Exhaust particle number and composition for diesel and gasoline passenger cars under transient driving conditions: Real-world emissions down to 1.5 nm.

Recent recommendations given by WHO include systematic measurements of ambient particle number concentration and black carbon (BC) concentrations. In India and several other highly polluted areas, the air quality problems are severe and the need for air quality related information is urgent. This study focuses on particle number emissions and BC emissions of passenger cars that are technologically relevant from an Indian perspective. Particle number and BC were investigated under real-world conditions for driving cycles typical for Indian urban environments. Two mobile laboratories and advanced aerosol and trace gas instrumentation were utilized. Our study shows that passenger cars without exhaust particle filtration can emit in real-world conditions large number of particles, and especially at deceleration a significant fraction of particle number can be even in 1.5-10 nm particle sizes. The mass concentration of exhaust plume particles was dominated by BC that was emitted especially at acceleration conditions. However, exhaust particles contained also organic compounds, indicating the roles of engine oil and fuel in exhaust particle formation. In general, our study was motivated by serious Indian air quality problems, by the recognized lack of emission information related to Indian traffic, and by the recent WHO air quality guidance; our results emphasize the importance of monitoring particle number concentrations and BC also in Indian urban areas and especially in traffic environments where people can be significantly exposed to fresh exhaust emissions.

Exploring the discrepancy between top-down and bottom-up approaches of fine spatio-temporal vehicular CO2 emission in an urban road network.

Road transport emissions of high spatial and temporal resolution are useful for greenhouse gas emission assessment in local action plans. However, estimating these high-resolution emissions is not straightforward, and different indirect approaches exist. The main aim of this study is to examine the differences in CO2 emissions obtained with different methods within a street canyon network in Helsinki, Finland, where a mobile laboratory campaign to quantify traffic emissions has been conducted. We compared three aerodynamic resistance based top-down methods (MOST1, MOST2 and BHT) and three activity based bottom-up microscopic emission models (NGM, HBEFAv4.2 and PHEMlight). The resulted CO2 fluxes using different methods could vary a few orders of magnitude. The combination of MOST1 and NGM model leads to the smallest discrepancy (sMAPE = 16.90 %) and the highest correlation coefficient (r = 0.78) among the rest. We evaluated the discrepancies in terms of different spatial (microenvrionments, local climate zones LCZs and grid sizes) and temporal features (seasons and periods of day). Measurements taken in LCZs of open high-rise regions and microenvironments of main road tend to have larger discrepancies between the two approaches. Using a coarser grid would lead to a relatively small discrepancy and high correlation in the wintertime, yet a loss in distinctive spatial variation. The discrepancies were also elevated on winter evenings. Among all explanatory variables, relative humidity shows the strongest relative importance for the discrepancy of the two approaches, followed by LCZs. Therefore, we stress the importance of choosing a suitable model for vehicular CO2 emission calculation based on meteorological conditions and LCZs. Such model comparison made on a local scale directly supports environmental organisations and cities' climate action plans where detailed information of CO2 emissions are needed.

Determinants of spatial variability of air pollutant concentrations in a street canyon network measured using a mobile laboratory and a drone.

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 (NOx) and ozone (O3). 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 O3. 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.

Particulate emissions of a modern diesel passenger car under laboratory and real-world transient driving conditions.

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 × 1014 to 1.3 × 1015 #/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.

Modeling of the Concentrations of Ultrafine Particles in the Plumes of Ships in the Vicinity of Major Harbors.

Marine traffic in harbors can be responsible for significant atmospheric concentrations of ultrafine particles (UFPs), which have widely recognized negative effects on human health. It is therefore essential to model and measure the time evolution of the number size distributions and chemical composition of UFPs in ship exhaust to assess the resulting exposure in the vicinity of shipping routes. In this study, a sequential modelling chain was developed and applied, in combination with the data measured and collected in major harbor areas in the cities of Helsinki and Turku in Finland, during winter and summer in 2010-2011. The models described ship emissions, atmospheric dispersion, and aerosol dynamics, complemented with a time-microenvironment-activity model to estimate the short-term UFP exposure. We estimated the dilution ratio during the initial fast expansion of the exhaust plume to be approximately equal to eight. This dispersion regime resulted in a fully formed nucleation mode (denoted as Nuc2). Different selected modelling assumptions about the chemical composition of Nuc2 did not have an effect on the formation of nucleation mode particles. Aerosol model simulations of the dispersing ship plume also revealed a partially formed nucleation mode (Nuc1; peaking at 1.5 nm), consisting of freshly nucleated sulfate particles and condensed organics that were produced within the first few seconds. However, subsequent growth of the new particles was limited, due to efficient scavenging by the larger particles originating from the ship exhaust. The transport of UFPs downwind of the ship track increased the hourly mean UFP concentrations in the neighboring residential areas by a factor of two or more up to a distance of 3600 m, compared with the corresponding UFP concentrations in the urban background. The substantially increased UFP concentrations due to ship traffic significantly affected the daily mean exposures in residential areas located in the vicinity of the harbors.

Characteristics of particle emissions and their atmospheric dilution during co-combustion of coal and wood pellets in a large combined heat and power plant.

Coal combustion is one of the most significant anthropogenic CO2 and air pollution sources globally. This paper studies the atmospheric emissions of a power plant fuelled with a mixture of industrial pellets (10.5%) and coal (89.5%). Based on the stack measurements, the solid particle number emission, which was dominated by sub-200 nm particles, was 3.4×1011 MJ-1 for the fuel mixture when electrostatic precipitator (ESP) was cleaning the flue gas. The emission factor was 50 mg MJ-1 for particulate mass and 11 740 ng MJ-1 for the black carbon with the ESP. In the normal operation situation of the power plant, i.e., including the flue-gas desulphurisation and fabric filters (FGD and FF), the particle number emission factor was 1.7×108 MJ-1, particulate mass emission factor 2 mg MJ-1 and black carbon emission factor 14 ng MJ-1. Transmission electron microscopy (TEM) analysis supported the particle number size distribution measurement in terms of particle size and the black carbon concentration. The TEM images of the particles showed variability of the particle sizes, morphologies and chemical compositions. The atmospheric measurements, conducted in the flue-gas plume, showed that the flue-gas dilutes closed to background concentrations in 200 sec. However, an increase in particle number concentration was observed when the flue gas aged. This increase in particle number concentration was interpret as formation of new particles in the atmosphere. In general, the study highlights the importance of detailed particle measurements when utilizing new fuels in existing power plants. Implications: CO2 emissions of energy production decrease when substituting coal with biofuels. The effects of fuels changes on particle emission characteristics have not been studied comprehensively. In this study conducted for a real-scale power plant, co-combustion of wood pellets and coal caused elevated black carbon emissions. However, it was beneficial from the total particle number and particulate mass emission point of view. Flue-gas cleaning can significantly decrease the pollutant concentrations but also changes the characteristics of emitted particles. Atmospheric measurements implicated that the new particle formation in the atmospheric flue-gas plume should be taken into account when evaluating all effects of fuel changes." Are implication statements part of the manuscript?

Traffic is a major source of atmospheric nanocluster aerosol.

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 2.4·1015 (kgfuel)-1 in a roadside environment, 2.6·1015 (kgfuel)-1 in a street canyon, and 2.9·1015 (kgfuel)-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 1.6·1012 (kgfuel)-1 to a high value of 4.3·1015 (kgfuel)-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.

Physical and Chemical Characterization of Real-World Particle Number and Mass Emissions from City Buses in Finland.

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.

Effects of fresh lubricant oils on particle emissions emitted by a modern gasoline direct injection passenger car.

Particle emissions from a modern turbocharged gasoline direct injection passenger car equipped with a three-way catalyst and an exhaust gas recirculation system were studied while the vehicle was running on low-sulfur gasoline and, consecutively, with five different lubrication oils. Exhaust particle number concentration, size distribution, and volatility were determined both at laboratory and on-road conditions. The results indicated that the choice of lubricant affected particle emissions both during the cold start and warm driving cycles. However, the contribution of engine oil depended on driving conditions being higher during acceleration and steady state driving than during deceleration. The highest emission factors were found with two oils that had the highest metal content. The results indicate that a 10% decrease in the Zn content of engine oils is linked with an 11-13% decrease to the nonvolatile particle number emissions in steady driving conditions and a 5% decrease over the New European Driving Cycle. The effect of lubricant on volatile particles was even higher, on the order of 20%.

Vehicle engines produce exhaust nanoparticles even when not fueled.

Vehicle engines produce submicrometer exhaust particles affecting air quality, especially in urban environments. In on-road exhaust studies with a heavy duty diesel vehicle and in laboratory studies with two gasoline-fueled passenger cars, we found that as much as 20-30% of the number of exhaust particles larger than 3 nm may be formed during engine braking conditions-that is, during decelerations and downhill driving while the engine is not fueled. Particles appeared at size ranges extending even below 7 nm and at high number concentrations. Their small size and nonvolatility, coupled with the observation that these particles contain lube-oil-derived metals zinc, phosphorus, and calcium, are suggestive of health risks at least similar to those of exhaust particles observed before. The particles' characteristics indicate that their emissions can be reduced using exhaust after-treatment devices, although these devices have not been mandated for all relevant vehicle types. Altogether, our findings enhance the understanding of the formation vehicle emissions and allow for improved protection of human health in proximity to traffic.

Sulfur driven nucleation mode formation in diesel exhaust under transient driving conditions.

Sulfur driven diesel exhaust nucleation particle formation processes were studied in an aerosol laboratory, on engine dynamometers, and on the road. All test engines were equipped with a combination of a diesel oxidation catalyst (DOC) and a partial diesel particulate filter (pDPF). At steady operating conditions, the formation of semivolatile nucleation particles directly depended on SO2 conversion in the catalyst. The nucleation particle emission was most significant after a rapid increase in engine load and exhaust gas temperature. Results indicate that the nucleation particle formation at transient driving conditions does not require compounds such as hydrocarbons or sulfated hydrocarbons, however, it cannot be explained only by the nucleation of sulfuric acid. A real-world exhaust study with a heavy duty diesel truck showed that the nucleation particle formation occurs even with ultralow sulfur diesel fuel, even at downhill driving conditions, and that nucleation particles can contribute 60% of total particle number emissions. In general, due to sulfur storage and release within the exhaust aftertreatment systems and transients in driving, emissions of nucleation particles can even be the dominant part of modern diesel vehicle exhaust particulate number emissions.

Optical and chemical characterization of aerosols emitted from coal, heavy and light fuel oil, and small-scale wood combustion.

Particle emissions affect radiative forcing in the atmosphere. Therefore, it is essential to know the physical and chemical characteristics of them. This work studied the chemical, physical, and optical characteristics of particle emissions from small-scale wood combustion, coal combustion of a heating and power plant, as well as heavy and light fuel oil combustion at a district heating station. Fine particle (PM1) emissions were the highest in wood combustion with a high fraction of absorbing material. The emissions were lowest from coal combustion mostly because of efficient cleaning techniques used at the power plant. The chemical composition of aerosols from coal and oil combustion included mostly ions and trace elements with a rather low fraction of absorbing material. The single scattering albedo and aerosol forcing efficiency showed that primary particles emitted from wood combustion and some cases of oil combustion would have a clear climate warming effect even over dark earth surfaces. Instead, coal combustion particle emissions had a cooling effect. Secondary processes in the atmosphere will further change the radiative properties of these emissions but are not considered in this study.

Size distribution, chemical composition, and hygroscopicity of fine particles emitted from an oil-fired heating plant.

Heavy fuel oil (HFO) is a commonly used fuel in industrial heating and power generation and for large marine vessels. In this study, the fine particle emissions of a 47 MW oil-fired boiler were studied at 30 MW power and with three different fuels. The studied fuels were HFO, water emulsion of HFO, and water emulsion of HFO mixed with light fuel oil (LFO). With all the fuels, the boiler emitted considerable amounts of particles smaller than 200 nm in diameter. Further, these small particles were quite hygroscopic even as fresh and, in the case of HFO+LFO emulsion, the hygroscopic growth of the particles was dependent on particle size. The use of emulsions and the addition of LFO to the fuel had a reducing effect on the hygroscopic growth of particles. The use of emulsions lowered the sulfate content of the smallest particles but did not affect significantly the sulfate content of particles larger than 42 nm and, further, the addition of LFO considerably increased the black carbon content of particulate matter. The results indicate that even the fine particles emitted from HFO based combustion can have a significant effect on cloud formation, visibility, and air quality.

Effects of gaseous sulphuric acid on diesel exhaust nanoparticle formation and characteristics.

Diesel exhaust gaseous sulphuric acid (GSA) concentrations and particle size distributions, concentrations, and volatility were studied at four driving conditions with a heavy duty diesel engine equipped with oxidative exhaust after-treatment. Low sulfur fuel and lubricant oil were used in the study. The concentration of the exhaust GSA was observed to vary depending on the engine driving history and load. The GSA affected the volatile particle fraction at high engine loads; higher GSA mole fraction was followed by an increase in volatile nucleation particle concentration and size as well as increase of size of particles possessing nonvolatile core. The GSA did not affect the number of nonvolatile particles. At low and medium loads, the exhaust GSA concentration was low and any GSA driven changes in particle population were not observed. Results show that during the exhaust cooling and dilution processes, besides critical in volatile nucleation particle formation, GSA can change the characteristics of all nucleation mode particles. Results show the dual nature of the nucleation mode particles so that the nucleation mode can include simultaneously volatile and nonvolatile particles, and fulfill the previous results for the nucleation mode formation, especially related to the role of GSA in formation processes.

Road dust emissions from paved roads measured using different mobile systems.

Very few real-world measurements of road dust suspension have been performed to date. This study compares two different techniques (referred to as Sniffer and Emma) to measure road dust emissions. The main differences between the systems are the construction of the inlet, different instruments for recording particulate matter (PM) levels, and different loads on the wheel axes (the weight of Sniffer was much higher than that of Emma). Both systems showed substantial small-scale variations of emission levels along the road, likely depending on-road surface conditions. The variations observed correlated quite well, and the discrepancies are likely a result of variations in dust load on the road surface perpendicular to the driving direction that cause variations in the measurements depending on slightly different paths driven by the two vehicles. Both systems showed a substantial influence on the emission levels depending on the type of tire used. The summer tire showed much lower suspension than the winter tires (one nonstudded and one studded). However, the relative importance of the nonstudded versus studded tire was rather different. For the ratio of studded/nonstudded, Emma shows higher values on all road sections compared with Sniffer. Both techniques showed increased emission levels with increasing vehicle speed. When the speed increased from 50 to 80 km hr(-1), the relative concentrations increased by 30-170% depending on the tire type and dust load. However, for road sections that were very dirty, Sniffer showed a much higher relative increase in the emission level with the nonstudded tire. Sniffer's absolute concentrations were mostly higher than Emma's. Possible reasons for the differences are discussed in the paper. Both systems can be used for studying relative road dust emissions and for designing air quality management strategies.

Effect of open channel filter on particle emissions of modern diesel engine.

Particle emissions of modern diesel engines are of a particular interest because of their negative health effects. The special interest is in nanosized solid particles. The effect of an open channel filter on particle emissions of a modern heavy-duty diesel engine (MAN D2066 LF31, model year 2006) was studied. Here, the authors show that the open channel filter made from metal screen efficiently reduced the number of the smallest particles and, notably, the number and mass concentration of soot particles. The filter used in this study reached 78% particle mass reduction over the European Steady Cycle. Considering the size-segregated number concentration reduction, the collection efficiency was over 95% for particles smaller than 10 nm. The diffusion is the dominant collection mechanism in small particle sizes, thus the collection efficiency decreased as particle size increased, attaining 50% at 100 nm. The overall particle number reduction was 66-99%, and for accumulation-mode particles the number concentration reduction was 62-69%, both depending on the engine load.

Heavy duty diesel engine exhaust aerosol particle and ion measurements.

Heavy duty EURO 4 diesel engine exhaust particle and ion size distributions were measured atthetailpipe using dynamometer testing. Measurements of particle volatility and electrical charge were undertaken to clarify diesel exhaust nucleation mode characteristics with different exhaust after-treatment systems. Nucleation mode particle volatility and charging probability were dependent on exhaust after-treatment particles were volatile and uncharged when the engine was equipped with diesel particulate filter and partly volatile and partly charged in exhaust without any after-treatment or with an oxidation catalyst only. The absence of charged particles in the nucleation mode of diesel particulate filtered exhaust excludes the ion mediated process as a nucleation particle formation mechanism.

Nucleation mode particles with a nonvolatile core in the exhaust of a heavy duty diesel vehicle.

The characteristics of the nucleation mode particles of a Euro IV heavy-duty diesel vehicle exhaust were studied. The NOx and PM emissions of the vehicle were controlled through the use of cooled EGR and high-pressure fuel injection techniques; no exhaust gas after-treatment was used. Particle measurements were performed in vehicle laboratory and on road. Nucleation mode dominated the particle number size distribution in all the tested driving conditions. According to the on-road measurements, the nucleation mode was already formed after 0.7 s residence time in the atmosphere and no significant changes were observed for longer residence times. The nucleation mode was insensitive to the fuel sulfur content, dilution air temperature, and relative humidity. An increase in the dilution ratio decreased the size of the nucleation mode particles. This behavior was observed to be linked to the total hydrocarbon concentration in the diluted sample. In volatility measurements, the nucleation mode particles were observed to have a nonvolatile core with volatile species condensed on it. The results indicate that the nucleation mode particles have a nonvolatile core formed before the dilution process. The core particles have grown because of the condensation of semivolatile material, mainly hydrocarbons, during the dilution.

Ambient air concentrations, source profiles, and source apportionment of 71 different C2-C10 volatile organic compounds in urban and residential areas of Finland.

Ambient air concentrations and source contributions of 71 volatile organic compounds (VOCs) including C2-C10 nonmethane hydrocarbons, halogenated hydrocarbons, and carbonyls were studied at urban and residential sites in Finland. On the basis of the emission profile and concentration measurements, the contributions of different sources were estimated using a chemical mass balance (CMB) receptor model. It was shown that it is possible to apply CMB in the case of a large number of different compounds with different properties. However, the performance of the model varies significantly for the different compounds. According to the CMB analysis, major sources for these VOCs at the urban site were traffic and distant sources. At the residential site, the contribution due to traffic was minor while distant sources, liquid gasoline, and wood combustion made higher contributions. However, different compound groups or compounds were found to have totally different sources. It was also shown that a biogenic compound, isoprene, also has significant anthropogenic sources and that at some locations wood combustion can be an important source for some VOCs usually considered as traffic-related compounds (e.g., benzene).

A sectional aerosol model for submicron particles in indoor air.

OBJECTIVES: This study attempted to simulate indoor concentrations and the indoor-to-outdoor (I:O) number concentration ratios of aerosol particles in the submicron size range. METHODS: The developed model used size-segregated outdoor number concentrations of particles as inputs and produced the indoor aerosol size spectrum. It covered all the major dynamic processes associated with the indoor aerosol concentration: transport and filtration in the air exchange system, deposition, coagulation, nucleation, condensation, and indoor sources. The model results were compared with measured particle concentrations. Numerous sensitivity analyses were also made for testing the effect of different dynamic processes on the model results. No indoor particle sources were considered in the sensitivity simulations. RESULTS: Changes in the air exchange rate had the strongest effect on the simulated I:O ratios of particle number concentrations. Filtration in the air exchange system also had a large effect on the indoor concentrations. Deposition did not significantly change the particle number concentrations within a realistic range of turbulence intensity indoors and the temperature differences between the ambient air and surfaces. Coagulation affected only the smallest particle size ranges. Condensation and nucleation had potentially large effects on the particle size spectrum. CONCLUSIONS: The model reproduced the measured I:O ratios of fine and ultrafine particle concentrations with reasonable accuracy. The model can be a valuable tool with which to estimate the I:O ratios for human exposure assessment.