Chemical characterization of particulate emissions from diesel engines: A review

Maricq, M. Matti

doi:10.1016/j.jaerosci.2007.08.001

Cited by 761 publications

(143 citation statements)

References 245 publications

(298 reference statements)

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“…These emission factors are adjusted to conditions in other world regions. Klimont (2004, 2007), Bond et al (2004), and Maricq (2007) are examples of studies which summarized and compared emission factors for various vehicle categories. Most exhaust PM is emitted in a submicron range, within 100 nm, and diesel vehicles typically emit several times more (mass-based) PM than equivalent petrol engines (e.g.…”

Section: Transportmentioning

confidence: 99%

“…Most exhaust PM is emitted in a submicron range, within 100 nm, and diesel vehicles typically emit several times more (mass-based) PM than equivalent petrol engines (e.g. Maricq, 2007); exceptions are old vehicles running on leaded petrol and pre-regulation two-stroke mopeds (Klimont et al, 2002b;Kupiainen and Klimont, 2004), while the latest petrol direct injection engines have PM mass emissions comparable to or even higher than the latest diesel engines with particle filter. It is important to note that properly functioning particulate filters reduce PM emissions significantly and, consequently, the absolute level of the latest diesel vehicles is about 2 orders of magnitude lower than for older generations.…”

Section: Transportmentioning

confidence: 99%

“…The carbonaceous particles represent the largest share with the elemental carbon fraction higher for diesel (50-70 %) than for petrol vehicles (30-40 %) (e.g. Kupiainen and Klimont, 2007;Maricq, 2007). Non-exhaust emissions, i.e.…”

Section: Transportmentioning

confidence: 99%

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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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Section: Transportmentioning

confidence: 99%

Section: Transportmentioning

confidence: 99%

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Global anthropogenic emissions of particulate matter including black carbon

et al. 2017

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“…It is also known that heavy metals create localized hot-spots within the flame and catalyze combustion of BC (e.g. Maricq, 2007;Ristimaki et al, 2010). …”

Section: A Lack and J J Corbett: Black Carbon From Shipsmentioning

confidence: 99%

Black carbon from ships: a review of the effects of ship speed, fuel quality and exhaust gas scrubbing

2012

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Abstract. The International Maritime Organization (IMO) has moved to address the health and climate impact of the emissions from the combustion of low-quality residual fuels within the commercial shipping industry. Fuel sulfur content (F S ) limits and an efficiency design index for future ships are examples of such IMO actions. The impacts of black carbon (BC) emissions from shipping are now under review by the IMO, with a particular focus on the potential impacts of future Arctic shipping.Recognizing that associating impacts with BC emissions requires both ambient and onboard observations, we provide recommendations for the measurement of BC. We also evaluate current insights regarding the effect of ship speed (engine load), fuel quality and exhaust gas scrubbing on BC emissions from ships. Observations demonstrate that BC emission factors (EF BC ) increases 3 to 6 times at very low engine loads (<25 % compared to EF BC at 85-100 % load); absolute BC emissions (per nautical mile of travel) also increase up to 100 % depending on engine load, even with reduced load fuel savings. If fleets were required to operate at lower maximum engine loads, presumably associated with reduced speeds, then engines could be re-tuned, which would reduce BC emissions.Ships operating in the Arctic are likely running at highly variable engine loads (25-100 %) depending on ice conditions and ice breaking requirements. The ships operating at low load may be emitting up to 50 % more BC than they would at their rated load. Such variable load conditions make it difficult to assess the likely emissions rate of BC.Current fuel sulfur regulations have the effect of reducing EF BC by an average of 30 % and potentially up to 80 % regardless of engine load; a removal rate similar to that of scrubbers.Uncertainties among current observations demonstrate there is a need for more information on a) the impact of fuel quality on EF BC using robust measurement methods and b) the efficacy of scrubbers for the removal of particulate matter by size and composition.

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“…Particles emitted from vehicle exhaust are dominated by ultrafine particles (diameters 5 < 100 nm) (Kleeman et al, 2000;Robert et al, 2007;Zhu et al, 2002), which are a concern due to their potential impacts on public health (Health Effects Institute, 2010;Hoek et al, 2009;Pope and Dockery, 2006). Vehicle-emitted PM largely consists of primary organic aerosol (POA) and black carbon (BC) (Dallmann et al, 2014;Maricq, 2007). Upon emission, vehicle exhaust undergoes rapid cooling and dilution with ambient air on the road.…”

Section: Introductionmentioning

confidence: 99%

Downwind evolution of the volatility and mixing state of near-road aerosols near a US interstate highway

Saha¹,

Khlystov²,

Grieshop³

2017

Preprint

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Abstract. We present spatial measurements of particle volatility and mixing state at a site near a North Carolina interstate highway (I-40) applying several heating (thermodenuder; TD) experimental approaches. Measurements were conducted in summer 2015 and winter 2016 in a roadside trailer (10 m from road edge) and during downwind transects at different distances 10 from the highway under favorable wind conditions using a mobile platform. Results show that the relative abundance of semivolatile species (SVOCs) in ultrafine particles decreases with downwind distance, consistent with the dilution and mixing of traffic-sourced particles with background air and evaporation of semi-volatile species during downwind transport. An evaporation kinetics model was used to derive particle volatility distributions by fitting TD data. While the TD-derived distribution apportions about 20-30% of particle mass as semi-volatile (SVOCs; effective saturation concentration, C* ≥ 1µ 15 m-3) at 10 m from road edge, approximately 10% of particle mass is attributed to SVOCs at 220 m, showing that the particlephase semi-volatile fraction decreases with downwind distance. The relative abundance of semi-volatile material in the particle-phase increased during winter. Downwind spatial gradients of the less-volatile particle fraction (that remaining after heating at 180°C) was strongly correlated with black carbon (BC). BC size distribution and mixing state measured using a Single Particle Soot Photometer (SP2) at the roadside trailer showed that a large fraction (70-80%) of BC particles were 20 externally-mixed. Heating experiments with a volatility tandem differential mobility analyzer (V-TDMA) also showed that the non-volatile fraction in roadside aerosols are mostly externally mixed. V-TDMA measurements at different distances downwind from the highway indicate that mixing state of roadside aerosols does not change significantly (e.g., BC mostly remains externally mixed) within a few hundred meters from the highway. A preliminary analysis indicates that a superposition of volatility distributions measured in laboratory vehicle tests and of 'background' aerosol can be used to represent 25 the observed partitioning of near-road particles. The results from this study highlight that exposures and impacts of BC and semi-volatile organics containing particles in a near-road microenvironment may differ across seasons and under changing ambient conditions. 30 Atmos. Chem. Phys. Discuss., https://doi

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Chemical characterization of particulate emissions from diesel engines: A review

Cited by 761 publications

References 245 publications

Global anthropogenic emissions of particulate matter including black carbon

Global anthropogenic emissions of particulate matter including black carbon

Black carbon from ships: a review of the effects of ship speed, fuel quality and exhaust gas scrubbing

Downwind evolution of the volatility and mixing state of near-road aerosols near a US interstate highway

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