Comparison of measurement systems for assessing number- and mass-based particle filtration efficiency.

The particle filtration efficiency (PFE) of a respirator or face mask is one of its key properties. While the physics of particle filtration results in the PFE being size-dependent, measurement standards are specified using a single, integrated PFE, for simplicity. This integrated PFE is commonly defined concerning either the number (NPFE) or mass (MPFE) distribution of particles as a function of size. This relationship is non-trivial; it is influenced by both the shape of the particle distribution and the fact that multiple practical definitions of particle size are used. This manuscript discusses the relationship between NPFE and MPFE in detail, providing a guide to practitioners. Our discussion begins with a description of the theory underlying different variants of PFE. We then present experimental results for a database of size-resolved PFE (SPFE) measurements for several thousand candidate respirators and filter media, including filter media with systematically varied properties and commercial samples that span 20%-99.8% MPFE. The observed relationships between NPFE and MPFE are discussed in terms of the most-penetrating particle size (MPPS) and charge state of the media. For the sodium chloride particles used here, we observed that the MPFE was greater than NPFE for charged materials and vice versa for uncharged materials. This relationship is observed because a shift from NPFE to MPFE weights the distribution toward larger sizes, while charged materials shift the MPPS to smaller sizes. Results are validated by comparing the output of a pair of automated filter testers, which are used in gauging standards compliance, to that of MPFE computed from a system capable of measuring SPFE over the 20 nm-500 nm range.

Responses of reconstituted human bronchial epithelia from normal and health-compromised donors to non-volatile particulate matter emissions from an aircraft turbofan engine.

Health effects of particulate matter (PM) from aircraft engines have not been adequately studied since controlled laboratory studies reflecting realistic conditions regarding aerosols, target tissue, particle exposure and deposited particle dose are logistically challenging. Due to the important contributions of aircraft engine emissions to air pollution, we employed a unique experimental setup to deposit exhaust particles directly from an aircraft engine onto reconstituted human bronchial epithelia (HBE) at air-liquid interface under conditions similar to in vivo airways to mimic realistic human exposure. The toxicity of non-volatile PM (nvPM) from a CFM56-7B26 aircraft engine was evaluated under realistic engine conditions by sampling and exposing HBE derived from donors of normal and compromised health status to exhaust for 1 h followed by biomarker analysis 24 h post exposure. Particle deposition varied depending on the engine thrust levels with 85% thrust producing the highest nvPM mass and number emissions with estimated surface deposition of 3.17 × 109 particles cm-2 or 337.1 ng cm-2. Transient increase in cytotoxicity was observed after exposure to nvPM in epithelia derived from a normal donor as well as a decrease in the secretion of interleukin 6 and monocyte chemotactic protein 1. Non-replicated multiple exposures of epithelia derived from a normal donor to nvPM primarily led to a pro-inflammatory response, while both cytotoxicity and oxidative stress induction remained unaffected. This raises concerns for the long-term implications of aircraft nvPM for human pulmonary health, especially in occupational settings.

Development of a Sub-ppb Resolution Methane Sensor Using a GaSb-Based DFB Diode Laser near 3270 nm for Fugitive Emission Measurement.

A challenge for mobile measurement of fugitive methane emissions is the availability of portable sensors that feature high sensitivity and fast response times, simultaneously. A methane gas sensor to measure fugitive emissions was developed using a continuous-wave, thermoelectrically cooled, GaSb-based distributed feedback diode laser emitting at a wavelength of 3.27 µm to probe methane in its strong ν3 vibrational band. Direct absorption spectra (DAS) as well as wavelength-modulated spectra (WMS) of pressure-broadened R(3) manifold lines of methane were recorded through a custom-developed open-path multipass cell with an effective optical path length of 6.8 m. A novel metrological approach was taken to characterize the sensor response in terms of the linearity of different WMS metrics, namely, the peak-to-peak amplitude of the X2f component and the peak and/or the integrated area of the background-subtracted quadrature signal (i.e., Q(2f - 2f0)) and the background-subtracted 1f-normalized quadrature signal (i.e., Q(2f/1f - 2f0/1f0)). Comparison with calibration gas concentrations spanning 1.5 to 40 ppmv indicated that the latter WMS metric showed the most linear response, while fitting DAS provides a traceable reference. In the WMS mode, a sensitivity better than 1 ppbv was achieved at a 1 s integration time. The sensitivity and response time are well-suited to measure enhancements in ambient methane levels caused by fugitive emissions.

Systematic experimental comparison of particle filtration efficiency test methods for commercial respirators and face masks.

Respirators, medical masks, and barrier face coverings all filter airborne particles using similar physical principles. However, they are tested for certification using a variety of standardized test methods, creating challenges for the comparison of differently certified products. We have performed systematic experiments to quantify and understand the differences between standardized test methods for N95 respirators (NIOSH TEB-APR-STP-0059 under US 42 CFR 84), medical face masks (ASTM F2299/F2100), and COVID-19-related barrier face coverings (ASTM F3502-21). Our experiments demonstrate the role of face velocity, particle properties (mean size, size variability, electric charge, density, and shape), measurement techniques, and environmental preconditioning. The measured filtration efficiency was most sensitive to changes in face velocity and particle charge. Relative to the NIOSH method, users of the ASTM F2299/F2100 method have commonly used non-neutralized (highly charged) aerosols as well as smaller face velocities, each of which may result in approximately 10% higher measured filtration efficiencies. In the NIOSH method, environmental conditioning at elevated humidity increased filtration efficiency in some commercial samples while decreasing it in others, indicating that measurement should be performed both with and without conditioning. More generally, our results provide an experimental basis for the comparison of respirators certified under various international methods, including FFP2, KN95, P2, Korea 1st Class, and DS2.

Ash-Decorated and Ash-Painted Soot from Residual and Distillate-Fuel Combustion in Four Marine Engines and One Aviation Engine.

Soot is typically the dominant component of the nonvolatile particles emitted from internal combustion engines. Although soot is primarily composed of carbon, its chemistry, toxicity, and oxidation rates may be strongly influenced by internally mixed inorganic metal compounds (ash). Here, we describe the detailed microstructure of ash internally mixed with soot from four marine engines and one aviation engine. The engines were operated on different fuels and lubrication oils; the fuels included four residual fuels and five distillate fuels such as diesel, natural gas, and Jet A-1. Using annular-dark-field scanning transmission electron microscopy (ADF-STEM), we observed that ash may occur either as distinct nodules on the soot particle (decorated) or as continuous streaks (painted). Both structures may exist within a single particle. Decorated soot was observed for both distillate and residual fuels and contained elements associated with either the fuel (V, Ni, Fe, S) or with the lubrication oil (Zn, Ca, P). Painted soot was observed only for residual-fuel soot, and only contained elements associated with the fuel. Additional composition measurements by inductively coupled plasma mass spectrometry (ICP-MS) of filter samples indicated that the internal mixing trends of ash with soot were consistent with the overall ash-to-carbon ratio of the sampled combustion aerosols. Painted soot may form when molten ash coagulates with or condenses onto soot within engines.

Assessment of a regulatory measurement system for the determination of the non-volatile particulate matter emissions from commercial aircraft engines.

The SAE International has published Aerospace Information Report (AIR) 6241 which outlined the design and operation of a standardized measurement system for measuring non-volatile particulate matter (nvPM) mass and number emissions from commercial aircraft engines. Prior to this research, evaluation of this system by various investigators revealed differences in nvPM mass emissions measurement on the order of 15-30% both within a single sampling system and between two systems operating in parallel and measuring nvPM mass emissions from the same source. To investigate this issue, the U. S. Environmental Protection Agency in collaboration with the U. S. Air Force's Arnold Engineering Development Complex initiated the VAriable Response In Aircraft nvPM Testing (VARIAnT) research program to compare nvPM measurements within and between AIR-compliant sampling systems used for measuring combustion aerosols generated both by a 5201 Mini-CAST soot generator and a J85-GE-5 turbojet engine burning multiple fuels. The VARIAnT research program has conducted four test campaigns to date. The first campaign (VARIAnT 1) compared two essentially identical commercial versions of the sampling system while the second campaign (VARIAnT 2) compared a commercial system to the custom-designed Missouri University of Science and Technology's North American Reference System (NARS) built to the same specifications. Comparisons of nvPM particle mass (i.e., black carbon), number, and size were conducted in both campaigns. Additionally, the sensitivity to variation in system operational parameters was evaluated in VARIAnT 1. Results from both campaigns revealed agreement of about 12% between the two sampling systems, irrespective of manufacturer, in all aspects except for black carbon determination. The major source of measurement differences (20-70%) was due to low BC mass measurements made by the Artium Technologies LII-300 as compared to the AVL 483 Micro-Soot Sensor, the Aerodyne Cavity Attenuated Phase Shift (CAPS PMSSA) monitor, and the thermal-optical reference method for elemental carbon (EC) determination, which was used as the BC reference.

Comprehensive analysis of the air quality impacts of switching a marine vessel from diesel fuel to natural gas.

New environmental regulations are mandating cleaner fuels and lower emissions from all maritime operations. Natural gas (NG) is a fuel that enables mariners to meet regulations; however, emissions data from maritime operations with natural gas is limited. We measured emissions of criteria, toxic and greenhouse pollutants from a dual-fuel marine engine running either on diesel fuel or NG as well as engine activity and analyzed the impacts on pollutants, health, and climate change. Results showed that particulate matter (PM), black carbon (BC), nitric oxides (NOx), and carbon dioxide (CO2) were reduced by about 93%, 97%, 92%, and 18%, respectively when switching from diesel to NG. Reductions of this magnitude provide a valuable tool for the many port communities struggling with meeting air quality standards. While these pollutants were reduced, formaldehyde (HCHO), carbon monoxide (CO) and methane (CH4) increased several-fold. A health risk assessment of exhaust plume focused on when the vessel was stationary, and at-berth showed the diesel plume increased long-term health risk and the NG plume increased short-term health risk. An analysis of greenhouse gases (GHGs) and BC was performed and revealed that, on a hundred year basis, the whole fuel cycle global warming potential (GWP) per kWh including well-to-tank and exhaust was 50% to few times higher than that of diesel at lower engine loads, but that it was similar at 75% load and lower at higher loads. Mitigation strategies for further reducing pollutants from NG exhaust are discussed and showed potential for reducing short-term health risks and climate impacts.

Characterization and Reduction of In-Use CH4 Emissions from a Dual Fuel Marine Engine Using Wavelength Modulation Spectroscopy.

In-use exhaust stream CH4 emissions from two dual fuel marine engines were characterized and strategies for CH4 reduction were identified and evaluated. For this, a low-cost, portable, wavelength modulation spectroscopy (WMS) system was developed. The performance of the developed WMS sensor was assessed using gas standards and demonstrated on a heavy-duty, diesel pilot ignited, direct-injection natural gas research engine through comparison to a flame ionization detector. The WMS sensor was subsequently used to measure the exhaust-stream CH4 concentration from two diesel pilot-ignited, port-injected natural gas engines on a coastal vessel while under normal operation. Using cylinder deactivation to reduce the excess air ratio, λ, and vessel operation changes to minimize operation at lower loads, the total CH4 emission were reduced by up to 33%. The measured, load specific CH4 emissions were subsequently used to identify an improved vessel operation strategy, with an estimated 56-60% reduction in CH4 emissions. These results demonstrate the importance of considering the real-world engine operation profile for accurate estimates of the global warming potential, as well as the utility of a WMS sensor for characterizing and mitigating in-use CH4 emissions.

Gas Turbine Engine Nonvolatile Particulate Matter Mass Emissions: Correlation with Smoke Number for Conventional and Alternative Fuel Blends.

This study evaluates the relationship between the emissions parameters of smoke number (SN) and mass concentration of nonvolatile particulate matter (nvPM) in the exhaust of a gas turbine engine for a conventional Jet A-1 and a number of alternative fuel blends. The data demonstrate the significant impact of fuel composition on the emissions and highlight the magnitude of the fuel-induced uncertainty for both SN within the Emissions Data Bank as well as nvPM mass within the new regulatory standard under development. Notwithstanding these substantial differences, the data show that correlation between SN and nvPM mass concentration still adheres to the first order approximation (FOA3), and this agreement is maintained over a wide range of fuel compositions. Hence, the data support the supposition that the FOA3 is applicable to engines burning both conventional and alternative fuel blends without adaptation or modification. The chemical composition of the fuel is shown to impact mass and number concentration as well as geometric mean diameter of the emitted nvPM; however, the data do not support assertions that the emissions of black carbon with small mean diameter will result in significant deviations from FOA3.

Impact of alternative fuels on emissions characteristics of a gas turbine engine - part 1: gaseous and particulate matter emissions.

Growing concern over emissions from increased airport operations has resulted in a need to assess the impact of aviation related activities on local air quality in and around airports, and to develop strategies to mitigate these effects. One such strategy being investigated is the use of alternative fuels in aircraft engines and auxiliary power units (APUs) as a means to diversify fuel supplies and reduce emissions. This paper summarizes the results of a study to characterize the emissions of an APU, a small gas turbine engine, burning conventional Jet A-1, a fully synthetic jet fuel, and other alternative fuels with varying compositions. Gas phase emissions were measured at the engine exit plane while PM emissions were recorded at the exit plane as well as 10 m downstream of the engine. Five percent reduction in NO(x) emissions and 5-10% reduction in CO emissions were observed for the alternative fuels. Significant reductions in PM emissions at the engine exit plane were achieved with the alternative fuels. However, as the exhaust plume expanded and cooled, organic species were found to condense on the PM. This increase in organic PM elevated the PM mass but had little impact on PM number.

Impact of alternative fuels on emissions characteristics of a gas turbine engine - part 2: volatile and semivolatile particulate matter emissions.

The work characterizes the changes in volatile and semivolatile PM emissions from a gas turbine engine resulting from burning alternative fuels, specifically gas-to-liquid (GTL), coal-to-liquid (CTL), a blend of Jet A-1 and GTL, biodiesel, and diesel, to the standard Jet A-1. The data presented here, compares the mass spectral fingerprints of the different fuels as measured by the Aerodyne high resolution time-of-flight aerosol mass spectrometer. There were three sample points, two at the exhaust exit plane with dilution added at different locations and another probe located 10 m downstream. For emissions measured at the downstream probe when the engine was operating at high power, all fuels produced chemically similar organic PM, dominated by C(x)H(y) fragments, suggesting the presence of long chain alkanes. The second largest contribution came from C(x)H(y)O(z) fragments, possibly from carbonyls or alcohols. For the nondiesel fuels, the highest loadings of organic PM were from the downstream probe at high power. Conversely, the diesel based fuels produced more organic material at low power from one of the exit plane probes. Differences in the composition of the PM for certain fuels were observed as the engine power decreased to idle and the measurements were made closer to the exit plane.

Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX).

The emissions from a Garrett-AiResearch (now Honeywell) Model GTCP85-98CK auxiliary power unit (APU) were determined as part of the National Aeronautics and Space Administration's (NASA's) Alternative Aviation Fuel Experiment (AAFEX) using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). Measurements were conducted by multiple research organizations for sulfur dioxide (SO2, total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOx), speciated gas-phase emissions, particulate matter (PM) mass and number, black carbon, and speciated PM. In addition, particle size distribution (PSD), number-based geometric mean particle diameter (GMD), and smoke number were also determined from the data collected. The results of the research showed PM mass emission indices (EIs) in the range of 20 to 700 mg/kg fuel and PM number EIs ranging from 0.5 x 10(15) to 5 x 10(15) particles/kg fuel depending on engine load and fuel type. In addition, significant reductions in both the SO2 and PM EIs were observed for the use of the FT fuel. These reductions were on the order of approximately 90% for SO2 and particle mass EIs and approximately 60% for the particle number EI, with similar decreases observed for black carbon. Also, the size of the particles generated by JP-8 combustion are noticeably larger than those emitted by the APU burning the FT fuel with the geometric mean diameters ranging from 20 to 50 nm depending on engine load and fuel type. Finally, both particle-bound sulfate and organics were reduced during FT-2 combustion. The PM sulfate was reduced by nearly 100% due to lack of sulfur in the fuel, with the PM organics reduced by a factor of approximately 5 as compared with JP-8.

Polycyclic aromatic hydrocarbon emissions from the combustion of alternative fuels in a gas turbine engine.

We report on the particulate-bound polycyclic aromatic hydrocarbons (PAH) in the exhaust of a test-bed gas turbine engine when powered by Jet A-1 aviation fuel and a number of alternative fuels: Sasol fully synthetic jet fuel (FSJF), Shell gas-to-liquid (GTL) kerosene, and Jet A-1/GTL 50:50 blended kerosene. The concentration of PAH compounds in the exhaust emissions vary greatly between fuels. Combustion of FSJF produces the greatest total concentration of PAH compounds while combustion of GTL produces the least. However, when PAHs in the exhaust sample are measured in terms of the regulatory marker compound benzo[a]pyrene, then all of the alternative fuels emit a lower concentration of PAH in comparison to Jet A-1. Emissions from the combustion of Jet A-1/GTL blended kerosene were found to have a disproportionately low concentration of PAHs and appear to inherit a greater proportion of the GTL emission characteristics than would be expected from volume fraction alone. The data imply the presence of a nonlinear relation between fuel blend composition and the emission of PAH compounds. For each of the fuels, the speciation of PAH compounds present in the exhaust emissions were found to be remarkably similar (R(2) = 0.94-0.62), and the results do provide evidence to support the premise that PAH speciation is to some extent indicative of the emission source. In contrast, no correlation was found between the PAH species present in the fuel with those subsequently emitted in the exhaust. The results strongly suggests that local air quality measured in terms of the particulate-bound PAH burden could be significantly improved by the use of GTL kerosene either blended with or in place of Jet A-1 kerosene.

Comparison of PM emissions from a commercial jet engine burning conventional, biomass, and Fischer-Tropsch fuels.

Rising fuel costs, an increasing desire to enhance security of energy supply, and potential environmental benefits have driven research into alternative renewable fuels for commercial aviation applications. This paper reports the results of the first measurements of particulate matter (PM) emissions from a CFM56-7B commercial jet engine burning conventional and alternative biomass- and, Fischer-Tropsch (F-T)-based fuels. PM emissions reductions are observed with all fuels and blends when compared to the emissions from a reference conventional fuel, Jet A1, and are attributed to fuel properties associated with the fuels and blends studied. Although the alternative fuel candidates studied in this campaign offer the potential for large PM emissions reductions, with the exception of the 50% blend of F-T fuel, they do not meet current standards for aviation fuel and thus cannot be considered as certified replacement fuels. Over the ICAO Landing Takeoff Cycle, which is intended to simulate aircraft engine operations that affect local air quality, the overall PM number-based emissions for the 50% blend of F-T fuel were reduced by 34 ± 7%, and the mass-based emissions were reduced by 39 ± 7%.

N-acetylcysteineamide (NACA) prevents inflammation and oxidative stress in animals exposed to diesel engine exhaust.

Diesel exhaust particles (DEPs), a by-product of diesel engine exhaust (DEE), are one of the major components of air borne particulate matter (PM) in the urban environment. DEPs are composed of soot, polycyclic aromatic hydrocarbons (PAHs), redox active semi-quinones, and transition metals, which are known to produce pro-oxidative and pro-inflammatory effects, thereby leading to oxidative stress-induced damage in the lungs. The objective of this study was to determine if N-acetylcysteineamide (NACA), a novel thiol antioxidant, confers protection to animals exposed to DEPs from oxidative stress-induced damage to the lung. To study this, male C57BL/6 mice, pretreated with either NACA (250mg/kg body weight) or saline, were exposed to DEPs (15mg/m(3)) or filtered air (1.5-3h/day) for nine consecutive days. The animals were sacrificed 24h after the last exposure. NACA-treated animals exposed to DEP had significant decreases in the number of macrophages and the amount of mucus plug formation in the lungs, as compared to the DEP-only exposed animals. In addition, DEP-exposed animals, pretreated with NACA, also experienced significantly lower oxidative stress than the untreated group, as indicated by the glutathione (GSH), and malondialdehyde (MDA) levels and catalase (CAT) activity. Further, DEP-induced toxicity in the lungs was reversed in NACA-treated animals, as indicated by the lactate dehydrogenase levels. Taken together, these data suggest that the thiol-antioxidant, NACA, can protect the lungs from DEP-induced inflammation and oxidative stress related damage.

Commercial aircraft engine emissions characterization of in-use aircraft at Hartsfield-Jackson Atlanta International Airport.

The emissions from in-use commercial aircraft engines have been analyzed for selected gas-phase species and particulate characteristics using continuous extractive sampling 1-2 min downwind from operational taxi- and runways at Hartsfield-Jackson Atlanta International Airport. Using the aircraft tail numbers, 376 plumes were associated with specific engine models. In general, for takeoff plumes, the measured NOx emission index is lower (approximately 18%) than that predicted by engine certification data corrected for ambient conditions. These results are an in-service observation of the practice of "reduced thrust takeoff". The CO emission index observed in ground idle plumes was greater (up to 100%) than predicted by engine certification data for the 7% thrust condition. Significant differences are observed in the emissions of black carbon and particle number among different engine models/technologies. The presence of a mode at approximately 65 nm (mobility diameter) associated with takeoff plumes and a smaller mode at approximately 25 nm associated with idle plumes has been observed. An anticorrelation between particle mass loading and particle number concentration is observed.