Abstract
Road tunnels act like large laboratories; they provide an excellent environment to quantify atmospheric particles emission factors from exhaust and non-exhaust sources due to their known boundary conditions.
Current work compares the High Volume, Dichotomous Stacked Filter Unit and Partisol Air Sampler for coarse, PM10 and PM2.5 particle concentration measurement and found that they do not differ significantly (p ¼ 95%). PM2.5 fraction contributes 66% of PM10 proportions and significantly influenced
by traffic (turbulence) and meteorological conditions. Mass emission factors for PM10 varies from 21.3 ± 1.9 to 28.8 ± 3.4 mg/vkm and composed of Motorcycle (0.0003e0.001 mg/vkm), Cars (26.1 e33.4 mg/vkm), LDVs (2.4e3.0 mg/vkm), HDVs (2.2e2.8 mg/vkm) and Buses (0.1 mg/vkm). Based on
Lawrence et al. (2013), source apportionment modelling, the PM10 emission of brake wear (3.8e4.4 mg/ vkm), petrol exhaust (3.9e4.5 mg/vkm), diesel exhaust (7.2e8.3 mg/vkm), re-suspension (9e10.4 mg/vkm), road surface wear (3.9e4.5 mg/vkm), and unexplained (7.2 mg/vkm) were also calculated. The current study determined that the combined non-exhaust fleet PM10 emission factor ( (16.7e19.3 mg/ vkm) are higher than the combined exhaust emission factor (11.1e12.8 mg/vkm). Thus, highlight the significance of non-exhaust emissions and the need for legislation and abatement strategies to reduce their contributions to ambient PM concentrations.
Current work compares the High Volume, Dichotomous Stacked Filter Unit and Partisol Air Sampler for coarse, PM10 and PM2.5 particle concentration measurement and found that they do not differ significantly (p ¼ 95%). PM2.5 fraction contributes 66% of PM10 proportions and significantly influenced
by traffic (turbulence) and meteorological conditions. Mass emission factors for PM10 varies from 21.3 ± 1.9 to 28.8 ± 3.4 mg/vkm and composed of Motorcycle (0.0003e0.001 mg/vkm), Cars (26.1 e33.4 mg/vkm), LDVs (2.4e3.0 mg/vkm), HDVs (2.2e2.8 mg/vkm) and Buses (0.1 mg/vkm). Based on
Lawrence et al. (2013), source apportionment modelling, the PM10 emission of brake wear (3.8e4.4 mg/ vkm), petrol exhaust (3.9e4.5 mg/vkm), diesel exhaust (7.2e8.3 mg/vkm), re-suspension (9e10.4 mg/vkm), road surface wear (3.9e4.5 mg/vkm), and unexplained (7.2 mg/vkm) were also calculated. The current study determined that the combined non-exhaust fleet PM10 emission factor ( (16.7e19.3 mg/ vkm) are higher than the combined exhaust emission factor (11.1e12.8 mg/vkm). Thus, highlight the significance of non-exhaust emissions and the need for legislation and abatement strategies to reduce their contributions to ambient PM concentrations.
| Original language | English |
|---|---|
| Pages (from-to) | 419-428 |
| Number of pages | 10 |
| Journal | Environmental Pollution |
| Volume | 210 |
| Early online date | 1 Feb 2016 |
| DOIs | |
| Publication status | Published - 1 Mar 2016 |
Keywords
- Non-exhaust, Emission factors, PM10 and PM2.5, Brakewear, Road surface, Re-suspension