Comparison of modeling with empirical calculation of diffuse and fugitive methane emissions in a Spanish landfill

One of the most significant environmental problems arising from landfills is the emission of methane into the atmosphere. In this study, methane emissions from a currently in-use Spanish landfill were modeled as well as being experimentally measured using a two-step method. The first step involved a qualitative walkover survey to detect where gases were being emitted on the surface of the landfill. The second stage comprised a quantitative analysis of these surface methane emissions at a selected number of points on the landfill surface using a specially designed flux chamber. The statistical analysis of the data obtained was based on the Sichel function and resulted in an average emission rate of 74.9 g·m^?2·day^?1, with 27.8 and 202.1 g·m^?2·day^?1 as the lower and upper limits of the 95% confidence interval, respectively. The total emission for the landfill, with an emitting surface of 335,000 m², is 9.16 × 10³ ton/yr. These values have been compared with those from three different models, with the model results being above the calculated mean emissions measured at the landfill, but below the upper confidence limit at 95%.

Implications: One of the main environmental problems arising from the presence of landfills is the emission of biogas (which mainly contains methane and carbon dioxide) into the atmosphere. Several experimental methods as well as models have been developed to quantify these emissions. In this work, the authors have compared the results obtained using experimental measurements with those provided by some local and international models using the default parameters proposed. The results obtained from the experimental method are in accordance with those provided by the models, although the models could be slightly overestimating these emissions.     

Trends in passenger exposure to carbon monoxide inside a vehicle on an arterial highway of the San Francisco Peninsula over 30 years: A longitudinal study

This paper describes a long-term trend study of passenger exposure to carbon monoxide (CO) inside a vehicle traveling on an arterial highway in northern California. CO exposure was measured during four field surveys on State Route #82 (El Camino Real) on the San Francisco Peninsula in 1980–1981, 1991–1992, 2001–2002, and 2010–2011. Each field survey took at least 12 months. Fifty trips from each survey—for a total of 200 trips—were matched by date, day of the week, and starting time of the day to facilitate comparisons over three decades. The mean net CO concentration of each trip was obtained by subtracting the background CO level from the average CO concentration for the entire trip. The mean net CO concentration (0.5 ppm) for 2010–2011 was only 5.2% of that (9.7 ppm) for 1980–1981. For the 50 trips, the average travel time for the 1980–1981 period (39.6 min) was only 8.3% higher than during the 2010–2011 period (36.3 min). The estimated round-trip distance on the highway was held constant at 11.8 miles. The reduction in the mean net CO concentration was attributed to more stringent CO emission standards on new vehicles sold in California since 1980. The state’s cold-temperature CO standard implemented in 1996 appeared to reduce high CO concentrations that were observed during the late fall and winter of 1980–1981. In addition, the observed standard deviation in concentration fell from 3.1 ppm in 1980–1981 to 0.2 ppm in 2010–2011, and the range of the 50 mean net CO concentrations narrowed from 14.9 ppm in 1980–1981 to 1.1 ppm in 2010–2011, but the relative variability, as indicated by the geometric standard deviation, remained the same. These results have important scientific implications for regulatory policies designed to control air pollution from motor vehicles.

Implications: Many developing countries launched or expanded their mobile source emission control programs in the 1990s, yet many of them do not have adequate inspection and maintenance (I/M) programs. The El Camino Real study shows the long-term public health benefits of more stringent motor vehicle emission standards for carbon monoxide (CO) on new cars and of an I/M program (Smog Check) on the existing fleet in California. The study provides a protocol for conducting standardized field surveys of in-vehicle exposure on a periodic basis. Such surveys would enable developing countries to assess the progress of their mobile source emission control programs.     

Nitrogen oxide emission calculation for post-Panamax container ships by using engine operation power probability as weighting factor: A slow-steaming case

In this study, the nitrogen oxide (NO_x) emission factors and total NO_x emissions of two groups of post-Panamax container ships operating on a long-term slow-steaming basis along Euro–Asian routes were calculated using both the probability density function of engine power levels and the NO_x emission function. The main engines of the five sister ships in Group I satisfied the Tier I emission limit stipulated in MARPOL (International Convention for the Prevention of Pollution from Ships) Annex VI, and those in Group II satisfied the Tier II limit. The calculated NO_x emission factors of the Group I and Group II ships were 14.73 and 17.85 g/kWhr, respectively. The total NO_x emissions of the Group II ships were determined to be 4.4% greater than those of the Group I ships. When the Tier II certification value was used to calculate the average total NO_x emissions of Group II engines, the result was lower than the actual value by 21.9%. Although fuel consumption and carbon dioxide (CO₂) emissions were increased by 1.76% because of slow steaming, the NO_x emissions were markedly reduced by 17.2%. The proposed method is more effective and accurate than the NO_x Technical Code 2008. Furthermore, it can be more appropriately applied to determine the NO_x emissions of international shipping inventory.

Implications: The usage of operating power probability density function of diesel engines as the weighting factor and the NO_x emission function obtained from test bed for calculating NO_x emissions is more accurate and practical. The proposed method is suitable for all types and purposes of diesel engines, irrespective of their operating power level. The method can be used to effectively determine the NO_x emissions of international shipping and inventory applications and should be considered in determining the carbon tax to be imposed in the future.     

Determination of polycyclic aromatic hydrocarbons in roasted coffee

Polycyclic aromatic hydrocarbons (PAHs) are suspected to be carcinogenic and mutagenic. This study describes the presence of PAHs in light, medium and dark roasted coffee including instant and decaffeinated brands. Total PAHs concentration was related to the degree of roasting with light roasted coffee showing the least and dark roasted coffee showing the highest level. Both instant and decaffeinated coffee brand showed lower levels of PAHs. Naphthalene, acenaphthylene, pyrene and chrysene were the most abundant individual isomers. The concentrations ranged from 0 to 561 ng g^?1 for naphthalene, 0 to 512 ng g^?1 for acenaphthylene, 60 to 459 ng g^?1 for pyrene and 56 to 371 ng g^?1 for chrysene. Thus, roasting conditions should be controlled to avoid the formation of PAHs due to their suspected carcinogenic and mutagenic properties.     

Real-world emissions of in-use off-road vehicles in Mexico

Off-road vehicles used in construction and agricultural activities can contribute substantially to emissions of gaseous pollutants and can be a major source of submicrometer carbonaceous particles in many parts of the world. However, there have been relatively few efforts in quantifying the emission factors (EFs) and for estimating the potential emission reduction benefits using emission control technologies for these vehicles. This study characterized the black carbon (BC) component of particulate matter and NOx, CO, and CO₂ EFs of selected diesel-powered off-road mobile sources in Mexico under real-world operating conditions using on-board portable emissions measurements systems (PEMS). The vehicles sampled included two backhoes, one tractor, a crane, an excavator, two front loaders, two bulldozers, an air compressor, and a power generator used in the construction and agricultural activities. For a selected number of these vehicles the emissions were further characterized with wall-flow diesel particle filters (DPFs) and partial-flow DPFs (p-DPFs) installed. Fuel-based EFs presented less variability than time-based emission rates, particularly for the BC. Average baseline EFs in working conditions for BC, NOx, and CO ranged from 0.04 to 5.7, from 12.6 to 81.8, and from 7.9 to 285.7 g/kg-fuel, respectively, and a high dependency by operation mode and by vehicle type was observed. Measurement-base frequency distributions of EFs by operation mode are proposed as an alternative method for characterizing the variability of off-road vehicles emissions under real-world conditions. Mass-based reductions for black carbon EFs were substantially large (above 99%) when DPFs were installed and the vehicles were idling, and the reductions were moderate (in the 20–60% range) for p-DPFs in working operating conditions. The observed high variability in measured EFs also indicates the need for detailed vehicle operation data for accurately estimating emissions from off-road vehicles in emissions inventories.

Implications: Measurements of off-road vehicles used in construction and agricultural activities in Mexico using on-board portable emissions measurements systems (PEMS) showed that these vehicles can be major sources of black carbon and NO_X. Emission factors varied significantly under real-world operating conditions, suggesting the need for detailed vehicle operation data for accurately estimating emissions inventories. Tests conducted in a selected number of sampled vehicles indicated that diesel particle filters (DPFs) are an effective technology for control of diesel particulate emissions and can provide potentially large emissions reduction in Mexico if widely implemented.     

Analysis of air quality in Dire Dawa,Ethiopia

Ambient air quality was monitored and analyzed to develop air quality index and its implications for livability and climate change in Dire Dawa, Ethiopia. Using survey research design, 16 georeferenced locations, representing different land uses, were randomly selected and assessed for sulfur dioxide (SO₂), nitrogen dioxide (NO₂), carbon dioxide (CO₂), carbon monoxide (CO),volatile organic compounds (VOCs), and meteorological parameters (temperature and relative humidity). The study found mean concentrations across all land uses for SO₂ of 0.37 ± 0.08 ppm, NO₂ of 0.13 ± 0.17 ppm, CO₂ of 465.65 ± 28.63 ppm, CO of 3.35 ± 2.04 ppm, and VOCs of 1850.67 ± 402 ppm. An air quality index indicated that ambient air quality for SO₂ was very poor, NO₂ ranged from moderate to very poor, whereas CO rating was moderate. Significant positive correlations existed between temperature and NO₂, CO₂, and CO and between humidity and VOCs. Significant relationships were also recorded between CO₂ and NO₂ and between CO and CO₂. Poor urban planning, inadequate pollution control measure, and weak capacity to monitor air quality have implications for energy usage, air quality, and local meteorological parameters, with subsequent feedback into global climate change. Implementation of programs to monitor and control emissions in order to reduce air pollution will provide health, economic, and environmental benefits to the city.

Implications: The need to develop and implement emission control programs to reduce air pollution in Dire Dawa City is urgent. This will provide enormous economic, health, and environmental benefits. It is expected that economic effects of air quality improvement will offset the expenditures for pollution control. Also, strategies that focus on air quality and climate change present a unique opportunity to engage different stakeholders in providing inclusive and sustainable development agenda for Dire Dawa.     

The effects of deterioration and technological levels on pollutant emission factors for gasoline light-duty trucks

Vehicle deterioration and technological change influence emission factors (EFs). In this study, the impacts of vehicle deterioration and emission standards on EFs of regulated pollutants (carbon monoxide [CO], hydrocarbon [HC], and nitrogen oxides [NO_x]) for gasoline light-duty trucks (LDTs) were investigated according to the inspection and maintenance (I/M) data using a chassis dynamometer method. Pollutant EFs for LDTs markedly varied with accumulated mileages and emission standards, and the trends of EFs are associated with accumulated mileages. In addition, the study also found that in most cases, the median EFs of CO, HC, and NO_x are higher than those of basic EFs in the International Vehicle Emissions (IVE) model; therefore, the present study provides correction factors for the IVE model relative to the corresponding emission standards and mileages.

Implications: Currently, vehicle emissions are great contributors to air pollution in cities, especially in developing countries. Emission factors play a key role in creating emission inventory and estimating emissions. Deterioration represented by vehicle age and accumulated mileage and changes of emission standards markedly influence emission factors. In addition, the results provide collection factors for implication in the IVE model in the region levels.     

Emissions of PCDD and PCDF from combustion of forest fuels and sugarcane: a comparison between field measurements and simulations in a laboratory burn facility

Release of PCDD and PCDF from biomass combustion such as forest and agricultural crop fires has been nominated as an important source for these chemicals despite minimal characterisation. Available emission factors that have been experimentally determined in laboratory and field experiments vary by several orders of magnitude from <0.5 μg TEQ (t fuel consumed)⁻¹ to >100 μg TEQ (t fuel consumed)⁻¹. The aim of this study was to evaluate the effect of experimental methods on the emission factor.A portable field sampler was used to measure PCDD/PCDF emissions from forest fires and the same fuel when burnt over a brick hearth to eliminate potential soil effects. A laboratory burn facility was used to sample emissions from the same fuels. There was very good agreement in emission factors to air (EF_Air) for forest fuel (Duke Forest, NC) of 0.52 (range: 0.40-0.79), 0.59 (range: 0.18-1.2) and 0.75 (range: 0.27-1.2) μg TEQ_WHO2005 (t fuel consumed)⁻¹ for the in-field, over a brick hearth, and burn facility experiments, respectively. Similarly, experiments with sugarcane showed very good agreement with EF_Air of 1.1 (range: 0.40-2.2), 1.5 (range: 0.84-2.2) and 1.7 (range: 0.34-4.4) μg TEQ (t fuel consumed)⁻¹ for in-field, over a brick hearth, open field and burn facility experiments respectively. Field sampling and laboratory simulations were in good agreement, and no significant changes in emissions of PCDD/PCDF could be attributed to fuel storage and transport to laboratory test facilities.     

Emission factors of atmospheric and climatic pollutants from crop residues burning

Biomass burning is a common agricultural practice, because it allows elimination of postharvesting residues; nevertheless, it involves an inefficient combustion process that generates atmospheric pollutants emission, which has implications on health and climate change. This work focuses on the estimation of emission factors (EFs) of PM_2.5, PM₁₀, organic carbon (OC), elemental carbon (EC), carbon monoxide (CO), carbon dioxide (CO₂), and methane (CH₄) of residues from burning alfalfa, barley, beans, cotton, maize, rice, sorghum, and wheat in Mexico. Chemical characteristics of the residues were determined to establish their relationship with EFs, as well as with the modified combustion efficiency (MCE). Essays were carried out in an open combustion chamber with isokinetic sampling, following modified EPA 201-A method. EFs did not present statistical differences among different varieties of the same crop, but were statistically different among different crops, showing that generic values of EFs for all the agricultural residues can introduce significant uncertainties when used for climatic and atmospheric pollutant inventories. EFs of PM_2.5 ranged from 1.19 to 11.30 g kg^?1, and of PM₁₀ from 1.77 to 21.56 g kg^?1. EFs of EC correlated with lignin content, whereas EFs of OC correlated inversely with carbon content. EFs of EC and OC in PM_2.5 ranged from 0.15 to 0.41 g kg^?1 and from 0.33 to 5.29 g kg^?1, respectively, and in PM₁₀, from 0.17 to 0.43 g kg^?1 and from 0.54 to 11.06 g kg^?1. CO₂ represented the largest gaseous emissions volume with 1053.35–1850.82 g kg^?1, whereas the lowest was CH₄ with 1.61–5.59 g kg^?1. CO ranged from 28.85 to 155.71 g kg^?1, correlating inversely with carbon content and MCE. EFs were used to calculate emissions from eight agricultural residues burning in the country during 2016, to know the potential mitigation of climatic and atmospheric pollutants, provided this practice was banned.

Implications: The emission factors of particles, short-lived climatic pollutants, and atmospheric pollutants from the crop residues burning of eight agricultural wastes crops, determined in this study using a standardized method, provides better knowledge of the emissions of those species in Latin America and other developing countries, and can be used as inputs in air quality models and climatic studies. The EFs will allow the development of more accurate inventories of aerosols and gaseous pollutants, which will lead to the design of effective mitigation strategies and planning processes for sustainable agriculture.     

Assimilative capacity–based emission load management in a critically polluted industrial cluster

In the present study, a modified approach was adopted to quantify the assimilative capacity (i.e., the maximum emission an area can take without violating the permissible pollutant standards) of a major industrial cluster (Manali, India) and to assess the effectiveness of adopted air pollution control measures at the region. Seasonal analysis of assimilative capacity was carried out corresponding to critical, high, medium, and low pollution levels to know the best and worst conditions for industrial operations. Bottom-up approach was employed to quantify sulfur dioxide (SO₂), nitrogen dioxide (NO₂), and particulate matter (aerodynamic diameter <10 μm; PM₁₀) emissions at a fine spatial resolution of 500 × 500 m² in Manali industrial cluster. AERMOD (American Meteorological Society/U.S. Environmental Protection Agency Regulatory Model), an U.S. Environmental Protection Agency (EPA) regulatory model, was used for estimating assimilative capacity. Results indicated that 22.8 tonnes/day of SO₂, 7.8 tonnes/day of NO₂, and 7.1 tonnes/day of PM₁₀ were emitted from the industries of Manali. The estimated assimilative capacities for SO₂, NO₂, and PM₁₀ were found to be 16.05, 17.36, and 19.78 tonnes/day, respectively. It was observed that the current SO₂ emissions were exceeding the estimated safe load by 6.7 tonnes/day, whereas PM₁₀ and NO₂ were within the safe limits. Seasonal analysis of assimilative capacity showed that post-monsoon had the lowest load-carrying capacity, followed by winter, summer, and monsoon seasons, and the allowable SO₂ emissions during post-monsoon and winter seasons were found to be 35% and 26% lower, respectively, when compared with monsoon season.

Implications: The authors present a modified approach for quantitative estimation of assimilative capacity of a critically polluted Indian industrial cluster. The authors developed a geo-coded fine-resolution PM₁₀, NO₂, and SO₂ emission inventory for Manali industrial area and further quantitatively estimated its season-wise assimilative capacities corresponding to various pollution levels. This quantitative representation of assimilative capacity (in terms of emissions), when compared with routine qualitative representation, provides better data for quantifying carrying capacity of an area. This information helps policy makers and regulatory authorities to develop an effective mitigation plan for air pollution abatement.     

Nitric oxide emissions from conventional vegetable fields in southeastern China

We conducted multi-year observations of nitric oxide (NO) fluxes from typical vegetable fields in the Yangtze River delta, which is located in southeastern China. Flux measurements were performed manually twice per week at intervals of 2–3 days, in both fertilized and unfertilized fields, over an investigation period of 1448 days (September 2004–August 2008). In total, twelve vegetable-growing periods and a short fallow period were investigated. On average, the NO fluxes from the fertilized plots were 21 times higher than fluxes from the unfertilized plots (p < 0.001). Peak NO emissions usually occurred soon after the addition of nitrogenous fertilizer. Peak emissions took place during about 15% of the whole investigation time, but contributed to approximately 89% of the total NO release. The annual background NO emissions (from fields without nitrogen amendment) were observed at 0.290 ± 0.019 (standard deviation of 3 observations) kg N ha^?1. The total amounts of NO emitted during the individual vegetable-growing periods correlated positively and exponentially with the products of seasonal mean soil temperatures and nitrogen addition rates (R² = 0.87, p < 0.001). The mean direct NO emission factor (EF_d, the loss rate of fertilizer nitrogen via NO emissions) for the four-year period was determined to be 0.51% ± 0.11% (standard error of 3 observations). The EF_ds of individual vegetable-growing seasons ranged from 0.05% to 1.24%, varying linearly and positively with the products of seasonal mean soil temperatures and nitrogen addition rates (R² = 0.58, p < 0.01). The observed interaction of soil temperature and nitrogen addition on NO emission in seasonal totals and EF_ds occurred in soils with moisture contents ranging from 55% to 100% water-filled pore space (mean: 79%; standard deviation: 9%). The results of this study indicate that when other conditions remain relatively stable, the direct emission factor, a key parameter for compiling an inventory of NO emissions from vegetable fields, may vary with not only soil temperature but also nitrogen addition.     

The relationship between atmospheric pollutant emissions and fuel qualities of inland vessels in Jiangsu Province,China

Air pollution caused by ship exhaust emission is receiving more and more attention. The physical and chemical properties of fuels, such as sulfur content and PAHs content, potentially had a significant influence on air pollutant emissions from inland vessels. In order to investigate the effects of fuel qualities on atmospheric pollutant emissions systematically, a series of experiments was conducted based on the method of actual ship testing. As a result, SO2, PM and NOx emission rates all increased with the increase of main engine rotating speed under cruise mode, while PM and NOx emission factors were inversely proportional to the main engine rotating speed. Moreover, SO2 emission factor changed little with the increase of the main engine rotating speed. In summary, the fuel-dependent specific emission of SO2 was a direct reflection of the sulfur content in fuel. The PM emission increased with the increase of sulfur content and PAHs content in fuel. However, fuel qualities impacted little on NOx emissions from inland vessels because of NOx formation mechanisms and conditions.

Implications: Ship activity is considered to be the third largest source of air pollution in China. In particular, air pollutants emitted from ships in river ports and waterways have a direct impact on regional air quality and pose threat on the health of local residents owing to high pollutants concentration and poor air diffusion. The study on the relationship between air pollutant emissions and fuel quality of inland vessels can provide foundational data for local authority to formulate reasonable and appropriate policies for reducing atmospheric pollution due to inland vessels.     

Impacts of feedlot floor condition,deposition frequency,and inhibitors on N2O and CH4 emissions from feedlot dung and urine patches

Patches of dung and urine are major contributors to the feedlot gas emissions. This study investigated the impacts of dung deposition frequency (partly reflecting animal stocking density of a feedlot), dairy feedlot floor conditions (old floor indicated with the presence of consolidated manure pad [CMP] vs. new floor with the absence of consolidated manure pad [CMPn]), and application of dicyandiamide (DCD) and hydroquinone (HQ) on nitrous oxide (N₂O) and methane (CH₄) emissions from patches in the laboratory, and the integrative impacts were expressed in terms of global warming potential (CO₂-equivalent). Dung deposition frequency, feedlot floor condition, and application of inhibitors showed inverse impacts on N₂O and CH₄ emissions from patches. Greenhouse gas (GHG) emissions from the dung, urine, and dung+urine patches on the CMP feedlot surface were approximately 7.48, 87.35, and 7.10 times those on the CMPn feedlot surface (P < 0.05). Meanwhile, GHG emissions from CMP and CMPn feedlot surfaces under high deposition frequency condition were approximately 10 and 1.7 times those under low-frequency condition. Moreover, application of HQ slightly reduced the GHG emission from urine patches, by 14.9% (P > 0.05), while applying DCD or DCD+HQ significantly reduced the GHG, by 60.3% and 65.0%, respectively (P < 0.05). Overall, it is necessary to include feedlot management such as animal stocking density and feedlot floor condition to the process of determining emission factors for feedlots. In the future, field measurements to quantitatively evaluate the relative contribution of nitrification and denitrification to the N₂O emissions of feedlot surfaces are highly required for effective N₂O control.

Implications: This study shows that feedlot CH₄ and N₂O emissions inversely respond to the dicyandiamide (DCD) application. Applying DCD significantly reduces GHG emissions of feedlot urine patches. Feedlot floor condition and stocking density strongly impact feedlot GHG emissions. Including feedlot floor condition and stocking density in the feedlot EF determining process is necessary.     

Experimental investigation of tribological characteristics and emissions with nonedible sunflower oil as a biolubricant

Plant (vegetable) oil has been evaluated as a substitute for mineral oil–based lubricants because of its natural and environmentally friendly characteristics. Availability of vegetable oil makes it a renewable source of bio-oils. Additionally, vegetable oil–based lubricants have shown potential for reducing hydrocarbon and carbon dioxide (CO₂) emissions when utilized in internal combustion (IC) engines and industrial operations. In this study, sunflower oil was investigated to study its lubricant characteristics under different loads using the four-ball tribometer and the exhaust emissions were tested using a four-stroke, single-cylinder diesel engine. All experimental works conformed to American Society for Testing and Materials standard (ASTM D4172-B). Under low loads, sunflower oil showed adequate tribological characteristics (antifriction and antiwear) compared with petroleum oil samples. The results also demonstrated that the sunflower oil–based lubricant was more effective in reducing the emission levels of carbon monoxide (CO), CO₂, and hydrocarbons under different test conditions. Therefore, sunflower oil has the potential to be used as lubricant of mating components.

Implications: An experimental investigation of the characteristics of nonedible sunflower oil tribological behaviors and potential as a renewable source for biofluids alternative to the petroleum oils was carried out. The level of emissions of a four–stroke, single-cylinder diesel engine using sunflower oil as a biolubricant was evaluated.     

Understanding oil and gas pneumatic controllers in the Denver–Julesburg basin using optical gas imaging

ABSTRACT

In the spring of 2018, a 10-day field study was conducted in Colorado’s Denver-Julesburg oil and natural gas production basin to improve information on well pad pneumatic controller (PC) populations and identify PCs with potential maintenance issues (MIs) causing excess emissions through a novel optical gas imaging (OGI) survey approach. A total of 500 natural gas-emitting PCs servicing 102 wells (4.9 PCs/well) were surveyed at 31 facilities operated by seven different companies. The PCs were characterized by their designed operational function and applications, with 83% of the PC population identified as intermittent PCs (IPCs). An OGI inspection protocol was used to investigate emissions on 447 working PCs from this set. OGI detected continuous emissions from 11.3% of observed IPCs and these were classified as experiencing some level of MIs. OGI imaging modes were observed to have a significant effect on emission detectability with high sensitivity mode detection rates being approximately 2 times higher compared to auto mode. Fourteen snapshot emission measurements (not including actuations) were conducted on IPCs in this category using a high-volume sampling device with augmented quality assurance procedures with observed emissions rates ranging from 0.1 up to 31.3 scf/hr (mean = 2.8 scf/hr). For PCs with continuous depressurization type (CPC), 36.8% had continuous emissions observed by OGI. Four supporting emission measurements were conducted on CPCs with one unit exceeding the low bleed regulatory emission threshold with an emission rate of 9.9 scf/hr (mean = 4.2 scf/hr). Additional information was collected on PC actuation events, as observed with OGI, which showed a strong correlation between observed actuation events and facility production compared to observed continuous emissions caused by MIs which did not correlate with facility production.

Implications: A novel survey approach of pneumatic controllers at oil and natural gas production facilities in the Denver-Julesburg basin, using optical gas imaging and supporting emission measurements, was demonstrated as an effective method to identify controllers with potential maintenance issues causing excess emissions. The results of the pneumatic controller and optical gas imaging surveys improved information on pneumatic controller populations within the basin and also demonstrated the significant effect optical gas imaging modes have on emission detections.     

Deriving fuel-based emission factor thresholds to interpret heavy-duty vehicle roadside plume measurements

Remote sensing devices have been used for decades to measure gaseous emissions from individual vehicles at the roadside. Systems have also been developed that entrain diluted exhaust and can also measure particulate matter (PM) emissions. In 2015, the California Air Resources Board (CARB) reported that 8% of in-field diesel particulate filters (DPF) on heavy-duty (HD) vehicles were malfunctioning and emitted about 70% of total diesel PM emissions from the DPF-equipped fleet. A new high-emitter problem in the heavy-duty vehicle fleet had emerged. Roadside exhaust plume measurements reflect a snapshot of real-world operation, typically lasting several seconds. In order to relate roadside plume measurements to laboratory emission tests, we analyzed carbon dioxide (CO₂), oxides of nitrogen (NO_X), and PM emissions collected from four HD vehicles during several driving cycles on a chassis dynamometer. We examined the fuel-based emission factors corresponding to possible exceedances of emission standards as a function of vehicle power. Our analysis suggests that a typical HD vehicle will exceed the model year (MY) 2010 emission standards (of 0.2 g NO_X/bhp-hr and 0.01 g PM/bhp-hr) by three times when fuel-based emission factors are 9.3 g NO_X/kg fuel and 0.11 g PM/kg using the roadside plume measurement approach. Reported limits correspond to 99% confidence levels, which were calculated using the detection uncertainty of emissions analyzers, accuracy of vehicle power calculations, and actual emissions variability of fixed operational parameters. The PM threshold was determined for acceleration events between 0.47 and 1.4 mph/sec only, and the NO_X threshold was derived from measurements where after-treatment temperature was above 200°C. Anticipating a growing interest in real-world driving emissions, widespread implementation of roadside exhaust plume measurements as a compliment to in-use vehicle programs may benefit from expanding this analysis to a larger sample of in-use HD vehicles.

Implications: Regulatory agencies, civil society, and the public at large have a growing interest in vehicle emission compliance in the real world. Leveraging roadside plume measurements to identify vehicles with malfunctioning emission control systems is emerging as a viable new and useful method to assess in-use performance. This work proposes fuel-based emission factor thresholds for PM and NOx that signify exceedances of emission standards on a work-specific basis by analyzing real-time emissions in the laboratory. These thresholds could be used to prescreen vehicles before roadside enforcement inspection or other inquiry, enhance and further develop emission inventories, and potentially develop new requirements for heavy-duty inspection and maintenance (I/M) programs, including but not limited to identifying vehicles for further testing.     

Electricity generation from landfill gas in Turkey

Landfill gas (LFG)-to-energy plants in Turkey were investigated, and the LFG-to-energy plant of a metropolitan municipal landfill was monitored for 3 years. Installed capacities and actual gas engine working hours were determined. An equation was developed to estimate the power capacity for LFG-to-energy plants for a given amount of landfilled waste. Monitoring the actual gas generation rates enabled determination of LFG generation factors for Turkish municipal waste. A significant relationship (R = 0.524, p < 0.01, two-tailed) was found between the amounts of landfilled waste and the ambient temperature, which can be attributed to food consumption and kitchen waste generation behaviors influenced by the ambient temperature. However, no significant correlation was found between the ambient temperature and the generated LFG. A temperature buffering capacity was inferred to exist within the landfill, which enables the anaerobic reactions to continue functioning even during cold seasons. The average LFG and energy generation rates were 45 m³ LFG/ton waste landfilled and 0.08 MWhr/ton waste landfilled, respectively. The mean specific LFG consumption for electricity generation was 529 ± 28 m³/MWhr.

Implications: The paper will be useful for local authorities who need to manage municipal waste by using landfills. The paper will also be useful for investors who want to evaluate the energy production potential of municipal wastes and the factors affecting the energy generation process mostly for economical purposes. Landfills can be regarded as energy sources and their potentials need to be investigated. The paper will also be useful for policymakers dealing with energy issues. The paper contains information on real practical data such as engine working hours, equation to estimate the necessary power for a given amount of landfilled waste, and son on.     

Measured carbon monoxide concentrations from stock and reduced-emission prototype portable generators operated in an attached garage

There is concern about the hazard of acute residential CO exposures from portable gasoline-powered generators, which can result in death or serious adverse health effects in exposed individuals. To address this hazard, the U.S. Consumer Product Safety Commission has developed low CO emission prototype generators by adapting off-the-shelf emission control technologies onto commercially available generators. A series of tests was conducted to characterize the indoor CO concentrations resulting from portable generators operating in the attached garage of a research house under seven different test house/garage configurations. The tested generators include both unmodified and modified low CO emission prototypes. It was found that CO concentrations varied widely, with peak house CO concentrations ranging from under 10 ppm to over 10,000 ppm. The highest concentrations in the house resulted from operation of the unmodified generator in the garage with the garage bay door closed and the house access door open. The lowest concentrations resulted from operation of a modified low CO emission prototype in the garage with the garage bay door open and the house access door closed. These tests documented reductions of up to 98% in CO concentrations due to emissions from two low CO emission portable generators compared to a stock generator.

Implications: Improper portable generator use has caused 800 U.S. deaths in the past 14 years. Generators operated in attached garages can cause CO to quickly reach deadly levels. Two low-emission prototypes generators were tested and had CO emissions reduced by up to 98%. Low-emission generators can reduce the risk of consumer poisonings and deaths.     

Three decades of on-road mobile source emissions reductions in South Los Angeles

In May 2018, the University of Denver repeated on-road optical remote sensing measurements at two locations in Lynwood, CA. Lynwood area vehicle tailpipe emissions were first surveyed in 1989 and 1991 because the area suffered from a large number of carbon monoxide (CO) air quality violations. These new measurements allow for the estimation of fuel-specific CO and total hydrocarbon (HC) emissions reductions, changes in the longevity of emission-control components, and the prevalence of high emitters in the current fleet. Since 1989 CO emissions decreased approximately factors of 10 (120 ± 8 to 12.3 ± 0.2 gCO/kg of fuel) and 20 (210 ± 8 to 10.4 ± 0.4 gCO/kg of fuel) at our I-710/Imperial Highway and Long Beach Blvd. sites, respectively. These reductions are also reflected in the local ambient air measurements. Tailpipe HC emissions have decreased by a factor of 25 (50 ± 4 to 2.1 ± 0.3 gHC/kg of fuel) since 1991 at the Long Beach Blvd. location. The decreases are so dramatic that the vast majority of vehicles now have HC measurements that are indistinguishable from zero. The decreases have increased the skewedness of the emissions distribution with the 99th percentile now responsible for more than 37% (CO) and 28% (HC) of the totals. Ammonia emissions collected in 2018 at both Lynwood locations peak with 20-year-old vehicles (1998 models), indicating long lifetimes for catalytic converters.

In 1989 and 1991, the on-road Lynwood fleets had significantly higher emissions than fleets observed in other locations within the South Coast Air Basin. The 2018 fleets now have means and emissions by model year that are consistent with those observed at other sites in Los Angeles and the U.S. This indicates that modern vehicle combustion management and after-treatment systems are achieving their goals regardless of community income levels.

Implications: Recent on-road vehicle emission measurements at two locations in the Lynwood, CA area, first visited in 1989, found significant fuel specific CO and HC emission reductions. CO emissions have decreased by a factor of 10 and 20 at each location and HC emissions have declined by a factor of 25. This has increased the skewedness in both species emissions distribution. The 2018 fleets have means and emissions by model year that are now consistent with those observed at other U.S. sites indicating that modern vehicle emissions control advancements are achieving their goals regardless of community income levels.     

Effects of biodiesel made from swine and chicken fat residues on carbon monoxide,carbon dioxide,and nitrogen oxide emissions

The effects of two alternative sources of animal fat-derived biodiesel feedstock on CO₂, CO, NO_x tailpipe emissions as well as fuel consumption were investigated. Biodiesel blends were produced from chicken and swine fat waste (FW-1) or floating fat (FW-2) collected from slaughterhouse wastewater treatment processes. Tests were conducted in an unmodified stationary diesel engine operating under idling conditions in attempt to simulate slow traffic in urban areas. Significant reductions in CO (up to 47% for B100; FW-2) and NO_x (up to 20% for B5; FW-2 or B100; FW-1) were attained when using biodiesel fuels at the expense of 5% increase in fuel consumption. Principal component analysis (PCA) was performed to elucidate possible associations among gas (CO₂, CO, and NO_x) emissions, cetane number and iodine index with different sources of feedstock typically employed in the biodiesel industry. NO_x, cetane number and iodine index were inversely proportional to CO₂ and biodiesel concentration. High NO_x emissions were reported from high iodine index biodiesel derived especially from forestry, fishery and some agriculture feedstocks, while the biodiesel derived from animal sources consistently presented lower iodine index mitigating NO_x emissions. The obtained results point out the applicability of biodiesel fuels derived from fat-rich residues originated from animal production on mitigation of greenhouse gas emissions. The information may encourage practitioners from biodiesel industry whilst contributing towards development of sustainable animal production.

Implications: Emissions from motor vehicles can contribute considerably to the levels of greenhouse gases in the atmosphere. The use of biodiesel to replace or augment diesel can not only decrease our dependency on fossil fuels but also help decrease air pollution. Thus, different sources of feedstocks are constantly being explored for affordable biodiesel production. However, the amount of carbon monoxide (CO), carbon dioxide (CO₂), and/or nitrogen oxide (NO_x) emissions can vary largely depending on type of feedstock used to produce biodiesel. In this work, the authors demonstrated animal fat feasibility in replacing petrodiesel with less impact regarding greenhouse gas emissions than other sources.