Soil Suspension/Dispersion Modeling Methods for Estimating Health-Based Soil Cleanup Levels of Hexavalent Chromium at Chromite Ore Processing Residue Sites

Abstract

The primary health concern associated with exposures to chromite ore processing residue (COPR)-affected soils is inhalation of hexavalent chromium [Cr(VI)] particulates. Site-specific soil alternative remediation standards (ARSs) are set using soil suspension and dispersion models to be protective of the theoretical excess cancer risk associated with inhalation of soil suspended by vehicle traffic and wind. The purpose of this study was to update a previous model comparison study that identified the 1995 AP-42 particulate emission model for vehicle traffic over un-paved roads and the Fugitive Dust Model (FDM) as the most appropriate model combination for estimating site-specific ARSs. Because the AP-42 model has been revised, we have updated our past evaluation. Specifically, the 2006 AP-42 particulate emissions model; the Industrial Source Complex–Short Term model, version 3 (ISCST3); and the American Meteorological Society/Environmental Protection Agency Regulatory Model (AERMOD) air dispersion models were evaluated, and the results were compared with those from the previously used modeling approaches. Two sites with and two sites without vehicle traffic were evaluated to determine if wind erosion is a significant source of emissions. For the two sites with vehicle traffic, both FDM and ISCST3 produced total suspended particulate (TSP) estimates that were, on average, within a factor of 2 of measured; whereas AERMOD produced estimates that were as much as 5-fold higher than measured. In general, the estimated TSP concentrations for FDM were higher than those for ISCST3. For airborne Cr(VI), the ISCST3 model produced estimates that were only 2- to 8-fold of the measured concentrations, and both FDM and AERMOD estimated airborne Cr(VI) concentrations that were approximately 4- to 14-fold higher than measured. Results using the 1995 AP-42 model were closer to measured than those from the 2006 AP-42 model. Wind erosion was an insignificant contributor to particulate emissions at COPR sites.     

Modeling the impacts of traffic emissions on air toxics concentrations near roadways

The dispersion formulation incorporated in the U.S. Environmental Protection Agency's AERMOD regulatory dispersion model is used to estimate the contribution of traffic-generated emissions of select VOCs – benzene, 1,3-butadiene, toluene – to ambient air concentrations at downwind receptors ranging from 10-m to 100-m from the edge of a major highway in Raleigh, North Carolina. The contributions are computed using the following steps: 1) Evaluate dispersion model estimates with 10-min averaged NO data measured at 7 m and 17 m from the edge of the road during a field study conducted in August, 2006; this step determines the uncertainty in model estimates. 2) Use dispersion model estimates and their uncertainties, determined in step 1, to construct pseudo-observations. 3) Fit pseudo-observations to actual observations of VOC concentrations measured during five periods of the field study. This provides estimates of the contributions of traffic emissions to the VOC concentrations at the receptors located from 10 m to 100 m from the road. In addition, it provides estimates of emission factors and background concentrations of the VOCs, which are supported by independent estimates from motor vehicle emissions models and regional air quality measurements. The results presented in the paper demonstrate the suitability of the formulation in AERMOD for estimating concentrations associated with mobile source emissions near roadways. This paper also presents an evaluation of the key emissions and dispersion modeling inputs necessary for conducting assessments of local-scale impacts from traffic emissions.     

Sensitivity of two dispersion models (AERMOD and ISCST3) to input parameters for a rural ground-level area source

As of December 2006, the American Meteorological Society/U.S. Environmental Protection Agency (EPA) Regulatory Model with Plume Rise Model Enhancements (AERMOD-PRIME; hereafter AERMOD) replaced the Industrial Source Complex Short Term Version 3 (ISCST3) as the EPA-preferred regulatory model. The change from ISCST3 to AERMOD will affect Prevention of Significant Deterioration (PSD) increment consumption as well as permit compliance in states where regulatory agencies limit property line concentrations using modeling analysis. Because of differences in model formulation and the treatment of terrain features, one cannot predict a priori whether ISCST3 or AERMOD will predict higher or lower pollutant concentrations downwind of a source. The objectives of this paper were to determine the sensitivity of AERMOD to various inputs and compare the highest downwind concentrations from a ground-level area source (GLAS) predicted by AERMOD to those predicted by ISCST3. Concentrations predicted using ISCST3 were sensitive to changes in wind speed, temperature, solar radiation (as it affects stability class), and mixing heights below 160 m. Surface roughness also affected downwind concentrations predicted by ISCST3. AERMOD was sensitive to changes in albedo, surface roughness, wind speed, temperature, and cloud cover. Bowen ratio did not affect the results from AERMOD. These results demonstrate AERMOD's sensitivity to small changes in wind speed and surface roughness. When AERMOD is used to determine property line concentrations, small changes in these variables may affect the distance within which concentration limits are exceeded by several hundred meters.     

Application of a microscale emission factor model for particulate matter to calculate vehicle-generated contributions to fine particulate emissions

This paper discusses the evaluation and application of a new generation of particulate matter (PM) emission factor model (MicroFacPM). MicroFacPM that was evaluated in Tuscarora Mountain Tunnel, Pennsylvania Turnpike, PA shows good agreement between measured and modeled emissions. MicroFacPM application is presented to the vehicle traffic on the main approach road to the Ambassador Bridge, which is one of the most important international border entry points in North America, connecting Detroit, MI, with Windsor, Ontario, Canada. An increase in border security has forced heavy-duty diesel vehicles to line up for several kilometers through the city of Windsor causing concern about elevated concentrations of ambient PM. MicroFacPM has been developed to model vehicle-generated PM (fine [PM2.5] and coarse < or = 10 microm [PM10]) from the on-road vehicle fleet, which in this case includes traffic at very low speeds (10 km/h). The Windsor case study gives vehicle generated PM2.5 sources and their breakdown by vehicle age and class. It shows that the primary sources of vehicle-generated PM2.5 emissions are the late-model heavy-duty diesel vehicles. We also applied CALINE4 and AERMOD in conjunction with MicroFacPM, using Canadian traffic and climate conditions, to describe the vehicle-generated PM2.5 dispersion near this roadway during the month of May in 2003.     

Removal of chromate ions from leachate-contaminated groundwater samples of Khan Chandpur,India, using chitin modified iron-enriched hydroxyapatite nanocomposite

Environmental Science and Pollution Research - Chromite ore processing residues (COPR) are real environmental threats, leading to CrO42-, i.e., Cr (VI) leaching into groundwater. It is of serious...     

Biotreatment of chromite ore processing residue by Pannonibacter phragmitetus BB

Chromite ore processing residues (COPR) is the source of the Cr(VI) contamination in the environment. Pannonibacter phragmitetus BB was used to treat two different types of COPRs in this research. The water-soluble Cr(VI) of COPR A and B is 3,982.9 and 1,181.4 mg/kg, respectively. In the column biotreatment process, P. phragmitetus BB can reduce Cr(VI) in the leachate to an undetectable level at the flow rate of 1 and 2 ml/min. In the direct biotreatment process, Cr(VI) in the liquid supernatant of COPR A and B decreased from 265 and 200 mg/l to 145 and 40 mg/kg after 240 h of incubation. In one-step and two-step biotreatment processes, Cr(VI) in the liquid supernatant of both COPRs can be reduced to an undetectable level. The toxicity characteristic leaching procedure results indicate that the Cr(VI) concentration of treated COPR A (3.48 mg/l) is lower than the identification standards for hazardous wastes of China (5 mg/l) (GB 5085.6-2007). The information obtained in this study has significance for the application of P. phragmitetus BB to remediate COPR contamination.     

Source apportionment of ambient total suspended particulates and coarse particulate matter in urban areas of Jiaozuo, China

Approximately 750 total suspended particulates (TSPs) and coarse particulate matter (PM10) filter samples from six urban sites and a background site and >210 source samples were collected in Jiaozuo City during January 2002 to April 2003. They were analyzed for mass and abundances of 25 chemical components. Seven contributive sources were identified, and their contributions to ambient TSP/PM10 levels at the seven sites in three seasons (spring, summer, and winter days) and a "whole" year were estimated by a chemical mass balance (CMB) receptor model. The spatial TSP average was high in spring and winter days at a level of approximately 530 microg/m(3) and low in summer days at 456 microg/m(3); however, the spatial PMo0 average exhibited little variation at a level of approximately 325 microg/m(3), and PM10-to-TSP ratios ranged from 0.58 to 0.81, which suggested heavy particulate matter pollution existing in the urban areas. Apportionment results indicated that geological material was the largest contributor to ambient TSP/PM10 concentrations, followed by dust emissions from construction activities, coal combustion, secondary aerosols, vehicle movement, and other industrial sources. In addition, paved road dust and re-entrained dust were also apportioned to the seven source types and found soil, coal combustion, and construction dust to be the major contributors.     

Estimates of Ground Level TSP,S02 and HCI for a Municipal Waste Incinerator to be Located at Tynes Bay—Bermuda

The computer model Industrial Source Complex Short Term (ISCST) was used to study the stack emissions from a refuse Incinerator proposed for the island of Bermuda. The model predicts that the highest ground level pollutant concentrations will occur near Prospect, 800 m to 1000 m due south of the stack. We installed a portable laboratory and instruments at Prospect to begin making air quality baseline measurements. By comparing the model’s estimates of the incinerator contribution to the background levels measured at the site we predict that stack emissions will not cause an Increase In TSP or SO₂. The incinerator will be a significant source of HCI to Bermuda air with ambient levels approaching air quality guidelines.     

Which meteorological conditions produce worst-case odors from area sources?

Two competing meteorological factors influence atmospheric concentrations of pollutants from open liquid area sources such as wastewater treatment plant units: temperature and stability. High temperatures in summer produce greater emissions from liquid area sources because of increased compound volatility; however, these emissions tend to disperse more readily because of frequent occurrence of unstable conditions. An opposite scenario occurs in winter, with lesser emissions due to lower temperatures, but also frequently less dispersion, due to stable atmospheric conditions. The primary objective of this modeling study was thus to determine whether higher atmospheric concentrations from open liquid area sources occur more frequently in summer, when emissions are greater but so is dispersion, or in winter, when emissions are lesser but so is dispersion. The study utilized a rectangular clarifier emitting hydrogen sulfide as a sample open liquid area source. Dispersion modeling runs were conducted using ISCST3 and AERMOD, encompassing 5 yr of hourly meteorological data divided by season. Emission rates were varied hourly on the basis of a curve-fit developed from previously collected field data. Model output for each season was used to determine (1) maximum 2-min average concentrations, (2) the number of odor events (2-min average concentrations greater than odor detection thresholds), and (3) areas of impact. On the basis of these 3 types of output, it was found that the worst-case odors were associated with summer, considering impacts of meteorology upon both emissions and dispersion. Not accounting for the impact of meteorology on emissions (using a constant worst-case emission rate) caused concentrations to be overpredicted compared with a variable emission rate case. The highest concentrations occurred during stability classes D, E, and F, as anticipated. A comparison of ISCST3 and AERMOD found that for the area source modeled, ISCST3 predicted higher concentrations and more odor events for all seasons.     

Trace elements in atmospheric particulate matter over a coal burning power production area of western Macedonia, Greece

Total suspended particle (TSP) concentrations were determined in the Eordea basin (western Macedonia, Greece), an area with intensive lignite burning for power generation. The study was conducted over a one-year period (November 2000–November 2001) at 10 sites located at variable distances from the power plants. Ambient TSP samples were analyzed for 27 major, minor and trace elements. Annual means of TSP concentrations ranged between 47 ± 33 μg m⁻³ and 110 ± 50 μg m⁻³ at 9 out of the 10 sites. Only the site closest to the power stations and the lignite conveyor belts exhibited annual TSP levels (210 ± 97 μg m⁻³) exceeding the European standard (150 μg m⁻³, 80/779/EEC). Concentrations of TSP and almost all elemental components exhibited significant spatial variations; however, the elemental profiles of TSP were quite similar among all sites suggesting that they are affected by similar source types. At all sites, statistical analysis indicated insignificant (P < 0.05) seasonal variation for TSP concentrations. Some elements (Cl, As, Pb, Br, Se, S, Cd) exhibited significantly higher concentrations at certain sites during the cold period suggesting more intense emissions from traffic, domestic heating and other combustion sources. On the contrary, concentrations significantly higher in the warm period were found at other sites mainly for crustal elements (Ti, Mn, K, P, Cr, etc.) suggesting stronger influence from soil resuspension and/or fly ash in the warm months. The most enriched elements against local soil or road dust were S, Cl, Cu, As, Se, Br, Cd and Pb, whereas negligible enrichment was found for Ti, Mn, Mg, Al, Si, P, Cr. At most sites, highest concentrations of TSP and elemental components were associated with low- to moderate-speed winds favoring accumulation of emissions from local sources. Influences from the power generation were likely at those sites located closest to the power plants and mining activities.     

Characterization of atmospheric particulates, particle-bound transition metals and polycyclic aromatic hydrocarbons of urban air in the centre of Athens (Greece)

The concentrations of trace metals and polycyclic aromatic hydrocarbons (PAHs) adsorbed to total suspended particulate (TSP) and finer fractions of airborne particulate matter (PM) were determined from a site in the centre of Athens (Greece), which is characterized by heavy local traffic and is densely populated, during the winter and summer periods in 2003-2004. Also, we collected and analyzed samples of diesel and gasoline exhaust particles from local vehicles (buses, taxis and private cars) and from chimney exhaust of residential central heating appliances. A seasonal effect was observed for the size distribution of aerosol mass, with a shift to larger fine fractions in winter. The most commonly detected trace metals in the TSP and PM fractions were Fe, Pb, Zn, Cu, Cr, V, Ni and Cd and their concentrations were similar to levels observed in heavily polluted urban areas from local traffic and other anthropogenic emissions. Analysis of 16 PAHs bound to PM showed that they are mostly traffic related. In general, the fine particulate PAHs concentrations were higher than coarse particles. The most common PAHs in PM(10.2) and PM(2.1) were pyrene, phenanthrene, acenapthylene and fluoranthene, which are associated with diesel and gasoline exhaust particles. The results of this study underlined the importance of local emission sources, especially vehicular traffic, central heating and other local anthropogenic emissions. Compared with other big cities, Athens has much higher levels of airborne particles, especially of the finer fractions PM(10) and PM(2.5), correlated with traffic-related air pollution.     

Characterization of air manganese exposure estimates for residents in two Ohio towns

This study was conducted to derive receptor-specific outdoor exposure concentrations of total suspended particulate (TSP) and respirable (d_ae ≤ 10 µm) air manganese (air-Mn) for East Liverpool and Marietta (Ohio) in the absence of facility emissions data, but where long-term air measurements were available. Our “site-surface area emissions method” used U.S. Environmental Protection Agency’s (EPA) AERMOD (AMS/EPA Regulatory Model) dispersion model and air measurement data to estimate concentrations for residential receptor sites in the two communities. Modeled concentrations were used to create ratios between receptor points and calibrated using measured data from local air monitoring stations. Estimated outdoor air-Mn concentrations were derived for individual study subjects in both towns. The mean estimated long-term air-Mn exposure levels for total suspended particulate were 0.35 μg/m³ (geometric mean [GM]) and 0.88 μg/m³ (arithmetic mean [AM]) in East Liverpool (range: 0.014–6.32 μg/m³) and 0.17 μg/m³ (GM) and 0.21 μg/m³ (AM) in Marietta (range: 0.03–1.61 μg/m³). Modeled results compared well with averaged ambient air measurements from local air monitoring stations. Exposure to respirable Mn particulate matter (PM₁₀; PM <10 μm) was higher in Marietta residents.

Implications: Few available studies evaluate long-term health outcomes from inhalational manganese (Mn) exposure in residential populations, due in part to challenges in measuring individual exposures. Local long-term air measurements provide the means to calibrate models used in estimating long-term exposures. Furthermore, this combination of modeling and ambient air sampling can be used to derive receptor-specific exposure estimates even in the absence of source emissions data for use in human health outcome studies.     

Particulate organic compounds emitted from motor vehicle exhaust and in the urban atmosphere

The emission rate of particle-phase petroleum biomarkers in vehicular exhaust compared to the concentrations of these biomarkers in ambient air is used to determine the particulate organic compound concentration due to primary particle emissions from motor vehicles in the southern California atmosphere. A material balance on the organic particulate matter emitted from motor vehicle traffic in a Los Angeles highway tunnel first is constructed to show the proportion which is solvent-extractable and which will elute from a GC column, the ratio of resolved to unresolved compound mass, the portion of the resolved material that can be identified as single organic compounds, and the contribution of different classes of organic compounds to the overall identified fraction. It is shown that the outdoor ambient concentrations of the petroleum biomarkers track primary emissions measured in the highway tunnel, confirming that direct emissions of these compounds from vehicles govern the observed ambient petroleum biomarker concentrations. Using organic chemical tracer techniques, the portion of fine organic particulate matter in the Los Angeles atmosphere which is attributable to direct particle emissions from vehicle exhaust is calculated to vary from 7.5 to 18.3% at different sites throughout the air basin during a summertime severe photochemical smog episode. A similar level of variation in the contribution of primary motor vehicle exhaust to fine particulate organic matter concentrations during different times of day is seen. While peak atmospheric concentrations of fine particulate organic carbon are observed during the 1200–1600 PDT afternoon sampling period, only 6.3% of that material is apportioned to the directly emitted particles from vehicle exhaust. During the morning traffic peak between 0600–1000 PDT, 19.1% of the fine particulate organic material is traced to primary emissions from motor vehicles.     

Emissions of chromium (VI) from arc welding

The presence of Cr in the +6 oxidation state (Cr[VI]) is still observed in ambient air samples in California despite steps taken to reduce emissions from plating operations. One known source of emission of Cr(VI) is welding, especially with high Cr-content materials, such as stainless steels. An experimental effort was undertaken to expand and update Cr(VI) emission factors by conducting tests on four types of arc-welding operations: gas-metal arc welding (GMAW), shielded metal arc welding (SMAW), fluxcore arc welding, and pulsed GMAW. Standard American Welding Society hood results were compared with a total enclosure method that permitted isokinetic sampling for particle size-cut measurement, as well as total collection of the aerosol. The fraction of Cr(VI) emitted per unit mass of Cr electrode consumed was determined. Consistent with AP-42 data, initial results indicate that a significant fraction of the total Cr in the aerosol is in the +6 oxidation state. The fraction of Cr(VI) and total aerosol mass produced by the different arc welding methods varies with the type of welding process used. Self-shielded electrodes that do not use a shield gas, for example, SMAW, produce greater amounts of Cr(VI) per unit mass of electrode consumed. The formation of Cr(VI) from standard electrode wires used for welding mild steel was below the method detection limit after eliminating an artifact in the analytical method used.     

Temporal variations of source impacts at the receptor,as derived from air particulate monitoring data in Ho Chi Minh City,Vietnam

Varimax rotation factor analysis was applied to monthly concentrations of elements in total suspended air particulate (TSP) matter in Ho Chi Minh City collected from December 1992 to November 1996, covering four dry/rainy seasons. Six pollution source types were revealed. Resuspended soil/road dust accounts for 74% of the TSP mass loading. Motor vehicles and a source which emits particulates containing arsenic account for 10% and 9%, respectively. There are three minor sources, namely, cement dust from the nearby construction site, road dust of local traffic origin and burning emissions. The contributions from these source were estimated with high uncertainties. The interpretation of sources was corroborated by studying source profiles and temporal variations of source contributions. The monthly variations of source contributions at the receptor were modelled by using source apportionment techniques. From the variation patterns, emission scenarios for burning, construction and motor vehicle sources were reproduced. Source contributions also exhibit seasonal variability induced by changes of meteorological conditions. No seasonal change was found for the As-containing particulates, suggesting a speculation on their origin as coal fly ash emitting from any local coal burning source.     

Development and preliminary evaluation of a particulate matter emission factor model for European motor vehicles

Although modeling of gaseous emissions from motor vehicles is now quite advanced, prediction of particulate emissions is still at an unsophisticated stage. Emission factors for gasoline vehicles are not reliably available, since gasoline vehicles are not included in the European Union (EU) emission test procedure. Regarding diesel vehicles, emission factors are available for different driving cycles but give little information about change of emissions with speed or engine load. We have developed size-specific speed-dependent emission factors for gasoline and diesel vehicles. Other vehicle-generated emission factors are also considered and the empirical equation for re-entrained road dust is modified to include humidity effects. A methodology is proposed to calculate modal (accelerating, cruising, or idling) emission factors. The emission factors cover particle size ranges up to 10 microns, either from published data or from user-defined size distributions. A particulate matter emission factor model (PMFAC), which incorporates virtually all the available information on particulate emissions for European motor vehicles, has been developed. PMFAC calculates the emission factors for five particle size ranges [i.e., total suspended particulates (TSP), PM10, PM5, PM2.5, and PM1] from both vehicle exhaust and nonexhaust emissions, such as tire wear, brake wear, and re-entrained road dust. The model can be used for an unlimited number of roads and lanes, and to calculate emission factors near an intersection in user-defined elements of the lane. PMFAC can be used for a variety of fleet structures. Hot emission factors at the user-defined speed can be calculated for individual vehicles, along with relative cold-to-hot emission factors. The model accounts for the proportions of distance driven with cold engines as a function of ambient temperature and road type (i.e., urban, rural, or motorway). A preliminary evaluation of PMFAC with an available dispersion model to predict the airborne concentration in the urban environment is presented. The trial was on the A6 trunk road where it passes through Loughborough, a medium-size town in the English East Midlands. This evaluation for TSP and PM10 was carried out for a range of traffic fleet compositions, speeds, and meteorological conditions. Given the limited basis of the evaluation, encouraging agreement was shown between predicted and measured concentrations.     

Development and Preliminary Evaluation of a Particulate Matter Emission Factor Model for European Motor Vehicles

ABSTRACT

Although modeling of gaseous emissions from motor vehicles is now quite advanced, prediction of particulate emissions is still at an unsophisticated stage. Emission factors for gasoline vehicles are not reliably available, since gasoline vehicles are not included in the European Union (EU) emission test procedure. Regarding diesel vehicles, emission factors are available for different driving cycles but give little information about change of emissions with speed or engine load. We have developed size-specific speed-dependent emission factors for gasoline and diesel vehicles. Other vehicle-generated emission factors are also considered and the empirical equation for re-entrained road dust is modified to include humidity effects. A methodology is proposed to calculate modal (accelerating, cruising, or idling) emission factors. The emission factors cover particle size ranges up to 10 um, either from published data or from user-defined size distributions.

A particulate matter emission factor model (PMFAC), which incorporates virtually all the available information on particulate emissions for European motor vehicles, has been developed. PMFAC calculates the emission factors for five particle size ranges [i.e., total suspended particulates (TSP), PM₁₀, PM₅, PM₂₅, and PM₁] from both vehicle exhaust and nonexhaust emissions, such as tire wear, brake wear, and re-entrained road dust. The model can be used for an unlimited number of roads and lanes, and to calculate emission factors near an intersection in user-defined elements of the lane. PMFAC can be used for a variety of fleet structures. Hot emission factors at the user-defined speed can be calculated for individual vehicles, along with relative cold-to-hot emission factors. The model accounts for the proportions of distance driven with cold engines as a function of ambient temperature and road type (i.e., urban, rural, or motorway).

A preliminary evaluation of PMFAC with an available dispersion model to predict the airborne concentration in the urban environment is presented. The trial was on the A6 trunk road where it passes through Loughborough, a medium-size town in the English East Midlands. This evaluation for TSP and PM₁₀ was carried out for a range of traffic fleet compositions, speeds, and meteorological conditions. Given the limited basis of the evaluation, encouraging agreement was shown between predicted and measured concentrations.     

Near-field dispersion modeling for regulatory applications

This paper evaluates the application of dispersion models to estimate near-field pollutant concentrations in two case studies. The Industrial Source Complex Short-Term Model (ISCST3) was evaluated with hexavalent chromium measurements collected within 100 m of two facilities in Barrio Logan, San Diego, CA. ISCST3 provided reasonable estimates for higher pollutant concentrations but underestimated lower concentrations. To understand the observed distribution of concentrations in Barrio Logan, a recently conducted tracer experiment was analyzed. The tracer, sulfur hexafluoride, was released at ambient temperature from an urban facility at the University of California at Riverside, and concentrations were measured within 20 m of the source. Modeling results indicated that Industrial Source Complex-Plume Rise Model Enhancement and American Meteorological Society/U.S. Environmental Protection Agency Regulatory Model-Plume Rise Model Enhancement overestimated high concentrations and underestimated low concentrations. A diagnostic study with a simple Gaussian dispersion model that incorporated site-specific meteorology was used to evaluate model results. This study found that incorporating lateral meandering for nonbuoyant urban plumes in Gaussian dispersion models could improve concentration estimates even when downwash is not considered. Incorporating a meandering component in ISCST3 resulted in improvements in estimating hexavalent chromium concentrations in Barrio Logan. Credible near-source concentration estimates depend on accurate characterization of emissions, onsite micrometeorology, and a method to account for lateral meandering in the near field.     

Participate and Gaseous Emissions from Natural Gas Furnaces and Water Heaters

Three furnaces and one hot water heater were tested for particulate and gaseous emissions. The effects of fuel, stoichiometry, operating conditions, and appliance type on emission levels were studied. The filterable particulate levels from a properly operating furnace were very low. However, condensable particulate emissions were considerably greater, approximately the same as predicted by EPA estimates of furnace particulate emissions. Carbon emissions comprised about 12% of filterable particulate emissions. However, when operated highly fuel-rich, copious amounts of elemental carbon particles were emitted with a mass median diameter of less than 0.4 μm. Gaseous emissions were dependent on cycling of the furnace and stoichiometry.

An estimate was made of the daily furnace emissions compared to daily emissions from a 1980 catalyst-equipped automobile. While gaseous emissions were less than the corresponding vehicle emissions, the particle emissions from the furnace were three times greater than particle emissions from a 1980 vehicle.     

Evaluating the dynamical characteristics of particle matter emissions in an open ore yard with industrial operation activities

A study to investigate the dynamical characteristics of particle matter emissions in a working open yard is conducted in Caofeidian Port of Hebei Province, China. The average diurnal concentrations of the total suspended particulate (TSP) matter and respirable particulate matter (PM₁₀ and PM₅) are monitored during the field measurement campaign. Sampling is performed at a regular interval at 8 monitoring stations in the yard with normal industrial activities. The average TSP, PM₁₀ and PM₅ concentrations range from 285 to 568, 198 to 423 and 189 to 330 μg.m-3 in the yard, respectively. The linear regression correlation coefficient of TSP/PM₁₀ and TSP/PM₅ is 0.95±0.01 and 0.88±0.02, respectively.By using the Spearman correlation method, the wind speed and relative humidity are both weakly correlated with the PM₁₀ and PM₅ concentrations according to the measurements. In addition, industrial operation activities, such as vehicular traffic in the yard and the loading time of stackers, are significantly positively correlated with the PM concentration. Using the multivariate regression method, the main parameters influencing the TSP concentration variations are integratedly analysed. The traffic volume is found to be a significant predictor of TSP concentration variation, with the smallest P value (P<0.05).To understand the dynamical characteristics of particle emissions in the yard, the emissions from the truck transports, that is, from unpaved haul roads and from the loading process, are established. Then, the dynamical emission factor (EF_D) based on the industrial activities in the yard is proposed. The dynamical emissions average 5.25x10⁵ kg.year^-1 and EF_D is evaluated to be 0.29 kg.(ton.day)^-1 during the measurement period. These outcomes have meaningful implications not only for understanding the dynamical characteristics of particle emissions in the working stockyard but also for implementing effective control measures at appropriate sites in the harbour area.