Motor vehicle emissions usually constitute the most significant source of ultrafine particles (diameter <0.1 µm) in an urban environment, yet little is known about the concentration and size distribution of ultrafine particles in the vicinity of major highways. In the present study, particle number concentration and size distribution in the size range from 6 to 220 nm were measured by a condensation particle counter (CPC) and a scanning mobility particle sizer (SMPS), respectively. Measurements were taken 30, 60, 90, 150, and 300 m downwind, and 300 m upwind, from Interstate 405 at the Los Angeles National Cemetery. At each sampling location, concentrations of CO, black carbon (BC), and particle mass were also measured by a Dasibi CO monitor, an aethalometer, and a DataRam, respectively. The range of average concentration of CO, BC, total particle number, and mass concentration at 30 m was 1.7-2.2 ppm, 3.4-10.0 µg/m 3 , 1.3-2.0 × 10 5 /cm 3 , and 30.2-64.6 µg/m 3 , respectively. For the conditions of these measurements, relative concentrations of CO, BC, and particle number tracked each other well as distance from the freeway increased.Particle number concentration (6-220 nm) decreased exponentially with downwind distance from the freeway. Data showed that both atmospheric dispersion and coagulation contributed to the rapid decrease in particle number concentration and change in particle size distribution with increasing distance from the freeway. Average traffic flow during the sampling periods was 13,900 vehicles/hr. Ninetythree percent of vehicles were gasoline-powered cars or light trucks. The measured number concentration tracked traffic flow well. Thirty meters downwind from the freeway, three distinct ultrafine modes were observed with geometric mean diameters of 13, 27, and 65 nm. The smallest mode, with a peak concentration of 1.6 × 10 5 /cm 3

No abstract

No abstract

Worldwide people are exposed to toxic ultrafine particles (UFP, with diameters (dp) less than 100 nm) and nanoparticles (NP, dp < 50 nm) under a variety of circumstances. To date, very limited information is available on human exposure to freshly emitted UFP and NP while traveling on major roads and freeways. We report in-cabin and outdoor measurements of particle number concentration and size distributions while driving three vehicles on Los Angeles freeways. Particle number concentrations and size distributions were measured under different vehicle ventilation settings. When the circulation fan was set to on, with substantial external air intake, outside changes in particle counts caused corresponding in-cabin changes approximately 30-60 s later, indicating an maximal air exchange rate of about 120-60 h(-1). Maximum in-cabin protection (approximately 85%) was obtained when both fan and recirculation were on. In-cabin and outdoor particle size distributions in the 7.9-217 nm range were observed to be mostly bimodal, with the primary peak occurring at 10-30 nm and the secondary at 50-70 nm. The vehicle's manufacture-installed particle filter offered an in-cabin protection of about 50% for particles in the 7-40 nm size range and 20-30% for particles in the 40 to approximately 200 nm size range. For an hour daily commute exposure, the in-vehicle microenvironment contributes approximately 10-50% of people's daily exposure to UFP from traffic.

No abstract

No abstract

ABSTRACT. An ion generator was developed to neutralize concentrated streams of large, highly charged particles in a low-velocity wind tunnel. charge. Ion generator output was suf® ciently stable to maintain the particle charge within " 2% of the original ch arge over a 1 h period. These reduced charge levels are comparable to charge levels found on workplace aerosols.

This paper presents results from a study conducted in two urban areas of southern California, Downey and Riverside, to examine the effect of different sources and formation mechanisms on the size distribution and temporal trends of ultrafine particles. Near-continuous data were collected for 5 months at each location. Our data clearly identified Downey as a source site, primarily affected by vehicular emissions from nearby freeways, and Riverside as a receptor site, where photochemical secondary reactions form a substantial fraction of particles, along with local vehicular emissions. In Downey, the diurnal trends of total particle number concentration and elemental carbon (EC) appear to be almost identical throughout the day and irrespective of season, thereby corroborating the role of primary emissions in the formation of these particles. This agreement between EC and particle number was not observed in Riverside during the warmer months of the year, while very similar trends to Downey were observed during the winter months in that area. Similarly, the size distribution of ultrafine particles in Downey was generally unimodal with a mode diameter of 30-40 nm and without significant monthly variations. The number-based particle size distributions obtained in Riverside were bimodal, with a significant increase in accumulation mode as the season progressed from winter to summer. During the warmer months, there was also an increase in sub-100-nm particles in the afternoon hours, between 2:00 p.m. and 4:00 p.m., that also increased with the temperature. The differences observed in the ultrafine particle distribution and temporal trends clearly demonstrated that mechanisms other than direct emissions play an important role in the formation of ultrafine particles in receptor sites of the Los Angeles Basin.