Particulates generated from combustion of polymers (plastics)

This is an experimental study on the characterization of particulate (soot) emissions from burning polymers. Emissions of polystyrene (PS), polyethylene (PE), polypropylene (PP), polymethyl methacrylate (PMMA), and polyvinyl chloride (PVC) plastics were studied. Combustion took place in a laboratory-scale, electrically heated, drop-tube furnace at temperatures of 1300 and 1500 K, in air. The nominal bulk (global) equivalence ratio, phi, was varied in the range of 0.5-1.5, and the gas residence time in the nearly isothermal radiation zone of the furnace was approximately 1 sec. The particulate emissions were size-classified at the exit of the furnace, using a multi-stage inertial particle impactor. Results showed that both the yields and the size distributions of the emitted soot were remarkably different for the five plastics burned. Soot yields increased with an increasing bulk equivalence ratio. Combustion of PS yielded the highest amounts of soot (most highly agglomerated), several times more than the rest of the polymers. More soot was emitted from PS at 1500 than at 1300 K. Substantial amounts of soot agglomerates were larger than 9 microns. At 1500 and 1300 K, 35 and 29% of the soot mass, respectively, was PM2 (2 microns or smaller). Emissions from PE and PP were remarkably similar to each other. These polymers produced very low emissions at phi < or = 0.5, but emissions increased drastically with phi, and most of the soot was very fine (70-97% of the mass was PM2, depending on phi). Emissions from the combustion of PMMA were comparatively low and were the least influenced by the bulk phi, and 79-95% of the emissions were PM2. Combustion of PVC yielded the lowest amounts of soot; moreover, only 13-34% of the mass was PM2. On a comparative basis, at 1500 K, the following ranges of particulate yields were PM2: 19-75 mg/g of PS, 8-36 mg/g of PE, 1.5-47 mg/g of PP, 11-20 mg/g of PMMA, and 2-8 mg/g of PVC, depending on phi. These comparative results demonstrate that PS produces the highest amounts of fine particulates, followed by PP, PE, and PMMA, and then PVC. Burning these materials with excess oxygen drastically reduces the particulate emissions of PE and PP, substantially reduces those of PS, and mildly reduces those of PMMA and PVC.     

La1-x Cex Cuy Mn1-yO3／HZSM-5催化剂低温去除柴油机碳烟和NOx

为实现对柴油机碳烟和NOx的低温同步去除,采用柠檬酸络合法制备分子筛负载钙钛矿型金属复合氧化物催化剂,应用x衍射分析仪（XRD）和电镜扫描仪（SEM）对催化剂性能进行表征,并在微型固定床反应器中对催化剂低温去除碳烟和NOx进行活性评价。利用程序升温反应（TPR）技术,进行催化剂活性评价、柴油机负荷和排放等特性实验。结果表明,A位用适量Ce部分取代La,B位用适量cu部分取代Mn,可使碳颗粒燃烧温度降低,CO2选择性好,NOx转化率升高。La0.4 Ce0.6 Cu0.2 Mn0.8O3／HZSM-5催化剂的最大NOx转化率为81．0％,Ti、Tm和Tf分别为250、350和475℃,表明该催化剂具有较好的催化活性,能在低温条件下去除碳烟和NOx。     

Particulates Generated from Combustion of Polymers (Plastics)

ABSTRACT

Yiannis A. Levendis is a professor in the Department of Mechanical, Industrial, and Manufacturing Engineering at Northeastern University. He holds a B.S. and an M.S. in mechanical engineering from the University of Michigan and a Ph.D. in environmental engineering from the California Institute of Technology. Brooke Shemwell is a graduate research assistant in the Department of Mechanical, Industrial, and Manufacturing Engineering at Northeastern University.

This is an experimental study on the characterization of particulate (soot) emissions from burning polymers. Emissions of polystyrene (PS), polyethylene (PE), polypropylene (PP), polymethyl methacrylate (PMMA), and polyvinyl chloride (PVC) plastics were studied. Combustion took place in a laboratory-scale, electrically heated, drop-tube furnace at temperatures of 1300 and 1500 K, in air. The nominal bulk (global) equivalence ratio, φ, was varied in the range of 0.5-1.5, and the gas residence time in the nearly isothermal radiation zone of the furnace was ≈ 1 sec. The particulate emissions were size-classified at the exit of the furnace, using a multi-stage inertial particle impactor. Results showed that both the yields and the size distributions of the emitted soot were remarkably different for the five plastics burned. Soot yields increased with an increasing bulk equivalence ratio. Combustion of PS yielded the highest amounts of soot (most highly agglomerated), several times more than the rest of the polymers. More soot was emitted from PS at 1500 than at 1300 K. Substantial amounts of soot agglomerates were larger than 9 μm. At 1500 and 1300 K, 35 and 29% of the soot mass, respectively, was PM₂ (2 μm or smaller). Emissions from PE and PP were remarkably similar to each other. These polymers produced very low emissions at f< 0.5, but emissions increased drastically with f, and most of the soot was very fine (70-97% of the mass was PM₂, depending on f).

Emissions from the combustion of PMMA were comparatively low and were the least influenced by the bulk f, and 79–95% of the emissions were PM₂. Combustion of PVC yielded the lowest amounts of soot; moreover, only 13–34% of the mass was PM₂. On a comparative basis, at 1500 K, the following ranges of particulate yields were PM₂: 19–75 mg/g of PS, 8–36 mg/g of PE, 1.5–47 mg/g of PP, 11–20 mg/g of PMMA, and 2–8 mg/g of PVC, depending on f. These comparative results demonstrate that PS produces the highest amounts of fine particulates, followed by PP, PE, and PMMA, and then PVC. Burning these materials with excess oxygen drastically reduces the par-ticulate emissions of PE and PP, substantially reduces those of PS, and mildly reduces those of PMMA and PVC.     

Idle emissions from heavy-duty diesel vehicles: review and recent data

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

Quantifying NOx for industrial combustion processes

The objectives of this paper are to (1) identify the problems with many of the units that are used to report and regulate NOx, (2) show how to properly correct NOx measurements for oxygen-enhanced combustion, and (3) recommend a preferred type of NOx unit. The current variety of NOx units make comparisons difficult and can cause considerable confusion. NOx may be measured on a wet or dry basis, but it is commonly reported on a dry basis. The reported NOx may differ from the actual measurements, which may be converted to a specific O2 basis level. Nearly all of the measured NOx from industrial combustion systems is in the form of NO, which is converted to NO2 in the atmosphere. However, when given on a mass basis, the measured NO is commonly reported as NO2 for regulatory purposes, but may be reported as NO, NO2, or simply NOx in technical papers. Some existing regulations may penalize combustion technologies with higher efficiencies and lower flue gas volumes, such as oxygen-enhanced combustion. Confusion may occur when applying some of the "conventional" NOx units to oxygen-enhanced processes. A better unit is the mass of NOx generated per unit of production, which also incorporates the overall process efficiency into the emissions. That unit does not penalize more efficient processes that may generate more NOx on a volume basis, but less NOx on a production basis.     

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.     

A life-cycle inventory model of municipal solid waste combustion

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

Idle emissions from heavy-duty diesel and natural gas vehicles at high altitude

Idle emissions of total hydrocarbon (THC), CO, NOx, and particulate matter (PM) were measured from 24 heavy-duty diesel-fueled (12 trucks and 12 buses) and 4 heavy-duty compressed natural gas (CNG)-fueled vehicles. The volatile organic fraction (VOF) of PM and aldehyde emissions were also measured for many of the diesel vehicles. Experiments were conducted at 1609 m above sea level using a full exhaust flow dilution tunnel method identical to that used for heavy-duty engine Federal Test Procedure (FTP) testing. Diesel trucks averaged 0.170 g/min THC, 1.183 g/min CO, 1.416 g/min NOx, and 0.030 g/min PM. Diesel buses averaged 0.137 g/min THC, 1.326 g/min CO, 2.015 g/min NOx, and 0.048 g/min PM. Results are compared to idle emission factors from the MOBILE5 and PART5 inventory models. The models significantly (45-75%) overestimate emissions of THC and CO in comparison with results measured from the fleet of vehicles examined in this study. Measured NOx emissions were significantly higher (30-100%) than model predictions. For the pre-1999 (pre-consent decree) truck engines examined in this study, idle NOx emissions increased with model year with a linear fit (r2 = 0.6). PART5 nationwide fleet average emissions are within 1 order of magnitude of emissions for the group of vehicles tested in this study. Aldehyde emissions for bus idling averaged 6 mg/min. The VOF averaged 19% of total PM for buses and 49% for trucks. CNG vehicle idle emissions averaged 1.435 g/min for THC, 1.119 g/min for CO, 0.267 g/min for NOx, and 0.003 g/min for PM. The g/min PM emissions are only a small fraction of g/min PM emissions during vehicle driving. However, idle emissions of NOx, CO, and THC are significant in comparison with driving emissions.     

Control of diesel gaseous and particulate emissions with a tube-type wet electrostatic precipitator

In this study, experiments were performed with a bench-scale tube-type wet electrostatic precipitator (wESPs) to investigate its effectiveness for the removal of mass- and number-based diesel particulate matter (DPM), hydrocarbons (HCs), carbon monoxide (CO), and oxides of nitrogen (NOx) from diesel exhaust emissions. The concentration of ozone (O3) present in the exhaust that underwent a nonthermal plasma treatment process inside the wESP was also measured. A nonroad diesel generator operating at varying load conditions was used as a stationary diesel emission source. The DPM mass analysis was conducted by means of isokinetic sampling and the DPM mass concentration was determined by a gravimetric method. An electrical low-pressure impactor (ELPI) was used to quantify the DPM number concentration. The HC compounds, n-alkanes, and polycyclic aromatic hydrocarbons (PAHs) were collected on a moisture-free quartz filter together with a PUF/XAD/PUF cartridge and extracted in dichloromethane with sonication. Gas chromatography (GC)/mass spectroscopy (MS) was used to determine HC concentrations in the extracted solution. A calibrated gas combustion analyzer (Testo 350) and an O3 analyzer were used for quantifying the inlet and outlet concentrations of CO and NOx (nitric oxide [NO] + nitrogen dioxide [NO2]), and O3 in the diesel exhaust stream. The wESP was capable of removing approximately 67-86% of mass- and number-based DPM at a 100% exhaust volumetric flow rate generated from 0- to 75-kW engine loads. At 75-kW engine load, increasing gas residence time from approximately 0.1 to 0.4 sec led to a significant increase of DPM removal efficiency from approximately 67 to more than 90%. The removal of n-alkanes, 16 PAHs, and CO in the wESP ranged from 31 to 57% and 5 to 38%, respectively. The use of the wESP did not significantly affect NOx concentration in diesel exhaust. The O3 concentration in diesel exhaust was measured to be less than 1 ppm. The main mechanisms responsible for the removal of these pollutants from diesel exhaust are discussed.     

High Volume Air Sampler: An Orifice Meter as a Substitute for the Rotameter

Abstract

NOX control employing several combustion modification techniques is studied in batch annealing furnaces and ammonia combustion ovens in steel plants. The fuels of the annealing furnace and ammonia oven are by-product fuel gases and ammonia vapor, respectively, which are generated in the same steelworks. Study of the emission characteristics of the annealing furnace show that delayed combustion can effectively reduce NOX emissions. Delayed combustion is accomplished by air-staging in burners, off-symmetric mixing of fuel and air, and air-biasing in the furnace, and these modification can operations achieve 60%, 40%, and 26% of NOX reductions, respectively. For the ammonia oven, NOX emission from combustion of ammonia vapor is remarkably reduced by staging the air injected into the oven, adjusting the total air rate, and adding by-product fuel gases to the combustion system.     

Effectiveness of emission control technologies for auxiliary engines on ocean-going vessels

Large auxiliary engines operated on ocean-going vessels in transit and at berth impact the air quality of populated areas near ports. This paper presents new information on the comparison of emission ranges from three similar engines and the effectiveness of three control technologies: switching to cleaner burning fuels, operating in the low oxides of nitrogen (NOx) mode, and selective catalytic reduction (SCR). In-use measurements of gaseous (NOx, carbon monoxide [CO], carbon dioxide [CO2]) and fine particulate matter (PM2.5; total and speciated) emissions were made on three auxiliary engines on post-PanaMax class container vessels following the International Organization for Standardization-8178-1 protocol. The in-use NOx emissions for the MAN B&W 7L32/40 engine family vary from 15 to 21.1 g/kW-hr for heavy fuel oil and 8.9 to 19.6 g/kW-hr for marine distillate oil. Use of cleaner burning fuels resulted in NOx reductions ranging from 7 to 41% across different engines and a PM2.5 reduction of up to 83%. The NOx reductions are a consequence of fuel nitrogen content and engine operation; the PM2.5 reduction is attributed to the large reductions in the hydrated sulfate and organic carbon (OC) fractions. As expected, operating in the low-NOx mode reduced NOx emissions by approximately 32% and nearly doubled elemental carbon (EC) emissions. However, PM2.5 emission factors were nearly unchanged because the EC emission factor is only approximately 5% of the total PM2.5 mass. SCR reduced the NOx emission factor to less than 2.4 g/kW-hr, but it increased the PM2.5 emissions by a factor of 1.5-3.8. This increase was a direct consequence of the conversion of sulfur dioxide to sulfate emissions on the SCR catalyst. The EC and OC fractions of PM2.5 reduced across the SCR unit.     

Effects of engine speed and accessory load on idling emissions from heavy-duty diesel truck engines

A nontrivial portion of heavy-duty vehicle emissions of NOx and particulate matter (PM) occurs during idling. Regulators and the environmental community are interested in curtailing truck idling emissions, but current emissions models do not characterize them accurately, and little quantitative data exist to evaluate the relative effectiveness of various policies. The objectives of this study were to quantify the effect of accessory loading and engine speed on idling emissions from a properly functioning, modern, heavy-duty diesel truck and to compare these results with data from earlier model year vehicles. It was found that emissions during idling varied greatly as a function of engine model year, engine speed, and accessory load conditions. For the 1999 model year Class 8 truck tested, raising the engine speed from 600 to 1050 rpm and turning on the air conditioning resulted in a 2.5-fold increase in NOx emissions in grams per hour, a 2-fold increase in CO2 emissions, and a 5-fold increase in CO emissions while idling. On a grams per gallon fuel basis, NOx emissions while idling were approximately twice as high as those at 55 mph. The CO2 emissions at the two conditions were closer. The NOx emissions from the 1999 truck while idling with air conditioning running were slightly more than those of two 1990 model year trucks under equivalent conditions, and the hydrocarbon (HC) and CO emissions were significantly lower. It was found that the NOx emissions used in the California Air Resources Board's (CARB) EMFAC2000 and the U.S. Environmental Protection Agency's (EPA) MOBILE5b emissions inventory models were lower than those measured in all of the idling conditions tested on the 1999 truck.     

Effectiveness in the use of natural gas for the reduction of atmospheric emissions: case study--industrial sector in the metropolitan region of Santiago,Chile

The purpose of this investigation was to quantify the potential of natural gas to reduce emissions from stationary combustion sources by analyzing the case study of the metropolitan region of Santiago, Chile. For such purposes, referential base scenarios have been defined that represent with and without natural gas settings. The method to be applied is an emission estimate based on emission factors. The results for this case study reveal that stationary combustion sources that replaced their fuel reduced particulate matter (PM) emissions by 61%, sulfur oxides (SOx) by 91%, nitrogen oxides (NOx) by 40%, and volatile organic compounds (VOC) by 10%. Carbon monoxide (CO) emissions were reduced by 1%. As a result of this emission reduction, in addition to reductions caused by other factors, such as a shift to cleaner fuels other than natural gas, technological improvements, and sources which are not operative, emission reduction goals set forth by the environmental authorities were broadly exceeded.     

Models to predict emissions of health-damaging pollutants and global warming contributions of residential fuel/stove combinations in China

Residential energy use in developing countries has traditionally been associated with combustion devices of poor energy efficiency, which have been shown to produce substantial health-damaging pollution, contributing significantly to the global burden of disease, and greenhouse gas (GHG) emissions. Precision of these estimates in China has been hampered by limited data on stove use and fuel consumption in residences. In addition limited information is available on variability of emissions of pollutants from different stove/fuel combinations in typical use, as measurement of emission factors requires measurement of multiple chemical species in complex burn cycle tests. Such measurements are too costly and time consuming for application in conjunction with national surveys. Emissions of most of the major health-damaging pollutants (HDP) and many of the gases that contribute to GHG emissions from cooking stoves are the result of the significant portion of fuel carbon that is diverted to products of incomplete combustion (PIC) as a result of poor combustion efficiencies. The approximately linear increase in emissions of PIC with decreasing combustion efficiencies allows development of linear models to predict emissions of GHG and HDP intrinsically linked to CO2 and PIC production, and ultimately allows the prediction of global warming contributions from residential stove emissions. A comprehensive emissions database of three burn cycles of 23 typical fuel/stove combinations tested in a simulated village house in China has been used to develop models to predict emissions of HDP and global warming commitment (GWC) from cooking stoves in China, that rely on simple survey information on stove and fuel use that may be incorporated into national surveys. Stepwise regression models predicted 66% of the variance in global warming commitment (CO2, CO, CH4, NOx, TNMHC) per 1 MJ delivered energy due to emissions from these stoves if survey information on fuel type was available. Subsequently if stove type is known, stepwise regression models predicted 73% of the variance. Integrated assessment of policies to change stove or fuel type requires that implications for environmental impacts, energy efficiency, global warming and human exposures to HDP emissions can be evaluated. Frequently, this involves measurement of TSP or CO as the major HDPs. Incorporation of this information into models to predict GWC predicted 79% and 78% of the variance respectively. Clearly, however, the complexity of making multiple measurements in conjunction with a national survey would be both expensive and time consuming. Thus, models to predict HDP using simple survey information, and with measurement of either CO/CO2 or TSP/CO2 to predict emission factors for the other HDP have been derived. Stepwise regression models predicted 65% of the variance in emissions of total suspended particulate as grams of carbon (TSPC) per 1 MJ delivered if survey information on fuel and stove type was available and 74% if the CO/CO2 ratio was measured. Similarly stepwise regression models predicted 76% of the variance in COC emissions per MJ delivered with survey information on stove and fuel type and 85% if the TSPC/CO2 ratio was measured. Ultimately, with international agreements on emissions trading frameworks, similar models based on extensive databases of the fate of fuel carbon during combustion from representative household stoves would provide a mechanism for computing greenhouse credits in the residential sector as part of clean development mechanism frameworks and monitoring compliance to control regimes.     

Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX)

The emissions from a Garrett-AiResearch (now Honeywell) Model GTCP85-98CK auxiliary power unit (APU) were determined as part of the National Aeronautics and Space Administration's (NASA's) Alternative Aviation Fuel Experiment (AAFEX) using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). Measurements were conducted by multiple research organizations for sulfur dioxide (SO2, total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOx), speciated gas-phase emissions, particulate matter (PM) mass and number, black carbon, and speciated PM. In addition, particle size distribution (PSD), number-based geometric mean particle diameter (GMD), and smoke number were also determined from the data collected. The results of the research showed PM mass emission indices (EIs) in the range of 20 to 700 mg/kg fuel and PM number EIs ranging from 0.5 x 10(15) to 5 x 10(15) particles/kg fuel depending on engine load and fuel type. In addition, significant reductions in both the SO2 and PM EIs were observed for the use of the FT fuel. These reductions were on the order of approximately 90% for SO2 and particle mass EIs and approximately 60% for the particle number EI, with similar decreases observed for black carbon. Also, the size of the particles generated by JP-8 combustion are noticeably larger than those emitted by the APU burning the FT fuel with the geometric mean diameters ranging from 20 to 50 nm depending on engine load and fuel type. Finally, both particle-bound sulfate and organics were reduced during FT-2 combustion. The PM sulfate was reduced by nearly 100% due to lack of sulfur in the fuel, with the PM organics reduced by a factor of approximately 5 as compared with JP-8.     

Investigation on organic pollutants from a domestic heating system using various solid biofuels

Various herbaceous biofuels (straw, whole plant cereals and set aside hay) and spruce wood were tested for their potential to form PCDD/F, PCPh, PCBz and PAH during combustion. The trials were conducted in an automatically charged multi-fuel furnace for domestic applications (50 kWth). Both, flue gas and the different ash fractions were analysed. CO-emission results show, that combustion conditions were relatively uniform (mean CO-level: 200 mg/m3 at 13% O2 in flue gas). Likewise, the TOC- and PAH-emissions in the fuel gas remained constantly on a relatively low level. However, for the PCDD/F, PCPh and PCBz increased emissions were detected when herbacious fuels were applied. This may be attributed to their higher chlorine concentration and the high ash content, which is responsible for increased dust emissions during combustion. Similar observations were also found for the PCDD/F-concentrations in the ashes. Combustion chamber ashes usually showed a drastically reduced contamination with highly toxical compounds, compared to the ash fraction from the heat exchanger ash or to chimney soot.     

煤粉再燃的半工业炉试验

从系统NOx还原效果，主燃区，再燃区和燃尽区内NOx的分解几方面对煤粉再燃效果进行半工业炉试验研究。虽然主燃区NOx生成量与主燃区过量空气系数成正比，系统NOx还原率却在主燃区过量空气系数一1．10时呈现最大值；再燃区还原性气氛有利于NOx的还原，但富氧氛围也可以实现一定NOx分解，燃尽区内煤粉异相还原占主要地位。以基础工况和再燃工况下的锅炉尾部NOx排放量的差值来计算系统NOx还原率可以更好地体现锅炉系统的再燃脱硝能力。     

Diurnal and weekday variations in the source contributions of ozone precursors in California's South Coast Air Basin

For at least 30 years, ozone (O3) levels on weekends in parts of California's South Coast (Los Angeles) Air Basin (SoCAB) have been as high as or higher than on weekdays, even though ambient levels of O3 precursors are lower on weekends than on weekdays. A field study was conducted in the Los Angeles area during fall 2000 to test whether proposed relationships between emission sources and ambient nonmethane hydrocarbon (NMHC) and oxides of nitrogen (NOx) levels can account for observed diurnal and day-of-week variations in the concentration and proportions of precursor pollutants that may affect the efficiency and rate of O3 formation. The contributions to ambient NMHC by motor vehicle exhaust and evaporative emissions, estimated using chemical mass balance (CMB) receptor modeling, ranged from 65 to 85% with minimal day-of-week variation. Ratios of ambient NOx associated with black carbon (BC) to NOx associated with carbon monoxide (CO) were approximately 1.25 +/- 0.22 during weekdays and 0.76 +/- 0.07 and 0.52 +/- 0.07 on Saturday and Sunday, respectively. These results demonstrate that lower NOx emissions from diesel exhaust can be a major factor causing lower NOx mixing ratios and higher NMHC/NOx ratios on weekends. Nonmobile sources showed no significant day-of-week variations in their contributions to NMHC. Greater amounts of gasoline emissions are carried over on Friday and Saturday evenings but are, at most, a minor factor contributing to higher NMHC/NOx ratios on weekend mornings.     

Adsorption capacity of powdered activated carbon for 3,5-dichlorophenol in activated sludge

The objectives of this study were to evaluate the performance of powdered activated carbon treatment (PACT) process based on the adsorption capacity of powdered activated carbon (PAC) in activated sludge and the effect of dissolved organic substances in activated sludge on the adsorption capacity of PAC. The DCP adsorption capacity of three PACs originated from different raw materials (coal, soft coal and sawdust) in activated sludge were 29%, 34% and 17% of that of new PAC, respectively. The performance of PACT process for shock loading of 3,5-dichlorophenol (3,5-DCP) was different among PACs in spite of the same adsorption capacity in new PAC. The performance of PACT process for removal of DCP is dependent not on the adsorption capacity of new PAC but on the adsorption capacity of PAC in the aeration tank. Dissolved organic matter (DOM) with molecular weight smaller than 50kDa did not affect the adsorption capacity of PAC for 3,5-DCP in the activated sludge reactor. DOM with molecular weight larger than 50kDa and biofilm developed on the surface of PAC seemed to be responsible for the decreased adsorption capacity of PAC for the DCP.