On-road and laboratory investigation of low-level PM emissions of a modern diesel particulate filter equipped diesel passenger car

Modern diesel particulate filter (DPF) systems are very effective in reducing particle emissions from diesel vehicles. In this work low-level particulate matter (PM) emissions from a DPF equipped EURO-4 diesel vehicle were studied in the emission test laboratory as well as during real-world chasing on a high-speed test track. Size and time resolved data obtained from an engine exhaust particle sizer (EEPS) and a condensation particle counter (CPC) are presented for both loaded and unloaded DPF condition. The corresponding time and size resolved emission factors were calculated for acceleration, deceleration, steady state driving and during DPF regeneration, and are compared with each other. In addition, the DPF efficiency of the tested vehicle was evaluated during the New European Driving Cycle (NEDC) by real time pre-/post-DPF measurements and was found to be 99.5% with respect to PM number concentration and 99.3% for PM mass, respectively. PM concentrations, which were measured at a distance of about 10 m behind the test car, ranged from 1 to 1.5 times background level when the vehicle was driven on the test track under normal acceleration conditions or at constant speeds below 100 kmh^?1. Only during higher speeds and full load accelerations concentrations above 3 times background level could be observed. The corresponding tests in the emission laboratory confirmed these results. During DPF regeneration the total PM number emission of nucleation mode particles was 3–4 orders of magnitude higher compared to those emitted at the same speed without regeneration, while the level of the accumulation mode particles remained about the same. The majority of the particles emitted during DPF regeneration was found to be volatile, and is suggested to originate from accumulated sulfur compounds.     

A study of emissions from a Euro 4 light duty diesel vehicle with the European particulate measurement programme

The California Air Resources Board, CARB, has participated in a program to quantify particulate matter (PM) emissions with a European methodology, which is known as the Particulate Measurement Programme (PMP). The essence of the PMP methodology is that the diesel PM from a Euro 4 vehicle equipped with a Diesel Particulate Filter (DPF) consists primarily of solid particles with a size range greater than 23 nm. The PMP testing and the enhanced testing performed by CARB have enabled an increased understanding of both the progress that has been made in PM reduction, and the future remaining challenges for new and improved DPF-equipped diesel vehicles. A comparison of measured regulated emissions and solid particle number emissions with the results obtained by the PMP participating international laboratories was a success, and CARB’s measurements and standard deviations compared well with the other laboratories. Enhanced measurements of the influence of vehicle conditioning prior to testing on PM mass and solid particle number results were performed, and some significant influences were discovered. For example, the influence of vehicle preconditioning on particle number results was significant for both the European and USA test driving cycles. However, the trends for the cycles were opposite with one cycle showing an increase and the other cycle showing a decrease in particle number emissions. If solid particle size distribution and total particle numbers are to be used as proposed in PMP, then a greater understanding of the quality and errors associated with measurement technologies is advisable.In general, particle counting instruments gave results with similar trends, but cycle-to-cycle testing variation was observed. Continuous measurements of particle number concentrations during test cycles have given detailed insight into PM generation. At the present time there is significant variation in the capabilities of the particle counting instruments in terms of particle size and concentration.Current measurements show the existence of a large number of volatile and semi-volatile particles of yet-to-be-resolved chemical composition in diesel exhaust, especially during DPF regeneration, and these particles are not included in the PMP methodology because they are smaller than 20 nm. It will be very challenging to improve our understanding of this class of diesel particulate matter.     

Effects of low concentration biodiesel blend application on modern passenger cars. Part 1: Feedstock impact on regulated pollutants, fuel consumption and particle emissions

Five biodiesels from different feedstocks (rapeseed, soy, sunflower, palm, and used fried oils) blended with diesel at 10% vol. ratio (B10), were tested on a Euro 3 common-rail passenger car. Limited effects (−2% to +4%) were observed on CO₂ emissions. CO and HC emissions increased between 10% and 25% on average, except at high speed - high power where emissions were too low to draw conclusions. NOx emissions increased by up to 20% for two out of the five blends, decreased by up to 15% for two other blends, and remained unchanged for one blend. Particulate matter (PM) was reduced for all blends by up to 25% and the reductions were positively correlated with the extent of biodiesel saturation. PM reductions are associated with consistent reductions in non-volatile particle number. A variable behaviour in particle number is observed when volatile particles are also accounted.     

Use of the aerodynamic particle sizer to measure ambient PM10-2.5: the coarse fraction of PM10

The Aerodynamic Particle Sizer (APS 3321, TSI, Inc., Shoreview, MN) rapidly measures particle number concentration by size from 0.5 to 20 microm. This work used simple assumptions for particle shape factor and density to estimate ambient coarse mode particulate matter, PM10-2.5, from APS number concentration data. This estimate was compared with that measured with time-integrated, filter-based federal reference method (FRM) samplers in four U.S. field studies: two in Phoenix, AZ; one in Gary, IN; and one in Riverside, CA. Near one-to-one agreement and a strong linear relationship were observed between APS-estimated and FRM-measured PM10-2.5 in the first Phoenix, AZ study (slope = 0.90, R2 = 1.00); the second Phoenix, AZ study (slope = 0.99, R2 = 0.99); and the Riverside, CA study (slope = 1.00, R2 = 0.84). In the Gary, IN study, PM10-2.5 estimates made with data from the APS tended to be less than that measured with the FRM samplers (slope = 0.57), but the linear relationship between the two methods was still strong (R2 = 0.90). Particle-bound water associated with wet atmospheric conditions may account for these differences. Additional testing is required to resolve this issue.     

Chemical speciation of PM emissions from heavy-duty diesel vehicles equipped with diesel particulate filter (DPF) and selective catalytic reduction (SCR) retrofits

Four heavy-duty diesel vehicles (HDDVs) in six retrofitted configurations (CRT^®, V-SCRT^®, Z-SCRT^®, Horizon, DPX and CCRT^®) and a baseline vehicle operating without after--treatment were tested under cruise (50 mph), transient UDDS and idle driving modes. As a continuation of the work by Biswas et al. [Biswas, S., Hu, S., Verma, V., Herner, J., Robertson, W.J., Ayala, A., Sioutas, C., 2008. Physical properties of particulate matter (PM) from late model heavy-duty diesel vehicles operating with advanced emission control technologies. Atmospheric Environment 42, 5622–5634.] on particle physical parameters, this paper focuses on PM chemical characteristics (Total carbon [TC], Elemental carbon [EC], Organic Carbon [OC], ions and water-soluble organic carbon [WSOC]) for cruise and UDDS cycles only. Size-resolved PM collected by MOUDI–Nano-MOUDI was analyzed for TC, EC and OC and ions (such as sulfate, nitrate, ammonium, potassium, sodium and phosphate), while Teflon coated glass fiber filters from a high volume sampler were extracted to determine WSOC. The introduction of retrofits reduced PM mass emissions over 90% in cruise and 95% in UDDS. Similarly, significant reductions in the emission of major chemical constituents (TC, OC and EC) were achieved. Sulfate dominated PM composition in vehicle configurations (V-SCRT^®-UDDS, Z-SCRT^®-Cruise, CRT^® and DPX) with considerable nucleation mode and TC was predominant for configurations with less (Z-SCRT^®-UDDS) or insignificant (CCRT^®, Horizon) nucleation. The transient operation increases EC emissions, consistent with its higher accumulation PM mode content. In general, solubility of organic carbon is higher (average ～5 times) for retrofitted vehicles than the baseline vehicle. The retrofitted vehicles with catalyzed filters (DPX, CCRT^®) had decreased OC solubility (WSOC/OC: 8–25%) unlike those with uncatalyzed filters (SCRT^®s, Horizon; WSOC/OC ～ 60–100%). Ammonium was present predominantly in the nucleation mode, indicating that ternary nucleation may be the responsible mechanism for formation of these particles.     

A vehicle emissions system using a car simulator and a geographical information system: Part 1--System description and testing

A methodology for estimating vehicular emissions comprising a car simulator, a basic traffic model, and a geographical information system is capable of estimating vehicle emissions with high time and space resolution. Because of the extent of the work conducted, this article comprises two sections: In Part 1 of this work, we describe the system and its components and use examples for testing it. In Part 2 we will study in more detail the emissions of the sample fleet using the system and will make comparisons with another emission model. The experimental data for the car simulator is obtained using on-board measuring equipment and laboratory Fourier transform IR (FTIR) measurements with a dynamometer following typical driving cycles. The car simulator uses this data to generate emission factors every second. These emission factors, together with information on car activity and velocity profiles of highways and residential and arterial roads in Mexico City in conjunction with a basic traffic model, provide emissions per second of a sample fleet. A geographical information system is used to localize these road emissions.     

The Portable In Situ Wind Erosion Laboratory (PI-SWERL): A new method to measure PM10 windblown dust properties and potential for emissions

A new device—the Portable In Situ Wind ERosion Lab (PI-SWERL)—for measuring the potential for wind erosion and dust emission from soil surfaces is described. The device uses an annular ring (inner diameter=39 cm, outer diameter=51 cm) that rotates 6 cm above the soil test surface. Dust and sand are mobilized by the shear created by the rotating ring. Dust concentrations within the chamber that encloses the annular ring are measured by light scattering, used as a surrogate for particulate matter mass concentrations. While the PI-SWERL does not realistically simulate natural wind erosion processes that are often driven by saltation, measurements with the device provide a robust index of wind erosion/dust emission potential. Compared to traditional field wind tunnels used for the same purpose, the PI-SWERL offers significant economy in size, portability, and ease of use.     

Modeling non-linear changes in an urban setting: From pro-environmental affordances to responses in behavior,emissions and air quality

Interactions in urban environment were investigated using a multidisciplinary model combination, with focus on traffic, emissions and atmospheric particles. An agent-based model was applied to simulate the evolution of unsustainable human behavior (usage of combustion-based personal vehicles) as a function of pro-environmental affordances (opportunities for sustainable choices). Scenarios regarding changes in multi-pollutant emissions were derived, and the non-linear implications to atmospheric particles were simulated with a box model. Based on the results for a Nordic city, increasing pro-environmental affordances by 10%, 50% or 100% leads to emission reductions of 15%, 30% and 40% within 2 years. To reduce ambient particle mass, emissions from traffic should decrease by > 15%, while the lung deposited surface area decreases in all scenarios (-23%, -32% and -36%, correspondingly). The presented case is representative of one season, but the approach is generic and applicable to simulating a full year, given meteorological and pollution data that reflects seasonal variation. This work emphasizes the necessity to consider feedback mechanisms and non-linearities in both human behavior and atmospheric processes, when predicting the outcomes of changes in an urban system.Supplementary InformationThe online version contains supplementary material available at 10.1007/s13280-022-01827-8.     

Correction to: PM2.5 exposure inducing ATP alteration links with NLRP3 inflammasome activation

Environmental Science and Pollution Research -     

Contribution of motor vehicle emissions to organic carbon and fine particle mass in Pittsburgh, Pennsylvania: Effects of varying source profiles and seasonal trends in ambient marker concentrations

We present estimates of the vehicular contribution to ambient organic carbon (OC) and fine particle mass (PM) in Pittsburgh, PA using the chemical mass balance (CMB) model and a large dataset of ambient molecular marker concentrations. Source profiles for CMB analysis are selected using a method of comparing the ambient ratios of marker species with published profiles for gasoline and diesel vehicle emissions. The ambient wintertime data cluster on a hopanes/EC ratio–ratio plot, and therefore can be explained by a large number of different source profile combinations. In contrast, the widely varying summer ambient ratios can be explained by a more limited number of source profile combinations. We present results for a number of different CMB scenarios, all of which perform well on the different statistical tests used to establish the quality of a CMB solution. The results illustrate how CMB estimates depend critically on the marker-to-OC and marker-to-PM ratios of the source profiles. The vehicular contribution in the winter is bounded between 13% and 20% of the ambient OC (274±56–416±72 ng-C m⁻³). However, variability in the diesel profiles creates uncertainty in the gasoline–diesel split. On an OC basis, one set of scenarios suggests gasoline dominance, while a second set indicates a more even split. On a PM basis, all solutions indicate a diesel-dominated split. The summer CMB solutions do not present a consistent picture given the seasonal shift and wide variation in the ambient hopanes-to-EC ratios relative to the source profiles. If one set of source profiles is applied to the entire dataset, gasoline vehicles dominate vehicular OC in the winter but diesel dominates in the summer. The seasonal pattern in the ambient hopanes-to-EC ratios may be caused by photochemical decay of hopanes in the summer or by seasonal changes in vehicle emission profiles.     

Life cycle and economic assessment of source-separated MSW collection with regard to greenhouse gas emissions: a case study in China

In China, the continuously increasing amount of municipal solid waste (MSW) has resulted in an urgent need for changing the current municipal solid waste management (MSWM) system based on mixed collection. A pilot program focusing on source-separated MSW collection was thus launched (2010) in Hangzhou, China, to lessen the related environmental loads. And greenhouse gas (GHG) emissions (Kyoto Protocol) are singled out in particular. This paper uses life cycle assessment modeling to evaluate the potential environmental improvement with regard to GHG emissions. The pre-existing MSWM system is assessed as baseline, while the source separation scenario is compared internally. Results show that 23 % GHG emissions can be decreased by source-separated collection compared with the base scenario. In addition, the use of composting and anaerobic digestion (AD) is suggested for further optimizing the management of food waste. 260.79, 82.21, and ?86.21 thousand tonnes of GHG emissions are emitted from food waste landfill, composting, and AD, respectively, proving the emission reduction potential brought by advanced food waste treatment technologies. Realizing the fact, a modified MSWM system is proposed by taking AD as food waste substitution option, with additional 44 % GHG emissions saved than current source separation scenario. Moreover, a preliminary economic assessment is implemented. It is demonstrated that both source separation scenarios have a good cost reduction potential than mixed collection, with the proposed new system the most cost-effective one.     

Night-time tropospheric chemistry of the unsaturated alcohols (Z)-pent-2-en-1-ol and pent-1-en-3-ol: Kinetic studies of reactions of NO3 and N2O5 with stress-induced plant emissions

The night-time tropospheric chemistry of two stress-induced volatile organic compounds (VOCs), (Z)-pent-2-en-1-ol and pent-1-en-3-ol, has been studied at room temperature. Rate coefficients for reactions of the nitrate radical (NO₃) with these pentenols were measured using the discharge-flow technique. Because of the relatively low volatility of these compounds, we employed off-axis continuous-wave cavity-enhanced absorption spectroscopy for detection of NO₃ in order to be able to work in pseudo first-order conditions with the pentenols in large excess over NO₃. The rate coefficients were determined to be (1.53±0.23)×10⁻¹³ and (1.39±0.19)×10⁻¹⁴ cm³ molecule⁻¹ s⁻¹ for reactions of NO₃ with (Z)-pent-2-en-1-ol and pent-1-en-3-ol. An attempt to study the kinetics of these reactions with a relative-rate technique, using N₂O₅ as source of NO₃ resulted in significantly higher apparent rate coefficients. Performing relative-rate experiments in known excesses of NO₂ allowed us to determine the rate coefficients for the N₂O₅ reactions to be (5.0±2.8)×10⁻¹⁹ cm³ molecule⁻¹ s⁻¹ for (Z)-pent-2-en-1-ol, and (9.1±5.8)×10⁻¹⁹ cm³ molecule⁻¹ s⁻¹ for pent-1-en-3-ol. We show that these relatively slow reactions can indeed interfere with rate determinations in conventional relative-rate experiments.     

Selections from the history of environmental pollution, with special attention to air pollution. Part 2: From medieval times to the 19th century

Several comprehensive publications have been issued recently on the environmental pollution of past times, especially from medieval times (e.g. Brimblecombe, 1987a; oldstein, 1988; Brimblecombe and Pfister, 1990; Hughes, 1993; Markham, 1994; Brimblecombe, 1995). The aim of this paper is to give an overview of information on the subject – mainly related to the period between medieval times and the 19th century.     

Toxicity of fenvalerate to caddisfly larvae: chronic effects of 1- vs 10-h pulse-exposure with constant doses

Episodic pollution events such as runoff or spraydrift can lead to a short-term (few hours) contamination of aquatic ecosystems with pesticides. So far, different short-term exposures with respect to long-term effects have not been studied. In the present study, caddisfly larvae, typical for agricultural streams (Limnephilus lunatus Curtis, 2nd and 3rd instar) were exposed for 1- vs 10-h to three different equivalent doses (microg h) of fenvalerate. After transfer into an artificial stream microcosm with pesticide-free water, chronic effects were observed over 240 days. Comparison of 1- and 10-h exposure revealed that 1-h contamination leads to stronger effects. The differences were significant for the sublethal endpoints emergence pattern and dry weight of adults (ANOVA, Fisher's PLSD; P < 0.05). In terms of exposure dose, the difference between 1- and 10-h exposure equals a factor of 6 as a mean of all endpoints studied. The following significant effect levels for the 1-h exposure were obtained for the different endpoints investigated: reduced emergence success and production at 0.1 microg l(-1), temporal pattern of emergence at 0.001 microg l(-1), dry weight of adults at 0.01 microg l(-1).     

1-octanol/water distribution coefficient of oxolinic acid: influence of pH and its relation to the interaction with dissolved organic carbon

The distribution of oxolinic acid (OA) between 1-octanol and buffers at a broad range of pH values was studied and found to decrease with increasing pH. The distribution coefficient to dissolved organic carbon (DOC), log DDOC, was estimated and compared with an experimentally derived log DDOC, showing the experimental value to be almost three orders of magnitude higher. Because only the neutral molecule is assumed to distribute to 1-octanol, the interaction with DOC is considered to be electrostatic in character.