scholarly journals Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

Atmosphere ◽  
2019 ◽  
Vol 10 (7) ◽  
pp. 421 ◽  
Author(s):  
Barouch Giechaskiel ◽  
Alessandro A. Zardini ◽  
Tero Lähde ◽  
Adolfo Perujo ◽  
Anastasios Kontses ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Particle Number ◽  
Scientific Literature ◽  
Regulatory Control ◽  
Small Displacement ◽  
Particulate Emissions ◽  
Passenger Cars ◽  
State Tests ◽  
The Mean ◽  
Measurement Repeatability

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.

scholarly journals Identification and Quantification of Uncertainty Components in Gaseous and Particle Emission Measurements of a Moped

Energies ◽  
2019 ◽  
Vol 12 (22) ◽  
pp. 4343 ◽  
Author(s):  
Giechaskiel ◽  
Zardini ◽  
Lähde ◽  
Clairotte ◽  
Forloni ◽  
...  
Keyword(s):  
Particle Number ◽  
Cold Start ◽  
Passenger Cars ◽  
Uncertainty Component ◽  
Transfer Tube ◽  
Engine Combustion ◽  
The Mean ◽  
Lower Size ◽  
Open Configuration

The recent Euro 4 and 5 environmental steps for L-category vehicles (e.g., mopeds, motorcycles) were mainly designed to reduce the emissions of particulate matter and ozone precursors, such as nitrogen oxides and hydrocarbons. However, the corresponding engine, combustion, and aftertreatment improvements will not necessarily reduce the solid particle number (SPN) emissions, suggesting that a SPN regulation may be necessary in the future. At the same time, there are concerns whether the current SPN regulations of passenger cars can be transferred to L-category vehicles. In this study we quantified the errors and uncertainties in emission measurements, focusing on SPN. We summarized the sources of uncertainty related to emission measurements and experimentally quantified the contribution of each uncertainty component to the final results. For this reason, gas analyzers and SPN instruments with lower cut-off sizes of 4 nm, 10 nm, and 23 nm were sampling both from the tailpipe, and from the dilution tunnel having the transfer tube in closed or open configuration (i.e., open at the tailpipe side). The results showed that extracting from the tailpipe 23–28% of the mean total exhaust flow (bleed off) resulted in a 24–31% (for CO2) and 19–73% (for SPN) underestimation of the emissions measured at the dilution tunnel. Erroneous determination of the exhaust flow rate, especially at cold start, resulted in 2% (for CO2) and 69–149% (for SPN) underestimation of the tailpipe emissions. Additionally, for SPN, particle losses in the transfer tube with the closed configuration decreased the SPN concentrations around 30%, mainly due to agglomeration at cold start. The main conclusion of this study is that the open configuration (or mixing tee) without any instruments measuring from the tailpipe is associated with better accuracy for mopeds, especially related to SPN measurements. In addition, we demonstrated that for this moped the particle emissions below 23 nm, the lower size currently prescribed in the passenger cars regulation, were as high as those above 23 nm; thus, a lower cut-off size is more appropriate.

scholarly journals Effects of the Particulate Matter Index and Particulate Evaluation Index of the Primary Reference Fuel on Particulate Emissions from Gasoline Direct Injection Vehicles

Atmosphere ◽  
2019 ◽  
Vol 10 (3) ◽  
pp. 111 ◽  
Author(s):  
Yaowei Zhao ◽  
Xinghu Li ◽  
Shouxin Hu ◽  
Chenfei Ma
Keyword(s):  
Particulate Matter ◽  
Direct Injection ◽  
Test Procedure ◽  
Gasoline Direct Injection ◽  
Evaluation Index ◽  
Particulate Emissions ◽  
Passenger Cars ◽  
Primary Reference ◽  
Light Duty Vehicle ◽  
Particulate Number

The purpose of this experimental study was to evaluate the range of particulate mass (PM) and particulate number (PN) results from gasoline direct injection (GDI) vehicles by using four test fuels with a range of particulate matter index (PMI) from 1.38 to 2.39 and particulate evaluation index (PEI) from 0.89 to 1.92. The properties of four test fuels were analyzed with detailed hydrocarbon analysis (DHA). Two passenger cars with a GDI engine were tested with four test fuels by conducting the China 6 test procedure, which is equivalent to the worldwide harmonized light-duty vehicle test procedure (WLTP). When the fuels could meet the China 6 primary reference fuel standard with PMI from 1.38 to 2.04 and PEI from 0.89 to 1.59, the PM variation of Vehicle B was from 1.94 mg/km to 3.32 mg/km and of Vehicle A was from 2.55 mg/km to 4.15 mg/km, respectively. In addition, the PN variation of Vehicle B was from 1.57 × 1012 #/km to 3.38 × 1012 #/km and of Vehicle A was from 3.02 × 1012 #/km to 4.80 × 1012 #/km. It was noted that the two different cars had a unique response and sensitivity by using the different fuels, but PMI and PEI did trend with both the PM and the PN response. All PM and PN results from the two cars had an excellent correlation R2 > 0.94 with PMI and R2 > 0.90 with PEI. Therefore, PMI/PEI would be the appropriate specification for sooting tendency in reference fuel standards of emission regulations.

scholarly journals The Development of Strategies to Reduce Exhaust Emissions from Passenger Cars in Rzeszow City—Poland. A Preliminary Assessment of the Results Produced by the Increase of E-Fleet

Energies ◽  
2021 ◽  
Vol 14 (4) ◽  
pp. 1046
Author(s):  
Maksymilian Mądziel ◽  
Tiziana Campisi ◽  
Artur Jaworski ◽  
Giovanni Tesoriere
Keyword(s):  
Particulate Matter ◽  
Electric Vehicles ◽  
Combustion Engine ◽  
Present Report ◽  
Exhaust Emissions ◽  
Motor Vehicles ◽  
Strategic Choices ◽  
Passenger Cars ◽  
Particulate Concentration ◽  
The Impact

Urban agglomerations close to road infrastructure are particularly exposed to harmful exhaust emissions from motor vehicles and this problem is exacerbated at road intersections. Roundabouts are one of the most popular intersection designs in recent years, making traffic flow smoother and safer, but especially at peak times they are subject to numerous stop-and-go operations by vehicles, which increase the dispersion of emissions with high particulate matter rates. The study focused on a specific area of the city of Rzeszow in Poland. This country is characterized by the current composition of vehicle fleets connected to combustion engine vehicles. The measurement of the concentration of particulate matter (PM2.5 and PM10) by means of a preliminary survey campaign in the vicinity of the intersection made it possible to assess the impact of vehicle traffic on the dispersion of pollutants in the air. The present report presents some strategies to be implemented in the examined area considering a comparison of current and project scenarios characterized both by a modification of the road geometry (through the introduction of a turbo roundabout) and the composition of the vehicular flow with the forthcoming diffusion of electric vehicles. The study presents an exemplified methodology for comparing scenarios aimed at optimizing strategic choices for the local administration and also shows the benefits of an increased electric fleet. By processing the data with specific tools and comparing the scenarios, it was found that a conversion of 25% of the motor vehicles to electric vehicles in the current fleet has reduced the concentration of PM10 by about 30% along the ring road, has led to a significant reduction in the length of particulate concentration of the motorway, and it has also led to a significant reduction in the length of the particulate concentration for the access roads to the intersection.

scholarly journals The Combined Effects of Fine Particulate Matter and Temperature on Preterm Birth in Seoul, 2010–2016

2021 ◽  
Vol 18 (4) ◽  
pp. 1463
Author(s):  
Youngrin Kwag ◽  
Min-ho Kim ◽  
Shinhee Ye ◽  
Jongmin Oh ◽  
Gyeyoon Yim ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Preterm Birth ◽  
Pregnant Women ◽  
Low Temperatures ◽  
Fine Particulate Matter ◽  
Temperature Data ◽  
Fine Particulate ◽  
The Mean ◽  
Pm2.5 Exposure ◽  
Pm2.5 Concentration

Background: Preterm birth contributes to the morbidity and mortality of newborns and infants. Recent studies have shown that maternal exposure to particulate matter and extreme temperatures results in immune dysfunction, which can induce preterm birth. This study aimed to evaluate the association between fine particulate matter (PM2.5) exposure, temperature, and preterm birth in Seoul, Republic of Korea. Methods: We used 2010–2016 birth data from Seoul, obtained from the Korea National Statistical Office Microdata. PM2.5 concentration data from Seoul were generated through the Community Multiscale Air Quality (CMAQ) model. Seoul temperature data were collected from the Korea Meteorological Administration (KMA). The exposure period of PM2.5 and temperature were divided into the first (TR1), second (TR2), and third (TR3) trimesters of pregnancy. The mean PM2.5 concentration was used in units of ×10 µg/m3 and the mean temperature was divided into four categories based on quartiles. Logistic regression analyses were performed to evaluate the association between PM2.5 exposure and preterm birth, as well as the combined effects of PM2.5 exposure and temperature on preterm birth. Result: In a model that includes three trimesters of PM2.5 and temperature data as exposures, which assumes an interaction between PM2.5 and temperature in each trimester, the risk of preterm birth was positively associated with TR1 PM2.5 exposure among pregnant women exposed to relatively low mean temperatures (<3.4 °C) during TR1 (OR 1.134, 95% CI 1.061–1.213, p < 0.001). Conclusions: When we assumed the interaction between PM2.5 exposure and temperature exposure, PM2.5 exposure during TR1 increased the risk of preterm birth among pregnant women exposed to low temperatures during TR1. Pregnant women should be aware of the risk associated with combined exposure to particulate matter and low temperatures during TR1 to prevent preterm birth.

Characteristics of Particulate Matter Emissions on Diesel Passenger Vehicles Fueled with GTL Based on Real-Road Operating Parameters

2012 ◽  
Vol 534 ◽  
pp. 253-260
Author(s):  
Di Ming Lou ◽  
Yi Zhou Zhao ◽  
Yuan Hu Zhi ◽  
Pi Qiang Tan ◽  
Yan Juan Zhu
Keyword(s):  
Particulate Matter ◽  
Particle Number ◽  
Emission Rate ◽  
Volume Ratio ◽  
Specific Power ◽  
Operating Parameters ◽  
Emission Characteristics ◽  
Mixture Ratio ◽  
Passenger Vehicles ◽  
Particulate Matter Emissions

An on-board experimental research was made on diesel passenger vehicles fueled with national IV diesel, gas-to-liquid (GTL) fuel and three other different volume ratio of mixed fuel (G10D90, G20D80, G50D50) about the regularity of Particulate Matter (PM) emission characteristics changing with velocity, acceleration and vehicle specific power (VSP). The experimental results show that: PM emission rate increases gradually with higher velocity; acceleration leads to the deterioration of emissions; curves concave at the point when VSP value equals zero. Moreover, the emission rate of particle number decreases 50% to 60% while that of particle mass decreases 30% to 45% when the volumetric mixture ratio of GTL fuel improves. It is obvious that GTL fuel improves the characteristics of PM emission significantly, making it one of the promising clean alternative fuel.

scholarly journals Fluorescent biological aerosol particle concentrations and size distributions measured with an Ultraviolet Aerodynamic Particle Sizer (UV-APS) in Central Europe

2010 ◽  
Vol 10 (7) ◽  
pp. 3215-3233 ◽  
Author(s):  
J. A. Huffman ◽  
B. Treutlein ◽  
U. Pöschl
Keyword(s):  
Particle Number ◽  
Fungal Spores ◽  
Number Concentration ◽  
Size Distributions ◽  
Bacterial Cells ◽  
Spores And Pollen ◽  
Measurement Results ◽  
The Mean ◽  
Particle Sizer ◽  
Biological Aerosol Particles

Abstract. Primary Biological Aerosol Particles (PBAPs), including bacteria, spores and pollen, are essential for the spread of organisms and disease in the biosphere, and numerous studies have suggested that they may be important for atmospheric processes, including the formation of clouds and precipitation. The atmospheric abundance and size distribution of PBAPs, however, are largely unknown. At a semi-urban site in Mainz, Germany we used an Ultraviolet Aerodynamic Particle Sizer (UV-APS) to measure Fluorescent Biological Aerosol Particles (FBAPs), which provide an estimate of viable bioaerosol particles and can be regarded as an approximate lower limit for the actual abundance of PBAPs. Fluorescence of non-biological aerosol components are likely to influence the measurement results obtained for fine particles (<1 μm), but not for coarse particles (1–20 μm). Averaged over the four-month measurement period (August–December 2006), the mean number concentration of coarse FBAPs was ~3×10−2 cm−3, corresponding to ~4% of total coarse particle number. The mean mass concentration of FBAPs was ~1μg m−3, corresponding to ~20% of total coarse particle mass. The FBAP number size distributions exhibited alternating patterns with peaks at various diameters. A pronounced peak at ~3 μm was essentially always observed and can be described by the following campaign-average lognormal fit parameters: geometric mean diameter 3.2 μm, geometric standard deviation 1.3, number concentration 1.6×10−2 cm−3. This peak is likely due to fungal spores or agglomerated bacteria, and it exhibited a pronounced diel cycle (24-h) with maximum intensity during early/mid-morning. FBAP peaks around ~1.5 μm, ~5 μm, and ~13 μm were also observed, but less pronounced and less frequent. These may be single bacterial cells, larger fungal spores, and pollen grains, respectively. The observed number concentrations and characteristic sizes of FBAPs are consistent with microscopic, biological and chemical analyses of PBAPs in aerosol filter samples. To our knowledge, however, this is the first exploratory study reporting continuous online measurements of bioaerosol particles over several months and a range of characteristic size distribution patterns with a persistent bioaerosol peak at ~3 μm. The measurement results confirm that PBAPs account for a substantial proportion of coarse aerosol particle number and mass in continental boundary layer air. Moreover, they suggest that the number concentration of viable bioparticles is dominated by fungal spores or agglomerated bacteria with aerodynamic diameters around 3 μm rather than single bacterial cells with diameters around 1 μm.

scholarly journals A Comparative Study between Pre-construction and Construction Phases of Champhai-Zokhawthar Road Construction, Mizoram: Air Quality and Noise Quality Assessments

2019 ◽  
Vol 7 (1) ◽  
pp. 47-53
Author(s):  
Lalven tluanga ◽  
◽  
H. Lalramnghinglova
Keyword(s):  
Economic Growth ◽  
Particulate Matter ◽  
Air Quality ◽  
Comparative Study ◽  
Noise Level ◽  
Road Construction ◽  
Suspended Particulate ◽  
The Mean ◽  
Negative Impacts

In recent years, Mizoram has made immense progress in various sectors and initiated developmental programmes for its economic growth. An important contributing factor to this development and growth is the transport connectivity projects. Although connectivity projects can boost economic growth, its negative effects cannot be neglected. In view of this, the present research studies the impacts of Champhai – Zokhawthar road construction on the air quality and noise quality of the region. This comparative study of the impact on the quality of air and noise pollution in the pre-construction phase and construction phase provide a clear-cut example of the negative impacts caused by road construction and provide a fresh outlook for formulation of improved management plans. Air quality assessment was carried out using High Volume Air Sampler and the following parameters were monitored – suspended particulate matter (SPM), respirable suspended particulate matter (RSPM), nitrogen dioxide (NO2) and sulphur dioxide (SO2). The results indicate that mean SPM concentration was increased by 22.82 µg/m3; RSPM concentration by 14.67 µg/m3; NO2 concentration by 4.08 µg/m3; and SO2 concentration was increased by 0.06 µg/m3 from the pre-construction phase to construction phase. Noise quality assessment was carried out at three sites – Zotlang, Melbuk and Zokhawthar by using Lutron SL-4001 Sound Level Meter and Leq, Lmax and Lmin were recorded and calculated. The mean noise level at Zotlang wasincreased by 8.72 dB (A) and at Melbuk the mean noise level was increased by 9.35 dB (A). However, at Zokhawthar, there was a decrease in mean noise level by 0.13 dB (A). From the present study, it is evident that road construction poses a threat to the air quality and noise quality of the study area and improved measuresneed to betaken to curb its negative impacts

scholarly journals Indoor Particulate Matter (PM2.5) and Comfort Parameters in a University Building

2020 ◽  
Vol 8 (2) ◽  
pp. 61-67
Author(s):  
Nurul Bahiyah Abd Wahid ◽  
Intan Idura Mohamad Isa ◽  
Ahmad Khairuddin Hassan ◽  
Muhammad Izzat Iman Razali ◽  
Ahmad Haziq Hasrizal ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Relative Humidity ◽  
Indoor Air ◽  
National Policy ◽  
Lecture Hall ◽  
Airborne Microorganisms ◽  
Code Of Practice ◽  
The Mean ◽  
Indoor Particulate Matter ◽  
Comfort Parameters

This study aims to determine the particulate matter (PM2.5) mass concentrations and the comfort parameters (total bacterial counts (TBC), total fungal counts (TFC), relative humidity and temperature) in a university building. The samplings were carried out in three different indoor areas, including lecture hall, laboratory and lecturer office. PM2.5 samples were collected over a period of 8 h sampling using a low volume sampler (LVS). The anemometer Model Kestrel 0855YEL was used to measure relative humidity and temperature parameters. The sampling of airborne microorganisms was conducted by using microbial sampler at 350 L air sampled volume. The results showed that the highest average of PM2.5 was at lecture hall (88.54 ± 26.21 µgm-3) followed by lecturer office (69.79 ± 19.06 µgm-3) and laboratory (47.92 ± 24.88 µgm-3). The mean of TBC and TFC readings recorded as follow; 32.71 ± 5.91 cfu m-3 and 76.71 ± 21.5 cfu m-3 for laboratory, 112.1 ± 29.06 cfu m-3 and 124.67 ± 23.35 cfu m-3 for lecturer office, 121.74 ± 19.33 cfu m-3 and 115.33 ± 8.08 cfu m-3 for lecture hall. The average of all comfort parameter was within the prescribed standard by Industry Code of Practice on Indoor Air Quality 2010 for all sampling sites. Therefore, all occupants of the building can work in a conducive and comfortable environment. This study is in line with the objectives of National Policy on the Environment (DASN), which focusing on achieving a clean, safe, healthy and productive environment for present and future generations.

scholarly journals Effect of modes of transportation on commuters' exposure to fine particulate matter (PM2.5) and nitrogen dioxide (NO2) in Chennai, India

2019 ◽  
Vol 25 (6) ◽  
pp. 898-907 ◽  
Author(s):  
M. Gokul Raj ◽  
S. Karthikeyan
Keyword(s):  
Particulate Matter ◽  
Nitrogen Dioxide ◽  
Urban Community ◽  
Fine Particulate Matter ◽  
Exposure Concentration ◽  
Ambient Particulate Matter ◽  
Fine Particulate ◽  
The Mean ◽  
Maximum Exposure ◽  
Pm2.5 Concentration

Daily commuting increases level of contaminants inhaled by urban community and it is influenced by mode and time of commuting. In this study, the commuters’ exposure to ambient particulate matter (PM2.5) and nitrogen dioxide (NO2) was assessed during three modes of travel in six different road stretches of Chennai. The mean distance of road stretches was 25 km and the exposure to pollutants was assessed during peak hours and off-peak hours. The average travel duration was in the range of 39 to 91 min in motorbike, 83 to 140 min in car and 110 to 161 min in bus. Though there was variation on exposure to concentration in modes of transportation, the maximum exposure concentration of PM2.5 was observed as 709 μg/m<sup>3</sup> in bus and the minimum exposure concentration was 29 μg/m<sup>3</sup> in closed car. Similarly, the maximum exposure concentration of NO2 was observed to be 312 μg/m<sup>3</sup> in bus and the minimum exposure concentration was 21 μg/m<sup>3</sup> in car. The concentration of elements in PM2.5 was in the order of Si > Na > Ca > Al ≥ K > S ≥ Cd, with Si and Cd concentration as 60% and < 1% of the PM2.5 concentration.

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