Formation potential of vehicle exhaust nucleation mode particles on-road and in the laboratory

Giechaskiel, Barouch; Ntziachristos, Leónidas; Samaras, Zissis; Scheer, Volker; Casati, Roberto; Vogt, Rainer

doi:10.1016/j.atmosenv.2005.02.019

Cited by 144 publications

(118 citation statements)

References 27 publications

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“…Similar images were present in the micrograph from a commercial four-cylinder engine and but were thought to be artifacts of the sampling process (Park et al 2004). In contrast, a light-duty engine with fuel containing 110 ppm sulfur produced nucleation mode particles at high speeds and were considered to be an actual emission component of the diesel engine (Giechaskiel et al 2005). Amorphous particles suspected of containing soluble organic compounds at idling conditions were shown in the micrographs of a light duty engine (Zhu et al 2005).…”

Section: Morphology Of Engine Particulatesmentioning

confidence: 51%

“…Nucleation mode particles <50 nm in concentrations as high as 10 +6 ml −1 were noted to be usually composed of all volatile material on-road sampling (Kittleson et al 2004). High-speed chase tests revealed bimodal PSD in which the nucleation mode was related to the sulfur content of the fuel and vehicle speed (Giechaskiel et al 2005).…”

Section: Fine Particle Roadway Emissionsmentioning

confidence: 99%

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Hydrocarbon Nanoparticles Formed in Flames and Diesel Engines

Dobbins

2007

Aerosol Science and Technology

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The formation of nanoparticles in laboratory hydrocarbon flames is reviewed in terms of particle morphology, chemical composition, and health hazards. The nascent nanoparticles in the nucleation mode have been widely reported in diverse laboratory flames, and are distinguished by their occurrence as singlet particles that form translucent images in transmission electron microscopy (TEM). Their sizes range from about 10 nm or more down to 2 to 3 nm, the limit of resolution of the TEM, and they possess a liquid-like quality. These particles are widely considered to be the precursor stage to the more readily observed carbonaceous aggregates consisting of chained primary particles that are opaque to the electron beam of the TEM. Nanoparticles sampled from the inverse diffusion flame and the particle effluent from diesel engines show a strong resemblance by GCMS analysis, and they contain many of the stabilomer PAHs and their isomers in the 200 to 302 atomic mass range. Many of these chemical species have high relative mutagenicities. Distinctive bimodal particle size distributions can be observed in both flame and engine samples. Recent TEM micrographs of diesel particulates show images of precursor-like nanoparticles, of as yet unknown chemical composition, that are formed in a diesel engine at many operating conditions.

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Section: Morphology Of Engine Particulatesmentioning

confidence: 51%

Section: Fine Particle Roadway Emissionsmentioning

confidence: 99%

Hydrocarbon Nanoparticles Formed in Flames and Diesel Engines

Dobbins

2007

Aerosol Science and Technology

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“…In addition, the nucleation mode formation is connected to the sulphate formation, especially when oxidation catalyst is used (Lepperhof, 2001;Maricq et al, 2002;Vaaraslahti et al, 2004). According to studies of Vogt et al(2003); Gieshaskiel et al (2005) the sulphuric acidwater nucleation seems to have an important role in the nucleation mode formation. This would produce particles with a density somewhere below that of sulphuric acid, 1.8 g/cm 3 .…”

Section: Characteristics Of Road-side Distributionsmentioning

confidence: 99%

Winter and summer time size distributions and densities of traffic-related aerosol particles at a busy highway in Helsinki

et al. 2006

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Abstract. Number concentrations and size distributions of traffic related aerosol particles were measured at a roadside in Helsinki during two winter campaigns (10-26 February 2003, 28 January-12 February 2004 and two summer campaigns (12-27 August 2003, 6-20 August 2004. The measurements were performed simultaneously at distances of 9 m and 65 m from the highway. Total number concentrations were measured by a condensation particle counter (CPC) and particle size distributions by a scanning mobility particle sizer (SMPS) and an electrical low pressure impactor (ELPI). This study concentrates on data that were measured when the wind direction was from the road to the measurement site. The total concentrations in the wintertime were 2-3 times higher than in the summertime and the concentrations were dominated by nucleation mode particles. The particles smaller than 63 nm (aerodynamic diameter) constituted ∼90% of all particles in the wintertime and ∼80% of particles in the summer time. The particle total concentration increased with increasing traffic rate. The effect of traffic rate on particles smaller than 63 nm was stronger than on the larger particles. The particle distributions at the roadside consisted of two distinguishable modes. The geometric mean diameter (GMD) of nucleation mode (Mode 1) was 20.3 nm in summer and 18.9 nm in winter. The GMD of the larger mode consisting mostly of traffic related soot particles (Mode 2) was 72.0 nm in summer and 75.1 nm in winter. The GMD values of the modes did not depend on the traffic rate. The average particle density for each mode was determined by a parallel density fitting method based on the size distribution measurement made by ELPI and SMPS. The average density value for Mode 1 particles Correspondence to: A. Virtanen (annele.virtanen@tut.fi) was 1.0±0.13 g/cm 3 and 1.0±0.07 g/cm 3 both in summer and winter respectively, while the average density value for Mode 2 was 1.5±0.1 g/cm 3 and 1.8±0.3 g/cm 3 for summer and winter, respectively.

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“…The average driver's particle exposures of each subcategory (I P vy ) was obtained by: (6) where N vy is the total number of vehicles included in the subcategory. Similar to the estimation of the gaseous emission factors of vehicle category v, the driver's particle exposures of vehicle category v were calculated by:…”

Section: Driver's Particle Exposures Of Vehicle Categoriesmentioning

confidence: 99%

“…Recently, various mobile laboratories have been assembled to measure the air pollution on the road for a variety of purposes, such as monitoring the spatial/temporal distribution of air pollutions, 1,2 investigating the emission and dispersion characteristics of tailpipe exhaust, [2][3][4][5][6] and aggregating fleet emission characteristics. 7,8 This paper describes experiments of a mobile laboratory that were designed to follow an ensemble of realworld vehicles to obtain gaseous emission factors (NO, CO, and hydrocarbon [HC]) and driver's particle exposures (particulate matter Ͻ1 m [PM 1 ], Ͻ2.5 m [PM 2.5 ], and Ͻ10 m [PM 10 ]) for five categories of vehicle (motorcycle, passenger car, taxi, truck, and bus).…”

Section: Introductionmentioning

confidence: 99%

Determining Gaseous Emission Factors and Driver’s Particle Exposures during Traffic Congestion by Vehicle-Following Measurement Techniques

Tang

Wang

2006

Journal of the Air & Waste Management Association

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Vehicle gaseous emissions (NO, CO, CO 2 , and hydrocarbon [HC]) and driver's particle exposures (particulate matter Ͻ1 m [PM 1 ], Ͻ2.5 m [PM 2.5 ], and Ͻ10 m [PM 10 ]) were measured using a mobile laboratory to follow a wide variety of vehicles during very heavy traffic congestion in Macao, Special Administrative Region, People's Republic of China, an urban area having one of the highest population densities in the world. The measurements were taken with high time resolution so that fluctuations in the emissions can be seen readily during vehicle acceleration, cruising, deceleration, and idling. The tests were conducted in close proximity to the vehicles, with the inlet of a five-gas analyzer mounted on the front bumper of the mobile laboratory, and the distance between the vehicles was usually within several meters. To measure the driver's particle exposures, the inlets of the particle analyzers were mounted at the height of the driver's breathing position in the mobile laboratory, with the driver's window open. A total of 178 and 113 vehicles were followed individually to determine the gaseous emission factor and the driver's particle exposures, respectively, for motorcycle, passenger car, taxi, truck, and bus. The gaseous emission factors were used to model the roadside air quality, and good correlations between the modeled and monitored CO, NO 2 , and nitrogen oxide (NO x ) verified the reliability of the experiments. Compared with petrol passenger cars and petrol trucks, diesel taxies and diesel trucks emitted less CO but more NO x . The impact of urban canyons is shown to cause a significant increase in the PM 1 peak. The background concentrations contributed a significant amount of the driver's particle exposures.

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Formation potential of vehicle exhaust nucleation mode particles on-road and in the laboratory

Cited by 144 publications

References 27 publications

Hydrocarbon Nanoparticles Formed in Flames and Diesel Engines

Hydrocarbon Nanoparticles Formed in Flames and Diesel Engines

Winter and summer time size distributions and densities of traffic-related aerosol particles at a busy highway in Helsinki

Determining Gaseous Emission Factors and Driver’s Particle Exposures during Traffic Congestion by Vehicle-Following Measurement Techniques

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