. Next to the traditional transport processes, the model also implements the most important aerosol transformation processes such as coagulation, condensation and dry deposition. It is shown that based upon parametrisations found in literature, the process of condensation in a traffic tunnel cannot properly be modelled. Therefore, we present a correction factor that allows for a better parametrisation. The adequate performance of the model is demonstrated by both a verification study and a validation study. For the verification we show that the discretisation error converges consistently while for the validation we compare the modelled results with a suitable set of data from a UFP measurement campaign in a Taiwanese traffic tunnel. The model is shown to correctly simulate the observed behaviour and by applying a statistical model evaluation we demonstrate that the proposed model meets widely accepted air quality model acceptance criteria. (C) 2012 Elsevier Ltd. All rights reserved.

Abstract: Iron (Fe) and other trace elements such as Zn, Mn, Ni and Cu are known as key-factors in marine biogeochemical cycles. It is believed that ocean primary productivity blooms in iron deficient regions can be triggered by iron in aeolian dust. Up to now, scarce aerosol elemental composition, based on measurements over sea at the Western South Atlantic (WSA), exist. An association between the Patagonian semi-desert dust/Fe and chlorophyll-a variability at the Argentinean continental shelf is essentially inferred from models. We present here experimental data of Fe enriched aerosols over the WSA between latitudes 22°S62°S, during 4 oceanographic campaigns between 2002 and 2005. These data allowed inferring the atmospheric Fe flux onto different latitudinal bands which varied from 30.4 to 1688 nmolFe m−2 day−1 (October 29thNovember 15th, 2003); 5.831586 nmolFe m−2 day−1 (February 15thMarch 6th, 2004) and 4.73586 nmolFe m−2 day−1(October 21stNovember 5th, 2005).

Abstract: Between 15 January and 26 February 1987, 51 fine and coarse mode aerosol samples were collected at the Universidad de Santiago de Chile Planetarium using a dichotomous sampler. The samples were analyzed by X-ray fluorescence for up to 17 elements (Mg, Al, Si, P, S, K, Ca, Ti, V, Cr, Mn, Fe, Ni, Cu, Zn, Br and Pb). Aerosol particles were individually studied by Electron Probe Microanalysis (EPMA) and Laser Microprobe Mass Analysis (LAMMA). The data set consisting of aerosol elemental concentrations and meteorological variables was subjected to Principal Factor Analysis (PFA), allowing the identification of six fine mode particle source classes (soil, industrial, sulfate particles, traffic, residual oil, wood-burnings), and five coarse mode particle source classes (soil, industrial, traffic, residual oil, sulfate particles). Both PFA solutions explained about 81 and 90% of the total variance in the data set, respectively. The regression of elemental mass concentrations on the Absolute Principal Factor Scores allowed the estimation of the contribution of the different source classes to the Santiago aerosol. Within the fine fraction, secondary SO42− particles were responsible for about 49% of the fine mode aerosol mass concentration, while 26, 13, 6.4 and 5.6% were attributed to wood-burning/car exhausts, residual oil combustion, soil dust/metallurgical, and soil dust/wood-burning releases, respectively. The coarse fraction source apportionment was mainly dominated by soil dust, accounting for 74% of the coarse mode aerosol mass concentration. A composite of soil dust and industrial release accounted for 13%; a composite of secondary sulfates contributed with 9%; a composite of soil dust and automotive emissions, and secondary sulfates were responsible for 4 and 0.03% of the coarse aerosol mass concentration, respectively. EPMA results are in satisfactory agreement with those from the bulk analysis and allowed the identification of eight particle types in both fine and coarse mode aerosols, pertaining to different source classes, namely soil, seaspray, secondary SO42−, metallurgical emissions and biomass burning release. EPMA also evidenced that one of the most abundant particle types corresponded to marine aerosol, having an average diameter of 0.7 μm for the fine mode and 2.2 μm for the coarse mode aerosol. LAMMA results indicate that, in fact, seaspray has been transported into the city of Santiago de Chile airshed, suffering several transformations and a sulfur enrichment. This analytical technique also provided evidence of the abundance of carbon-rich particles, which were not detected by either the bulk X-ray analysis or EPMA; they are probably due to fossil-fuel combustion releases.

Abstract: The chemical composition of the plumes of seagoing ships was measured during a two week long measurement campaign in the port of Rotterdam, Hoek van Holland The Netherlands, in September 2009. Altogether, 497 ships were monitored and a statistical evaluation of emission factors (g kg−1 fuel) was provided. The concerned main atmospheric components were SO2, NO2, NOx and the aerosol particle number. In addition, the elemental and water-soluble ionic composition of the emitted particulate matter was determined. Emission factors were expressed as a function of ship type, power and crankshaft rotational speed. The average SO2 emission factor was found to be roughly half of what is allowed in sulphur emission control areas (16 vs. 30 g kg−1 fuel), and exceedances of this limit were rarely registered. A significant linear relationship was observed between the SO2 and particle number emission factors. The intercept of the regression line, 4.8 × 1015 (kg fuel)−1, gives the average number of particles formed during the burning of 1 kg zero sulphur content fuel, while the slope, 2 × 1018, provides the average number of particles formed with 1 kg sulphur burnt with the fuel. Water-soluble ionic composition analysis of the aerosol samples from the plumes showed that ~144 g of particulate sulphate was emitted from 1 kg sulphur burnt with the fuel. The mass median diameter of sulphate particles estimated from the measurements was ~42 nm.

Abstract: Heterometal clusters containing Ru and Au, Co and/or Pt are anchored onto carbon nanotubes and nanofibers functionalized with chelating phosphine groups. The cluster anchoring yield is related to the amount of phosphine groups available on the nanocarbon surface. The ligands of the anchored molecular species are then removed by gentle thermal treatment in order to form nanoparticles. In the case of Au-containing clusters, removal of gold atoms from the clusters and agglomeration leads to a bimodal distribution of nanoparticles at the nanocarbon surface. In the case of Ru-Pt species, anchoring occurs without reorganization through a ligand exchange mechanism. After thermal treatment, ultrasmall (1-3 nm) bimetal Ru-Pt nanoparticles are formed on the surface of the nanocarbons. Characterization by high resolution transmission electron microscopy (HRTEM) and high angle annular dark field scanning transmission electron microscopy (HAADF-STEM) confirms their bimetal nature on the nanoscale. The obtained bimetal nanoparticles supported on nanocarbon were tested as catalysts in ammonia synthesis and are shown to be active at low temperature and atmospheric pressure with very low Ru loading.