Non-exhaust emissions of PM and the efficiency of emission reduction by road sweeping and washing in the Netherlands

From research on PM_2.5 and PM₁₀ in 2007/2008 in the Netherlands, it was concluded that the coarse fraction (PM_2.5-10) attributed 60% and 50% respectively, to the urban-regional and street-urban increments of PM₁₀. Contrary to Scandinavian and Mediterranean countries which exhibit significant seasonal variation in the coarse fraction of particulate matter (PM), in the Netherlands the coarse fraction in PM at a street location is rather constant during the year. Non-exhaust emissions by road traffic are identified as the main source for coarse PM in urban areas. Non-exhaust emissions mainly originate from re-suspension of accumulated deposited PM and road wear related particles, while primary tire and brake wear hardly contribute to the mass of non-exhaust emissions. However, tire and brake wear can clearly be identified in the total mass through the presence of the heavy metals: zinc, a tracer for tire wear and copper, a tracer for brake wear.The efficiency of road sweeping and washing to reduce non-exhaust emissions in a street-canyon in Amsterdam was investigated. The increments of the coarse fraction at a kerbside location and a housing façade location versus the urban background were measured at days with and without sweeping and washing. It was concluded that this measure did not significantly reduce non-exhaust emissions.     

PM(10) source characterization at urban and highway roadside locations

Levels of PM(10) were measured at two different roadside locations in the Stockholm region in Sweden, one highway south of Stockholm and one urban street canyon in the center of the city. PM(10) samples were taken during six separate campaigns over one full year, and analyzed for 29 metals, in order to help characterize sources of PM(10). Five contributing factors were identified by multivariate receptor modeling using positive matrix factorization. Factors were classified, based on their seasonal variation and published data on metal composition of different sources, as: 1) resuspension; 2) vehicle derived; 3) road salt; 4) regional combustion and 5) long-range transport. Resuspension and long-range transport were shown to be important contributors to the PM(10) levels at both sites. In fact, long-range transport was the main contributor to the PM(10) levels at the highway roadside. The vehicle source was only of major importance at the urban roadside, where it frequently contributed between 10 and 20 microg m(-3). Brake wear was an important component in the vehicle source. Vehicle exhaust was not detected as a separate source and was not identified as a major source for PM(10). To our knowledge, this is the first study identifying brake wear as a major source of PM(10) during urban driving.     

Study of particle resuspension from dusty surfaces using a centrifugal method

Particle resuspension has been recognized as a secondary source of indoor air pollution by many field studies. However, some laboratory studies showed that the air velocities or force fields required to resuspend aerosol particles are very high that rarely occurred in indoor environments. In fact, the surfaces used in these studies were treated to ensure cleanliness, but in reality, dusty surfaces are ubiquitous in our daily life. This work aims to investigate the effect of dust on a surface on resuspension of a coarse particle (polyethylene) by a centrifugal method. Dusty surfaces with different loadings were made by gravitational settling of Arizona test dust on a clean poly(methyl methacrylate) substrate inside a deposition chamber. The resuspension of dust particles was first investigated, and it was found that dust particles were resuspended by two stages with different rates of resuspension. For the resuspension of the particles on the dusty surface, the remaining fraction of the polyethylene particles decreased with increasing force field and dust loading. Dust could greatly reduce the adhesion of the particles from one to two orders of magnitude depending on loadings. This gives an explanation to the discrepancy between the field and the laboratory studies.     

Characterisation and quantification of the sources of PM10 during air pollution episodes in the UK

Data for concentrations of PM(10) and gaseous pollutants from sites in the UK Automatic Urban and Rural Network have been examined during periods of elevated concentrations of PM(10). The ratios of concentrations of PM(10) to those of the other pollutants were used to determine the most probable source of the additional particles. The hypothesis is that because the concentrations of PM(10) were divided by those of the other pollutants, the ratio should decrease when PM(10) and the other pollutants have a common source. Conversely, the ratio should increase when the sources are different. During episodes where road traffic was the most probable source of the additional particles, the ratios of concentrations of PM(10) to carbon monoxide and oxides of nitrogen did decrease, but the comparable ratios for sulphur dioxide and ozone increased. In contrast, during episodes known to have been caused by construction activity, all these ratios increased. This is taken to show that the basic hypothesis is valid. For prolonged episodes, it was possible to use data averaged over the total duration of the episode for the purposes of source identification. For sporadic construction, or other short-duration episodes, it was necessary to use time series data. The data have also been used to calculate the differences between hourly average concentrations of pollutants measured during episodes and long-term hourly average concentrations. These have been used to model the additional PM(10) during air pollution episodes associated with construction activities and road traffic emissions. This confirms the lack of relationship between PM(10) and other pollutants during construction works. During episodes arising from road traffic emissions, there was good agreement between measured and modelled additional concentrations of PM(10) when an appropriate factor, F, related to the contribution of road traffic emissions to PM(10) at different site types was applied. The values used were 0.2 (Suburban), 0.3 (Urban Background/Urban Centre), and 0.5 (Roadside), representing 20%, 30%, and 50% contributions from road traffic, respectively.     

A review on the effectiveness of street sweeping, washing and dust suppressants as urban PM control methods

Given the absence of a definitive threshold for atmospheric particulate matter (PM)-induced adverse health effects and the evidence of road traffic as a main contributor to PM-urban levels, there is a general agreement in reducing PM-associated health risks by firstly focusing on vehicle traffic sector. Beside the reduction of primary exhaust emissions, recent potential measures are challenging to reduce emissions of particulate matter from abrasion and resuspension processes given the high potential health burden of heavy metals and metalloids sourced by vehicle-wear particles (brakes, tires, rotor, discs and catalysts) and of coarse particles (PM_2.5-10).Some mitigating measures can be adopted in order to reduce road dust emissions from paved roads by removing or binding those particles already deposited and easy to be resuspended by traffic-generated turbulence. Sweeping, water flushing and use of chemical suppressants are usually more commonly employed to try to diminish emissions, but evaluating the effectiveness of preventive measures on improving air quality is a difficult task, consequently there is a general dearth of information about their effectiveness in reducing ambient PM concentrations. In particular, the scientific bibliography seems to be particularly scarce, whilst most of the information comes from local authorities committees. Consequently the existing reports are often aimed only to the municipalities and in the native language, with an objective difficulty for the international scientific community to access to them.For this review we have gathered contributions from some of major experts in this field, with the purpose of taking advantage of their background and personal awareness about any kind of related reports even not in English. Furthermore, the results we have gathered are often dissimilar, probably due to the different local conditions (weather, road pavement conditions etc.), therefore another objective of the review is to make a balance of actual knowledge and create a useful reference for future research studies and air quality management.     

Properties and toxicological effects of particles from the interaction between tyres, road pavement and winter traction material

In regions where studded tyres and traction material are used during winter, e.g. the Nordic countries, northern part of USA, Canada, and Japan, mechanically generated particles from traffic are the main reason for high particle mass concentrations in busy street and road environments. In many Nordic municipalities the European environmental quality standard for inhalable particles (PM(10)) is exceeded due to these particles. In this study, particles from the wear of studded and studless friction tyres on two pavements and traction sanding were generated using a road simulator. The particles were characterized using particle sizers, Particle Induced X-Ray Emission Analysis and electron microscopy. Cell studies were conducted on particles sampled from the tests with studded tyres and compared with street environment, diesel exhaust and subway PM(10), respectively. The results show that in the road simulator, where resuspension is minimized, studded tyres produce tens of times more particles than friction tyres. Chemical analysis of the sampled particles shows that the generated wear particles consist almost entirely of minerals from the pavement stone material, but also that Sulfur is enriched for the submicron particles and that Zink is enriched for friction tyres for all particles sizes. The chemical data can be used for source identification and apportionment in urban aerosol studies. A mode of ultra-fine particles was also present and is hypothesised to originate in the tyres. Further, traction material properties affect PM(10) emission. The inflammatory potential of the particles from wear of pavements seems to depend on type of pavement and can be at least as potent as diesel exhaust particles. The results imply that there is a need and a good potential to reduce particle emission from pavement wear and winter time road and street operation by adjusting both studded tyre use as well as pavement and traction material properties.     

Comparative PM10-PM2.5 source contribution study at rural, urban and industrial sites during PM episodes in Eastern Spain

In this study a set of 340 PM10 and PM2.5 samples collected throughout 16 months at rural, an urban kerbside and an industrial background site (affected by the emissions from the ceramic manufacture and other activities) were interpreted. On the regional scale, the main PM10 sources were mineral dust (mainly Al2O3, Fe, Ti, Sr, CaCO3, Mg, Mn and K), emissions derived from power generation (SO4=, V, Zn and Ni), vehicle exhausts (organic and elemental carbon, NO3- and trace elements) and marine aerosol (Na, Cl and Mg). The latter was not identified in PM2.5. At the industrial site, additional PM10 sources were identified (tile covering in the ceramic production, petrochemical emissions and bio-mass burning from a large orange tree cultivation area). The contribution of each PM source to PM10 and PM2.5 levels experiences significant variations depending on the type of PM episode (Local-urban mainly in autumn-winter, regional mainly in summer, African or Atlantic episode), which are discussed in this study. The results show that it would be very difficult to meet the EU limit values for PM10 established for 2010. The annual mean PM levels are 22.0 microg PM10/m3 at the rural and 49.5 microg PM10/m3 and 33.9 microg PM2.5/m3 at the urban site. The natural contribution in this region, estimated at 6 microg/m3 of natural mineral dust (resulting from the African events and natural resuspension) and 2 microg/m3 of marine aerosol, accounts for 40% of the 2010 EU annual limit value (20 microg PM10/m3). Mineral dust concentrations at the urban and industrial sites are higher than those at the rural site because of the urban road dust and the ceramic-production contributions, respectively. At the urban site, the vehicle exhaust contribution (17 microg/m3) alone is very close to the 2010 EU PM10 limit value. At the rural site, the African dust is the main contributor to PM10 levels during the highest daily mean PM10 events (100th-97th percentile range). At the urban site, the vehicle exhaust product is the main contributor to PM10 and PM2.5 levels during the highest daily mean PM events (100th-85th percentile range). Mineral dust concentrations during African dust events accounts for 20-30 microg/m3 in PM10 and 10-15 microg/m3 in PM2.5. During non-African dust events, mineral dust derived from anthropogenic activities (e.g. urban road dust) is also a significant contributor to PM10, but not to PM2.5.     

A two compartment model for determining the contribution of sources,surface deposition and resuspension to air and surface dust concentration levels in occupied rooms

A semi-empirical two-compartment, constant parameter model is used to predict airborne and surface dust concentrations. The model parameters are air in- and exfiltration, internal particle sources, surface deposition caused by settling, Brownian and turbulent diffusion and thermophoresis, track-in of dust particles and resuspension. Model predictions are calculated for some typical scenarios, and the soiling rate of a vertical surface is calculated for a range of friction velocities and electric field strengths. Model sensitivity is determined based on input parameter value distributions for a population of rooms estimated from published data. The predictions are sensitive to track-in and resuspension rates on which field data thus are needed.     

Sources of polycyclic aromatic hydrocarbons (PAHs) in street dust in a tropical Asian mega-city, Bangkok, Thailand

We collected samples of roadside air, automobile exhaust soot, tires, asphalt, and used engine oil in a tropical Asian mega-city, Bangkok, Thailand, and analyzed them for polycyclic aromatic hydrocarbons (PAHs) and hopanes. The concentrations and compositions of PAHs and hopanes were utilized to identify the sources of PAHs in street dust, in which high concentrations of PAHs were reported in our previous study. Weight-based concentrations of total PAHs had the following order: gasoline-powered vehicle soot (2600+/-2900 microg/g; n=4)>diesel-powered vehicle soot (115+/-245 microg/g; n=7) approximately roadside aerosols (101+/-35 microg/g; n=5) approximately used engine oil (97+/-65 microg/g; n=4) approximately tire wear particles (82+/-41 microg/g; n=5)>asphalt (2.3+/-1.6 microg/g; n=3)>street dust (1.1+/-0.8 microg/g; n=10). In cluster analysis, all the source materials fell into different clusters from that in which street dust fell, indicating that multiple source materials contribute to PAHs in the street dust. Multiple regression analysis of PAH profiles and diagnostics of hopane compositions identified tire debris as the major contributor of PAHs to street dust, followed by diesel vehicle exhaust.     

Spatial and temporal variations in Pb concentrations and isotopic composition in road dust, farmland soil and vegetation in proximity to roads since cessation of use of leaded petrol in the UK

Results are presented for a study of spatial distributions and temporal trends in concentrations of lead (Pb) from different sources in soil and vegetation of an arable farm in central Scotland in the decade since the use of leaded petrol was terminated. Isotopic analyses revealed that in all of the samples analysed, the Pb conformed to a binary mixture of petrol Pb and Pb from industrial or indigenous geological sources and that locally enhanced levels of petrol Pb were restricted to within 10 m of a motorway and 3 m of a minor road. Overall, the dominant source of Pb was historical emissions from nearby industrial areas. There was no discernible change in concentration or isotopic composition of Pb in surface soil or vegetation over the decade since the ban on the sale of leaded petrol. There was an order of magnitude decrease in Pb concentrations in road dust over the study period, but petrol Pb persisted at up to 43% of the total Pb concentration in 2010. Similar concentrations and spatial distributions of petrol Pb and non petrol Pb in vegetation in both 2001 and 2010, with enhanced concentrations near roads, suggested that redistribution of previously deposited material has operated continuously over that period, maintaining a transfer pathway of Pb into the biosphere. The results for vegetation and soil transects near minor roads provided evidence of a non petrol Pb source associated with roads/traffic, but surface soil samples from the vicinity of a motorway failed to show evidence of such a source.     

Lead emissions from road transport in Europe: A revision of current estimates using various estimation methodologies

Large-scale use of leaded gasoline was an important source of the neurotoxin lead in the European environment. After a sequence of regulations on the allowed gasoline lead content and, eventually, a ban on the use of lead additives in gasoline, road transport was no longer considered a source of atmospheric lead. Currently a discrepancy exists between measured atmospheric lead concentrations and model-predicted concentrations, suggesting that lead emissions to the atmosphere may be underestimated. Recently it was suggested that lead emission from unleaded gasoline combustion is still an important source and may (partly) fill the gap between modelled and observed atmospheric lead concentrations. In this paper we assess the plausibility of the latter suggestion by following various emission estimation methodologies. The uncertainty of lead emissions from road transport is further reduced by chemical analysis of fuel samples. The result of our assessment is that lead from road transport fuel combustion is not the missing lead source needed to fill the gap between modelled and observed lead concentrations. Road transport is still a source of lead through brake wear and a small contribution from exhaust emissions but this contributes no more than 5–8% of the EU25 total emission.     

The effect of mineralogy, texture and mechanical properties of anti-skid and asphalt aggregates on urban dust

In northern latitudes mineral dust is formed when cars use studded tyres and roads are sanded to obtain more traction on the icy surfaces. Anti-skid and asphalt aggregates with different textural, mineralogical and mechanical properties were tested with an indoor road simulator fitted with studded and friction tyres. The particle size distribution and proportions of dust from pavement and anti-skid aggregate were analyzed using SEM-EDX. The wear on the road pavement depends on the properties of the anti-skid and asphalt aggregate (particle size distribution, mechanical/physical and textural properties). Anti-skid aggregates, which contain mainly hard minerals (e.g. feldspars and quartz) and which have a low resistance to fragmentation, should be used with caution as they may break more easily into smaller particles and are likely to wear the pavement. By using high-quality anti-skid aggregates it is possible to reduce the amount of urban dust.     

Increase of platinum group element concentrations in soils and airborne dust in an urban area in Germany

Since 1993, all new cars sold in the European Union had to be fitted with catalytic converters. Undoubtedly, these measures brought about a great progress concerning traffic emission controls. However, this technology also led to new emissions. A rapid accumulation of the catalytic active noble metals Pt, Pd, and Rh in the environment was observed and concern arose about potential environmental and health risks. This work aimed at a contribution to a monitoring of platinum group element (PGE) emission and accumulation by comparing analytical data, all generated in 1999 and in 2005 in an urban area in Germany. Oriented at the 1999 sampling strategy, soil and airborne dust samples were taken in 2005 at the same sampling sites located mainly close to heavily used roads in the region of Braunschweig. For the enrichment of the analytes, conditioned soil samples as well as loaded glass fiber filters from air sampling were transferred to the nickel sulphide fire assay. For analyses, the ICP-MS technique was applied. High Pt, Pd, and Rh concentrations were detected especially in top soil layers (0-2 cm) directly at the roadsides or on center strips. At one road outside the city, where traffic moved with a constant speed of about 80 km/h, maximum concentrations in soil were found to be 50.4 microg/kg for Pt, 43.3 microg/kg for Pd, and 10.7 microg/kg for Rh. PGE concentrations were the highest close to that road and exponentially declined with growing distance. At a second road, where vehicles run with a constant speed of 50 km/h, the highest concentrations were detected in the center strip soil: 88.9 microg/kg (Pt), 77.8 microg/kg (Pd), and 17.6 microg/kg (Rh). At a third crowded street in the centre of Braunschweig with stop and go traffic, the highest soil concentrations were determined, namely 261 microg/kg for Pt, 124 microg/kg for Pd and 38.9 microg/kg for Rh. The sampling of airborne dust at this roadside revealed for Pt 159 pg/m(3) air or 1730 microg/kg dust, for Pd 37.8 pg/m(3) air or 410 microg/kg dust, and for Rh 10.0 pg/m(3) air or 110 microg/kg dust. A comparison of analytical results of 2005 with those of 1999 revealed a distinct increase of PGE concentrations in soils closely along heavy traffic roads by a factor of 2.1 to 8.9; once even a factor of 15 was determined. The findings also document, that especially Pt and Rh concentrations were elevated in airborne dust.     

A further discussion of the factors controlling the distribution of Pt, Pd, Rh and Au in road dust, gullies, road sweeper and gully flusher sediment in the city of Sheffield, UK

Forty paired road dust and gully sediments from the city of Sheffield in NE England show that high platinum, palladium and rhodium concentrations derived from catalytic converters depend on proximity to both roundabouts rather than traffic lights and to topographic lows. Road dust outside schools and control samples, further away on the same road, show that Pt, Pd and Rh concentrations are dependant on passing traffic flow rather than numbers of stopping vehicles. Highest values of Pt + Pd in road dust are 852 ppb and 694 ppb in gullies. Rh has maximum values of 113 ppb in road dust and 49 ppb in gullies. Pt and Pd values of a few ppb to just over 100 ppb occur in road dust where traffic does not stop, on roads away from junctions. Pt, Pd, Rh and Au are all picked up by road sweepers and gully flushers both with maximum values of just over 100 ppb Pt and Pd. High Au values (maximum 610 ppb in a road dust) were located on pavements, in suburbs, outside schools and in road sweepers collecting in residential areas rather than on high traffic flow roads. Stratification of Pt and Pd in gullies was not observed whereas a high Au value was recorded at the bottom of a gully suggesting gravity concentration for Au. Anomalous Pd grades of 1050 ppb in road dust from a school entrance and 2040 ppb in a street sweeper sample were recorded. These high Pd- and Au-bearing samples do not have anomalous Pt or Rh values and may be sourced from jewellery or dental fillings. However, most samples have consistent Pt/Pd ratios of about 1 and Pt/Rh values of 4 to 5 indicating a catalytic converter source. Pt and Pd are concentrated in road dust at levels well above background in all the samples, including on high and low traffic flow roads.     

A comparative study of walking‐induced dust resuspension using a consistent test mechanism

Human walking influences indoor air quality mainly by resuspending dust particles settled on the floor. This study characterized walking‐induced particle resuspension as a function of flooring type, relative humidity (RH), surface dust loading, and particle size using a consistent resuspension mechanism. Five types of flooring, including hardwood, vinyl, high‐density cut pile carpet, low‐density cut pile carpet, and high‐density loop carpet, were tested with two levels of RH (40% and 70%) and surface dust loading (2 and 8 g/m²), respectively. Resuspension fraction r_a (fraction of surface dust resuspended per step) for house dust was found to be varied from 10^?7 to 10^?4 (particle size: 0.4–10 µm). Results showed that for particles at 0.4–3.0 µm, the difference in resuspension fraction between carpets and hard floorings was not significant. For particles at 3.0–10.0 µm, carpets exhibited higher resuspension fractions compared with hard floorings. Increased RH level enhanced resuspension on high‐density cut pile carpet, whereas the opposite effect was observed on hard floorings. Higher surface dust loading was associated with lower resuspension fractions on carpets, while on hard floorings the effect of surface dust loading varied with different RH levels.     

Characterization, identification of ambient air and road dust polycyclic aromatic hydrocarbons in central Taiwan, Taichung

The concentrations of ambient air polycyclic aromatic hydrocarbons (PAHs) were measured simultaneously in an industrial area (Taichung Industrial Park, TIP) and suburban area (Tunghai University, THU) in central Taiwan, Taichung. A total of samples were collected simultaneously at the two sites between August 2002 and March 2003. Particle-bound PAHs (p-PAHs) were collected on quartz filters and gas-phase PAHs (g-PAHs) on glass cartridges using polyurethane foam sampler, respectively. Both types of samples were extracted with dichloromethane/n-hexane mixture (50/50, v/v) for 24 h, then the extracts were subjected to gas chromatography/mass spectrometric analysis. Moreover, the roadside dust particle PAHs composition were also collected and analyzed at TIP, THU and traffic road sampling sites. The five main road lines in Taichung City were selected as traffic road sampling sites. Correlation studies between PAHs concentrations and meteorological parameters were revealed that temperature has greater effects (P>0.6) than other meteorological parameters such as wind speed, relative humidity and atmospheric pressure on g-PAHs and p-PAHs. PAHs sources were resolved by using principal component analysis and diagnostic ratios. The major sources of PAHs were combustion, traffic vehicle exhaust (diesel and gasoline engine), incinerator and industrial stationary sources at both sampling sites in central Taiwan.     

The analysis of PM2.5 and associated elements and their indoor/outdoor pollution status in an urban area

In this study, elemental composition of PM2.5 and the status of indoor/outdoor pollution were investigated in a commercial building near a roadside area in Daejeon, Korea. A total of 60 parallel PM2.5 samples were collected both on the roof (outdoor) and in an indoor office of a building near a highly congested road during the spring and fall of 2008. The concentrations of 23 elements were analysed from these PM2.5 samples using instrumental neutron activation analysis. PM2.5 levels in indoor environment (47.6 ± 16.5 μg/m(3)) were noticeably higher than the outdoor levels (37.7 ± 17.2 μg/m(3)) with the I/O concentration ratio of 1.37 ± 0.33 [correlation coefficient (r) = 0.89, P < 0.001]. Principal component analysis results coincidently showed the predominance of sources such as soil dust, traffic, oil/coal combustion and road dust for both indoor and outdoor microenvironments. An isolated source in the indoor environment was assigned to environmental tobacco smoke (ETS) with high factor loading of Ce, Cl, I, K, La and Zn. The overall results of our study indicate that the sources of indoor constituents were strongly dependent on outdoor processes except for the ones affected by independent sources such as ETS. PRACTICAL IMPLICATIONS: An improved understanding of the factors affecting the indoor PM2.5 concentration levels can lead to the development of an efficient management strategy to control health risks from exposure to indoor PM2.5 and related toxic components. A comparison of our comprehensive data sets indicated that most indoor PM2.5 and associated elemental species were strongly enriched by indoor source activities along with infiltration of ambient outdoor air for a naturally ventilated building.     

A screening assessment of emissions of volatile organic compounds and particles from heated indoor dust samples

This paper characterizes and compares emissions during heating of different dust samples relevant to the indoor environment. Characterization includes emission of volatile organic compounds when dust samples were heated to 150 and 250 degrees C (gas chromatograph-mass spectrometer), weight loss during heating to 450 degrees C (thermogravimetric analysis), and the number of particles emitted during heating towards 200 degrees C (condensation nucleus counting). Element analyses were performed for non-heated dust (inductively coupled plasma discharge instrument). Emissions of volatile organic compounds from heated dust from different sources were surprisingly similar. However, the temperature at which the emission of volatiles started varied with the dust source. For most of the samples studied, the emissions were considerable already at 150 degrees C, and increased in number of peaks and peak area at 250 degrees C. Particle emissions started around 70 degrees C regardless of the dust source. Particle emissions seemed to be affected by the content of organic material.     

Anthropogenic platinum group element (Pt, Pd and Rh) concentrations in road dusts and roadside soils from Perth, Western Australia

The emission of platinum group elements (PGE) from automobile catalytic converters has led to rapid increases in Pt, Pd and Rh concentrations in roadside media. This article represents the first detailed study to assess PGE levels in road dusts and roadside soils in Australia. Road dust and roadside soil samples were analysed by ICP-MS following microwave digestion and cation exchange. All samples show elevation of PGE above average upper crust values, with maximum values of 420 ng g(-1) Pt, 440 ng g(-1) Pd and 91 ng g(-1) Rh. PGE ratios in road dusts and soils are consistent with known catalytic converter compositions and while Pt and Rh abundances are comparable with European studies, Pd levels are substantially higher in Australian samples. PGE in these samples are not correlated with Pb, though positive correlations with Ce, Cu and Y are evident. No straightforward relationship between traffic volume and PGE abundance is evident and factors such as driving style, topography, road drainage and potentially climate exert considerable influences.     

Toxicity evaluation of road dust in the runoff process using a benthic ostracod Heterocypris incongruens

Road dust is considered an important source of sediment contamination; however, there are few studies on the toxicity of road dust on benthic organisms. This study evaluates the toxicity of road dust on the benthic ostracod, Heterocypris incongruens, through a 6-day direct exposure experiment. All six road dust samples collected in heavy traffic areas caused high mortality of the ostracod, whereas the road dust collected in a residential area did not show toxicity to the ostracod. After maintaining the mixture of road dust and water for 24 h, the toxicity of the road dust decreased significantly for three of the six samples in the heavy traffic areas, suggesting these road dust samples become less toxic in the surface runoff process. In addition, we conducted the same toxicity test on manipulated road dust using different solid/liquid ratios and holding times to evaluate the change in toxicity caused by the runoff process. Wet road dust that had been separated from a dust-water mixture after a holding time of 1 h or 24 h did not show lethal toxicity, while the water-soluble fraction of the mixture caused high mortality of the ostracod at a solid/liquid ratio of 1:2 and 1:4. However, after a 7-day holding time of the dust-water mixture, the wet road dust and the water-soluble fraction showed lethal toxicity to the ostracod. These results suggest that toxicants of road dust seemed to exist mainly in water soluble fraction eluted off by rain water; however, particle-bound fraction again showed lethal toxicity after 7 days of incubation.