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.     

Determination of the Detailed Hydrocarbon Composition and Potential Atmospheric Reactivity of Full-Range Motor Gasolines

The quantitative data obtained with a capillary GLC method, which is used to determine the individual C₃-C₁₂ hydrocarbons in full-range motor gasolines, have been employed in a computer program to calculate the hydrocarbon composition of the vapor in equilibrium with a gasoline at 100°F, as well as the equilibrium vapor-pressure of the gasoline at that temperature. The method used for computation is similar to that previously described by McEwen, assuming the gasoline to behave as an ideal liquid. Also calculated is the potential atmospheric reactivity of this equilibrium vapor relative to that from other gasolines when specific reactivity weighting factors for the individual hydrocarbons are employed. Calculated total vapor-pressure data agree well with experimental Reid vapor-pressure data obtained for typical premium-grade gasolines. Definite differences were observed in the relative potential atmospheric reactivities calculated at 100°F for the equilibrium vapors from the test gasolines.     

Gasoline Evaporation–Ethanol and Nonethanol Blends

Tests were performed to compare the evaporation rate of 10 volume percent (vol%) ethanol-blended gasoline (E10) with the evaporation rate of its base gasoline. Weight loss, temperature, pressure, and humidity were monitored as lab-blended E10 and base gasolines were evaporated concurrently from glass cylinders placed on balances located side by side under an exhaust hood. The averaged results of four tests at about 70°F showed that the E10 lost more total weight to evaporation than the base fuel, but less gasoline. The increased weight was due to ethanol, which was present in the E10 evaporative emissions at concentrations of about 13 weight percent (wt%). In two-hour tests at temperatures near 70°F, during which 4.5 to 5.3 wt% of initial fuel samples were evaporated, E10 fuels lost an average of about 5% less gasoline than their base fuels. A similar result was obtained for a one-hour test, during which about 2.4 to 2.5 wt% of the initial fuel samples were evaporated. Gas chromatography (GC) component analysis indicated that the compositions of the ethanol-free emissions from the two fuels were similar. Reid vapor pressure (RVP) measurements made using a Grabner CCA-VPS according to ASTM D5191-91 indicated that E10 fuels underwent an approximate 5% greater RVP reduction than their respective base fuels.     

Quantification of gasoline-ethanol blend emissions effects

ABSTRACT

Emissions levels from current gasoline spark-ignited engines are low, and emissions changes associated with the blending of ethanol into gasoline are small and difficult to quantify. Addition of ethanol, with a high blending octane number, allows a reduction in aromatics in market gasoline. Blending behavior of ethanol is nonlinear, altering the distillation curve, including the 50% temperature point, T50. Increase in gasoline direct injection (GDI) engine technology in the fleet challenges ability of older models based on port fuel injection (PFI) results to predict the overall air quality impact of ethanol blending. Five different models derived from data collected through U.S. Environmental Protection Agency Energy Policy Act (EPAct) programs were used to predict LA92 Phase 1 particulate matter (PM) emissions for summer regular (SR) E0 (gasoline with 0% ethanol by volume), E10 (gasoline with 10% ethanol) and E15 (gasoline with 15% ethanol). Substantial reductions of PM for E10 and E15 relative to E0 were predicted when aromatics were displaced by ethanol to maintain octane rating. SR E0 and E10 were also matched to linear combinations of EPAct fuels and results showed a 35% PM reduction for SR E10 relative to SR E0. For GDI vehicles the Coordinating Research Council (CRC) E-94-3 study found that E10 had 23% or 29% PM increase. However, CRC E-129 found an E10 PM reduction of 10% when one E0 fuel and its splash blended (SB) E10 were compared. Both CRC project E-129 SB data and fuel triplets selected from the EPAct study showed variation for E15 emissions, although E-129 suggests that E15 in GDI offers about a 25% reduction of PM with respect to E0. Overall, data suggest that ethanol blending offers a modest to a substantial reduction of cold-start PM mass if aromatic levels of the finished products are reduced in response to ethanol addition.

Implications: Studies of exhaust emissions effects of ethanol blending with gasoline vary in conclusions. Blending properties are nonlinear. Modeling of real-world emissions effects must consider all fuel composition adjustments and property changes associated with ethanol addition. Aromatics are reduced in E10 or E15, compared with E0, and distillation changes. PFI-derived models show reductions in cold-start PM for expected average E10 versus E0 pump fuel, due to reduced aromatic content. Relative emissions effects from older technology (PFI) engines do not predict newer engine (GDI) results reliably, but recent GDI data show reduced cold-start PM when ethanol displaces aromatics.     

Modeling the partitioning of BTEX in water-reformulated gasoline systems containing ethanol

The objectives of this research were to quantify the extent of cosolvency for water–gasoline mixtures containing ethanol and to identify appropriate modeling tools for predicting the equilibrium partitioning of BTEX compounds and ethanol between an ethanol-bearing gasoline and water. Batch-equilibrium experiments were performed to measure ethanol and BTEX partitioning between a gasoline and aqueous phase. The experiments incorporated simple binary and multicomponent organic mixtures comprised of as many as eight compounds as well as highly complex commercial gasolines where the composition of the organic phase was not completely defined. At high ethanol volume fractions, the measured partition coefficients displayed an approximate linear relationship when plotted on semi-log scale as a function of ethanol volume fraction. At lower concentrations, however, there was a distinctly different trend which is attributed to a change in solubilization mechanisms at these concentrations. Three mathematical models were compared with or fit to the experimental results. Log-linear and UNIFAC-based models were used in a predictive capacity and were capable of representing the overall increase in partition coefficients as a function of increasing ethanol content in the aqueous phase. However, neither of these predicted the observed two-part curve. A piecewise model comprised of a linear relationship for low ethanol volume fractions and a log-linear model for higher concentrations was fit to data for a surrogate gasoline comprised of eight compounds and was then used to predict BTEX concentrations in the aqueous phase equilibrated with three different commercial gasolines. This model was superior to the UNIFAC predictions, especially at the low aqueous ethanol concentrations.     

Vapor pressure response to denaturant and water in E10 blends

On December 16, 1993, the U.S. Environmental Protection Agency (EPA) released the final rule on reformulated gasoline (RFG). This rule will affect the composition of as much as 45% of the gasoline used in the United States by the summer of 1995. The acceptance of any gasoline component lies in its ability to contribute to the RFG program's environmental goals. This study was conducted to determine the effect of water and ethanol denaturant on gasoline Reid vapor pressure (RVP) for which little quantitative data are available. This paper addresses two new areas where environmental goals may be achieved while maintaining the use of ethanol-blended gasolines within ozone nonattainment areas.     

A Technique for Estimating the Age of Regular/Mid-grade Gasolines Released to the Subsurface Since the Early 1970's

Investigators, regulators, and litigants having interest in gasoline hydrocarbon releases are almost always concerned with knowing when a release occurred. Gasoline releases to the subsurface have, historically, been the most difficult to age date because of their volatile nature and highly aromatic composition. Age dating of gasolines in the past has depended on the degree of weathering of the lower boiling hydrocarbons in gasoline, the use and disuse of lead, lead isotopes, the use of other additives such as methyl-tertiary-butyl ether, and major refining and formulation changes. However, these approaches are limited and many times difficult to demonstrate and apply. This paper describes a new age dating technique using gas chromatographic data. It is based on the progressive enhancement of the aromatics and the reduction of the normal alkanes (paraffins) in the manufacture of regular and mid-grade gasolines since the 1970s. The changing composition of gasoline was necessary to maintain octane ratings during the removal of lead from the gasoline and while meeting increasingly stringent air quality regulations over the past 30 years. This paper proposes the use of an index that reflects these changes in gasoline composition over time and can be correlated to when the gasoline was manufactured. The resulting curve can be used to estimate the age of release (manufacture) of gasolines. This forensic application can be successfully applied to liquid gasoline samples where the evaporation of the gasoline is less than 50%. Case histories and examples are presented to demonstrate application of the technique.     

Comparison of models used for the determination of odor thresholds

Several methods of data analysis used for the evaluation of odor detection thresholds have been examined through application to two samples of n-butanol. Panels of seven-ten people, working with a six level, IITRI, ternary forced choice olfactometer, were presented with initial concentrations of 99.5 and 52.1 ppm n-butanol during three trials. The ranking-plotting and ASTM E-679 methods were applied to the evaluation of discrimination-recognition thresholds of the odorous samples. It was found that single evaluations of detection or discrimination-recognition thresholds by either method were always ± 50%of the mean of six trials.The effects of successful guessing on the magnitudes of detection thresholds were examined in terms of a model based on the principle of maximum likelihood estimation of one, two and three trials of panel response. The magnitude of the discrimination threshold obtained by this method always fell between the detection and discrimination-recognition thresholds evaluated by the currently used models. The mean discrimination threshold of n-butanol for six trials was found to be 0.65 ± 0.25 ppm. It appears that the magnitude obtained from one trial with seven panel members would be sufficiently reliable for regulatory purposes when only one field sample is available, since any subsequent trials did not produce threshold values better than ± 40 % of the mean of six tests involving seven and ten panel members exposed to two different initial concentrations.     

Partitioning of aromatic and oxygenated constituents into water from regular and ethanol-blended gasolines

Variability in gasoline-water partitioning of major aromatic constituents (benzene, toluene, ethylbenzene, and xylenes (BTEX)) and methyl tert-butyl ether (MTBE) were examined for regular and ethanol-blended gasolines. By use of a two-phase liquid-liquid equilibrium model, the distribution of nonpolar solutes between fuel phase and water was related to principles of equilibrium. The models derived using Raoult's law convention for activity coefficients and liquid solubility is presented. The observed inverse log-log linear dependence of K_fw values on aqueous solubility, could be well predicted by assuming gasoline to be an ideal solvent mixture. Oxygenated additives (i.e., ethanol and MTBE), in the low percent range (below 5%), were shown to have minimal or negligible cosolvent effects on hydrocarbon partitioning. In the case of high fuel-to-water ratio (e.g., 1:1) or near contaminant source zone, the cosolvent effect of oxygenated gasoline with high content of ethanol (e.g., E85) will be environmentally significant.     

Spatial gradients and source apportionment of volatile organic compounds near roadways

Concentrations of 55 volatile organic compounds (VOCs) (C₂–C₁₂) are reported near a highway in Raleigh, NC. Thirty-minute samples were collected at eight locations, ranging from approximately 10–100 m perpendicular from the roadway. The highest concentrations of VOCs were generally measured closest to the roadway, and concentrations decreased exponentially with increasing distance from the roadway. The highest mean concentration for individual VOCs were for ethylene (3.10 ppbv) (mean concentration at x = 13 m), propane (2.27 ppbv), ethane (1.91 ppbv), isopentane (1.54 ppbv), toluene (0.95 ppbv), and n-butane (0.89 ppbv). Concentrations at the nearest roadway location (x = 13 m) were generally between 2.0 and 1.5 times those from the farthest roadway location (x = 92 m). The data were apportioned into four source categories using the EPA Chemical Mass Balance Model (CMB8.2): motor vehicle exhaust, compressed natural gas, propane gas, and evaporative gasoline. The majority of the VOCs resulted from motor vehicle exhaust (67 ± 12%) (% of total VOC at x = 13 m ± S.D.). Compressed natural gas, propane gas, and evaporative gasoline accounted for approximately 15%, 7% and 1% of the total VOC emissions, respectively, at x = 13 m.     

Towards optimal sampling schedules for integral pumping tests

Ethanol use as a gasoline additive is increasing, as are the chances of groundwater contamination caused by gasoline releases involving ethanol. To evaluate the impact of ethanol on dissolved hydrocarbon plumes, a field test was performed in which three gasoline residual sources with different ethanol fractions (E0: no ethanol, E10: 10% ethanol and E95: 95% ethanol) were emplaced below the water table. Using the numerical model BIONAPL/3D, the mass discharge rates of benzene, toluene, ethylbenzene, xylenes, trimethylbenzenes and naphthalene were simulated and results compared to those obtained from sampling transects of multilevel samplers. It was shown that ethanol dissolved rapidly and migrated downgradient as a short slug. Mass discharge of the hydrocarbons from the E0 and E10 sources suggested similar first-order hydrocarbon decay rates, indicating that ethanol from E10 had no impact on hydrocarbon degradation. In contrast, the estimated hydrocarbon decay rates were significantly lower when the source was E95. For the E0 and E10 cases, the aquifer did not have enough oxygen to support complete mineralization of the hydrocarbon compounds to the extent suggested by the field-based mass discharge. Introducing a heterogeneous distribution of hydraulic conductivity did little to overcome this discrepancy. A better match between the numerical model and the field data was obtained assuming partial degradation of the hydrocarbons to intermediate compounds. Besides depending on the ethanol concentration, the impact of ethanol on hydrocarbon degradation appears to be highly dependent on the availability of electron acceptors.     

VOC composition of current motor vehicle fuels and vapors, and collinearity analyses for receptor modeling

The formulation of motor vehicle fuels can alter the magnitude and composition of evaporative and exhaust emissions occurring throughout the fuel cycle. Information regarding the volatile organic compound (VOC) composition of motor fuels other than gasoline is scarce, especially for bioethanol and biodiesel blends. This study examines the liquid and vapor (headspace) composition of four contemporary and commercially available fuels: gasoline (<10% ethanol), E85 (85% ethanol and 15% gasoline), ultra-low sulfur diesel (ULSD), and B20 (20% soy-biodiesel and 80% ULSD). The composition of gasoline and E85 in both neat fuel and headspace vapor was dominated by aromatics and n-heptane. Despite its low gasoline content, E85 vapor contained higher concentrations of several VOCs than those in gasoline vapor, likely due to adjustments in its formulation. Temperature changes produced greater changes in the partial pressures of 17 VOCs in E85 than in gasoline, and large shifts in the VOC composition. B20 and ULSD were dominated by C₉ to C₁₆n-alkanes and low levels of the aromatics, and the two fuels had similar headspace vapor composition and concentrations. While the headspace composition predicted using vapor-liquid equilibrium theory was closely correlated to measurements, E85 vapor concentrations were underpredicted. Based on variance decomposition analyses, gasoline and diesel fuels and their vapors VOC were distinct, but B20 and ULSD fuels and vapors were highly collinear. These results can be used to estimate fuel related emissions and exposures, particularly in receptor models that apportion emission sources, and the collinearity analysis suggests that gasoline- and diesel-related emissions can be distinguished.     

On the Determination of Odor Thresholds in Air Pollution Control—An Experimental Field Study on Flue Gases from Sulfate Cellulose Plants

From the hygienic point of view, not only the health hazards caused by air pollutants but also the odor from emitted flue gases should be reduced to a minimum. An effective control of the risk of odor at ground level presupposes knowledge of the source concentration of the odoriferous gas as well as its odor threshold. This threshold has to be estimated empirically, as the flue gases often contain a complex mixture of different odoriferous substances, the odor thresholds of which are in most cases unknown. For this purpose a method has been developed for estimating the odor thresholds of flue gases emitted, from different industrial processes. The method, afield method, is based on an exposure procedure, a number of subjects compare different concentrations of the flue gas with samples of fresh air and decide at what concentration the flue gas is no longer noticeable. The gas samples used are neither compressed, nor absorbed or heated before the exposure test. The method has been used in two studies on gases from Swedish sulfate cellulose plants. In order to estimate the effect on the odor threshold of different deodorizing measures, gas samples were taken not only from the stack but also from different phases in the production process. The results and a brief discussion on the practical applications of the method are given.     

Combustion of gasolines in premixed laminar flames European certified and California phase 2 reformulated gasoline

Two gasoline qualities, European unleaded certified gasoline (EUCG) and California phase 2 reformulated gasoline (P2 RFG), were analysed. EUCG contained about twice the amount of alkyl benzenes compared to P2 RFG and a large amount of cyclohexane. As a balance, P2 RFG contained higher amounts of isooctane and MTBE. The gasolines were burned in a premixed laminar flame burner at 1 atm and at about stoichiometric fuel/air ratio. The species profiles were measured using on-line GC/MS. About 40 compounds were be detected in the gasoline flames. The EUCG resulted in formation of more reactive and toxic compounds. The combustion profiles of the fuel components showed a similar slope, which suggests that the fuel components burn quite independently of each other. Ethene and propene were the dominating species produced from the two gasolines. Commonly, substantial amounts of higher alkenes were found. Combustion of P2 RFG produced higher amounts of isobutene, propene, propyne, propadiene and methanol compared to combustion of EUCG. The high amount of isobutene is reasonably a result of high concentration of isooctane and MTBE in the fuel. The high amount of methanol formed is probably due to the MTBE present in the gasoline. EUCG produced significantly higher amounts of 1,3-butadiene, which quite likely is formed from the cyclohexane in the fuel. The benzene profiles from both gasolines shows an almost constant level up to 800 microm from the burner surface; this is probably due to formation of benzene from alkyl benzenes.     

国内成功运营的餐厨垃圾处理厂臭气排放特征研究

选择目前国内成功运营的餐厨垃圾资源化处理厂为采样点,采用气相色谱．质谱联用（GC／MS）技术对该厂的主要工段,如卸料室、破碎室、湿热反应器出气口、好氧发酵仓、厌氧发酵区以及厂界的臭气进行了定性和定量的分析。结果表明,6个采样点共检测出包括芳香烃、硫化物、卤代物、烯烃、烷烃、醇、醛、酮和酯在内的9类66种物质,各采样点臭气总浓度分别为：11．738、18．390、30．917、25．097、4．737和2．635mg／m3。其中湿热反应器出气口处恶臭气体浓度最高,其芳香烃、硫化物、卤代物、烯烃、烷烃、酮及酯类物质均高于其他检测点,需对该工段进行重点监测和控制。恶臭排放特征分析表明,各点的H2S浓度均超过嗅觉阈值,除厂界外甲硫醇和二甲二硫检测值均超过嗅觉阈值。     

High-throughput screening of dioxins in sediment and soil using selective pressurized liquid extraction with immunochemical detection

A high-throughput screening method using selective pressurized liquid extraction (SPLE) and enzyme-linked immunosorbent assay (ELISA) for monitoring dioxins in sediment and soil is described. SPLE conditions were developed by extracting sediment or soil together with alumina, 10% AgNO₃ in silica, and sulfuric acid impregnated silica (acid silica) using dichloromethane (DCM) as the solvent at 100 °C and 2000 psi. Post-extraction cleanups were not required for ELISA. Two reference sediments (National Institute of Standards and Technology SRM 1944 and Wellington Laboratories WMS01) were analyzed by the SPLE–ELISA method. The ELISA utilized a polyclonal antibody and 2,3,7,8-tetrachlorodibenzo-p-dioxin (TCDD) as the calibrant. Recoveries of ELISA-derived TCDD equivalents (EQ) relative to the expected gas chromatography/high resolution mass spectrometry (GC/HRMS) derived dioxin toxic equivalent (TEQ) values were 116 ± 11% for SRM 1944 and 102 ± 13% for WMS01. ELISA TCDD EQs were consistent with the dioxin TEQs as measured by GC/HRMS for 25 soil/sediment samples from seven different contaminated sites. The ELISA had an approximate method detection limit of 10 pg g⁻¹ with a precision of 2.6–29% based on the relative percentage difference (%RPD) for duplicate samples. Estimated sample throughput for the SPLE–ELISA was three times or more than that of the GC/HRMS method employing PLE with a multi-column cleanup.     

Treatment of odor by a seashell biofilter at a wastewater treatment plant

Biofilters are becoming an increasingly popular treatment device for odors and other volatiles found at wastewater treatment plants. A seashell media based biofilter was installed in April 2011 at Lake Wildwood Wastewater Treatment Plant located in Penn Valley, California. It was sampled seasonally to examine its ability to treat odorous compounds found in the air above the anaerobic equalization basin at the front end of the plant and to examine the properties of the biofilter and its recirculating water system. The odor profile method sensory panels found mainly sulfide odors (rotten eggs and rotten vegetable) and some fecal odors. This proved to be a useful guidance tool for selecting the required types of chemical sampling. The predominant odorous compounds found were hydrogen sulfide, methyl mercaptan and dimethyl sulfide. These compounds were effectively removed by the biofilter at greater than 99% removal efficiency therein reducing the chemical concentrations to below their odor thresholds. Aldehydes found in the biofilter were below odor thresholds but served as indicators of biological activity. Gas chromatography with mass spectrometry and gas chromatography with sensory detection showed the presence of dimethyl disulfide and dimethyl trisulfide as well, but barely above their respective odor thresholds. The neutrality of the pH of the recirculating water was variable depending on conditions in the biofilter, but a local neutral pH was found in the shells themselves. Other measurements of the recirculating water indicated that the majority of the bio-activity takes place in the first stage of the biofilter. All measurements performed suggest that this seashell biofilter is successful at removing odors found at Lake Wildwood. This study is an initial examination into the mechanism of the removal of odorous compounds in a seashell biofilter.

Implications:?This paper presents a thorough examination of a seashell media biofilter, a sustainable treatment technology used to remove reduced sulfide compounds. The durable performance of the seashell biofilter ensures that odors will be adequately controlled, preventing odor nuisance to surrounding residences, which is an emerging problem faced by waste management facilities. The odor profile method technique used in this study can be applied in many situations by waste management facilities and regulatory air management organizations for source tracking in relation to prevention and management of odor complaints, respectively.     

Fuel Ethanol Produced from Midwest U.S. Corn: Help or Hindrance to the Vision of Kyoto?

ABSTRACT

In this study, we examined the role of corn-feedstock ethanol in reducing greenhouse gas (GHG) emissions, given present and near-future technology and practice for corn farming and ethanol production. We analyzed the full-fuel-cycle GHG effects of corn-based ethanol using updated information on corn operations in the upper Midwest and existing ethanol production technologies. Information was obtained from representatives of the U.S. Department of Agriculture, faculty of midwestern universities with expertise in corn production and animal feed, and acknowledged authorities in the field of ethanol plant engineering, design, and operations. Cases examined included use of E85 (85% ethanol and 15% gasoline by volume) and E10 (10% ethanol and 90% gasoline). Among key findings is that Midwest-produced ethanol outperforms conventional (current) and reformulated (future) gasoline with respect to energy use and GHG emissions (on a mass emission per travel mile basis). The superiority of the energy and GHG results is well outside the range of model "noise." An important facet of this work has been conducting sensitivity analyses. These analyses let us rank the factors in the corn-to-ethanol cycle that are most important for limiting GHG generation. These rankings could help ensure that efforts to reduce that generation are targeted more effectively.     

Prospects for Exhaust Control by Engine Modification

In order to assist in assessing potential odor problems arising from chemical manufacturing operations, the odor thresholds of 53 commercially important odorant chemicals have been determined using a standardized and defined procedure. The odor threshold data previously available have shown wide variation reflecting the diversity of procedures and techniques used. Factors that may affect the odor threshold measurement include the mode of presentation of the stimulus to the observer, the influence of extraneous odorants in the presentation system, the type of observer used, the definition of the odor response, the treatment of the data obtained, and the chemical purity of the odorant. The experimental approach used has minimized these variations. The odorants were presented to a trained odor panel in a static air system utilizing a low odor background air as the dilution medium. The odor threshold is defined as the first concentration at which all panel members can recognize the odor. The effect of chemical purity has been determined by measuring the odor threshold of materials representing different modes of manufacture or after purification by gas chromatographic procedures. The threshold concentrations range over six orders of magnitude. Trimethylamine exhibited the lowest threshold (0.00021 ppm volume); methylene chloride was not recognizable below 214 ppm. Of the 53 chemicals, sulfur bearing compounds exhibit low threshold values on the order of parts per billion. Aside from the sulfides, it is not possible to anticipate the odor threshold of a material based on its chemical structure or functionality.     

Chemical composition of burnt smell caused by accidental fires: environmental contaminants

The chemical composition of the odors typical of fires has recently been deciphered. Basically the constituents are mixtures of acetophenone, benzyl alcohol, hydroxylated derivatives of benzaldehyde, methoxylated and/or alkylated phenols and naphthalene. This finding makes it possible to develop objective, practical analytic measurement methods for the burnt smell as a contribution to improving fire damage assessment and remediation monitoring. With the aid of an artificially produced burnt smell and a panel of testers the odor detection threshold of a test mixture was determined olfactometrically to 2 μg m⁻³. Using a defined burnt-smell atmosphere in a test chamber, analytical methods with active sampling, the adsorbents XAD 7 and TENAX TA, and GC/MS measurement were then optimized and tested with a view to being able to carry out sensitive quantitative measurement of burnt smells. A further practical method with particular application to the qualitative characterization of this odor is based on the use of a new SPME (solid-phase microextraction) field sampler with DVB/CAR/PDMS (divinylbenzene/Carboxen™/polydimethylsiloxane) fibers.