Quality assured measurements of animal building emissions: odor concentrations

Standard protocols for sampling and measuring odor emissions from livestock buildings are needed to guide scientists, consultants, regulators, and policy-makers. A federally funded, multistate project has conducted field studies in six states to measure emissions of odor, coarse particulate matter (PM(10)), total suspended particulates, hydrogen sulfide, ammonia, and carbon dioxide from swine and poultry production buildings. The focus of this paper is on the intermittent measurement of odor concentrations at nearly identical pairs of buildings in each state and on protocols to minimize variations in these measurements. Air was collected from pig and poultry barns in small (10 L) Tedlar bags through a gas sampling system located in an instrument trailer housing gas and dust analyzers. The samples were analyzed within 30 hr by a dynamic dilution forced-choice olfactometer (a dilution apparatus). The olfactometers (AC'SCENT International Olfactometer, St. Croix Sensory, Inc.) used by all participating laboratories meet the olfactometry standards (American Society for Testing and Materials and European Committee for Standardization [CEN]) in the United States and Europe. Trained panelists (four to eight) at each laboratory measured odor concentrations (dilution to thresholds [DT]) from the bag samples. Odor emissions were calculated by multiplying odor concentration differences between inlet and outlet air by standardized (20 degrees C and 1 atm) building airflow rates.     

Quality assured measurements of animal building emissions: gas concentrations

Comprehensive field studies were initiated in 2002 to measure emissions of ammonia (NH3), hydrogen sulfide (H2S), carbon dioxide (CO2), methane (CH4), nonmethane hydrocarbons (NMHC), particulate matter <10 microm in diameter, and total suspended particulate from swine and poultry production buildings in the United States. This paper focuses on the quasicontinuous gas concentration measurement at multiple locations among paired barns in seven states. Documented principles, used in air pollution monitoring at industrial sources, were applied in developing quality assurance (QA) project plans for these studies. Air was sampled from multiple locations with each gas analyzed with one high quality commercial gas analyzer that was located in an environmentally controlled on-farm instrument shelter. A nominal 4 L/min gas sampling system was designed and constructed with Teflon wetted surfaces, bypass pumping, and sample line flow and pressure sensors. Three-way solenoids were used to automatically switch between multiple gas sampling lines with > or =10 min sampling intervals. Inside and outside gas sampling probes were between 10 and 115 m away from the analyzers. Analyzers used chemiluminescence, fluorescence, photoacoustic infrared, and photoionization detectors for NH3, H2S, CO2, CH4, and NMHC, respectively. Data were collected using personal computer-based data acquisition hardware and software. This paper discusses the methodology of gas concentration measurements and the unique challenges that livestock barns pose for achieving desired accuracy and precision, data representativeness, comparability and completeness, and instrument calibration and maintenance.     

In-stack condensible particulate matter measurements and issues

Particulate matter (PM) emitted from fossil fuel-fired units can be classified as either filterable or condensible PM. Condensible PM typically is not measured because federal and most state regulations do not require sources to do so. To determine the magnitude of condensible PM emissions relative to filterable PM emissions and to better understand condensible PM measurement issues, a review and analysis of actual U.S. Environmental Protection Agency (EPA) Method 202 (for in-stack condensible PM10) and EPA Method 201/201A (for in-stack filterable PM10) results were conducted. Methods 202 and 201/201A results for several coal-burning boilers showed that the condensible PM, on average, comprises approximately three-fourths (76%) of the total PM10 stack emissions. Methods 202 and 201/201A results for oil- and natural gas-fired boilers showed that the condensible PM, on average, comprises 50% of the total PM10 stack emissions. Methods 202 and 201/201A results for oil-, natural gas-, and kerosene-fired combustion turbines showed that the condensible PM, on average, comprises 69% of the total PM10 stack emissions. Based on these limited measurements, condensible PM can make a significant contribution to total PM10 emissions for fossil fuel-fired units. A positive bias (indicating more condensible PM than is actually emitted) may exist in the measured data due to the conversion of dissolved sulfur dioxide to sulfate compounds in the sampling procedure. In addition, these Method 202 results confirm that condensible PM, on average, is composed mostly of inorganic matter, regardless of the type of fuel burned.     

Trends in primary particulate matter emissions from Canadian agriculture

Particulate matter (PM) has long been recognized as an air pollutant due to its adverse health and environmental impacts. As emission of PM from agricultural operations is an emerging air quality issue, the Agricultural Particulate Matter Emissions Indicator (APMEI) has been developed to estimate the primary PM contribution to the atmosphere from agricultural operations on Census years and to assess the impact of practices adopted to mitigate these emissions at the soil landscape polygon scale as part of the agri-environmental indicator report series produced by Agriculture and Agri-Food Canada. In the APMEI, PM emissions from animal feeding operations, wind erosion, land preparation, crop harvest, fertilizer and chemical application, grain handling, and pollen were calculated and compared for the Census years of 1981-2006. In this study, we present the results for PM10 and PM2.5, which exclude chemical application and pollen sources as they only contribute to total suspended particles. In 2006, PM emissions from agricultural operations were estimated to be 652.6 kt for PM10 and 158.1 kt for PM2.5. PM emissions from wind erosion and land preparation account for most of PM emissions from agricultural operations in Canada, contributing 82% of PM10 and 76% of PM2.5 in 2006. Results from the APMEI show a strong reduction in PM emissions from agricultural operations between 1981 and 2006, with a decrease of 40% (442.8 kt) for PM10 and 47% (137.7 kt) for PM2.5. This emission reduction is mainly attributed to the adoption of conservation tillage and no-till practices and the reduction in the area of summer fallow land.     

Trends in primary particulate matter emissions from Canadian agriculture

Particulate matter (PM) has long been recognized as an air pollutant due to its adverse health and environmental impacts. As emission of PM from agricultural operations is an emerging air quality issue, the Agricultural Particulate Matter Emissions Indicator (APMEI) has been developed to estimate the primary PM contribution to the atmosphere from agricultural operations on Census years and to assess the impact of practices adopted to mitigate these emissions at the soil landscape polygon scale as part of the agri-environmental indicator report series produced by Agriculture and Agri-Food Canada. In the APMEI, PM emissions from animal feeding operations, wind erosion, land preparation, crop harvest, fertilizer and chemical application, grain handling, and pollen were calculated and compared for the Census years of 1981–2006. In this study, we present the results for PM₁₀ and PM_2.5, which exclude chemical application and pollen sources as they only contribute to total suspended particles. In 2006, PM emissions from agricultural operations were estimated to be 652.6 kt for PM₁₀ and 158.1 kt for PM_2.5. PM emissions from wind erosion and land preparation account for most of PM emissions from agricultural operations in Canada, contributing 82% of PM₁₀ and 76% of PM_2.5 in 2006. Results from the APMEI show a strong reduction in PM emissions from agricultural operations between 1981 and 2006, with a decrease of 40% (442.8 kt) for PM₁₀ and 47% (137.7 kt) for PM_2.5. This emission reduction is mainly attributed to the adoption of conservation tillage and no-till practices and the reduction in the area of summerfallow land.

Implications: Increasing sustainability in agriculture often means adapting management practices to have a beneficial impact on the environment while maintaining or increasing production and economic benefits. We developed an inventory of primary PM emissions from agriculture in Canada to better quantify the apportionment, spatial distribution, and trends for Census years 1981–2006. We found major reductions of 40% in PM₁₀ and 47% in PM_2.5 emissions over the 25-yr period as a co-benefit of increasing carbon sequestration in agricultural soils. Indeed, farmers adopted conservation tillage/no-till practices, increased usage of cover crops, and reduced summerfallow, in order to increase soil organic matter and reduce carbon dioxide emissions, which also reduced primary PM emissions, although the agricultural production increased over the period.     

Fine particulate matter emissions inventories: comparisons of emissions estimates with observations from recent field programs

Emissions inventories of fine particulate matter (PM2.5) were compared with estimates of emissions based on data emerging from U.S. Environment Protection Agency Particulate Matter Supersites and other field programs. Six source categories for PM2.5 emissions were reviewed: on-road mobile sources, nonroad mobile sources, cooking, biomass combustion, fugitive dust, and stationary sources. Ammonia emissions from all of the source categories were also examined. Regional emissions inventories of PM in the exhaust from on-road and nonroad sources were generally consistent with ambient observations, though uncertainties in some emission factors were twice as large as the emission factors. In contrast, emissions inventories of road dust were up to an order of magnitude larger than ambient observations, and estimated brake wear and tire dust emissions were half as large as ambient observations in urban areas. Although comprehensive nationwide emissions inventories of PM2.5 from cooking sources and biomass burning are not yet available, observational data in urban areas suggest that cooking sources account for approximately 5-20% of total primary emissions (excluding dust), and biomass burning sources are highly dependent on region. Finally, relatively few observational data were available to assess the accuracy of emission estimates for stationary sources. Overall, the uncertainties in primary emissions for PM2.s are substantial. Similar uncertainties exist for ammonia emissions. Because of these uncertainties, the design of PM2.5 control strategies should be based on inventories that have been refined by a combination of bottom-up and top-down methods.     

Theoretical study of the impact of particulate matter gravitational settling on ambient coarse particulate matter monitoring for agricultural emissions

The particle size distributions (PSDs) of particulate matter (PM) in the downwind plume from simulated sources of a cotton gin were analyzed to determine the impact of PM settling on PM monitoring. The PSD of PM in a plume varies as a function of gravitational settling. Gravitational settling has a greater impact on the downwind PSD from sources with PSDs having larger mass median diameters (MMDs). The change in PSD is a function of the source PSD of emitted PM, wind speed, and downwind distance. Both MMD and geometric standard deviation (GSD) in the downwind plume decrease with an increase in downwind distance and source MMD. The larger the source MMD, the greater the change in the downwind MMD and GSD. Also, the greater the distance from the source to the sampler, the greater the change in the downwind MMD and GSD. Variations of the PSD in the downwind plume significantly impact PM10 sampling errors associated with the U.S. Environmental Protection Agency (EPA) PM10 samplers. For the emission sources with MMD > 10 microm, the PM10 oversampling rate increases with an increase in downwind distance caused by the decrease of GSD of the PSD in the downwind plume. Gravitational settling of particles does not help reduce the oversampling problems associated with the EPA PM10 sampler. Furthermore, oversampling rates decrease with an increase of the wind speed.     

Characterization of particulate matter concentrations during controlled indoor activities

Indoor sources have been identified as a major contributor to the increase of particle concentration in indoor environments. The work presented here is a study of the characteristics of particulate matter number size distribution and mass concentration under controlled indoor activities in a laboratory room. The objective is to characterize particulate matter concentrations indoors resulted under the influence of specific sources. Measurements were performed in an empty laboratory (period September–October 2006) using a GRIMM SMPS+C system (particle size range between 11.1 and 1083.3 nm), a DustTrak Aerosol Monitor (TSI) and a P-Trak Ultrafine Particle Counter (TSI). The studied indoor activities included candle burning, hot plate heating, water boiling, onion frying, vacuuming, hair drying, hair spraying, smoking and burning of incense stick. The AMANpsd computer algorithm was used to evaluate the modal structure of measured particle number size distribution data. Furthermore, the change of the particle number size distribution shape under the influence of different emission sources was studied versus time. Finally the particle emission rates were computed. High particle number concentrations were observed during smoking, onion frying, candle burning and incense stick burning. The highest particle mass concentrations were measured during smoking and hair spraying. The shift of the particle size distribution to larger diameters suggests the presence of strong coagulation effect during candle burning, incense stick burning, smoking and onion frying. The size distribution was mainly bimodal during onion frying and candle burning, whereas the size distribution remained unimodal during incense stick burning and smoking experiments.     

Evaluation of particulate matter emissions from non-passenger diesel vehicles in Qatar

ABSTRACT

Road traffic is one of the main sources of particulate matter (PM) in the atmosphere. Despite its importance, there are significant challenges in the quantitative evaluation of its contribution to airborne concentrations. In order to propose effective mitigation scenarios, the proportions of PM traffic emissions, whether they are exhaust or non-exhaust emissions, should be evaluated for any given geographical location. In this work, we report on the first study to evaluate particulate matter emissions from all registered heavy duty diesel vehicles in Qatar. The study was applied to an active traffic zone in urban Doha. Dust samples were collected and characterized for their shape and size distribution. It was found that the particle size ranged from few to 600 μm with the dominance of small size fraction (less than 100 μm). In-situ elemental composition analysis was conducted for side and main roads traffic dust, and compared with non-traffic PM. The results were used for the evaluation of the enrichment factor and preliminary source apportionment. The enrichment factor of anthropogenic elements amounted to 350. The traffic source based on sulfur elemental fingerprint was almost 5 times higher in main roads compared with the samples from non-traffic locations. Moreover, PM exhaust and non-exhaust emissions (tyre wear, brake wear and road dust resuspension) were evaluated. It was found that the majority of the dust was generated from tyre wear with 33% followed by road dust resuspension (31%), brake wear (19%) and then exhaust emissions with 17%. The low contribution of exhaust PM₁₀ emissions was due to the fact that the majority of the registered vehicle models were recently made and equipped with efficient exhaust PM reduction technologies.

Implication: This study reports on the first results related to the evaluation of PM emission from all registered diesel heavy duty vehicles in Qatar. In-situ XRF elemental analysis from main, side roads as well as non-traffic dust samples was conducted. Several characterization techniques were implemented and the results show that the majority of the dust was generated from tyre wear, followed by road dust resuspension and then brake wear; whereas exhaust emissions were tremendously reduced since the majority of the registered vehicle models were recently made and equipped with efficient exhaust PM reduction technologies. This implies that policy makers should place stringent measures on old vehicle license renewals and encourage the use of metro and public transportation.     

Characteristics of particulate matter emissions from toy cars with electric motors

Aerosol emissions from toy cars with electric motors were characterized. Particle emission rates from the toy cars, as high as 7.47 × 10⁷ particles/s, were measured. This emission rate is lower than other indoor sources such as smoking and cooking. The particles emitted from toy cars are generated from spark discharges inside the electric motors that power the toy cars. Size distribution measurements indicated that most particles were below 100 nm in diameter. Copper was the dominant inorganic species in these particles. By deploying aerosol mass spectrometers, high concentrations of particulate organic matter were also detected and characterized in detail. Several organic compounds were identified using a thermal desorption aerosol gas chromatography. The mass size distribution of particulate organic matter was bimodal. The formation mechanism of particulate organic matter from toy cars was elucidated.

Implications:?A possible new source of indoor air pollution, particles from electric motors in toy cars, was identified. This study characterized aerosol emissions from toy cars in detail. Most of these particles have a diameter less than 100 nm. Copper and some organics are the major components of these particles. Conditions that minimize these emissions were determined.     

Size and composition distributions of particulate matter emissions: part 2--heavy-duty diesel vehicles

Particulate matter (PM) emissions from heavy-duty diesel vehicles (HDDVs) were collected using a chassis dynamometer/dilution sampling system that employed filter-based samplers, cascade impactors, and scanning mobility particle size (SMPS) measurements. Four diesel vehicles with different engine and emission control technologies were tested using the California Air Resources Board Heavy Heavy-Duty Diesel Truck (HHDDT) 5 mode driving cycle. Vehicles were tested using a simulated inertial weight of either 56,000 or 66,000 lb. Exhaust particles were then analyzed for total carbon, elemental carbon (EC), organic matter (OM), and water-soluble ions. HDDV fine (< or =1.8 microm aerodynamic diameter; PM1.8) and ultrafine (0.056-0.1 microm aerodynamic diameter; PM0.1) PM emission rates ranged from 181-581 mg/km and 25-72 mg/km, respectively, with the highest emission rates in both size fractions associated with the oldest vehicle tested. Older diesel vehicles produced fine and ultrafine exhaust particles with higher EC/OM ratios than newer vehicles. Transient modes produced very high EC/OM ratios whereas idle and creep modes produced very low EC/OM ratios. Calcium was the most abundant water-soluble ion with smaller amounts of magnesium, sodium, ammonium ion, and sulfate also detected. Particle mass distributions emitted during the full 5-mode HDDV tests peaked between 100-180 nm and their shapes were not a function of vehicle age. In contrast, particle mass distributions emitted during the idle and creep driving modes from the newest diesel vehicle had a peak diameter of approximately 70 nm, whereas mass distributions emitted from older vehicles had a peak diameter larger than 100 nm for both the idle and creep modes. Increasing inertial loads reduced the OM emissions, causing the residual EC emissions to shift to smaller sizes. The same HDDV tested at 56,000 and 66,000 lb had higher PM0.1 EC emissions (+22%) and lower PM0.1 OM emissions (-38%) at the higher load condition.     

Size and composition distributions of particulate matter emissions: part 1--light-duty gasoline vehicles

Size-resolved particulate matter (PM) emitted from light-duty gasoline vehicles (LDGVs) was characterized using filter-based samplers, cascade impactors, and scanning mobility particle size measurements in the summer 2002. Thirty LDGVs, with different engine and emissions control technologies (model years 1965-2003; odometer readings 1264-207,104 mi), were tested on a chassis dynamometer using the federal test procedure (FTP), the unified cycle (UC), and the correction cycle (CC). LDGV PM emissions were strongly correlated with vehicle age and emissions control technology. The oldest models had average ultrafine PM0.1 (0.056- to 0.1-microm aerodynamic diameter) and fine PM1.8 (< or =1.8-microm aerodynamic diameter) emission rates of 9.6 mg/km and 213 mg/km, respectively. The newest vehicles had PM0.1 and PM1.8 emissions of 51 microg/km and 371 microg/km, respectively. Light duty trucks and sport utility vehicles had PM0.1 and PM1.8 emissions nearly double the corresponding emission rates from passenger cars. Higher PM emissions were associated with cold starts and hard accelerations. The FTP driving cycle produced the lowest emissions, followed by the UC and the CC. PM mass distributions peaked between 0.1- and 0.18-microm particle diameter for all vehicles except those emitting visible smoke, which peaked between 0.18 and 0.32 microm. The majority of the PM was composed of carbonaceous material, with only trace amounts of water-soluble ions. Elemental carbon (EC) and organic matter (OM) had similar size distributions, but the EC/OM ratio in LDGV exhaust particles was a strong function of the adopted emissions control technology and of vehicle maintenance. Exhaust from LDGV classes with lower PM emissions generally had higher EC/OM ratios. LDGVs adopting newer technologies were characterized by the highest EC/OM ratios, whereas OM dominated PM emissions from older vehicles. Driving cycles with cold starts and hard accelerations produced higher EC/OM ratios in ultrafine particles.     

Spatial and temporal variability in urban fine particulate matter concentrations

Identification of hot spots for urban fine particulate matter (PM(2.5)) concentrations is complicated by the significant contributions from regional atmospheric transport and the dependence of spatial and temporal variability on averaging time. We focus on PM(2.5) patterns in New York City, which includes significant local sources, street canyons, and upwind contributions to concentrations. A literature synthesis demonstrates that long-term (e.g., one-year) average PM(2.5) concentrations at a small number of widely-distributed monitoring sites would not show substantial variability, whereas short-term (e.g., 1-h) average measurements with high spatial density would show significant variability. Statistical analyses of ambient monitoring data as a function of wind speed and direction reinforce the significance of regional transport but show evidence of local contributions. We conclude that current monitor siting may not adequately capture PM(2.5) variability in an urban area, especially in a mega-city, reinforcing the necessity of dispersion modeling and methods for analyzing high-resolution monitoring observations.     

Natural emissions for regional modeling of background ozone and particulate matter and impacts on emissions control strategies

Natural emissions adopted in current regional air quality modeling are updated to better describe natural background ozone and PM concentrations for North America. The revised natural emissions include organosulfur from the ocean, NO from lightning, sea salt, biogenic secondary organic aerosol (SOA) precursors, and pre-industrial levels of background methane. The model algorithm for SOA formation was also revised. Natural background ozone concentrations increase by up to 4 ppb in annual average over the southeastern US and Gulf of Mexico due to added NO from lightning while the revised biogenic emissions produced less ozone in the central and western US. Natural PM_2.5 concentrations generally increased with the revised natural emissions. Future year (2018) simulations were conducted for several anthropogenic emission reduction scenarios to assess the impact of the revised natural emissions on anthropogenic emission control strategies. Overall, the revised natural emissions did not significantly alter the ozone responses to the emissions reductions in 2018. With revised natural emissions, ozone concentrations were slightly less sensitive to reducing NOx in the southeastern US than with the current natural emissions due to higher NO from lightning. The revised natural emissions have little impact on modeled PM_2.5 responses to anthropogenic emission reductions. However, there are substantial uncertainties in current representations of natural sources in air quality models and we recommend that further study is needed to refine these representations.     

Characterization of particulate matter and gaseous emissions of a C-130H aircraft

The gaseous and nonvolatile particulate matter (PM) emissions of two T56-A-15 turboprop engines of a C-130H aircraft stationed at the 123rd Airlift Wing in the Kentucky Air National Guard were characterized. The emissions campaign supports the Strategic Environmental Research and Development Program (SERDP) project WP-1401 to determine emissions factors from military aircraft. The purpose of the project is to develop a comprehensive emissions measurement program using both conventional and advanced techniques to determine emissions factors of pollutants, and to investigate the spatial and temporal evolutions of the exhaust plumes from fixed and rotating wing military aircraft. Standard practices for the measurement of gaseous emissions from aircraft have been well established; however, there is no certified methodology for the measurement of aircraft PM emissions. In this study, several conventional instruments were used to physically characterize and quantify the PM emissions from the two turboprop engines. Emissions samples were extracted from the engine exit plane and transported to the analytical instrumentation via heated lines. Multiple sampling probes were used to assess the spatial variation and obtain a representative average of the engine emissions. Particle concentrations, size distributions, and mass emissions were measured using commercially available aerosol instruments. Engine smoke numbers were determined using established Society of Automotive Engineers (SAE) practices, and gaseous species were quantified via a Fourier-transform infrared-based gas analyzer. The engines were tested at five power settings, from idle to take-off power, to cover a wide range of operating conditions. Average corrected particle numbers (PNs) of (6.4-14.3) x 10(7) particles per cm3 and PN emission indices (EI) from 3.5 x 10(15) to 10.0 x 10(15) particles per kg-fuel were observed. The highest PN EI were observed for the idle power conditions. The mean particle diameter varied between 50 nm at idle to 70 nm at maximum engine power. PM mass EI ranged from 1.6 to 3.5 g/kg-fuel for the conditions tested, which are in agreement with previous T56 engine measurements using other techniques. Additional PM data, smoke numbers, and gaseous emissions will be presented and discussed.     

Characterisation of particulate matter and gaseous emissions from a large ship diesel engine

Composition of exhaust from a ship diesel engine using heavy fuel oil (HFO) was investigated onboard a large cargo vessel. The emitted particulate matter (PM) properties related to environmental and health impacts were investigated along with composition of the gas-phase emissions. Mass, size distribution, chemical composition and microphysical structure of the PM were investigated. The emission factor for PM was 5.3 g (kg fuel)^?1. The mass size distribution showed a bimodal shape with two maxima: one in the accumulation mode with mean particle diameter D_P around 0.5 μm and one in the coarse mode at D_P around 7 μm. The PM composition was dominated by organic carbon (OC), ash and sulphate while the elemental carbon (EC) composed only a few percent of the total PM. Increase of the PM in exhaust upon cooling was associated with increase of OC and sulphate. Laser analysis of the adsorbed phase in the cooled exhaust showed presence of a rich mixture of polycyclic aromatic hydrocarbon (PAH) species with molecular mass 178–300 amu while PM collected in the hot exhaust showed only four PAH masses.Microstructure and elemental analysis of ship combustion residuals indicate three distinct morphological structures with different chemical composition: soot aggregates, significantly metal polluted; char particles, clean or containing minerals; mineral and/or ash particles. Additionally, organic carbon particles of unburned fuel or/and lubricating oil origin were observed. Hazardous constituents from the combustion of heavy fuel oil such as transitional and alkali earth metals (V, Ni, Ca, Fe) were observed in the PM samples.Measurements of gaseous composition in the exhaust of this particular ship showed emission factors that are on the low side of the interval of global emission factors published in literature for NO_x, hydrocarbons (HC) and CO.     

Application of a microscale emission factor model for particulate matter to calculate vehicle-generated contributions to fine particulate emissions

This paper discusses the evaluation and application of a new generation of particulate matter (PM) emission factor model (MicroFacPM). MicroFacPM that was evaluated in Tuscarora Mountain Tunnel, Pennsylvania Turnpike, PA shows good agreement between measured and modeled emissions. MicroFacPM application is presented to the vehicle traffic on the main approach road to the Ambassador Bridge, which is one of the most important international border entry points in North America, connecting Detroit, MI, with Windsor, Ontario, Canada. An increase in border security has forced heavy-duty diesel vehicles to line up for several kilometers through the city of Windsor causing concern about elevated concentrations of ambient PM. MicroFacPM has been developed to model vehicle-generated PM (fine [PM2.5] and coarse < or = 10 microm [PM10]) from the on-road vehicle fleet, which in this case includes traffic at very low speeds (10 km/h). The Windsor case study gives vehicle generated PM2.5 sources and their breakdown by vehicle age and class. It shows that the primary sources of vehicle-generated PM2.5 emissions are the late-model heavy-duty diesel vehicles. We also applied CALINE4 and AERMOD in conjunction with MicroFacPM, using Canadian traffic and climate conditions, to describe the vehicle-generated PM2.5 dispersion near this roadway during the month of May in 2003.     

Street-level concentrations of nitrogen dioxide and suspended particulate matter in Hong Kong

The concentrations of respirable suspended particulates (PM₁₀), fine suspended particulates (PM_2.5) and nitrogen dioxide (NO₂) were measured in various locations over the territory of Hong Kong. In order to study the contributions of these pollutants from motor vehicles and their characteristics, the attention was focused on the roadside, street-level concentrations. A statistical analysis of the sampling results was conducted to obtain general characteristics of the roadside particulate and nitrogen dioxide pollution and to investigate the effects of traffic volume and meteorological factors on the pollution levels. High correlation coefficients are found between PM₁₀, PM_2.5 and NO₂ concentration.     

The wind speed dependence of the concentrations of airborne particulate matter and NOx

The wind speed dependence of concentrations of PM₁₀, chloride, sulphate, nitrate, organic carbon, elemental carbon, particle number and NO_x has been determined at three separate sites, Marylebone Road (kerbside), North Kensington (urban background) and Harwell (rural). The data are best described by a general dilution term multiplied by up to three separate source-related terms which we interpret as representing long-range transport sources, discrete local (including area) sources and marine sources respectively. Using this approach, the various particulate metrics can be quantitatively disaggregated according to the contributions of the three source types. The behaviour of nitrate is anomalous, probably due to an influence of wind speed upon the dissociation of ammonium nitrate.