Final report for measurement of primary particulate matter emissions from light-duty motor vehicles

Norbeck, Joseph M.; Durbin, Thomas D.; Truex, Timothy J.

doi:10.2172/755353

Cited by 31 publications

(21 citation statements)

References 9 publications

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“… Gillies and Gertler [2000] summarized over 200 source profiles from light‐duty gasoline vehicles (LDGV), diesel vehicles, and a mix of LDGV and diesel vehicles. The profiles were from the Environmental Protection Agency's (EPA) SPECIATE database [ Environmental Protection Agency , 1999], the Desert Research Instituted (DRI) source profile database [ Gillies and Gertler , 2000], the Northern Front Range Air Quality Study (NFRAQS) [ Fujita et al , 1998; Watson et al , 1998], and source profiles developed by the College of Engineering Center for Environmental Research and Technology (CE‐CERT) at the University of California, Riverside [ Norbeck et al , 1998]. The source profiles included a wide variety of vehicles under different operating conditions and states of maintenance.…”

Section: Resultsmentioning

confidence: 99%

Fossil and contemporary fine particulate carbon fractions at 12 rural and urban sites in the United States

Schichtel¹,

Malm²,

Bench³

et al. 2008

J. Geophys. Res.

160

168

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[1] Fine particulate matter collected at two urban, four near-urban, and six remote sites throughout the United States were analyzed for total carbon (TC) and radiocarbon ( 14 C). Samples were collected at most sites for both a summer and winter season. The radiocarbon was used to partition the TC into fossil and contemporary fractions. On average, contemporary carbon composed about half of the carbon at the urban, $70-97% at near-urban, and 82-100% at remote sites. At Phoenix, Arizona, and Seattle, Washington, one monitor was located within the urban center and one outside to assess the urban excess over background concentrations. During the summer the urban and rural sites had similar contemporary carbon concentrations. However, during the winter the urban sites had more than twice the contemporary carbon measured at the neighboring sites, indicating anthropogenic contributions to the contemporary carbon. The urban fossil carbon was 4-20 times larger than the neighboring rural sites for both seasons. Organic (OC) and elemental carbon (EC) from TOR analysis were available. These and the radiocarbon data were used to estimate characteristic fossil and contemporary EC/TC ratios for the winter and summer seasons. These ratios were applied to carbon data from the Interagency Monitoring of Protected Visual Environments network to estimate the fraction of contemporary carbon at mostly rural sites throughout the United States. In addition, the ratios were used to develop a semiquantitative, lower bound estimate of secondary organic carbon (SOC) contribution to fossil and contemporary carbon. SOC accounted for more than one-third of the fossil and contemporary carbon.

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Section: Resultsmentioning

confidence: 99%

Fossil and contemporary fine particulate carbon fractions at 12 rural and urban sites in the United States

Schichtel¹,

Malm²,

Bench³

et al. 2008

J. Geophys. Res.

160

168

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show abstract

“…Individual differences for specific species scale over 3 orders of magnitude between these studies and the emissions measured in the Sepulveda Tunnel. Twelve of the 27 comparable elements measured show emission factors 10 times greater in the Sepulveda study than in the dynamometer studies (34,38,39). The following elements show the greatest differences: Na, Ti, V, Mn, Fe, Cu, Pd, Cd, I, Sn, Sb, and Ba ( Table 3).…”

Section: Emission Factors and Fleet Contributionsmentioning

confidence: 92%

On-Road Particulate Matter (PM_2.5 and PM₁₀) Emissions in the Sepulveda Tunnel, Los Angeles, California

Gillies

Gertler

Sagebiel

et al. 2001

Environ. Sci. Technol.

142

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Total and speciated particulate matter (PM2.5 and PM10) emission factors from in-use vehicles were measured for a mixed light- (97.4% LD) and heavy-duty fleet (2.6% HD) in the Sepulveda Tunnel, Los Angeles, CA. Seventeen 1-h test runs were performed between July 23, 1996, and July 27, 1996. Emission factors were calculated from mass concentration measurements taken at the tunnel entrance and exit, the volume of airflow through the tunnel, and the number of vehicles passing through the 582 m long tunnel. For the mixed LD and HD fleet, PM2.5 emission factors in the Sepulveda Tunnel ranged from 0.016 (+/-0.007) to 0.115 (+/-0.019) g/vehicle-km traveled with an average of 0.052 (+/-0.027) g/vehicle.km. PM10 emission factors ranged from 0.030 (+/-0.009) to 0.131 (+/-0.024) g/vehicle. km with an average of 0.069 (+/-0.030) g/vehicle.km. The PM2.5 emission factor was approximately 74% of the PM10 factor. Speciated emission rates and chemical profiles for use in receptor modeling were also developed. PM2.5 was dominated by organic carbon (OC) (31.0 +/- 19.5%) and elemental carbon (EC) (48.5 +/- 20.5%) that together account for 79% (+/-24%) of the total emissions. Crustal elements (Fe, Mg, Al, Si, Ca, and Mn) contribute approximately 7.8%, and the ions Cl-, NO3-, NH3+, SO4(2-), and K+ together constitute another 9.8%. In the PM10 size fraction the particulate emissions were also dominated by OC (31 +/- 12%) and EC (35 +/- 13%). The third most prominent species was Fe (18.5 +/- 9.0%), which is greater than would be expected from purely geological sources. Other geological components (Mg, Al, Si, K, Ca, and Mn) accounted for an additional 12.6%. PM10 emission factors showed some dependence on vehicle speed, whereas PM2.5 did not. For test runs in which the average vehicle speed was 42.6 km/h a 1.7 times increase in PM10 emission factor was observed compared to those runs with an average vehicle speed of 72.6 km/h. Speciated emissions were similar. However, there is significantly greater mass attributable to geological material in the PM10, indicative of an increased contribution from resuspended road dust. The PM2.5 shows relatively good correlation with NOx emissions, which indicates that even at the low percent of HD vehicles, which emit significantly more NOx than LD vehicles, they may also have a significant impact on the PM2.5 levels.

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“…In particular, we separate fuel consumption for on-road vehicles and agricultural tractors by emission standards (see Yan et al (2014b) for details). We apply TSP emission factors from Bond et al (2004Bond et al ( , 2007 combined with the mass fractions of PM 10 to TSP from the GAINS model (GAINS, 2014) to estimate PM 10 emission factors, except for on-road vehicles and agricultural tractors which use primary TSP emission factors from Yan et al (2014b) and the mass fraction of PM 10 to TSP from Norbeck et al (1998). Finally, fuel consumption activities for each set of sector, fuel, and technology and their corresponding emission factors are combined to estimate total emissions, as shown in Table 1.…”

Section: Pm 10 Emission Inventorymentioning

confidence: 99%

Size-resolved global emission inventory of primary particulate matter from energy-related combustion sources

Winijkul

Yan

Lü

et al. 2015

Atmospheric Environment

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h i g h l i g h t sMass-based size distribution of emissions of energy-related combustion sources. Method to estimate the size distribution of components of the combustion sector. Global PM 10 emissions showing single-mode size distribution with peak around 700 nm. Discussion of uncertainties in global size distribution emission estimation. Investigation of mass size distribution changes with emission reduction scenarios. a b s t r a c t Current emission inventories provide information about the mass emissions of different chemical species from different emitting sources without information concerning the size distribution of primary particulate matter (PM). The size distribution information, however, is an important input into chemical transport models that determine the fate of PM and its impacts on climate and public health. At present, models usually make rather rudimentary assumptions about the size distribution of primary PM emissions in their model inputs. In this study, we develop a global and regional, size-resolved, mass emission inventory of primary PM emissions from source-specific combustion components of the residential, industrial, power, and transportation sectors for the year 2010. Uncertainties in the emission profiles are also provided. The global size-resolved PM emissions show a distribution with a single peak and the majority of the mass of particles in size ranges smaller than 1 mm. The PM size distributions for different sectors and world regions vary considerably, due to the different combustion characteristics. Typically, the sizes of particles decrease in the order: power sector > industrial sector > residential sector > transportation sector. Three emission scenarios are applied to the baseline distributions to study the likely changes in size distribution of emissions as clean technologies are implemented.

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Final report for measurement of primary particulate matter emissions from light-duty motor vehicles

Cited by 31 publications

References 9 publications

Fossil and contemporary fine particulate carbon fractions at 12 rural and urban sites in the United States

Fossil and contemporary fine particulate carbon fractions at 12 rural and urban sites in the United States

On-Road Particulate Matter (PM_2.5 and PM₁₀) Emissions in the Sepulveda Tunnel, Los Angeles, California

Size-resolved global emission inventory of primary particulate matter from energy-related combustion sources

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Final report for measurement of primary particulate matter emissions from light-duty motor vehicles

Cited by 31 publications

References 9 publications

Fossil and contemporary fine particulate carbon fractions at 12 rural and urban sites in the United States

Fossil and contemporary fine particulate carbon fractions at 12 rural and urban sites in the United States

On-Road Particulate Matter (PM2.5 and PM10) Emissions in the Sepulveda Tunnel, Los Angeles, California

Size-resolved global emission inventory of primary particulate matter from energy-related combustion sources

Contact Info

Product

Resources

About

On-Road Particulate Matter (PM_2.5 and PM₁₀) Emissions in the Sepulveda Tunnel, Los Angeles, California