A composite receptor and dispersion model approach for estimation of effective emission factors for vehicles

It is difficult to estimate vehicular emission factors at traffic junctions for use in dispersion modelling studies. Firstly, because the vehicles are in various modes of operation and secondly, it is difficult to delineate the effects of other contributing sources, mainly the effects of road dust and deposited constituents, which are very prominent at traffic junctions in India. Factor analysis-multiple regression (FA-MR), a receptor modelling technique has been used in this study for apportioning the contributing sources. The measurement data consist of one year's temporal variation of suspended particulate matter (SPM), analysed for its trace metal constituents, and two gaseous components NO₂ and SO₂ at two traffic junctions in Mumbai (India). FA-MR apportioned 40% of the observed SPM to road dust and 15% to vehicular sources. Of the total Pb observed in the SPM, FA-MR apportioned 60% to vehicular sources and 20% to road dust. The field-observed vehicular counts, meteorological parameters and road geometry were used in California line source dispersion model to estimate the effective vehicular emission factor for Pb at one traffic junction. This derived emission factor was used to predict the Pb concentration at second (independent observation) traffic junction. The result was found to be more satisfactory than using default emission factors obtained from literature. Similarly, effective vehicular emission factor for NO₂ was also evaluated for one site and tested for predicting concentrations at the other site.     

Monitoring of dust emission on gravel roads: Development of a mobile methodology and examination of horizontal diffusion

Traffic-generated fugitive dust on gravel roads impairs visibility and deposits on the adjacent environment. Particulate matter smaller than 10 μm in diameter (PM₁₀) is also associated with human health problems. Dust emission strength depends on the composition of granular material, road moisture, relative humidity, local climate (precipitation, wind velocity, etc.), and vehicle characteristics.The objectives of this study were to develop a reliable and rapid mobile methodology to measure dust concentrations on gravel roads, evaluate the precision and repeatability of the methodology and correspondence with the currently used visual assessment technique. Downwind horizontal diffusion was studied to evaluate the risk of exceeding the maximum allowed particulate matter concentration in ambient air near gravel roads according to European Council Directive [European Council Directive 1999/30/EC of 22 April 1999 relating to limit values for sulphur dioxide, nitrogen dioxide and oxides of nitrogen, particulate matter and lead in ambient air. Official Journal of the European Communities. L163/41.].A TSI DustTrak Aerosol Monitor was mounted on an estate car travelling along test sections treated with various dust suppressants. Measured PM₁₀ concentrations were compared to visual assessments performed at the same time. Airborne particles were collected in filters mounted behind the vehicle to compare the whole dust fraction with the PM₁₀ concentration. For measuring the horizontal diffusion, DustTraks were placed at various distances downwind of a dusty road section.The mobile methodology was vehicle and speed dependent but not driver dependent with pre-specified driving behaviours. A high linear correlation between PM₁₀ of different vehicles makes relative measurements of dust concentrations possible. The methodology gives continuous data series, mobility, and easy handling and provides fast, reliable and inexpensive measurements for estimating road conditions to make road maintenance more efficient.Good correlations between measured PM₁₀-values, visually assessed dust generation and dust collected in filters were obtained. PM₁₀ seems to be correlated to the whole dust fraction that impairs visibility on gravel roads.A decay in PM₁₀ concentration as a function of distance from the road was observed. Measured particles principally did not travel further than 45 m from the road. The risk of exceeding the PM₁₀ concentration stated in the EC-directive seems small.     

Real-world fuel use and gaseous emission rates for flex fuel vehicles operated on E85 versus gasoline

Flex fuel vehicles (FFVs) typically operate on gasoline or E85, an 85%/15% volume blend of ethanol and gasoline. Differences in FFV fuel use and tailpipe emission rates are quantified for E85 versus gasoline based on real-world measurements of five FFVs with a portable emissions measurement system (PEMS), supplemented chassis dynamometer data, and estimates from the Motor Vehicle Emission Simulator (MOVES) model. Because of inter-vehicle variability, an individual FFV may have higher nitrogen oxide (NO_x) or carbon monoxide (CO) emission rates on E85 versus gasoline, even though average rates are lower. Based on PEMS data, the comparison of tailpipe emission rates for E85 versus gasoline is sensitive to vehicle-specific power (VSP). For example, although CO emission rates are lower for all VSP modes, they are proportionally lowest at higher VSP. Driving cycles with high power demand are more advantageous with respect to CO emissions, but less advantageous for NO_x. Chassis dynamometer data are available for 121 FFVs at 50,000 useful life miles. Based on the dynamometer data, the average difference in tailpipe emissions for E85 versus gasoline is ?23% for NO_x, ?30% for CO, and no significant difference for hydrocarbons (HC). To account for both the fuel cycle and tailpipe emissions from the vehicle, a life cycle inventory was conducted. Although tailpipe NO_x emissions are lower for E85 versus gasoline for FFVs and thus benefit areas where the vehicles operate, the life cycle NO_x emissions are higher because the NO_x emissions generated during fuel production are higher. The fuel production emissions take place typically in rural areas. Although there are not significant differences in the total HC emissions, there are differences in HC speciation. The net effect of lower tailpipe NO_x emissions and differences in HC speciation on ozone formation should be further evaluated.

Implications: Reported comparisons of flex fuel vehicle (FFV) tailpipe emission rates for E85 versus gasoline have been inconsistent. To date, this is the most comprehensive evaluation of available and new data. The large range of inter-vehicle variability illustrates why prior studies based on small sample sizes led to apparently contradictory findings. E85 leads to significant reductions in tailpipe nitrogen oxide (NO_x) and carbon monoxide (CO) emission rates compared with gasoline, indicating a potential benefit for ozone air quality management in NO_x-limited areas. The comparison of FFV tailpipe emissions between E85 and gasoline is sensitive to power demand and driving cycles.     

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.     

Methods for quantifying variability and uncertainty in AP-42 emission factors: case studies for natural gas-fueled engines

Quantitative methods for characterizing variability and uncertainty were applied to case studies of oxides of nitrogen and total organic carbon emission factors for lean-burn natural gas-fueled internal combustion engines. Parametric probability distributions were fit to represent inter-engine variability in specific emission factors. Bootstrap simulation was used to quantify uncertainty in the fitted cumulative distribution function and in the mean emission factor. Some methodological challenges were encountered in analyzing the data. For example, in one instance, five data points were available, with each data point representing a different market share. Therefore, an approach was developed in which parametric distributions were fitted to population-weighted data. The uncertainty in mean emission factors ranges from as little as approximately +/-10% to as much as -90 to +180%. The wide range of uncertainty in some emission factors emphasizes the importance of recognizing and accounting for uncertainty in emissions estimates. The skewness in some uncertainty estimates illustrates the importance of using numerical simulation approaches that do not impose restrictive symmetry assumptions on the confidence interval for the mean. In this paper, the quantitative method, the analysis results, and key findings are presented.     

A study on the evaluations of emission factors and uncertainty ranges for methane and nitrous oxide from combined-cycle power plant in Korea

In this research, in order to develop technology/country-specific emission factors of methane (CH₄) and nitrous oxide (N₂O), a total of 585 samples from eight gas-fired turbine combined cycle (GTCC) power plants were measured and analyzed. The research found that the emission factor for CH₄ stood at “0.82 kg/TJ”, which was an 18 % lower than the emission factor for liquefied natural gas (LNG) GTCC “1 kg/TJ” presented by Intergovernmental Panel on Climate Change (IPCC). The result was 8 % up when compared with the emission factor of Japan which stands at “0.75 kg/TJ”. The emission factor for N₂O was “0.65 kg/TJ”, which is significantly lower than “3 kg/TJ” of the emission factor for LNG GTCC presented by IPCC, but over six times higher than the default N₂O emission factor of LNG. The evaluation of uncertainty was conducted based on the estimated non-CO₂ emission factors, and the ranges of uncertainty for CH₄ and N₂O were between ?12.96 and +13.89 %, and ?11.43 and +12.86 %, respectively, which is significantly lower than uncertainties presented by IPCC. These differences proved that non-CO₂ emissions can change depending on combustion technologies; therefore, it is vital to establish country/technology-specific emission factors.     

A review on electrocoagulation process for the removal of emerging contaminants: theory,fundamentals, and applications

Electrocoagulation (EC) is an excellent and promising technology in wastewater treatment, as it combines the benefits of coagulation, flotation, and electrochemistry. During the last decade, extensive researches have focused on removal of emerging contaminants by using electrocoagualtion, due to its several advantages like compactness, cost-effectiveness, efficiency, low sludge production, and eco-friendness. Emerging contaminants (ECs) are micropollutants found in trace amounts that discharging into conventional wastewater treatment (WWT) plants entering surface waters and imposing a high threat to human and aquatic life. Various studies reveal that about 90% of emerging contaminants are disposed unscientifically into water bodies, creating problems to public health and environment. The studies on removal of emerging contaminants from wastewater are by global researchers are critically reviewed. The core findings proved that still more research required into optimization of parameters, system design, and economic feasibility to explore the potential of EC combined systems. This review has introduced an innovative collection of current knowledge on electro-coagulation for the removal of emerging contaminants.

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Environmental factors and its influence on human health in BRICS: implications for human development

Environmental Science and Pollution Research - BRICS economies are facing severe environmental issues that exert a detrimental impact on human health. The analysis intends to examine the impact of...     

Tissue-specific accumulation and lactational transfer of polychlorinated biphenyls, chlorinated pesticides, and brominated flame retardants in hooded seals (Cistophora cristata) from the Gulf of St. Lawrence: applications for monitoring

Accumulation and mother-pup transfer of halogenated organic contaminants was studied in hooded seal tissues from eastern Canada. Blubber polychlorinated biphenyl (PCB) and total pesticide concentrations were relatively high, possibly due to their high trophic level and demersal feeding habits. Blood plasma showed the lowest contaminant concentrations compared to blubber and liver, possibly due to a lower affinity of these compounds to lipoproteins in blood plasma. Total contaminant body burden correlated well with blubber, liver, and milk contaminants, but not with blood plasma contaminants, indicating that blood plasma might be less suitable to monitor contaminants in hooded seals. Lactational transfer favored less lipophilic contaminants and was associated with relatively high blood plasma PCB and polybrominated diphenyl ether concentrations in females. Despite lactational transfer, females did not show significantly lower blubber contaminant concentrations or burdens than males. This might be caused by their low blubber, and thus contaminant, loss during lactation compared to other species.     

Rapid measurement of emissions from military aircraft turbine engines by downstream extractive sampling of aircraft on the ground: Results for C-130 and F-15 aircraft

Aircraft emissions affect air quality on scales from local to global. More than 20% of the jet fuel used in the U.S. is consumed by military aircraft, and emissions from this source are facing increasingly stringent environmental regulations, so improved methods for quickly and accurately determining emissions from existing and new engines are needed. This paper reports results of a study to advance the methods used for detailed characterization of military aircraft emissions, and provides emission factors for two aircraft: the F-15 fighter and the C-130 cargo plane. The measurements involved outdoor ground-level sampling downstream behind operational military aircraft. This permits rapid change-out of the aircraft so that engines can be tested quickly on operational aircraft. Measurements were made at throttle settings from idle to afterburner using a simple extractive probe in the dilute exhaust. Emission factors determined using this approach agree very well with those from the traditional method of extractive sampling at the exhaust exit. Emission factors are reported for CO₂, CO, NO, NO_x, and more than 60 hazardous and/or reactive organic gases. Particle size, mass and composition also were measured and are being reported separately. Comparison of the emissions of nine hazardous air pollutants from these two engines with emissions from nine other aircraft engines is discussed.     

A critical review on solar chimney power plant technology: influence of environment and geometrical parameters,barriers for commercialization,opportunities, and carbon emission mitigation

Environmental Science and Pollution Research - Solar chimney power plant (SCPP) is one of the promising technologies to convert solar energy into carbon-free power generation. It has cost...     

中国北方城市内河水资源综合利用与调配方案研究——以胶州市城市内河为例

内河是城市的重要组成部分,而伴随着快速城镇化进程,城市内河原有的水文、生态节律都受到很大的扰动。针对胶州市水资源量相对有限、水环境质量较差的现状,以河道生态需水量理论为指导,以期通过实施科学的生态补水,逐步恢复城市内河的生态功能与城市景观功能。结果表明,胶州市城市内河以景观功能为主,经测算其生态需水量为36 486.9m3/d,而根据胶州市的相关发展规划,其污水处理厂中水回用能力为5万m3/d,可以满足生态补水工程的需求;根据生态补水工程实施后的污染物入河情况预测,实施生态补水后,胶州市城市内河水质基本达到《地表水环境质量标准》(GB 3838—2002)Ⅳ类标准,基本可消除水体黑臭等现象。     

Organotin compounds in surface sediments of the Southern Baltic coastal zone: a study on the main factors for their accumulation and degradation

Sediment samples were collected in the Gulf of Gdańsk, and the Vistula and Szczecin Lagoons—all located in the coastal zone of the Southern Baltic Sea—just after the total ban on using harmful organotins in antifouling paints on ships came into force, to assess their butyltin and phenyltin contamination extent. Altogether, 26 sampling stations were chosen to account for different potential exposure to organotin pollution and environmental conditions: from shallow and well-oxygenated waters, shipping routes and river mouths, to deep and anoxic sites. Additionally, the organic carbon content, pigment content, and grain size of all the sediment samples were determined, and some parameters of the near-bottom water (oxygen content, salinity, temperature) were measured as well. Total concentrations of butyltin compounds ranged between 2 and 182 ng Sn g^?1 d.w., whereas phenyltins were below the detection limit. Sediments from the Gulf of Gdańsk and Vistula Lagoon were found moderately contaminated with tributyltin, whereas those from the Szczecin Lagoon were ranked as highly contaminated. Butyltin degradation indices prove a recent tributyltin input into the sediments adjacent to sites used for dumping for dredged harbor materials and for anchorage in the Gulf of Gdańsk (where two big international ports are located), and into those collected in the Szczecin Lagoon. Essential factors affecting the degradation and distribution of organotins, based on significant correlations between butyltins and environmental variables, were found in the study area.