Laboratory investigation of three distinct emissions monitors for hydrochloric acid

The measurement of hydrochloric acid (HCl) on a continuous basis in coal-fired plants is expected to become more important if HCl standards become implemented as part of the Federal Mercury and Air Toxics Standards (MATS) standards that are under consideration. For this study, the operational performance of three methods/instruments, including tunable diode laser absorption spectroscopy (TDLAS), cavity ring down spectroscopy (CRDS), and Fourier transform infrared (FTIR) spectroscopy, were evaluated over a range of real-world operating environments. Evaluations were done over an HCl concentration range of 0–25 ppmv and temperatures of 25, 100, and 185 °C. The average differences with respect to temperature were 3.0% for the TDL for values over 2.0 ppmv and 6.9% of all concentrations, 3.3% for the CRDS, and 4.5% for the FTIR. Interference tests for H₂O, SO₂, and CO, CO₂, and NO for a range of concentrations typical of flue gases from coal-fired power plants did not show any strong interferences. The possible exception was an interference from H₂O with the FTIR. The instrument average precision over the entire range was 4.4% for the TDL with better precision seen for concentrations levels of 2.0 ppmv and above, 2.5% for the CRDS, and 3.5% for the FTIR. The minimum detection limits were all on the order of 0.25 ppmv, or less, utilizing the TDL values with a 5-m path. Zero drift was found to be 1.48% for the TDL, 0.88% for the CRDS, and 1.28% for the FTIR.

Implications: This study provides an evaluation of the operational performance of three methods/instruments, including TDL absorption spectroscopy (TDLAS), cavity ring down spectroscopy (CRDS), and FTIR spectroscopy, for the measurement of hydrochloric acid (HCl) over a range of real-world operating environments. The results showed good instrument accuracy as a function of temperature and no strong interferences for flue gases typical to coal-fired power plants. The results show that these instruments would be viable for the measurement of HCl in coal-fired plants if HCl standards become implemented as part of the Federal Mercury and Air Toxics Standards (MATS) standards that are under consideration.     

Adult-supervised practice driving for adolescent learners: The current state and directions for interventions

IntroductionThe aim of this study was to quantify and identify correlates to the amount of parent-supervised behind-the-wheel practice hours by novice teen drivers.MethodsA national survey of 945 parents of recently licensed teen drivers was conducted. Multivariate logistic regression was used to identify factors related to the number of practice hours completed.ResultsSixty-one percent of parents reported practicing 50 or more hours with their teen. Two-parent involvement was associated with more practice hours, though use of a professional driving instructor was not. Parents of teens licensed in states mandating 50 or more hours of practice driving were more likely to report at least 50 practice hours than those in states mandating 20–40 hours or in states without mandates.Impact on IndustryThe findings underscore the integral role of parents in the learning to drive process and provide further support for GDL requirements for practice hours.     

Grazing rates of the Atlantic menhaden Brevoortia tyrannus as a function of particle size and concentration

The feeding behavior of adult Atlantic menhaden (Brevoortia tyrannus) upon 5 species of phytoplankton and 2 species of zooplankton has been studied. Four recognizable feeding stages which were a function of the concentration and size of the food particles were observed. During rapid feeding the fish swam at a constant speed for a prolonged period over a wide range of particle concentrations. Particle and food carbon-concentrations at the threshold for initiation and termination of feeding were inversely related to particle size. Carteria chuii (13.2 μ) was not grazed at a significant rate, while two-cell chains of Skeletonema costatum (16. 5 μ) were filtered from the water, indicating a minimum-size threshold for filtration of between 13 and 16 μ. The most rapid filtering rates were observed for the copepod Acartia tonsa ( \(\bar x\) volume swept clear = 24.8 l/fish/min). The maximum food-particle size acceptable to a menhaden appears to be between Acartia tonsa (1200 μ) and adult Artemia salina (10 mm). These results suggest that the large schools of menhaden found in Atlantic coastal waters could have a significant effect on the plankton, selectively grazing zooplankton, larger phytoplankton, and the longer chains of chain-forming diatoms.     

Emissions and demonstration of an emission control technology for small two-stroke utility engines

Small utility engines represent an important contribution to the emissions inventory and have been subjected to increasingly stringent regulations in recent years. For this project, a Tanaka two-stroke engine was tested in its original condition and with a modified fuel/oil injection system. The modified fuel/oil injection system applied to the Tanaka two-stroke engine resulted in significant emissions reductions of approximately 52% for carbon monoxide (CO), 70% for total hydrocarbons (THC), 70% for particulate matter (PM), and 67% for the regulated THC + nitrogen oxides metric. This technology met the California Air Resources Board's 2000 model-year regulations for all pollutants, with the exception of slightly higher PM emissions. Two additional two-stroke engines were tested under a new condition and after at least 100 hr of use to examine the effects of deterioration on in-use, two-stroke engines. For one engine, CO and PM emissions more than tripled after 162 hr of operation in the field, with smaller increases also observed for THC (20%). For the second engine, significant repairs were required throughout the 100 operating hours, which counteracted the effects of the emissions deterioration and resulted in lower CO and THC emissions.     

Impact of engine lubricant properties on regulated gaseous emissions of 2000-2001 model-year gasoline vehicles

The impact of the sulfur (S) content in lubricating oil was evaluated for four ultra-low-emission vehicles and two super-ultra-low-emission vehicles, all with low mileage. The S content in the lube oils ranged from 0.01 to 0.76%, while the S content of the gasoline was fixed at 0.2 ppmw. Vehicles were configured with aged catalysts and tested over the Federal Test Procedure, at idle and at 50-mph cruise conditions. In all testing modes, variations in the S level of the lubricant did not significantly affect the regulated gas-phase tailpipe emissions. In addition to the regulated gas-phase emissions, a key element of the research was measuring the engine-out sulfur dioxide (SO2) in near-real-time. This research used a new methodology based on a differential optical absorption spectrometer (DOAS) to measure SO2 from the lubricants used in this study. With the DOAS, the contribution of SO2 emissions for the highest-S lubricant was found to range from less than 1 to 6 ppm on a gasoline S equivalent basis over the range of vehicles and test cycles used. The development and operation of the DOAS is discussed in this paper.     

The Effects of Repairs on Tailpipe Emissions for On-Board Diagnostics II-Equipped Vehicles with the Malfunction Indicator Light Illuminated

Abstract

A total of 77 On-Board Diagnostics II (OBDII)-equipped vehicles with illuminated malfunction indicator lights (MILs) and non-evaporative codes were tested before and after repair. The test cycles included the Federal Test Procedure (FTP), IM240, and steady-state cycles. A total of 17 vehicles were found with emissions greater than 1.5 times their respective FTP emissions standards. Repair of these vehicles resulted in dramatic reductions in overall emissions for all the cycles. A majority of the remaining vehicles were found to have emissions below the certification standard for the FTP both before and after repair. Repairs for the vehicles with emissions <1.5 times the standard resulted in some smaller but quantifiable emission reductions over the FTP and IM240 but larger reductions over the steady-state driving tests. Misfires, bad oxygen sensors, and exhaust gas recirculation (EGR) problems were the most common non-evaporative causes for triggering the MIL. The results show some fundamental differences between identifying malfunctioning vehicles using OBDII as opposed to more traditional dynamometer tests. In particular, for many systems, OBDII identifies components that are operating outside their design specification rather than for a specific emissions threshold.     

EVALUATION OF THE MAXEY-EAKIN METHOD FOR ESTIMATING RECHARGE TO GROUND-WATER BASINS IN NEVADA1

AESTRACT An evaluation of the Maxey-Eakin method for calculating recharge to ground-water basins in Nevada was performed. The evaluation consisted of comparing Maxey-Eakin estimates with independent estimates of recharge, and analyzing the nature of the differences between the groups of estimates. In the comparison with the Maxey-Eakin estimates, two different groups of independent estimates were used: (1) 40 recharge estimates that were identified from water budgets contained in reports by the Nevada Department of Conservation and Natural Resources and (2) 27 recharge estimates that were identified from previous studies that used models. The results of the comparisons indicate generally good agreement between the Maxey-Eakin estimates and both groups of independent estimates. To quantify this agreement, an analysis was conducted to estimate the uncertainty in the Maxey-Eakin method. The analysis produced an upper bound on the standard deviation of the Maxey-Eakin estimate for a given basin. For the group of 40 water-budget estimates, the upper bound on the standard deviation for an individual basin is 4,800 acre-ft/yr, and the corresponding coefficient of variation of the Maxey-Eakin estimate is no greater than 44 percent. For the group of 27 model estimates, the upper bound on the standard deviation is 4,100 acre-ft/yr, and the corresponding coefficient of variation is no greater than 24 percent.     

TWO-DIMENSIONAL DAM-BREAK FLOOD-FLOW ANALYSIS FOR ORANGE COUNTY RESERVOIR1

ABSTRACT: A two-dimensional dam-break model was used to predict the inundated area on an alluvial fan downslope from the Orange County Reservoir. The model is based upon a diffusion form of the continuity and momentum equations for long waves in shallow water, and the governing equation is solved by an explicit numerical scheme. In a comparison with a one-dimensional model, the two-dimensional model predicts a wider inundated area.     

On-road comparison of a portable emission measurement system with a mobile reference laboratory for a heavy-duty diesel vehicle

On-road comparisons were made between a mobile emissions laboratory (MEL) meeting federal standards and a portable emissions measurement system (PEMS). These comparisons were made over different conditions; including road grade, vibration, altitude, electric fields, and humidity with the PEMS mounted inside and outside of the tractor's cab. Brake-specific emissions were calculated to explore error differences between the MEL and PEMS during the Not-To-Exceed (NTE) engine operating zone. The PEMS brake-specific NOx (bsNOx) NTE emissions were biased high relative to the MEL and, in general, were about 8% of the 2007 in-use NTE NO_x standard of 2.68 g kW^?1 h^?1 (2.0 g hp^?1 h^?1). The bsCO₂ emissions for the PEMS were also consistently biased high relative to the MEL, with an average deviation of +4% ± 2%. NMHC and CO emissions were very low and typically less than 1% of the NTE threshold. This research was part of a comprehensive program to determine the “allowance” when PEMS are used for in-use compliance testing of heavy-duty diesel vehicles (HDDVs).     

Association Between NCAP Ratings and Real-World Rear Seat Occupant Risk of Injury

Objective: Several studies have evaluated the correlation between U.S. or Euro New Car Assessment Program (NCAP) ratings and injury risk to front seat occupants, in particular driver injuries. Conversely, little is known about whether NCAP 5-star ratings predict real-world risk of injury to restrained rear seat occupants. The NHTSA has identified rear seat occupant protection as a specific area under consideration for improvements to its NCAP. In order to inform NHTSA's efforts, we examined how NCAP's current 5-star rating system predicts risk of moderate or greater injury among restrained rear seat occupants in real-world crashes.

Methods: We identified crash-involved vehicles, model year 2004–2013, in NASS-CDS (2003–2012) with known make and model and nonmissing occupant information. We manually matched these vehicles to their NCAP star ratings using data on make, model, model year, body type, and other identifying information. The resultant linked NASS-CDS and NCAP database was analyzed to examine associations between vehicle ratings and rear seat occupant injury risk; risk to front seat occupants was also estimated for comparison. Data were limited to restrained occupants and occupant injuries were defined as any injury with a maximum Abbreviated Injury Scale (AIS) score of 2 or greater.

Results: We linked 95% of vehicles in NASS-CDS to a specific vehicle in NCAP. The 18,218 vehicles represented an estimated 6 million vehicles with over 9 million occupants. Rear seat passengers accounted for 12.4% of restrained occupants. The risk of injury in all crashes for restrained rear seat occupants was lower in vehicles with a 5-star driver rating in frontal impact tests (1.4%) than with 4 or fewer stars (2.6%, P =.015); results were similar for the frontal impact passenger rating (1.3% vs. 2.4%, P =.024). Conversely, side impact driver and passenger crash tests were not associated with rear seat occupant injury risk (driver test: 1.7% for 5-star vs. 1.8% for 1–4 stars; passenger test: 1.6% for 5 stars vs 1.8% for 1–4 stars).

Conclusions: Current frontal impact test procedures provide some degree of discrimination in real-world rear seat injury risk among vehicles with 5 compared to fewer than 5 stars. However, there is no evidence that vehicles with a 5-star side impact passenger rating, which is the only crash test procedure to include an anthropomorphic test dummy (ATD) in the rear, demonstrate lower risks of injury in the rear than vehicles with fewer than 5 stars. These results support prioritizing modifications to the NCAP program that specifically evaluate rear seat injury risk to restrained occupants of all ages.