On-road emission characteristics of heavy-duty diesel vehicles in Shanghai

On-road vehicle tests of nine heavy-duty diesel trucks were conducted using SEMTECH-D, an emissions measuring instrument provided by Sensors, Inc. The total length of roads for the tests was 186 km. Data were obtained for 37,255 effective driving cycles, including 17,216 on arterial roads, 15,444 on residential roads, and 4595 on highways. The impacts of speed and acceleration on fuel consumption and emissions were analyzed. Results show that trucks spend an average of 16.5% of the time in idling mode, 25.5% in acceleration mode, 27.9% in deceleration mode, and only 30.0% at cruise speed. The average emission factors of CO, total hydrocarbons (THC), and NO_x for the selected vehicles are (4.96±2.90), (1.88±1.03) and (6.54±1.90) g km⁻¹, respectively. The vehicle emission rates vary significantly with factors like speed and acceleration. The test results reflect the actual traffic situation and the current emission status of diesel trucks in Shanghai. The measurements show that low-speed conditions with frequent acceleration and deceleration, particularly in congestion conditions, are the main factors that aggravate vehicle emissions and cause high emissions of CO and THC. Alleviating congestion would significantly improve vehicle fuel economy and reduce CO and THC emissions.     

Idle Emissions from Heavy-Duty Diesel and Natural Gas Vehicles at High Altitude

ABSTRACT

Idle emissions of total hydrocarbon (THC), CO, NO_x, and particulate matter (PM) were measured from 24 heavy-duty diesel-fueled (12 trucks and 12 buses) and 4 heavy-duty compressed natural gas (CNG)-fueled vehicles. The volatile organic fraction (VOF) of PM and aldehyde emissions were also measured for many of the diesel vehicles. Experiments were conducted at 1609 m above sea level using a full exhaust flow dilution tunnel method identical to that used for heavy-duty engine Federal Test Procedure (FTP) testing. Diesel trucks averaged 0.170 g/min THC, 1.183 g/min CO, 1.416 g/min NO_x, and 0.030 g/min PM. Diesel buses averaged 0.137 g/min THC, 1.326 g/min CO, 2.015 g/min NO_x, and 0.048 g/min PM.

Results are compared to idle emission factors from the MOBILE5 and PART5 inventory models. The models significantly (45-75%) overestimate emissions of THC and CO in comparison with results measured from the fleet of vehicles examined in this study. Measured NO_x emissions were significantly higher (30-100%) than model predictions. For the pre-1999 (pre-consent decree) truck engines examined in this study, idle NO_x emissions increased with Health and Environment; June 30, 1999 (available from the authors).     

Characteristics of gaseous pollutants from biofuel-stoves in rural China

The research team analyzed the emission characteristics of gaseous pollutants, including volatile organic compounds (VOCs), from biomass combustion in improved stoves in rural China. The research included measurements from five biofuels and two stove types in the months of January, April, and September. The measurements were conducted according to U.S. EPA Method 25 using a collection system with a cooling device and two-level filters. CO, CO₂, NO_x, CH₄ and THC analyzers were used for in-field, real-time emission measurements. The emission data indicate that gaseous pollutants were emitted at higher concentrations in the early combustion stage and lower concentrations in the later stage. CH₄ and THC, as well as CO and CO₂, presented positive relationships during the whole entire combustion process for all tests. The chemical profiles of flue gas samples were analyzed by GC/MS and GC/FID/ECD. Aromatics, carbonyls, and alkenes & alkynes dominated the VOC emissions, respectively accounting for 37%, 33%, and 23% of total VOC emissions by volume. Benzene was the most abundant VOC species, consisting of 17.3 ± 8.1% of VOCs, followed by propylene (11.3 ± 3.5%), acetone (10.8 ± 8.2%), toluene (7.3 ± 5.7%) and acetaldehyde (6.5 ± 7.3%). Carbon mass balance approach was applied to calculate CO, CO₂, CH₄, NO_x, and VOC species emission factors. This analysis includes a discussion of the differences among VOC emission factors of different biofuel-stove combinations.     

Long-term monitoring of a marine geologic hydrocarbon source by a coastal air pollution station in Southern California

Hourly total hydrocarbon (THC) data, spanning 1990–2008 from a California air pollution station located near the Coal Oil Point (COP) seep field, were analyzed and clearly showed geologic CH₄ emissions as the dominant local source. Annual COP emissions are conservatively estimated as 0.015 Tg CH₄ year^?1 and represent a natural and concentrated geologic methane source (24 m³ m^?2 day^?1 gas flux at some active seeps, Clark et al., 2010). For a sense of the scale and potential importance to the regional Southern California methane budget, COP emits an amount equivalent to 8% of the estimated Los Angeles County anthropogenic emissions. Station THC measurements near COP showed a strong wind dependency with elevated levels closely correlated with a sonar-derived spatial distribution of seep field emissions. THC varied seasonally, with a maximum in January and minimum in July and a peak-to-peak amplitude of 0.24 ppm. The seasonal signal was more readily apparent midday (R² = 0.69 harmonic fit), compared to nighttime and morning (R² < 0.45). The bimodal diel THC pattern consisted of seasonally-modulated peaks in the morning and evening.THC temporal and spatial trends were consistent with both transport and source emission variations. Long-term, annual seep field emissions consistently decreased on a field-wide basis until the late 1990s, before increasing consistently, most likely as a function of underlying geologic processes. This study demonstrates the value of municipal air quality monitoring stations for insight into local greenhouse gas sources and highlights the non-negligible and variable contribution from marine geologic seepage.     

Characterization of Emissions from Diffusion Flare Systems

ABSTRACT

Emissions from flares typical of those found at oil-field battery sites in Alberta, Canada, were investigated to determine the degree to which the flared gases were burned and to characterize the products of combustion in the emissions. The study consisted of laboratory, pilot-scale, and field-scale investigations. Combustion of all hydrocarbon fuels in both laboratory and pilot-scale tests produced a complex variety of hydrocarbon products within the flame, primarily by pyrolytic reactions. Acetylene, eth-ylene, benzene, styrene, ethynyl benzene, and naphthalene were some of the major constituents produced by conversion of more than 10% of the methane within the flames. The majority of the hydrocarbons produced within the flames of pure gas fuels were effectively destroyed in the outer combustion zone, resulting in combustion efficiencies greater than 98% as measured in the emissions.

The addition of liquid hydrocarbon fuels or condensates to pure gas streams had the largest effect on impairing the ability of the resulting flame to destroy the pyrolytically produced hydrocarbons, as well as the original hydrocarbon fuels directed to the flare. Crosswinds were also found to reduce the combustion efficiency (CE) of the co-flowing gas/condensate flames by causing more unburned fuel and the pyrolytically produced hydrocarbons to escape into the emissions.

Flaring of solution gas at oil-field battery sites was found to burn with an efficiency of 62-82%, depending on either how much fuel was directed to flare or how much liquid hydrocarbon was in the knockout drum. Benzene, styrene, ethynyl benzene, ethynyl-methyl benzenes, toluene, xylenes, acenaphthalene, biphenyl, and fluorene were, in most cases, the most abundant compounds found in any of the emissions examined in the field flare testing. The emissions from sour solution gas flaring also contained reduced sulfur compounds and thiophenes.     

Quantification of Variability and Uncertainty in Lawn and Garden Equipment NOx and Total Hydrocarbon Emission Factors

Abstract

Variability refers to real differences in emissions among multiple emission sources at any given time or over time for any individual emission source. Variability in emissions can be attributed to variation in fuel or feedstock composition, ambient temperature, design, maintenance, or operation. Uncertainty refers to lack of knowledge regarding the true value of emissions. Sources of uncertainty include small sample sizes, bias or imprecision in measurements, nonrepresentativeness, or lack of data. Quantitative methods for characterizing both variability and uncertainty are demonstrated and applied to case studies of emission factors for lawn and garden (L&G) equipment engines. Variability was quantified using empirical and parametric distributions. Bootstrap simulation was used to characterize confidence intervals for the fitted distributions. The 95% confidence intervals for the mean grams per brake horsepower/hour (g/hp-hr) emission factors for two-stroke engine total hydrocarbon (THC) and NO_x emissions were from -30 to +41% and from -45 to +75%, respectively. The confidence intervals for four-stroke engines were from -33 to +46% for THCs and from -27 to +35% for NO_x. These quantitative measures of uncertainty convey information regarding the quality of the emission factors and serve as a basis for calculation of uncertainty in emission inventories (Els).     

Atmospheric Tracer Techniques and Gas Transport in the Primary Aluminum Industry

The results of 35 Individual SF₆ tracer tests conducted in Norway during 1978 demonstrate the applicability of tracer techniques to the study of a wide variety of pollutant transport problems found in the primary aluminum industry. Tracer methods were employed to determine the efficiency of the pollutant control system over a single reduction cell under a variety of operating conditions. Two tests conducted during normal operation gave efficiencies equal to 100 ±19% and 79 ± 12%, while a test performed during the occurrence of an anode effect yielded an efficiency equal to 66 ± 22%.

Tracer investigations of flow in the wake of a smelter hall indicated that between 1 % and 11 % of secondary, roof-top emissions can become entrained in the recirculation cavity and reenter the hall through the ventilation fresh air supply. These reentry rates were observed for release heights as high as 8 m above the existing roof exhaust duct. Tracer dispersion data collected within 20 building heights of the smelter agreed very well with extrapolations of McEIroy- Pooler dispersion curves for an urban area. Dispersion curves determined from a previous wind tunnel study of flow downwind of an isolated building underestimated dispersion downwind of the vs.melter complex.

The total fluoride mass flow rate measured downwind of a smelter during wet, foggy conditions indicated that wet removal rates of fluorides are in the range 3.2 × 10^?4/s to 6.4 × 10^?4/s. Simulation of the source with several tracer point releases and simultaneous measurement of fluoride and tracer ground-level concentrations downwind of the smelter eliminated the need for measurements of vertical profiles of wind speed and fluoride concentration during the experiment.     

Real life evaluation of the emission reduction potential of a city bus retrofitted with a continuous regenerating trap

A cost effective measure to reduce particulate matter (PM) emissions of city buses is retrofitting with a continuous regenerating trap (CRT). In this paper, the performance of the CRT is evaluated in real life conditions using an on-the-road emission and energy measurement system developed previously in our laboratory.The CRT is found to reduce PM emissions to over 90% thereby also reducing CO and THC to at least 65%. No significant NO_x change is detected. The raise in fuel consumption is not significant. The exhaust gas temperature at the CRT is over 250 °C for 70% of the time thus easily fulfilling the manufacturer's demand. The demand for a NO_x/PM ratio of 15 is at least realised during 70% of the time.Follow-up measurements after 1 year showed no deterioration of the CRT.     

Measuring and modeling nitrous oxide and methane emissions from beef cattle feedlot manure management: First assessments under Brazilian condition

Intensive beef production has increased during recent decades in Brazil and may substantially increase both methane (CH₄) and nitrous oxide (N₂O) emissions from manure management. However, the quantification of these gases and methods for extrapolating them are scarce in Brazil. A case study examines CH₄ and N₂O emissions from one typical beef cattle feedlot manure management continuum in Brazil and the applicability of Manure-DNDC model in predicting these emissions for better understand fluxes and mitigation options. Measurements track CH₄ and N₂O emissions from manure excreted in one housing floor holding 21 animals for 78 days, stockpiled for 73 days and field spread (360 kg N ha^?1). We found total emissions (CH₄ + N₂O) of 0.19 ± 0.10 kg CO₂eq per kg of animal live weight gain; mostly coming from field application (73%), followed housing (25%) and storage (2%). The Manure-DNDC simulations were generally within the statistical deviation ranges of the field data, differing in ?28% in total emission. Large uncertainties in measurements showed the model was more accurate estimating the magnitude of gases emissions than replicate results at daily basis. Modeled results suggested increasing the frequency of manure removal from housing, splitting the field application and adopting no-tillage system is the most efficient management for reducing emissions from manure (up to about 75%). Since this work consists in the first assessment under Brazilian conditions, more and continuous field measurements are required for decreasing uncertainties and improving model validations. However, this paper reports promising results and scientific perceptions for the design of further integrated work on farm-scale measurements and Manure-DNDC model development for Brazilian conditions.     

Real-Time Measurements of Jet Aircraft Engine Exhaust

Abstract

Particulate-phase exhaust properties from two different types of ground-based jet aircraft engines—high-thrust and turboshaft—were studied with real-time instruments on a portable pallet and additional time-integrated sampling devices. The real-time instruments successfully characterized rapidly changing particulate mass, light absorption, and polycyclic aromatic hydrocarbon (PAH) content. The integrated measurements included particulate-size distributions, PAH, and carbon concentrations for an entire test run (i.e., “run-integrated” measurements). In all cases, the particle-size distributions showed single modes peaking at 20–40nm diameter. Measurements of exhaust from high-thrust F404 engines showed relatively low-light absorption compared with exhaust from a turboshaft engine. Particulate-phase PAH measurements generally varied in phase with both net particulate mass and with light-absorbing particulate concentrations. Unexplained response behavior sometimes occurred with the real-time PAH analyzer, although on average the real-time and integrated PAH methods agreed within the same order of magnitude found in earlier investigations.     

The Influence of Human Activity Patterns on Personal PM Exposure: A Comparative Analysis of Filter-Based and Continuous Particle Measurements

ABSTRACT

Particulate matter (PM) exposure data from the U.S. Environmental Protection Agency (EPA)-sponsored 1998 Baltimore and 1999 Fresno PM exposure studies were analyzed to identify important microenvironments and activities that may lead to increased particle exposure for select elderly (>65 years old) subjects. Integrated 24-hr filter-based PM_2.5 or PM₁₀ mass measurements [using Personal Environmental Monitors(PEMs)] included personal measurements, indoor and outdoor residential measurements, and measurements at a central indoor site and a community monitoring site. A subset of the participants in each study wore passive nephelometers that continuously measured (1-min averaging time) particles ranging in size from 0.1 to ~10 um. Significant activities and locations were identified by a statistical mixed model (p < 0.01) for each study population based on the measured PM_2.5 or PM₁₀ mass and time activity data. Elevated PM concentrations were associated with traveling (car or bus), commercial locations (store, office, mall, etc.), restaurants, and working.

The modeled results were compared to continuous PM concentrations determined by the nephelometers while participants were in these locations. Overall, the nephelometer data agreed within 6% of the modeled PM_2.5 results for the Baltimore participants and within ~20% for the Fresno participants (variability was due to zero drift associated with the nephelometer). The nephelom-eter did not agree as well with the PM₁₀ mass measurements, most likely because the nephelometer optimally responds to fine particles (0.3–2 um). Approximately one-half (54 ± 31%; mean ± standard deviation from both studies) of the average daily PM_2.5 exposure occurred inside residences, where the participants spent an average of 83 ± 10% of their time. These data also showed that a significant portion of PM_2.5 exposure occurred in locations where participants spent only 4–13% of their time.     

Characterization of emissions from portable household combustion devices: particle size distributions,emission rates and factors,and potential exposures

A series of source tests were conducted to characterize emissions of particulate matter (PM), carbon monoxide (CO), carbon dioxide (CO₂), methane (CH₄), and total hydrocarbon (THC ) from five types of portable combustion devices. Tested combustion devices included a kerosene lamp, an oil lamp, a kerosene space heater, a portable gas range, and four unscented candles. All tests were conducted either in a well-mixed chamber or a well-mixed room, which enables us to determine emission rates and emission factors using a single-compartment mass balance model. Particle mass concentrations and number concentrations were measured using a nephelometric particle monitor and an eight-channel optical particle counter, respectively. Real-time CO concentrations were measured with an electrochemical sensor CO monitor. CO₂, CH₄, and THC were measured using a GC-FID technique. The results indicate that all particles emitted during steady burning in each of the tested devices were smaller than 1.0 μm in diameter with the vast majority in the range between 0.1 and 0.3 μm. The PM mass emission rates and emission factors for the tested devices ranged from 5.6±0.1 to 142.3±40.8 mg h⁻¹ and from 0.35±0.06 to 9.04±4.0 mg g⁻¹, respectively. The CO emission rates and emission factors ranged from 4.7±3.0 to 226.7±100 mg h⁻¹ and from 0.25±0.12 to 1.56±0.7 mg g⁻¹, respectively. The CO₂ emission rates and emission factors ranged from 5500±700 to 210,000±90,000 mg h⁻¹ and from 387±45 to 1689±640 mg g⁻¹, respectively. The contributions of CH₄ and THC to emission inventories are expected to be insignificant due both to the small emission factors and to the relatively small quantity of fuel consumed by these portable devices. An exposure scenario analysis indicates that every-day use of the kerosene lamp in a village house can generate fine PM exposures easily exceeding the US promulgated NAAQS for PM_2.5.     

An uncertainty analysis of mean flow velocity measurements used to quantify emissions from stationary sources

Point velocity measurements conducted by traversing a Pitot tube across the cross section of a flow conduit continue to be the standard practice for evaluating the accuracy of continuous flow-monitoring devices. Such velocity traverses were conducted in the exhaust duct of a reduced-scale analog of a stationary source, and mean flow velocity was computed using several common integration techniques. Sources of random and systematic measurement uncertainty were identified and applied in the uncertainty analysis. When applicable, the minimum requirements of the standard test methods were used to estimate measurement uncertainty due to random sources. Estimates of the systematic measurement uncertainty due to discretized measurements of the asymmetric flow field were determined by simulating point velocity traverse measurements in a flow distribution generated using computational fluid dynamics. For the evaluated flow system, estimates of relative expanded uncertainty for the mean flow velocity ranged from ±1.4% to ±9.3% and depended on the number of measurement locations and the method of integration.

Implications:Accurate flow measurements in smokestacks are critical for quantifying the levels of greenhouse gas emissions from fossil-fuel-burning power plants, the largest emitters of carbon dioxide. A systematic uncertainty analysis is necessary to evaluate the accuracy of these measurements. This study demonstrates such an analysis and its application to identify specific measurement components and procedures needing focused attention to improve the accuracy of mean flow velocity measurements in smokestacks.     

The Effect of Ethanol Fuel on the Emissions of Vehicles over a Wide Range of Temperatures

ABSTRACT

The emissions from a fleet of 11 vehicles, including three from the State of Alaska, were tested at 75, 0, and -20 °F with base gasolines and E10 gasolines, that is, gasolines with 10% by volume ethanol added. The data for the changes in emissions for the test run at 75 °F are included, since most other studies on the effects of E10 gasoline on emissions were run at that temperature. The three Alaskan vehicles were also tested at 20 °F. The testing followed the Federal Test Procedure, and regulated emissions—CO, total hydrocarbons (THC), and nitrogen oxides (NO_x)—CO₂, speciated organics, and fuel economy were measured. A total of 490 FTP tests were run. The data obtained indicated that with most vehicles, at the temperatures tested, improvements in both CO and THC emissions were obtained with the use of E10 fuel. At the lowest temperature used, -20 °F, most vehicles had an increase in NO emissions with the use of E10 fuel. At the other temperatures, however, more vehicles showed a decrease in NO_x emissions with the use of E10. With all vehicles at all temperatures tested, the emissions of acetaldehyde increased significantly when E10 fuel was used. The highest increase was about 8 to 1. Benzene, formaldehyde, and 1,3 butadiene showed both increases and decreases in the emissions when using E10 fuel. Unexpected results were obtained with the fuel economy, with about half of the tests showing an increase in fuel economy with the use of E10 fuel.     

Three decades of on-road mobile source emissions reductions in South Los Angeles

In May 2018, the University of Denver repeated on-road optical remote sensing measurements at two locations in Lynwood, CA. Lynwood area vehicle tailpipe emissions were first surveyed in 1989 and 1991 because the area suffered from a large number of carbon monoxide (CO) air quality violations. These new measurements allow for the estimation of fuel-specific CO and total hydrocarbon (HC) emissions reductions, changes in the longevity of emission-control components, and the prevalence of high emitters in the current fleet. Since 1989 CO emissions decreased approximately factors of 10 (120 ± 8 to 12.3 ± 0.2 gCO/kg of fuel) and 20 (210 ± 8 to 10.4 ± 0.4 gCO/kg of fuel) at our I-710/Imperial Highway and Long Beach Blvd. sites, respectively. These reductions are also reflected in the local ambient air measurements. Tailpipe HC emissions have decreased by a factor of 25 (50 ± 4 to 2.1 ± 0.3 gHC/kg of fuel) since 1991 at the Long Beach Blvd. location. The decreases are so dramatic that the vast majority of vehicles now have HC measurements that are indistinguishable from zero. The decreases have increased the skewedness of the emissions distribution with the 99th percentile now responsible for more than 37% (CO) and 28% (HC) of the totals. Ammonia emissions collected in 2018 at both Lynwood locations peak with 20-year-old vehicles (1998 models), indicating long lifetimes for catalytic converters.

In 1989 and 1991, the on-road Lynwood fleets had significantly higher emissions than fleets observed in other locations within the South Coast Air Basin. The 2018 fleets now have means and emissions by model year that are consistent with those observed at other sites in Los Angeles and the U.S. This indicates that modern vehicle combustion management and after-treatment systems are achieving their goals regardless of community income levels.

Implications: Recent on-road vehicle emission measurements at two locations in the Lynwood, CA area, first visited in 1989, found significant fuel specific CO and HC emission reductions. CO emissions have decreased by a factor of 10 and 20 at each location and HC emissions have declined by a factor of 25. This has increased the skewedness in both species emissions distribution. The 2018 fleets have means and emissions by model year that are now consistent with those observed at other U.S. sites indicating that modern vehicle emissions control advancements are achieving their goals regardless of community income levels.     

Carbon dioxide emission tallies for 210 U.S. coal-fired power plants: A comparison of two accounting methods

Annual CO₂ emission tallies for 210 coal-fired power plants during 2009 were more accurately calculated from fuel consumption records reported by the U.S. Energy Information Administration (EIA) than measurements from Continuous Emissions Monitoring Systems (CEMS) reported by the U.S. Environmental Protection Agency. Results from these accounting methods for individual plants vary by ± 10.8%. Although the differences systematically vary with the method used to certify flue-gas flow instruments in CEMS, additional sources of CEMS measurement error remain to be identified. Limitations of the EIA fuel consumption data are also discussed. Consideration of weighing, sample collection, laboratory analysis, emission factor, and stock adjustment errors showed that the minimum error for CO₂ emissions calculated from the fuel consumption data ranged from ± 1.3% to ± 7.2% with a plant average of ± 1.6%. This error might be reduced by 50% if the carbon content of coal delivered to U.S. power plants were reported.

Implications:

Potentially, this study might inform efforts to regulate CO₂ emissions (such as CO₂ performance standards or taxes) and more immediately, the U.S. Greenhouse Gas Reporting Rule where large coal-fired power plants currently use CEMS to measure CO₂ emissions. Moreover, if, as suggested here, the flue-gas flow measurement limits the accuracy of CO₂ emission tallies from CEMS, then the accuracy of other emission tallies from CEMS (such as SO₂, NO_x, and Hg) would be similarly affected. Consequently, improved flue gas flow measurements are needed to increase the reliability of emission measurements from CEMS.     

Volatile hydrocarbon emissions from a diesel fuel-contaminated soil bioremediation facility

Concerns have been expressed that emissions of volatile hydrocarbons (HCs) from bioremediation facilities containing soils contaminated with petroleum HCs may negatively impact regional air quality or human health. Little information is available regarding the emission of HCs from bioremediation sites, and few field studies have been performed during which the flux of HCs has been directly measured during bioremediation. To aid in answering questions about the impact of bioremediation facilities on the atmospheric environment, a two-part field study was conducted over summer 1996 at a remote landfarm in northern Ontario where diesel fuel-contaminated soil was undergoing bioremediation. Volatile total hydrocarbon (THC) atmospheric flux measurements were successfully taken over 18 days using a flux gradient micrometeorological technique incorporating a THC detector constructed in-house. Peak THC emissions reached 131 microg C/m2/sec shortly after implementation and tilling of the landfarm soil. The influence of soil temperature and tillage on THC emissions was examined. Off-site inhalation exposure was considered with the aid of an areal source model and results from speciated air samples collected on sorbent tubes and analyzed via gas chromatography/mass spectrometry (GCMS) techniques.     

Seasonal and Spatial Variations of Ammonia Emissions from an Open-Lot Dairy Operation

Abstract

There is a need for a robust and accurate technique to measure ammonia (NH₃) emissions from animal feeding operations (AFOs) to obtain emission inventories and to develop abatement strategies. Two consecutive seasonal studies were conducted to measure NH₃ emissions from an open-lot dairy in central Texas in July and December of 2005. Data including NH₃ concentrations were collected and NH₃ emission fluxes (EFls), emission rates (ERs), and emission factors (EFs) were calculated for the open-lot dairy. A protocol using flux chambers (FCs) was used to determine these NH₃ emissions from the open-lot dairy. NH₃ concentration measurements were made using chemiluminescence-based analyzers. The ground-level area sources (GLAS) including open lots (cows on earthen corrals), separated solids, primary and secondary lagoons, and milking parlors were sampled to estimate NH₃ emissions. The seasonal NH₃ EFs were 11.6 ± 7.1 kg-NH₃ yr^-1head^-1 for the summer and 6.2 ± 3.7 kg-NH₃ yr^-1head^-1 for the winter season. The estimated annual NH₃ EF was 9.4 ± 5.7 kg-NH₃ yr^-1head^-1 for this open-lot dairy. The estimated NH₃ EF for winter was nearly 47% lower than summer EF. Primary and secondary lagoons (～37) and open-lot corrals (～63%) in summer, and open-lot corrals (～95%) in winter were the highest contributors to NH₃ emissions for the open-lot dairy. These EF estimates using the FC protocol and real-time analyzer were lower than many previously reported EFs estimated based on nitrogen mass balance and nitrogen content in manure. The difference between the overall emissions from each season was due to ambient temperature variations and loading rates of manure on GLAS. There was spatial variation of NH₃ emission from the open-lot earthen corrals due to variable animal density within feeding and shaded and dry divisions of the open lot. This spatial variability was attributed to dispirit manure loading within these areas.     

Criteria and Air-Toxic Emissions from In-Use Automobiles in the National Low-Emission Vehicle Program

Abstract

The U.S. Environmental Protection Agency (EPA) implemented a program to identify tailpipe emissions of criteria and air-toxic contaminants from in-use, light-duty low-emission vehicles (LEVs). EPA recruited 25 LEVs in 2002 and measured emissions on a chassis dynamometer using the cold-start urban dynamometer driving schedule of the Federal Test Procedure. The emissions measured included regulated pollutants, particulate matter, speciated hydrocarbon compounds, and carbonyl compounds. The results provided a comparison of emissions from real-world LEVs with emission standards for criteria and air-toxic compounds. Emission measurements indicated that a portion of the in-use fleet tested exceeded standards for the criteria gases. Real-time regulated and speciated hydrocarbon measurements demonstrated that the majority of emissions occurred during the initial phases of the cold-start portion of the urban dynamometer driving schedule. Overall, the study provided updated emission factor data for real-world, in-use operation of LEVs for improved emissions modeling and mobile source inventory development.     

Characteristics of Real-World Vehicular Emissions in Chinese Cities

Abstract

On-board emission measurements were performed on 49 light-duty gasoline vehicles in seven cities of China. Vehicle-specific power mode distribution and emission characteristics were analyzed based on the data collected. The results of our study show that there were significant differences in different types of roads. The emission factors and fuel consumption rates on arterial roads and residential roads were approximately 1.4–2 times those on freeways. The carbon monoxide, hydrocarbon, and nitrogen oxides emission factors of Euro II vehicles were on average 86.2, 88.2, and 64.5% lower than those of carburetor vehicles, respectively. The new vehicle emission standards implemented in China had played an important role in reducing individual vehicle emissions. More comprehensive measures need to be considered to reduce the total amount of emissions from vehicles.