scholarly journals A Laboratory Comparison of Emission Factors, Number Size Distributions, and Morphology of Ultrafine Particles from 11 Different Household Cookstove-Fuel Systems

2017 ◽  
Vol 51 (11) ◽  
pp. 6522-6532 ◽  
Author(s):  
Guofeng Shen ◽  
Chethan K. Gaddam ◽  
Seth M. Ebersviller ◽  
Randy L. Vander Wal ◽  
Craig Williams ◽  
...  
Keyword(s):  
Ultrafine Particles ◽  
Emission Factors ◽  
Size Distributions

Where Do Ultrafine Particles and Nano-Sized Particles Come From?

2021 ◽  
Author(s):  
Maurizio Manigrasso ◽  
Carmela Protano ◽  
Matteo Vitali ◽  
Pasquale Avino
Keyword(s):  
Olfactory Bulb ◽  
Neurodegenerative Diseases ◽  
Ultrafine Particles ◽  
Recent Literature ◽  
Emission Factors ◽  
Outdoor Environments ◽  
Health Relevance

This paper presents an overview of the literature studies on the sources of ultrafine particles (UFPs), nanomaterials (NMs), and nanoparticles (NPs) occurring in indoor (occupational and residential) and outdoor environments. Information on the relevant emission factors, particle concentrations, size, and compositions is provided, and health relevance of UFPs and NPs is discussed. Particular attention is focused on the fraction of particles that upon inhalation deposit on the olfactory bulb, because these particles can possibly translocate to brain and their possible role in neurodegenerative diseases is an important issue emerging in the recent literature.

scholarly journals Nonvolatile ultrafine particles observed to form trimodal size distributions in non-road diesel engine exhaust

2020 ◽  
Vol 54 (11) ◽  
pp. 1345-1358
Author(s):  
Heino Kuuluvainen ◽  
Panu Karjalainen ◽  
Erkka Saukko ◽  
Teemu Ovaska ◽  
Katriina Sirviö ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Ultrafine Particles ◽  
Size Distributions ◽  
Engine Exhaust ◽  
Diesel Engine Exhaust

scholarly journals Nanoparticle Behaviour in an Urban Street Canyon at Different Heights and Implications on Indoor Respiratory Doses

Atmosphere ◽  
2019 ◽  
Vol 10 (12) ◽  
pp. 772 ◽  
Author(s):  
Manigrasso ◽  
Protano ◽  
Vitali ◽  
Avino
Keyword(s):  
Street Canyon ◽  
Ultrafine Particles ◽  
Ground Level ◽  
Daily Basis ◽  
Total Daily Dose ◽  
Indoor Environments ◽  
Size Distributions ◽  
Ground Floor ◽  
Urban Street ◽  
Indoor Aerosol

The amount of outdoor particles that indoor environments receive depends on the particle infiltration factors (Fin), peculiar of each environment, and on the outdoor aerosol concentrations and size distributions. The respiratory doses received, while residing indoor, will change accordingly. This study aims to ascertain to what extent such doses are affected by the vertical distance from the traffic sources. Particle number size distributions have been simultaneously measured at street level and at about 20 m height in a street canyon in downtown Rome. The same Fin have been adopted to estimate indoor aerosol concentrations, due to the infiltration of outdoor particles and then the relevant daily respiratory doses. Aerosol concentrations at ground floor were more than double than at 20 m height and richer in ultrafine particles. Thus, although aerosol infiltration efficiency was on average higher at 20 m height than at ground floor, particles more abundantly infiltrated at ground level. On a daily basis, this involved a 2.5-fold higher dose at ground level than at 20 m height. At both levels, such doses were greater than those estimated over the period of activity of some indoor aerosol sources; therefore, they represent an important contribution to the total daily dose.

scholarly journals Intercomparison of four different cascade impactors for fine and ultrafine particle sampling in two European locations

2016 ◽  
Author(s):  
A. S. Fonseca ◽  
N. Talbot ◽  
J. Schwarz ◽  
J. Ondráček ◽  
V. Ždímal ◽  
...  
Keyword(s):  
Ultrafine Particles ◽  
Ultrafine Particle ◽  
Personal Exposure ◽  
Low Pressure ◽  
Size Distributions ◽  
Internal Reference ◽  
Particle Sampling ◽  
Mass Size ◽  
Cascade Impactors ◽  
Mass Concentrations

Abstract. Due to the need to better characterise the ultrafine particles fraction and related personal exposure, several impactors have been developed to enable the collection of ultrafine particles (<100 nm). However, to the authors’ kno wledge there have been no field campaigns to-date intercomparing impactor collection of ultrafine particles. The purpose of this study was two-fold: 1) to assess the performance of a number of conventional and nano-range cascade impactors with regard to the particle mass size distribution under different environmental conditions and aerosol loads and types, and 2) to characterise aerosol size distributions including ultrafine particles using impactors in 2 European locations. The impactors used were: (i) Berner low-pressure impactor (BLPI; 26 nm - 13.5 μm), (ii) nano-Berner low-pressure impactor (nano-BLPI; 11 nm - 1.95 μm) and (iii) Nano-microorifice uniform deposit impactor (nano-Moudi; 10 nm-18 μm), and (iv) Personal cascade impactor Sioutas (PCIS; <250 nm - 10 μm). Taking the BLPI as an internal reference, the best agreement regarding mass size distributions was obtained with the nano-BLPI, independently of the aerosol load and aerosol chemical composition. The nano-Moudi showed a good agreement for part icle sizes >320 nm, whereas for particle diameters <320 nm this instrument recorded larger mass concentrations in outdoor air than the internal reference. This difference could be due to particle bounce, to the dissociation of semi volatiles in the coarser stages and/or to particle shrinkage during transport through the impactor due to higher temperature inside this impactor. Further research is needed to understand this behaviour. With regard to the PCIS, their size-resolved mass concentrations were compar able with other impactors for PM1, PM2 and PM10, but the cut-off at 250 nm did not seem to be consistent with that of the internal reference.

scholarly journals Particle and gaseous emissions from individual diesel and CNG buses

2013 ◽  
Vol 13 (10) ◽  
pp. 5337-5350 ◽  
Author(s):  
Å. M. Hallquist ◽  
M. Jerksjö ◽  
H. Fallgren ◽  
J. Westerlund ◽  
Å. Sjödin
Keyword(s):  
Emission Factors ◽  
Constant Speed ◽  
Particulate Filter ◽  
High Time Resolution ◽  
Exhaust Gas ◽  
Size Distributions ◽  
Gaseous Emissions ◽  
Diesel Buses ◽  
Speed Mode ◽  
Number Of Particles

Abstract. In this study size-resolved particle and gaseous emissions from 28 individual diesel-fuelled and 7 compressed natural gas (CNG)-fuelled buses, selected from an in-use bus fleet, were characterised for real-world dilution scenarios. The method used was based on using CO2 as a tracer of exhaust gas dilution. The particles were sampled by using an extractive sampling method and analysed with high time resolution instrumentation EEPS (10 Hz) and CO2 with a non-dispersive infrared gas analyser (LI-840, LI-COR Inc. 1 Hz). The gaseous constituents (CO, HC and NO) were measured by using a remote sensing device (AccuScan RSD 3000, Environmental System Products Inc.). Nitrogen oxides, NOx, were estimated from NO by using default NO2/NOx ratios from the road vehicle emission model HBEFA3.1. The buses studied were diesel-fuelled Euro III–V and CNG-fuelled Enhanced Environmentally Friendly Vehicles (EEVs) with different after-treatment, including selective catalytic reduction (SCR), exhaust gas recirculation (EGR) and with and without diesel particulate filter (DPF). The primary driving mode applied in this study was accelerating mode. However, regarding the particle emissions also a constant speed mode was analysed. The investigated CNG buses emitted on average a higher number of particles but less mass compared to the diesel-fuelled buses. Emission factors for number of particles (EFPN) were EFPN, DPF = 4.4 ± 3.5 × 1014, EFPN, no DPF = 2.1 ± 1.0 × 1015 and EFPN, CNG = 7.8 ± 5.7 ×1015 kg fuel−1. In the accelerating mode, size-resolved emission factors (EFs) showed unimodal number size distributions with peak diameters of 70–90 nm and 10 nm for diesel and CNG buses, respectively. For the constant speed mode, bimodal average number size distributions were obtained for the diesel buses with peak modes of ~10 nm and ~60 nm. Emission factors for NOx expressed as NO2 equivalents for the diesel buses were on average 27 ± 7 g (kg fuel)−1 and for the CNG buses 41 ± 26 g (kg fuel)−1. An anti-relationship between EFNOx and EFPM was observed especially for buses with no DPF, and there was a positive relationship between EFPM and EFCO.

scholarly journals Dispersion of traffic-related exhaust particles near the Berlin urban motorway: estimation of fleet emission factors

2008 ◽  
Vol 8 (4) ◽  
pp. 15537-15594 ◽  
Author(s):  
W. Birmili ◽  
B. Alaviippola ◽  
D. Hinneburg ◽  
O. Knoth ◽  
T. Tuch ◽  
...  
Keyword(s):  
Particle Number ◽  
Dispersion Model ◽  
Flow Simulation ◽  
Emission Factors ◽  
Size Distributions ◽  
Tracer Transport ◽  
Particle Volume ◽  
Traffic Emission ◽  
Atmospheric Particle ◽  
Particulate Number

Abstract. Atmospheric particle number size distributions of airborne particles (diameter range 10–500 nm) were measured over ten weeks at three sites in the vicinity of the A100 urban motorway in Berlin, Germany. The A100 carries about 180 000 vehicles on a weekday, and roadside particle size distributions showed a number maximum between 20 and 60 nm clearly related to the motorway emissions. The average total number concentration at roadside was 28 000 cm−3 with a total range between 1200 and 168 000 cm−3. At distances of 80 and 400 m from the motorway the concentrations decreased to mean levels of 11 000 and 9 000 cm−3, respectively. An obstacle-resolving dispersion model was applied to simulate the 3-D flow field and traffic tracer transport in the urban environment around the motorway. By inverse modelling, vehicle emission factors were derived, representative of a relative share of 6% lorry-like vehicles, and a driving speed of about 80 km h−1. Three different calculation approaches were compared, which differ in the choice of the experimental winds driving the flow simulation. The average emission factor per vehicle was 2.1(±0.2) · 1014 km−1 for particle number and 0.077(±0.01) · 1014 cm3 km−1 for particle volume. Regression analysis suggested that lorry-like vehicles emit 116 (± 21) times more particulate number than passenger car-like vehicles, and that lorry-like vehicles account for about 91% of particulate number emissions on weekdays. Our work highlights the increasing applicability of 3-D flow models in urban microscale environments and their usefulness in determining traffic emission factors.

scholarly journals Particle number concentrations and size distribution in a polluted megacity: The Delhi Aerosol Supersite study

2020 ◽  
Author(s):  
Shahzad Gani ◽  
Sahil Bhandari ◽  
Kanan Patel ◽  
Sarah Seraj ◽  
Prashant Soni ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Ultrafine Particles ◽  
Particle Number ◽  
Fine Particulate Matter ◽  
Size Distributions ◽  
Particle Size Distributions ◽  
Time Resolved ◽  
Fine Particulate ◽  
National Capital ◽  
Order Of Magnitude

Abstract. The Indian national capital, Delhi, routinely experiences some of the world's highest urban particulate matter concentrations. While fine particulate matter (PM2.5) mass concentrations in Delhi are at least an order of magnitude higher than in many western cities, the particle number (PN) concentrations are not similarly elevated. Here we report on 1.25 years of highly time resolved particle size distributions (PSD) data in the size range of 12–560 nm. We observed that the large number of accumulation mode particles – that constitute most of the PM2.5 mass – also contributed substantially to the PN concentrations. The ultrafine particles (UFP, Dp 

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