Characterization of carbonaceous combustion residues: II. Nonpolar organic compounds

Aromatic and aliphatic fractions of black carbon (BC) solvent extracts were examined by gas chromatography/mass spectrometry to determine how differences in broad chemical and physical features are correlated with the load, composition, "extractability" and bioavailability of organic compounds. Diesel soot, urban dust and chimney soot had concentrations of n-alkanes >20 microg/g and of carcinogenic polycyclic aromatic hydrocarbons (PAHs)>8 microg/g. These high levels of solvent-extractable compounds were interpreted as resulting from combustion at temperatures below optimum values for BC formation. PAH concentrations normalized to the amount of soot carbon in chimney soot were close to values for diesel soot. However, the high proportion of polar amorphous organic matter in chimney soot suggests a higher bioavailability for associated PAHs. Carbon black, vegetation fire residues, and straw and wood charcoals had only residual concentrations of n-alkanes (<9 microg/g) and PAHs (<0.2 microg/g). PAH distributions were mostly unspecific, while the overall signature of the aliphatic fraction varied with BC origin. Molecular markers among plant-derived BC included steroid and sesquiterpenoid hydrocarbons. Molecular fingerprints suggest that compounds associated with fossil BC might be more refractory than those associated with plant-derived BC.     

The pH-dependent adsorption of tributyltin to charcoals and soot

Widespread use of tributyltin (TBT) poses a serious environmental problem. Adsorption by black carbon (BC) may strongly affect its behavior. The adsorption of TBT to well characterized soot and two charcoals with specific surface area in the range of 62-111 m² g⁻¹ have been investigated with main focus on pH effects. The charcoals but not soot possess acidic functional groups. TBT adsorption reaches maximum at pH 6-7 for charcoals, and at pH > 6 for soot. Soot has between 1.5 and 15 times higher adsorption density (0.09-1.77 μmol m⁻²) than charcoals, but charcoals show up to 17 times higher sorption affinities than soot. TBT adsorption is successfully described by a new pH-dependent dual Langmuir model considering electrostatic and hydrophobic adsorption, and pH effects on TBT speciation and BC surface charge. It is inferred that strong sorption of the TBTOH species to BC may affect TBT toxicity.     

Comparison of two reference black carbons using a planar PCB as a model sorbate

In studies assessing sorption of hydrophobic organic compounds (HOCs) in natural systems, the choice of an appropriate reference black carbon, which can represent environmental black carbon (BC), is essential. This study compared isotherms of two commonly available and distinct reference BCs (n-hexane soot (BCRM) and diesel particulate matter (SRM 2975)) and a natural sediment from a source with little black carbon (Lake Hartwell, SC) using 3,3',4-trichlorobiphenyl (IUPAC #35) as a model sorbate. There was greater sorptivity for PCB-35 by BCRM than by SRM 2975. The observed differences in sorption between the two reference black carbons for PCB-35 may be ascribed to the different chemical characteristics of the black carbons. Differences in pore volume distribution at <16A pore width are less likely to be responsible for the observed differences in sorption. The elemental analysis confirmed that BCRM was a pure n-hexane soot because only C, H and O were measured. In contrast, SRM 2975 also contained N and S and a higher O% than BCRM. Compared to the low BC sediment, the two reference BCs had greater pore volume distributions, surface areas, total pore volumes and sorption. The observed nF (i.e., Freundlich exponent) values for PCB indicated greater linearity of the isotherms for the natural sediment than for the reference black carbons. For designing studies of sorption of HOCs in natural systems, in particular, when PCBs are contaminants of concern, results of this study can aid selection of the appropriate reference BCs.     

Loading effect correction for real-time aethalometer measurements of fresh diesel soot

In this study, a correction was developed for the aethalometer to measure real-time black carbon (BC) concentrations in an environment dominated by fresh diesel soot. The relationship between the actual mass-specific absorption coefficient for BC and the BC-dependent attenuation coefficients was determined from experiments conducted in a diesel exposure chamber that provided constant concentrations of fine particulate matter (PM; PM(2.5); PM < 2.5 microm in aerodynamic diameter) from diesel exhaust. The aethalometer reported BC concentrations decreasing with time from 48.1 to 31.5 microg m(-3) when exposed to constant PM(2.5) concentrations of 55 +/- 1 microg m(-3) and b(scat) = 95 +/- 3 Mm(-1) from diesel exhaust. This apparent decrease in reported light-absorbing PM concentration was used to derive a correction K(ATN) for loading of strong light-absorbing particles onto or into the aethalometer filter tape, which was a function of attenuation of light at 880 nm by the embedded particles.     

A morphological investigation of soot produced by the detonation of munitions

The morphology of three different detonation soot samples along with other common soot materials such as carbon black, diesel soot and chimney soot was studied by elemental and proximate analysis, X-ray diffraction and electron microscopy. The goal of this study was to better define the morphology of the detonation soot in order to better assess the interactions of this type of soot with explosive residues. The detonation soot samples were obtained by the detonation of artillery 155mm projectiles filled with either pure TNT (2,4,6-trinitrotoluene) or composition B, a military explosive based on a mixture of TNT and RDX (trimethylentrinitramine). The carbon content of the soot samples varied considerably depending on the feedstock composition. Detonation soot contains less carbon and more nitrogen than the other carbonaceous samples studied, due to the molecular structure of the energetic materials detonated such as TNT and RDX. The ash concentration was higher for detonation soot samples due to the high metal content coming from the projectiles shell and to the soil contamination which occurred during the detonation. By X-ray diffraction, diamond and graphite were found to be the major crystalline carbon forms in the detonation soot. Two electron microscopy techniques were used in this study to visualise the primary particles and to try to explain the formation mechanism of detonation soot samples.     

Historical record of black carbon in urban soils and its environmental implications

Energy use in urbanization has fundamentally changed the pattern and fluxes of carbon cycling, which has global and local environmental impacts. Here we have investigated organic carbon (OC) and black carbon (BC) in six soil profiles from two contrast zones in an ancient city (Nanjing) in China. BC in soils was widely variable, from 0.22 to 32.19 g kg⁻¹. Its average concentration in an ancient residential area (Zone 1) was, 0.91 g kg⁻¹, whereas in Zone 2, an industrial and commercial area, the figure was 8.62 g kg⁻¹. The ratio of BC/OC ranged from 0.06 to 1.29 in soil profiles, with an average of 0.29. The vertical distribution of BC in soil is suggested to reflect the history of BC formation from burning of biomass and/or fossil fuel. BC in the surface layer of soils was mainly from traffic emission (especially from diesel vehicles). In contrast, in cultural layers BC was formed from historical coal use. The contents of BC and the ratio of BC/OC may reflect different human activities and pollution sources in the contrasting urban zones. In addition, the significant correlation of heavy metals (Cu, Pb, and Zn) with BC contents in some culture layers suggests the sorption of the metals by BC or their coexistence resulted from the coal-involved smelting.     

Loading Effect Correction for Real-Time Aethalometer Measurements of Fresh Diesel Soot

Abstract

In this study, a correction was developed for the aethalometer to measure real-time black carbon (BC) concentrations in an environment dominated by fresh diesel soot. The relationship between the actual mass-specific absorption coefficient for BC and the BC-dependent attenuation coefficients was determined from experiments conducted in a diesel exposure chamber that provided constant concentrations of fine particulate matter (PM; PM_2.5; PM <2.5 µm in aerodynamic diameter) from diesel exhaust. The aethalometer reported BC concentrations decreasing with time from 48.1 to 31.5 µg m^?3when exposed to constant PM_2.5concentrations of 55 ± 1 µg m^?3and b_scat= 95 ± 3 Mm^?1from diesel exhaust. This apparent decrease in reported light-absorbing PM concentration was used to derive a correction K(ATN) for loading of strong light-absorbing particles onto or into the aethalometer filter tape, which was a function of attenuation of light at 880 nm by the embedded particles.     

Spatial and temporal variations in traffic-related particulate matter at New York City high schools

Relatively little is known about exposures to traffic-related particulate matter at schools located in dense urban areas. The purpose of this study was to examine the influences of diesel traffic proximity and intensity on ambient concentrations of fine particulate matter (PM_2.5) and black carbon (BC), an indicator of diesel exhaust particles, at New York City (NYC) high schools. Outdoor PM_2.5 and BC were monitored continuously for 4–6 weeks at each of 3 NYC schools and 1 suburban school located 40 km upwind of the city. Traffic count data were obtained using an automated traffic counter or video camera. BC concentrations were 2–3 fold higher at urban schools compared with the suburban school, and among the 3 urban schools, BC concentrations were higher at schools located adjacent to highways. PM_2.5 concentrations were significantly higher at urban schools than at the suburban school, but concentrations did not vary significantly among urban schools. Both hourly average counts of trucks and buses and meteorological factors such as wind direction, wind speed, and humidity were significantly associated with hourly average ambient BC and PM_2.5 concentrations in multivariate regression models. An increase of 443 trucks/buses per hour was associated with a 0.62 μg/m³ increase in hourly average BC at an NYC school located adjacent to a major interstate highway. Car traffic counts were not associated with BC. The results suggest that local diesel vehicle traffic may be important sources of airborne fine particles in dense urban areas and consequently may contribute to local variations in PM_2.5 concentrations. In urban areas with higher levels of diesel traffic, local, neighborhood-scale monitoring of pollutants such as BC, which compared to PM_2.5, is a more specific indicator of diesel exhaust particles, may more accurately represent population exposures.     

Multiple-year black carbon measurements and source apportionment using Delta-C in Rochester,New York

Black carbon (BC), an important component of the atmospheric aerosol, has climatic, environmental, and human health significance. In this study, BC was continuously measured using a two-wavelength aethalometer (370 nm and 880 nm) in Rochester, New York, from January 2007 to December 2010. The monitoring site is adjacent to two major urban highways (I-490 and I-590), where 14% to 21% of the total traffic was heavy-duty diesel vehicles. The annual average BC concentrations were 0.76 μg/m³, 0.67 μg/m³, 0.60 μg/m³, and 0.52 μg/m³ in 2007, 2008, 2009, and 2010, respectively. Positive matrix factorization (PMF) modeling was performed using PM_2.5 elements, sulfate, nitrate, ammonia, elemental carbon (EC), and organic carbon (OC) data from the U.S. Environmental Protection Agency (EPA) speciation network and Delta-C (UVBC_370nm – BC_880nm) data. Delta-C has been previously shown to be a tracer of wood combustion factor. It was used as an input variable in source apportionment models for the first time in this study and was found to play an important role in separating traffic (especially diesel) emissions from wood combustion emissions. The result showed the annual average PM_2.5 concentrations apportioned to diesel emissions in 2007, 2008, 2009, and 2010 were 1.34 μg/m³, 1.25 μg/m³, 1.13 μg/m³, and 0.97 μg/m³, respectively. The BC conditional probability function (CPF) plots show a large contribution from the highway diesel traffic to elevated BC concentrations. The measurements and modeling results suggest an impact of the U.S Environmental Protection Agency (EPA) 2007 Heavy-Duty Highway Rule on the decrease of BC and PM_2.5 concentrations during the study period.

Implications: This study suggests that there was an observable impact of the U.S EPA 2007 Heavy-Duty Highway Rule on the ambient black carbon concentrations in Rochester, New York. Aethalometer Delta-C was used as an input variable in source apportionment models and it allowed the separation of traffic (especially diesel) emissions from wood combustion emissions.     

Diesel reformulation using bio-derived propanol to control toxic emissions from a light-duty agricultural diesel engine

In the Indian agricultural sector, millions of diesel-driven pump-sets were used for irrigation purposes. These engines produce carcinogenic diesel particulates, toxic nitrogen oxides (NOx), and carbon monoxide (CO) emissions which threaten the livelihood of large population of farmers in India. The present study investigates the use of n-propanol, a less-explored high carbon bio-alcohol that can be produced by sustainable pathways from industrial and crop wastes that has an attractive opportunity for powering stationary diesel engines meant for irrigation and rural electrification. This study evaluates the use of n-propanol addition in fossil diesel by up to 30% by vol. and concurrently reports the effects of exhaust gas recirculation (EGR) on emissions of an agricultural DI diesel engine. Three blends PR10, PR20, and PR30 were prepared by mixing 10, 20, and 30% by vol. of n-propanol with fossil diesel. Results when compared to baseline diesel case indicated that smoke density reduced with increasing n-propanol fraction in the blends. PR10, PR20, and PR30 reduced smoke density by 13.33, 33.33, and 60%, respectively. NOx emissions increased with increasing n-propanol fraction in the blends. Later, three EGR rates (10, 20, and 30%) were employed. At any particular EGR rate, smoke density remained lower with increasing n-propanol content in the blends under increasing EGR rates. NOx reduced gradually with EGR. At 30% EGR, the blends PR10, PR20, and PR30 reduced NOx emissions by 43.04, 37.98, and 34.86%, respectively when compared to baseline diesel. CO emissions remained low but hydrocarbon (HC) emissions were high for n-propanol/diesel blends under EGR. Study confirmed that n-propanol could be used by up to 30% by vol. with diesel and the blends delivered lower soot density, NOx, and CO emissions under EGR.     

Revisiting nitrous acid (HONO) emission from on-road vehicles: A tunnel study with a mixed fleet

Nitrous acid (HONO) is an important precursor of OH radicals in the atmosphere. In urban areas, emissions from vehicles are the main source of air pollutants, including reactive nitrogen. Previously reported emission ratios of HONO (HONO/NO_x) from vehicles were measured in the late 1990s and need to be updated due to the significant changes in emission control technologies. We measured the emission ratio of a fleet of vehicles (38% diesel on average) from March 11 to 21, 2015, in a road tunnel in Hong Kong. The emission ratio of 1.24% (±0.35%) obtained is greater than the commonly adopted 0.8% or 0.3%. The elevated emission ratio is found to be related to the presence of vehicles equipped with diesel particle filters (DPFs). Positive correlation between HONO and black carbon (BC) shows that HONO and BC were emitted together, while the lack of correlation or even anticorrelation between HONO/NO_x and BC indicates that the BC-mediated conversion of NO₂ to HONO in the dark was insignificant in the immediate vicinity of the emission sources.

Implications: Vehicular emission is a key source for HONO in the urban atmosphere. However, the most commonly used emission ratio HONO/NO_x in modeling studies was measured more than 15 years ago. Our tunnel study suggests that a mixed fleet nowadays has a higher emission ratio, possibly because of the diesel particle filter (DPF) retrofit program and the growing share of Euro IV or more advanced diesel vehicles. Our study also provides new insight into the role of black carbon in HONO formation from vehicles.     

Black carbon (BC) in urban and surrounding rural soils of Beijing, China: spatial distribution and relationship with polycyclic aromatic hydrocarbons (PAHs)

The concentrations of black carbon (BC), total organic carbon (TOC) and polycyclic aromatic hydrocarbons (PAHs) have been determined in soils from urban and rural areas of Beijing. The rural area can be divided into plain and mountainous areas which are close to and relatively far from the urban area, respectively. Concentration of BC (5.83 ± 3.05 mg g⁻¹) and BC/TOC concentration ratio (0.37 ± 0.15) in Beijing’s urban soil are high compared with that in world background soils and rural soils of Beijing, suggesting the urban environment to be an essential source and sink of BC. Concentration of BC in the urban area decreases from the inner city to exterior areas, which correlates with the urbanization history of Beijing and infers accumulation of BC in old urban soils. Black carbon in Beijing soils mainly comes from fossil fuel combustion, especially traffic emission. Median PAH concentration in the urban area (502 ng g⁻¹) is one order of magnitude higher than that in the rural plain (148 ng g⁻¹) and mountainous area (146 ng g⁻¹) where PAHs are supposed to mainly come from atmospheric deposition from the urban area. Concentrations of BC correlate significantly with those of PAHs (p < 0.01, except naphthalene) in the urban area and with those of heavier 4-, 5- and 6- ring PAHs (p < 0.01) in the adjacent rural plain area, while there is no significant correlation with any PAH in the farther rural mountainous area.     

The Black Carbon Story: Early History and New Perspectives

A number of recent studies have suggested that black carbon (BC), the light-absorbing fraction of soot, is next to CO₂ one of the strongest contributors to the global climate change. BC heats the air, darkens the snow and ice surfaces and could contribute to the melting of Arctic ice, snowpacks, and glaciers. Although soot is the oldest known pollutant its importance in climate modification has only been recently recognized. In this article, we trace the historical developments over about three decades that changed the view of the role of BC in the environment, from a pollutant of marginal importance to one of the main climate change agents. We also discuss some of the reasons for the initial lack of interest in BC and the subsequent rigorous research activity on the role of aerosols in climate change.     

Multiple-year black carbon measurements and source apportionment using delta-C in Rochester, New York

Black carbon (BC), an important component ofthe atmospheric aerosol, has climatic, environmental, and human health significance. In this study, BC was continuously measured using a two-wavelength aethalometer (370 nm and 880 nm) in Rochester; New York, from January 2007 to December 2010. The monitoring site is adjacent to two major urban highways (I-490 and I-590), where 14% to 21% of the total traffic was heavy-duty diesel vehicles. The annual average BC concentrations were 0.76 microg/m3, 0.67 microg/m3, 0.60 microg/m3, and 0.52 microg/m3 in 2007, 2008, 2009, and 2010, respectively. Positive matrix factorization (PMF) modeling was performed using PM2.5 elements, sulfate, nitrate, ammonia, elemental carbon (EC), and organic carbon (OC) data from the US. Environmental Protection Agency (EPA) speciation network and Delta-C (UVBC370nm-BC880nm) data. Delta-C has been previously shown to be a tracer of wood combustion factor It was used as an input variable in source apportionment models for the first time in this study and was found to play an important role in separating traffic (especially diesel) emissions from wood combustion emissions. The result showed the annual average PM2.5 concentrations apportioned to diesel emissions in 2007, 2008, 2009, and 2010 were 1.34 microg/m3, 1.25 microg/m3, 1.13 microg/m3, and 0.97 microg/m3, respectively. The BC conditional probability function (CPF) plots show a large contribution from the highway diesel traffic to elevated BC concentrations. The measurements and modeling results suggest an impact of the US Environmental Protection Agency (EPA) 2007 Heavy-Duty Highway Rule on the decrease ofBC and PM2.5 concentrations during the study period.     

Evaluation of Catalyzed and Electrically Heated Filters for Removal of Particulate Emissions from Diesel-A- and JP-8-Fueled Engines

Abstract

In-service diesel engines are a significant source of particulate matter (PM) emissions, and they have been subjected to increasingly strict emissions standards. Consequently, the wide-scale use of some type of particulate filter is expected. This study evaluated the effect of an Engelhard catalyzed soot filter (CSF) and a Rypos electrically heated soot filter on the emissions from in-service diesel engines in terms of PM mass, black carbon concentration, particle-bound polycyclic aromatic hydrocarbon concentration, and size distribution. Both filters capture PM. The CSF relies on the engine's exhaust to reach the catalyst regeneration temperature and oxidize soot, whereas the electrically heated filter contains a heating element to oxidize soot. The filters were installed on several military diesel engines. Particle concentrations and compositions were measured before and after installation of the filter and again after several months of operation. Generally, the CSF removed at least 90% of total PM, and the removal efficiency improved or remained constant after several months of operation. In contrast, the electrical filters removed 44-69% of PM mass. In addition to evaluating the soot filters, the sampling team also compared the results of several real-time particle measurement instruments to traditional filter measurements of total mass.     

Temperature effects on particulate emissions from DPF-equipped diesel trucks operating on conventional and biodiesel fuels

Emissions tests were conducted on two medium heavy-duty diesel trucks equipped with a particulate filter (DPF), with one vehicle using a NOx absorber and the other a selective catalytic reduction (SCR) system for control of nitrogen oxides (NOx). Both vehicles were tested with two different fuels (ultra-low-sulfur diesel [ULSD] and biodiesel [B20]) and ambient temperatures (70ºF and 20ºF), while the truck with the NOx absorber was also operated at two loads (a heavy weight and a light weight). The test procedure included three driving cycles, a cold start with low transients (CSLT), the federal heavy-duty urban dynamometer driving schedule (UDDS), and a warm start with low transients (WSLT). Particulate matter (PM) emissions were measured second-by-second using an Aethalometer for black carbon (BC) concentrations and an engine exhaust particle sizer (EEPS) for particle count measurements between 5.6 and 560 nm. The DPF/NOx absorber vehicle experienced increased BC and particle number concentrations during cold starts under cold ambient conditions, with concentrations two to three times higher than under warm starts at higher ambient temperatures. The average particle count for the UDDS showed an opposite trend, with an approximately 27% decrease when ambient temperatures decreased from 70ºF to 20ºF. This vehicle experienced decreased emissions when going from ULSD to B20. The DPF/SCR vehicle tested had much lower emissions, with many of the BC and particle number measurements below detectable limits. However, both vehicles did experience elevated emissions caused by DPF regeneration. All regeneration events occurred during the UDDS cycle. Slight increases in emissions were measured during the WSLT cycles after the regeneration. However, the day after a regeneration occurred, both vehicles showed significant increases in particle number and BC for the CSLT drive cycle, with increases from 93 to 1380% for PM number emissions compared with tests following a day with no regeneration.

Implications:?The use of diesel particulate filters (DPFs) on trucks is becoming more common throughout the world. Understanding how DPFs affect air pollution emissions under varying operating conditions will be critical in implementing effective air quality standards. This study evaluated particulate matter (PM) and black carbon (BC) emissions with two DPF-equipped heavy-duty diesel trucks operating on conventional fuel and a biodiesel fuel blend at varying ambient temperatures, loads, and drive cycles.     

Release of pentachlorophenol from black carbon-inclusive sediments under different environmental conditions

To investigate the feasibility of using black carbon (BC) in the control of hydrophobic organic contaminants (HOCs) in sediment, we added BCs from various sources (rice straw charcoal (RC), fly ash (FC) and soot (SC)) to sediment to create different BC-inclusive sediments and studied the release of pentachlorophenol (PCP) in the sediments under different condition. Different pH values had no obvious effect on the release of PCP in BC-inclusive sediment, but solid/liquid ratio, temperature, salinity and dissolved organic matter (DOM) content had significant influences on the release of PCP in all sediments except the RC-inclusive sediment. Adding 2% RC to sediment resulted in a 90% decrease in PCP release, which was a greater decrease than observed with FC- and SC-inclusive sediments. Therefore, from the standpoint of HOC release, the application of RC is feasible for organic pollution control in the water environment.     

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.     

Evaluation of catalyzed and electrically heated filters for removal of particulate emissions from diesel-A- and JP-8-fueled engines

In-service diesel engines are a significant source of particulate matter (PM) emissions, and they have been subjected to increasingly strict emissions standards. Consequently, the wide-scale use of some type of particulate filter is expected. This study evaluated the effect of an Engelhard catalyzed soot filter (CSF) and a Rypos electrically heated soot filter on the emissions from in-service diesel engines in terms of PM mass, black carbon concentration, particle-bound polycyclic aromatic hydrocarbon concentration, and size distribution. Both filters capture PM. The CSF relies on the engine's exhaust to reach the catalyst regeneration temperature and oxidize soot, whereas the electrically heated filter contains a heating element to oxidize soot. The filters were installed on several military diesel engines. Particle concentrations and compositions were measured before and after installation of the filter and again after several months of operation. Generally, the CSF removed at least 90% of total PM, and the removal efficiency improved or remained constant after several months of operation. In contrast, the electrical filters removed 44-69% of PM mass. In addition to evaluating the soot filters, the sampling team also compared the results of several real-time particle measurement instruments to traditional filter measurements of total mass.     

Carbon nanotube-like materials in the exhaust from a diesel engine using gas oil/ethanol mixing fuel with catalysts and sulfur

Particulate matter from a diesel engine, including soot and carbon nanomaterials, was collected on a sampling holder and the structure of the materials was studied by transmission electron microscopy (TEM) and scanning electron microscopy (SEM). As a result of employing gas oil/ethanol mixing fuel with sulfur and ferrocene/molybdenum as catalyst sources, formation of carbon nanotubes (CNT)-like materials in addition to soot was observed in the exhaust gas from a diesel engine. It was revealed that CNT-like materials were included among soot in our system only when the following three conditions were satisfied simultaneously: high ethanol fraction in fuel, high sulfur loading, and presence of catalyst sources in fuel. This study confirmed that if at least one of these three conditions was not satisfied, CNT-like materials were not observed in the exhaust from a diesel engine. These experimental results shown in this work provide insights into understanding CNT-like material formation mechanism in a diesel engine.

Implications: Recent papers reported that carbon nanotube-like materials were included in the exhaust gas from engines, but conditions for carbon nanotube-like material formation have not been well studied. This work provides the required conditions for carbon nanotube-like material growth in a diesel engine, and this will be helpful for understanding the carbon nanotube-like material formation mechanism and taking countermeasures to preventing carbon nanotube-like material formation in a diesel engine.