Particulate matter emission area identification based on phenomenological atmospheric dispersion and deep learn algorithms

The Agricultural Particulate Matter Emissions Indicator (APMEI) has been developed to estimate Particulate Matter (PM) emissions from agriculture in Canada and to assess potential emission-reduction measures. The APMEI estimates atmospheric emissions of primary PM from wind erosion, land preparation, crop harvesting, fertilizer and chemical application, crop residue burning, grain handling, pollen, animal feeding operations and animal carcass burning for the Census years from 1981 to 2011. The APMEI assessed both the state and the trend of emissions of primary PM resulting from Canadian agricultural activities. Total PM emissions from agricultural sources in Canada decreased from 1981 to 2011, with a decline of 63% for TSP, 58% for PM10 and 61% for PM2.5. In 2011, Canadian agricultural PM emissions were 3066 kt for TSP, 1190 kt for PM10 and 276 kt for PM2.5. Wind erosion, land preparation and crop harvesting were the principal sources of particulate emissions from cultivated cropland. Wind erosion alone generated about half of the total agricultural PM emissions in Canada. Land preparation was the second largest source of agricultural PM emissions, accounting for 17% to 36% of the total depending on the PM classes, and crop harvesting contributed 10% of the total PM emissions. Since there is a seasonal pattern to the dominant sources of PM emissions, the monthly emissions from the three main agricultural sources were quantified and are presented for 2011.

Aim: To identify the source of particulate matter (PM) emissions in Mysore urban city roadways by characterizing PM of different aerodynamic diameters (PM2.5 and PM10) using various advanced techniques and finding their correlation with site traffic condition. Place and Duration of Study: The study was conducted in urban area of Mysore city, Karnataka, India, from 2014 to 2017. Methodology: Emissions of PM2.5 and PM10 were estimated using mathematical model incorporating number of vehicles and their emission factors. The elemental composition, image interpretation, and size distribution of particles were analyzed comprehensively using energy dispersive X-ray (EDX) spectroscopy, scanning electron microscopy (SEM), and dynamic light scattering (DLS) methods, respectively. Results: PM concentrations were found 2-4 times higher in commercial areas compared to industrial and residential areas, and are considerably correlated (p<0.05) with vehicle traffic and atmospheric temperature. Emissions of PM2.5 and PM10 estimated numerically from road traffic data are significantly correlated (p<0.005 and p<0.0005, respectively) with PM concentrations measured experimentally. DLS and SEM image interpretation showed that about 90% of near-roadway particles were in the size of fine particles (PM2.5) and 74% of them have circularity values above 0.75. EDX analysis found that roadside PM are carbon-rich particles containing 56% black carbon and trace amount of soil-derived particles, sea salts and metal-containing particles. Conclusion: Experimental particle characterization by advanced laboratory analyses and numerical estimation of PM emission using model from road traffic survey both confirmed that fossil-fueled vehicles are the main source of PM emissions in urban area.

Discrimination of particulate matter emission sources using stochastic methods

NESHAP standards have been finalized and enforcement dates set. In terms of Particulate Matter (PM), there will be significant reductions in the emissions limits allowed by federal legislation. The new standards of less than 0.07 lb/ton of clinker in existing baghouses (and 0.02 lb/ton in new sources) will stretch the performance limits of current filters. To achieve these new limits it will be important to identify all potential sources of PM emissions. For the fiberglass-backed membrane filter bags typically used in cement kiln baghouse applications, the seam area of the bag can be a significant source of PM leakage. The purpose of this paper is to share results of recent field trials in which membrane filter bag seams have been sealed to achieve lower PM emissions levels. A model for predicting filter bag failure modes is offered to assist cement producers in identifying which baghouses may benefit the most from this technology development.

BackgroundEmissions from road traffic are under constant discussion since they pose a major threat to human health despite the increasingly strict emission targets and regulations. Although the new passenger car regulations have been very effective in reducing the particulate matter (PM) emissions, the aged car fleet in some EU countries remains a substantial source of PM emissions. Moreover, toxicity of PM emissions from multiple new types of bio-based fuels remain uncertain and different driving conditions such as the sub-zero running temperature has been shown to affect the emissions. Overall, the current literature and experimental knowledge on the toxicology of these PM emissions and conditions is scarce.MethodsIn the present study, we show that exhaust gas PM from newly regulated passenger cars fueled by different fuels at sub-zero temperatures, induce toxicological responses in vitro. We used exhaust gas volume-based PM doses to give us better insight on the real-life exposure and included one older diesel car to estimate the effect of the new emissions regulations.ResultsIn cars compliant with the new regulations, gasoline (E10) displayed the highest PM concentrations and toxicological responses, while the higher ethanol blend (E85) resulted in slightly lower exhaust gas PM concentrations and notably lower toxicological responses in comparison. Engines powered by modern diesel and compressed natural gas (CNG) yielded the lowest PM concentrations and toxicological responses.ConclusionsThe present study shows that toxicity of the exhaust gas PM varies depending on the fuels used. Additionally, concentration and toxicity of PM from an older diesel car were vastly higher, compared to contemporary vehicles, indicating the beneficial effects of the new emissions regulations.

&lt;div class="htmlview paragraph"&gt;We have examined the influence of piston wetting on the size distribution and mass of particulate matter (PM) emissions in a SI engine using several different fuels. Piston wetting was isolated as a source of PM emissions by injecting known amounts of liquid fuel onto the piston top using an injector probe. The engine was run predominantly on propane with approximately 10% of the fuel injected as liquid onto the piston. The liquid fuels were chosen to examine the effects of fuel volatility and molecular structure on the PM emissions.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;A nephelometer was used to characterize the PM emissions. Mass measurements from the nephelometer were compared with gravimetric filter measurements, and particulate size measurements were compared with scanning electron microscope (SEM) photos of particulates captured on filters. The engine was run at 1500 rpm at the Ford world-wide mapping point with an overall equivalence ratio of 0.9. The liquid fuels examined were California Phase II gasoline, n-pentane, iso-octane, toluene, and n-undecane.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;With the injection of liquid fuel onto the piston particulate matter mass emissions increased greatly over operation on propane alone and over operation where a similar fraction of the liquid fuel was port injected. Toluene and n-pentane had the highest mass emissions reflecting the effects of structure and volatility. They also had the largest mean particulate size. The particulates had mean scattering diameters in the range of 500 to 1000 nm. Time-resolved measurements taken at 2 sec. intervals showed the temporal variation of PM characteristics.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;Particulate mass emissions correlated well with prior measurements of unburned hydrocarbon emissions taken under the same conditions (e.g., due to piston wetting).&lt;/div&gt;

Chiang Mai (Thailand) experiences severe haze pollution in the dry season (December–April) each year mainly due to local and regional biomass burning (e.g. of agricultural land). A major component of the haze is airborne particulate matter (PM). During haze events, biomass burning is likely to be the dominant source of PM emissions, and at other times emissions from traffic dominate. The hazard of traffic derived PM has been extensively investigated previously but there are uncertainties regarding the toxicity of PM emitted from biomass burning. The toxicity of PM10 samples collected during and after haze events in Chiang Mai in 2020 was compared in vitro in J774.1 macrophages as they are responsible for the clearance of inhaled particles. Diesel exhaust particles and ultrafine carbon black were included as benchmark particles as they have been commonly used as a surrogate for PM. Cytotoxicity was evaluated 24 h post exposure at concentrations of 3.9–125 µg ml−1. Cytokine production (tumour necrosis factor alpha (TNF-α), interleukin (IL)-6, IL-1β, macrophage inflammatory protein (MIP-2)) was assessed and cell morphology visualised using light and scanning electron microscopy. The hydrodynamic diameter, zeta potential and endotoxin content of all particles was assessed as well as the metal content of PM samples. All particles induced a concentration dependent decrease in cell viability and increased TNF-α and MIP-2 production. Only PM samples stimulated IL-6 production and only non-haze PM caused IL-1β production. No change in IL-10 production was detected for any particle. PM samples and DEP caused vacuole formation in cells. The concentrations of endotoxin and metals were highest in non-haze PM, which may explain why it induced the greatest inflammatory response. As non-haze PM was more toxic than haze PM, our results indicate that the source of PM emissions can influence its toxic potency and more specifically, that PM emitted from biomass burning may be less toxic than PM emitted from traffic.

The extent of the potential health hazards of particulate matter (PM) inside rabbit farms and the magnitude of emission levels to the outside environment are still unknown, as data on PM concentrations and emissions in and from such buildings is scarce. The purpose of this study was to quantify airborne PM10 and PM2.5 concentrations and emissions on two rabbit farms in Mediterranean conditions and identify the main factors related with farm activities influencing PM generation. Concentrations of PM10 and PM2.5 were determined continuously using a tapered element oscillating microbalance (TEOM) in one farm with fattening rabbits and one reproductive doe farm in autumn. At the same time as PM sampling, the time and type of human farm activity being performed was recorded. Additionally, temperature, relative humidity and ventilation rate were recorded continuously. Emissions were calculated using a mass balance on each farm. Results showed PM concentrations in rabbit farms are low compared with poultry and pig farms. Average PM10 concentrations were 0.082±0.059 mg/m 3 (fattening rabbits), and 0.048 ±0.058 mg/m 3 (reproductive does). Average PM2.5 concentrations were 0.012±0.016 mg/m 3 (fattening rabbits), and 0.012±0.035 mg/m 3 (reproductive does). Particulate matter concentrations were significantly influenced by the type of human farm activity carried out in the building rather than by animal activity. The main PM-generating activity on the fattening rabbit farm was sweeping, and the major PM-generating activity in reproductive does was sweeping and burning hair from the cages. Average PM10 emissions were 5.987±6.144 mg/place/day (fattening rabbits), and 14.9±31.5 mg/place/day (reproductive does). Average PM2.5 emissions were 0.20±1.26 mg/place/day (fattening rabbits), and 2.83±19.54 mg/place/day (reproductive does). Emission results indicate that rabbit farms can be considered relevant point sources of PM emissions, comparable to other livestock species. Our results improve the knowledge on factors affecting concentration and emissions of PM in rabbit farms and can contribute to the design of suitable PM reduction measures to control not only PM inside rabbit houses, but also its emission into the atmosphere.

Tailpipe PM (particulate matter) emissions have been reduced due to decades of tightening regulations, however non-tailpipe PM emissions are not regulated and are expected to become a significant source of traffic-related PM emissions. Previous studies have focused on emission measurement from laboratory and track tests. Their findings suggest brake wear PM emission rates are dependent on brake activity. Therefore, it is important to characterize brake emissions by first understanding the real-world brake activity from many different vehicle vocations and driving conditions. The goal of the current study is to establish a test method and analysis for brake activity measurements of heavy-duty vehicles. In this study, brake fluid pressure and brake pad temperature were measured for a heavy-duty vehicle during chassis and on-road driving tests. The chassis tests consisted of the Central Business District (CBD) cycle representative of a repetitive stop-and-go driving pattern of a bus, and the Urban Dynamometer Driving Schedule (UDDS) cycle representative of urban driving conditions of heavy-duty vehicles. The on-road tests consisted of a local Riverside City route focused on urban roads at low vehicle speeds with frequent braking, while the second route from Riverside City to Victorville focused on highway driving and downhill braking. The brake pad temperature of the triplicate CBD cycle gradually increased linearly with a slope of 2.3°C/min and the temperature per kinetic energy lost during braking increased by 2.3 × 10−5°C/J for the CBD cycle. The UDDS cycles had the largest kinetic energy loss between 3.2 × 103 to 3.0 × 105 J in the histogram. The local Riverside city route brake temperature increased by 2.0°C/min. The kinetic energy loss for the on-road tests were one order of magnitude larger than that of the dynamometer tests due to brake events occurring under higher speeds. Implications: The non-tailpipe source contributions to traffic related particulate matter (PM) emissions have surpassed that of tailpipe emissions. The results of this work provide a measurement method to obtain brake activity information for a heavy-duty vehicle, which is critical estimating emission inventory accurately.

Hospitals are a specific indoor environment with highly susceptible individuals for whom indoor air pollution represents additional health risks. Particulate matter (PM) is one of the most health-relevant indoor pollutants due to its association with respiratory and cardiovascular diseases. Particles can also act as a carrier for various harmful organisms present in the air of hospitals, thus leading to airborne transmission of infectious diseases. Thus, the objective of this study was to characterize indoor PM collected in a hospital in consideration of concentration, size distribution, and elemental composition. Emission sources of indoor PM were indentified and risks associated with indoor PM estimated. Sampling was performed at radiology ward of a Portuguese urban hospital where PM10, PM2.5, and PM1 were collected during a period of 4 wk; PM elemental composition was determined by proton-induced x-ray emission (PIXE) analysis. Data showed that indoor PM10 concentrations ranged from 13 to 58.8 μg/m3 and from 10.5 to 41.9 μg/m3 for PM2.5. Fine particles constituted 77% of PM10, indicating that PM2.5 made a significant contribution to indoor air quality at the hospital. PM1 ranged from 9.9 to 35.6 μg/m3, accounting for 93% of PM2.5. PIXE identified 21 elements in PM, including health-hazardous metals (manganese, iron, copper, and vanadium) and carcinogenic elements (nickel, chromium, arsenic, and lead). However, no significant indoor source of PM emissions was identified, while outdoor air was the major contributor of indoor particles. Further, no significant risks existed through PM10 inhalation for population at the respective hospital.

Road transport systems generate toxic particulate matter (PM) when in motion, that ultimately finds its way to the atmosphere. The PM produced by road transport systems can be broadly classified as exhaust and non-exhaust emissions. Exhaust emission is primarily due to product of combustion, as is the case of internal combustion engines and the PM is released to the atmosphere through the tail. Non-exhaust PM sources can be classified as sources such as emissions due to brake wear, tyre wear, road surface wear and resuspension. Both exhaust and non-exhaust sources generate PM of various sizes and shapes that has an impact on our health. Strict legislations by authorities have led to reduced exhaust emissions; however, due to the nature of complexity of PM generation by non-exhaust sources, effective control of non-exhaust emission still needs to be developed. Thus, as exhaust emissions are being controlled, non-exhaust is becoming a significant source of PM emission. The present paper reviews work done by previous researchers on non-exhaust PM and specifically, brake wear from road transport systems as this is one of the most important non-exhaust source of PM in the environment. The finding of the paper would be beneficial to policy makers and researchers.

Variation in characteristics of ambient particulate matter at eight locations in the Netherlands – The RAPTES project

Pulmonary inflammatory effects of source-oriented particulate matter from California's San Joaquin Valley

Characterisation of dust material emitted during harbour operations (HADA Project)

&lt;div class="htmlview paragraph"&gt;Light duty gasoline vehicles (LDGV) are estimated to contribute 40% of the total on-road mobile source tailpipe emissions of particulate matter (PM) in California. While considerable efforts have been made to reduce toxic diesel PM emissions going into the future, less emphasis has been placed on PM from LDGVs. The goals of this work were to characterize a small fleet of visibly smoking and high PM emitting LDGVs, to explore the potential PM-reduction benefits of Smog Check and of repairs, and to examine remote sensing devices (RSD) as a potential method for identifying high PM emitters in the in-use fleet.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;For this study, we recruited a fleet of eight vehicles covering a spectrum of PM emission levels. PM and criteria pollutant emissions were quantified on a dynamometer and CVS dilution tunnel system over the Unified Cycle using standard methods and real time PM instruments. The vehicles were then tested using RSD equipment over a test track, tested with a standard Smog Check, and tested with a screening device during the Smog Check. The PM emission rates of the visibly smoking vehicles range from 60 to 1718 mg/mi over the UC cycle. The light or invisible smokers had PM emissions ranging from 7 to 25 mg/mi. The smoking vehicles showed particle number rates on the order of 10&lt;sup&gt;13&lt;/sup&gt;∼10&lt;sup&gt;14&lt;/sup&gt; particles/mi, which are 10∼1000 times higher than typical FTP particle number emission rates for modern low emitting gasoline vehicles. Vehicles that had higher emission rates over the UC tests generally showed higher emissions as measured by RSD systems for the gaseous species. The relationship or scale factor between RSD PM emissions and filter mass emissions is different for each RSD method and wavelength, and also appears to be different for black smoke than blue smoke. The effects of repairs have not yet been assessed.&lt;/div&gt;