Chemical and microphysical properties of wind-blown dust near an actively retreating glacier in Yukon,Canada

Abstract

Airborne mineral aerosols emitted in high-latitude regions can impact radiative forcing, biogeochemical cycling of metals, and local air quality. The impact of dust emissions in these regions may change rapidly, as warming temperatures can increase mineral dust production and source regions. As there exists little research on mineral dust emissions in high-latitude regions, we have performed the first study of the physico-chemical properties of mineral dust emitted from a sub-Arctic proglacial dust source, using a method tailored to the remote conditions of the Canadian North. Soil and aerosol samples (PM₁₀ and deposited mineral dust) were collected in May 2018 near the Ä’äy Chù (Slims River), a site exhibiting strong dust emissions. WHO air quality thresholds were exceeded at several receptor sites near the dust source, indicating a negative impact on local air quality. Notably, temporally averaged particle size distributions of PM₁₀ were very fine as compared to those measured at more well-characterized, low-latitude dust sources. In addition, mineralogy and elemental composition of ambient PM₁₀ were characterized; PM₁₀ elemental composition was enriched in trace elements as compared to dust deposition, bulk soil samples, and the fine soil fractions (d?<?53?µm). Finally, through a comparison of the elemental composition of PM₁₀, dust deposition, and both fine and bulk soil fractions, as well as of meteorological factors measured during our campaign, we propose that the primary mechanisms for dust emissions from the Ä’äy Chù Valley are the rupture of clay coatings on particles and/or the release of resident fine particulate matter.

Copyright © 2019 American Association for Aerosol Research     

Chase Studies of Particulate Emissions from in-use New York City Vehicles

Emissions from motor vehicles are a significant source of fine particulate matter (PM) and gaseous pollutants in urban environments. Few studies have characterized both gaseous and PM emissions from individual in-use vehicles under real-world driving conditions. Here we describe chase vehicle studies in which on-road emissions from individual vehicles were measured in real time within seconds of their emission. This work uses an Aerodyne aerosol mass spectrometer (AMS) to provide size-resolved and chemically resolved characterization of the nonrefractory portion of the emitted PM; refractory materials such as elemental carbon (EC) were not measured in this study. The AMS, together with other gas-phase and particle instrumentation, was deployed on the Aerodyne Research Inc. (ARI) mobile laboratory, which was used to “chase” the target vehicles. Tailpipe emission indices of the targeted vehicles were obtained by referencing the measured nonrefractory particulate mass loading to the instantaneous CO₂ measured simultaneously in the plume. During these studies, nonrefractory PM_1.0 (NRPM₁) emission indices for a representative fraction of the New York City Metropolitan Transit Authority (MTA) bus fleet were determined. Diesel bus emissions ranged from 0.10 g NRPM₁/kg fuel to 0.23 g NRPM₁/kg, depending on the type of engine used by the bus. The average NRPM₁ emission index of diesel-powered buses using Continuously Regenerating Technology (CRT?) trap systems was 0.052 g NRPM₁/kg fuel. Buses fueled by compressed natural gas (CNG) had an average emission index of 0.034 g NRPM₁/kg Fuel. The mass spectra of the nonrefractory diesel aerosol components measured by the AMS were dominated by lubricating oil spectral signatures. Mass-weighted size distributions of the particles in fresh diesel exhaust plumes peak at vacuum aerodynamic diameters around 90 nm with a typical full width at half maximum of 60 nm.     

Tailpipe emission characteristics of PM2.5 from selected on-road China III and China IV diesel vehicles

Eighteen China III and IV diesel vehicles, including light-duty diesel trucks (LDDTs), medium-duty diesel trucks (MDDTs), heavy-duty diesel trucks (HDDTs) and buses, were tested with real-world measurements using a portable emission measurement system (PEMS). The emission factors (EFs), chemical components and surface morphology of emitted particles from these vehicles were characterized. Measured features included organic carbon (OC), elemental carbon (EC), water soluble ions (WSIs) and trace elements of PM_2.5. The modelling system MOtor Vehicle Emission Simulator (MOVES) was also employed to estimate the PM_2.5 EFs from these vehicles. Carbonaceous content made up 35.8–110.8% of PM_2.5, the largest contribution of all the determined chemical components; WSIs and elements accounted for less than 10%. The average PM_2.5 EFs of MDDTs and HDDTs were 0.389 g·km^?1 and 0.115 g·km^?1, respectively, approximately one order of magnitude higher than that of LDDTs. The PM_2.5 EFs of China III buses were much lower than those of China III MDDTs and HDDTs, indicating that the inspection maintenance program (I/M) system was carried out effectively on public diesel vehicles. Moreover, the chemical composition of 9.2–56.2% of the PM_2.5 mass emitted from China IV diesel trucks could not be identified in the present study. It was possible this unidentified mass was particle bound water, but this hypothesis should be confirmed with further measurements. The SEM images of PM_2.5 samples presented a loose floc structure. In addition, the trends of variation of estimated PM_2.5 EFs derived from the MOVES simulation were essentially consistent with those of tested values.

Copyright © 2018 American Association for Aerosol Research     

Performance of wearable ionization air cleaners: Ozone emission and particle removal

Wearable ionization air cleaners are compact in size and marketed for personal respiratory protection by removing air pollutants from users' breathing zone. In this study, ozone emission and particle removal rates of four wearable ionization air cleaners (namely, AC1 through AC4) were evaluated inside a 0.46 m³ stainless steel chamber. Continuous measurements were conducted for ozone concentration, PM_2.5 concentration, and particle size distribution in the size range of 18.1–289 nm. Two of the four wearable air cleaners (i.e., AC1 and AC2) had detectable ozone emissions. The 10-h average ozone emission rates were quite different (i.e., 0.67 mg·h^?1 for AC1 and 3.40 × 10^?2 mg·h^?1 for AC2); however, the ozone emissions were negligible for AC3 and AC4. The number removal rates for particles within the measured size range were highly variable (i.e., 2.20 h^?1, 0.52 h^?1, 8.10 h^?1, and 27.9 h^?1 for AC1 through AC4, respectively). The corresponding mass removal rates of PM_2.5 were 1.85 h^?1, 0.48 h^?1_,1.52 h^?1, and 5.37 h^?1, respectively. Regulatory guidelines are needed to assure these devices can effectively remove particles without ozone emissions to protect public health.

Copyright © 2016 American Association for Aerosol Research     

Analysis of Aerosolized Particulates of Feedyards Located in the Southern High Plains of Texas

The objective of this study was to quantify, size, and examine the composition of particulates found in ambient aerosolized dust of four large feedyards in the Southern High Plains. Ambient air samples (concentration of dust) were collected upwind (background) and downwind of the feedyards. Aerosolized particulate samples were collected using high volume sequential reference ambient air samplers, PM ₁₀ and PM _2.5 , laser strategic aerosol monitors, cyclone air samplers, and biological cascade impactors. Weather parameters were monitored at each feedyard. The overall (main effects and estimable interactions) statistical (P < 0.0001) general linear model statement (GLM) for PM ₁₀ data showed more concentration of dust (μg/m ³ of air) downwind than upwind and more concentration of dust in the summer than in the winter. PM _2.5 concentrations of dust were comparable for 3 of 4 feedyards upwind and downwind, and PM _2.5 concentrations of dust were lower in the winter than in the summer. GLM (P < 0.0001) data for cascade impactor (all aerobic bacteria, Enterococcus spp, and fungi) mean respirable and non-respirable colony forming units (CFU) were 676 ± 74 CFU/m ³ , and 880 ± 119 CFU/m ³ , respectively. The PM ₁₀ geometric mean size (±GSD) of particles were analyzed in aerosols of the feedyards (range 1.782 ± 1.7 μm to 2.02 ± 1.74μm) and PM _2.5 geometric mean size particles were determined (range 0.66 ± 1.76 μm to 0.71 ± 1.71 μm). Three of 4 feedyards were non-compliant for the Environmental Protection Agency (EPA) concentration standard (150 μg/m ³ /24 h) for PM ₁₀ particles. This may be significant because excess dust may have a negative impact on respiratory disease.     

Organic PM Emissions from Vehicles: Composition,O/C Ratio,and Dependence on PM Concentration

A suite of real-time instruments was used to sample vehicle emissions at the California Air Resources Board Haagen-Smit facility. Eight on-road, spark-ignition gasoline and three alternative vehicles were tested on a chassis dynamometer and the emissions were diluted to atmospherically relevant concentrations (0.5–30 μg/m³). An Aerodyne high resolution time-of-flight aerosol mass spectrometer (HR-ToF-MS) characterized the real-time behavior of the nonrefractory organic and inorganic particulate matter (PM) in vehicle emissions. It was found that the emission of particulate organic matter (POM) was strongly affected by engine temperature and engine load and that the emission concentrations could vary significantly by vehicle. Despite the small sample size, consistent trends in chemical characteristics were observed. The composition of vehicle POM was found to be related to overall PM mass concentration where the oxygen-to-carbon (O/C) ratio tended to increase at lower concentration and had an average value of 0.057 ± 0.047, with a range from 0.022 to 0.15. The corresponding fraction of particle-phase CO₂⁺, or f₄₄, ranged from 1.1% to 8.6% (average = 2.1%) and exhibited a linear variation with O/C. The average mass spectrum from all vehicles tested was also compared to those of hydrocarbon-like organic aerosol (HOA) observed in ambient air and the agreement is very high. The results of these tests offer the vehicle emissions community a first glimpse at the real-time chemical composition and variation of vehicle PM emissions for a variety of conditions and vehicle types at atmospherically relevant conditions and without chemical interferences from other primary or secondary aerosol sources.

Copyright 2015 American Association for Aerosol Research     

Hong Kong vehicle emission changes from 2003 to 2015 in the Shing Mun Tunnel

ABSTRACT

This study characterized motor vehicle emission rates and compositions in Hong Kong's Shing Mun tunnel (SMT) during 2015 and compared them to similar measurements from the same tunnel in 2003. Average PM_2.5 concentrations in the SMT decreased by ～70% from 229.1 ± 22.1 µg/m³ in 2003 to 74.2 ± 2.1 µg/m³ in 2015. Both PM_2.5 and sulfur dioxide (SO₂) emission factors (EF_D) were reduced by ～80% and total non-methane (NMHC) hydrocarbons EF_D were reduced by 44%. These reductions are consistent with long-term trends of roadside ambient concentrations and emission inventory estimates, indicating the effectiveness of emission control measures. EF_D changes between 2003 and 2015 were not statistically significant for carbon monoxide (CO), ammonia (NH₃), and nitrogen oxides (NO_x). Tunnel nitrogen dioxide (NO₂) concentrations and NO₂/NO_x volume ratios increased, indicating an increased NO₂ fraction in the primary vehicle exhaust emissions. Elemental carbon (EC) and organic matter (OM) were the most abundant PM_2.5 constituents, with EC and OM, respectively, contributing to 51 and 31% of PM_2.5 in 2003, and 35 and 28% of PM_2.5 in 2015. Average EC and OM EF_D decreased by ～80% from 2003 to 2015. The sulfate EF_D decreased to a lesser degree (55%) and its contribution to PM_2.5 increased from 10% in 2003 to 18% in 2015, due to influences from ambient background sulfate concentrations. The contribution of geological materials to PM_2.5 increased from 2% in 2003 to 5% in 2015, signifying the importance of non-tailpipe emissions.

© 2018 American Association for Aerosol Research     

Nitrogen leaching and indirect nitrous oxide emissions from fertilized croplands in Zimbabwe

Agricultural efforts to end hunger in Africa are hampered by low fertilizer-use-efficiency exposing applied nutrients to losses. This constitutes economic losses and environmental concerns related to leaching and greenhouse gas emissions. The effects of NH₄NO₃ (0, 60 and 120?kg?N?ha^?1) on N uptake, N-leaching and indirect N₂O emissions were studied during three maize (Zea mays L.) cropping seasons on clay (Chromic luvisol) and sandy loam (Haplic lixisol) soils in Zimbabwe. Leaching was measured using lysimeters, while indirect N₂O emissions were calculated from leached N using the emission factor methodology. Results showed accelerated N-leaching (3?C26?kg?ha^?1?season^?1) and N-uptake (10?C92?kg?ha^?1) with N input. Leached N in groundwater had potential to produce emission increments of 0?C94?g N₂O-N?ha^?1?season^?1 on clay soil, and 5?C133?g N₂O-N?ha^?1?season^?1 on sandy loam soil following the application of NH₄NO₃. In view of this short-term response intensive cropping using relatively high N rate may be more appropriate for maize in areas whose soils and climatic conditions are similar to those investigated in this study, compared with using lower N rates or no N over relatively larger areas to attain a targeted food security level.     

PM1.0 and PM2.5 Characteristics in the Roadside Environment of Hong Kong

Daily mass concentrations of PM _1.0 (particles less than 1.0 μm in diameter), PM _2.5 (particles less than 2.5 μm in diameter), organic carbon (OC), and elemental carbon (EC) were measured from January through May 2004 at a heavily trafficked sampling site in Hong Kong (PU). The average concentrations for PM _1.0 and PM _2.5 were 35.9 ± 12.4 μ g cm ^{? 3} and 52.3 ± 18.3 μ g cm ^{? 3} . Carbonaceous aerosols were the dominant species in fine particles, accounting for ～ 45.7% of PM _1.0 and ～ 44.4% of PM _2.5 . During the study period, seven fine-particle episodes occurred, due to the influence of long-range transport of air masses from mainland China. PM _1.0 and PM _2.5 responded in similar ways; i.e., with elevated mass and OC concentrations in those episode days. During the sampling period, PM _1.0 OC and EC generally behaved similarly to the carbonaceous aerosols in PM _2.5 , regardless of seasonal variations and influence by regional pollutions. The low and relatively constant OC/EC ratios in PM _1.0 and PM _2.5 indicated that vehicular emissions were major sources of carbonaceous aerosols. PM _1.0 and PM _2.5 had the same dominant sources of vehicular emissions in winter, while in spring PM _2.5 was more influenced by PM _{1 ? 2.5} (particles 1–2.5 μ m in diameter) that did not form from vehicle exhausts. Therefore, PM _1.0 was a better indicator for vehicular emissions at the Roadside Station.     

Characterization of size-resolved aerosol components using proton induced X-ray emission, inductively coupled plasma optical emission spectrometry and ion chromatography

Size-resolved aerosol monitoring for PM₁₀, PM_2.5, and PM_1.0 was performed to qualify and quantify the elements and ions by using proton induced X-ray emission (PIXE), inductively coupled plasma optical emission spectrometry (ICP-OES), and ion chromatography (IC) analysis. Time-resolved aerosol samplings based on 2-hour and 14-hour intervals were carried out during daytime and nighttime, respectively. Physical and chemical properties of size-resolved aerosols were investigated to characterize air quality in the national park area of Gyeongju, Korea. The PIXE and ICPOES methods made elemental mass of Al, Si, S, K, Ca, Ti, Cr, Fe, Sr, and Pb. And ions of Na⁺, NH₄ ⁺, Ca²⁺, Cl^?, NO ₃ ^? , and SO ₄ ^2? were analyzed by the IC method. The mass concentrations of Si, S, Ti, and Pb determined by PIXE showed relatively good correlation with those determined by ICP-OES. But Fe and Sr had worse correlations with an average R² of 0.4703 and 0.4825, respectively. The PIXE method was a good alternative to measure chemical species of Al, Si, S, K, Ca, Ti, Cr, and Pb for size-resolved aerosols except Fe and Sr in this study. The average relative errors of sizeresolved elements for 2-hour and 14-hour interval collections were 10.1±5.7% (0.1–28.3%) and 9.9±7.7% (1.3–38.4%). Ammonium sulfates (AS), mineral dust (MD), and sea salt (SS) aerosols were reconstructed from the elements determined by PIXE and ICP-OES and ions obtained by IC. The mass concentration of MD was calculated with crustal elements of Al, Si, Ca, Ti, and Fe, which are associated with soil erosion. The average relative error of MD was the lowest value of 0.8% in the PM₁₀ regime and the highest value of 10.0% in the PM_1.0 regime. The average relative errors of AS for PM₁₀, PM_2.5, and PM_1.0 determined by PIXE, ICP-OES, and IC showed relatively lower values of 0.8–5.7%, 1.7–5.9%, and 3.3–8.3%, respectively. The average mass concentrations of AS, MD, and SS of PM₁₀, PM_2.5, and PM_1.0 except submicron SS determined by PIXE were comparable to those determined by ICP-OES and IC within the acceptable relative errors.     

Humidity,density, and inlet aspiration efficiency correction improve accuracy of a low-cost sensor during field calibration at a suburban site in the North-Western Indo-Gangetic plain (NW-IGP)

Abstract

Low-cost particulate matter (PM) sensors are now widely used by concerned citizens to monitor PM exposure despite poor validation under field conditions. Here, we report the field calibration of a modified version of the Laser Egg (LE), against Class III US EPA Federal Equivalent Method PM₁₀ and PM_2.5 β-attenuation analyzers. The calibration was performed at a site in the north-western Indo-Gangetic Plain from 27 April 2016 to 25 July 2016. At ambient PM mass loadings ranging from <1–838?µg m^?3 and <1–228?µg m^?3 for PM₁₀ and PM_2.5, respectively, measurements of PM₁₀, PM_2.5 from the LE were precise, with a Pearson correlation coefficient (r) >0.9 and a percentage coefficient of variance (CV) <12%. The original Mean Bias Error (MBE) of ～?90?µg m^?3 decreased to ?30.9?µg m^?3 (Sensor 1) and ?23.2?µg m^?3 (Sensor 2) during the summer period (27 April–15 June 2016) after correcting for particle density and aspiration losses. During the monsoon period (16 June–25 July 2016) the MBE of the PM_2.5 measurements decreased from 19.1?µg m^?3 to 8.7?µg m^?3 and from 28.3?µg m^?3 to 16.5?µg m^?3 for Sensor 1 and Sensor 2, respectively, after correcting for particle density and hygroscopic growth. The corrections reduced the overall MBE to <20?µg m^?3 for PM₁₀ and <3?µg m^?3 for PM_2.5, indicating that modified version of the LE could be used for ambient PM monitoring with appropriate correction and meteorological observations. However, users of the original product may underestimate their PM₁₀ exposure.

Copyright © 2020 American Association for Aerosol Research     

Chemical Mass Closure and Chemical Characteristics of Ambient Ultrafine Particles and other PM Fractions

Ambient ultrafine particles (UPs or PM _0.1 ), PM _2.5 and PM ₁₀ were investigated at the roadside of Syuefu road in Hsinchu city and in the Syueshan highway tunnel in Taipei, Taiwan. A SMPS (TSI Model 3936), three Dichotomous samplers (Andersen Model SA-241), and three MOUDIs (MSP Model 110) were collocated to determine the PM number and mass concentrations simultaneously. The filter samples were further analyzed for organic carbon (OC), element carbon (EC), water-soluble ions, and trace elements. The OC artifact was studied and quantified using the quartz behind quartz (QBQ) method for all PM fractions. Taking into account the OC artifact, chemical mass closure (ratio of the reconstructed chemical mass to the gravimetrical mass) of PM _0.1 , PM _2.5 , and PM ₁₀ was then calculated and found to be good. The chemical analysis results of UPs at both sites showed that UPs in the present tunnel was mostly contributed from the vehicle emissions while UPs at the roadside was mainly influenced by urban sources.     

螺旋板换热器轴向错流通道湿法捕尘拟均相模型

提出了螺旋板换热器轴向错流通道冷却冷凝湿法除尘的方法,指出了PM_2.5在尾气对流传热传质边界层内热泳和伴随水蒸气冷凝的扩散泳运动特征和冷凝液膜吸收除尘机理并建立了拟均相模型,获得了PM_2.5浓度衰减函数和以冷凝通量n_w为参数的捕尘效率模型。通过“三传”类比获得了从尾气流速求取模型参数的方法,并通过恒壁温条件下冷却冷凝实验数据验证了模型参数计算方法的正确性,结果表明水蒸气组分扩散体积通量即PM_2.5扩散泳速度V_w是控制性参数,其值在20～40 mm·s^-1范围。     

Variability of Particle Number,Black Carbon,and PM10, PM2.5, and PM1 Levels and Speciation: Influence of Road Traffic Emissions on Urban Air Quality

Measurements of particle number concentration (N), black carbon (BC), and PM ₁₀ , PM _2.5 , and PM ₁ levels and speciation were carried out at an urban background monitoring site in Barcelona. Daily variability of all aerosol monitoring parameters was highly influenced by road traffic emissions and meteorology. The levels of N, BC, PM _X , CO, NO, and NO ₂ increased during traffic rush hours, reflecting exhaust, and non-exhaust traffic emissions and then decreased by the effect of breezes and the reduction of traffic intensity. PM _2.5–10 levels did not decrease during the day as a result of dust resuspension by traffic and wind. N showed a second peak, registered in the afternoon and parallel to O ₃ levels and solar radiation intensity, that may be attributed to photochemical nucleation of precursor gases. An increasing trend was observed for PM ₁ levels from 1999 to 2006, related to the increase in the traffic flow and the diesel fleet in Barcelona. PM composition was highly influenced by road traffic emissions, with exhaust emissions being an important source of PM ₁ and dust resuspension processes of PM _2.5–10 , respectively.     

Experimental and modeling assessment of a novel automotive cabin PM2.5 removal system

Poor air quality inside vehicles and its impact on human health is an issue requiring attention, with drivers and passengers facing levels of air pollution potentially greater than street-side outdoor air. This paper assesses the potential effectiveness of a car cabin filtration system to remove fine particulate matter PM_2.5 and improve air quality for car passengers. The study was conducted as a practical evaluation coupled to a model implementation. First, the effectiveness of PM_2.5 filter material was investigated in a chamber experiment under a range of environmental and loading conditions using a realistic automotive auxiliary scrubber. Second, implementation of such a system was evaluated in a full air flow 3D computational fluid dynamical model configured for a realistic cabin and ventilation system, and related to the chamber results through a simple decay model. Additionally, performance of low-cost dust sensors was evaluated as potential cabin monitoring devices. The experiment and modeling support the feasibility of a robust system which could be integrated into automotive designs in a straightforward manner. Results suggest that an auxiliary scrubber in the rear of the cabin alone would provide suboptimal performance, but that by incorporating a PM_2.5 filter into the main air handling system, cabin PM_2.5 concentrations could be reduced from 100?µg m^?3 to less than 25?µg m^?3 in 100?s and to 5?µg m^?3 in 250?s. A health impact assessment for hypothetical occupational driver populations using such technology long term showed considerable reductions in indicative PM_2.5 attributable mortality.

Copyright © 2018 The Authors. Published with license by Taylor & Francis Group, LLC     

Air Quality Profile of Inorganic Ionic Composition of Fine Aerosols at Two Sites in Mumbai City

The levels of PM ₁₀ , PM _2.5 , and NO ₂ were studied at a kerbsite and ambient site in Mumbai. Measurements were also made for eight inorganic ions (F ^? , Cl ^? , NO ₃ ^? , SO ^2? ₄ , Na ⁺ , K ⁺ , NH ₄ ⁺ , Ca ²⁺ , and Mg ²⁺ ) in the PM _2.5 fraction. During the study period, PM _2.5 , PM ₁₀ and NO ₂ levels ranged between 11–91, 18–125, and 8–64 μ g m ^{? 3} at a ambient site whereas at the kerbsite the ranges were 10–176, 21–189, and 4–55 μ g m ^?3 respectively. Average PM _2.5 values were 42 μ g m ^{? 3} at ambient and 69 μ g m ^?3 at the kerbsite. The measured ions accounted for about 50% of the PM _2.5 mass. Non-sea-salt (nss) sulfate contributed 91% and 85% of the ionic mass at the ambient and kerbsite sites respectively. Due to biomass sources of K, only about 5% of K ⁺ was from seas salt. The average equivalent ratio of NH ₄ ⁺ to nss- SO ² ₄ ^? , and NO ₃ ^? was over 1, indicating high source strength of ammonia.     

Emission Factors for Aerial Pyrotechnics and Use in Assessing Environmental Impact of Firework Displays: Case Study from Malta

The measurement of emission factors for PM₁₀ for different aerial (display) firework devices, namely, flash crackers, stars, blast charges, and fuse matches as produced in Malta are reported herein. Additionally, the content in fireworks‐generated PM₁₀ of Al, Ba, Cu, Sr, and Sb is determined. PM₁₀ values were as follows in kg per kg composition: blast charges 0.054; flash crackers 0.43; stars 0.175 (red); 0.176 (blue); 0.254 (green); 0.123 (white); fuse matches 0.204. The metal content in PM₁₀ from fireworks (in kg per kg composition) depends on the type of device burnt, with green stars producing Ba at 0.0553, blue stars Cu at 0.0123, and red stars Sr at 0.0057. White stars and flash crackers containing Sb₂S₃ produce Sb at 0.0395 and 0.1083 kg per kg composition, respectively. We used these emission factors and trade information on chemicals used for the manufacture of pyrotechnics in Malta to estimate the total load of PM₁₀ and associated metalliferous content released to the atmosphere from aerial fireworks displays. In 2007, PM₁₀ emissions amounted to about 37 t and metal loads (in kg) were Al (2193), Ba (1161), Sb (504), Cu (331), and Sr (142). The data and modeling approach presented herein illustrates a general methodology for the assessment of environmental risk from display fireworks especially when more specific information is unavailable.     

Characterization of Fine Particulate Emissions from Casting Processes

Fine particle (PM_2.5) emission rates and compositions from gray iron metal casting foundry were characterized for No-Bake molds poured at the Research Foundry located at Technikon, LLC (McClellan, CA). For each mold, PM_2.5 was collected for chemical analysis, and particle size distributions were measured by an Electrical Low Pressure Impactor (ELPI) to understand PM emissions during different part of the casting process. Molds prepared with phenolic urethane binders were poured with Class 30 gray cast iron at 1,427–1,480°C. PM_2.5 was collected from the pouring, cooling, and shakeout processes for each mold. Most of the PM_2.5 mass emitted from these processes was composed of carbonaceous compounds, including 37–67% organic carbon (OC) and 17–30% elemental carbon (EC). Oxides of aluminum (Al), silicon (Si), calcium (Ca), and iron (Fe) constituted 8–20% of PM_2.5 mass, and trace elements (e.g., K, Ti, Mn, Cu, Zn, and Pb) contributed 3–6%. Chemical abundances in PM were different between pouring and shakeout for each discrete mold. PM_2.5 mass emissions from pouring were 15–25% of the total from each discrete mold. Ultrafine particles (< 0.1 μm) contributed less than 1% of PM_2.5 mass, but nearly all of the particle numbers. Different mechanisms for pouring and shakeout result in variations in chemical abundances and particle size distributions. The highest PM_2.5 mass and number concentrations were observed when shakeout started. PM_2.5 size distributions in mass concentration during shakeout contained particles in the tail of coarse particles (1.6–2.5 μm) and a vapor condensation mode (0.65–1.6 μm). Flame conditions, vaporization, thermal decomposition of organic materials, and the variability of mold breakup during shakeout affect PM emission rates. A detailed chemical speciation for size-segregated PM samples at different process points needs to be conducted at full-scale foundries to obtain emission factors and source profiles applicable to emission inventories, source receptor modeling, and implementation of emission standards.     

The rates of emissions of fine particles from some Canadian coal-fired power plants

Particles emitted from three coal-fired power plants burning subbituminous coals from Alberta, Canada were examined for total particulate matter (PM) and size fractions PM_>10, PM₁₀, and PM_2.5. The sampling was carried out following EPA Method 201A, which requires a 6 inch port. Three tests were performed at each station. The rates of emitted particulates from the three power plants are 9.9-53.4 mg/m³ (dry), 30-90 kg/hr (dry), and 0.039-0.118 kg/MWh, respectively. The emission rates of the various particle sizes for these three power plants are 8.7-39.5 kg/hr of PM_>10, 10.7-40.8 kg/hr of PM₁₀, and 9.65-10.7 kg/hr of PM_2.5. The present results indicate that 29-44% of emitted particles are PM_>10. The total emissions of particulates from two power plants are below the Canadian Guideline for emission from a coal-fired power plant (0.095 kg/MWh), while the third power plant is slightly higher than the Guideline (0.118 kg/MWh).The malfunctioning of control technology may result in unrealistic and wide variation in the measured rates of emitted particles.     

Source Apportionment of One-Hour Semi-Continuous Data Using Positive Matrix Factorization with Total Mass (Nonvolatile plus Semi-Volatile) Measured by the R&P FDMS Monitor

Positive matrix factorization (PMF) was used to elucidate sources of fine particulate material (PM _2.5 ) for a study conducted during July 2003 in Rubidoux, CA. One-h averaged semi-continuous measurements were made with a suite of instruments to provide PM _2.5 mass and chemical composition data. Total PM _2.5 mass concentrations (nonvolatile plus semi-volatile) were measured with a R&P filter dynamic measurement system (FDMS) and a conventional TEOM monitor was used to measure nonvolatile mass concentrations. Semi-volatile material (SVM) was calculated as the FDMS minus the TEOM determined PM _2.5 mass. PM _2.5 chemical species monitors included a R&P 5400 carbon monitor, an Anderson Aethalometer and a R&P 8400N nitrate monitor. Gas phase data including CO, NO ₂ , NO _x , and O ₃ were also collected during the sampling period. Two distinct PMF analysis were performed. In analysis 1, the TEOM was excluded from the analysis and in analysis 2, the SVM was excluded from the analysis. PMF2 was able to identify six factors from the data set and factors corresponding to both primary and secondary sources were identified. Factors were attributed to being primarily from automobile, diesel emissions, secondary nitrate formation, a secondary photochemical associated source, organic emissions and primary emissions. Good agreement was observed between the PMF predicted mass and the FDMS measured mass for both analyses.