Physicochemical and redox characteristics of particulate matter (PM) emitted from gasoline and diesel passenger cars

Geller, Michael D.; Ntziachristos, Leónidas; Mamakos, Athanasios; Samaras, Zissis; Schmitz, Debra A.; Froines, John R.; Sioutas, Constantinos

doi:10.1016/j.atmosenv.2006.06.018

Cited by 199 publications

(142 citation statements)

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“…The average ERBC values for all vehicles from this study compare reasonably well with results obtained from the majority of previous dynamometer studies, both for individual phases and averaged over the entire cycle 6,8,15,16,30 ( is between the high and low emitters tested here. However, the ERBC's from high and low emitters are lower than those reported in Schauer et al, 16 likely because their vehicles started at lower cold start temperatures.…”

Section: Comparison With Dynamometer Studiessupporting

confidence: 77%

Real-Time Black Carbon Emission Factor Measurements from Light Duty Vehicles

Forestieri

Collier

Kuwayama

et al. 2013

Environ. Sci. Technol.

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Eight light-duty gasoline low emission vehicles (LEV I) were tested on a Chassis dynamometer using the California Unified Cycle (UC) at the Haagen-Smit vehicle test facility at the California Air Resources Board in El Monte, CA during September 2011. The UC includes a cold start phase followed by a hot stabilized running phase. In addition, a light-duty gasoline LEV vehicles and ultra-low emission vehicle (ULEV), and a light-duty diesel passenger vehicle and gasoline direct injection (GDI) vehicle were tested on a constant velocity driving cycle. A variety of instruments with response times ≥ 0.1 Hz were used to characterize how the emissions of the major PM components varied for the LEVs during a typical driving cycle. This study focuses primarily on emissions of black carbon (BC). These measurements allowed for the determination of BC emission factors throughout the driving cycle, providing insights into the temporal variability of BC emission factors during different phases of a typical driving cycle.2

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Section: Comparison With Dynamometer Studiessupporting

confidence: 77%

Real-Time Black Carbon Emission Factor Measurements from Light Duty Vehicles

Forestieri

Collier

Kuwayama

et al. 2013

Environ. Sci. Technol.

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“…Ultrafine particles (o0.1 mm) (UFPs) are potent triggers of oxidative stress and inflammation in the lungs (Oberdo¨rster et al, 1994;Li et al, 1996Li et al, , 2003Afaq et al, 1998;Zheng et al, 1998;Brown et al, 2001;Dick et al, 2003;Gilmour et al, 2004), and are of interest in transportation environments because they are formed from vehicle exhaust (Cyrys et al, 2003;Gidhagen et al, 2004;Geller et al, 2006). Indeed, ambient UFP exposures may promote symptoms such as wheezing, cough, and shortness of breath among adult asthmatics (Von Klot et al, 2002), and some evidence suggests that the respiratory effects of UFPs are either as strong or stronger than those of larger fine (PM 2.5 ) or course (PM 10 ) particles (Peters et al, 1997;Penttinen et al, 2001a, b).…”

Section: Introductionmentioning

confidence: 99%

Determinants of ultrafine particle exposures in transportation environments: findings of an 8-month survey conducted in Montréal, Canada

Weichenthal

Dufresne

Infante‐Rivard

et al. 2008

J Expo Sci Environ Epidemiol

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An 8-month sampling campaign was conducted in Montre´al, Canada to explore determinants of ultrafine particle (UFP) exposures in transportation environments and to develop models to predict such exposures. Between April and November 2006, UFP (0.02-1 mm) count exposure data were collected for one researcher during 80 morning and evening commutes including a 0.5-km walk, a 3-km bus ride, and a 26-km automobile ride in each direction. Ambient temperature, relative humidity, precipitation, and wind speed/direction data were collected for each transit period and the positions of bus and automobile windows were recorded. Mixing heights were also estimated. Morning UFP exposures were significantly greater than those in the evening, with the highest levels observed in the automobile and the lowest while walking. Wind speed and mixing height were highly correlated, and as a result only wind speed was considered in multivariable models owing to the accessibility of quantitative hourly monitoring data. In these models, each 101C increase in morning temperature was associated with decreases of 14,560/cm 3 (95% CI ¼ 11,111 to 18,020), 8160/cm 3 (95% CI ¼ 5060 to 11,260), and 11,310/ cm 3 (95% CI ¼ 6820 to 15,810) for UFP exposures in walk, bus, and automobile environments, respectively. Likewise, each 10-km/h increase in morning wind speed corresponded to decreases of 8252/cm 3 (95% CI ¼ 5130 to 11,360), 6210/cm 3 (95% CI ¼ 3420 to 9000), and 6350/cm 3 (95% CI ¼ 2440 to 10,260) for UFP exposures in walk, bus, and automobile environments, respectively. Similar trends were observed in the evening hours. In an evaluation of model performance, moderate correlations were observed between measured and predicted UFP exposures on new bus (r ¼ 0.65) and automobile (r ¼ 0.77) routes. Further research is required to incorporate variables such as traffic density and vehicle ventilation settings into the models presented.

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“…Cadle et al, 2009;Cheung et al, 2009;Geller et al, 2006;Kirchstetter et al, 1999;Liu et al, 2009;Subramanian et al, 2009;Yanowitz et al, 2000). For all world regions we assume that a certain fraction of vehicles is badly maintained (e.g.…”

Section: Transportmentioning

confidence: 99%

Global anthropogenic emissions of particulate matter including black carbon

et al. 2017

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Abstract. This paper presents a comprehensive assessment of historical global anthropogenic particulate matter (PM) emissions including the consistent and harmonized calculation of mass-based size distribution (PM 1 , PM 2.5 , PM 10 ), as well as primary carbonaceous aerosols including black carbon (BC) and organic carbon (OC). The estimates were developed with the integrated assessment model GAINS, where source-and region-specific technology characteristics are explicitly included. This assessment includes a number of previously unaccounted or often misallocated emission sources, i.e. kerosene lamps, gas flaring, diesel generators, refuse burning; some of them were reported in the past for selected regions or in the context of a particular pollutant or sector but not included as part of a total estimate. Spatially, emissions were calculated for 172 source regions (as well as international shipping), presented for 25 global regions, and allocated to 0.5 • × 0.5 • longitude-latitude grids. No independent estimates of emissions from forest fires and savannah burning are provided and neither windblown dust nor unpaved roads emissions are included.We estimate that global emissions of PM have not changed significantly between 1990 and 2010, showing a strong decoupling from the global increase in energy consumption and, consequently, CO 2 emissions, but there are significantly different regional trends, with a particularly strong increase in East Asia and Africa and a strong decline in Europe, North America, and the Pacific region. This in turn resulted in important changes in the spatial pattern of PM burden, e.g. European, North American, and Pacific contributions to global emissions dropped from nearly 30 % in 1990 to well below 15 % in 2010, while Asia's contribution grew from just over 50 % to nearly two-thirds of the global total in 2010. For all PM species considered, Asian sources represented over 60 % of the global anthropogenic total, and residential combustion was the most important sector, contributing about 60 % for BC and OC, 45 % for PM 2.5 , and less than 40 % for PM 10 , where large combustion sources and industrial processes are equally important. Global anthropogenic emissions of BC were estimated at about 6.6 and 7.2 Tg in 2000 and 2010, respectively, and represent about 15 % of PM 2.5 but for some sources reach nearly 50 %, i.e. for the transport sector. Our global BC numbers are higher than previously published owing primarily to the inclusion of new sources.This PM estimate fills the gap in emission data and emission source characterization required in air quality and climate modelling studies and health impact assessments at a regional and global level, as it includes both carbonaceous and non-carbonaceous constituents of primary particulate matter emissions. The developed emission dataset has been used in several regional and global atmospheric transport and climate model simulations within the ECLIPSE (Evaluating the Climate and Air Quality Impacts of Short-Lived Pollutants) project and beyo...

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Physicochemical and redox characteristics of particulate matter (PM) emitted from gasoline and diesel passenger cars

Cited by 199 publications

References 50 publications

Real-Time Black Carbon Emission Factor Measurements from Light Duty Vehicles

Real-Time Black Carbon Emission Factor Measurements from Light Duty Vehicles

Determinants of ultrafine particle exposures in transportation environments: findings of an 8-month survey conducted in Montréal, Canada

Global anthropogenic emissions of particulate matter including black carbon

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