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The characterization of volatile and nonvolatile particle materials present in gas turbine exhaust is critical for accurate estimation of the potential impacts of airport activities on local air quality, atmospheric processes, and climate. change. Two field campaigns were performed to collect an extensive set of particle and gaseous emission data for on-wing gas turbine engines. The tests included CFM56, RB211-535E4-B, AE3007, PW4158, and CJ610 engines, providing the opportunity to compare emissions from a wide range of engine technologies. Here we report mass, number, composition, and size data for the nonvolatile (soot) and volatile particles present in engine exhaust. For all engines, soot emissions (Elm-soot) are greater at climbout (85% power) and takeoff (100%) power than idle (4% or 7%) and approach (30%). At the engine exit plane, soot is the only type of particle detected. For exhaust sampled downwind (15-5.0 m) and diluted by ambient air total particle number emissions (Eln-total) increases by about one or two orders of magnitude relative to the engine exit plane, and the increase is driven by volatile particles that have freshly nucleated in the cooling exhaust gas both in the free atmosphere and in the extractive sample lines. Fuel sulfur content is the determining factor for nucleation of new particles in the cooling exhaust gases. Compositional analysis indicates that the volatile particles consist of sulfate and organic materials (EIm-sulfate and EIn-organic). We estimate a lower bound S[IV] to S[VI] conversion efficiency of (0.08 ± 0.01)%, independent of engine technology. Measurements of EIm-organic ranged from about 0.1 mg kg-1 to 40 mg kg-1. Lubrication oil was present in particles emitted by all engines and accounted for over 90% of the particulate organic mass under some conditions. The products of incomplete combustion are a likely source of the remaining volatile organic particle material. [ABSTRACT FROM AUTHOR]

The U. S. Environmental Protection Agency in collaboration with the U. S. Air Force Arnold Engineering Development Complex conducted the VAriable Response In Aircraft nvPM Testing (VARIAnT) 3 and 4 test campaigns to compare nonvolatile particulate matter (nvPM) emissions measurements from a variety of diffusion flame combustion aerosol sources (DFCASs), including a Cummins diesel engine, a diesel powered generator, two gas turbine start carts, a J85-GE-5 turbojet engine burning multiple fuels, and a Mini-CAST soot generator. The VARIAnT research program was devised to understand reported variability in the ARP6320A sampling system nvPM measurements. The VARIAnT research program has conducted four test campaigns to date with the VARIAnT 3 and 4 campaigns devoted to: (1) assessing the response of three different black carbon mass analyzers to particles of different size, morphology, and chemical composition; (2) characterizing the particles generated by 6 different combustion sources according to morphology, effective density, and chemical composition; and (3) assessing any significant difference between black carbon as determined by the 3 mass analyzers and the total PM determined via other techniques. Results from VARIAnT 3 and 4 campaigns revealed agreement of about 20% between the Micro-Soot Sensor, the Cavity Attenuated Phase Shift (CAPS PM SSA) monitor and the thermal-optical reference method for elemental carbon (EC) mass, independent of the calibration source used. For the LII-300, the measured mass concentrations in VARIAnT 3 fall within 18% and in VARIAnT 4 fall within 27% of the reference EC mass concentration when calibrated on a combustor rig in VARIAnT 3 and on an LGT-60 start cart in VARIAnT 4, respectively. It was also found that the three mass instrument types (MSS, CAPS PM SSA , and LII-300) can exhibit different BC to reference EC ratios depending on the emission source that appear to correlate to particle geometric mean mobility diameter, morphology, or some other parameter associated with particle geometric mean diameter (GMD) with the LII-300 showing a slightly stronger apparent trend with GMD. Systematic differences in LII-300 measured mass concentrations have been reduced by calibrating with a turbine combustion as a particle source (combustor or turbine engine). With respect to the particle size measurements, the sizing instruments (TSI SMPS, TSI EEPS, and Cambustion DMS 500) were found to be in general agreement in terms of size distributions and concentrations with some exceptions. Gravimetric measurements of the total aerosol mass produced by the various DFCAs differed from the reference EC, BC and integrated particle size distribution measured aerosol masses. The measurements of particle size distributions and single particle analysis performed using the miniSPLAT indicated the presence of larger particles (≳150 nm) having more compact morphologies, higher effective density, and a composition dominated by OC and containing ash. This increased large particle fraction is also associated with higher values of single scattering albedo measured by the CAPS PM SSA instrument and higher OC measurements. These measurements indicate gas turbine engine emissions can be a more heterogeneous mix of particle types beyond the original E−31 assumption that engine exit exhaust particles are mainly composed of black carbon. • PA and CAPS BC mass measurement methods have less variability than the LII BC method. • Gravimetric mass 30–40% greater than reference EC and 50–60% greater than BC masses. • Secondary particle mode >150 nm was observed dominated by non-volatile OC and containing ash. • Calibration of LII with a turbine combustion source more effective than other methods. [ABSTRACT FROM AUTHOR]

We report the development and validation of a new humidified aerosol single-scattering albedometer to quantify the effects of water uptake on submicrometer particle optical properties. The instrument simultaneously measures in situ aerosol light extinction (σep) and scattering (σsp) using a cavity-attenuated phase shift-single scattering albedo particulate matter (PM) monitor (CAPS-PMSSA, Aerodyne Research, Inc., Billerica, MA, USA). It retrieves by difference aerosol light absorption (σap) and directly quantifies aerosol single-scattering albedo (SSA), the aerosol "brightness." We custom built a relative humidity (RH) control system using a water vapor-permeable membrane humidifier and coupled it to the CAPS-PMSSA to enable humidified aerosol observations. Our humidified instrument (H-CAPS-PMSSA) overcomes problems with noise caused by mirror purge-flow humidification, heating, and characterizing cell RH. Careful angular truncation corrections in scattering, particularly for larger particles, were combined with empirical observations. Results show that the optimal operational size to be Dp < 400 nm. The H-CAPS-PMSSA was evaluated with several pure single-component aerosols including ammonium sulfate ((NH4)2SO4), absorbing nigrosin, and levoglucosan, an organic biomass smoke tracer. The measured σep, σsp, and the derived optical hygroscopicity parameter (κ) for size-selected ammonium sulfate are in good agreement with literature values. For dry size-selected nigrosin in the 100 < Dp < 400 nm range, SSA values increased from ∼0.3 to 0.65 with increasing Dp. The enhancement in nigrosin σap at RH = 80% was a factor of 1.05–1.20 relative to dry conditions, with the larger particles showing greater enhancement. SSA increased with RH with the largest fractional enhancement measured for the smallest particles. For polydisperse levoglucosan, we measured an optical κ of 0.26 for both light extinction and scattering and negligible absorption. Our new instrument enables reliable observations of the effects of ambient humidity on mixed aerosol optical properties, particularly for light-absorbing aerosols whose climate forcing is uncertain due to measurement gaps. Copyright © 2021 American Association for Aerosol Research [ABSTRACT FROM AUTHOR]

The Aerodyne Soot Particle Aerosol Mass Spectrometer (SP-AMS) can operate with one or both of two particle vaporizers: (1) the standard resistively heated tungsten vaporizer (TV) for detection of non-refractory particulate matter (NR-PM), and (2) an intracavity laser vaporizer (LV) for detection of absorbing, refractory materials, including refractory black carbon (rBC), metal nanoparticles, and associated coatings. In addition to using these vaporizers individually, both can be used simultaneously (dual vaporizer, DV, mode), commonly implemented by sequentially turning the laser vaporizer on (DV-Lon) and off (DV-Loff). Recent results in DV mode have shown an apparent enhancement in measured NR-PM signal during DV-Lon compared with DV-Loff, even for inorganic species unlikely to be strongly associated with rBC. The use of dual vaporizers is complicated by different collection efficiencies (CE) of the two vaporizers, potential differences in the relative ionization efficiencies (RIE) for the same species vaporized from the two vaporizers, and potential interference between the two vaporizers due to laser heating of AMS internal components. Here, we investigated the effect of the laser-heating interference on NR-PM signal. We tested a variety of laser baffles to minimize laser-heating interferences and to constrain the alignment of the laser vaporizer and we identified a baffle that meets these criteria and can be incorporated into SP-AMS systems. For well aligned standard and laser vaporizers, laser heating was found to have only a minor effect on the NR-PM ion signals. Most of the observed increases in NR-PM signals during DV-Lon are attributed to vaporizer-specific differences in the CE and RIE values of NR-PM associated with the rBC-containing particles. Copyright © 2020 American Association for Aerosol Research [ABSTRACT FROM AUTHOR]

The Aerodyne Aerosol Chemical Speciation Monitor (ACSM) is well suited for measuring non-refractory particulate matter up to approximately 1.0 µm in aerodynamic diameter (NR-sub-PM1). However, for larger particles the detection efficiency is limited by losses in the sampling inlet system and through the standard aerodynamic focusing lens. In addition, larger particles have reduced collection efficiency due to particle bounce at the vaporizer. These factors have limited the NR-sub-PM1ACSM from meeting PM2.5(particulate matter with aerodynamic diameter smaller than 2.5 µm) monitoring standards. To overcome these limitations, we have redesigned the sampling inlet, the aerodynamic lens, and particle vaporizer. Both the new lens and vaporizer are tested in the lab using a quadruple aerosol mass spectrometer (QAMS) system equipped with light scattering module. Our results show that the capture vaporizer introduces additional thermal decomposition of both inorganic and organic compounds, requiring modifications to the standard AMS fragmentation table, which is used to partition ion fragments to chemical classes. Experiments with mixed NH4NO3and (NH4)2SO4particles demonstrated linearity in the NH4+ion balance, suggesting that there is no apparent matrix effect in the thermal vaporization-electron impact ionization detection scheme for mixed inorganic particles. Considering a typical ambient PM2.5size distribution, we found that 89% of the non-refractory mass is detected with the new system, while only 65% with the old system. The NR-PM2.5system described here can be adapted to existing Aerodyne Aerosol Mass Spectrometer (AMS) and ACSM systems. Copyright © 2017 American Association for Aerosol Research [ABSTRACT FROM PUBLISHER]

We present measurements of traffic-related pollutants made near the Long Island Expressway (LIE, I-495), in Queens, New York. The Aerodyne Research Inc. (ARI) mobile laboratory (AML) was deployed to map spatial and temporal gradients of gas-phase species and particulate matter (PM) associated with vehicular exhaust in the residential areas near the LIE. We observe that pollutant levels build up during the early morning hours under stable boundary layer conditions yet fall off quickly within 150 m downwind of the highway. An ARI soot particle aerosol mass spectrometer (SP-AMS) provided measurements of the size-resolved chemical composition of refractory black carbon (rBC) and the associated coating species. The average size distribution of the traffic related PM is characterized by a rBC mode centered at ∼100 nm in vacuum aerodynamic diameter, D va (rBC mass fraction ∼50%). A second rBC mode (rBC mass fraction ∼5%) more heavily coated with organic material is also observed at D va ∼500 nm. Positive matrix factorization (PMF) analyses of the traffic-related PM indicates that rBC is mostly associated with hydrocarbon-like organic (HOA) PM. These results are discussed in the context of chemically resolved size distributions and PMF analysis results performed on the SP-AMS stationary data collected at the Queens College site. Finally, we report emission indices (EI) for both fleet-average conditions and single vehicles, including several New York City Metropolitan Transit Authority (MTA) buses, sampled by the AML in “chase” mode during the study. Copyright 2012 American Association for Aerosol Research [ABSTRACT FROM PUBLISHER]

Pollutant concentrations in the exhaust plumes of individual diesel trucks were measured at high time resolution in a highway tunnel in Oakland, CA, during July 2010. Emission factors for individual trucks were calculated using a carbon balance method, in which pollutants measured in each exhaust plume were normalized to measured concentrations of carbon dioxide. Pollutants considered here include nitric oxide, nitrogen dioxide (NO2), carbon monoxide, formaldehyde, ethene, and black carbon (BC), as well as optical properties of emitted particles. Fleet-average emission factors for oxides of nitrogen (NOx) and BC respectively decreased 30 ± 6 and 37 ± 10% relative to levels measured at the same location in 2006, whereas a 34 ± 18% increase in the average NO2 emission factor was observed. Emissions distributions for all species were skewed with a small fraction of trucks contributing disproportionately to total emissions. For example, the dirtiest 10% of trucks emitted half of total NO2 and BC emissions. Emission rates for NO2 were found to be anticorrelated with all other species considered here, likely due to the use of catalyzed diesel particle filters to help control exhaust emissions. Absorption and scattering cross-section emission factors were used to calculate the aerosol single scattering albedo (SSA, at 532 nm) for individual truck exhaust plumes, which averaged 0.14 ± 0.03. [ABSTRACT FROM AUTHOR]

Atmospheric emissions of gas and particulate matter from a large ocean-going container vessel were sampled as it slowed and switched from high-sulfur to low-sulfur fuel as it transited into regulated coastal waters of California. Reduction in emission factors (EFs) of sulfur dioxide (SO2), particulate matter, particulate sulfate and cloud condensation nuclei were substantial (≥90%). EFs for particulate organic matter decreased by 70%. Black carbon (BC) EFs were reduced by 41%. When the measured emission reductions, brought about by compliance with the California fuel quality regulation and participation in the vessel speed reduction (VSR) program, are placed in a broader context, warming from reductions in the indirect effect of SO4 would dominate any radiative changes due to the emissions changes. Within regulated waters absolute emission reductions exceed 88% for almost all measured gas and particle phase species. The analysis presented provides direct estimations of the emissions reductions that can be realized by California fuel quality regulation and VSR program, in addition to providing new information relevant to potential health and climate impact of reduced fuel sulfur content, fuel quality and vessel speed reductions. [ABSTRACT FROM AUTHOR]

Using data from ground-level measurements, this work evaluates the performance of one chemical transport model (CTM)-based approach using MERRA2 model output and one statistical approach using a generalized additive model to translate remotely-sensed Aerosol Optical Depth (AOD) measurements from the MODIS combined Deep Blue and Dark Target algorithm to surface-level PM 2.5 concentrations for nine cities in low and middle-income countries that include a range of environmental conditions (e.g. , mountainous, dusty, or coastal conditions) and only have between 1 and 10 ground level monitoring sites available. This evaluation shows that the CTM-based and statistical approaches tested here generally had a low correlation with the true daily-average PM 2.5 values within these nine cities, in contrast to previous studies that had showed stronger correlations over other regions. In addition, the uncertainty in the satellite-based estimates of the daily-average PM 2.5 concentration at a given location in a city tended to be very large (21–77% for the statistical methods, and 48–85% for the CTM-based methods). Many cities also had significant limitations in the availability of satellite observations of aerosols throughout the year due to their coastal location, persistent clouds, or persistent seasonal snow cover. The satellite-based methods tested in this work appear to work best for low altitude, inland cities like Hanoi and Delhi, but still have significant errors (43–60%) in predictions of daily-average PM 2.5 concentrations at sites within these cities. The CTM-based satellite approach tested here tended to underestimate PM 2.5 in high-altitude cities (except for Addis Ababa, Ethiopia, where they overestimate). However, this work suggests that under some conditions, adding satellite data to ground-level monitoring (GLM) network data via co-kriging may reduce the number of GLM sites needed to characterize PM 2.5 concentrations within a city, but this needs to be determined on a case-by-case basis. This evaluation is then used to make recommendations to countries with sparse GLM networks on how to incorporate the use of satellite observations in their PM 2.5 monitoring and under what conditions satellite approaches are likely to be unsuccessful. • The error in satellite-based estimates of the daily PM 2.5 concentration was 21–85%. • The tested cities had little AOD data due to coasts, clouds, or snow cover. • Satellite-based methods appear to work best for low altitude, inland cities. [ABSTRACT FROM AUTHOR]