Dynamics of ultrafine particles inside a roadway tunnel.

Size-segregated ultrafine particles from motor vehicles were investigated in the Craeybeckx tunnel (E19 motorway, Antwerp, Belgium) at two measurement sites, at 100 and 300 m inside the tunnel, respectively, during March 2008. It was observed that out of the three size modes, nucleation, Aitken, and accumulation, Aitken mode was the most dominant size fraction inside the tunnel. The diurnal variation in ultrafine particle (UFP) levels closely follows the vehicular traffic inside the tunnel, which was maximum during office rush hours, both in the morning and evening and minimum during night-time around 3 am. The tunnel data showed very high growth rates in comparison with free atmosphere. The average condensation sink during the growth period was 14.1-17.3 × 10(-2) s(-1). The average growth rate (GR) of geometric mean diameter was found to be 18.6 ± 2.45 nm h(-1). It was observed that increase in Aitken mode was related to the numbers of heavy-duty vehicles (HDV), as they emit mainly in the Aitken mode. The higher Aitken mode during traffic jams correlated well with HDV numbers. At the end of the tunnel, sudden dilution leading to fast coagulation was responsible for the sudden drop in the UFP number concentration.

Exposure assessment of a cyclist to PM10 and ultrafine particles.

Estimating personal exposure to air pollution is a crucial component in identifying high-risk populations and situations. It will enable policy makers to determine efficient control strategies. Cycling is again becoming a favorite mode of transport both in developing and in developed countries due to increasing traffic congestion and environmental concerns. In Europe, it is also seen as a healthy sports activity. However, due to high levels of hazardous pollutants in the present day road microenvironment the cyclist might be at a higher health risk due to higher breathing rate and proximity to the vehicular exhaust. In this paper we present estimates of the exposure of a cyclist to particles of various size fractions including ultrafine particles (UFP) in the town of Mol (Flanders, Belgium). The results indicate relatively higher UFP concentration exposure during morning office hours and moderate UFP levels during afternoon. The major sources of UFP and PM(10) were identified, which are vehicular emission and construction activities, respectively. We also present a dust mapping technique which can be a useful tool for town planners and local policy makers.

Fluxes of oxidised and reduced nitrogen above a mixed coniferous forest exposed to various nitrogen emission sources.

Concentrations of nitrogen gases (NH(3), NO(2), NO, HONO and HNO(3)) and particles (pNH(4) and pNO(3)) were measured over a mixed coniferous forest impacted by high nitrogen loads. Nitrogen dioxide (NO(2)) represented the main nitrogen form, followed by nitric oxide (NO) and ammonia (NH(3)). A combination of gradient method (NH(3) and NO(x)) and resistance modelling techniques (HNO(3), HONO, pNH(4) and pNO(3)) was used to calculate dry deposition of nitrogen compounds. Net flux of NH(3) amounted to -64 ng N m(-2) s(-1) over the measuring period. Net fluxes of NO(x) were upward (8.5 ng N m(-2) s(-1)) with highest emission in the morning. Fluxes of other gases or aerosols substantially contributed to dry deposition. Total nitrogen deposition was estimated at -48 kg N ha(-1) yr(-1) and consisted for almost 80% of NH(x). Comparison of throughfall nitrogen with total deposition suggested substantial uptake of reduced N (+/-15 kg N ha(-1) yr(-1)) within the canopy.

Characterisation and treatment of roads covered with zinc ashes, muffle furnace fragments and lead slags from former non-ferrous metal industries in Belgium.

Zinc ashes, muffle furnace fragments and lead slags from non-ferrous industries were applied to pave roads in the North of Belgium. From an inventory it appeared that there are at least 490 km of such roads. In our survey the materials on these roads were characterised. The total metal concentration, the availability and the leaching as a function of time were determined. It appeared that these materials contain high concentrations of heavy metals, some of which are readily available. The high leaching of some metals makes them as such unsuitable as secondary construction material. Methods for the application of these materials for road construction were examined where the materials replaced part of the sand and gravel fraction in lean concrete and in bituminous mixtures, or where they replaced the sand in sand-cement mixtures, all these to be used for road foundations, cycle tracks, etc. When lead slags were applied in lean concrete, a material was obtained complying with the standards for secondary construction materials and with sufficient compressive strength for road foundations. When zinc ashes or muffle fragments were used to replace sand in sand-cement mixtures, again a suitable construction material was obtained. The other combinations tried out were rather unsuccessful, because of high metal leaching and/or poor compressive strength.