On-road measurement of fine particle and nitrogen oxide emissions from light- and heavy-duty motor vehicles

Kirchstetter, Thomas W.; Harley, Robert A.; Kreisberg, N. M.; Stolzenburg, Mark R.; Hering, Susanne V.

doi:10.1016/s1352-2310(99)00089-8

Cited by 325 publications

(284 citation statements)

References 28 publications

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“…Some high EFs for HDDV have been reported in the past (1300−1440 mg kg −1 fuel ). 15,52 However, continued HDDV EF measurements at the same location over the subsequent decade demonstrated a significant reduction in the HDDV EF, 34,51 so that most are now consistent with those measured here. The similarity between the HDDV values during these chase events and during other studies lends confidence to the mixed fleet values measured in the present study and to the inferred LDGV values.…”

Section: Resultssupporting

confidence: 78%

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

Liggio

Gordon

Smallwood³

et al. 2012

Environ. Sci. Technol.

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Measurements of black carbon (BC) with a highsensitivity laser-induced incandescence (HS-LII) instrument and a single particle soot photometer (SP2) were conducted upwind, downwind, and while driving on a highway dominated by gasoline vehicles. The results are used with concurrent CO 2 measurements to derive fuel-based BC emission factors for real-world average fleet and heavy-duty diesel vehicles separately. The derived emission factors from both instruments are compared, and a low SP2 bias (relative to the HS-LII) is found to be caused by a BC mass mode diameter less than 75 nm, that is most prominent with the gasoline fleet but is not present in the heavy-duty diesel vehicle exhaust on the highway. Results from both the LII and the SP2 demonstrate that the BC emission factors from gasoline vehicles are at least a factor of 2 higher than previous North American measurements, and a factor of 9 higher than currently used emission inventories in Canada, derived with the MOBILE 6.2C model. Conversely, the measured BC emission factor for heavy-duty diesel vehicles is in reasonable agreement with previous measurements. The results suggest that greater attention must be paid to black carbon from gasoline engines to obtain a full understanding of the impact of black carbon on air quality and climate and to devise appropriate mitigation strategies.

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Section: Resultssupporting

confidence: 78%

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

Liggio

Gordon

Smallwood³

et al. 2012

Environ. Sci. Technol.

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“…The remaining 15% contains ash, sulfate, and other components typically found in diesel engine exhaust. 3 The EC/PM ratios observed in the present study are consistent with EC/PM2.5 average ratios of 0.52 found by Kirchstetter et al 15 for 1977 California HD diesels in the Caldecott Tunnel, located in a commuter route east of Berkeley. Dallmann et al 16 measured PM2.5 emissions, but with an un-calibrated instrument.…”

Section: Resultssupporting

confidence: 92%

High-time resolution measurements of black carbon particles in the exhaust emissions of a diesel engine during acceleration, deceleration and cruise conditions

Miguel

Hansen

2012

J. Braz. Chem. Soc.

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Carbono negro (BC) é o componente principal de emissões de motores a diesel. Aethalometer ® foi usado nas medições das concentrações de BC (com resolução temporal de 5 s) emitido pelo escapamento de uma caminhonete tipo pick-up a diesel Dodge RAM 2500 1995 equipada com catalisador de oxidação. As medições foram feitas com um dinamômetro de chassis durante os modos de aceleração, desaceleração e de cruise (velocidade constante) do arranque a quente do ciclo de ensaio MEC01 (versão 7.0). Partículas de exaustão foram coletadas em paralelo nos filtros de fibra de quartzo para a medição de carbono elementar (EC) e carbono orgânico (OC) pelo método termo-óptico por reflectância (TOR), e em filtros de Teflon ® para determinação gravimétrica da massa total de partículas (PM). A rápida aceleração foi acompanhada por correspondentes aumentos nas emissões instantâneas de BC. Sob condições de aceleração totalmente aberta (WOT), a concentração de BC medida pelo Aethalometer ® atingiu um pico de 1,2 mg m -3 , mas reduziu a apenas 0,03 mg m -3 em condições cruise de 20 mph. Estes resultados mostram que é possível medir as emissões especiadas de material particulado de motores a diesel em tempo real em função da carga do motor e outras condições de funcionamento.Black carbon (BC) is a major constituent of diesel-engine exhaust emissions. Aethalometer ® was used in the measurements of the BC concentrations (with time resolution of 5 s) in the exhaust of a truck model 1995 Dodge RAM 2500 diesel pick-up equipped with an oxidation catalyst. The measurements were made from a chassis dynamometer during the acceleration, deceleration and cruise (constant speed) modes of the hot start of the MEC01 test cycle (version 7.0). Exhaust particles were collected in parallel on quartz fiber filters for elemental carbon (EC) and organic carbon (OC) measurement by the thermal-optical reflectance (TOR) method, and on Teflon ® filters for gravimetric total particle mass (PM). Rapid acceleration was accompanied by corresponding instantaneous increases in BC emissions. Under wide open throttle acceleration (WOT), Aethalometer ® BC concentrations peaked at 1.2 mg m -3 , but reduced to only 0.03 mg m -3 under cruise conditions at 20 mph. These results show that it is possible to measure speciated diesel particulate emissions essentially in real time as a function of engine load and other operating conditions. Keywords: high-time, black carbon, BC, diesel engine, exhaust emissions IntroductionCombustion-derived aerosol consists mainly of solid carbonaceous particles, including BC (black carbon), sometimes denoted EC (elemental carbon), and OC (organic carbon) that is associated with a complex mixture of toxic organic species. BC emissions contribute significantly to fine particle mass and are an important cause of atmospheric visibility impairment. They change the atmospheric radioactive balance and influence the nucleation and optical properties of clouds, leading to perturbation of rainfall and a very important component of the forcing for global cli...

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“…We report particle number and volume size distributions, size segregated number and volume emission factors (per unit fuel), and total particle number and volume emission factors, separately for LD vehicles and for medium-(MD) and heavy-duty (HD) diesel trucks (henceforth referred to as diesel trucks). We also compare results reported here to previous measurements from 1997 (Kirchstetter et al, 1999) at the same site to quantify long-term temporal trends for total particle number emission factors.…”

Section: Introductionmentioning

confidence: 81%

“…It should be noted that the method for apportioning pollutants in bore 1 (eq 2) has been updated since Kirchstetter et al (1999 is more stable throughout the day, as can be observed in Figure 4 by Ban-Weiss et al…”

Section: Discussionmentioning

confidence: 99%

Size-resolved particle number and volume emission factors for on-road gasoline and diesel motor vehicles

Ban-Weiss

Lunden

Kirchstetter

et al. 2010

Journal of Aerosol Science

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Average particle number concentrations and size distributions from ~61 000 light-duty (LD) vehicles and ~2500 medium-duty (MD) and heavy-duty (HD) trucks were measured during the summer of 2006 in a San Francisco Bay area traffic tunnel. One of the traffic bores contained only LD vehicles, and the other contained mixed traffic, allowing pollutants to be apportioned between LD vehicles and diesel trucks. Particle number emission factors (particle diameter D p > 3 nm) were found to be (3.9 ± 1.4) x 10 14 and (3.3 ± 1.3) x 10 15 # kg -1 fuel burned for LD vehicles and diesel trucks, respectively. Size distribution measurements showed that diesel trucks emitted at least an order of magnitude more particles for all measured sizes (10 < D p < 290 nm) per unit mass of fuel burned. The relative importance of LD vehicles as a source of particles increased as D p decreased. Comparing the results from this study to previous measurements at the same site showed that particle number emission factors have decreased for both LD vehicles and diesel trucks since 1997. Integrating size distributions with a volume weighting 1 Corresponding author e-mail: georgebw@stanford.edu; phone: +1650 462 1047; fax: +1650 462 5968 2 Now at Carnegie Institution, Department of Global Ecology, 260 Panama St, Stanford, CA 94305 showed that diesel trucks emitted 28 ± 11 times more particles by volume than LD vehicles, consistent with the diesel/gasoline emission factor ratio for PM 2.5 mass measured using gravimetric analysis of Teflon filters, reported in a companion paper.

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On-road measurement of fine particle and nitrogen oxide emissions from light- and heavy-duty motor vehicles

Cited by 325 publications

References 28 publications

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

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

High-time resolution measurements of black carbon particles in the exhaust emissions of a diesel engine during acceleration, deceleration and cruise conditions

Size-resolved particle number and volume emission factors for on-road gasoline and diesel motor vehicles

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