Non-exhaust vehicle emissions of particulate matter and VOC from road traffic: A review

Harrison, Roy M.; Allan, J. D.; Carruthers, David; Heal, Mathew R.; Lewis, Alastair C.; Marner, Ben B.; Murrells, Timothy P.; Williams, Andrew M.

doi:10.1016/j.atmosenv.2021.118592

Cited by 182 publications

(158 citation statements)

References 183 publications

(245 reference statements)

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“…Such emissions are generated by abrasive processes and although there is a tendency of such PM to be in the coarse-mode, these emissions can also significantly enhance fine PM concentrations. This is a result of the non-exhaust emission pathways generating PM with median diameters of approximately 3 µm and thus, straddle the boundary between course and fine PM (Harrison et al, 2021). Non-exhaust PM is relevant in respect to OP because such particles are usually metal-rich and metals are thought to be very potent constituents for driving OP.…”

Section: Pm In Switzerlandmentioning

confidence: 99%

Linking Switzerland's PM10 and PM2.5 oxidative potential (OP) with emission sources

Grange

Uzu

Weber

et al. 2022

Preprint

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Abstract. Particulate matter (PM) is the air pollutant which causes the greatest deleterious heath effects across the world and PM is routinely monitored within air quality networks where PM mass according to its size, and sometimes number are reported. However, such measurements do not provide information on the biological toxicity of PM. Oxidative potential (OP) is a complementary metric which aims to classify PM in respect to its oxidising ability in lungs and is being increasingly reported due to its assumed relevance concerning human health. Between June, 2018 and May, 2019, an intensive filter-based PM sampling campaign was conducted across Switzerland in five locations which involved the quantification of a large number of PM constituents and OP for both PM10 and PM2.5. OP was quantified by three assays: ascorbic acid (AA), dithiothreitol (DTT), and dichlorofluorescein (DCFH). OPv (OP by air volume) was found to be variable in time and space with Bern-Bollwerk, an urban-traffic sampling site having the greatest levels of OPv among the Swiss sites (especially when considering ), with more rural locations such as Payerne experiencing lower OPv. However, urban-background and suburban sites did experience significant OPv enhancement, as did the rural Magadino-Cadenazzo site during wintertime because of high levels of wood smoke. The mean OP ranges for the sampling period were: 0.4–4.1, 0.6–3.0, and 0.3–0.7 nmol min−1 m−3 for the , , and respectively. A source allocation method using positive matrix factorisation (PMF) models indicated that although all PM10 and PM2.5 sources which were identified contributed to OPv on average, the anthropogenic road traffic and wood combustion sources had the greatest OPm potency (OP per PM mass). A dimensionality reduction procedure coupled to multiple linear regression modelling consistently identified a handful of metals usually associated with non-exhaust emissions, namely: copper, zinc, iron, tin, antimony and somewhat manganese and cadmium as well as three specific wood burning-sourced organic tracers – levoglucosan, mannosan, and galactosan (or their metal substitutes: rubidium and potassium) were the most important PM components to explain and predict OPv. The combination of a metal and a wood burning specific tracer led to the best performing linear models to explain OPv. Interestingly, within the non-exhaust and wood combustion emission groups, the exact choice of component was not critical, the models simply required a variable to be present to represent the emission source or process. The modelling process also showed that may be a more specific metric for OP than the other assays employed in this work. This analysis strongly suggests that the anthropogenic and locally emitted road traffic and wood burning sources should be prioritised, targeted, and controlled to gain the most efficacious decrease in OPv, and presumably biological harm reductions in Switzerland.

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Section: Pm In Switzerlandmentioning

confidence: 99%

Linking Switzerland's PM10 and PM2.5 oxidative potential (OP) with emission sources

Grange

Uzu

Weber

et al. 2022

Preprint

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“…Apparently, turbulence induced by vehicular movement (especially heavy-duty vehicles) was a major resuspension source of particles already present on the road surface. Resuspended particles, therefore, comprise particles from non-exhaust sources (brake wear, tire wear, road-surface wear), as well as particles from other sources that have also deposited onto the road surface, for example, exhaust emission particles, particles from de-icing and gritting, and wind-blown dust particles [9,11].…”

Section: Factor 2: Regional/local Industrymentioning

confidence: 99%

“…Traffic-generated particulate matter arises from vehicular exhaust and non-exhaust sources [7][8][9][10][11]. The former is related to fuel combustion, and the latter are due to the wear of brake systems (pads and discs), tires, road surface abrasion, and the resuspension of road dust particles.…”

Section: Introductionmentioning

confidence: 99%

“…While numerous regulations and technological upgrades in the automotive field have succeeded in significantly reducing vehicle exhaust PM emissions in recent years, nonexhaust PM emissions are unaffected by such actions. Although there is consensus that vehicular exhaust emissions produce particles mainly in the fine fraction [8][9][10][11], nonexhaust emissions contribute to both fine and coarse modes of PM 10 , with the coarse fraction (particles with an aerodynamic diameter of 2.5-10 µm) being predominant [9,10,12]. Thus, the proportion of PM emissions from vehicular non-exhaust sources has rapidly increased in recent years, and become more and more relevant to health [9,10].…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Insights into Elemental Composition and Sources of Fine and Coarse Particulate Matter in Dense Traffic Areas in Toronto and Vancouver, Canada

Celo

Yassine

Da̧bek-Złotorzyńska

2021

Toxics

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Traffic is a significant pollution source in cities and has caused various health and environmental concerns worldwide. Therefore, an improved understanding of traffic impacts on particle concentrations and their components could help mitigate air pollution. In this study, the characteristics and sources of trace elements in PM2.5 (fine), and PM10-2.5 (coarse), were investigated in dense traffic areas in Toronto and Vancouver, Canada, from 2015–2017. At nearby urban background sites, 24-h integrated PM samples were also concurrently collected. The PM2.5 and PM10-2.5 masses, and a number of elements (i.e., Fe, Ba, Cu, Sb, Zn, Cr), showed clear increases at each near-road site, related to the traffic emissions resulting from resuspension and/or abrasion sources. The trace elements showed a clear partitioning trend between PM2.5 and PM10-2.5, thus reflecting the origin of some of these elements. The application of positive matrix factorization (PMF) to the combined fine and coarse metal data (86 total), with 24 observations at each site, was used to determine the contribution of different sources to the total metal concentrations in fine and coarse PM. Four major sources were identified by the PMF model, including two traffic non-exhaust (crustal/road dust, brake/tire wear) sources, along with regional and local industrial sources. Source apportionment indicated that the resuspended crustal/road dust factor was the dominant contributor to the total coarse-bound trace element (i.e., Fe, Ti, Ba, Cu, Zn, Sb, Cr) concentrations produced by vehicular exhaust and non-exhaust traffic-related processes that have been deposited onto the surface. The second non-exhaust factor related to brake/tire wear abrasion accounted for a considerable portion of the fine and coarse elemental (i.e., Ba, Fe, Cu, Zn, Sb) mass at both near-road sites. Regional and local industry contributed mostly to the fine elemental (i.e., S, As, Se, Cd, Pb) concentrations. Overall, the results show that non-exhaust traffic-related processes were major contributors to the various redox-active metal species (i.e., Fe, Cu) in both PM fractions. In addition, a substantial proportion of these metals in PM2.5 was water-soluble, which is an important contributor to the formation of reactive oxygen species and, thus, may lead to oxidative damage to cells in the human body. It appears that controlling traffic non-exhaust-related metals emissions, in the absence of significant point sources in the area, could have a pronounced effect on the redox activity of PM, with broad implications for the protection of public health.

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“…Due to the low exhaust emissions from modern vehicles, the contribution of trafficrelated non-exhaust emissions to air pollution has become relatively more important and is likely to increase [92,93]. In June 2021, GRPE mandated the PMP group to develop a GTR on brake emissions from light-duty vehicles.…”

Section: Brake Emissionsmentioning

confidence: 99%

Overview of Vehicle Exhaust Particle Number Regulations

et al. 2021

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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.

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Non-exhaust vehicle emissions of particulate matter and VOC from road traffic: A review

Cited by 182 publications

References 183 publications

Linking Switzerland's PM<sub>10 </sub>and PM<sub>2.5</sub> oxidative potential (OP) with emission sources

Linking Switzerland's PM<sub>10 </sub>and PM<sub>2.5</sub> oxidative potential (OP) with emission sources

Insights into Elemental Composition and Sources of Fine and Coarse Particulate Matter in Dense Traffic Areas in Toronto and Vancouver, Canada

Overview of Vehicle Exhaust Particle Number Regulations

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Non-exhaust vehicle emissions of particulate matter and VOC from road traffic: A review

Cited by 182 publications

References 183 publications

Linking Switzerland's PM&lt;sub&gt;10 &lt;/sub&gt;and PM&lt;sub&gt;2.5&lt;/sub&gt; oxidative potential (OP) with emission sources

Linking Switzerland's PM&lt;sub&gt;10 &lt;/sub&gt;and PM&lt;sub&gt;2.5&lt;/sub&gt; oxidative potential (OP) with emission sources

Insights into Elemental Composition and Sources of Fine and Coarse Particulate Matter in Dense Traffic Areas in Toronto and Vancouver, Canada

Overview of Vehicle Exhaust Particle Number Regulations

Contact Info

Product

Resources

About

Linking Switzerland's PM<sub>10 </sub>and PM<sub>2.5</sub> oxidative potential (OP) with emission sources

Linking Switzerland's PM<sub>10 </sub>and PM<sub>2.5</sub> oxidative potential (OP) with emission sources