Estimation and validation of PM2.5/PM10 exhaust and non-exhaust emission factors for practical street pollution modelling

Ketzel, Matthias; Omstedt, Gunnar; Johansson, Christer; Düring, Ingo; Pohjola, Mia; Oettl, Dietmar; Gidhagen, Lars; Wåhlin, Peter; Lohmeyer, Achim; Haakana, Mervi; Berkowicz, Ruwim

doi:10.1016/j.atmosenv.2007.09.005

Cited by 152 publications

(92 citation statements)

References 14 publications

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“…In any case, based on the limited literature available, the resuspension emission factor estimated in this study are in the range of reported emission factors for PMio on freeways varying from 10 mg VKT -1 (Kupiainen et al, 2003) to 47 mg VKT -1 (Gehrig et al, 2004) and similar to the value used for motorways in the INFRAS emission factor handbook (INFRAS, 2004). These EF values are lower than those estimated at inner-city urban roads across Europe: Switzerland (17-92 mg VICT 1 , only LDV), Germany (57-109 mg VICT 1 ), Denmark (46-108 mg VKT -1 ) Finland (121 mg VKT -1 ) and Sweden (198 mg VKT -1 ) (Gehrig et al, 2004;Ketzel et al, 2007). They are also lower than our previous study in the city center of Barcelona where a fleet-averaged EF of 85 mg VKT was found.…”

Section: Resultsmentioning

confidence: 62%

Emission factors from road dust resuspension in a Mediterranean freeway

Amato

Karanasiou

Moreno

et al. 2012

Atmospheric Environment

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Particulate matter emissions from paved roads are currently one of the main challenges for a sustainable transport in Europe. Emissions are scarcely estimated due to the lack of knowledge about the resuspension process severely hampering a reliable simulation of PM and heavy metals concentrations in large cities and evaluation of population exposure. In this study the Emission Factors from road dust resuspension on a Mediterranean freeway were estimated per single vehicle category and PM component (OC, EC, mineral dust and metals) by means of the deployment of vertical profiles of passive samplers and terminal concentration estimate. The estimated PMio emission factors varied from 12 to 47 mg VKT -1 (VICT: Vehicle Kilometer Traveled) with an average value of 22.7 ± 14.2 mg VKT -1 . Emission Factors for heavy and light duty vehicles, passenger cars and motorbikes were estimated, based on average fleet composition and EPA ratios, in 187-733 mg VKT -1 , 33-131 VKT -1 , 9.4-36.9 VKT" 1 and 0.8-3.3 VKT -1 , respectively. These range of values are lower than previous estimates in Mediterranean urban roads, probably due to the lower dust reservoir on freeways. PM emitted material was dominated by mineral dust (9-10 mg VKT -1 ), but also OC and EC were found to be major components and approximately 14 -25% and 2-9% of average PM exhaust emissions from diesel passenger cars on highways respectively.

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Section: Resultsmentioning

confidence: 62%

Emission factors from road dust resuspension in a Mediterranean freeway

Amato

Karanasiou

Moreno

et al. 2012

Atmospheric Environment

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“…Size resolved measurement data reveal that about 90% of these particles have an aerodynamic diameter below 0.5 mm (e.g. Birmili et al, 2009;Ketzel et al, 2004Ketzel et al, , 2007Samaras et al, 2005) and hence are in the health relevant size segment. Vehicle emissions of air pollutants strongly depend on the exhaust emission control devices and their operation efficiency in a given year.…”

Section: Emissions Of Particulate Mattermentioning

confidence: 99%

Transport impacts on atmosphere and climate: Land transport

Uherek¹,

Halenka²,

Borken‐Kleefeld³

et al. 2010

Atmospheric Environment

311

151

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a b s t r a c tEmissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.

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“…Hornsgatan is a four-lane 24 m wide street-canyon with 24 m high buildings on both sides, and an average traffic volume of 35 000 vehicles per day. The site at Hornsgatan has been described in several earlier papers (Gidhagen et al, 2003;Johansson, 2009;Omstedt et al, 2005;Ketzel et al, 2007;Olivares et al, 2008;Krecl et al, 2011). The instruments at Torkel Knutssonsgatan are located on a rooftop platform (25 m above street level) and therefore represents urban background concentrations for the Stockholm region (described previously by Johansson, 2009).…”

Section: Sampling Sitesmentioning

confidence: 99%

Heated submicron particle fluxes using an optical particle counter in urban environment

et al. 2013

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Abstract. From May 2008 to March 2009 aerosol emissions were measured using the eddy covariance method covering the size range 0.25 to 2.5 μm diameter (Dp) from a 105 m tower, in central Stockholm, Sweden. Supporting chemical aerosol data were collected at roof and street level. Results show that the inorganic fraction of sulfate, nitrate, ammonium and sea salt accounts for approximately 15% of the total aerosol mass < 1 μm Dp (PM1) with water soluble soil contributing 11% and water insoluble soil 47%. Carbonaceous compounds were at the most 27% of PM1 mass. It was found that heating the air from the tower to 200 °C resulted in the loss of approximately 60% of the aerosol volume at 0.25 μm Dp whereas only 40% of the aerosol volume was removed at 0.6 μm Dp. Further heating to 300 °C caused very little additional losses <0.6 μm Dp. The chemical analysis did not include carbonaceous compounds, but based on the difference between the total mass concentration and the sum of the analyzed non-carbonaceous materials, it can be assumed that the non-volatile particulate material (heated to 300 °C) consists mainly of carbonaceous compounds, including elemental carbon. Furthermore, it was found that the non-volatile particle fraction <0.6 μm Dp correlated (r2 = 0.4) with the BC concentration at roof level in the city, supporting the assumption that the non-volatile material consists of carbonaceous compounds. The average diurnal cycles of the BC emissions from road traffic (as inferred from the ratio of the incremental concentrations of nitrogen oxides (NOx) and BC measured on a densely trafficked street) and the fluxes of non-volatile material at tower level are in close agreement, suggesting a traffic source of BC. We have estimated the emission factors (EFs) for non-volatile particles <0.6 μm Dp to be 2.4 ± 1.4 mg veh−1 km−1 based on either CO2 fluxes or traffic activity data. Light (LDV) and heavy duty vehicle (HDV) EFs were estimated using multiple linear regression and reveal that for non-volatile particulate matter in the 0.25 to 0.6 μm Dp range, the EFHDV is approximately twice as high as the EFLDV, the difference not being statistically significant.

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Estimation and validation of PM2.5/PM10 exhaust and non-exhaust emission factors for practical street pollution modelling

Cited by 152 publications

References 14 publications

Emission factors from road dust resuspension in a Mediterranean freeway

Emission factors from road dust resuspension in a Mediterranean freeway

Transport impacts on atmosphere and climate: Land transport

Heated submicron particle fluxes using an optical particle counter in urban environment

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