Effects of improved spatial and temporal modeling of on-road vehicle emissions

Numerous emission and air quality modeling studies have suggested the need to accurately characterize the spatial and temporal variations in on-road vehicle emissions. The purpose of this study was to quantify the impact that using detailed traffic activity data has on emission estimates used to model air quality impacts. The on-road vehicle emissions are estimated by multiplying the vehicle miles traveled (VMT) by the fleet-average emission factors determined by road link and hour of day. Changes in the fraction of VMT from heavy-duty diesel vehicles (HDDVs) can have a significant impact on estimated fleet-average emissions because the emission factors for HDDV nitrogen oxides (NOx) and particulate matter (PM) are much higher than those for light-duty gas vehicles (LDGVs). Through detailed road link-level on-road vehicle emission modeling, this work investigated two scenarios for better characterizing mobile source emissions: (1) improved spatial and temporal variation of vehicle type fractions, and (2) use of Motor Vehicle Emission Simulator (MOVES2010) instead of MOBILE6 exhaust emission factors. Emissions were estimated for the Detroit and Atlanta metropolitan areas for summer and winter episodes. The VMT mix scenario demonstrated the importance of better characterizing HDDV activity by time of day, day of week, and road type. More HDDV activity occurs on restricted access road types on weekdays and at nonpeak times, compared to light-duty vehicles, resulting in 5-15% higher NOx and PM emission rates during the weekdays and 15-40% lower rates on weekend days. Use of MOVES2010 exhaust emission factors resulted in increases of more than 50% in NOx and PM for both HDDVs and LDGVs, relative to MOBILE6. Because LDGV PM emissions have been shown to increase with lower temperatures, the most dramatic increase from MOBILE6 to MOVES2010 emission rates occurred for PM2.5 from LDGVs that increased 500% during colder wintertime conditions found in Detroit, the northernmost city modeled.     

Global atmospheric emission inventory of polycyclic aromatic hydrocarbons (PAHs) for 2004

The global atmospheric emissions of the 16 polycyclic aromatic hydrocarbons (PAHs) listed as the US EPA priority pollutants were estimated using reported emission activity and emission factor data for the reference year 2004. A database for emission factors was compiled, and their geometric means and frequency distributions applied for emission calculation and uncertainty analysis, respectively. The results for 37 countries were compared with other PAH emission inventories. It was estimated that the total global atmospheric emission of these 16 PAHs in 2004 was 520 giga grams per year (Gg y^?1) with biofuel (56.7%), wildfire (17.0%) and consumer product usage (6.9%) as the major sources, and China (114 Gg y^?1), India (90 Gg y^?1) and United States (32 Gg y^?1) were the top three countries with the highest PAH emissions. The PAH sources in the individual countries varied remarkably. For example, biofuel burning was the dominant PAH source in India, wildfire emissions were the dominant PAH source in Brazil, while consumer products were the major PAH emission source in the United States. In China, in addition to biomass combustion, coke ovens were a significant source of PAHs. Globally, benzo(a)pyrene accounted for 0.05% to 2.08% of the total PAH emission, with developing countries accounting for the higher percentages. The PAH emission density varied dramatically from 0.0013 kg km^?2 y in the Falkland Islands to 360 kg km^?2 y in Singapore with a global mean value of 3.98 kg km^?2 y. The atmospheric emission of PAHs was positively correlated to the country's gross domestic product and negatively correlated with average income. Finally, a linear bivariate regression model was developed to explain the global PAH emission data.     

Polycyclic aromatic hydrocarbons in Costa Rican air and soil: A tropical/temperate comparison

Surface soil and passive air samples from a network of 23 sampling sites across Costa Rica were analyzed for polycyclic aromatic hydrocarbons (PAHs), allowing for an evaluation of absolute levels, spatial distribution patterns, air/soil concentration (A/S) ratios and relative composition. Annual mean concentrations of four-ring PAHs in air were low (median of approximately 40 pg m⁻³), except in Costa Rica's densely populated central valley (approximately 650 pg m⁻³). PAH concentrations in soil were also low (median of 5 ng g⁻¹ dry weight) and comparable to those reported for other tropical regions. These low soil concentrations result in A/S ratios of four-ring PAHs in Costa Rica that are higher than the equilibrium air–soil partitioning coefficients and also higher than A/S ratios reported for temperate locations. A series of model calculations of increasing complexity were used to seek an explanation for variable A/S ratios of PAHs under tropical and temperate conditions. Temperature-driven changes in air–soil partitioning and differences in PAH degradability under temperate and tropical conditions are insufficient to explain the higher soil concentrations and lower A/S ratios in temperate regions. However, these can be explained by atmospheric deposition of PAHs during historical periods of much higher emissions and air concentrations and by persistence of PAHs in soils on the order of decades. Low PAH concentrations in tropical soils were found to be consistent with constant or increasing emissions, and in particular, do not require that degradation rates in soil are much faster than in temperate areas. In comparison to temperate soils, soils from Costa Rica and other tropical regions have a higher relative abundance of the lighter PAHs. This likely reflects a higher source contribution from biomass burning in the tropics, as well as the preferential loss of lighter PAHs from temperate soils that experienced high PAH deposition in the past.     

On-road remote sensing measurements and fuel-based motor vehicle emission inventory in Hangzhou,China

Motor vehicles are one of the largest sources of air pollutants worldwide. Despite their importance, motor vehicle emissions are inadequately understood and quantified, esp. in developing countries. In this study, the real-world emissions of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxide (NO) were measured using an on-road remote sensing system at five sites in Hangzhou, China in 2004 and 2005. Average emission factors of CO, HC and NO_x for petrol vehicles of different model year, technology class and vehicle type were calculated in grams of pollutant per unit of fuel use (g l⁻¹) from approximately 32,260 petrol vehicles. Because the availability of data used in traditional on-road mobile source estimation methodologies is limited in China, fuel-based approach was implemented to estimate motor vehicle emissions using fuel sales as a measure of vehicle activity, and exhaust emissions factors from remote sensing measurements. The fuel-based exhaust emission inventories were also compared with the results from the recent international vehicle emission (IVE) model. Results show that petrol vehicle fleet in Hangzhou has significantly high CO emissions, relatively high HC and low NO_x, with the average emission factors of 193.07±15.63, 9.51±2.40 and 5.53±0.48 g l⁻¹, respectively. For year 2005 petrol vehicles exhaust emissions contributed with 182,013±16,936, 9107±2255 and 5050±480 metric ton yr⁻¹ of CO, HC and NO_x, respectively. The inventories are 45.5% higher, 6.6% higher and 53.7% lower for CO, HC and NO_x, respectively, than the estimates using IVE travel-based model. In addition, a number of insights about the emission distributions and formation mechanisms have been obtained from an in-depth analysis of these results.     

Size distribution of polycyclic aromatic hydrocarbon particulate emission factors from agricultural burning

Burning of agricultural waste residue is a common method of disposal when preparing land following crop harvest. This practice introduces volatile organic compounds, including polycyclic aromatic hydrocarbons (PAHs), into the atmosphere. This study examines the particle size distribution in the smoke emissions of two common agricultural waste residues (biofuels) in California, almond prunings and rice straw. The residues were burned in a combustion chamber designed specifically for this purpose, and the smoke emissions were collected on 10-stage MOUDI impactors for analysis of PAH and total particle mass. The results, in units of emission factors, show that combustion temperature is an important factor in determining the smoke particle PAH composition. Total PAH emissions from rice straw burns were 18.6 mg kg⁻¹ of fuel, while the emissions from almond prunings were lower at 8.03 mg kg⁻¹. The less volatile five- and six-ring PAH was predominately on smaller particles where it condensed in the early stages of combustion while the more volatile three- and four-ring PAH formed on larger particles as the smoke cooled.     

Influence of fuel composition on polycyclic aromatic hydrocarbon emissions from a fleet of in-service passenger cars

The composition of exhaust emissions from eight in-service passenger cars powered by liquefied petroleum gas (LPG) and unleaded petrol (ULP) were measured on a chassis dynamometer at two driving speeds (60 and 80 km h⁻¹) with the aims of evaluating their polycyclic aromatic hydrocarbon (PAH) contents and investigating the effects of the type of fuel on vehicle performance, ambient air quality and associated health risks. Naphthalene, fluorene, phenanthrene, anthracene, pyrene, chrysene, benzo(a)anthracene and benzo(b)fluoranthene were the most prominent PAHs emitted by both ULP and LPG powered cars. The total emission factors of PAHs from LPG cars were generally lower than (but statistically comparable with) those of ULP cars. Similarly, the total BAP_eq of the PAHs emitted by LPG cars were lower than those from ULP cars. Multi-criteria decision making (MCDM) methods showed that cars powered by LPG fuel performed better than those powered by ULP fuel in term of PAH levels. The implications of these observations on the advantages and disadvantages of using ULP and LPG fuels are discussed.     

Interspecies and interregional comparisons of the chemistry of PAHs and trace elements in mosses Hylocomium splendens (Hedw.) B.S.G. and Pleurozium schreberi (Brid.) Mitt. from Poland and Alaska

Comparative biogeochemical studies performed on the same plant species in remote areas enable pinpointing interspecies and interregional differences of chemical composition. This report presents baseline concentrations of PAHs and trace elements in moss species Hylocomium splendens and Pleurozium schreberi from the Holy Cross Mountains (south-central Poland) (HCM) and Wrangell–Saint Elias National Park and Preserve (Alaska) and Denali National Park and Preserve (Alaska). Total PAH concentrations in the mosses of HCM were in the range of 473–2970 μg kg^?1 (dry weight basis; DW), whereas those in the same species of Alaska were 80–3390 μg kg^?1 DW. Nearly all the moss samples displayed the similar ring sequence: 3 > 4 > 5 > 6 for the PAHs. The 3 + 4 ring/total PAH ratios show statistically significant differences between HCM (0.73) and Alaska (0.91). The elevated concentrations of PAHs observed in some sampling locations of the Alaskan parks were linked to local combustion of wood, with a component of vehicle particle- and vapor-phase emissions. In HCM, the principal source of PAH emissions has been linked to residential and industrial combustion of coal and vehicle traffic. In contrast to HCM, the Alaskan mosses were distinctly elevated in most of the trace elements, bearing a signature of the underlying geology. H. splendens and P. schreberi showed diverse bioaccumulative capabilities of PAHs in all three study areas.     

Dioxins,furans and polycyclic aromatic hydrocarbons emissions from a hospital and cemetery waste incinerator

An experimental campaign was carried out on a hospital and cemetery waste incineration plant in order to assess the emissions of polychlorinated dibenzo-p-dioxins (PCDDs), polychlorinated dibenzofurans (PCDFs) and polycyclic aromatic hydrocarbons (PAHs). Raw gases were sampled in the afterburning chamber, using a specifically designed device, after the heat recovery section and at the stack. Samples of slags from the combustion chamber and fly ashes from the bag filter were also collected and analyzed. PCDD/Fs and PAHs concentrations in exhaust gas after the heat exchanger (200–350 °C) decreased in comparison with the values detected in the afterburning chamber. Pollutant mass balance regarding the heat exchanger did not confirm literature findings about the de novo synthesis of PCDD/Fs in the heat exchange process. In spite of a consistent reduction of PCDD/Fs in the flue gas treatment system (from 77% up to 98%), the limit of 0.1 ng ITEQ Nm⁻³ at the stack was not accomplished. PCDD/Fs emission factors for air spanned from 2.3 up to 44 μg ITEQ t⁻¹ of burned waste, whereas those through solid residues (mainly fly ashes) were in the range 41–3700 μg ITEQ t⁻¹. Tests run with cemetery wastes generally showed lower PCDD/F emission factors than those with hospital wastes. PAH total emission factors (91–414 μg kg⁻¹ of burned waste) were in the range of values reported for incineration of municipal and industrial wastes. In spite of the observed release from the scrubber, carcinogenic PAHs concentrations at the stack (0.018–0.5 μg Nm⁻³) were below the Italian limit of 10 μg Nm⁻³.     

Emissions of polycyclic aromatic hydrocarbons (PAHs) from the pyrolysis of scrap tires

This work investigated the PAHs generated in a waste-tire pyrolysis process and the PAHs removal by a wet scrubber (WSB) and a flare. IND, DBA, and BaP were found to dominate in the powders of scrap tires before the pyrolysis. The PAHs in the carbon blacks formed in the pyrolysis were mainly 2-, 3-, 6-, and 7-ring PAHs. Nap was the most predominant water-phase PAH in the WSB effluent. About 40% of the water-phase total-PAHs in the WSB effluent were contributed by nine carcinogenic PAHs. NaP, IND, and COR displayed higher mean gas- and particulate-phase concentrations than the other PAHs in the flare exhaust. The mean removal efficiencies of individual PAHs, total-PAHs, and high carcinogenic BaP+IND+DBA were 39.1–90.4%, 76.2%, and 84.9%, respectively for the WSB. For the flare, the mean removal efficiencies of gaseous, particulate, and combined (gaseous+particulate) total-PAHs were 59.8%, 91.2%, and 66.8%, respectively, whereas the removal efficiencies were 91.0%, 80.1%, and 89.1%, respectively for the total-BaPeq. However, the gaseous BaA displayed a negative mean removal efficiency. The total PAH emission rate and factor estimated for the scrap tire pyrolysis plant were 42.3 g d⁻¹ and 4.00 mg kg-tire⁻¹, respectively.     

PCDD/F formation from oxy-PAH precursors in waste incinerator flyash

The yield of PCDD/F in relation to the presence of oxygenated PAH in model waste incinerator flyash has been investigated in a fixed bed laboratory scale reactor. Experiments were undertaken by thermal treatment of the model flyash at 250 and 350 °C under a simulated flue gas stream for 2 h. After reaction, the PCDD/F content of the reacted flyash and the PCDD/F released into the exhaust gas, and subsequently trapped by XAD-II resin in a down-stream condensation system were analyzed. The PAHs investigated were, dibenzofuran and benzo[b]naphtho[2,3-d]furan and were spiked onto the model flyash as reactant precursors for PCDD/F formation. The results showed significant formation of furans from both of the PAH investigated, however except from some highly chlorinated dioxin congeners, the formation of dioxins was not so common. Benzonaphthofuran was significantly more reactive than dibenzofuran in PCDD/F formation, in spite of the fact that dibenzofuran is structurally more similar to that of PCDD/F. Thus, there was no clear attribution between the chemical structure of PAH used and the formation of PCDD/F. There were considerable differences between the yields of PCDD/F congeners in the gaseous species and those in the reacted flyash under the same operational conditions. The concentration of PCDD/Fs was reduced at the higher reaction temperature of 350 °C; however, the higher temperature resulted in the majority of the PCDD/F formed on the flyash being released into the gas phase.     

Cold start extra emissions as a function of engine stop time: Evolution over the last 10 years

Cars with catalysts show a significant increase in exhaust emissions at engine start. These extra emissions are expressed as the difference, over a particular driving cycle, between emissions generated when the vehicle is started and when the engine or the catalyst are stably warm. Experimental data, suitable for the assessment of cold start emissions, are usually available for completely cooled engines. Most results originate from tests at ambient temperature of 20–30 °C and with an engine stop time of at least 12 h. On the other hand, data including shorter stop times are very rare.The present work investigates the influence of exhaust emissions with shorter stop times, i.e. 0.5, 1, 2 and 4 h. The main goal consists in the comparison of emissions exhausted by recent car models (Euro-4) against emissions assessed in the framework of a similar campaign 10 years ago (FAV1/Euro-1 vehicles).A short survey of the current extra emission estimation methods is presented in this paper. It is shown that some methods are not suited for providing correct estimations in all cases. We discuss the fact that different estimation methods can show either similar or completely different results depending on the evolution behaviour of the hot emissions.Due to new technologies, e.g. the catalyst and improved engine control algorithms, emissions have been considerably reduced over the last 10 years. In this study it is determined how the relative extra emissions, i.e. extra emissions relative to the extra emissions for the standard stop time of 12 h, expressed as a function of stop time have changed. We may claim with caution that for medium stop times of 0.5–4 h the average relative extra emissions of Euro-4 vehicles are well below the average of the relative extra emissions of Euro-1 vehicles.     

Emission of polycyclic aromatic hydrocarbons from gasohol and ethanol vehicles

The exhaust emission of the polycyclic aromatic hydrocarbons (PAHs) considered toxic to human health were investigated on two spark ignition light duty vehicles, one being gasohol (Gasohol, in Brazil, is the generic denomination for mixtures of pure gasoline plus 20–25% of anhydrous ethyl alcohol fuel (AEAF).)-fuelled and the other a flexible-fuel vehicle fuelled with hydrated ethanol. The influence of fuel type and quality, aged lubricant oil type and use of fuel additives on the formation of these compounds was tested using standardized tests identical to US FTP-75 cycle. PAH sampling and chemical analysis followed the basic recommendations of method TO-13 (United States. Environmental Protection Agency, 1999. Compendium Method TO-13A – Determination of polycyclic Aromatic hydrocarbons (PAH) in Ambient Air Using Gas Chromatography/Mass Spectrometry (CG/MS). Center for environmental research information, Cincinnati, p. 78), with the necessary modification for this particular application.Results showed that the total PAH emission factor varied from 41.9 μg km^?1 to 612 μg km^?1 in the gasohol vehicle, and from 11.7 μg km^?1 to 27.4 μg km^?1 in the ethanol-fuelled vehicle, a significant difference in favor of the ethanol vehicle. Generally, emission of light molecular weight PAHs was predominant, while high molecular weights PAHs were not detected. In terms of benzo(a)pyrene toxicity equivalence, emission factors varied from 0.00984 μg TEQ km^?1 to 4.61 μg TEQ km^?1 for the gasohol vehicle and from 0.0117 μg TEQ km^?1 to 0.0218 μg TEQ km^?1 in the ethanol vehicle.For the gasohol vehicle, results showed that the use of fuel additive causes a significant increase in the emission of naphthalene and phenanthrene at a confidence level of 90% or higher; the use of rubber solvent on gasohol showed a reduction in the emission of naphthalene and phenanthrene at the same confidence level; the use of synthetic oil instead of mineral oil also contributed significantly to a decrease in the emission of naphthalene and fluorene. In relation to the ethanol vehicle, the same factors were tested and showed no statistically significant influence on PAH emission.     

Effects of biodiesel on emissions of regulated air pollutants and polycyclic aromatic hydrocarbons under engine durability testing

An 80,000-km durability test was performed on two engines using diesel and biodiesel (methyl ester of waste cooking oil) as fuel in order to examine emissions resulting from the use of biodiesel. The test biodiesel (B20) was blended with 80% diesel and 20% methyl ester derived from waste cooking oil. Emissions of regulated air pollutants, including CO, HC, NO_x, particulate matter (PM) and polycyclic aromatic hydrocarbons (PAHs) were measured at 20,000-km intervals. The identical-model engines were installed on a standard dynamometer equipped with a dilution tunnel used to measure the pollutants. To simulate real-world driving conditions, emission measurements were made in accordance with the United States Environmental Protection Agency (USEPA) FTP transient cycle guidelines. At 0 km of the durability test, HC, CO and PM emission levels were lower for the B20 engine than those for diesel. After running for 20,000 km and longer, they were higher. However, the deterioration coefficients for these regulated air pollutants were not statistically higher than 1.0, implying that the emission factors do not increase significantly after 80,000 km of driving. Total (gaseous+particulate phase) PAH emission levels for both B20 and diesel decreased as the driving mileage accumulated. However, for the engine using B20 fuel, particulate PAH emissions increased as engine mileage increased. The average total PAH emission factors were 1097 and 1437 μg bhp h⁻¹ for B20 and diesel, respectively. For B20, the benzo[a]pyrene equivalence emission factors were 0.77, 0.24, 0.20, 7.48, 5.43 and 14.1 μg bhp h⁻¹ for 2-, 3-, 4-, 5-, 6-ringed and total PAHs. Results show that B20 use can reduce both PAH emission and its corresponding carcinogenic potency.     

Particulate PAHs observed in the surrounding of a municipal incinerator

An intensive sampling campaign was undertaken in the surroundings of a municipal waste incinerator located in a French great urban centre in order to evaluate the impact of particles emissions on the ambient air and to estimate the exposure levels to toxic or carcinogenic compounds for a population living in the neighbourhood of this incinerator. To minimise the effect of industrial and road activities, sampling was performed during the 2 days of a weekend and on Monday morning. Different operating modes of the incinerator were investigated: (i) normal incinerator functioning and (ii) maintenance activity of the combustion chamber corresponding to the stop and cooling furnace periods. Particulate polycyclic aromatic hydrocarbons (PAHs) and total particulate carbon concentrations were determined in three sites situated, respectively, close to the incinerator, 2 km downwind and 1 km upwind of the plant. In normal operating mode similar concentrations were observed in the three sites. During the furnace stop an increase of total PAH concentrations was observed in the sampling site close to the incinerator. The concentration was 3 times higher than those measured in the other two sampling sites. But this increase was limited in time and in space since this phenomenon is only observed in the vicinity of the incinerator. The study of PAH profiles indicated that Pyrene and Retene showed the highest enhancement of their relative concentrations. The influence of incinerator functioning parameters on the PAHs concentrations is discussed. The furnace temperature and the mode of exhaust fumes seem to be deciding parameters to explain the increase of PAH level in the incinerator site. However, the incinerator emissions remained a minor part of the atmospheric pollution in the urban area.     

Mercury emissions from automobiles using gasoline,diesel, and LPG

Mercury (Hg) emissions from gasoline, diesel, and liquefied petroleum gas (LPG) vehicles were measured and speciated (particulate, oxidized, and elemental mercury). First, three different fuel types were analyzed for their original Hg contents; 571.1±4.5 ng L⁻¹ for gasoline, 185.7±2.6 ng L⁻¹ for diesel, and 1230.3±23.5 ng L⁻¹ for LPG. All three vehicles were then tested at idling and driving modes. Hg in the exhaust gas was mostly in elemental form (Hg⁰), and no detectable levels of particulate (Hg^p) or oxidized (Hg²⁺) mercury were measured. At idling modes, Hg concentrations in the exhaust gas of gasoline, diesel, and LPG vehicles were 1.5–9.1, 1.6–3.5, and 10.2–18.6 ng m⁻³, respectively. At driving modes, Hg concentrations were 3.8–16.8 ng m⁻³ (gasoline), 2.8–8.5 ng m⁻³ (diesel), and 20.0–26.9 ng m⁻³ (LPG). For all three vehicles, Hg concentrations at driving modes were higher than at idling modes. Furthermore, Hg emissions from LPG vehicle was highest of all three vehicle types tested, both at idling and driving modes, as expected from the fact that it had the highest original fuel Hg content.     

Influence of mature compost amendment on total and bioavailable polycyclic aromatic hydrocarbons in contaminated soils

A laboratory microcosm study was carried out to assess the influence of compost amendment on the degradation and bioavailability of PAHs in contaminated soils. Three soils, contaminated with diesel, coal ash and coal tar, respectively, were amended with two composts made from contrasting feedstock (green waste and predominantly meat waste) at two different rates (250 and 750 t ha^?1) and incubated for 8 months. During this period the treatments were sampled for PAH analysis after 0, 3, 6 and 8 months. Total and bioavailable fractions were obtained by sequential ultrasonic solvent extraction and hydroxypropyl-β-cyclodextrin extraction, respectively, and PAHs were identified and quantified by GC–MS. Bioavailability decrease due to sorption was only observed at the first 3 months in the diesel spiked soil. After 8 months, compost addition resulted in over 90% loss of total PAHs irrespective of soil types. Desorption and degradation contributed to 30% and 70%, respectively, of the PAH loss in the spiked soil, while PAH loss in the other two soils resulted from 40% enhanced desorption and 60% enhanced degradation. Compost type and application rates had little influence on PAH bioavailability, but higher PAH removal was observed at higher initial concentration during the early stage of incubation. The bioavailable fraction of PAH was inversely correlated to the number of benzene rings and the octanol–water partition coefficient. Further degradation was not likely after 8-month although over 30% of the residual PAHs were bioavailable, which highlighted the application of bioavailability concept during remediation activities.     

Atmospheric distribution of polycyclic aromatic hydrocarbons and deposition to Galveston Bay,Texas, USA

Estimates of the atmospheric deposition to Galveston Bay of polycyclic aromatic hydrocarbons (PAHs) are made using precipitation and meteorological data that were collected continuously from 2 February 1995 to 6 August 1996 at Seabrook, TX, USA. Particulate and vapor phase PAHs in ambient air and particulate and dissolved phases in rain samples were collected and analyzed. More than 95% of atmospheric PAHs were in the vapor phase and about 73% of PAHs in the rain were in the dissolved phase. Phenanthrene and napthalene were the dominant compounds in air vapor and rain dissolved phases, respectively, while 5 and 6 ring PAH were predominant in the particulate phase of both air and rain samples. Total PAH concentrations ranged from 4 to 161 ng m⁻³ in air samples and from 50 to 312 ng l⁻¹ in rain samples. Temporal variability in total PAH air concentrations were observed, with lower concentrations in the spring and fall (4–34 ng m ⁻³) compared to the summer and winter (37–161 ng m⁻³). PAHs in the air near Galveston Bay are derived from both combustion and petroleum vaporization. Gas exchange from the atmosphere to the surface water is estimated to be the major deposition process for PAHs (1211 μg m^{− 2} yr^{− 1}), relative to wet deposition (130 μg m⁻² yr^{− 1}) and dry deposition (99 μg m⁻² yr^{− 1}). Annual deposition of PAHs directly to Galveston Bay from the atmosphere is estimated as 2  t yr⁻¹.     

Polycyclic aromatic hydrocarbon emission from straw burning and the influence of combustion parameters

A simulated burning experiment was conducted in a tubular furnace system to examine the emission of polycyclic aromatic hydrocarbons (PAHs) from the burning of rice and bean straw, and the influence of combustion parameters was investigated. Total emission amounts of 16 PAHs (∑PAHs) from the burning of rice and bean straw ranged from 9.29 to 23.6 μg g^?1 and from 3.13 to 49.9 μg g^?1, respectively, which increased with the increase of temperatures from 200 to 700 °C. The contribution of combustion to individual PAH yields was about 80.6–100%, which was generally increased with the increase of burning temperature. Moisture content in straw had a negative effect on PAH formation, especially on PAHs with low molecular weight. ∑PAHs emission amounts decreased by 78.2% for bean straw with a moisture content of 30% in comparison with that for dried straw. In addition, PAH emission amounts increased with the increase of O₂ content in supplied air and then decreased, which showed a maximum emission at O₂ content of 40%. The source fingerprint of PAHs in emission from straw burning was established, which showed that naphthalene accounted for 35.0 ± 7.4% of ∑PAHs. Based on the experimental data, emission amounts of ∑PAHs from the burning of rice and bean straw were estimated to be 320–357 and 32.5–76.0 tons to ambient air per year in China, respectively.     

Chemical and physical characterization of emissions from birch wood combustion in a wood stove

The purpose of this study was to characterize the emissions of a large number of chemical compounds emitted from birch wood combustion in a wood stove. Birch wood is widely used as fuel in Swedish household appliances. The fuel load was held constant during six experiments.Particles <2.5 μm in diameter were collected and the size distribution of the particles was measured. The results were compared to the size distribution in road traffic emissions. It could be seen that the number distribution differed between the sources. In traffic exhaust, the number of particles maximized at 20 nm, while the number distribution from wood burning ranged from 20 to 300 nm. The ratio K/Ca on particles was found to be significantly different in wood burning compared to road dust, range 30–330 for the former and 0.8±0.15 for the latter. The source profile of common elements emitted from wood burning differed from that found on particles at a street-level site or in long-distance transported particles.The ratio toluene/benzene in this study was found to be in the range 0.2–0.7, which is much lower than the ratio 3.6±0.5 in traffic exhaust emissions.Formaldehyde and acetone were the most abundant compounds among the volatile ketones and aldehydes. The emission factor varied between 180–710 mg/kg wood for formaldehyde and 5–1300 mg/kg wood for acetone. Of the organic acids analyzed (3,4,5)-trimethoxy benzoic acid was the most abundant compound. Of the PAHs reported, fluorene, phenanthrene, anthracene, fluoranthene and pyrene contribute to more than 70% of the mass of PAH. Of the elements analyzed, K and Si were the most abundant elements, having emission factors of 27 and 9 mg/kg wood, respectively.Although fluoranthene has a toxic equivalence factor of 5% of benzo(a)pyrene (B(a)P), it can be seen that the toxic potency of fluoranthene in wood burning emissions is of the same size as B(a)P. This indicates that the relative carcinogenic potency contribution of fluoranthene in wood smoke would be about 40% of B(a)P.     

Theoretical versus Observed Gas-Particle Partitioning of Carbonyl Emissions from Motor Vehicles

Abstract

A state-of-the-science thermodynamic model describing gas-particle absorption processes was used to predict the gas-particle partitioning of mixtures of approximately 60 carbonyl compounds emitted from low-emission gasoline-powered vehicles, three-way catalyst gasoline-powered vehicles, heavy-duty diesel vehicles under the idle-creep condition (HDDV idle), and heavy-duty diesel vehicles under the five-mode test (HDDV 5-mode). Exhaust was diluted by a factor of 120–580 with a residence time of approximately 43 sec. The predicted equilibrium absorption partitioning coefficients differed from the measured partitioning coefficients by several orders of magnitude. Time scales to reach equilibrium in the dilution sampling system were close to the actual residence time during the HDDV 5-mode test and much longer than the actual residence time during the other vehicle tests. It appears that insufficient residence time in the sampling system cannot uniformly explain the failure of the absorption mechanism to explain the measured partitioning. Other gas-particle partitioning mechanisms (e.g., heterogeneous reactions, capillary adsorption) beyond the simple absorption theory are needed to explain the discrepancy between calculated carbonyl partitioning coefficients and observed partitioning. Both of these alternative partitioning mechanisms imply great challenges for the measurement and modeling of semi-volatile primary organic aerosol (POA) species from motor vehicles. Furthermore, as emitted particle concentrations from newer vehicles approach atmospheric background levels, dilution sampling systems must fundamentally change their approach so that they use realistic particle concentrations in the dilution air to approximately represent real-world conditions. Samples collected with particle-free dilution air yielding total particulate matter concentrations below typical ambient concentrations will not provide a realistic picture of partitioning for semi-volatile compounds.