Particle-phase Polycyclic Aromatic Hydrocarbon Emissions from Non-catalysed, In-use Four-stroke Scooters

Spezzano, Pasquale; Picini, Paolo; Cataldi, Dario; Messale, Fabrizio; Manni, Claudio; Santino, D.

doi:10.1007/s10661-006-9564-3

Cited by 13 publications

(12 citation statements)

References 29 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…However, it is expected that the 2-stroke mopeds market share will be significantly reduced in the Euro 5 step due to their demanding costs to comply with hydrocarbons emission limits [44,45]. The PM mass levels for 4-stroke motorcycles reported in the literature vary in a smaller range: they are typically less than 4.5 mg/km [35][36][37][40][41][42][43][44] but with a few older models with a carburettor [23,37,42] reaching up to 10 mg/km. control of fuel enrichment during transients.…”

Section: Emission Levelsmentioning

confidence: 99%

“…Two-stroke mopeds emit significant amounts of aromatic volatile organic compounds and also produce significant secondary organic aerosol [9,34]. Four-stroke mopeds [26,27,33,34,38,39] and motorcycles [23,29,[35][36][37][40][41][42][43] have generally lower SPN emissions, but in most cases above the limit applicable for passenger cars. Data for the latest Euro 4 PTW are limited (e.g., reference [44]).…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

et al. 2019

View full text Add to dashboard Cite

The scientific literature indicates that solid particle number (SPN) emissions of motorcycles are usually higher than that of passenger cars. The L-category (e.g., mopeds, motorcycles) Euro 4 and 5 environmental steps were designed to reduce the emissions of particulate matter and ozone precursors such as nitrogen oxides and hydrocarbons. In this study the SPN emissions of one moped and eight motorcycles, all fulfilling the Euro 4 standards, were measured with a SPN measurement system employing a catalytic stripper to minimize volatile artefacts. Although the particulate matter mass emissions were <1.5 mg/km for all vehicles tested, two motorcycles and the moped were close to the SPN limit for passenger cars (6 × 1011 particles/km with sizes larger than 23 nm) and four motorcycles exceeded the limit by a factor of up to four. The measurement repeatability was satisfactory (deviation from the mean 10%) and concentration differences between tailpipe and dilution tunnel were small, indicating that performing robust SPN measurements for regulatory control purposes is feasible. However, steady state tests with the moped showed major differences between the tailpipe and the dilution tunnel sampling points for sub-23 nm particles. Thus, the measurement procedures of particles for small displacement engine mopeds and motorcycles need to be better defined for a possible future introduction in regulations.

show abstract

Section: Emission Levelsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

et al. 2019

View full text Add to dashboard Cite

show abstract

“…However, they are regarded as one of the major PAH emitters, since their small engines and general sizes limit the number and magnitude of emission control devices e.g., catalytic-converters that can be installed. PAH emissions from older, non-catalyzed motorcycles are comparable or higher than other light-duty gasoline and diesel vehicles (Spezzano et al, 2007). The factors that affect the PAH emission levels from the gasoline motorcycle include engine type, engine temperature, service age, mileage, and maintenance.…”

Section: Pah Emissions From Gasoline Motorcyclesmentioning

confidence: 99%

An Overview: Polycyclic Aromatic Hydrocarbon Emissions from the Stationary and Mobile Sources and in the Ambient Air

Cheruiyot

Lee

Mwangi

et al. 2015

Aerosol Air Qual. Res.

136

View full text Add to dashboard Cite

Polycyclic aromatic hydrocarbons are a class of semi-volatile organic carbons that are emitted from both natural and anthropogenic sources therefore are ubiquitous in nature. Their main sources are both fossil and biomass fuels as well as other feedstocks used in chemical and combustion processes. Mostly the combustion processes are PAH depletion processes rather than PAH generating processes. PAHs are emitted from both stationary and mobile sources at varying levels depending on the operation conditions such as fuels, feedstock, and control devices in use as well as process parameters for example combustion temperatures.After emission from sources, the fates of PAHs in the atmosphere include partitioning between gas and particulate phases, particle size distribution, long range transport, dry and wet deposition on to water bodies, soil, vegetation and other receptor surfaces as well as resuspension from receptor surfaces back to the atmosphere. These processes are controlled by their physiochemical properties. Additionally, it is through these processes that human beings are exposed to PAHs via inhalation, ingestion and dermal contact.Dry deposition is the major process through which PAHs from the atmosphere are made available to receptor surfaces including the human respiratory system. From studies with cumulative fractions of dry deposition and size distribution for particulate PAHs, it is evident that the coarse particles are majorly responsible for the highest fraction of deposition fluxes. This is especially true for the high molecular weight PAHs, since the low molecular weight PAHs are majorly in the gas phase, which have lower dry deposition velocities. On the other hand, the highest risk for human being comes in the form of fine particles, whose mean aerodynamic diameter is below 2.5 µm. This is because the particle bound content results and particle size distributions of PAHs indicate that the fine particles have the most PAH content owing to their large surface areas and high organic carbon content. For the wet deposition of PAHs, more research is recommended for measurement of scavenging ratios of individual PAHs, since there is a scarcity of studies focusing on this issue.PAH mutagenic activity and exposure risk of humans can be estimated using the deposition rates, toxicity levels based on benzo(a)pyrene, or biomarkers such as urinary 1-hydroxypyrene. Other parameters that have been used to evaluate the risks of various exposure groups include inhalation exposure levels (IEL), incremental lifetime cancer risk (ILCR), and estimation of maximum consumption time (t max ). Highway toll workers, back carbon workers and food vendors in night markets are among susceptible groups identified using these biomarkers and exposure parameters.To reduce exposure to human beings, PAH emissions need to be controlled at the sources. Control and reduction of PAH emissions from various sources involves largely altering the fuel and feedstock characteristics, using air pollution control devices and/or adjustin...

show abstract

“…Combining the previous findings, a likely scenario is that the moped emitted nanoclusters (particles in the 1-3 nm size range). Traffic related nanocluster-sized (1-3 nm) particles containing low volatility compounds have been reported recently [16][17][18][19][20]. Mopeds can emit hydrocarbons or polycyclic aromatic hydrocarbons (PAHs) [21][22][23], some of them with condensation/evaporation temperature (boiling point) around 350 • C (e.g., icosane, PAHs such as phenanthrene, anthracene).…”

Section: Discussionmentioning

confidence: 99%

Effect of Sampling Conditions on the Sub-23 nm Nonvolatile Particle Emissions Measurements of a Moped

Giechaskiel

2019

Applied Sciences

View full text Add to dashboard Cite

The solid (or nonvolatile) particle number (SPN) emissions of light-duty and heavy-duty vehicles and engines are regulated in the European Union. The measurements are conducted from the tailpipe during on-road tests, but from the dilution tunnel in the laboratory under controlled conditions. Recently, dedicated laboratory studies for the evaluation of the measurement uncertainty at the two sampling locations found differences due to the formation of nonvolatile particles, i.e., particles that do not evaporate in the thermal pre-treatment part of the particle number systems. In order to investigate the origin of these particles, measurements at the tailpipe, the transfer tube, and the dilution tunnel were conducted with cold and hot dilution and instruments with different lower detection limits (4 nm, 10 nm, and 23 nm). The results showed that sub-23 nm nonvolatile particles could be detected in the dilution tunnel, but not at the tailpipe, due to growth of low volatility compounds in the transfer tube and the finite residence time in the thermal pretreatment part of the particle number systems. When measuring below 23 nm, diluting at the tailpipe or reducing the residence time in the transfer tube to the dilution tunnel is important in order to minimize such differences.

show abstract

Particle-phase Polycyclic Aromatic Hydrocarbon Emissions from Non-catalysed, In-use Four-stroke Scooters

Cited by 13 publications

References 29 publications

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

An Overview: Polycyclic Aromatic Hydrocarbon Emissions from the Stationary and Mobile Sources and in the Ambient Air

Effect of Sampling Conditions on the Sub-23 nm Nonvolatile Particle Emissions Measurements of a Moped

Contact Info

Product

Resources

About