Are Emissions of Black Carbon from Gasoline Vehicles Underestimated? Insights from Near and On-Road Measurements

Liggio, John; Gordon, Mark; Smallwood, Gregory J.; Li, Shao-Meng; Stroud, Craig; Staebler, R. M.; Lu, G.; Lee, Patrick; Taylor, Brett; Brook, Jeffrey R.

doi:10.1021/es2033845

Cited by 96 publications

(91 citation statements)

References 67 publications

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“…This is true even though the vehicles sampled in the on-road and tunnel studies typically do not operate under cold-start conditions and therefore should, in principle, emit less BC. Our EFBC's are, in particular, much lower than the median values reported in Park et al 31 and Liggio et al 32 The average EFBC here is 5.2 mg kg This is likely due to implementation of improved emission control technologies in newer vehicles, allowing for more ideal fuel-to-air ratios. Thus, the oldest vehicles sampled in the on-road studies (with median vehicle ages of ~10 years) 33 likely push the average EFBC upwards.…”

Section: Comparison With On-road and Tunnel Studiescontrasting

confidence: 76%

“…It seems unlikely that there would be enough malfunctioning vehicles on the road to substantially influence the median (especially for studies conducted in locations that require periodic vehicle emissions testing, such as California). Additionally, studies that report both the mean and the median 31,32 indicate that the mean is only around 2-3 times higher than the median.…”

Section: Comparison With On-road and Tunnel Studiesmentioning

confidence: 99%

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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 On-road and Tunnel Studiescontrasting

confidence: 76%

Section: Comparison With On-road and Tunnel Studiesmentioning

confidence: 99%

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

Forestieri

Collier

Kuwayama

et al. 2013

Environ. Sci. Technol.

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“…Wang et al [33] and Huang et al [34] find a larger secondary mode in rural areas of Qinghai Lake (mass median diameter, MMD: 495 nm) and Kaiping (MMD: 690 nm), China, where biofuel/biomass burning are the main sources for rBC. Previous studies have shown that rBC particles from biomass burning tend to be rather large [35], while motor vehicles generally emit smaller rBC particles [36,37]. Thus, the small secondary size mode in Xi'an may be the result of vehicular emissions.…”

Section: Rbc Mass Size and Mixing Statementioning

confidence: 96%

Characteristics of Black Carbon Aerosol during the Chinese Lunar Year and Weekdays in Xi’an, China

et al. 2015

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Black carbon (BC) aerosol plays an important role in climate forcing. The net radiative effect is strongly dependent on the physical properties of BC particles. A single particle soot photometer and a carbon monoxide analyser were deployed during the Chinese Lunar Year (CLY) and on weekdays at Xi'an, China, to investigate the characteristics of refractory black carbon aerosol (rBC). The rBC mass on weekdays (8.4 μg·m −3 ) exceeds that during the CLY (1.9 μg·m −3 ), presumably due to the lower anthropogenic emissions during the latter. The mass size distribution of rBC shows a primary mode peak at ~205 nm and a small secondary mode peak at ~102-nm volume-equivalent diameter assuming 2 g·cm −3 in void-free density in both sets of samples. More than half of the rBC cores are thickly coated during the CLY (fBC = 57.5%); the percentage is slightly lower (fBC = 48.3%) on weekdays. Diurnal patterns in rBC mass and mixing state differ for the two sampling periods, which are attributed to the distinct anthropogenic activities. The rBC mass and CO mixing ratios are strongly correlated with slopes of 0.0070 and 0.0016 μg·m

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“…This rough estimate for a minimum GMD was chosen, because the agglomeration in BC formation produces a roughly lognormal mode and we assumed that it would not form particles in the smallest size ranges of the modes with GMD below 50 nm (Sorensen and Feke, 1996;Kholghy et al, 2013). This assumption seems reasonable for diesel-fuelled vehicles, but might not be valid for gasoline-fuelled vehicles (Liggio et al, 2012). However, as the global emissions from diesel-fuelled vehicles are found to dominate the transport emissions, we will leave the further improvements on defining the black carbon modes to future studies.…”

Section: Black Carbon Size Distribution Estimatesmentioning

confidence: 99%

“…2.3, and some of the sub-50 nm particles here defined as non-BC particles might in reality have a BC core. Even though this possible underestimation of smaller BC particles is unlikely to concern the diesel emissions (Liggio et al, 2012), which is the main source for BC number emissions, the black carbon Figure 8. Shares of different source sectors to the future global trends in particle number and mass emissions under current legislation scenario: PN emissions in ultrafine and fine size ranges and particle mass emissions PM 1 , PM 2.5 and black carbon.…”

Section: Black Carbon Emission Size Distributionmentioning

confidence: 99%

Continental anthropogenic primary particle number emissions

et al. 2016

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Abstract. Atmospheric aerosol particle number concentrations impact our climate and health in ways different from those of aerosol mass concentrations. However, the global, current and future anthropogenic particle number emissions and their size distributions are so far poorly known. In this article, we present the implementation of particle number emission factors and the related size distributions in the GAINS (Greenhouse Gas-Air Pollution Interactions and Synergies) model. This implementation allows for global estimates of particle number emissions under different future scenarios, consistent with emissions of other pollutants and greenhouse gases. In addition to determining the general particulate number emissions, we also describe a method to estimate the number size distributions of the emitted black carbon particles. The first results show that the sources dominating the particle number emissions are different to those dominating the mass emissions. The major global number source is road traffic, followed by residential combustion of biofuels and coal (especially in China, India and Africa), coke production (Russia and China), and industrial combustion and processes. The size distributions of emitted particles differ across the world, depending on the main sources: in regions dominated by traffic and industry, the number size distribution of emissions peaks in diameters range from 20 to 50 nm, whereas in regions with intensive biofuel combustion and/or agricultural waste burning, the emissions of particles with diameters around 100 nm are dominant. In the baseline (current legislation) scenario, the particle number emissions in Europe, Northern and Southern Americas, Australia, and China decrease until 2030, whereas especially for India, a strong increase is estimated. The results of this study provide input for modelling of the future changes in aerosol-cloud interactions as well as particle number related adverse health effects, e.g. in response to tightening emission regulations. However, there are significant uncertainties in these current emission estimates and the key actions for decreasing the uncertainties are pointed out.

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Are Emissions of Black Carbon from Gasoline Vehicles Underestimated? Insights from Near and On-Road Measurements

Cited by 96 publications

References 67 publications

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

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

Characteristics of Black Carbon Aerosol during the Chinese Lunar Year and Weekdays in Xi’an, China

Continental anthropogenic primary particle number emissions

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