Particulate Matter Associated with Vehicles on the Road

Pierson, William R.; Brachaczek, Wanda W.

doi:10.4271/760039

Cited by 49 publications

(48 citation statements)

References 19 publications

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“…The g/km emission rates for Diesels and for cars are the ordinate intercepts at 0 and 100% gasoline powered, respectively. The line based on this experiment and others 17 ' 18 indicates emission rates <0.1 g/km for cars and ~1 g/km for Diesel trucks.…”

Section: Ford Motor Companysupporting

confidence: 55%

Light Scattering by Particulate Emissions from Vehicles on the Road

Pierson

McKee

1978

Journal of the Air Pollution Control Association

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Section: Ford Motor Companysupporting

confidence: 55%

Light Scattering by Particulate Emissions from Vehicles on the Road

Pierson

McKee

1978

Journal of the Air Pollution Control Association

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“…The Detroit & Canada Tunnel has grades up to ~5% and a 30 mi/hr speed limit. 95 Together, the CMB analyses from all eight tunnels are consistent in allotting most (73-93%, average 85%) of the NMHC to the tailpipe at a variety of speeds.…”

Section: Apportionment Of Tailpipe and Nontailpipe Emissions In Roadwmentioning

confidence: 89%

Assessment of Nontailpipe Hydrocarbon Emissions from Motor Vehicles

Pierson

Schorran

Fujita

et al. 1999

Journal of the Air & Waste Management Association

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This report evaluates tailpipe and nontailpipe hydrocarbon (HC) emissions from light-duty spark-ignition (SI) vehicles. The sources of information were unpublished data sets, generated mainly from 1990 through 1994, on emissions from volunteer fleets of in-use vehicles in chassis dynamometer and sealed housing for evaporative determination tests, and published chemical mass balance (CMB) source apportionments of HC in roadway tunnels and in urban air. The nontailpipe emissions evaluated comprise running-loss, hot soak, diurnal emissions, and resting-loss emissions. Relations between pressure and purge test failures and actual nontailpipe emissions were also examined.According to the recruited fleet data, nontailpipe emissions exceed tailpipe HC emissions by a wide margin. This is contradicted by real-world ambient and roadway tunnel CMB results, which attribute 65-93% of motor vehicle non-methane hydrocarbons (NMHCs) to tailpipe emissions, and the balance from the nontailpipe.Running-loss emission rates were critically dependent on driving cycle and conditioning. They decreased steeply with increasing vehicle speed, according to the fleet data. They increased with ambient temperature and fuel Reid vapor pressure (RVP) at rates of ~7%/°F and 46%/psi.Hot soak, diurnal, and resting-loss emission rates all increased with increasing ambient temperatures, at rates in the range of 2.2-4.6%/°F. Hot soak and diurnal emission rates increased with increasing fuel RVP, at rates between 34 and 47%/psi increase in RVP (at 95 °F ambient temperature).Vehicle-to-vehicle variation in HC emission rates was very large in all nontailpipe (and tailpipe) emissions categories. For each emission category, 10% of the vehicles produced ~50% of the emissions. The dirtiest 10% of the vehicles in any one category, however, were not usually the same vehicles as the dirtiest 10% of the vehicles in any other category; the emission rates in any one category were uncorrelated with the emission rates in any other category.High emissions in every category-tailpipe, running loss, hot soak, diurnal, and resting loss-were seen in nearly all model years, including the newest ones. There appears to be a slow (~10-15%/model year) downward trend in average hot soak, diurnal, and resting-loss emissions in successive model years (whether because of improving technology or because of vehicle age-or both-is not known).There was little relation of pressure or purge failure to actual hot soak, diurnal, or resting-loss emissions rates.The paper concludes with recommendations for resolving the two outstanding issues of (1) fleet versus tunnel/ambient and (2) running losses. IMPLICATIONSThere are two main implications from the work presented here: (1) There is a serious mismatch between the recruited fleet data, which indicate that nontailpipe emissions dominate tailpipe emissions, and CMB receptor modeling from atmospheric measurements, which indicates that tailpipe HC emissions dominate. This question needs resolution. (2) Only a small percentage of vehi...

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“…Particulate emissions from traffic do not solely comprise combustion-derived exhaust emissions (Pierson and Brachaczek, 1982). They also contain particles that are collectively known as non-exhaust PM, which is produced through abrasion of brakes, tires, clutches and roadway, as well as mixed-origin dust particles, both suspended and resuspended from the road surface (Rogge et al, 1993;Bukowiecki et al, 2010;Mathissen et al, 2012).…”

Section: Introductionmentioning

confidence: 99%

Coarse-Particle Passive-Sampler Measurements and Single-Particle Analysis by Transmitted Light Microscopy at Highly Frequented Motorways

Tian

Kaminski

Sauer

et al. 2017

Aerosol Air Qual. Res.

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Measuring and characterizing airborne particulate matter (PM) is an important research area because PM can lead to impacts on health and to visibility reduction, material damage and groundwater pollution. In regard to road dust, suspension and re-suspension and the contribution of non-exhaust PM to total traffic emissions are expected to increase as a result of predicted climate scenarios. European environmental regulations have been enforced to reduce exhaust particle emissions from road traffic, but little attention has been paid to reducing non-exhaust coarse particle emissions due to traffic. Therefore, a monitoring program for coarse PM has been initiated in early 2013 to assess the predicted increase in the abundance of non-exhaust particles. Particle sampling was performed with the passive-sampler technique Sigma-2. The subsequent single-particle analysis allows for characterization of individual particles, determination of PM size distribution, and calculation of PM mass concentrations. Two motorways near Cologne (Köln), Germany were selected as sampling sites, and the experimental setup in the field was realized with a so-called twin-site method. The present study reports single-particle analysis data for samples collected between May 31, 2013 and May 30, 2014. Coarse PM, generated through multi-source mechanisms, consists of, e.g., tire-wear, soot aggregates, and mineral dust. The highest mass concentration occurs at both motorways in spring, and the observed PM mainly contains traffic-abrasion particles. The field measurements show that the minimum PM concentration was found in the 5 to 12°C temperature range, whereas the maximum concentration was observed in both the -5 to 5°C and the 12 to 24°C ranges, in agreement with previous laboratory measurements. Correlation between super-coarse (d p 10-80 µm, geometric equivalent diameter) PM concentration and precipitation displays a significant increase in concentration with decreasing number of precipitation events (dry weather periods).

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Particulate Matter Associated with Vehicles on the Road

Cited by 49 publications

References 19 publications

Light Scattering by Particulate Emissions from Vehicles on the Road

Light Scattering by Particulate Emissions from Vehicles on the Road

Assessment of Nontailpipe Hydrocarbon Emissions from Motor Vehicles

Coarse-Particle Passive-Sampler Measurements and Single-Particle Analysis by Transmitted Light Microscopy at Highly Frequented Motorways

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