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The purpose of the present work is to rethink, in the university context, the concept of genius, related to the high intellectual abilities associated with intelligence; also, to connect the idea of entrepreneurial competences, such as leadership or social commitment. The hypothesis is that a university genius is defined by his high creative abilities and, in particular, entrepreneurial ones. From the methodological point of view, the recommendations of the National Association for Gifted Children were followed, and evidence collection was based on such practices, using the results obtained by two studies: the first one with professors and postgraduate students (from Argentina and Spain, from hard and soft sciences) who responded to a conceptual questionnaire, previously validated, in order to delineate common minimum denominators of geniuses. The other one comes from analyzing the results of an acceleration program of entrepreneurial competence with undergraduate students. Combining both data resulted in the need to think in an educational proposal (itinerary) with trajectories of excellence. One during the Degree level, with pilot training activities (in entrepreneurial competence), experimenting on a small scale; and the other in the Postgraduate level, encouraging them to be architects of their "routes", allowing them to self-employ and to become agents of socio-community change.

As not all firms benefit to the same extent from regional competitiveness, this article investigates the influence of the regional context on the productivity of a sample of family and non-family manufacturing firms in Spain. Using a multilevel approach to account for the nested structure of the data, and a composite indicator of regional competitiveness, to capture the spatial endowment of tangible and intangible resources, we found family firms to be more sensitive to the regional context than non-family businesses. Cross-level interactions show that family firms achieve higher productivity gains from their location in more competitive regions than their non-family counterparts. This result is in line with our theoretical arguments postulating the unique social capital of family firms which allows them to benefit most from location advantages. Implications for regional and family business studies, as well as policymakers, are discussed. [ABSTRACT FROM AUTHOR]

This study explores the downsizing propensity of family and non-family firms by considering their territorial embeddedness during both periods of economic stability and financial crisis. By drawing on a panel dataset of Spanish manufacturing firms for the period 2002–2015, we show that, all things being equal, family firms have a lower propensity to downsizing than non-family firms. When considering the effect of territorial embeddedness, we found that territorially embedded family firms have an even lower propensity to downsizing than their non-family counterparts. Furthermore, the concern of territorially embedded family firms for their employees' welfare was particularly pronounced during the years of the global financial crisis. This result is explained by the existence of socially proximate relationships with the firms' immediate surroundings, based on similarity and a sense of belonging, which push deeply rooted family firms to treat their employees as salient stakeholders during hard times. Overall, our study stresses the importance of local roots in moderating the relationship between family firms and downsizing. [ABSTRACT FROM AUTHOR]

BACKGROUND: Mechanical insufflation-exsufflation (MI-E) has been proposed as a potential strategy to generate high expiratory flows and simulate cough in the critically ill. However, efficacy and safety of MI-E during invasive mechanical ventilation are still to be fully elucidated. This study in intubated and mechanically ventilated pigs aimed to evaluate the effects of 8 combinations of insufflation-exsufflation pressures during MI-E on mucus displacement, respiratory flows, as well as respiratory mechanics and hemodynamics. METHODS: Six healthy Landrace-Large White female pigs were orotracheally intubated, anesthetized, and invasively ventilated for up to 72 h. Eight combinations of insufflation-exsufflation pressures (+40/-40, +40/-50, +40/-60, +40/-70, +50/-40, +50/-50, +50/-60, +50/-70 cm H2O) were applied in a randomized order. The MI-E device was set to automatic mode, medium inspiratory flow, and an inspiratory-expiratory time 3 and 2 s, respectively, with a 1-s pause between cycles. We performed 4 series of 5 insufflation-exsufflation cycles for each combination of pressures. Velocity and direction of movement of a mucus simulant containing radio-opaque markers were assessed through sequential lateral fluoroscopic images of the trachea. We also evaluated respiratory flows, respiratory mechanics, and hemodynamics before, during, and after each combination of pressures. RESULTS: In 3 of the animals, experiments were conducted twice; and for the remaining 3, they were conducted once. In comparison to baseline mucus movement (2.85 ± 2.06 mm/min), all insufflation-exsufflation pressure combinations significantly increased mucus velocity (P = .01). Particularly, +40/-70 cm H2O was the most effective combination, increasing mucus movement velocity by up to 4.8-fold (P < .001). Insufflation pressure of +50 cm H2O resulted in higher peak inspiratory flows (P = .004) and inspiratory transpulmonary pressure (P < .001) than +40 cm H2O. CONCLUSIONS: MI-E appeared to be an efficient strategy to improve mucus displacement during invasive ventilation, particularly when set at +40/-70 cm H2O. No safety concerns were identified although a transient significant increase of transpulmonary pressure was observed. [ABSTRACT FROM AUTHOR]

Simple Summary: The risk of developing colorectal cancer (CRC) is partially associated with genetics. Different studies have provided valuable genetic information to understand the biology behind CRC and to build models of genetic risk. However, the study of the applicability of such genetic information within the Basque population is limited. Thus, our objectives were to find out if the genetic variants associated with CRC in other populations are the same in the Basque population and to assess the performance of the use of genetic information to calculate the risk of developing CRC. We found that the available genetic information can be applied to the Basque population, although local genetic variation can affect its use. Our findings will help to refine the use of CRC genetic risk calculation in the Basque population, and we expect that our findings could be useful for other populations. Although the genetic contribution to colorectal cancer (CRC) has been studied in various populations, studies on the applicability of available genetic information in the Basque population are scarce. In total, 835 CRC cases and 940 controls from the Basque population were genotyped and genome-wide association studies were carried out. Mendelian Randomization analyses were used to discover the effect of modifiable risk factors and microbiota on CRC. In total, 25 polygenic risk score models were evaluated to assess their performance in CRC risk calculation. Moreover, 492 inflammatory bowel disease cases were used to assess whether that genetic information would not confuse both conditions. Five suggestive (p < 5 × 10−6) loci were associated with CRC risk, where genes previously associated with CRC were located (e.g., ABCA12, ATIC or ERBB4). Moreover, the analyses of CRC locations detected additional genes consistent with the biology of CRC. The possible contribution of cholesterol, BMI, Firmicutes and Cyanobacteria to CRC risk was detected by Mendelian Randomization. Finally, although polygenic risk score models showed variable performance, the best model performed correctly regardless of the location and did not misclassify inflammatory bowel disease cases. Our results are consistent with CRC biology and genetic risk models and could be applied to assess CRC risk in the Basque population. [ABSTRACT FROM AUTHOR]

This study examines the influence of external sources of knowledge on innovation in a sample of Spanish manufacturing firms during the period 2002–2015. By differentiating firms according to their family status, our results reveal that the probability of engaging in product and process innovations is higher for family-managed firms involved in R&D cooperation with a varied group of partners. Additionally, our findings provide support for the role of R&D-oriented family-managed firms in easing the flow of knowledge and information for innovation at regional level (i.e. family firm-led knowledge spillovers). Because of their unique social capital and embeddedness in the local setting, family-managed firms contribute to creating a favourable regional environment for innovation for all co-located firms. However, this result holds only when the geographical concentration of R&D-oriented family-managed firms is coupled with technological proximity. Theoretical, policy and managerial implications are discussed. [ABSTRACT FROM AUTHOR]

Inflammatory bowel disease (IBD) is characterised by chronic inflammation of the gastrointestinal tract. Although its aetiology remains unknown, environmental and genetic factors are involved in its development. Regarding genetics, more than 200 loci have been associated with IBD but the transferability of those signals to the Basque population living in Northern Spain, a population with distinctive genetic background, remains unknown. We have analysed 5,411,568 SNPs in 498 IBD cases and 935 controls from the Basque population. We found 33 suggestive loci (p < 5 × 10−6) in IBD and its subtypes, namely Crohn's Disease (CD) and Ulcerative Colitis (UC), detecting a genome-wide significant locus located in HLA region in patients with UC. Those loci contain previously associated genes with IBD (IL23R, JAK2 or HLA genes) and new genes that could be involved in its development (AGT, BZW2 or FSTL1). The overall genetic correlation between European populations and Basque population was high in IBD and CD, while in UC was lower. Finally, the use of genetic risk scores based on previous GWAS findings reached area under the curves > 0.68. In conclusion, we report on the genetic architecture of IBD in the Basque population, and explore the performance of European-descent genetic risk scores in this population. [ABSTRACT FROM AUTHOR]

By combining arguments from regional economics and family business research, the aim of this article is to test the relationships among local export spillovers, management characteristics, and export propensity on a large sample of Spanish manufacturing firms over the 2003–2015 period. We find that family-managed firms, compared to their non-family counterparts, benefit more from being located in regions with a high density of exporters. Because of their firm-specific social capital and strong embeddedness in local networks, family-managed firms are better positioned to leverage the spatially bounded flow of knowledge and information in these regions, resulting in a higher likelihood to export than non-family firms. Additionally, our results show that the knowledge spillover effect is stronger for small and low-tech family firms' export propensity. [ABSTRACT FROM AUTHOR]

The purpose of the present work is to rethink, in the university context, the concept of genius, related to the high intellectual abilities associated with intelligence; also, to connect the idea of entrepreneurial competences, such as leadership or social commitment. The hypothesis is that a university genius is defined by his high creative abilities and, in particular, entrepreneurial ones. From the methodological point of view, the recommendations of the National Association for Gifted Children were followed, and evidence collection was based on such practices, using the results obtained by two studies: the first one with professors and postgraduate students (from Argentina and Spain, from hard and soft sciences) who responded to a conceptual questionnaire, previously validated, in order to delineate common minimum denominators of geniuses. The other one comes from analyzing the results of an acceleration program of entrepreneurial competence with undergraduate students. Combining both data resulted in the need to think in an educational proposal (itinerary) with trajectories of excellence. One during the Degree level, with pilot training activities (in entrepreneurial competence), experimenting on a small scale; and the other in the Postgraduate level, encouraging them to be architects of their "routes", allowing them to self employ and to become agents of socio-community change. [ABSTRACT FROM AUTHOR]

Subway systems worldwide transport more than 100 million people daily; therefore, air quality on station platforms and inside trains is an important urban air pollution issue. We examined the microbiological composition and abundance in space and time of bioaerosols collected in the Barcelona subway system during a cold period. Quantitative PCR was used to quantify total bacteria, Aspergillus fumigatus, influenza A and B, and rhinoviruses. Multitag 454 pyrosequencing of the 16S rRNA gene was used to assess bacterial community composition and biodiversity. The results showed low bioaerosol concentrations regarding the targeted microorganisms, although the bacterial bioburden was rather high (104 bacteria/m3). Airborne bacterial communities presented a high degree of overlap among the different subway environments sampled (inside trains, platforms, and lobbies) and were dominated by a few widespread taxa, with Methylobacterium being the most abundant genus. Human-related microbiota in sequence dataset and ascribed to potentially pathogenic bacteria were found in low proportion (maximum values below 2% of sequence readings) and evenly detected. Hence, no important biological exposure marker was detected in any of the sampled environments. Overall, we found that commuters are not the main source of bioaerosols in the Barcelona subway system. [ABSTRACT FROM AUTHOR]

BACKGROUND: A few studies have reported associations between traffic-related air pollution exposure at schools and cognitive development. The role of PM components or sources other than traffic on cognitive development has been little explored. OBJECTIVES: We aimed to explore the role of PM sources in school air on cognitive development. METHODS: A cohort of 2,618 schoolchildren (average age, 8.5 years) belonging to 39 schools in Barcelona (Spain) was followed up for a year. Children completed computerized tests assessing working memory, superior working memory, and inattentiveness during four visits. Particulate matter ≤ 2.5 μm (PM[sub 2.5]) was measured during two 1-week campaigns in each school, both outdoors and in the classroom. Source apportionment resulted in nine sources: mineral, organic/textile/chalk, traffic, secondary sulfate and organics, secondary nitrate, road dust, metallurgy, sea spray, and heavy oil combustion. Differences in cognitive growth trajectories were assessed with mixed models with age-by-source interaction terms. RESULTS: An interquartile range increase in indoor traffic-related PM2 5 was associated with reductions in cognitive growth equivalent to 22% (95% CI: 2%, 42%) of the annual change in working memory, 30% (95% CI: 6%, 54%) of the annual change in superior working memory, and 11% (95% CI: 0%, 22%) of the annual change in the inattentiveness scale. None of the other PM[sub 2.5] sources was associated with adverse effects on cognitive development. CONCLUSIONS: Traffic was the only source of fine particles associated with a reduction in cognitive development. Reducing air pollution from traffic at primary schools may result in beneficial effects on cognition. CITATION: Basagafia X, Esnaola M, Rivas I, Amato F, Alvarez-Pedrerol M, Forns J, Lôpez-Vicente M, Pujol J, Nieuwenhuijsen M, Querol X, Sunyer J. 2016. Neurodevelopmental deceleration by urban fine particles from different emission sources: a longitudinal observational study. Environ Health Perspect 124:1630-1636; http://dx.doi.org/10.1289/EHP209 [ABSTRACT FROM AUTHOR]

This paper presents the summary of the key objectives, instrumentation and logistic details, goals, and initial scientific findings of the European Marie Curie Action SAPUSS project carried out in the western Mediterranean Basin (WMB) during September-October in autumn 2010. The key SAPUSS objective is to deduce aerosol source characteristics and to understand the atmospheric processes responsible for their generations and transformations - both horizontally and vertically in the Mediterranean urban environment. In order to achieve so, the unique approach of SAPUSS is the concurrent measurements of aerosols with multiple techniques occurring simultaneously in six monitoring sites around the city of Barcelona (NE Spain): a main road traffic site, two urban background sites, a regional background site and two urban tower sites (150m and 545m above sea level, 150m and 80m above ground, respectively). SAPUSS allows us to advance our knowledge sensibly of the atmospheric chemistry and physics of the urban Mediterranean environment. This is well achieved only because of both the three dimensional spatial scale and the high sampling time resolution used. During SAPUSS different meteorological regimes were encountered, including warm Saharan, cold Atlantic, wet European and stagnant regional ones. The different meteorology of such regimes is herein described. Additionally, we report the trends of the parameters regulated by air quality purposes (both gaseous and aerosol mass concentrations); and we also compare the six monitoring sites. High levels of traffic-related gaseous pollutants were measured at the urban ground level monitoring sites, whereas layers of tropospheric ozone were recorded at tower levels. Particularly, tower level night-time average ozone concentrations (80±25 µgm-3) were up to double compared to ground level ones. The examination of the vertical profiles clearly shows the predominant influence of NOx on ozone concentrations, and a source of ozone aloft. Analysis of the particulate matter (PM) mass concentrations shows an enhancement of coarse particles (PM2.5-10) at the urban ground level (+64 %, average 11.7 µgm-3) but of fine ones (PM1) at urban tower level (+28 %, average 14.4 µgm-3). These results show complex dynamics of the size-resolved PM mass at both horizontal and vertical levels of the study area. Preliminary modelling findings reveal an underestimation of the fine accumulation aerosols. In summary, this paper lays the foundation of SAPUSS, an integrated study of relevance to many other similar urban Mediterranean coastal environment sites. [ABSTRACT FROM AUTHOR]

Hourly-resolved aerosol chemical speciation data can be a highly powerful tool to determine the source origin of atmospheric pollutants in urban environments. Aerosol mass concentrations of seventeen elements (Na, Mg, Al, S, Cl, K, Ca, Ti, V, Cr, Mn, Fe, Ni, Cu, Zn, Sr and Pb) were obtained by time (1 h) and size (PM2.5 particulate matter < 2.5 µm) resolved aerosol samples analysed by Particle Induced X-ray Emission (PIXE) measurements. In the Marie Curie European Union framework of SAPUSS (Solving Aerosol Problems by Using Synergistic Strategies), the approach used is the simultaneous sampling at two monitoring sites in Barcelona (Spain) during September-October 2010: an urban background site (UB) and a street canyon traffic road site (RS). Elements related to primary nonexhaust traffic emission (Fe, Cu), dust resuspension (Ca) and anthropogenic Cl were found enhanced at the RS, whereas industrial related trace metals (Zn, Pb, Mn) were found at higher concentrations at the more ventilated UB site. When receptor modelling was performed with positive matrix factorization (PMF), nine different aerosol sources were identified at both sites: three types of regional aerosols (regional sulphate (S) - 27 %, biomass burning (K) - 5 %, sea salt (Na- Mg) - 17 %), three types of dust aerosols (soil dust (Al-Ti) - 17 %, urban crustal dust (Ca) - 6 %, and primary traffic non-exhaust brake dust (Fe-Cu) - 7 %), and three types of industrial aerosol plumes-like events (shipping oil combustion (V-Ni) - 17 %, industrial smelters (Zn-Mn) - 3 %, and industrial combustion (Pb-Cl) - 5 %, percentages presented are average source contributions to the total elemental mass measured). The validity of the PMF solution of the PIXE data is supported by very good correlations with external single particle mass spectrometry measurements. Some important conclusions can be drawn about the PM2.5 mass fraction simultaneously measured at the UB and RS sites: (1) the regional aerosol sources impact both monitoring sites at similar concentrations regardless their different ventilation conditions; (2) by contrast, local industrial aerosol plumes associated with shipping oil combustion and smelters activities have a higher impact on the more ventilated UB site; (3) a unique source of Pb-Cl (associated with combustion emissions) is found to be the major (82 %) source of fine Cl in the urban agglomerate; (4) the mean diurnal variation of PM2.5 primary traffic non-exhaust brake dust (Fe-Cu) suggests that this source is mainly emitted and not resuspended, whereas PM2.5 urban dust (Ca) is found mainly resuspended by both traffic vortex and sea breeze; (5) urban dust (Ca) is found the aerosol source most affected by land wetness, reduced by a factor of eight during rainy days and suggesting that wet roads may be a solution for reducing urban dust concentrations. [ABSTRACT FROM AUTHOR]

Abstract: In spite of the high air quality and health relevance of PM emissions from road dust resuspension in large cities, very little is known on their temporal variability, severely hampering a reliable description of population exposure by dispersion models. We have experimentally monitored the mobile dust load (only inhalable fraction) in two different European urban environments resulting in the first empirical description of the temporal variation of road dust emission strength. In Central (The Netherlands) and Southern (Spain) European environments the loadings of mobile road dust particles <10 μm were found to be generally constant on a day-to-day scale, except during and in the hours immediately after rain events when the mobility of particles drops dramatically to values close to zero. After the rain event the mobile dust load increases exponentially tending to reach again the maximum value, result of the equilibrium between mobilization/buildup of dust and moistening/resuspension processes. The mobilization/buildup of particles smaller than 10 μm was found to be three times faster in Barcelona than in Utrecht, in relation to higher solar radiation. In Barcelona the recovery of mobile road dust reached 50%, 75%, and 90% of the maximum value after 8, 16 and 27 h, respectively. These values were independent of amounts of rain. In Utrecht the same thresholds were reached after, 28, 55 and 90 h, respectively. Our observations may suggest that, for reducing road dust emissions, light but frequent moistening of roads might be more effective than intensive occasional cleanings. [Copyright &y& Elsevier]

Real-time measurements of ambient concentrations of gas-phase ammonia (NH3) were performed in Barcelona (NE Spain) in summer between May and September 2011. Two measurement sites were selected: one in an urban background traffic-influenced area (UB) and the other in the historical city centre (CC). Levels of NH3were higher at CC (5.6 ± 2.1 µg m- or 7.5 ± 2.8 ppbv) compared with UB (2.2 ± 1.0 µg m- or 2.9 ± 1.3 ppbv). This difference is attributed to the contribution from non-traffic sources such as waste containers, sewage systems, humans and open markets more dense in the densely populated historical city centre. Under high temperatures in summer these sources had the potential to increase the ambient levels of NH3well above the urban-background-traffic-influenced UB measurement station. Measurements were used to assess major local emissions, sinks and diurnal evolution of NH3. The measured levels of NH, especially high in the old city, may contribute to the high mean annual concentrations of secondary sulfate and nitrate measured in Barcelona compared with other cities in Spain affected by high traffic intensity. Ancillary measurements, including PM10, PM2.5, PM1 levels (Particulate Matter with aerodynamic diameter smaller than 10 µm, 2.5 µm, and 1 µm), gases and black carbon concentrations and meteorological data, were performed during the measurement campaign. The analysis of specific periods (3 special cases) during the campaign revealed that road traffic was a significant source of NH3. However, its effect was more evident at UB compared with CC where it was masked given the high levels of NH3from non-traffic sources measured in the old city. The relationship between Due to image rights restrictions, multiple line equation(s) cannot be graphically displayed. daily concentrations and gas-fraction ammonia (NH3/(Due to image rights restrictions, multiple line equation(s) cannot be graphically displayed.) revealed that the gas-to-particle phase partitioning (volatilization or ammonium salts formation) also played an important role in the evolution of NH3concentration in summer in Barcelona. [ABSTRACT FROM AUTHOR]

Urban aerosol samples collected in Barcelona between 2008 and 2009 were toxicologically characterised by means of two complementary methodologies allowing evaluation of their Reactive Oxidative Stress (ROS)-generating capacity: the plasmid scission assay (PSA) and the dichlorodihydrofluorescin assay (DCFH). The PSA determined the PM dose able to damage 50% of a plasmid DNA molecule (TD50 values), an indication of the ability of the sample to exert potential oxidative stress, most likely by formation of ·OH. This toxicity indicator did not show dependency on different air mass origins (African dust, Atlantic advection), indicating that local pollutant sources within or near the city are most likely to be mainly responsible for PM health effect variations. The average TD50 values show PM2.5–0.1 samples to be more toxic than the PM10–2.5 fraction, with doses similar to those reported in previous studies in polluted urban areas. In addition, the samples were also evaluated using the oxidant-sensitive probe DCFH confirming the positive association between the amount of DNA damage and the generation of reactive oxidant species capable of inducing DNA strand break. Results provided by the PSA were compared with those from two other different methodologies to evaluate human health risk: (1) the toxicity of particulate PAHs expressed as the calculated toxicity equivalent of benzo[a]pyrene (BaPteq) after application of the EPA toxicity factors, and (2) the cancer risk assessment of the different PM sources detected in Barcelona with the receptor model Positive Matrix Factorisation (PMF) and the computer programme Multilinear Engine 2 (ME-2) using the organic and inorganic chemical compositions of particles. No positive associations were found between PSA and the toxicity of PAHs, probably due to the inefficiency of water in extracting organic compounds. On the other hand, the sum of cancer risk estimates calculated for each of the selected days for the PSA was found to correlate with TD50 values in the fine fraction, with fuel oil combustion and industrial emissions therefore being most implicated in negative health effects. Further studies are necessary to determine whether toxicity is related to PM chemical composition and sources, or rather to its size distribution. [Copyright &y& Elsevier]

BACKGROUND: Dozens of studies link acute exposure to particulate matter (PM) air pollution with premature mortality and morbidity, but questions remain about which species and sources in the vast PM mixture are responsible for the observed health effects. Although a few studies exist on the effects of species and sources in U.S. cities, European cities.which have a higher proportion of diesel engines and denser urban populations.have not been well characterized. Information on the effects of specific sources could aid in targeting pollution control and in articulating the biological mechanisms of PM. OBJECTIVES: Our study examined the effects of various PM sources on daily mortality for 2003 through 2007 in Barcelona, a densely populated city in the northeast corner of Spain. METHODS: Source apportionment for PM ≤2.5 μm and ≤10 m in aerodynamic diameter (PM2.5 and PM10) using positive matrix factorization identified eight different factors. Case-crossover regression analysis was used to estimate the effects of each factor. RESULTS: Several sources of PM2.5, including vehicle exhaust, fuel oil combustion, secondary nitrate/organics, minerals, secondary sulfate/organics, and road dust, had statistically significant associations (p <.0.05) with all-cause and cardiovascular mortality. Also, in some cases relative risks for a respective interquartile range increase in concentration were higher for specific sources than for total PM2.5 mass. CONCLUSIONS: These results along with those from our multisource models suggest that traffic, sulfate from shipping and long-range transport, and construction dust are important contributors to the adverse health effects linked to PM. [ABSTRACT FROM AUTHOR]

We present results from the international field campaign DAURE (Determination of the sources of atmospheric Aerosols in Urban and Rural Environments in the Western Mediterranean), with the objective of apportioning the sources of fine carbonaceous aerosols. Submicron fine particulate matter (PM1) samples were collected during February--March 2009 and July 2009 at an urban background site in Barcelona (BCN) and at a forested regional background site in Montseny (MSY). We present radiocarbon (14C) analysis for elemental and organic carbon (EC and OC) and source apportionment for these data. We combine the results with those from component analysis of aerosol mass spectrometer (AMS) measurements, and compare to levoglucosan-based estimates of biomass burning OC, source apportionment of filter data with inorganic composition + EC + OC, submicron bulk potassium (K) concentrations, and gaseous acetonitrile concentrations. At BCN, 87% and 91% of the EC on average, in winter and summer, respectively, had a fossil origin, whereas at MSY these fractions were 66% and 79 %. The contribution of fossil sources to organic carbon (OC) at BCN was 40% and 48 %, in winter and summer, respectively, and 31% and 25% at MSY. The combination of results obtained using the 14C technique, AMS data, and the correlations between fossil OC and fossil EC imply that the fossil OC at Barcelona is ~47% primary whereas at MSY the fossil OC is mainly secondary (~85 %). Day-to-day variation in total carbonaceous aerosol loading and the relative contributions of different sources predominantly depended on the meteorological transport conditions. The estimated biogenic secondary OC at MSY only increased by ~40% compared to the order-of-magnitude increase observed for biogenic volatile organic compounds (VOCs) between winter and summer, which highlights the uncertainties in the estimation of that component. Biomass burning contributions estimated using the 14C technique ranged from similar to slightly higher than when estimated using other techniques, and the different estimations were highly or moderately correlated. Differences can be explained by the contribution of secondary organic matter (not included in the primary biomass burning source estimates), and/or by an overestimation of the biomass burning OC contribution by the 14C technique if the estimated biomass burning EC/OC ratio used for the calculations is too high for this region. Acetonitrile concentrations correlate well with the biomass burning EC determined by 14C. K is a noisy tracer for biomass burning. [ABSTRACT FROM AUTHOR]

Size and time-resolved roadside enrichments of atmospheric particulate pollutants in PM 10 were detected and quantified in a Mediterranean urban environment (Barcelona, Spain). Simultaneous data from one urban background (UB), one traffic (T) and one heavy traffic (HT) location were analysed, and roadside PM 10 enrichments (RE) in a number of elements arising from vehicular emissions were calculated. Tracers of primary traffic emissions (EC, Fe, Ba, Cu, Sb, Cr, Sn) showed the largest REs (>70%). Other traffic tracers (Zr, Cd) showed lower but still consistent REs (25--40%), similar to those obtained for mineral matter resulting from road dust resuspension (Ca, La, Ce, Ti, Ga, Sr, 30--40%). The sum of primary and secondary organic carbon showed a RE of 41%, with contributions of secondary OC (SOC) to total OC ranging from 46% at the HT site, 63% at the T site, and 78% in the UB. Finally, other trace elements (As, Co, Bi) showed unexpected but consistent roadside enrichments (23% up to 69%), suggesting a link to traffic emissions even though the emission process is unclear. Hourly-resolved PM speciation data proved to be a highly resourceful tool to determine the source origin of atmospheric pollutants in urban environments. At the HT site, up to 62% of fine Mn was attributable to industrial plumes, whereas coarse Mn levels were mainly attributed to traffic. Similarly, even though Zn showed on average no roadside enrichment and thus was classified as industrial, the hourly-resolved data proved that at least 15% of coarse Zn may be attributed to road traffic emissions. In addition, our results indicate that secondary nitrate formation occurs within the city-scale, even in the absence of long atmospheric residence times or long-range atmospheric transport processes. Characteristic tracer ratios of road traffic emissions were identified: Cu/Sb = 6.8--8.0, Cu/Sn = 4.7--5.4 and Sn/Sb = 1.5. [ABSTRACT FROM AUTHOR]

Background: The impact of shipping emissions on urban agglomerations close to major ports and vessel routes is probably one of the lesser understood aspects of anthropogenic air pollution. Little research has been done providing a satisfactory comprehension of the relationship between primary pollutant emissions, secondary aerosols formation and resulting air quality. Materials and methods: In this study, multi-year (2003-2007) ambient speciated PM and PM data collected at four strategic sampling locations around the Bay of Algeciras (southern Spain), and positive matrix factorisation model were used to identify major PM sources with particular attention paid to the quantification of total shipping emissions. The impact of the emissions from both the harbour of Algeciras and vessel traffic at the Western entrance of Mediterranean Sea (Strait of Gibraltar) were quantified. Ambient levels of V, Ni, La and Ce were used as markers to estimate PM emitted by shipping. Results and discussion: Shipping emissions were characterised by La/Ce ratios between 0.6 and 0.8 and V/Ni ratios around 3 for both PM and PM. In contrast, elevated La/Ce values (1-5) are attributable to emissions from refinery zeolitic fluid catalytic converter plant, and low average V/Ni values (around 1) result mainly from contamination from stainless steel plant emissions. The direct contribution from shipping in the Bay of Algeciras was estimated at 1.4-2.6 μg PM/m (3-7%) and 1.2-2.3 μg PM/m (5-10%). The total contribution from shipping (primary emissions + secondary sulphate aerosol formation) reached 4.7 μg PM/m (13%) and 4.1 μg PM/m (17%). [ABSTRACT FROM AUTHOR]

Abstract: Compliance with air quality standards requires control of source emissions: fine exhaust particles are already subject to regulation but vehicle fleets increase whilst the non-exhaust emissions are totally uncontrolled. Emission inventories are scarce despite their suitability for researchers and regulating agencies for managing air quality and PM reduction measures. Only few countries in Europe proposed street cleaning as a possible control measure, but its effectiveness is still far to be determined. This study offers first estimates of Real-world Emission Factors for PM10 and brake-wear elements and the effect on PM10 concentrations induced by intense street cleaning trials. A straightforward campaign was carried out in the city of Barcelona with hourly elemental composition of fine and coarse PM to detect any short-term effect of street cleaning on specific tracers of non-exhaust emissions. Samples were analyzed by Particle Induced X-Ray Emission. Real-world Emission Factor for PM10 averaged for the local fleet resulted to be 97mgveh−1 km−1. When compared to other European studies, our EF resulted higher than what found in UK, Germany, Switzerland and Austria but lower than Scandinavian countries. For brake-related elements, total EFs were estimated, accounting for the sum of direct and resuspension emissions, in 7400, 486, 106 and 86μgveh−1 km−1, respectively for Fe, Cu, Sn and Sb. In PM2.5Fe and Cu emission factors were respectively 4884 and 306μgveh−1 km−1. Intense street cleaning trials evidenced a PM10 reduction at kerbside of 3μgm−3 (mean daily levels of 54μgm−3), with respect to reference stations. It is important to remark that such benefit could only be detected in small time-integration periods (12:00–18:00) since in daily values this benefit was not noticed. Hourly PM elemental monitoring allowed the identification of mineral and brake-related metallic particles as those responsible of the PM10 reduction. [Copyright &y& Elsevier]

Despite the increase of commercial shipping around the world, data are yet relatively scarce on the contribution of these emissions to ambient air particulates. One of the reasons is the complexity in the detection and estimation of shipping contributions to ambient particulates in harbor and urban environments, given the similarity with tracers of other combustion sources. This study aimed to identify specific tracers of shipping emissions in a Mediterranean city with an important harbor (Melilla, Spain). Results showed that, for 24 h PM10 and PM2.5 samples, valid tracers of commercial shipping emissions were ratios of V/Ni = 4-5 and V/EC < 2, whereas V/EC > 8 excluded the influence of shipping emissions. Other ratios (V/ S, La/Ce, Zn/Ni, Pb/Zn, OC/EC) and tracers (Pb, Zn) were also tested but did not correlate with this source. Due to the changing composition of diesel fuels, tracers in the Mediterranean Sea may not be representative in other regions of the world and vice versa. The contribution of shipping emissions to ambient particulate matter (PM) urban background levels was quantified by positive matrix factorization (PMF), resulting in 2% and 4% of mean annual PM10 levels (0.8 μg/m3 primary particles and 1.7 μg/m3 secondary particles, with 20% uncertainty) and 14% of mean annual PM2.5 levels (2.6 μg/m3). [ABSTRACT FROM AUTHOR]

Abstract: Despite their burden in urban particulate air pollution, road traffic non-exhaust emissions are often uncontrolled and information about the effectiveness of mitigation measures on paved roads is still scarce. The present study is aimed to evaluate the effectiveness of mechanical sweeping/water flushing treatments in mitigating urban road dust resuspension and to quantify the real benefit in terms of ambient PM10 concentrations. To this aim a specific campaign was carried out in a heavily trafficked central road of Barcelona (Spain), a Mediterranean city suffering from a traffic-related pollution, both for a high car density and a frequent lack of precipitation. Several street washings were performed by means of mechanical sweepers and pressure water during night in all traffic lanes and sidewalks. PM10 levels were simultaneously compared with four reference urban background air quality stations to interpret any meteorological variability. At the downwind measurement site, PM10 concentrations registered a mean daily decrease of 8.8μgm−3 during the 24h after street washing treatments. However 3.7–4.9μgm−3 of such decrease were due to the meteorological variability detected at the upwind site, as well as at two of the reference sites. This reveals that an effective decrease of 4–5μgm−3 (7–10%) can be related to street washing efficiency. Mitigation of road dust resuspension was confirmed by investigating the chemical composition of airborne-PM10 filters. Concentrations of Cu, Sb, Fe and mineral matter decrease significantly with respect to concentrations of elemental carbon, used as tracer for exhaust diesel emissions. High efficiency of street washing in reducing road dust loads was found by performing periodic samplings both on the treated and the untreated areas. [Copyright &y& Elsevier]

Recent research interest has been focused on road dust resuspension as one of the major sources of atmospheric particulate matter in an urban environment. Given the dearth of studies on the variability of the PM10 fraction of road deposited sediments, our understanding of the main factors controlling this pollutant is incomplete. In the present study a new sampling methodology was devised and applied to collect PM10 deposited mass from 1m2 of road pavement. PM10 road dust fraction was sampled directly from active traffic lanes at 23 sampling sites during a campaign in Barcelona (Spain) in June 2007. The aim of the study was to gain more insight into the variability of mass and chemistry of road dust in different urban environments, such as the city centre, ring roads, and locations nearby demolition/construction sites. The city centre showed values of PM10 road dust within a range of 3–23mgm−2, whereas levels reached 24–80mgm−2 in locations affected by transport of uncovered heavy trucks. The largest dust loads were measured in the proximity of demolition/construction sites and the harbor entry with values up to 328mgm−2. The city centre road dust profiles (%) were enriched in OC, EC, Fe, S, Cu, Zn, Mn, Cr, Sb, Sn, Mo, Zr, Hf, Ge, Ba, Pb, Bi, SO4 2−, NO3 −, Cl− and NH4 +, but several crustal components such as Ca, Ti, Na, and Mg were also considerably concentrated. Locations affected by construction and demolition activities had high levels of crustal components such as Ca, Li, Sc, Sr, Rb and also As whereas ring roads, characterized by a higher load of uncovered heavy trucks showed an intermediate composition. Levels of PM10 components per area were also evaluated to quantify the resuspendable amount of each element from 1m2. In the inner city environment mean values of 1363μgCam−2, 816μgOCm−2, 239μgECm−2, 13μgCum−2, 12μgZnm−2, 1.9μgSbm−2 and 2.0μgPbm−2, in PM10 in all cases, were registered. Moreover the deposited PM load at demolition/construction sites acts as a reservoir or trap for traffic-related particles, which gives rise to large amounts of hazardous pollutants, available for resuspension. [Copyright &y& Elsevier]

Abstract: The primary aim of this study was to quantify the contribution of road dust to airborne particulate matter (PM10) and evaluate the effects of street washing on the mitigation of resuspension. With this purpose an intensive campaign was carried out in a heavily trafficked central road of Madrid (Spain) including PM10 sampling and chemical analysis. PM10 daily levels during dry, unwashed conditions were 2–15% higher than those present during the day after nightly street washing. However, this reduction is lower than the standard deviation of the PM10 measurements. The diurnal variation of PM10 revealed that a reduction in PM10 was noticeable only during the morning hours. The emission sources for the urban area of Madrid were resolved by means of a receptor model, Positive Matrix Factorization, PMF. The results showed that the main sources were vehicle emissions, road dust, secondary aerosol including sulphate and nitrate, and soil. Vehicle emissions and road dust were the major contributor to PM10 particle mass with similar average contributions of 31% and 29% respectively. The effect of street washing was also evaluated by examining the daily variation of the road dust source contribution between days with and without street washing. The mass contribution from the road dust source was ∼2 μg m−3 lower during the days that street washing was implemented with this corresponding to a reduction of 15% of its mass contribution during the days that the road surface was left untreated. [Copyright &y& Elsevier]

Vehicle interior air quality (VIAQ) was investigated inside 14 diesel/non-diesel taxi pairs operating simultaneously and under normal working conditions over six weekday hours (10.00–16.00) in the city of Barcelona, Spain. Parameters measured included PM 10 mass and inorganic chemistry, ultrafine particle number (N) and size, lung surface deposited area (LDSA), black carbon (BC), CO 2 , CO, and a range of volatile organic compounds (VOCs). Most taxi drivers elected to drive with windows open, thus keeping levels of CO 2 and internally-generated VOCs low but exposing them to high levels of traffic-related air pollutants entering from outside and confirming that air exchange rates are the dominant influence on VIAQ. Median values of N and LDSA (both sensitive markers of VIAQ fluctuations and likely health effects) were reduced to around 104 #/cm3 and < 20 µm2/cm3 respectively under closed conditions, but more than doubled with windows open and sometimes approached 105 #/cm3 and 240 µm2/cm3. In exceptional traffic conditions, transient pollution peaks caused by outside infiltration exceeded N = 106 #/cm3 and LDSA= 1000 µm2/cm3. Indications of self-pollution were implicated by higher BC and CO levels, and larger UFP sizes, measured inside diesel taxis as compared to their non-diesel pair, and the highest concentrations of CO (>2 ppm) were commonly associated with older, high-km diesel taxis. Median PM 10 concentrations (67 µg/m3) were treble those of urban background, mainly due to increased levels of organic and elemental carbon, with source apportionment calculations identifying the main pollutants as vehicle exhaust and non-exhaust particles. Enhancements in PM 10 concentrations of Cr, Cu, Sn, Sb, and a "High Field Strength Element" zircon-related group characterised by Zr, Hf, Nb, Y and U, are attributed mainly to the presence of brake-derived PM. Volatile organic compounds display a mixture which reflects the complexity of traffic-related organic carbon emissions infiltrating the taxi interior, with 2-methylbutane and n-pentane being the most abundant VOCs, followed by toluene, m-xylene, o-xylene, 1,2,4-trimethylbenzene, ethylbenzene, p-xylene, benzene, and 1,3,5-trimethylbenzene. Internally sourced VOCs included high monoterpene concentrations from an air freshener, and interior off-gassing may explain why the youngest taxi registered the highest content of alkanes and aromatic compounds. Carbon dioxide concentrations quickly climbed to undesirable levels (>2500 ppm) under closed ventilation conditions and could stay high for much of the working day. Taxi drivers face daily occupational exposure to traffic-related air pollutants and would benefit from a greater awareness of VIAQ issues, notably the use of ventilation, to encourage them to minimise possible health effects caused by their working environment. • Main PM 10 sources inside taxis are vehicle exhaust and non-exhaust (wear) particles. • PM 10 averaged 67 µg/m3 and enriched in Cr, Cu, Sn, Sb, Zr attributed to brake wear. • Self-pollution inside (especially older) diesel taxis raises BC, CO, and UFP size. • VOCs inside taxi dominated by 2-methylbutane, n-pentane and other exhaust emissions. • Intelligent use of taxi ventilation reduces infiltration and build-up of pollutants. [ABSTRACT FROM AUTHOR]

In highly industrialized areas, abating particulate matter (PM) is complex owing to the variety of emission sources with different chemical profiles that may mix in the atmosphere. Gijón—an industrial city in northern Spain—was selected as a case study to better understand the key emission sources and improve air quality in highly industrialized areas. Accordingly, the trends of various air quality indicators (PM10, PM2.5, SO 2 , NO 2 , and O 3) during the past decade (2010–2019) were analyzed. Additionally, the inorganic and organic PM10 compositions were analyzed for source apportionment studies and to assess the impact of COVID-19 restrictions on PM10 levels. The results revealed that over the past decade, PM10 concentrations decreased, whereas PM2.5 concentrations dominated by secondary inorganic aerosols (SIA) remained relatively constant. Notably, during the COVID-19 lockdown, the PM10 concentration increased by 9.1%, primarily owing to an increase in regional SIA (>65%) due to specific meteorological conditions that favor the formation of secondary PM from gaseous precursors. Overall, eight key PM10 sources were identified: "industrial fugitive PM resuspension" (FPM, 28% of mean PM10 concentration), "aged sea spray" (SSp, 16%), "secondary nitrate" (SN, 15%), "local diffuse source" (LPM, 12%), "solid fuel combustion" (SFC, 7.8%), "biomass burning" (BB, 7.4%), "secondary sulphate" (SSu, 6.0%), and "sinter" (SIN, 4.5%). The PM10 concentration in Gijón is significantly influenced by the integrated steel industry (FPM, SFC, and SIN; 41% of PM10) and fugitive primary PM emissions were the main source (FPM and LPM; 40%). To reduce PM10 and PM2.5 concentrations, industrial fugitive emissions, which are currently poorly regulated, and SIA precursors must be abated. This study provides a methodological approach that combines trend analysis, chemical speciation, and source apportionment for assessing pollution abatement strategies in industrialized areas with a complex mix of emission sources. [Display omitted] • Complex industrial areas complicate PM source apportionment due to diverse emissions. • Concentrations decreased for PM10 but not for PM2.5 during last decade in Gijón. • Reducing secondary aerosol precursors is critical to abate PM2.5 levels. • Fugitive PM emissions from steelworks constitute a significant PM10 source. • Secondary PM formation may have caused an increase in PM during the COVID-19 lockdown. [ABSTRACT FROM AUTHOR]

A novel on-board system was tested to characterize size-resolved particle number emission patterns under real-world driving conditions, running in a EURO4 diesel vehicle and in a typical urban circuit in Madrid (Spain). Emission profiles were determined as a function of driving conditions. Source apportionment by Positive Matrix Factorization (PMF) was carried out to interpret the real-world driving conditions. Three emission patterns were identified: (F1) cruise conditions, with medium-high speeds, contributing in this circuit with 60% of total particle number and a particle size distribution dominated by particles >52 nm and around 60 nm; (F2) transient conditions, stop-and-go conditions at medium-high speed, contributing with 25% of the particle number and mainly emitting particles in the nucleation mode; and (F3) creep-idle conditions, representing traffic congestion and frequent idling periods, contributing with 14% to the total particle number and with particles in the nucleation mode (<29.4 nm) and around 98 nm. We suggest potential approaches to reduce particle number emissions depending on particle size and driving conditions. Differences between real-world emission patterns and regulatory cycles (NEDC) are also presented, which evidence that detecting particle number emissions <40 nm is only possible under real-world driving conditions. [ABSTRACT FROM AUTHOR]

Abstract: Urban NH3 concentrations were mapped in Barcelona (Spain) by means of passive samplers (dosimeters). Average NH3 levels were 9.5 μg m−3 in summer and 4.4 μg m−3 in winter, higher than those reported in other urban background sites in Europe, this being especially notable in summer. During this season, values were significantly higher at urban background than at traffic sites, probably indicating the impact of emissions from biological sources, such as humans, sewage systems and garbage containers. Thus, the volatilization of NH3 from the aerosol phase seems to be significant enough during summer to dominate over traffic emissions. Conversely, in winter levels were higher at traffic sites, suggesting a contribution from vehicle emissions. Indeed, NH3 levels decreased by 55% with increasing distance (50 m) to the direct emissions from traffic. A significant correlation between NH3 concentrations averaged for the different districts of the city and the number of waste containers per hm2 was also obtained, highlighting the necessity for controlling and reducing the emissions from garbage collection systems. The urban topography of the Barcelona historical city centre, characterised by narrow streets with a high population density, seemed to exert a strong influence on NH3 levels, with levels reaching up to 30 μg m−3 as a consequence of limited dispersion and ventilation conditions. The impact of the sewage system emissions was also detected with an increase of levels when measuring immediately above the source, even though further studies are required to evaluate the relevance of these emissions. [Copyright &y& Elsevier]

Speciated coarse particulate matter (PM10) data obtained at three air quality monitoring sites in a highly industrialized area in Spain between 2002 and 2007 were analyzed for assessing source contribution of ambient particulate matter (PM). The source apportionment of PM in this area is an especially difficult task. There are industrial mineral dust emissions that need to be separately quantified from the natural sources of mineral PM. On the other hand, the diversity of industrial processes in the area results in a puzzling industrial emissions scenario. To solve this complex problem, a two-step methodology based on the possibilities of the Multilinear Engine was used. Application of positive matrix factorization to the dataset allowed the identification of nine factors relevant to the study area. This preliminary analysis permitted resolving two mineral factors. As a second step, a target rotation was implemented for transforming the mineral factors into experimentally characterized soil resuspension and industrial clay sources. In addition to improving the physical interpretation of these factors, the target rotation reduced the errors arising from the rotational freedom of the solution and the multicollinearity among sources. In this way, the main primary industrial emissions of PM in the zone were identified by this target factor analysis. A marked decrease was observed between 2002 and 2007 for the contributions of industrial sources coinciding with the implementation of mitigation measures in their processes. This study supports the utility of source apportionment methodologies for quantitatively evaluating the effectiveness of the abatement programs for air quality improvement. [ABSTRACT FROM AUTHOR]

Despite their significant role in source apportionment analysis, studies dedicated to the identification of tracer elements of emission sources of atmospheric particulate matter based on air quality data are relatively scarce. The studies describing tracer elements of specific sources currently available in the literature mostly focus on emissions from traffic or large-scale combustion processes (e.g. power plants), but not on specific industrial processes. Furthermore, marker elements are not usually determined at receptor sites, but during emission. In our study, trace element concentrations in PM10 and PM2.5 were determined at 33 monitoring stations in Spain throughout the period 1995–2006. Industrial emissions from different forms of metallurgy (steel, stainless steel, copper, zinc), ceramic and petrochemical industries were evaluated. Results obtained at sites with no significant industrial development allowed us to define usual concentration ranges for a number of trace elements in rural and urban background environments. At industrial and traffic hotspots, average trace metal concentrations were highest, exceeding rural background levels by even one order of magnitude in the cases of Cr, Mn, Cu, Zn, As, Sn, W, V, Ni, Cs and Pb. Steel production emissions were linked to high levels of Cr, Mn, Ni, Zn, Mo, Cd, Se and Sn (and probably Pb). Copper metallurgy areas showed high levels of As, Bi, Ga and Cu. Zinc metallurgy was characterised by high levels of Zn and Cd. Glazed ceramic production areas were linked to high levels of Zn, As, Se, Zr, Cs, Tl, Li, Co and Pb. High levels of Ni and V (in association) were tracers of petrochemical plants and/or fuel-oil combustion. At one site under the influence of heavy vessel traffic these elements could be considered tracers (although not exclusively) of shipping emissions. Levels of Zn–Ba and Cu–Sb were relatively high in urban areas when compared with industrialised regions due to tyre and brake abrasion, respectively. [Copyright &y& Elsevier]

George Orwell, fighter for the Republican Army during the Spanish Civil War, was shot through the throat by a sniper on 20th May 1937 and nearly killed. After receiving only a summary external treatment, on the 29th, he was cured in a Barcelona hospital where he was infected by the Koch bacillus. After fleeing from Spain on 23rd June 1937, he repaired to his cottage in Wallington, Hertfordshire, wherefrom he wrote a letter to Sergey Dynamov, Editor of Soviet journal "Foreign Literature." This typewritten letter was analyzed by application of five EVA strips (ethylene vinyl acetate studded with strong cation and anion and with C 8 and C 18 resins; four on the corners and one over his signature), searching for biological traces. Upon elution of the captured biologicals, trypsin digestion and Orbitrap Fusion trihybrid mass spectrometer analyses, three of the five strips yielded clear traces of six unique proteins (via proteotypic peptides) of the tuberculosis bacterium. Additionally, MALDI TOF analysis of saliva of a tuberculosis patient and the EVA strip eluates gave a spectrum of 14 peptide bands (Mr 2700 to 6700 Da range) coincident between the two samples, thus, fully confirming Orwell's pathology. These results are attributed to saliva traces on Orwell's fingertips and to the fact that the letter was written on 2nd July 1937, when Orwell's pathology was at its peak., (© 2020 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.)