The occurrence of African dust outbreaks over the whole Mediterranean Basin has been studied on an 11-yr period (2001–2011). In order to evaluate the impact of such mineral dust outbreaks on ambient concentrations of particulate matter, PM₁₀ data from regional and suburban background sites across the Mediterranean area were compiled. After identifying the daily influence of African dust, a methodology for the estimation of the natural dust contributions on daily PM₁₀ concentrations was applied. Our findings point out that African dust outbreaks are sensibly more frequent in southern sites across the Mediterranean, from 30 to 37% of the annual days, whereas they occur less than 20% of the annual days in northern sites. The central Mediterranean emerges as a transitional area, with slightly higher frequency of dust episodes in its lower extreme when compared to similar latitudinal positions in western and eastern sides of the Basin. A decreasing south to north gradient of African dust contribution to PM₁₀, driven by the latitudinal position of the monitoring sites at least 25° E westwards across the Basin, is patent across the Mediterranean. As a result of this, an experimental equation for the estimation of annual African dust contributions based on the latitudinal position was obtained. From 25° E eastwards, higher annual dust contributions are encountered due to the elevated annual occurrence of severe episodes of dust but also because of inputs from Negev and Middle Eastern deserts. The slightly higher frequency of African dust episodes observed over southern sites in the central Mediterranean Basin is compensated by its moderately lower intensity. Concerning seasonality patterns and intensity characteristics, a clear summer prevalence is observed in the western part, with low occurrence of severe episodes (daily dust averages over 100 μg m⁻³ in PM₁₀); no seasonal trend is detected in the central region, with moderate-intensity episodes; and significantly higher contributions are common in autumn-spring in the eastern side, with occurrence of various severe episodes throughout the year. Overall, African dust emerges as the largest PM₁₀ source in regional background southern sites of the Mediterranean (35–50% of PM₁₀), with seasonal peak contributions to PM₁₀ up to 80% of the total mass. The multi-year study of African dust episodes and their contributions to PM₁₀ concentrations reveals a consistent decreasing trend in the period 2006/2007 to 2011 in 4 of the 17 studied regions, all of them located in the NW of the Mediterranean. Such decrease is almost parallel to that of the NAO (North Atlantic Oscillation) index for the summer period, progressively more negative since 2006. Therefore, a sharp change in the atmospheric circulation over the last 5 yr (a similar negative NAO period occurred in the 1950 decade) have affected the number of African dust episodes and consequently the annual dust inputs to PM₁₀ observed in the NW part of the Mediterranean. By investigating mean temperatures and geopotential height maps at 850 hPa it is evident a displacement of warm air masses accomplishing African dust towards the central Mediterranean in the 2007–2008 biennium, and towards the NW African coast and the Canary Islands in the 2009–2011 triennium.

In many large cities of Europe standard air quality limit values of particulate matter (PM) are exceeded. Emissions from road traffic and biomass burning are frequently reported to be the major causes. As a consequence of these exceedances a large number of air quality plans, most of them focusing on traffic emissions reductions, have been implemented in the last decade. In spite of this implementation, a number of cities did not record a decrease of PM levels. Thus, is the efficiency of air quality plans overestimated? Do the road traffic emissions contribute less than expected to ambient air PM levels in urban areas? Or do we need a more specific metric to evaluate the impact of the above emissions on the levels of urban aerosols? This study shows the results of the interpretation of the 2009 variability of levels of PM, Black Carbon (BC), aerosol number concentration (N) and a number of gaseous pollutants in seven selected urban areas covering road traffic, urban background, urban-industrial, and urban-shipping environments from southern, central and northern Europe. The results showed that variations of PM and N levels do not always reflect the variation of the impact of road traffic emissions on urban aerosols. However, BC levels vary proportionally with those of traffic related gaseous pollutants, such as CO, NO₂ and NO. Due to this high correlation, one may suppose that monitoring the levels of these gaseous pollutants would be enough to extrapolate exposure to traffic-derived BC levels. However, the BC/CO, BC/NO₂ and BC/NO ratios vary widely among the cities studied, as a function of distance to traffic emissions, vehicle fleet composition and the influence of other emission sources such as biomass burning. Thus, levels of BC should be measured at air quality monitoring sites. During morning traffic rush hours, a narrow variation in the N/BC ratio was evidenced, but a wide variation of this ratio was determined for the noon period. Although in central and northern Europe N and BC levels tend to vary simultaneously, not only during the traffic rush hours but also during the whole day, in urban background stations in southern Europe maximum N levels coinciding with minimum BC levels are recorded at midday in all seasons. These N maxima recorded in southern European urban background environments are attributed to midday nucleation episodes occurring when gaseous pollutants are diluted and maximum insolation and O₃ levels occur. The occurrence of SO₂ peaks may also contribute to the occurrence of midday nucleation bursts in specific industrial or shipping-influenced areas, although at several central European sites similar levels of SO₂ are recorded without yielding nucleation episodes. Accordingly, it is clearly evidenced that N variability in different European urban environments is not equally influenced by the same emission sources and atmospheric processes. We conclude that N variability does not always reflect the impact of road traffic on air quality, whereas BC is a more consistent tracer of such an influence. However, N should be measured since ultrafine particles (<100 nm) may have large impacts on human health. The combination of PM₁₀ and BC monitoring in urban areas potentially constitutes a useful approach for air quality monitoring. BC is mostly governed by vehicle exhaust emissions, while PM₁₀ concentrations at these sites are also governed by non-exhaust particulate emissions resuspended by traffic, by midday atmospheric dilution and by other non-traffic emissions.