Vehicle Exhaust Particles Research Articles

Calibrations, Validations, and Checks of a Dual 23 nm and 10 nm Diffusion Charger-Based Portable Emissions Measurement System (PEMS).

The upcoming Euro 7 vehicle exhaust emissions regulation includes particle number (PN) limits for all vehicles, not only those with direct fuel injection. It also sets the lower detection particle size of the PN methodology to 10 nm from 23 nm. Recently, a commercial diffusion charger-based PEMS added the possibility of switching the lower size between 23 nm and 10 nm. In this study, we assessed the dual PEMS in the calibration laboratory using diffusion flame soot or spark discharge graphite particles following the regulated procedures. Furthermore, we compared the dual PEMS with a laboratory grade system (LABS) using soot, graphite, and vehicle exhaust particles. To put the results into perspective, we added comparisons (validations) of two additional 23 nm PEMSs with LABSs over a three-year period. The results showed that the differences of the 23 nm PEMSs remained the same (around 35% underestimation) over the years and were similar to the dual PEMS. This difference is still well within the permissible tolerance from the regulation (50%). We argued that the reason is the calibration material used by the manufacturer (spark discharge graphite). We demonstrated that calibrating with combustion soot could reduce the differences. The 10 nm PEMS gave similar results but with much smaller differences, indicating that the calibration material is of less importance for the Euro 7 step. The results showed that the measurement uncertainty has not increased but rather decreased for the specific PEMS switching from 23 nm to 10 nm.

Electrostatic vehicle exhaust particle sensor for the evaluation of the diesel particulate filter (DPF)

A real-time electrostatic particle sensor has been developed to measure the concentration of soot in diesel exhaust. Based on the Venturi effect, the self-priming sampling probe of the sensor was designed to generate a pressure difference to drive particles into the detection region of the electrostatic trap. A detection module was developed for real-time measurement of the nanoamp current generated by charged soot within the probe. The microcurrent was amplified by the signal processing system of the sensor. To guarantee the precision of particles, it was essential to test the performance. The sensor was able to measure currents from −100 nA to −30 nA with a relative error of −0.01%. In addition, experiments comparing the sensor with a commercial instrument have shown that they correlate well. Furthermore, the standard deviation of the sensor was 0.001049 during a 36 h long-term test, which is lower than a commercial instrument with better stability. The sensor was investigated to demonstrate the detection of diesel particulate filter (DPF) failure. The results showed that the consistency between the sensor and the regulatory measurement equipment was good. The data ratios of the sensors installed at the front and rear of the DPF differed by many fold, which indicated that the sensor was able to determine the status of the exhaust system.

Single particle mass spectral signatures from on-road and non-road vehicle exhaust particles and their application in refined source apportionment using deep learning

With advances in vehicle emission control technology, updating source profiles to meet the current requirements of source apportionment has become increasingly crucial. In this study, on-road and non-road vehicle particles were collected, and then the chemical compositions of individual particles were analyzed using single particle aerosol mass spectrometry. The data were grouped using an adaptive resonance theory neural network to identify signatures and establish a mass spectral database of mobile sources. In addition, a deep learning-based model (DeepAerosolClassifier) for classifying aerosol particles was established. The objective of this model was to accomplish source apportionment. During the training process, the model achieved an accuracy of 98.49 % for the validation set and an accuracy of 93.36 % for the testing set. Regarding the model interpretation, ideal spectra were generated using the model, verifying its accurate recognition of the characteristic patterns in the mass spectra. In a practical application, the model performed hourly source apportionment at three specific field monitoring sites. The effectiveness of the model in field measurement was validated by combining traffic flow and spatial information with the model results. Compared with other machine learning methods, our model achieved highly automated source apportionment while eliminating the need for feature selection, and it enables end-to-end operation. Thus, in the future, it can be applied in refined and online source apportionment of particulate matter.

Heavy vehicles’ non-exhaust exhibits competitive contribution to PM2.5 compared with exhaust in port and nearby areas

Heavy port transportation networks are increasingly considered as significant contributors of PM2.5 pollution compared to vessels in recent decades. In addition, evidence points to the non-exhaust emission of port traffic as the real driver. This study linked PM2.5 concentrations to varied locations and traffic fleet characteristics in port area through filter sampling. The coupled emission ratio-positive matrix factorisation (ER-PMF) method resolves source factors by avoiding direct overlap from collinear sources. In the port central and entrance areas, freight delivery activity emissions including vehicle exhaust and non-exhaust particles, as well as induced road dust resuspension, accounted for nearly half of the total contribution (42.5%–49.9%). In particular, the contribution of non-exhaust from denser traffic with high proportion of trucks was competitive and equivalent to 52.3% of that from exhaust. Backward trajectory statistical models further interpreted the notably larger-scale coverage of non-exhaust emissions in the port's central area. The distribution of PM2.5 were interpolated within the scope of the port and nearby urban areas, displaying the potential contribution of non-exhaust within 1.15 μg/m3–4.68 μg/m3, slightly higher than the urban detections reported nearby. This study may provide useful insights into the increasing percentage of non-exhaust from trucks in ports and nearby urban areas and facilitate supplementary data collection on Euro-VII type-approval limit settings.

Triplet-Excited Dissolved Organic Matter Efficiently Promoted Atmospheric Sulfate Production: Kinetics and Mechanisms

Photochemical generation is an important pathway for atmospheric sulfate formation. However, the roles of atmospheric co-existing photosensitive dissolved organic matter (DOM) in sulfate formation are still unclear. The experimental results in this work provide evidence that atmospheric photosensitizers produce active intermediates to oxidize S(IV) into S(VI) under illumination. Quenching experiments of eight photosensitive model compounds (PS) demonstrate that their triplet-excited states (3PS*) dominate sulfate formation for the photosensitizing pathway with a contribution of over 90%, and 1O2 plays an important role in sulfate formation. The results using humic acid (HA) and water-soluble organic carbon in vehicle exhaust particles (WSOC) as representatives of atmospheric photosensitizers further verify that triplet-excited DOM (3DOM*) is the main reactive species for sulfate formation, which is consistent with the results of PS. Our findings provide new insights into the photochemical formation pathways of atmospheric sulfate.

Methodology for the direct measurement of tire emission factors

A reduction in air pollution is an essential step toward decreasing certain health risks in urban area populations. Road traffic is one source of this pollution and can be categorized into exhaust and non-exhaust emissions (NEE). Non-exhaust emissions include, but are not limited to, brake wear particles and Tire Road Wear Particles (TRWP). Emission Factors are often used to assess the share and the amount of vehicle exhaust and non-exhaust particles in the air. In this study, we developed an approach to measure the Emission Factors (EF) of tire Particulate Matter (PM). The approach is based an experimental method allowing for direct measurements in real conditions (on a vehicle on the road). The experimental set-up as well as the measurement protocol lead to a significant reduction in the classical biases of the on-road approach, which usually lead to a large over-estimation of the amount of PM10 and PM2.5 emitted by the tire. We observed that TRWP emissions correlate in time with the tire solicitation. A careful computation from the PM10 and PM2.5 collected by a real time particle counter enables an evaluation of the total amount of TRWP contributing to air pollution. The average results indicate an Emission Factor for PM10 4.5 times lower than the EMEP guidebook value and 42 times lower for PM2.5. This discrepancy calls for further tests to confirm the results.

Overview of Vehicle Exhaust Particle Number Regulations

Vehicle emissions are a significant source of air pollution in cities. Particulate matter (PM) is a pollutant with adverse health effects. Regulations worldwide determine the PM exhaust emissions of vehicles by gravimetric quantification of the mass deposited on a filter over a test cycle. The introduction of particulate filters as vehicle exhaust gas aftertreatment devices led to low PM emissions. A particle number methodology (counting solid particles > 23 nm), complementary to the PM mass measurement, was developed by the PMP (Particle Measurement Programme) group of the GRPE (Working Party on Pollution and Energy) of the UNECE (United Nations Economic Commission for Europe) during the first decade of the 21st century. The methodology was then introduced in the EU (European Union) regulations for light-duty (2011), heavy-duty (2013), and non-road mobile machinery (2019). In parallel, during the last 15 years, UN (United Nations) regulations and GTRs (Global Technical Regulations) including this methodology were also developed. To address the on-road emissions, the EU introduced RDE (real-driving emissions) testing with PEMS (portable emissions measurement systems) in 2017. Other countries (e.g., China, India) have also started adopting the number methodology. The PMP group recently improved the current laboratory and on-board methodologies and also extended them to a lower particle size (counting solid particles > 10 nm). Due to the rapid evolution of the vehicle exhaust particle number regulations and the lack of a summary in the literature, this paper gives an overview of current and near future regulations. Emphasis is given on the technical specifications and the changes that have taken place over the years.

Environmental Risk Assessment of Vehicle Exhaust Particles on Aquatic Organisms of Different Trophic Levels.

Vehicle emission particles (VEPs) represent a significant part of air pollution in urban areas. However, the toxicity of this category of particles in different aquatic organisms is still unexplored. This work aimed to extend the understanding of the toxicity of the vehicle exhaust particles in two species of marine diatomic microalgae, the planktonic crustacean Artemia salina, and the sea urchin Strongylocentrotus intermedius. These aquatic species were applied for the first time in the risk assessment of VEPs. Our results demonstrated that the samples obtained from diesel-powered vehicles completely prevented egg fertilization of the sea urchin S. intermedius and caused pronounced membrane depolarization in the cells of both tested microalgae species at concentrations between 10 and 100 mg/L. The sample with the highest proportion of submicron particles and the highest content of polycyclic aromatic hydrocarbons (PAHs) had the highest growth rate inhibition in both microalgae species and caused high toxicity to the crustacean. The toxicity level of the other samples varied among the species. We can conclude that metal content and the difference in the concentrations of PAHs by itself did not directly reflect the toxic level of VEPs, but the combination of both a high number of submicron particles and high PAH concentrations had the highest toxic effect on all the tested species.

Quantifying traffic, biomass burning and secondary source contributions to atmospheric particle number concentrations at urban and suburban sites

In this study, we propose a new approach to determine the contributions of primary vehicle exhaust (N1ff), primary biomass burning (N1bb) and secondary (N2) particles to mode segregated particle number concentrations. We used simultaneous measurements of aerosol size distribution in the 12–600 nm size range and black carbon (BC) concentration obtained during winter period at urban and suburban sites influenced by biomass burning (BB) emissions. As expected, larger aerosol number concentrations in the 12–25 and 25–100 nm size ranges are observed at the urban site compared to the suburban site. However, similar concentrations of BC are observed at both sites due to the larger contribution of BB particles to the observed BC at suburban (34%) in comparison to urban site (23%). Due to this influence of BB emissions in our study area, the application of the Rodríguez and Cuevas (2007) method, which was developed for areas mainly influenced by traffic emissions, leads to an overestimation of the primary vehicle exhaust particles concentrations by 18% and 26% in urban and suburban sites, respectively, as compared to our new proposed approach. The results show that (1) N2 is the main contributor in all size ranges at both sites, (2) N1ff is the main contributor to primary particles (>70%) in all size ranges at both sites and (3) N1bb contributes significantly to the primary particles in the 25–100 and 100–600 nm size ranges at the suburban (24% and 28%, respectively) and urban (13% and 20%, respectively) sites. At urban site, the N1ff contribution shows a slight increase with the increase of total particle concentration, reaching a contribution of up to 65% at high ambient aerosol concentrations. New particle formation events are an important aerosol source during summer noon hours but, on average, these events do not implicate a considerable contribution to urban particles.

Associations between Vehicle Exhaust Particles and Ozone at Home Address and Birth Weight

We have studied the associations between exhaust particles and birth weight. Adjustments were made for ozone and potential confounding factors at the individual level. The study included all singletons conceived between August 2003 and February 2013 with mothers living in Greater Stockholm. We obtained record-based register data from the Swedish Medical Birth Register. Data concerning the parents were provided by Statistics Sweden. Exposure levels for nearly 187,000 pregnancies were calculated using a validated air quality dispersion model with input from a detailed emission database. A higher socioeconomic status was associated with higher levels of exhaust particles at the home address. In this region, with rather low air pollution levels, the associations between levels of exhaust particles and birth weight were negative for all three of the studied exposure windows (i.e., first and second trimester and full pregnancy). For the entire pregnancy, the linear decrease in birth weight was 7.5 grams (95% CI−12.0; −2.9) for an increase in exposure, corresponding to the inter quartile range (IQR = 209 ng/m3). We also found that the risk of being born small for gestational age increased with the level of exhaust particles in all three exposure windows, but these associations were not statistically significant.

Molecular compositions and optical properties of dissolved brown carbon in biomass burning, coal combustion, and vehicle emission aerosols illuminated by excitation–emission matrix spectroscopy and Fourier transform ion cyclotron resonance mass spectrometry analysis

Abstract. Brown carbon (BrC) plays an essential impact on radiative forcing due to its ability to absorb sunlight. In this study, the optical properties and molecular characteristics of water-soluble and methanol-soluble organic carbon (OC; MSOC) emitted from the simulated combustion of biomass and coal fuels and vehicle emissions were investigated using ultraviolet–visible (UV–vis) spectroscopy, excitation–emission matrix (EEM) spectroscopy, and Fourier transform ion cyclotron resonance mass spectrometry (FT-ICR MS) coupled with electrospray ionization (ESI). The results showed that these smoke aerosol samples from biomass burning (BB) and coal combustion (CC) had a higher mass absorption efficiency at 365 nm (MAE365) than vehicle emission samples. A stronger MAE365 value was also found in MSOC than water-soluble organic carbon (WSOC), indicating low polar compounds would possess a higher light absorption capacity. Parallel factor (PARAFAC) analysis identified six types of fluorophores (P1–6) in WSOC including two humic-like substances (HULIS-1) (P1 and P6), three protein-like substances (PLOM) (P2, P3, and P5), and one undefined substance (P4). HULIS-1 was mainly from aging vehicle exhaust particles; P2 was only abundant in BB aerosols; P3 was ubiquitous in all tested aerosols; P4 was abundant in fossil burning aerosols; and P5 was more intense in fresh vehicle exhaust particles. The MSOC chromophores (six components; C1–6) exhibited consistent characteristics with WSOC, suggesting the method could be used to indicate the origins of chromophores. FT-ICR mass spectra showed that CHO and CHON were the most abundant components of WSOC, but S-containing compounds appeared in a higher abundance in CC aerosols and vehicle emissions than BB aerosols, while considerably fewer S-containing compounds largely with CHO and CHON were detected in MSOC. The unique formulas of different sources in the van Krevelen (VK) diagram presented different molecular distributions. To be specific, BB aerosols with largely CHO and CHON had a medium H ∕ C and low O ∕ C ratio, while CC aerosols and vehicle emissions largely with S-containing compounds had an opposite H ∕ C and O ∕ C ratio. Moreover, the light absorption capacity of WSOC and MSOC was positively associated with the unsaturation degree and molecular weight in the source aerosols. The above results are potentially applicable to further studies on the EEM-based or molecular-characteristic-based source apportionment of chromophores in atmospheric aerosols.

Heavy metal and Pb isotopic compositions of soil and maize from a major agricultural area in Northeast China: Contamination assessment and source apportionment

Environmental contamination by heavy metals is a public health concern. However, understandings of sources and pathways of heavy metal accumulation in crops, especially in major agricultural areas, is insufficient. In this study, atmospheric dust, coal, vehicle exhaust particles, maize and corresponding soils were collected from a major agricultural area in Northeast China and analyzed for heavy metal (Cd, Hg, Pb, As, Cu, Zn, Ni, Cr) contents and Pb isotopic compositions. Compared to the risk screening values for soil contamination of agricultural land in China, the soils in the study area have relatively low heavy metal concentrations. However, the contamination factor (CF), pollution load index (PLI) and geo-accumulation index (Igeo) indicated a slight degree of heavy metal (particularly Cd) accumulation during the past few decades. The concentrations of Cd, Cu, Hg and Pb decreased from leaves, roots, stalks to grains, whereas it decreased from roots, grains, leaves to stalks for Zn and from roots, leaves, stalks to grains for As, Cr and Ni. The calculated bioconcentration factor (BCF) values indicated that Cd had a high possibility of entering maize roots from soil, while it was relatively difficult for Cr and Pb to accumulate in maize roots. The order of the mean translocation factor (TF) values was Zn (1.41) > Cu (0.31) > Hg (0.27) > Cd (0.15) > Pb (0.11) > Cr (0.11) > As (0.11) > Ni (0.08), suggesting that Zn had the highest mobility from root to grain, while >90% of absorbed Ni was sequestered in roots. Based on a simple binary model, the approximate contributions of Pb in vehicle emissions and coal to atmospheric dust were 78.1% and 21.9%, respectively, suggesting that Pb in atmospheric dust was mainly from vehicle emissions. For maize organs, airborne Pb was the dominant source contributor to maize stalks and grains, with approximate contributions of 78.3% and 15.1% to leaves and roots, respectively. Our study suggested that Pb accumulation in maize plants might be mainly derived from atmospheric deposition related to vehicle emissions. Hence, more efficient managerial strategies should be adopted to protect food safety and human health.

Vehicle interior air quality conditions when travelling by taxi

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 PM10 mass and inorganic chemistry, ultrafine particle number (N) and size, lung surface deposited area (LDSA), black carbon (BC), CO2, CO, and a range of volatile organic compounds (VOCs). Most taxi drivers elected to drive with windows open, thus keeping levels of CO2 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 PM10 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 PM10 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.

Numerical simulation of particle formation and evolution in a vehicle exhaust plume using the bimodal Taylor expansion method of moments

The bimodal Taylor expansion method of moments (B-TEMOM) model scheme was developed to simulate the formation and evolution of vehicle exhaust particles. Two independent types of log-normal particle size distributions were selected in the B-TEMOM model scheme, comprising large and small particles to represent background (i.e., the surrounding environment) and vehicle exhaust particles, respectively. Concentration distributions of exhaust and background particles derived using this model scheme were verified against results from a moving sectional method and the bimodal quadrature method of moments, showing excellent agreement. The effects of vehicle tailpipe exit conditions (e.g., exhaust particle concentrations and velocity), sulfur content, and relative humidity on the evolution of particles were investigated numerically. Both two-dimensional and three-dimensional numerical simulations showed that tailpipe exit velocity and relative humidity did not greatly affect the steady-state concentrations or the diameters of particles in urban atmospheres. Although an increase in sulfur content had little effect on the particle concentration, it led to background particles with larger geometric average diameter entering the environment. This coupled CFD-B-TEMOM numerical model provides a simple but accurate and efficient method for studying bimodal aerosol dynamics.

Characteristics of airborne lead in Hangzhou, southeast China: Concentrations, species, and source contributions based on Pb isotope ratios and synchrotron X-ray fluorescence based factor analysis

PM2.5 samples were simultaneously collected from three representative areas, the central city, industrial area, and clean district of Hangzhou, southeast China in October 2015. Aerosol Pb concentrations, species, and source contributions were investigated using chemical extraction, synchrotron X-ray fluorescence based factor analysis, and stable isotope fingerprinting technology. The results indicated that the airborne lead has been decreasing due to the stringent regulations on the emissions of trace metals from various sources. More than half the lead in PM2.5 were associated with the F1(soluble and exchangeable metals) and F2 (carbonates, oxides and reducible metals) fractions, which are more bioavailable when inhaled by humans. Major contributors of aerosol Pb were coal combustion dust, metallurgic dust, and vehicle exhaust particles. Using a three endmember mixing model based on Pb isotope ratios, coal combustion contributed 45.4 ± 25.2%, industrial emission 28.9 ± 6.9%, and traffic exhaust 25.6 ± 18.3% to aerosol Pb in Hangzhou in October 2015.

Exposure to ambient particulate matter alters the microbial composition and induces immune changes in rat lung

BackgroundAmbient particulate matter exposure has been shown to increase the risks of respiratory diseases. However, the role of the lung microbiome and the immune response to inhaled particulate matter are largely unexplored. We studied the influence of biomass fuel and motor vehicle exhaust particles on the lung microbiome and pulmonary immunologic homeostasis in rats.MethodsFifty-seven Sprague–Dawley rats were randomly divided into clean air (CON), biomass fuel (BMF), and motor vehicle exhaust (MVE) groups. After a 4-week exposure, the microbial composition of the lung was assessed by 16S rRNA pyrosequencing, the structure of the lung tissue was assessed with histological analysis, the phagocytic response of alveolar macrophages to bacteria was determined by flow cytometry, and immunoglobulin concentrations were measured with commercial ELISA kits.ResultsThere was no significant difference in lung morphology between the groups. However, the BMF and MVE groups displayed greater bacterial abundance and diversity. Proteobacteria were present in higher proportions in the MVE group, and 12 bacterial families differed in their relative abundances between the three groups. In addition, particulate matter exposure significantly increased the capacity of alveolar macrophages to phagocytose bacteria and induced changes in immunoglobulin levels.ConclusionWe demonstrated that particulate matter exposure can alter the microbial composition and change the pulmonary immunologic homeostasis in the rat lung.

Single particle mass spectral signatures from vehicle exhaust particles and the source apportionment of on-line PM2.5 by single particle aerosol mass spectrometry

In order to accurately apportion the many distinct types of individual particles observed, it is necessary to characterize fingerprints of individual particles emitted directly from known sources. In this study, single particle mass spectral signatures from vehicle exhaust particles in a tunnel were performed. These data were used to evaluate particle signatures in a real-world PM2.5 apportionment study. The dominant chemical type originating from average positive and negative mass spectra for vehicle exhaust particles are EC species. Four distinct particle types describe the majority of particles emitted by vehicle exhaust particles in this tunnel. Each particle class is labeled according to the most significant chemical features in both average positive and negative mass spectral signatures, including ECOC, NaK, Metal and PAHs species. A single particle aerosol mass spectrometry (SPAMS) was also employed during the winter of 2013 in Guangzhou to determine both the size and chemical composition of individual atmospheric particles, with vacuum aerodynamic diameter (dva) in the size range of 0.2–2μm. A total of 487,570 particles were chemically analyzed with positive and negative ion mass spectra and a large set of single particle mass spectra was collected and analyzed in order to identify the speciation. According to the typical tracer ions from different source types and classification by the ART-2a algorithm which uses source fingerprints for apportioning ambient particles, the major sources of single particles were simulated. Coal combustion, vehicle exhaust, and secondary ion were the most abundant particle sources, contributing 28.5%, 17.8%, and 18.2%, respectively. The fraction with vehicle exhaust species particles decreased slightly with particle size in the condensation mode particles.

Application of the dual Pegasor Particle Sensor to real-time measurement of motor vehicle exhaust PM

In this study we explore the performance of a recently introduced exhaust particle detection concept, the dual PPS (dPPS), to simultaneously measure motor vehicle exhaust particle size, number, and mass in real-time. To this end, the dPPS was evaluated in two laboratories in measuring diesel and gasoline direct injection (GDI) exhaust particulate matter (PM) over the US and EU type approval cycles against instruments regularly used for PM emissions measurements. The analysis included inter-correlation testing to validate responses of different PPS units in a dPPS configuration, as well as determination of the optimal operation parameters to minimize data inversion errors. The experimental results demonstrate that dPPS is capable of providing real-time information on exhaust PM emissions, and that its measurement is in close agreement with reference instruments. Given its compact dimensions and raw exhaust sampling capacity, dPPS is an appropriate candidate as a portable emissions measurement system (PEMS) to measure both particle mass and number exhaust emissions. The concept and the associated operation algorithm allow to change the lowest particle size detection threshold, thus making the technique suitable to 23nm, which is the current threshold in EU regulations, or a lower one if so desired.

Detection of Carbonaceous Aerosols Released in CNT Workplaces Using an Aethalometer

Black carbon (BC) originating from various combustion sources has been extensively surveyed to characterize the effects of BC on global warming and human health, and many online monitors are available. In this study, BC was considered as a surrogate for carbon-based nanomaterials in an occupational health study. Specifically, BC concentrations were monitored continuously with an aethalometer for 24h at four carbon nanotube (CNT) workplaces located in rural, urban, and industrial areas, which had different background air pollution levels. Average BC concentrations for both nonworking (background) and working periods were compared with the recommended exposure limit (REL) of 1 μg m(-3) for elemental carbon that was suggested by the National Institute for Occupational Safety and Health (NIOSH). Diurnal variation of BC concentrations indicated that BC measurements corresponded well with carbonaceous aerosols such as vehicle exhaust particles and CNT aerosols. In the rural CNT workplace, the average background BC concentration (0.36 μg m(-3)) was lower than the REL, but the BC concentration without background correction was higher than the REL during manufacturing hours. In this case, BC measurement is useful to estimate CNT exposure for comparison with the REL. Conversely, in the urban and industrial CNT workplaces, average background BC concentrations (2.05, 1.82, and 2.64 μg m(-3)) were well above the REL, and during working hours, BC concentrations were substantially higher than the background level at workplace C; however, BC concentrations showed no difference from the background levels at workplaces B and D. In these cases (B and D), it is hard to determine CNT exposure because of the substantial environmental exposures. Most of the urban ambient BC concentrations were above the REL. Therefore, further analysis and test methods for carbonaceous aerosols need to be developed so that the exposure assessment can be easily carried out at CNT workplaces with high background BC levels such as in urban and industrial areas.

Closing the ultrafine particle number concentration budget at road-to-ambient scale: Implications for particle dynamics

Freshly emitted vehicle exhaust particles are diluted quickly as they mix into ambient air, but the contribution of evaporation, coagulation, and/or nucleation of new particles to the number concentration has been the subject of some debate. We analyzed one-second time resolution size distribution data from an early morning field campaign, data collected at a time at which dilution has a smaller (but still dominant; ∼70−80%) impact on particle concentrations. Because the plume is diluted over an hour, and a distance of 1500 m, we can constrain the processes with higher accuracy. We find that concentrations in the smaller size bins (5.6–23.7 nm) peak further downwind than the reference particles (42.1–562 nm), and decay significantly faster than larger particles particularly in the area 100−400 m downwind. Comparisons of the cumulative contributions of van der Waals enhanced coagulation, dry deposition, and dilution and the observed decay curves, imply that for up to the first 50–100 m there is nucleation and/or growth of particles smaller than 5.6 nm. In contrast, in the ∼100–400 m region, some of the smaller particles evaporate. In the further downwind areas (>400 m) the particles all appear to decay at rates consistent with the sum of dilution, coagulation, and deposition. We also find that a dry deposition parameterization at the low end of those available in the literature is most consistent with the observational data.© 2016 American Association for Aerosol Research