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Among various Hybrid Electric Vehicles (HEVs), Plug-in Hybrid Electric Vehicles (PHEVs) charged from the grid are seen as the most advanced ones, as they can drive dozens of kilometers using only the electric engine and thus producing less tailpipe greenhouse gas emissions than vehicles with internal combustion engines or other HEVs. The proportion of PHEVs among all vehicles is still relatively low but increasing rapidly in many countries. However, the real-world emissions from these novel hybrid technologies are not straightforward to estimate. This study investigates multiple properties of the particle emissions of a PHEV, with gasoline direct injection, GDI, compared to two conventional gasoline vehicles, one with port fuel injection, PFI and one with GDI. Distance-based emission factors (EFs) for each vehicle in various driving modes, including battery-hold and battery-charge driving modes for the PHEV, were analyzed. The results showed that the PHEV produced smaller particles in size, resulting that particle mass (PM) and black carbon (BC) were lower by factor of ten in comparison to EFs from the vehicles with PFI and GDI engines. The PHEV consistently emitted lower distance-based EFs than the PFI and GDI vehicles in all driving modes, though EF for particle number (PN) in battery-charge mode was close to the EFs from the other two vehicles. The study also found that the vehicle cold start effect was present in the case of the shorter driving route but not as significant in the longer one. Overall, the study demonstrated that PHEVs could produce lower particle and BC emissions compared to traditional gasoline-powered vehicles. The vehicle cold start and systematic combustion engine restart effects still can have significant impacts on particle emissions, especially in shorter trips.

Condensable vapors, including highly oxygenated organic molecules (HOMs), govern secondary organic aerosol formation and thereby impact the quantity, composition, and properties (e.g., toxicity) of aerosol particles. These vapors are mainly formed in the atmosphere through the oxidation of volatile organic compounds (VOCs). Urban environments contain a variety of VOCs from both anthropogenic and biogenic sources, as well as other species, for instance nitrogen oxides (NOx), that can greatly influence the formation pathways of condensable vapors like HOMs. During the last decade, our understanding of HOM composition and formation has increased dramatically, with most experiments performed in forests or in heavily polluted urban areas. However, studies on the main sources for condensable vapors and secondary organic aerosols (SOAs) in biogenically influenced urban areas, such as suburbs or small cities, have been limited. Here, we studied the HOM composition, measured with two nitrate-based chemical ionization mass spectrometers and analyzed using positive matrix factorization (PMF), during late spring at two locations in Helsinki, Finland. Comparing the measured concentrations at a street canyon site and a nearby urban background station, we found a strong influence of NOx on the HOM formation at both stations, in agreement with previous studies conducted in urban areas. Even though both stations are dominated by anthropogenic VOCs, most of the identified condensable vapors originated from biogenic precursors. This implies that in Helsinki anthropogenic activities mainly influence HOM formation by the effect of NOx on the biogenic VOC oxidation. At the urban background station, we found condensable vapors formed from two biogenic VOC groups (monoterpenes and sesquiterpenes), while at the street canyon, the only identified biogenic HOM precursor was monoterpenes. At the street canyon, we also observed oxidation products of aliphatic VOCs, which were not observed at the urban background station. The only factors that clearly correlate (temporally and composition-wise) between the two stations contained monoterpene-derived dimers. This suggests that HOM composition and formation mechanisms are strongly dependent on localized emissions and the oxidative environment in these biogenically influenced urban areas, and they can also change considerably within distances of 1 km within the urban environment. This further suggests that studies should be careful when extrapolating single-point measurements in an urban setting to be representative of district or city scales.

Large-eddy simulation (LES) is an optimal tool to examine aerosol particle concentrations in detail within urban neighbourhoods. The concentrations are a complex result of local emissions, meteorology, aerosol processes and local mixing conditions due to thermal and mechanical effects. Despite this, most studies have focused on simplification of the affecting processes such as examining the impact of local mixing in idealised street canyons or treating aerosols as passive scalars. The aim of this study is to include all these processes into LES using the PALM model system and to examine the importance of radiative heating and aerosol processes in simulating local aerosol particle concentrations and different aerosol metrics within a realistic urban neighbourhood in Helsinki under morning rush hour with calm wind conditions. The model outputs are evaluated against mobile laboratory measurements of air temperature and total particle number concentration (Ntot) as well as drone measurements of lung-deposited surface area (LDSA). The inclusion of radiation interaction in LES has a significant impact on simulated near-surface temperatures in our study domain, increasing them on average from 8.6 to 12.4 ∘C. The resulting enhanced ventilation reduces the pedestrian-level (4 m) Ntot by 53 %. The reduction in Ntot due to aerosol processes is smaller, only 18 %. Aerosol processes particularly impact the smallest particle range, whereas radiation interaction is more important in the larger particle range. The inclusion of radiation interaction reduces the bias between the modelled and mobile-laboratory-measured air temperatures from −3.9 to +0.2 ∘C and Ntot from +98 % to −13 %. With both aerosol and radiation interaction on, the underestimation is 16 %, which might be due to overestimation of the ventilation. The results show how inclusion of radiative interaction is particularly important in simulating PM2.5, whereas aerosol processes are more important in simulating LDSA in this calm wind situation.

Sub-50 nm particles originating from traffic emissions pose risks to human health due to their high lung deposition efficiency and potentially harmful chemical composition. We present a modeling study using an updated European Aerosol Cloud Climate and Air Quality Interactions (EUCAARI) number emission inventory, incorporating a more realistic, empirically justified particle size distribution (PSD) for sub-50 nm particles from road traffic as compared with the previous version. We present experimental PSDs and CO2 concentrations, measured in a highly trafficked street canyon in Helsinki, Finland, as an emission factor particle size distribution (EFPSD), which was then used in updating the EUCAARI inventory. We applied the updated inventory in a simulation using the regional chemical transport model PMCAMx-UF over Europe for May 2008. This was done to test the effect of updated emissions at regional and local scales, particularly in comparison with atmospheric new particle formation (NPF). Updating the inventory increased the simulated average total particle number concentrations by only 1 %, although the total particle number emissions were increased to a 3-fold level. The concentrations increased up to 11 % when only 1.3–3 nm sized particles (nanocluster aerosol, NCA) were considered. These values indicate that the effect of updating overall is insignificant at a regional scale during this photochemically active period. During this period, the fraction of the total particle number originating from atmospheric NPF processes was 91 %; thus, these simulations give a lower limit for the contribution of traffic to the aerosol levels. Nevertheless, the situation is different when examining the effect of the update closer spatially or temporally or when focusing on the chemical composition or the origin of the particles. For example, the daily average NCA concentrations increased by a factor of several hundred or thousand in some locations on certain days. Overall, the most significant effects – reaching several orders of magnitude – from updating the inventory are observed when examining specific particle sizes (especially 7–20 nm), particle components, and specific urban areas. While the model still has a tendency to predict more sub-50 nm particles compared to the observations, the most notable underestimations in the concentrations of sub-10 nm particles are now overcome. Additionally, the simulated distributions now agree better with the data observed at locations with high traffic densities. The findings of this study highlight the need to consider emissions, PSDs, and composition of sub-50 nm particles from road traffic in studies focusing on urban air quality. Updating this emission source brings the simulated aerosol levels, particularly in urban locations, closer to observations, which highlights its importance for calculations of human exposure to nanoparticles.

Most of the anthropogenic air pollution sources are located in urban environments. The contribution of these sources to the population of atmospheric particles in the urban environment is poorly known. In this study, we investigated the aerosol particle number concentrations in a diameter range from 1 to 800 nm at a street canyon site and at a background station within 1 km from each other in Helsinki, Finland. We use these number size distribution data together with complementary trace gas data and develop a method to estimate the relative contributions of traffic and atmospheric new particle formation (NPF) to the concentrations of sub-3 nm particles. During the daytime, the particle concentrations were higher at the street canyon site than at the background station in all analyzed modes: sub-3 nm particles, nucleation mode (3–25 nm), Aitken mode (25–100 nm), and accumulation mode (100–800 nm). The population of sub-3 nm and nucleation mode particles was linked to local sources such as traffic, while the accumulation mode particles were more related to non-local sources. Aitken mode particles were dominated by local sources at the street canyon site, while at the background station they were mainly influenced by non-local sources. The results of this study support earlier research showing direct emissions of the sub-3 nm particles from traffic. However, by using our new method, we show that, during NPF events, traffic contribution to the total sub-3 nm particle concentration can be small and during daytime (6:00–20:00) in spring it does not dominate the sub-3 nm particle population at either of the researched sites. In the future, the contribution of traffic to particle number concentrations in different urban environments can be estimated with a similar approach, but determining the relationships between the gas and particle concentrations from observations needs to be conducted with longer data sets from different urban environments.

High-resolution modelling is needed to understand urban air quality and pollutant dispersion in detail. Recently, the PALM model system 6.0, which is based on large-eddy simulation (LES), was extended with the detailed Sectional Aerosol module for Large Scale Applications (SALSA) v2.0 to enable studying the complex interactions between the turbulent flow field and aerosol dynamic processes. This study represents an extensive evaluation of the modelling system against the horizontal and vertical distributions of aerosol particles measured using a mobile laboratory and a drone in an urban neighbourhood in Helsinki, Finland. Specific emphasis is on the model sensitivity of aerosol particle concentrations, size distributions and chemical compositions to boundary conditions of meteorological variables and aerosol background concentrations. The meteorological boundary conditions are taken from both a numerical weather prediction model and observations, which occasionally differ strongly. Yet, the model shows good agreement with measurements (fractional bias , normalised mean squared error , fraction of the data within a factor of 2 >0.3, normalised mean bias factor and normalised mean absolute error factor ) with respect to both horizontal and vertical distribution of aerosol particles, their size distribution and chemical composition. The horizontal distribution is most sensitive to the wind speed and atmospheric stratification, and vertical distribution to the wind direction. The aerosol number size distribution is mainly governed by the flow field along the main street with high traffic rates and in its surroundings by the background concentrations. The results emphasise the importance of correct meteorological and aerosol background boundary conditions, in addition to accurate emission estimates and detailed model physics, in quantitative high-resolution air pollution modelling and future urban LES studies.

Elevated ambient concentrations of sub-3 nm particles (nanocluster aerosol, NCA) are generally related to atmospheric new particle formation events, usually linked with gaseous sulfuric acid (H2SO4) produced via photochemical oxidation of sulfur dioxide. According to our measurement results of H2SO4 and NCA concentrations, traffic density, and solar irradiance at an urban traffic site in Helsinki, Finland, the view of aerosol formation in traffic-influenced environments is updated by presenting two separate and independent pathways of traffic affecting the atmospheric NCA concentrations: by acting as a direct nanocluster source and by influencing the production of H2SO4. As traffic density in many areas is generally correlated with solar radiation, it is likely that the influence of traffic-related nanoclusters has been hidden in the diurnal variation and is thus underestimated because new particle formation events also follow the diurnal cycle of sunlight. Urban aerosol formation studies should, therefore, be updated to include the proposed formation mechanisms. The formation of H2SO4 in urban environments is here separated into two routes: primary H2SO4 is formed in hot vehicle exhaust and is converted rapidly to the particle phase; secondary H2SO4 results from the combined effect of emitted gaseous precursors and available solar radiation. A rough estimation demonstrates that ∼85 % of the total NCA and ∼68 % of the total H2SO4 in urban air at noontime at the measurement site are contributed by traffic, indicating the importance of traffic emissions.

The effect of fuel ethanol content (10, 85 and 100 %) on primary emissions and on subsequent secondary aerosol formation was investigated for a Euro 5 flex-fuel gasoline vehicle. Emissions were characterized during a New European Driving Cycle (NEDC) using a comprehensive set-up of high time-resolution instruments. A detailed chemical composition of the exhaust particulate matter (PM) was studied using a soot particle aerosol mass spectrometer (SP-AMS), and secondary aerosol formation was studied using a potential aerosol mass (PAM) chamber. For the primary gaseous compounds, an increase in total hydrocarbon emissions and a decrease in aromatic BTEX (benzene, toluene, ethylbenzene and xylenes) compounds was observed when the amount of ethanol in the fuel increased. In regard to particles, the largest primary particulate matter concentrations and potential for secondary particle formation was measured for the E10 fuel (10 % ethanol). As the ethanol content of the fuel increased, a significant decrease in the average primary particulate matter concentrations over the NEDC was found. The PM emissions were 0.45, 0.25 and 0.15 mg m−3 for E10, E85 and E100, respectively. Similarly, a clear decrease in secondary aerosol formation potential was observed with a larger contribution of ethanol in the fuel. The secondary-to-primary PM ratios were 13.4 and 1.5 for E10 and E85, respectively. For E100, a slight decrease in PM mass was observed after the PAM chamber, indicating that the PM produced by secondary aerosol formation was less than the PM lost through wall losses or the degradation of the primary organic aerosol (POA) in the chamber. For all fuel blends, the formed secondary aerosol consisted mostly of organic compounds. For E10, the contribution of organic compounds containing oxygen increased from 35 %, measured for primary organics, to 62 % after the PAM chamber. For E85, the contribution of organic compounds containing oxygen increased from 42 % (primary) to 57 % (after the PAM chamber), whereas for E100 the amount of oxidized organics remained the same (approximately 62 %) with the PAM chamber when compared to the primary emissions.

Changes in vehicle emission reduction technologies significantly affect traffic-related emissions in urban areas. In many densely populated areas the amount of traffic is increasing, keeping the emission level high or even increasing. To understand the health effects of traffic-related emissions, both primary (direct) particulate emission and secondary particle formation (from gaseous precursors in the exhaust emissions) need to be characterized. In this study, we used a comprehensive set of measurements to characterize both primary and secondary particulate emissions of a Euro 5 level gasoline passenger car. Our aerosol particle study covers the whole process chain in emission formation, from the tailpipe to the atmosphere, and also takes into account differences in driving patterns. We observed that, in mass terms, the amount of secondary particles was 13 times higher than the amount of primary particles. The formation, composition, number and mass of secondary particles was significantly affected by driving patterns and engine conditions. The highest gaseous and particulate emissions were observed at the beginning of the test cycle when the performance of the engine and the catalyst was below optimal. The key parameter for secondary particle formation was the amount of gaseous hydrocarbons in primary emissions; however, also the primary particle population had an influence.

Traffic-related pollution is a major concern in urban areas due to its deleterious effects on human health. The characteristics of the traffic emissions on four highway environments in the Helsinki metropolitan area were measured with a mobile laboratory, equipped with state-of-the-art instrumentation. Concentration gradients were observed for all traffic-related pollutants, particle number (CN), particulate mass (PM1), black carbon (BC), organics, and nitrogen oxides (NO and NO2). Flow dynamics in different environments appeared to be an important factor for the dilution of the pollutants. For example, the half-decay distances for the traffic-related CN concentrations varied from 8 to 83 m at different sites. The PM1 emissions from traffic mostly consisted of organics and BC. At the most open site, the ratio of organics to BC increased with distance to the highway, indicating condensation of volatile and semi-volatile organics on BC particles. These condensed organics were shown to be hydrocarbons as the fraction of hydrocarbon fragments in organics increased. Regarding the CN size distributions, particle growth during the dilution was not observed; however the mass size distributions measured with a soot particle aerosol mass spectrometer (SP-AMS), showed a visible shift of the mode, detected at ∼ 100 nm at the roadside, to a larger size when the distance to the roadside increased. The fleet average emission factors appeared to be lower for the CN and higher for the NO2 than ten years ago. The reason is likely to be the increased fraction of light-duty (LD) diesel vehicles in the past ten years. The fraction of heavy-duty (HD) traffic, although constituting less than 10 % of the total traffic flow, was found to have a large impact on the emissions.

The phase state of atmospheric aerosols has an impact on their chemical aging and their deliquescence and thus their ability to act as cloud condensation nuclei (CCN). The phase change of particles can be induced by the deliquescence or efflorescence of water or by chemical aging. Existing methods, such as tandem differential mobility analysis rely on the size change of particles related to the water uptake or release. To address the need to study the phase change induced by mass-preserving and nearly mass-preserving processes a new method has been developed. The method relies on the physical impaction of particles on a smooth substrate and subsequent counting of bounced particles by a condensation particle counter (CPC). The connection between the bounce probability and physical properties of particles is so far qualitative. To evaluate the performance of this method, the phase state of ammonium sulfate and levoglucosan, crystalline and amorphous solid, in the presence of water vapor was studied. The results show a marked difference in particle bouncing properties between substances – not only at the critical relative humidity level, but also on the slope of the bouncing probability with respect to humidity. This suggests that the method can be used to differentiate between amorphous and crystalline substances as well as to differentiate between liquid and solid phases.

The assessment of the climatic impacts and adverse health effects of atmospheric aerosol particles requires detailed information on particle properties. However, very limited information is available on the morphology and phase state of secondary organic aerosol (SOA) particles. The physical state of particles greatly affects particulate-phase chemical reactions, and thus the growth rates of newly formed atmospheric aerosol. Thus verifying the physical phase state of SOA particles gives new and important insight into their formation, subsequent growth, and consequently potential atmospheric impacts. According to our recent study, biogenic SOA particles produced in laboratory chambers from the oxidation of real plant emissions as well as in ambient boreal forest atmospheres can exist in a solid phase in size range >30 nm. In this paper, we extend previously published results to diameters in the range of 17–30 nm. The physical phase of the particles is studied by investigating particle bounce properties utilizing electrical low pressure impactor (ELPI). We also investigate the effect of estimates of particle density on the interpretation of our bounce observations. According to the results presented in this paper, particle bounce clearly decreases with decreasing particle size in sub 30 nm size range. The comparison measurements by ammonium sulphate and investigation of the particle impaction velocities strongly suggest that the decreasing bounce is caused by the differences in composition and phase of large (diameters greater than 30 nm) and smaller (diameters between 17 and 30 nm) particles.

We investigate the suitability of ELPI for condensation sink and ion sink measurements. The aim is to find the simple calibration factors by which the measured ELPI current can be converted to condensation or ion sinks. The calibration is based on DMPS and ELPI measurements within the period 15–25 May 2005 at a boreal forest site in Southern Finland. The values of condensation sink and ion sink were calculated from the DMPS size distributions using their theoretical definitions. After that the values were compared to theoretical and measured ELPI current, and calibration factors were specified. For condensation sink the calibration factor was found to be 7.27E-06 s−1 fA−1 and for ion sink 8.55E-06 s−1 fA−1. Simply by multiplying the total current of the outdoor ELPI by these factors, the values of condensation sink and ion sink can be measured.

Recent studies indicate that monitoring only fine particulate matter (PM 2.5 ) may not be enough to understand and tackle the health risk caused by particulate pollution. Health effects per unit PM 2.5 seem to increase in countries with low PM 2.5 , but also near local pollution sources (e.g., traffic) within cities. The aim of this study is to understand the differences in the characteristics of lung-depositing particles in different geographical regions and urban environments. Particle lung deposited surface area (LDSA al ) concentrations and size distributions, along with PM 2.5 , were compared with ambient measurement data from Finland, Germany, Czechia, Chile, and India, covering traffic sites, residential areas, airports, shipping, and industrial sites. In Finland (low PM 2.5 ), LDSA al size distributions depended significantly on the urban environment and were mainly attributable to ultrafine particles (<100 nm). In Central Europe (moderate PM 2.5 ), LDSA al was also dependent on the urban environment, but furthermore heavily influenced by the regional aerosol. In Chile and India (high PM 2.5 ), LDSA al was mostly contributed by the regional aerosol despite that the measurements were done at busy traffic sites. The results indicate that the characteristics of lung-depositing particles vary significantly both within cities and between geographical regions. In addition, ratio between LDSA al and PM 2.5 depended notably on the environment and the country, suggesting that LDSA al exposure per unit PM 2.5 may be multiple times higher in areas having low PM 2.5 compared to areas with continuously high PM 2.5 . These findings may partly explain why PM 2.5 seems more toxic near local pollution sources and in areas with low PM 2.5 . Furthermore, performance of a typical sensor based LDSA al measurement is discussed and a new LDSA al 2.5 notation indicating deposition region and particle size range is introduced. Overall, the study emphasizes the need for country-specific emission mitigation strategies, and the potential of LDSA al concentration as a health-relevant pollution metric., Competing Interests: Declaration of Competing Interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2023 The Authors. Published by Elsevier Ltd.. All rights reserved.)

Ultrafine particles (<100 nm) in urban air are a serious health hazard not yet fully understood. Therefore, particle number concentration monitoring was recently included in the WHO air quality guidelines. At present, e.g., the EU regulates particle number only regarding the emissions of solid particles larger than 23 nm emitted by vehicles. The aim of this study was to examine the non-volatile fraction of sub-23 nm particles in a traffic-influenced urban environment. We measured the number concentration of particles larger than 1.4, 3, 10, and 23 nm in May 2018. Volatile compounds were thermally removed in the sampling line and the line losses were carefully determined. According to our results, the sub-23 nm particles dominated the non-volatile number concentrations. Additionally, based on the determined particle number emission factors, the traffic emissions of non-volatile sub-10 nm particles can be even 3 times higher than those of particles larger than 10 nm. Yet, only a fraction of urban sub-10 nm particles consisted of non-volatiles. Thus, while the results highlight the role of ultrafine particles in the traffic-influenced urban air, a careful consideration is needed in terms of future particle number standards to cover the varying factors affecting measured concentrations.

Urban air pollutant concentrations are highly variable both in space and time. In order to understand these variabilities high-resolution measurements of air pollutants are needed. Here we present results of a mobile laboratory and a drone measurements made within a street-canyon network in Helsinki, Finland, in summer and winter 2017. The mobile laboratory measured the total number concentration (N) and lung-deposited surface area (LDSA) of aerosol particles, and the concentrations of black carbon, nitric oxide (NO x ) and ozone (O 3 ). The drone measured the vertical profile of LDSA. The main aims were to examine the spatial variability of air pollutants in a wide street canyon and its immediate surroundings, and find the controlling environmental variables for the observed variability's. The highest concentrations with the most temporal variability were measured at the main street canyon when the mobile laboratory was moving with the traffic fleet for all air pollutants except O 3 . The street canyon concentration levels were more affected by traffic rates whereas on surrounding areas, meteorological conditions dominated. Both the mean flow and turbulence were important, the latter particularly for smaller aerosol particles through LDSA and N. The formation of concentration hotspots in the street network were mostly controlled by mechanical processes but in winter thermal processes became also important for aerosol particles. LDSA showed large variability in the profile shape, and surface and background concentrations. The expected exponential decay functions worked better in well-mixed conditions in summer compared to winter. We derived equation for the vertical decay which was mostly controlled by the air temperature. Mean wind dominated the profile shape over both thermal and mechanical turbulence. This study is among the first experimental studies to demonstrate the importance of high-resolution measurements in understanding urban pollutant variability in detail., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2022 The Authors. Published by Elsevier B.V. All rights reserved.)

Exhaust emissions from diesel vehicles are significant sources of air pollution. In this study, particle number emissions and size distributions of a modern Euro 5b -compliant diesel passenger car exhaust were measured under the NEDC and US06 standard cycles as well as during different transient driving cycles. The measurements were conducted on a chassis dynamometer; in addition, the transient cycles were repeated on-road by a chase method. Since the diesel particulate filter (DPF) removed practically all particles from the engine exhaust, it was by-passed during most of the measurements in order to determine effects of lubricant on the engine-out exhaust aerosol. Driving conditions and lubricant properties strongly affected exhaust emissions, especially the number emissions and volatility properties of particles. During acceleration and steady speeds particle emissions consisted of non-volatile soot particles mainly larger than ∼50 nm independently of the lubricant used. Instead, during engine motoring particle number size distribution was bimodal with the modes peaking at 10-20 nm and 100 nm. Thermal treatment indicated that the larger mode consisted of non-volatile particles, whereas the nanoparticles had a non-volatile core with volatile material condensed on the surfaces; approximately, 59-64% of the emitted nanoparticles evaporated. Since during engine braking the engine was not fueled, the origin of these particles is lubricant oil. The particle number emission factors over the different cycles varied from 1.0 × 10 14 to 1.3 × 10 15 #/km, and engine motoring related particle emissions contributed 12-65% of the total particle emissions. The results from the laboratory and on-road transient tests agreed well. According to authors' knowledge, high particle formation during engine braking under real-world driving conditions has not been reported from diesel passenger cars., Competing Interests: Declaration of competing interest The authors declare that they have no competing interests., (Copyright © 2020 The Authors. Published by Elsevier Ltd.. All rights reserved.)

Particle emissions from marine traffic affect significantly air quality in coastal areas and the climate. The particle emissions were studied from a 1.4 MW marine engine operating on low-sulfur fuels natural gas (NG; dual-fuel with diesel pilot), marine gas oil (MGO) and marine diesel oil (MDO). The emitted particles were characterized with respect to particle number (PN) emission factors, PN size distribution down to nanometer scale (1.2-414 nm), volatility, electric charge, morphology, and elemental composition. The size distribution of fresh exhaust particles was bimodal for all the fuels, the nucleation mode highly dominating the soot mode. Total PN emission factors were 2.7 × 10 15 -7.1 × 10 15 #/kWh, the emission being the lowest with NG and the highest with MDO. Liquid fuel combustion generated 4-12 times higher soot mode particle emissions than the NG combustion, and the harbor-area-typical lower engine load (40%) caused higher total PN emissions than the higher load (85%). Nonvolatile particles consisted of nanosized fuel, and spherical lubricating oil core mode particles contained, e.g., calcium as well as agglomerated soot mode particles. Our results indicate the PN emissions from marine engines may remain relatively high regardless of fuel sulfur limits, mostly due to the nanosized particle emissions.

Exhaust emissions from traffic significantly affect urban air quality. In this study, in-traffic emissions of diesel-fueled city buses meeting enhanced environmentally friendly vehicle (EEV) and Euro VI emission limits and the effects of retrofitting of EEV buses were studied on-road by chasing the buses with a mobile laboratory in the Helsinki region, Finland. The average emission factors of particle number (PN), particle mass (PM 1 ) and black carbon mass (BC) were 0.86·10 15 1/kg fuel , 0.20 g/kg fuel and 0.10 g/kg fuel , respectively, for EEV buses. For Euro VI buses, the emissions were below 0.5·10 15 1/kg fuel (PN), 0.07 g/kg fuel (PM 1 ) and 0.02 g/kg fuel (BC), and the exhaust plume concentrations of these pollutants were close to the background concentrations. The emission factors of PM 1 and BC of retrofitted EEV buses were at the level of Euro VI buses, but their particle number emissions varied significantly. On average, the EEV buses were observed to emit the largest amounts of nanocluster aerosol (NCA) (i.e., the particles with size between 1.3 and 3 nm). High NCA emissions were linked with high PN emissions. In general, results demonstrate that advanced exhaust aftertreatment systems reduce emissions of larger soot particles but not small nucleation mode particles in all cases., (Copyright © 2019 The Authors. Published by Elsevier Ltd.. All rights reserved.)

The vertical profiles of lung deposited surface area (LDSA) concentration were measured in an urban street canyon in Helsinki, Finland, by using an unmanned aerial system (UAS) as a moving measurement platform. The street canyon can be classified as an avenue canyon with an aspect ratio of 0.45 and the UAS was a multirotor drone especially modified for emission measurements. In the experiments of this study, the drone was equipped with a small diffusion charge sensor capable of measuring the alveolar LDSA concentration of particles. The drone measurements were conducted during two days on the same spatial location at the kerbside of the street canyon by flying vertically from the ground level up to an altitude of 50 m clearly above the rooftop level (19 m) of the nearest buildings. The drone data were supported by simultaneous measurements and by a two-week period of measurements at nearby locations with various instruments. The results showed that the averaged LDSA concentrations decreased approximately from 60 μm 2 /cm 3 measured close to the ground level to 36-40 μm 2 /cm 3 measured close to the rooftop level of the street canyon, and further to 16-26 μm 2 /cm 3 measured at 50 m. The high-resolution measurement data enabled an accurate analysis of the functional form of vertical profiles both in the street canyon and above the rooftop level. In both of these regions, exponential fits were used and the parameters obtained from the fits were thoroughly compared to the values found in literature. The results of this study indicated that the role of turbulent mixing caused by traffic was emphasized compared to the street canyon vortex as a driving force of the dispersion. In addition, the vertical profiles above the rooftop level showed a similar exponential decay compared to the profiles measured inside the street canyon., (Copyright © 2018 Elsevier Ltd. All rights reserved.)

In densely populated areas, traffic is a significant source of atmospheric aerosol particles. Owing to their small size and complicated chemical and physical characteristics, atmospheric particles resulting from traffic emissions pose a significant risk to human health and also contribute to anthropogenic forcing of climate. Previous research has established that vehicles directly emit primary aerosol particles and also contribute to secondary aerosol particle formation by emitting aerosol precursors. Here, we extend the urban atmospheric aerosol characterization to cover nanocluster aerosol (NCA) particles and show that a major fraction of particles emitted by road transportation are in a previously unmeasured size range of 1.3-3.0 nm. For instance, in a semiurban roadside environment, the NCA represented 20-54% of the total particle concentration in ambient air. The observed NCA concentrations varied significantly depending on the traffic rate and wind direction. The emission factors of NCA for traffic were 2.4·10 15 (kg fuel ) -1 in a roadside environment, 2.6·10 15 (kg fuel ) -1 in a street canyon, and 2.9·10 15 (kg fuel ) -1 in an on-road study throughout Europe. Interestingly, these emissions were not associated with all vehicles. In engine laboratory experiments, the emission factor of exhaust NCA varied from a relatively low value of 1.6·10 12 (kg fuel ) -1 to a high value of 4.3·10 15 (kg fuel ) -1 These NCA emissions directly affect particle concentrations and human exposure to nanosized aerosol in urban areas, and potentially may act as nanosized condensation nuclei for the condensation of atmospheric low-volatile organic compounds., Competing Interests: The authors declare no conflict of interest.

Exhaust emissions of 23 individual city buses at Euro III, Euro IV and EEV (Enhanced Environmentally Friendly Vehicle) emission levels were measured by the chasing method under real-world conditions at a depot area and on the normal route of bus line 24 in Helsinki. The buses represented different technologies from the viewpoint of engines, exhaust after-treatment systems (ATS) and fuels. Some of the EEV buses were fueled by diesel, diesel-electric, ethanol (RED95) and compressed natural gas (CNG). At the depot area the emission factors were in the range of 0.3-21 × 10(14) # (kg fuel)(-1), 6-40 g (kg fuel)(-1), 0.004-0.88 g (kg fuel)(-1), 0.004-0.56 g (kg fuel)(-1), 0.01-1.2 g (kg fuel)(-1), for particle number (EFN), nitrogen oxides (EFNOx), black carbon (EFBC), organics (EFOrg), and particle mass (EFPM1), respectively. The highest particulate emissions were observed from the Euro III and Euro IV buses and the lowest from the ethanol and CNG-fueled buses, which emitted BC only during acceleration. The organics emitted from the CNG-fueled buses were clearly less oxidized compared to the other bus types. The bus line experiments showed that lowest emissions were obtained from the ethanol-fueled buses whereas large variation existed between individual buses of the same type indicating that the operating conditions by drivers had large effect on the emissions.