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A new device—the Portable In Situ Wind ERosion Lab (PI-SWERL)—for measuring the potential for wind erosion and dust emission from soil surfaces is described. The device uses an annular ring (inner diameter=39cm, outer diameter=51cm) that rotates 6cm above the soil test surface. Dust and sand are mobilized by the shear created by the rotating ring. Dust concentrations within the chamber that encloses the annular ring are measured by light scattering, used as a surrogate for particulate matter mass concentrations. While the PI-SWERL does not realistically simulate natural wind erosion processes that are often driven by saltation, measurements with the device provide a robust index of wind erosion/dust emission potential. Compared to traditional field wind tunnels used for the same purpose, the PI-SWERL offers significant economy in size, portability, and ease of use. [Copyright &y& Elsevier]

The testing re-entrained aerosol kinetic emissions from roads (TRAKER) road dust measurement system was used to survey more than 400 km of paved roads in southwestern Idaho during 3-week sampling campaigns in winter and summer, 2001. Each data point, consisting of a 1-s measurement of particle light scattering sampled behind the front tire, was associated with a link (section of road) in the traffic demand model network for the Treasure Valley, ID. Each link was in turn associated with a number of characteristics including posted speed limit, vehicle kilometers traveled (vkt), road class (local/residential, collector, arterial, and interstate), county, and land use (urban vs. rural). Overall, the TRAKER-based emission factors based on location, setting, season, and speed spanned a narrow range from 3.6 to 8.0 g/vkt. Emission factors were higher in winter compared to summer, higher in urban areas compared to rural, and lower for roads with fast travel speeds compared to slower roads. The inherent covariance between traffic volume and traffic speed obscured the assessment of the effect of traffic volume on emission potentials.Distance-based emission factors expressed in grams per kilometer traveled (g/vkt) for roads with low travel speeds (∼11 m/s residential roads) compared to those with high travel speeds (∼25 m/s interstates) were higher (5.2 vs. 3.0 g/vkt in summer and 5.9 vs. 4.9 g/vkt in winter). However, emission potentials which characterize the amount of suspendable material on a road were substantially higher on roads with low travel speeds (0.71 vs. 0.13 g/vkt/(m/s) in summer and 0.78 vs. 0.21 g/vkt/(m/s) in winter). This suggested that while high speed roads are much cleaner (factor of 5.4 in summer), on a vehicle kilometer traveled basis, emissions from high and low speed roads are of the same order.Emission inventories based on the TRAKER method, silt loadings obtained during the field study, and US EPA''s AP-42 default values of silt loading were compared. PM10 paved road dust emission inventories calculated with the TRAKER method were 61% higher in winter and 180% higher in summer than inventories calculated from on-site silt loading measurements. Emissions calculated from silt loading measurements conducted on-site indicated that the AP-42 default values are too low for the Treasure Valley by a factor of 1.5 for summer conditions and by a factor of 3.8 for winter. Both silt loading and TRAKER are techniques that were calibrated against the horizontal flux of dust, which was estimated by the difference in PM10 concentration between instruments located upwind and downwind of an unpaved road. The upwind/downwind method, and therefore both silt loading and TRAKER, gives a measure of the dust emitted near the source, and not the dust that can be transported on a regional or air shed scale. Correcting the measured dust emissions for deposition and removal near the source is outside the scope of this work, but is a continuing area of research among dispersion modelers. [Copyright &y& Elsevier]

Testing Re-Entrained Kinetic Emissions from Roads (TRAKER) is a new technique to infer paved and unpaved road dust PM10 emission potentials based on particulate matter (PM) measurements made onboard a moving vehicle. Light scattering instruments mounted in front and behind the vehicle''s tires measure the differential particle concentration of dust suspended by the vehicle''s tire in contact with the road surface. Through empirical regressions relating the differential concentration (i.e. TRAKER signal) with the vehicle speed and the downwind flux of PM10 particles from the road, an equation is derived to infer the speed independent road dust emission potential from the measured TRAKER signal. Measurements from TRAKER offer a new perspective on the processes that affect road dust emissions. The system was used to investigate temporal changes in emission potentials from paved roads in both the winter and summer in the Treasure Valley in Southwest Idaho. During the 3-week wintertime sampling period, the residential road dust PM10 emission potential decreased by ∼50%. Summertime PM10 emission potentials were similar to those observed at the end of the winter sampling and showed no upward or downward trends. Wintertime unpaved road emissions increased consistently with the number of days since the last rainfall. Measurement of road dust emission potentials after road sanding on dry roads indicated a 75% increase in PM10 emissions after 2.5 h. This effect was short lived and emission potentials returned to their pre-sanding levels within 8 h of the sand application. Street sweeping with mechanical and vacuum sweepers was found to offer no measurable reduction in PM10 emission potentials. On several roads, the PM10 emission potentials actually increased immediately after vacuum sweeping. Long term effects of street sweeping on road dust emissions were not evaluated as part of this study and may offer some overall reduction in PM emissions from paved roads. [Copyright &y& Elsevier]

Coccidioidomycosis, also known as Valley fever, has been reported among military personnel in Coccidioides -endemic areas of the southwestern United States since World War II. In this study, the prevalence of Coccidioides was confirmed in different soil and dust samples collected near three military bases in California using DNA extraction and Polymerase Chain Reaction (PCR) methods. Analyses of physical and chemical parameters revealed no significant differences between Coccidioides -positive and -negative sites. Soil samples collected in the Mojave Desert (near Twentynine Palms MCAGCC) showed the highest percentage of Coccidioides -positive soil and dust samples. Samples from the San Joaquin Valley (near NAS Lemoore) showed the lowest percentage of positive samples and were restricted to remnants of semi-natural areas between agricultural fields. Our results suggest that soil disturbance around all three military bases investigated poses a potential Coccidioides exposure risk for military personnel and the public. We conclude that once lands have been severely disturbed from their original state, they become less suitable for Coccidioides growth. We propose a conceptual framework for understanding exposure where disturbance of soils that exhibit natural or remnants of native vegetation (Creosote and Salt Bush) generate a high risk of exposure to the pathogen, likely during dry periods. In contrast, Coccidioides -positive sites, when undisturbed, will not pose a high risk of exposure.

The clarity of water in Lake Tahoe has declined substantially over the past 40 yr. Causes of the degradation include nitrogen and phosphorous fertilization of the lake waters and increasing amounts of inorganic fine sediment that can scatter light. Atmospheric deposition is a major source of fine sediment. A year-round monitoring study of road dust emissions around the lake was completed in 2007 using the Testing Re-entrained Aerosol Kinetic Emissions from Roads (TRAKER) system developed at the Desert Research Institute (DRI). Results of this study found that, compared with the summer season, road dust emissions increased by a factor of 5 in winter, on average, and about a factor of 10 when traction control material was applied to the roads after snow events. For winter and summer, road dust emission factors (grams coarse particulate matter [PM10] per vehicle kilometer traveled [g/vkt]) showed a decreasing trend with the travel speed of the road. The highest emission factors were observed on very low traffic volume roads on the west side of the lake. These roads were composed of either a 3/8-in. gravel material or had degraded asphalt. The principle factors influencing road dust emissions in the basin are season, vehicle speed (or road type), road condition, road grade, and proximity to other high-emitting roads. Combined with a traffic volume model, an analysis of the total emissions from the road sections surveyed indicated that urban areas (in particular South Lake Tahoe) had the highest emitting roads in the basin.

The Portable In-Situ Wind Erosion Laboratory (PI-SWERL) instrument was evaluated for testing the effectiveness of dust suppressants for a range of native and constructed soils. The PM10 (particles with diameter < or = 10 microm) emissions from dust suppressant-treated and untreated soil surfaces were measured periodically over 14 months. No statistically significant differences were found among soil surfaces treated with three dilution mixtures of the dust suppressant. The temporal variation of PM10 emissions from treated and untreated plots for native and constructed soil textures indicated that: (1) reductions of PM10 emissions by the dust suppressant were significant within 2-3 months after the application and diminished substantially thereafter, (2) decomposition of the protective treated layer resulted in high PM10 emissions for longer environmental exposure times, and (3) emissions from untreated soil surfaces declined over time because of the formation of a natural crust. These results demonstrated that the PI-SWERL can provide qualitative and quantitative information on PM10 emissions for a range of soil textures and can be used to estimate the effectiveness of dust suppressants exposed to actual environmental (i.e., weather and solar radiation) conditions over long periods of time.

The AP-42 method has been recommended by the U.S. Environment Protection Agency to collect dust emission data. According to this method, the number of sampling sites needs to be determined first. At these sites, the dust will be collected based on plots drawn on the road surface. Apparently, there has been no systematic rule to follow to determine the number of sampling sites. In addition, it is not known whether the required number of plots and their sizes are validated based on real data. Mobile sampling technology can collect dust emission data at very close space intervals, which to some extent can be viewed as being close to actual dust emission data continuously distributed over roadway segments. With such data available, this study investigated the number of sampling sites and the number of plots and their sizes based on the optimal allocation sampling method and the Monte Carlo simulation method. The results from the optimal allocation method indicated that most of the sampling sites should be drawn from the local roads because the variance of emission and proportion of road segments of this roadway classification are significantly bigger than other roadway classifications. This observation may lead to the application of other cost-effective sampling approaches. The results from the Monte Carlo simulation method imply that clear patterns of improved estimation of emission factors versus plot number and size can be observed only for three roadway classifications, not for other classifications. This result indicates that the AP-42 method may not be applicable to some roadway classifications, and thus different data collection methods such as the mobile sampling technology may be necessary.

There is a dearth of information on dust emissions from sources that are unique to the U.S. Department of Defense testing and training activities. However, accurate emissions factors are needed for these sources so that military installations can prepare accurate particulate matter (PM) emission inventories. One such source, coarse and fine PM (PM10 and PM2.5) emissions from artillery backblast testing on improved gun positions, was characterized at the Yuma Proving Ground near Yuma, AZ, in October 2005. Fugitive emissions are created by the shockwave from artillery pieces, which ejects dust from the surface on which the artillery is resting. Other contributions of PM can be attributed to the combustion of the propellants. For a 155-mm howitzer firing a range of propellant charges or zones, amounts of emitted PM10 ranged from -19 g of PM10 per firing event for a zone 1 charge to 92 g of PM10 per firing event for a zone 5. The corresponding rates for PM2.5 were approximately 9 g of PM2.5 and 49 g of PM2.5 per firing. The average measured emission rates for PM1o and PM2.5 appear to scale with the zone charge value. The measurements show that the estimated annual contributions of PM10 (52.2 t) and PM2.5 (28.5 t) from artillery backblast are insignificant in the context of the 2002 U.S. Environment Protection Agency (EPA) PM emission inventory. Using national-level activity data for artillery fire, the most conservative estimate is that backblast would contribute the equivalent of 5 x 10(-4) % and 1.6 x 10(-3)% of the annual total PM10 and PM2.5 fugitive dust contributions, respectively, based on 2002 EPA inventory data.

Emission factors for particulate matter (PM) are generally reported as mass emission factors (PM mass emitted per time or activity) as appropriate for air quality standards based on mass concentration. However, for visibility and radiative transfer applications, scattering, absorption, and extinction coefficients are the parameters of interest, with visibility standards based on extinction coefficients. These coefficients (dimension of inverse distance) equal cross-section concentrations, and, therefore, cross-section emission factors are appropriate. Scattering cross-section emission factors were determined for dust entrainment by nine vehicles, ranging from light passenger vehicles to heavy military vehicles, traveling on an unpaved road. Each vehicle made multiple passes at multiple speeds while scattering and absorption coefficients, wind velocity and dust plume profiles, and additional parameters were measured downwind of the road. Light absorption of the entrained PM was negligible, and the light extinction was primarily caused by scattering. The resulting scattering cross-section emission factors per vehicle kilometer traveled (vkt) range from 12.5 m2/vkt for a slow (16 km/ hr), light (1176 kg) vehicle to 3724 m2/vkt for a fast (64 km/hr), heavy (17,727 kg) vehicle and generally increase with vehicle speed and mass. The increase is approximately linear with speed, yielding emission factors per vkt and speed ranging from 4.2 m2/(vkt km/hr) to 53 m2/(vkt km/hr). These emission factors depend approximately linearly on vehicle mass within the groups of light (vehicle mass < or =3100 kg) and heavy (vehicle mass >8000 kg) vehicles yielding emission factors per vkt, speed, and mass of 0.0056 m2/(vkt km/hr kg) and 0.0024 m2/(vkt km/hr kg), respectively. Comparison of the scattering cross-section and PM mass emission factors yields average mass scattering efficiencies of 1.5 m2/g for the light vehicles and of 0.8 m2/g for the heavy vehicles indicating that the heavy vehicles entrain larger particles than the light vehicles.

The testing re-entrained aerosol kinetic emissions from roads technique is compared with distance-based emission factors (EFs; g/VKT) measured downwind of a dirt road by using towers instrumented with real-time meteorological and particle sensors at multiple heights. The emission potential (EP), defined as the EF divided by the vehicle speed (m/sec), and weight index permits the intercomparison of emissions from multiple roadways surveyed by the TRAKER vehicle. A survey of 72 km of unpaved roads on the Ft. Bliss Military Base near El Paso, Texas, indicated that 60% of all measured EPs fell between 6.7 (g/VKT)/(m/sec) and 9.6 (g/VKT)/(m/sec). The EP measured across the base was approximately 50% lower than those collected in the vicinity of the instrumented towers. This implies that EFs measured for other vehicles on the same test section should be reduced by 50% to more accurately represent EFs for the entire military base. Using geographic information system-based soil maps, the inferred EFs are related to differences in soil types over the survey area. Variations among five different soil types accounted for <10% of variation in EP. Individual measurements using the testing re-entrained aerosol kinetic emissions from roads technique did show larger spatial variations in EP; however, these were not effectively captured by the soil classifications, partly because of the comparatively coarse spatial classification used in the soil survey data.

This work was motivated by the need to better reconcile emission factors for fugitive dust with the amount of geologic material found on ambient filter samples. The deposition of particulate matter with aerodynamic diameter less than or equal to 10 microm (PM10), generated by travel over an unpaved road, over the first 100 m of transport downwind of the road was examined at Ft. Bliss, near El Paso, TX. The field conditions, typical for warm days in the arid southwestern United States, represented sparsely vegetated terrain under neutral to unstable atmospheric conditions. Emission fluxes of PM10 dust were obtained from towers downwind of the unpaved road at 7, 50, and 100 m. The horizontal flux measurements at the 7 m and 100 m towers indicated that PM10 deposition to the vegetation and ground was too small to measure. The data indicated, with 95% confidence, that the loss of PM10 between the source of emission at the unpaved road, represented by the 7 m tower, and a point 100 m downwind was less than 9.5%. A Gaussian model was used to simulate the plume. Values of the vertical standard deviation sigma(z) and the deposition velocity Vd were similar to the U.S. Environmental Protection Agency (EPA) ISC3 model. For the field conditions, the model predicted that removal of PM10 unpaved road dust by deposition over the distance between the point of emission and 100 m downwind would be less than 5%. However, the model results also indicated that particles larger than 10 microm (aerodynamic diameter) would deposit more appreciably. The model was consistent with changes observed in size distributions between 7 m and 100 m downwind, which were measured with optical particle counters. The Gaussian model predictions were also compared with another study conducted over rough terrain and stable atmospheric conditions. Under such conditions, measured PM10 removal rates over 95 m of downwind transport were reported to be between 86% and 89%, whereas the Gaussian model predicted only a 30% removal. One explanation for the large discrepancy between measurements and model results was the possibility that under the conditions of the study, the dust plume was comparable in vertical extent to the roughness elements, thereby violating one of the model assumptions. Results of the field study reported here and the previous work over rough terrain bound the extent of particle deposition expected to occur under most unpaved road emission scenarios.

A novel light detection and ranging-based remote sensing system was assembled and used to measure mass particulate matter (PM) emissions per unit of fuel burned from in-use on-road vehicles. A commercially available remote sensing system was concurrently used to measure emissions of carbon monoxide (CO), nitrogen oxide (NO) and hydrocarbons (HC). The two systems were used to measure 61,207 gasoline and 1180 diesel powered vehicle emissions in Las Vegas, NV from 4/4/2000 to 5/16/2002. Emission factors were related to vehicle age, weight class and fuel type by matching license IDs to the state registration data. Measurements of vehicle speed and acceleration permitted the analysis of emission factors by vehicle specific power (VSP). Average emission factors were calculated for light-duty (<3863 kg [8500 lbs]) gasoline vehicles (LDGV), light-duty diesel vehicles (LDDV), heavy-duty (>3863 kg [8500 lbs]) gasoline vehicles (HDGV) and heavy-duty diesel vehicles (HDDV). LDDV and HDDV emitted approximately 25 times more PM per mass of fuel than LDGV and HDGV. Sufficient numbers of LDGV were measured to relate VSP with CO, HC and NO emissions. No relationship was observed between PM emissions and VSP. PM emission factors from LDGV increased with vehicle age. Fuel-based emission factors measured by remote sensing were compared with MOBILE6 and PART5 emissions model factors. Good agreement was observed for HC emission factors for vehicles less than 20 years old. MOBILE6 CO emission factors were approximately 2 times greater than measured CO emission factors for vehicles less than 13 years old. Measured NO emission factors were approximately 50% greater than MOBILE6 factors for vehicles 7-15 years old but in good agreement for vehicles less than 7 years old. Measured PM emission factors showed a clear increase with vehicle age, however, PART5 uses only a single PM emission factor for LDGV less than 18 years old. The PM emission factors for the fleet of LDGV, HDGV, LDDV and HDDV were 0.06, 0.05, 1.6 and 1.5 g/kg, respectively.

Representative PM2.5 and PM10 source emissions were sampled in Texas during the Big Bend Regional Aerosol Visibility and Observa (BRAVO) study. Chemical source profiles for elements, ions, and carbon fractions of 145 samples are reported for paved and unpaved road dust, soil dust, motor vehicle exhaust, vegetative burning, four coal-fired power stations, an oil refinery catalytic cracker, two cement kilns, and residential meat cooking. Several samples were taken from each emitter and source type, and these were averaged by source type, and in source subgroups based on commonality of chemical composition. The standard deviation represents the variability of the chemical mass fractions. BRAVO profiles differed in some respects from profiles measured elsewhere. High calcium abundances in geological dust, high selenium abundances in coal-fired power stations, and high antimony abundances in oil refinery catalytic cracker emissions were found. Abundances of eight thermally evolved carbon fractions [Atmos. Environ. 28 (15) (1994) 2493] differ among combustion sources, and a Monte Carlo simulation demonstrates that these differences are sufficient to differentiate among several carbon-emitters.