Toxicological Evaluation for the Hazard Assessment of Tire Crumb for Use in Public Playgrounds

Abstract

Disposal of used tires has been a major problem in solid waste management. New uses will have to be found to consume recycled tire products. One such proposed use is as ground cover in playgrounds. However, concern has been expressed regarding exposure of children to hazardous chemicals and the environmental impact of such chemicals. We designed a comprehensive hazard assessment to evaluate and address potential human health and environmental concerns associated with the use of tire crumb in playgrounds. Human health concerns were addressed using conventional hazard analyses, mutagenicity assays, and aquatic toxicity tests of extracted tire crumb. Hazard to children appears to be minimal. Toxicity to all aquatic organisms (bacteria, invertebrates, fish, and green algae) was observed; however, this activity disappeared with aging of the tire crumb for three months in place in the playground. We conclude that the use of tire crumb in playgrounds results in minimal hazard to children and the receiving environment.     

The Autothermal Pyrolysis of Waste Tires

Abstract

The growing amount of rubber waste, such as that from tires and cables, has resulted in serious environmental problems. Since rubber waste is not easily biodegradable even after a long period of landfill treatment, material and energy recovery is the preferable alternative to disposal. The potential offered by waste tire pyrolysis for solving both energy and waste treatment problems is widely recognized. Pyrolysis is one method of inducing thermal decomposition without using any oxidizing agent, or using such a limited supply of the agent that oxidization does not proceed to an appreciable extent. The latter may be described as autothermal pyrolysis and will be studied in the present work.

The main objective of this research was to study the operating parameters of autothermal pyrolysis of scrap tires in a laboratory-scale fluidized bed reactor with a 100-cm bed height (10 cm I.D.) and a 100-cm freeboard (25 cm I.D.). Scrap tires were pyrolyzed in a limited oxygen supply, so that the heat for pyrolysis of the scrap tires was provided by combustion of some portion of the scrap tires. The operating parameters evaluated included the effect on the pyrolysis oil products and their relative proportions of (1) the air factor (O.O7–O35); (2) the pyrolysis temperature (370–570 °C); and (3) the catalyst added (zeolite and calcium carbonate). The results show that: (1) the composition of the liquid hydrocarbon obtained is affected significantly by the air factor; (2) the higher operating temperature caused a higher yield of gasoline and diesel; (3) the yield of gasoline increased due to the catalyst zeolite added, and the yield of diesel increased due to the addition of the catalyst calcium carbonate; (4) the principal constituents of gasoline included dipentene and diprene.     

Gas and Particle Emissions from Automobile Tires in Laboratory and Field Studies

This paper is directed to air pollution scientists interested in special mobile emission sources. The purpose was to determine the contribution which automobile tires make to air pollution. The gaseous hydrocarbon and sulfur compounds emitted in laboratory tests were identified. Although these hydrocarbons can participate in smog reactions, their mass emission rate is less than 0.1 % of the current exhaust hydrocarbon emission rate. Hydrocarbons from tires are not measurable near a freeway. The particulate emitted from tires ranges in size from 0.01 μm to more than 30 μm, with the larger particles dominating the total mass. Measurements along a California freeway showed that most of the tire debris had settled within 5 m of the pavement edge. Airborne rubber concentrations were less than 0.5 μg/m³, or less than 5% of the total tire wear. These field measurements confirm the indoor emission pattern and verify that tire wear products are not a significant air pollution problem.     

Preparation of Sulfurized Powdered Activated Carbon from Waste Tires Using an Innovative Compositive Impregnation Process

Abstract

The objective of this study is to develop an innovative compositive impregnation process for preparing sulfurized powdered activated carbon (PAC) from waste tires. An experimental apparatus, including a pyrolysis and activation system and a sulfur (S) impregnation system, was designed and applied to produce sulfurized PAC with a high specific surface area. Experimental tests involved the pyrolysis, activation, and sulfurization of waste tires. Waste-tire-derived PAC (WPAC) was initially produced in the pyrolysis and activation system. Experimental results indicated that the Brunauer-Emmett-Teller (BET) surface area of WPAC increased, and the average pore radius of WPAC decreased, as water feed rate and activation time increased. In this study, a conventional direct impregnation process was used to prepare the sulfurized PAC by impregnating WPAC with sodium sulfide (Na₂S) solution. Furthermore, an innovative compositive impregnation process was developed and then compared with the conventional direct impregnation process. Experimental results showed that the compositive impregnation process produced the sulfurized WPAC with high BET surface area and a high S content. A maximum BET surface area of 886 m²/g and the S content of 2.61% by mass were obtained at 900°C and at the S feed ratio of 2160 mg Na₂S/g C. However, the direct impregnation process led to a BET surface area of sulfurized WPAC that decreased significantly as the S content increased.     

A Life-Cycle Inventory Model of Municipal Solid Waste Combustion

ABSTRACT

Evaluation of alternate strategies for municipal solid waste (MSW) management requires models to calculate environmental emissions as a function of both waste quantity and composition. A methodology to calculate waste component-specific emissions associated with MSW combustion is presented here. The methodology considers emissions at a combustion facility as well as those avoided at an electrical energy facility because of energy recovered from waste combustion. Emission factors, in units of kg pollutant per metric ton MSW entering the combustion facility, are calculated for CO₂-biomass, CO₂-fossil, SO_x , HCl, NO_x , dioxins/furans, PM, CO, and 11 metals. Water emissions associated with electrical energy offsets are also considered. Reductions in environmental emissions for a 500-metric-ton-per-day combustion facility that recovers energy are calculated.     

Fine Particulate Matter Emissions Inventories: Comparisons of Emissions Estimates with Observations from Recent Field Programs

Abstract

Emissions inventories of fine particulate matter (PM_2.5) were compared with estimates of emissions based on data emerging from U.S. Environment Protection Agency Particulate Matter Supersites and other field programs. Six source categories for PM_2.5 emissions were reviewed: on-road mobile sources, nonroad mobile sources, cooking, biomass combustion, fugitive dust, and stationary sources. Ammonia emissions from all of the source categories were also examined. Regional emissions inventories of PM in the exhaust from on-road and nonroad sources were generally consistent with ambient observations, though uncertainties in some emission factors were twice as large as the emission factors. In contrast, emissions inventories of road dust were up to an order of magnitude larger than ambient observations, and estimated brake wear and tire dust emissions were half as large as ambient observations in urban areas. Although comprehensive nationwide emissions inventories of PM_2.5 from cooking sources and biomass burning are not yet available, observational data in urban areas suggest that cooking sources account for approximately 5–20% of total primary emissions (excluding dust), and biomass burning sources are highly dependent on region. Finally, relatively few observational data were available to assess the accuracy of emission estimates for stationary sources. Overall, the uncertainties in primary emissions for PM_2.5 are substantial. Similar uncertainties exist for ammonia emissions. Because of these uncertainties, the design of PM_2.5 control strategies should be based on inventories that have been refined by a combination of bottom-up and top-down methods.     

Environmental labeling of car tires--toxicity to Daphnia magna can be used as a screening method

Car tires contain several water-soluble compounds that can leach into water and have toxic effects on aquatic organisms. Due to tire wear, 10,000 tonnes of rubber particles end up along the Swedish roads every year. This leads to a diffuse input of emissions of several compounds. Emissions of polyaromatic hydrocarbons (PAHs) are of particular concern. PAHs are ingredients of the high aromatic oil (HA oil) that is used in the rubber as a softener and as a filler. The exclusion of HA oils from car tires has started, and an environmental labeling of tires could make HA oils obsolete. The toxicity to Daphnia magna from 12 randomly selected car tires was tested in this study. Rubber from the tread of the tires was grated into small pieces, to simulate material from tire wear, and the rubber was equilibrated with dilution water for 72 h before addition of test organisms. The 24-h EC50s of the rubber pieces ranged from 0.29 to 32 gl-1, and the 48-h EC50s ranged from 0.0625 to 2.41 gl-1. Summer tires were more toxic than winter tires. After the 48-h exposure, the daphnids were exposed to UV-light for 2 h, to determine if the tires contained compounds that were phototoxic. After UV-activation the EC50s ranged from 0.0625 to 0.38 gl-1. Four of the 12 tires had a very distinct photoactivation, with a toxicity increase of >10 times. This study has shown that the used method for toxicity testing with Daphnia magna according to ISO 6341 could be used as a basis for environmental labeling of car tires.     

Evaluation of Tire-Derived Fuel for Use in Nitrogen Oxide Reduction by Reburning

ABSTRACT

Tire-derived fuel (TDF) was tested in a small-scale (44 kW or 150,000 Btu/hr) combustor to determine its feasibility as a fuel for use in reburning for control of nitrogen oxide (NO). TDF was gravity-fed into upward flowing combustion gases from a primary natural gas flame doped with ammonia to simulate a high NO combustion process. Emissions of NO, oxygen, carbon dioxide, carbon monoxide, and particulate matter were measured. The tests varied the nominal primary NO level from 600 to 1,200 ppm and the primary stoichiometry from 1.1 to 1.2, and used both natural gas and TDF as reburn fuels. The reburn injection rate was varied to achieve 8–20% of the total heat input from the reburn fuel. NO emissions reductions ranged between 20 and 63% when using TDF, depending upon the rate of TDF injection, primary NO, and primary stoichiometry. NO emission reductions when using natural gas as the reburn fuel were consistently higher than those when using TDF. While additional work remains to optimize the process and evaluate costs, TDF has been shown to have the potential to be a technically viable reburning fuel.     

Trends in the management of waste tyres and recent experimental approaches in the analysis of polycyclic aromatic hydrocarbons (PAHs) from rubber crumbs

The health and environmental consciousness of waste tires has increased tremendously over the years. This has motivated efforts to develop secondary applications that will utilize tire when they reach the end of their life cycle and limit their disposal in landfills. Among the applications of waste tires which are discussed in this review, the use of rubber crumbs in artificial turf fields has gained worldwide attention and is increasing annually. However, there are serious concerns regarding chemicals that are used in the manufacturing process of tires, which ultimately end up in rubber crumbs. Chemicals such as polycyclic aromatic hydrocarbons (PAH) and heavy metals which are found in rubber crumbs have been identified as harmful to human health and the environment. This review paper is intended to highlight some of the methods which have been used to manage waste tire; it also looks at chemicals/materials used in tire compounding which are identified as possible carcinogenic.

     

Idle Emissions from Heavy-Duty Diesel Vehicles: Review and Recent Data

Abstract

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NO_x), particulate matter (PM), and carbon dioxide (CO₂) have been reported. Idle CO₂ emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted [~20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NO_x, 1 g/hr of PM, and 4636 g/hr of CO₂ during idle. MFI equipped vehicles emitted ~35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NO_x, 4 g/hr of PM, and 4484 g/hr of CO₂, on average, during idle. Vehicles with EFI emitted less idleCO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NO_x, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO₂ and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO₂, NO_x, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO₂ and NO_x emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by ~100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NO_x, and PM emissions and consumed fuel at only 75%of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.     

Emissions and risks associated with oxyfuel combustion: State of the science and critical data gaps

Oxyfuel combustion is a promising technology that may greatly facilitate carbon capture and sequestration by increasing the relative CO₂ content of the combustion emission stream. However, the potential effect of enhanced oxygen combustion conditions on emissions of criteria and hazardous air pollutants (e.g., acid gases, particulates, metals and organics) is not well studied. It is possible that combustion under oxyfuel conditions could produce emissions posing different risks than those currently being managed by the power industry (e.g., by changing the valence state of metals). The data available for addressing these concerns are quite limited and are typically derived from laboratory-scale or pilot-scale tests. A review of the available data does suggest that oxyfuel combustion may decrease the air emissions of some pollutants (e.g., SO₂, NOx, particulates) whereas data for other pollutants are too limited to draw any conclusions. The oxy-combustion systems that have been proposed to date do not have a conventional “stack” and combustion flue gas is treated in such a way that solid or liquid waste streams are the major outputs. Use of this technology will therefore shift emissions from air to solid or liquid waste streams, but the risk management implications of this potential change have yet to be assessed. Truly useful studies of the potential effects of oxyfuel combustion on power plant emissions will require construction of integrated systems containing a combustion system coupled to a CO₂ processing unit. Sampling and analysis to assess potential emission effects should be an essential part of integrated system tests.

Implications: Oxyfuel combustion may facilitate carbon capture and sequestration by increasing the relative CO₂ content of the combustion emission stream. However, the potential effect of enhanced oxygen combustion conditions on emissions of criteria and hazardous air pollutants has not been well studied. Combustion under oxyfuel conditions could produce emissions posing different risks than those currently being managed by the power industry. Therefore, before moving further with oxyfuel combustion as a new technology, it is appropriate to summarize the current understanding of potential emissions risk and to identify data gaps as priorities for future research.     

Acute toxicity of leachates of tire wear material to Daphnia magna--variability and toxic components

Large amounts of tire rubber are deposited along the roads due to tread wear. Several compounds may leach from the rubber and cause toxicity to aquatic organisms. To investigate the toxic effects of tire wear material from different tires, rubber was abraded from the treads of twenty-five tires. Leachates were prepared by allowing the rubber to equilibrate with dilution water at 44 degrees C for 72 h. Then the rubber was filtered from the leachates, and test organisms (Daphnia magna) were added. Forty-eight hour EC50s ranged from 0.5 to >10.0 g l(-1). The toxicity identification evaluation (TIE) indicated that non-polar organic compounds caused most of the toxicity. UV exposure of the filtered tire leachates caused no significant increase in toxicity. However, when tested as unfiltered leachates (the rubber was not filtered from the leachates before addition of D. magna) photo-enhanced toxicity was considerable for some tires, which means that test procedures are important when testing tire leachates for aquatic (photo) toxicity. The acute toxicity of tire wear for Daphnia magna was found to be <40 times a predicted environmental concentration based on reports on the concentration of a tire component found in environmental samples, which emphasizes the need for a more extensive risk assessment of tire wear for the environment.     

A Feasibility Study on the Predictive Emission Monitoring System Applied to the Hsinta Power Plant of Taiwan Power Company

Abstract

The continuous emission monitoring system (CEMS) can monitor flue gas emissions continuously and instantaneously. However, it has the disadvantages of enormous cost, easily producing errors in sampling periods of bad weather, lagging response in variable ambient environments, and missing data in daily zero and span tests and maintenance. The concept of a predictive emission monitoring system (PEMS) is to use the operating parameters of combustion equipment through thermodynamic or statistical methods to construct a mathematic model that can predict emissions by a computer program. The goal of this study is to set up a PEMS in a gas-fired combined cycle power generation unit at the Hsinta station of Taiwan Power Co. The emissions to be monitored include nitrogen oxides (NO_x) and oxygen (O₂) in flue gas. The major variables of the predictive model were determined based on the combustion theory. The data of these variables then were analyzed to establish a regression model. From the regression results, the influences of these variables are discussed and the predicted values are compared with the CEMS data for accuracy. In addition, according to the cost information, the capital and operation and maintenance costs for a PEMS can be much lower than those for a CEMS.     

Sulfur Dioxide and Nitrogen Oxides Emissions from U.S. Pulp and Paper Mills, 1980–2005

Abstract

Comprehensive surveys conducted at 5-yr intervals were used to estimate sulfur dioxide (SO₂) and nitrogen oxides (NO_x) emissions from U.S. pulp and paper mills for 1980, 1985, 1990, 1995, 2000, and 2005. Over the 25-yr period, paper production increased by 50%, whereas total SO₂ emissions declined by 60% to 340,000 short tons (t) and total NO_x emissions decreased approximately 15% to 230,000 t. The downward emission trends resulted from a combination of factors, including reductions in oil and coal use, steadily declining fuel sulfur content, lower pulp and paper production in recent years, increased use of flue gas desulfurization systems on boilers, growing use of combustion modifications and add-on control systems to reduce boiler and gas turbine NO_x emissions, and improvements in kraft recovery furnace operations.     

Chromium removal from water by activated carbon developed from waste rubber tires

Because of the continuous production of large amount of waste tires, the disposal of waste tires represents a major environmental issue throughout the world. This paper reports the utilization of waste tires (hard-to-dispose waste) as a precursor in the production of activated carbons (pollution-cleaning adsorbent). In the preparation of activated carbon (AC), waste rubber tire (WRT) was thermally treated and activated. The tire-derived activated carbon was characterized by means of scanning electron microscope, energy-dispersive X-ray spectroscopy, FTIR spectrophotometer, and X-ray diffraction. In the IR spectrum, a number of bands centred at about 3409, 2350, 1710, 1650, and 1300–1000 cm^?1 prove the present of hydroxyl and carboxyl groups on the surface of AC in addition to C═C double bonds. The developed AC was tested and evaluated as potential adsorbent removal of chromium (III). Experimental parameters, such as contact time, initial concentration, adsorbent dosage and pH were optimized. A rapid uptake of chromium ions was observed and the equilibrium is achieved in 1 h. It was also found that the adsorption process is pH dependent. This work adds to the global discussion of the cost-effective utilization of waste rubber tires for waste water treatment.     

Characterization of Emissions from Diffusion Flare Systems

ABSTRACT

Emissions from flares typical of those found at oil-field battery sites in Alberta, Canada, were investigated to determine the degree to which the flared gases were burned and to characterize the products of combustion in the emissions. The study consisted of laboratory, pilot-scale, and field-scale investigations. Combustion of all hydrocarbon fuels in both laboratory and pilot-scale tests produced a complex variety of hydrocarbon products within the flame, primarily by pyrolytic reactions. Acetylene, eth-ylene, benzene, styrene, ethynyl benzene, and naphthalene were some of the major constituents produced by conversion of more than 10% of the methane within the flames. The majority of the hydrocarbons produced within the flames of pure gas fuels were effectively destroyed in the outer combustion zone, resulting in combustion efficiencies greater than 98% as measured in the emissions.

The addition of liquid hydrocarbon fuels or condensates to pure gas streams had the largest effect on impairing the ability of the resulting flame to destroy the pyrolytically produced hydrocarbons, as well as the original hydrocarbon fuels directed to the flare. Crosswinds were also found to reduce the combustion efficiency (CE) of the co-flowing gas/condensate flames by causing more unburned fuel and the pyrolytically produced hydrocarbons to escape into the emissions.

Flaring of solution gas at oil-field battery sites was found to burn with an efficiency of 62-82%, depending on either how much fuel was directed to flare or how much liquid hydrocarbon was in the knockout drum. Benzene, styrene, ethynyl benzene, ethynyl-methyl benzenes, toluene, xylenes, acenaphthalene, biphenyl, and fluorene were, in most cases, the most abundant compounds found in any of the emissions examined in the field flare testing. The emissions from sour solution gas flaring also contained reduced sulfur compounds and thiophenes.     

Assessing Sorbents for Mercury Control in Coal-Combustion Flue Gas

Abstract

Sorbent injection for Hg control is one of the most promising technologies for reducing Hg emissions from power-generation facilities, particularly units that do not require wet scrubbers for SO₂ control. Since 1992, EPRI has been assessing the performance of Hg sorbents in pilot-scale systems installed at full-scale facilities. The initial tests were conducted on a 5000-acfm (142-m³/min) pilot baghouse. Screening potential sorbents at this scale required substantial resources for installation and operation and did not provide an opportunity to characterize sor-bents over a wide temperature range.

Data collected in the laboratory and in field tests indicate that sorbents are affected by flue gas composition and temperature. Tests carried out in actual flue gas at a number of power plants also have shown that sorbent performance can be site-specific. In addition, data collected at a field site often are different from data collected in the laboratory, with simulated flue gas mixed to match the major components in the site’s gas. To effectively estimate the costs of Hg sorbent systems at different plants, a measure of sorbent performance in the respective flue gases must be obtained. However, injection testing at multiple facilities with large pilot systems is not practical.

Over the past five years, fixed-bed characterization testing, modeling studies, and bench-scale injection testing have been undertaken to develop a low-cost technique to characterize sorbent performance in actual flue gas and subsequently to project normalized costs for Hg removal prior to full-scale demonstration. This article describes the techniques used and summarizes field-testing results from two plants burning Powder River Basin (PRB) coal for commercial activated carbon and several other sorbent types. Full-scale projections based on the results and data collected on larger-scale systems also are included.     

Production of Activated Carbons from Pyrolysis of Waste Tires Impregnated with Potassium Hydroxide

ABSTRACT

Activated carbons were produced from waste tires using a chemical activation method. The carbon production process consisted of potassium hydroxide (KOH) impregnation followed by pyrolysis in N₂ at 600-900 °C for 0-2 hr. The activation method can produce carbons with a surface area (SA) and total pore volume as high as 470 m²/g and 0.57 cm³/g, respectively. The influence of different parameters during chemical activation, such as pyrolysis temperature, holding time, and KOH/tire ratio, on the carbon yield and the surface characteristics was explored, and the optimum preparation conditions were recommended. The pore volume of the resulting carbons generally increases with the extent of carbon gasified by KOH and its derivatives, whereas the SA increases with degree of gasification to reach a maximum value, and then decreases upon further gasification.     

Theoretical and Observational Assessments of Flare Efficiencies

ABSTRACT

Flaring of waste gases is a common practice in the processing of hydrocarbon (HC) materials. It is assumed that flaring achieves complete combustion with relatively innocuous byproducts such as CO₂ and H₂O. However, flaring is rarely successful in the attainment of complete combustion, because entrainment of air into the region of combusting gases restricts flame sizes to less than optimum values. The resulting flames are too small to dissipate the amount of heat associated with 100% combustion efficiency.

Equations were employed to estimate flame lengths, areas, and volumes as functions of flare stack exit velocity, stoichiometric mixing ratio, and wind speed. Heats released as part of the combustion process were then estimated from a knowledge of the flame dimensions together with an assumed flame temperature of 1200 K. Combustion efficiencies were subsequently obtained by taking the ratio of estimated actual heat release values to those associated with 100% complete combustion.

Results of the calculations showed that combustion efficiencies decreased rapidly as wind speed increased from 1 to 6 m/sec. As wind speeds increased beyond 6 m/sec,combustion efficiencies tended to level off at values between 10 and 15%. Propane and ethane tend to burn more efficiently than do methane or hydrogen sulfide because of their lower stoichiometric mixing ratios.

Results of theoretical predictions were compared to nine values of local combustion efficiencies obtained as part of an observational study into flaring activity conducted by the Alberta Research Council (ARC). All values were obtained during wind speed conditions of less than 4 m/sec. There was generally good agreement between predicted and observed values. The mean and standard deviation of observed combustion efficiencies were 68 ± 7%. Comparable predicted values were 69 ± 7%.     

An Analysis of Visual Range in the Eastern United States Under Different Meteorological Regimes

ABSTRACT

The issue of fine particle (PM₂₅) exposures and their potential health effects is a focus of scientific research because of the recently promulgated National Ambient Air Quality Standard for PM_{2 5}. Before final implementation, the health and exposure basis for the standard will be reviewed by the U.S. Environmental Protection Agency within the next five years. As part of this process, it is necessary to understand total particle exposure issues and to determine the relative importance of the origin of PM_{2 5} exposure in various micro-environments. The results presented in this study examine emissions of fine particles from a previously uncharacterized indoor source: the residential vacuum cleaner. Eleven standard vacuum cleaners were tested for the emission rate of fine particles by their individual motors and for their efficiency in collecting laboratory-generated fine particles. An aerosol generator was used to introduce fine potassium chloride (KC1) particles into the vacuum cleaner inlet for the collection efficiency tests. Measurements of the motor emissions, which include carbon, and the KCl aerosol were made using a continuous HIAC/Royco 5130A light-scattering particle detector. All tests were conducted in a metal chamber specifically designed to completely contain the vacuum cleaner and operate it in a stationary position. For the tested vacuum cleaners, fine particle motor emissions ranged from 9.6 x 10⁴ to 3.34 x 10⁸ particles/min, which were estimated to be 0.028 to 176 mg/min for mass emissions, respectively. The vast majority of particles released were in the range of 0.3-0.5 mm in diameter. The lowest particle emission rate was obtained for a vacuum cleaner that had a high efficiency (HEPA) filter placed after the vacuum cleaner bag and the motor within a sealed exhaust system. This vacuum cleaner removed the KC1particles that escaped the vacuum cleaner bag and the particles emitted by the motor. Results obtained for the KC1 collection efficiency tests show >99% of the fine particles were captured by the two vacuum cleaners that used a HEPA filter. A series of tests conducted on two vacuum cleaners found that the motors also emitted ultra-fine particles above 0.01 mm in diameter at rates of greater than 10⁸ ultra-fine particles/CF of air. The model that had the best collection efficiency for fine particles also reduced the ultra-fine particle emissions by a factor of 1 x 10³.