Emissions of PCDD/Fs,PCBs, and PAHs from legacy on-road heavy-duty diesel engines |
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| Institution: | 1. State Key Joint Laboratory of Environmental Simulation and Pollution Control, College of Environmental Sciences and Engineering, Collaborative Innovation Center for Regional Environmental Quality, Peking University, Beijing 100871, PR China;2. School of Chemistry and Chemical Engineering, Central South University, Changsha 410083, PR China;3. Norwegian Institute for Air Research, P.O. Box 100, 2027 Kjeller, Norway;4. Beijing General Research Institute of Mining & Metallurgy, Beijing 100160, PR China;1. Division of Global Environment Research, National Institute of Environmental Research, Incheon, Republic of Korea;2. Department of Climate and Air Quality Research, National Institute of Environmental Research, Incheon, Republic of Korea;1. College of Mechanical & Electronic Engineering, Qingdao University, Qingdao 266071, China;2. National Lab of Auto Performance & Emission Test, Beijing Institute of Technology, Beijing 100081, China |
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| Abstract: | Exhaust emissions of seventeen 2,3,7,8-substituted polychlorinated dibenzo-p-dioxin/furan (PCDD/F) congeners, tetra–octa PCDD/F homologues, 12 WHO 2005 polychlorinated biphenyl (PCB) congeners, mono–nona chlorinated biphenyl homologues, and 19 polycyclic aromatic hydrocarbons (PAHs) from three legacy diesel engines were investigated. The three engines tested were a 1985 model year GM 6.2 J-series engine, a 1987 model year Detroit Diesel Corporation 6V92 engine, and a 1993 model year Cummins L10 engine. Results were compared to United States’ mobile source inventory for on-road diesel engines, as well as historic and modern diesel engine emission values. The test fuel contained chlorine at 9.8 ppm which is 1.5 orders of magnitude above what is found in current diesel fuel and 3900 ppm sulfur to simulate fuels that would have been available when these engines were produced. Results indicate PCDD/F emissions of 13.1, 7.1, and 13.6 pg International Toxic Equivalency (I-TEQ) L−1 fuel consumed for the three engines respectively, where non-detects are equal to zero. This compares with a United States’ mobile source on-road diesel engine inventory value of 946 pg I-TEQ L−1 fuel consumed and 1.28 pg I-TEQ L−1 fuel consumed for modern engines equipped with a catalyzed diesel particle filter and urea selective catalytic reduction. PCB emissions are 2 orders of magnitude greater than modern diesel engines. PAH results are representative of engines from this era based on historical values and are 3–4 orders of magnitude greater than modern diesel engines. |
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