On-line measurements of diesel nanoparticle composition and volatility

Sakurai, Hiromu; Tobias, Herbert J.; Park, Kihong; Zarling, Darrick; Docherty, Kenneth S.; Kittelson, David B.; McMurry, Peter H.; Ziemann, Paul J.

doi:10.1016/s1352-2310(02)01017-8

Cited by 348 publications

(323 citation statements)

References 25 publications

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“…This is essentially the same at both sites and was also found by Kuhn et al (2005). For diesel exhaust, Sakurai et al (2003b) found a solid core below about 8 nm for 30 nm particles and below 4 nm for 12 nm particles.…”

Section: Volatility Propertiessupporting

confidence: 82%

“…Measurements of particle emissions from motor vehicles have been accomplished via dynamometer source testing (Chase et al 2000;Kwon et al 2003;Sakurai et al 2003aSakurai et al , 2003bSchauer et al 1999Schauer et al , 2002Suess and Prather 2002), roadway tunnel sampling (Allen et al 2001;Fraser et al 1998;Laschober et al 2004;McGaughey et al 2004), on-road chase experiments (Shah et al 2004;Vogt et al 2003), and roadside measurements Sturm et al 2003;Zhu et al 2002aZhu et al , 2002bZhu et al , 2004. In general, particles directly emitted from motor vehicles are in the size range from 20 to 130 nm in aerodynamic diameter for diesel engines and from 20 to 60 nm for gasoline engines (Ristovski et al 1998).…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Physical and Chemical Characteristics and Volatility of PM in the Proximity of a Light-Duty Vehicle Freeway

Kühn¹,

Biswas

Fine

et al. 2005

Aerosol Science and Technology

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Section: Volatility Propertiessupporting

confidence: 82%

Section: Introductionmentioning

confidence: 99%

Physical and Chemical Characteristics and Volatility of PM in the Proximity of a Light-Duty Vehicle Freeway

Kühn¹,

Biswas

Fine

et al. 2005

Aerosol Science and Technology

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“…Indeed, lower UFP exposures were expected at increased wind speeds owing to the dispersion of vehicular emissions, and the observed inverse correlation between ambient temperature and UFP exposures was not surprising as the formation of UFPs from traffic exhaust depends in part on vapor condensation (Korhonen et al, 2004;Kulmala et al, 2004) which is favored at lower temperatures. Specifically, some evidence suggests that organic compounds from unburned fuel and lubricating oil are involved in the formation of UFPs from vehicle exhaust (Tobias et al, 2001;Sakurai et al, 2003).…”

Section: Discussionmentioning

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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“…There are no published data for the density of traffic related nucleation mode particles. Sakurai et al (2003a) analyzed the composition of nucleation particles emitted from heavy-duty diesel engine without any after-treatment systems. They found that the particles consist of organic compounds with a carbon number of 24-32.…”

Section: Characteristics Of Road-side Distributionsmentioning

confidence: 99%

Winter and summer time size distributions and densities of traffic-related aerosol particles at a busy highway in Helsinki

et al. 2006

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Abstract. Number concentrations and size distributions of traffic related aerosol particles were measured at a roadside in Helsinki during two winter campaigns (10-26 February 2003, 28 January-12 February 2004 and two summer campaigns (12-27 August 2003, 6-20 August 2004. The measurements were performed simultaneously at distances of 9 m and 65 m from the highway. Total number concentrations were measured by a condensation particle counter (CPC) and particle size distributions by a scanning mobility particle sizer (SMPS) and an electrical low pressure impactor (ELPI). This study concentrates on data that were measured when the wind direction was from the road to the measurement site. The total concentrations in the wintertime were 2-3 times higher than in the summertime and the concentrations were dominated by nucleation mode particles. The particles smaller than 63 nm (aerodynamic diameter) constituted ∼90% of all particles in the wintertime and ∼80% of particles in the summer time. The particle total concentration increased with increasing traffic rate. The effect of traffic rate on particles smaller than 63 nm was stronger than on the larger particles. The particle distributions at the roadside consisted of two distinguishable modes. The geometric mean diameter (GMD) of nucleation mode (Mode 1) was 20.3 nm in summer and 18.9 nm in winter. The GMD of the larger mode consisting mostly of traffic related soot particles (Mode 2) was 72.0 nm in summer and 75.1 nm in winter. The GMD values of the modes did not depend on the traffic rate. The average particle density for each mode was determined by a parallel density fitting method based on the size distribution measurement made by ELPI and SMPS. The average density value for Mode 1 particles Correspondence to: A. Virtanen (annele.virtanen@tut.fi) was 1.0±0.13 g/cm 3 and 1.0±0.07 g/cm 3 both in summer and winter respectively, while the average density value for Mode 2 was 1.5±0.1 g/cm 3 and 1.8±0.3 g/cm 3 for summer and winter, respectively.

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On-line measurements of diesel nanoparticle composition and volatility

Cited by 348 publications

References 25 publications

Physical and Chemical Characteristics and Volatility of PM in the Proximity of a Light-Duty Vehicle Freeway

Physical and Chemical Characteristics and Volatility of PM in the Proximity of a Light-Duty Vehicle Freeway

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

Winter and summer time size distributions and densities of traffic-related aerosol particles at a busy highway in Helsinki

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