Heino Kuuluvainen

Physical and Chemical Characterization of Real-World Particle Number and Mass Emissions from City Buses in Finland.

Exhaust emissions of 23 individual city buses at Euro III, Euro IV and EEV (Enhanced Environmentally Friendly Vehicle) emission levels were measured by the chasing method under real-world conditions at a depot area and on the normal route of bus line 24 in Helsinki. The buses represented different technologies from the viewpoint of engines, exhaust after-treatment systems (ATS) and fuels. Some of the EEV buses were fueled by diesel, diesel-electric, ethanol (RED95) and compressed natural gas (CNG). At the depot area the emission factors were in the range of 0.3-21 × 10(14) # (kg fuel)(-1), 6-40 g (kg fuel)(-1), 0.004-0.88 g (kg fuel)(-1), 0.004-0.56 g (kg fuel)(-1), 0.01-1.2 g (kg fuel)(-1), for particle number (EFN), nitrogen oxides (EFNOx), black carbon (EFBC), organics (EFOrg), and particle mass (EFPM1), respectively. The highest particulate emissions were observed from the Euro III and Euro IV buses and the lowest from the ethanol and CNG-fueled buses, which emitted BC only during acceleration. The organics emitted from the CNG-fueled buses were clearly less oxidized compared to the other bus types. The bus line experiments showed that lowest emissions were obtained from the ethanol-fueled buses whereas large variation existed between individual buses of the same type indicating that the operating conditions by drivers had large effect on the emissions.

Traffic is a major source of atmospheric nanocluster aerosol

Significance We report the significant presence of traffic-originated nanocluster aerosol (NCA) particles in a particle diameter range of 1.3–3.0 nm of urban air, determine the emission factors for the NCA, and evaluate its global importance. Our findings are important because they significantly update the current understanding of atmospheric aerosol in urban areas. They demonstrate that in urban air, extremely small particles form a significant fraction of the total particle number and are a direct result of anthropogenic emissions, that is, the emissions from road traffic. Thus, our findings also imply that in urban areas, an atmospheric nucleation process is not necessary for the formation of a large number of particles that affect population health and climate. In densely populated areas, traffic is a significant source of atmospheric aerosol particles. Owing to their small size and complicated chemical and physical characteristics, atmospheric particles resulting from traffic emissions pose a significant risk to human health and also contribute to anthropogenic forcing of climate. Previous research has established that vehicles directly emit primary aerosol particles and also contribute to secondary aerosol particle formation by emitting aerosol precursors. Here, we extend the urban atmospheric aerosol characterization to cover nanocluster aerosol (NCA) particles and show that a major fraction of particles emitted by road transportation are in a previously unmeasured size range of 1.3–3.0 nm. For instance, in a semiurban roadside environment, the NCA represented 20–54% of the total particle concentration in ambient air. The observed NCA concentrations varied significantly depending on the traffic rate and wind direction. The emission factors of NCA for traffic were 2.4·1015 (kgfuel)−1 in a roadside environment, 2.6·1015 (kgfuel)−1 in a street canyon, and 2.9·1015 (kgfuel)−1 in an on-road study throughout Europe. Interestingly, these emissions were not associated with all vehicles. In engine laboratory experiments, the emission factor of exhaust NCA varied from a relatively low value of 1.6·1012 (kgfuel)−1 to a high value of 4.3·1015 (kgfuel)−1. These NCA emissions directly affect particle concentrations and human exposure to nanosized aerosol in urban areas, and potentially may act as nanosized condensation nuclei for the condensation of atmospheric low-volatile organic compounds.

Triboelectric charging of fungal spores during resuspension and rebound

abstract The triboelectric charging of fungal spores was experimentally characterized during rebound and resuspension. A fungal spore source strength tester (FSSST) was used as a primary aerosol generator for spores of three fungal species and two powders (silicon carbide and silver). The critical velocity of rebound was determined using a variable nozzle area impactor (VNAI), and the charging state of particles after resuspension and rebound was measured using the FSSST, different impactor setups, electrometers, and optical particle counters. In the impactor setups and the FSSST, five different surface materials relevant for indoor environments were used (steel, glass, polystyrene, paper, and polytetrafluoroethylene). The critical velocity of rebound was determined to be 0.57 m/s for fungal spores, which is relatively low compared to silicon carbide and previous results for micron-sized aerosol particles. Based on the rebound impactor measurements, we were able to define the crucial parameters of charge transfer for different particle–surface material pairs. A contact charge parameter, which describes the triboelectric charging during rebound, was found to have a negative correlation with the charging state of the particles after the resuspension from an impactor. This connects the triboelectric charging during rebound and resuspension to each other. Based on the contact charge parameter values, quantified triboelectric series could be formed. The results of this work show that fungal spores can be charged both positively and negatively during rebound and resuspension depending on the fungal species and surface material. Copyright

Investigating the chemical species in submicron particles emitted by city buses

ABSTRACT Detailed chemical characterization of exhaust particles from 23 individual city buses was performed in Helsinki, Finland. Investigated buses represented different technologies in terms of engines, exhaust after-treatment systems (e.g., diesel particulate filter, selective catalytic reduction, and three-way catalyst) and fuels (diesel, diesel-electric (hybrid), ethanol, and compressed natural gas). Regarding emission standards, the buses operated at EURO III, EURO IV, and EEV (enhanced environmentally friendly vehicle) emission levels. The chemical composition of exhaust particles was determined by using a soot particle aerosol mass spectrometer (SP-AMS). Based on the SP-AMS results, the bus emission particles were dominated by organics and refractory black carbon (rBC). The mass spectra of organics consisted mostly of hydrocarbon fragments (54–86% of total organics), the pattern of hydrocarbon fragments being rather similar regardless of the bus type. Regarding oxygenated organic fragments, ethanol-fueled buses had unique mass-to-charge ratios (m/z) of 45, 73, 87, and 89 (mass fragments of C2H5O+, C3H5O2+, C4H7O2+, and C4H9O2+, respectively) that were not detected for the other bus types at the same level. For rBC, there was a small difference in the ratio of C4+ and C5+ to C3+ for different bus types but also for the individual buses of the same type. In addition to organics and rBC, the presence of trace metals in the bus emission particles was investigated. Copyright

The effect of materials and obliquity of the impact on the critical velocity of rebound

ABSTRACT The critical velocity of rebound was determined for spherical ammonium fluorescein particles in the size range of 0.44–7.3 μm. The method was based on measurements with a variable nozzle area impactor (VNAI) and numerical simulations. A comparison to previous results with spherical silver particles obtained with the same method showed that the critical velocity was approximately two orders of magnitude higher for ammonium fluorescein than for silver at the same size range. Among the hard test materials, including steel, aluminium, molybdenum, and Tedlar, the surface material had no significant effect on the critical velocity of rebound within the accuracy of the method. On the contrary, the critical velocity was observed to be highly dependent on the obliquity of the impact at the onset of rebound. While the ratio of the maximum tangential and normal velocities was defined as a measure for the obliquity, the critical velocity was found to be more than a magnitude smaller for very oblique impacts with the velocity ratio above 9 than for close-to-normal impacts with the velocity ratio below 1.5. The results of this study can be considered as a link between the recently published critical velocity results for nanoparticles and the older results for micron-sized particles. Copyright

Performance of ventilation filtration technologies on characteristic traffic related aerosol down to nanocluster size

ABSTRACT Near traffic routes and urban areas, the outdoor air particle number concentration is typically dominated by ultrafine particles. These particles can enter into the nearby buildings affecting the human exposure on ultrafine particles indoors. In this study, we demonstrate an aerosol generation system which mimics the characteristic traffic related aerosol. The aerosol generation system was used to determine the size-resolved particle filtration efficiencies of five typical commercial filters in the particle diameter range of 1.3–240 nm. Two different HEPA filters were observed to be efficient in all particle sizes. A fibrous filter (F7) was efficient at small particle sizes representing the nucleation mode of traffic related aerosol, but its efficiency decreased down to 60% with the increasing particle size. In contrast, the filtration efficiency of an electrostatic precipitator (ESP) increased as a function of the particle size, being more efficient for the soot mode of traffic related aerosol than for the nucleation mode. An electret filter with a charger was relatively efficient (filtration efficiency >85%) at all the observed particle sizes. The HEPA, F7 and electret filters were found to practically remove the particles/nanoclusters smaller than 3 nm. All in all, the filtration efficiencies were observed to be strongly dependent on the particle size and significant differences were found between different filters. Based on these results, we suggest that the particulate filter test standards should be extended to cover the ultrafine particles, which dominate the particle concentrations in outdoor air and are hazardous for public health. Copyright

Vertical profiles of lung deposited surface area concentration of particulate matter measured with a drone in a street canyon

The vertical profiles of lung deposited surface area (LDSA) concentration were measured in an urban street canyon in Helsinki, Finland, by using an unmanned aerial system (UAS) as a moving measurement platform. The street canyon can be classified as an avenue canyon with an aspect ratio of 0.45 and the UAS was a multirotor drone especially modified for emission measurements. In the experiments of this study, the drone was equipped with a small diffusion charge sensor capable of measuring the alveolar LDSA concentration of particles. The drone measurements were conducted during two days on the same spatial location at the kerbside of the street canyon by flying vertically from the ground level up to an altitude of 50 m clearly above the rooftop level (19 m) of the nearest buildings. The drone data were supported by simultaneous measurements and by a two-week period of measurements at nearby locations with various instruments. The results showed that the averaged LDSA concentrations decreased approximately from 60 μm2/cm3 measured close to the ground level to 36-40 μm2/cm3 measured close to the rooftop level of the street canyon, and further to 16-26 μm2/cm3 measured at 50 m. The high-resolution measurement data enabled an accurate analysis of the functional form of vertical profiles both in the street canyon and above the rooftop level. In both of these regions, exponential fits were used and the parameters obtained from the fits were thoroughly compared to the values found in literature. The results of this study indicated that the role of turbulent mixing caused by traffic was emphasized compared to the street canyon vortex as a driving force of the dispersion. In addition, the vertical profiles above the rooftop level showed a similar exponential decay compared to the profiles measured inside the street canyon.