Uncertainty in particle number modal analysis during transient operation of compressed natural gas, diesel, and trap-equipped diesel transit buses

Diffusion charging measurements on exhaust solid particle number and lung deposited surface area of compressed natural gas and diesel buses

Because of their direct contact with society, urban buses are prioritized targets for air quality improvement. In this study, a sample group of in-use urban old buses powered by compressed natural gas (CNG) and diesel engines was chosen for particle emission analysis. The CNG buses do not have any type of after-treatment, while diesel ones are equipped with a diesel particulate filter (DPF). To measure the lung deposited surface area (LDSA), a possible physical metric of exhaust particles' toxicity, a diffusion charger-based analyzer was utilized. The measurements were done at different engine speeds in stationary conditions. The results revealed that although the particle mass emission of CNG buses remains at a low level, the number of emitted particles for 75% of the CNG buses (depending on their maintenance conditions) is 10 to 100 times more than the retrofitted diesel ones, with the range of 10⁶ to 10⁷ p/cm³. The rest 25% of the CNG buses were performing the same as the retrofitted diesel ones in terms of exhaust particle number in the range of 10⁵ p/cm³. In addition, the lowest LDSA parameter at low idle engine speed was measured to be 97.8 and 229.4 μm²/cm³ for a CNG and a DPF retrofitted diesel bus, respectively. This result indicates the same and even lower LDSA and surface area and thus the lower possible toxic potentiality of exhaust particles of CNG buses compared to diesel vehicles at DPF downstream. Investigation on the different behavior of the CNG buses in the emission of particles showed the correlation of some aging parameters such as lubricant oil aging mileage with the released particles and the importance of periodic maintenance interval. Graphical abstract.

Aerodynamic and electrostatic properties of model dry powder aerosols: a comprehensive study of formulation factors

The impact of formulation variables on aerodynamic and electrostatic properties of dry powder aerosol particles is of great importance to the development of efficient and reproducible inhaler products. Systematic evaluation requires a well-designed series of experiments using appropriate methods. A factorial experimental design was employed. In broad terms, the conditions considered were two drugs, albuterol and budesonide, in combination with different excipients, drug concentrations, delivered doses, and metering system (capsule composition) and sampled under different flow conditions using standard entrainment tubes. Samples were collected in an electrical low-pressure impactor, to evaluate distribution of electrostatic properties, and an Andersen eight-stage nonviable cascade impactor, to estimate aerodynamic particle size distribution, concurrently. The deposition studies allowed calculation of approximate per particle charge levels for drug. The results showed very high particle charge levels, often in the 1,000-10,000 of elementary charges per particle range, orders of magnitude higher than charge levels predicted by the Boltzmann charge distribution. The charge levels are considerably higher than had previously been estimated (200e per particle).

An application of ARIMA model to predict submicron particle concentrations from meteorological factors at a busy roadside in Hangzhou, China

In order to investigate the effect of meteorological factors on submicron particle (ultrafine particle (UFP) and particulate matter 1.0 (PM(1.0))) concentrations under busy traffic conditions, a model study was conducted in Hangzhou, a city with a rapid increase of on-road vehicle fleet in China. A statistical model, Autoregressive Integrated Moving Average (ARIMA), was used for this purpose. ARIMA results indicated that barometric pressure and wind velocity were anti-correlated and temperature and relative humidity were positively correlated with UFP number concentrations and PM(1.0) mass concentrations (p<0.05). These data suggest that meteorological factors are significant predictors in forecasting roadside atmospheric concentrations of submicron particles. The findings provide baseline information on the potential effect of meteorological factors on UFP and PM(1.0) levels on a busy viaduct with heavy traffic most of the day. This study also provides a framework that may be applied in future studies, with large scale time series data, to predict the impact of meteorological factors on submicron particle concentrations in fast-developing cities, in China.

Health effects research and regulation of diesel exhaust: an historical overview focused on lung cancer risk

The mutagenicity of organic solvent extracts from diesel exhaust particulate (DEP), first noted more than 55 years ago, initiated an avalanche of diesel exhaust (DE) health effects research that now totals more than 6000 published studies. Despite an extensive body of results, scientific debate continues regarding the nature of the lung cancer risk posed by inhalation of occupational and environmental DE, with much of the debate focused on DEP. Decades of scientific scrutiny and increasingly stringent regulation have resulted in major advances in diesel engine technologies. The changed particulate matter (PM) emissions in "New Technology Diesel Exhaust (NTDE)" from today's modern low-emission, advanced-technology on-road heavy-duty diesel engines now resemble the PM emissions in contemporary gasoline engine exhaust (GEE) and compressed natural gas engine exhaust more than those in the "traditional diesel exhaust" (TDE) characteristic of older diesel engines. Even with the continued publication of epidemiologic analyses of TDE-exposed populations, this database remains characterized by findings of small increased lung cancer risks and inconsistent evidence of exposure-response trends, both within occupational cohorts and across occupational groups considered to have markedly different exposures (e.g. truckers versus railroad shopworkers versus underground miners). The recently published National Institute for Occupational Safety and Health (NIOSH)-National Cancer Institute (NCI) epidemiologic studies of miners provide some of the strongest findings to date regarding a DE-lung cancer association, but some inconsistent exposure-response findings and possible effects of bias and exposure misclassification raise questions regarding their interpretation. Laboratory animal studies are negative for lung tumors in all species, except for rats under lifetime TDE-exposure conditions with durations and concentrations that lead to "lung overload." The species specificity of the rat lung response to overload, and its occurrence with other particle types, is now well-understood. It is thus generally accepted that the rat bioassay for inhaled particles under conditions of lung overload is not predictive of human lung cancer hazard. Overall, despite an abundance of epidemiologic and experimental data, there remain questions as to whether TDE exposure causes increased lung cancers in humans. An abundance of emissions characterization data, as well as preliminary toxicological data, support NTDE as being toxicologically distinct from TDE. Currently, neither epidemiologic data nor animal bioassay data yet exist that directly bear on NTDE carcinogenic potential. A chronic bioassay of NTDE currently in progress will provide data on whether NTDE poses a carcinogenic hazard, but based on the significant reductions in PM mass emissions and the major changes in PM composition, it has been hypothesized that NTDE has a low carcinogenic potential. When the International Agency for Research on Cancer (IARC) reevaluates DE (along with GEE and nitroarenes) in June 2012, it will be the first authoritative body to assess DE carcinogenic health hazards since the emergence of NTDE and the accumulation of data differentiating NTDE from TDE.

Particulate matter in new technology diesel exhaust (NTDE) is quantitatively and qualitatively very different from that found in traditional diesel exhaust (TDE)

Diesel exhaust (DE) characteristic of pre-1988 engines is classified as a "probable" human carcinogen (Group 2A) by the International Agency for Research on Cancer (IARC), and the U.S. Environmental Protection Agency has classified DE as "likely to be carcinogenic to humans." These classifications were based on the large body of health effect studies conducted on DE over the past 30 or so years. However, increasingly stringent U.S. emissions standards (1988-2010) for particulate matter (PM) and nitrogen oxides (NOx) in diesel exhaust have helped stimulate major technological advances in diesel engine technology and diesel fuel/lubricant composition, resulting in the emergence of what has been termed New Technology Diesel Exhaust, or NTDE. NTDE is defined as DE from post-2006 and older retrofit diesel engines that incorporate a variety of technological advancements, including electronic controls, ultra-low-sulfur diesel fuel, oxidation catalysts, and wall-flow diesel particulate filters (DPFs). As discussed in a prior review (T. W. Hesterberg et al.; Environ. Sci. Technol. 2008, 42, 6437-6445), numerous emissions characterization studies have demonstrated marked differences in regulated and unregulated emissions between NTDE and "traditional diesel exhaust" (TDE) from pre-1988 diesel engines. Now there exist even more data demonstrating significant chemical and physical distinctions between the diesel exhaust particulate (DEP) in NTDE versus DEP from pre-2007 diesel technology, and its greater resemblance to particulate emissions from compressed natural gas (CNG) or gasoline engines. Furthermore, preliminary toxicological data suggest that the changes to the physical and chemical composition of NTDE lead to differences in biological responses between NTDE versus TDE exposure. Ongoing studies are expected to address some of the remaining data gaps in the understanding of possible NTDE health effects, but there is now sufficient evidence to conclude that health effects studies of pre-2007 DE likely have little relevance in assessing the potential health risks of NTDE exposures.

Monitoring fine and ultrafine particles in the atmosphere of a Southeast Chinese city

There have been few studies on submicron particles in the atmosphere reported from developing countries. With rapid economic development, the size of the road vehicle fleet has increased dramatically in China. The increase in vehicle emissions has raised concerns about air quality, especially in the urban areas of this developing country. A model study was conducted in Hangzhou, a city in Southeast China, with the aim of characterizing the emission patterns of submicron particles ≤1.0 micron from on-road vehicles and the impact of vehicle density and speed on the concentrations of submicron particles in the atmosphere. Results showed that the average ultrafine particle (UFP) number concentration was 45 805 particles cm(-3) and the average mass concentration of particulate matter 1.0 (PM1.0) was 217 μg m(-3) during the survey period. Autoregressive Integrated Moving Average modelling results indicated that an increase of vehicle density and driving speed were positively correlated with the increase of UFP and PM1.0 concentrations (p < 0.05) in the atmosphere. Results from this study suggest that vehicle density and driving speed are significant predictors of submicron particle emissions. This study provides first hand information for future investigations on the submicron particle emissions in Hangzhou, a city with rapidly increasing vehicle numbers and for further investigations into a possible causal relationship between submicron particles and health effects on local residents.

Particle and gaseous emissions from compressed natural gas and ultralow sulphur diesel-fuelled buses at four steady engine loads

Exhaust emissions from thirteen compressed natural gas (CNG) and nine ultralow sulphur diesel in-service transport buses were monitored on a chassis dynamometer. Measurements were carried out at idle and at three steady engine loads of 25%, 50% and 100% of maximum power at a fixed speed of 60 km h(-1). Emission factors were estimated for particle mass and number, carbon dioxide and oxides of nitrogen for two types of CNG buses (Scania and MAN, compatible with Euro 2 and 3 emission standards, respectively) and two types of diesel buses (Volvo Pre-Euro/Euro1 and Mercedez OC500 Euro3). All emission factors increased with load. The median particle mass emission factor for the CNG buses was less than 1% of that from the diesel buses at all loads. However, the particle number emission factors did not show a statistically significant difference between buses operating on the two types of fuel. In this paper, for the very first time, particle number emission factors are presented at four steady state engine loads for CNG buses. Median values ranged from the order of 10(12) particles min(-)(1) at idle to 10(15) particles km(-)(1) at full power. Most of the particles observed in the CNG emissions were in the nanoparticle size range and likely to be composed of volatile organic compounds The CO2 emission factors were about 20% to 30% greater for the diesel buses over the CNG buses, while the oxides of nitrogen emission factors did not show any difference due to the large variation between buses.

A comparative investigation of ultrafine particle number and mass emissions from a fleet of on-road diesel and CNG buses

Particle number, particle mass, and CO2 concentrations were measured on the curb of a busy urban busway used entirely by a mix of diesel and CNG operated buses. With the passage of each bus, the ratio of particle number concentration and particle mass concentration to CO2 concentration in the diluted exhaust plume were used as measures of the particle number and mass emission factors, respectively. With all buses accelerating pastthe monitoring point, the results showed that the median particle mass emission from CNG buses was less than 9% of that from diesel buses. However, the median particle number emission from CNG buses was 6 times higher than the diesel buses, and the particles from the CNG buses were mainly in the nanoparticle size range. Using a thermodenuder to remove the volatile material from the sampled emissions showed that the majority of particles from the CNG buses, but not from the diesel buses, were volatile. Approximately, 82% of the particles from the CNG buses and 38% from the diesel buses were removed by heating the emissions to 300 degrees C.

Variability of particle number emissions from diesel and hybrid diesel-electric buses in real driving conditions

A linear mixed model was developed to quantify the variability of particle number emissions from transit buses tested in real-world driving conditions. Two conventional diesel buses and two hybrid diesel-electric buses were tested throughout 2004 under different aftertreatments, fuels, drivers, and bus routes. The mixed model controlled the confounding influence of factors inherent to on-board testing. Statistical tests showed that particle number emissions varied significantly according to the after treatment, bus route, driver, bus type, and daily temperature, with only minor variability attributable to differences between fuel types. The daily setup and operation of the sampling equipment (electrical low pressure impactor) and mini-dilution system contributed to 30-84% of the total random variability of particle measurements among tests with diesel oxidation catalysts. By controlling for the sampling day variability, the model better defined the differences in particle emissions among bus routes. In contrast, the low particle number emissions measured with diesel particle filters (decreased by over 99%) did not vary according to operating conditions or bus type but did vary substantially with ambient temperature.

Investigation of triboelectric charging in dry powder inhalers using electrical low pressure impactor (ELPI™)

Electrostatics and triboelectrification phenomena in dry powder inhalers (DPI) are not well understood, but as shown in this study they may play an important role. Using model formulations of albuterol in lactose, the extent of triboelectrification in the operation of DPI was investigated using an electrical low pressure impactor (ELPI). An experimental apparatus was developed, the performance of the ELPI was evaluated for consistency and reproducibility, and compared to a conventional inertial impactor. Using a statistical experimental design the effects of lactose type, drug load, capsule fill, capsule material, and inhaler were assessed. DPI formulations appear to be subject to strong triboelectric effects. Charge separation can occur between different size fractions, i.e. different fractions can carry charges of different sign. In particular, lactose type, inhaler, and capsule material have a strong effect on the magnitude and polarity of the charge developed during DPI operation. The study suggests that the polarity of the aerosol can be controlled by choice of lactose type, capsule material, and inhaler, which could be exploited for targeting different lung physiologies.

In-vehicle measurement of ultrafine particles on compressed natural gas, conventional diesel, and oxidation-catalyst diesel heavy-duty transit buses

Many metropolitan transit authorities are considering upgrading transit bus fleets to decrease ambient criteria pollutant levels. Advancements in engine and fuel technology have lead to a generation of lower-emission buses in a variety of fuel types. Dynamometer tests show substantial reductions in particulate mass emissions for younger buses (<10 years) over older models, but particle number reduction has not been verified in the research. Recent studies suggest that particle number is a more important factor than particle mass in determining health effects. In-vehicle particle number concentration measurements on conventional diesel, oxidation-catalyst diesel and compressed natural gas transit buses are compared to estimate relative in-vehicle particulate exposures. Two primary consistencies are observed from the data: the CNG buses have average particle count concentrations near the average concentrations for the oxidation-catalyst diesel buses, and the conventional diesel buses have average particle count concentrations approximately three to four times greater than the CNG buses. Particle number concentrations are also noticeably affected by bus idling behavior and ventilation options, such as, window position and air conditioning.

Health effects caused by primary fine particulate matter (PM2.5) emitted from buses in the Helsinki metropolitan area, Finland

Fine particle (PM(2.5)) emissions from traffic have been associated with premature mortality. The current work compares PM(2.5)-induced mortality in alternative public bus transportation strategies as being considered by the Helsinki Metropolitan Area Council, Finland. The current bus fleet and transportation volume is compared to four alternative hypothetical bus fleet strategies for the year 2020: (1) the current bus fleet for 2020 traffic volume, (2) modern diesel buses without particle traps, (3) diesel buses with particle traps, and (4) buses using natural gas engines. The average population PM(2.5) exposure level attributable to the bus emissions was determined for the 1996-1997 situation using PM(2.5) exposure measurements including elemental composition from the EXPOLIS-Helsinki study and similar element-based source apportionment of ambient PM(2.5) concentrations observed in the ULTRA study. Average population exposure to particles originating from the bus traffic in the year 2020 is assumed to be proportional to the bus emissions in each strategy. Associated mortality was calculated using dose-response relationships from two large cohort studies on PM(2.5) mortality from the United States. Estimated number of deaths per year (90% confidence intervals in parenthesis) associated with primary PM(2.5) emissions from buses in Helsinki Metropolitan Area in 2020 were 18 (0-55), 9 (0-27), 4 (0-14), and 3 (0-8) for the strategies 1-4, respectively. The relative differences in the associated mortalities for the alternative strategies are substantial, but the number of deaths in the lowest alternative, the gas buses, is only marginally lower than what would be achieved by diesel engines equipped with particle trap technology. The dose-response relationship and the emission factors were identified as the main sources of uncertainty in the model.

Monitoring of spatial and temporal hydrochemical changes in groundwater under the contaminating effects of anthropogenic activities in Mersin region, Turkey

The development of groundwater resources for water supply is a favored way in Turkey. The Berdan alluvial aquifer in Mersin is particularly productive, but little is known about the natural phenomena that govern the groundwater quality and the contamination sources in this region. During 2001 and 2002, water samples for chemical analysis were obtained from 27 wells and from two points of Berdan River and analyzed by ICP. Main chemical characteristics of sampled groundwater define two aquifers, which were also determined by hydrogeological investigations. The groundwater produced from some of the wells was affected by anthropogenic activities temporally and spatially by seawater intrusion. Berdan River is polluted with the wastewater discharges and river water also influences the groundwater quality.