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With the rapid growth in the number of both non-road and on-road dieselvehicles, the adverse effects of particulate matter (PM) and its constituentson air quality and human health have attracted increasing attentions.However, studies on the characteristics of PM and its composition emittedfrom diesel vehicles are still scarce, especially under real-world drivingconditions. In this study, six excavators and five trucks that provided awide range of emission standards and operation modes were tested, and PMemissions and their constituents – including organic carbon (OC), elementalcarbon (EC), water-soluble ions (WSIs), elements, and organic species likepolycyclic aromatic hydrocarbons (PAHs), n-alkanes, and hopanes – as well assteranes were analyzed and characterized. The average emission factors for PM(EFPM) from excavator and truck emissions were 829 ± 806 and498 ± 234 mg kg−1 fuel, respectively. EFPM and PMconstituents were significantly affected by fuel quality, operational mode,and emission standards. A significant correlation (R2 = 0. 79, p < 0. 01)was found between EFPM for excavators and the sulfur contents infuel. The highest average EFPM for working excavators was 904 ± 979 mg kg−1 fuel as a higher engine load required in this mode.From pre-stage 1 to stage 2, the average EFPM for excavatorsdecreased by 58 %. For trucks, the average non-highway EFPMat 548 ± 311 mg kg−1 fuel was higher than the highwayEFPM at 497 ± 231 mg kg−1 fuel. Moreover, thereduction rates were 63.5 and 65.6 % when switched from China II and IIIto China IV standards, respectively. Generally, the PM composition emittedfrom excavators was dominated by OC (39. 2 ± 21. 0 %) and EC (33. 3 ± 25. 9 %); PM from trucks was dominated by EC (26. 9 ± 20. 8 %), OC(9. 89 ± 12 %), and WSIs (4. 67 ± 5. 74 %). The averageOC ∕ EC ratios for idling and working excavators were 3 to4 times higher than those for moving excavators. Although theEFPM for excavators and trucks was reduced with the constraint ofregulations, the element fractions for excavators increased from 0.49 %in pre-stage 1 to 3.03 % in stage 2, and the fraction of WSIs for theChina IV truck was 5 times higher than the average value of all other-leveltrucks. Furthermore, as compared with other diesel vehicles, wide ranges werefound for excavators of the ratios ofbenzo[a]anthracene ∕ (benzo[a]anthracene + chrysene) (0.26–0.86),indeno[1,2,3-cd]pyrene ∕ (indeno[1,2,3-cd]pyrene + benzo[ghi]perylene)(0.20–1.0), and fluoranthene ∕ (fluoranthene + pyrene) (0.24–0.87),which might be a result of the complex characteristics of the excavatoroperation modes. A comparison of our results with those in the literaturerevealed that on-board measurement data more accurately reflect actualconditions. Although the fractions of the 16 priority PAHs in PM from theexcavator and truck emissions were similar, the equivalent concentrations oftotal benzo[a]pyrene of excavators were 31 times than that for trucks,implying that more attention should be paid to non-road vehicle emissions

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles