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Measurement of particulate matter emissions from in-use locomotives

机译：使用中机车排放的颗粒物的测量

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Particulate matter emissions from a large sample (N = 88) of in-use line-haul freight locomotives were measured in the Alameda Corridor, located near the ports of Los Angeles and Long Beach. Emission factors for black carbon (BC), particle number (PN), fine particulate mass (PM2.5), and lung-deposited particle surface area (LDSA) were computed based on 1 Hz measurements of the rise and fall of particulate matter and CO2 concentrations as the locomotives passed the sampling location. We include LDSA emission factors as relevant for near-source human exposures. Mean emission factors +/- standard deviations were 0.9 +/- 0.5 g kg(-1) fuel consumed for BC, (2.1 +/- 1.5) x 10(16) # kg(-1) for PN, 1.6 +/- 1.3 g kg(-1) for PM2.5, and (2.2 +/- 1.7) x 10(13) mu m(2) kg(-1) for LDSA. Emission factors for individual trains were slightly skewed, with the dirtiest 10% of trains responsible for 20%, 24%, 28%, and 27% of total BC, PN, PM2.5, and LDSA emissions, respectively. The relative importance of high-emitters is therefore lower for these locomotives relative to previously reported diesel truck emissions. BC versus PN emissions from individual locomotives were found to be anti-correlated, suggesting that the highest emitters of particle numbers are the lowest emitters of black carbon. Using results presented here along with previous measurements, we compared for freight trains versus diesel trucks the amount of BC emissions associated with pulling an intermodal freight container over a given distance. This assumption-dependent comparison showed that in most cases locomotives emit less BC per container hauled than diesel trucks. However, continual decreases in diesel truck BC means that unless emissions from locomotives are decreased in the near future, emissions associated with hauling a container could become lower for diesel trucks than locomotives. (C) 2015 Elsevier Ltd. All rights reserved.
机译：在洛杉矶港和长滩港附近的阿拉米达走廊测量了使用中的线路运输货运机车的大量样本（N = 88）中的颗粒物排放。根据1 Hz的颗粒物上升和下降测量值，计算出黑碳（BC），颗粒数（PN），细颗粒物质量（PM2.5）和肺部沉积颗粒表面积（LDSA）的排放因子。机车通过采样位置时的CO2浓度。我们将LDSA排放因子纳入了与近源人体暴露相关的范围。平均排放因子+/-标准偏差为BC燃料消耗0.9 +/- 0.5 g kg（-1），PN消耗（2.1 +/- 1.5）x 10（16）＃kg（-1），1.6 +/-对于PM2.5为1.3 g kg（-1），对于LDSA为（2.2 +/- 1.7）x 10（13）μm（2）kg（-1）。个别火车的排放因子略有偏差，最脏的火车中10％的火车分别占BC，PN，PM2.5和LDSA总排放的20％，24％，28％和27％。因此，相对于先前报道的柴油卡车排放，这些机车的高排放源的相对重要性较低。发现单个机车的BC排放与PN排放呈反相关关系，这表明颗粒数量最高的排放者是黑碳的最低排放者。使用此处给出的结果以及以前的测量结果，我们比较了货车和柴油卡车在给定距离上拉动联运集装箱所产生的BC排放量。这种假设相关的比较表明，在大多数情况下，机车每拖运一个集装箱所排放的BC量要比柴油卡车少。但是，柴油卡车BC的持续减少意味着，除非在不久的将来减少机车的排放，否则柴油卡车与拖运集装箱相关的排放可能会比机车的排放更低。 （C）2015 Elsevier Ltd.保留所有权利。

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