Enhancement in combustion,performance, and emission characteristics of a diesel engine fueled with diesel,biodiesel, and its blends by using nanoadditive

This article presents the results of investigations carried out to evaluate the improvement in combustion, performance, and emission characteristics of a diesel engine fueled with neat petro-diesel (PD), soybean biodiesel (SB), and 50% SB blended PD (PD50SB) by using carbon nanotube (CNT) as an additive. The acid–alkaline-based transesterification process with sodium hydroxide (NaOH) as a catalyst was applied to derive the methyl ester of SB. A mass fraction of 100 ppm CNT nanoparticle was blended with base fuels by using an ultrasonicator and the physiochemical properties were measured based on EN standards. The measured physiochemical properties are in good agreement with standard limits. The experimental evaluations were carried out under varying brake mean effective pressure (BMEP) conditions in a single-cylinder, four-stroke, and natural aspirated research diesel engine at a constant speed of 1500 rpm. The results reveal that the SB and its blend promote shorter ignition delay period (IDP) that is resulting in lower in-cylinder pressure (ICP) and net heat release rate (NHR) compared to PD. The SB and its blend increase the brake specific fuel consumption (BSFC), and reduce the brake specific energy consumption (BSEC) and exhaust gas temperature (EGT), due to lower heating value, and efficient combustion, respectively. As far as the emission characteristics are concerned, the SB and its blend promote lower magnitude of hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CO₂), and smoke emissions compared to PD except for oxides of nitrogen (NO_x) emission. The CNT nanoparticle inclusion with base fuels significantly improves the combustion, performance, and emissions level irrespective of engine load conditions.

     

Speciated non-methane organic compounds emissions from food cooking in Mexico

Non-methane organic compound (NMOC) emissions from different sorts of food preparation sites, were quantified for the first time in Mexico, in order to develop emission profiles for further application in the chemical mass balance receptor model (CMB). Restaurants using charcoal grills and LP gas stoves, “tortillerı́as”, food frying places and rotisseries were sampled using SUMMA^® stainless-steel canisters to analyse NMOC by high-resolution gas chromatography. The results obtained show that profiles determined from food cooking processes have similarities to those found in LP gas combustion, which is the most common fuel in Mexico used for this purpose, although there were differences in the relative composition of propane and butane in both cases. This suggests that, the rates of combustion of propane and butane are different. It has also been detected that propene, a reactive olefin is produced during the combustion process. The obtained profiles of restaurants, rotisseries and fried food show an important contribution of two carbon compounds (ethane, ethylene and acetylene) that can be attributed to the complex process of grease and meat cooking. The presence of these compounds cannot be attributed to vehicular sources since the concentrations are higher than in ambient air. These were also determined from aromatic compounds such as benzene, toluene and xylene in the combustion of vegetal charcoal. The measured concentrations indicate that NMOC emissions from cooking may become an important indoor source of NMOC under crowded conditions in closed places.     

Exhaust Emissions From In-Use Alternative Fuel Vehicles

Abstract

This study examines exhaust emissions from 11 vehicles tested on compressed natural gas, liquefied petroleum gas, methanol, ethanol, and reformulated gasoline fuels (22 vehicle/ fuel combinations). The paper highlights ozone precursor and toxic emissions. Emission rates from some of the presumably well-maintained, low-mileage test vehicles were higher than expected, but fuel effects were consistent with findings of similar studies. Aggregate toxic and non-methane organic emission rates from the variable/flexible fuel vehicles were higher with alcohol fuels than with reformulated gasoline. Lower specific reactivities for emissions with the alcohol fuels offset this negative trait. Specific reactivities of the organic emissions with the alternative fuels were consistently lower than those with the gasoline blends. Compressed natural gas and liquefied petroleum gas fuels had the lowest values. Although specific reactivities were expected to vary from fuel-to-fuel, they also varied considerably from vehicle-to-vehicle.     

Source Fingerprints for Volatile Non-Methane Hydrocarbons

Non-methane hydrocarbon (NMHC) source profiles consisting of 35 hydrocarbon species were measured for vehicle and petroleum refinery emissions. Refueling emissions were found to be sensitive to the grade and volatility class of fuel and to be composed mainly of saturated hydrocarbons such as n-butane and 2-methy I butane. Unsaturated and aromatic hydrocarbons, which are released from the tailpipe of vehicles as products of combustion and unburned fuel, were more prevalent in roadway emissions comprising approximately 34 percent of the total NMHCs. Cold-start emissions were nearly indistinguishable from the roadway emission profile. The only significant differences were in toluene, ethylene and acetylene, which may be related to the efficiency of combustion when the vehicle is initially started. Saturated hydrocarbon distributions of the hot-soak profiles were found to be similar to refueling emissions. The only significant difference in the profiles was in the aromatic content, which may be related to the grade of the gasoline and the effectiveness of evaporative emission control devices. The temporal variation in refinery emissions was significant and may be related to variations in refinery activities such as the production and blending of feed stocks to produce different fuels.     

Speciation of non-methane hydrocarbons (NMHCs) from anthropogenic sources in Beirut,Lebanon

The chemical composition of emissions from the different anthropogenic sources of non-methane hydrocarbons (NMHC) is essential for modeling and source apportionment studies. The speciated profiles of major NMHC sources in Lebanon, including road transport, gasoline vapor, power generation, and solvent use were established. Field sampling have been carried out by canisters in 2012. Around 67 NMHC (C2 to C9) were identified and quantified by using a gas chromatograph equipped with a flame ionization detector. Typical features of the roadway emissions included high percentages of isopentane, butane, toluene, xylenes, ethylene, and ethyne. Gasoline evaporation profiles included high percentage of the C4–C5 saturated hydrocarbons reaching 59 %. The main compounds of the power generator emissions are related to combustion. Toluene and C8–C9 aromatics were the most abundant species in emissions from paint applications. Finally, the impact of the use of region-specific source profile is tackled regarding the implication on air quality.     

Propane as an Engine Fuel for Clean Air Requirements

Air pollutants in exhaust gas produced from LP-gas (propane) were studied using both laboratory engines and vehicles. The objective of the study was both to evaluate propane as a low-pollution fuel and to provide information on adjustment of engine parameters for advantageous use of propane as a low-pollution fuel. Variables in the study were air-fuel ratio (A/F), ignition timing schedule, and ambient temperature. Data comparable to that for propane relating A/F and ambient temperature to emissions are shown for natural gas and for gasoline.     

Seasonal characteristics of ambient volatile organic compounds in Seoul,Korea

The measurements of C₂–C₉ volatile organic compounds (VOC) were carried out at a site in Seoul, the capital of Korea from August 1998 to July 1999. Air samples were collected for 24 h in 6 l SUMMA canisters every 6 days. The canister samples were quantitatively analyzed by a GC/FID and GC/MS. The species with the highest mean concentration among the 70 identified was propane (7.8 ppb), followed by toluene (6.4 ppb) and ethylene (5.9 ppb). The high concentration of propane was mainly attributed to the emissions by liquefied petroleum gas (LPG) usage for cooking and heating, and butane fuel for transportation. The general trend of the seasonal variation shows higher concentrations in winter and lower ones in summer. This behavior was mainly caused by the variations of temperature, and resultant VOC source strengths, coupled with the variations of the mixing depth. According to the analysis of concentration ratios, the seasonal contributions of the major emission sources to the VOC concentrations were influenced by ambient temperature. Further, it was identified that the contributions by the use of solvents, natural gas, LPG, and butane fuel were closely related to the variations of consumption pattern according to seasons. Through the analysis of the concentration correlations between less reactive compound and highly reactive ones for summer and winter months, it was found that photochemical reactivity affects relative concentration of reactive compound.     

Polycyclic aromatic hydrocarbon exhaust emissions from different reformulated diesel fuels and engine operating conditions

The study of light-duty diesel engine exhaust emissions is important due to their impact on atmospheric chemistry and air pollution. In this study, both the gas and the particulate phase of fuel exhaust were analyzed to investigate the effects of diesel reformulation and engine operating parameters. The research was focused on polycyclic aromatic hydrocarbon (PAH) compounds on particulate phase due to their high toxicity. These were analyzed using a gas chromatography–mass spectrometry (GC–MS) methodology.Although PAH profiles changed for diesel fuels with low-sulfur content and different percentages of aromatic hydrocarbons (5–25%), no significant differences for total PAH concentrations were detected. However, rape oil methyl ester biodiesel showed a greater number of PAH compounds, but in lower concentrations (close to 50%) than the reformulated diesel fuels. In addition, four engine operating conditions were evaluated, and the results showed that, during cold start, higher concentrations were observed for high molecular weight PAHs than during idling cycle and that the acceleration cycles provided higher concentrations than the steady-state conditions. Correlations between particulate PAHs and gas phase products were also observed.The emission of PAH compounds from the incomplete combustion of diesel fuel depended greatly on the source of the fuel and the driving patterns.     

Semi-volatile and particulate emissions from the combustion of alternative diesel fuels

Motor vehicle emissions are a major anthropogenic source of air pollution and contribute to the deterioration of urban air quality. In this paper, we report results of a laboratory investigation of particle formation from four different alternative diesel fuels, namely, compressed natural gas (CNG), dimethyl ether (DME), biodiesel, and diesel, under fuel-rich conditions in the temperature range of 800-1200 degrees C at pressures of approximately 24 atm. A single pulse shock tube was used to simulate compression ignition (CI) combustion conditions. Gaseous fuels (CNG and DME) were exposed premixed in air while liquid fuels (diesel and biodiesel) were injected using a high-pressure liquid injector. The results of surface analysis using a scanning electron microscope showed that the particles formed from combustion of all four of the above-mentioned fuels had a mean diameter less than 0.1 microm. From results of gravimetric analysis and fuel injection size it was found that under the test conditions described above the relative particulate yields from CNG, DME, biodiesel, and diesel were 0.30%. 0.026%, 0.52%, and 0.51%, respectively. Chemical analysis of particles showed that DME combustion particles had the highest soluble organic fraction (SOF) at 71%, followed by biodiesel (66%), CNG (38%) and diesel (20%). This illustrates that in case of both gaseous and liquid fuels, oxygenated fuels have a higher SOF than non-oxygenated fuels.     

Effect of Gasoline Formulation on the Formation of Photosmog: A Box Model Study

Abstract

Based on exhaust gas analyses from the combustion of five different types of gasoline in a passenger car operated on a chassis dynamometer, box model simulations of the irradiation of exhaust/NO_x /air mixtures using an established chemical mechanism for a standardized photo-smog scenario were performed. The fuel matrix used covered wide fractional ranges for paraffinic, olefinic, and aromatic hydrocarbons. Two fuels also contained methyl tertiary butyl ether (MTBE). The different O₃ profiles calculated for each run were compared and interpreted. The O₃ levels obtained were strongly influenced by the exhaust gas concentrations of aromatic and olefinic hydro-carbons. The higher exhaust content of these compounds caused higher O₃ production in the smog system investigated. The conclusion of the present study is that the composition of gasoline cannot be taken directly for the estimation of the emissions’ O₃ creation potential from its combustion. Variation of the dilution in the different calculations showed evidence for an additional influence of transport effects. Accordingly, further detailed exhaust gas analyses followed by more complex modeling studies are necessary for a proper characterization of the relationship between fuel blend and gasoline combustion products.     

Air Quality Management in Los Angeles: Perspectives on Past and Future Emission Control Strategies

The 1988 Air Quality Management Plan was approved by the Board of the California South Coast Air Quality Management District in March 1989. The District comprises the counties of Los Angeles, Orange, and Riverside, and the non-desert portion of San Bernardino county. Emissions reductions in the past have lead to significant improvement in air quality despite large increases in growth. However, the District, largely because of continuous growth, currently violates the air quality standards for ozone, carbon monoxide, nitrogen dioxide, and respirable particulate matter (PM₁₀). Based upon the AQMP, reduction of approximately 80 percent in emissions of oxides of nitrogen and volatile organic compounds is required to bring the District into compliance with all air quality standards in the next twenty years.

Achieving compliance will necessitate the use of advanced technologies, as well as some changes in lifestyle and management practices. Advanced technologies, including the use of electric vehicles powered by batteries or fuel cells, the use of cleaner burning fuels and advanced combustion modifications, and treatment of surface coatings and solvents are included in the AQMP. The Technology Advancement Office in the District was created to work with industry, universities, research institutes, and other local, state and federal agencies to identify, evaluate, and promote low emitting fuels and technologies. In addition to electricity, fuels burning cleaner than conventional gasoline or diesel are being tested to obtain emissions and durability data so that rational choices can be made for the future. Compressed natural gas, methanol and liquefied petroleum gas are considered to be cleaner burning fuels for current applications. Ethanol, butane, and various oxygenated blends are being evaluated, and the broader application of solar energy and hydrogen are being investigated.

The impact of various cleaner burning fuels on air quality is being addressed. To date, methanol is the only fuel for which results are available. These results indicate that methanol use in vehicles—with control of formaldehyde emissions below 15 mg/mile for light-duty vehicles—can provide air quality benefits for all criteria pollutants and certain air toxics. These benefits are greater for M₁₀₀ than M₈₅.

Several District advanced technology programs are described, including a reduction in emissions from paints and coatings, and the demonstration of electric vehicles.     

Air pollution reduction via use of green energy sources for electricity and hydrogen production

The implementation of renewable wind and solar energy sources instead of fossil fuels to produce such energy carriers as electricity and hydrogen facilitates reductions in air pollution emissions. Unlike from traditional fossil fuel technologies, air pollution emissions from renewable technologies are associated mainly with the construction of facilities. With present costs of wind and solar electricity, it is shown that, when electricity from renewable sources replaces electricity from natural gas, the cost of air pollution emission abatement is more than ten times less than the cost if hydrogen from renewable sources replaces hydrogen produced from natural gas. When renewable-based hydrogen is used instead of gasoline in a fuel cell vehicle, the cost of air pollution emissions reduction approaches the same value as for renewable-based electricity only if the fuel cell vehicle efficiency exceeds significantly (i.e., by about two times) that of an internal combustion vehicle. The results provide the basis for a useful approach to an optimal strategy for air pollution mitigation.     

Chemical composition of major VOC emission sources in the Seoul atmosphere

This paper describes a chemical analysis of volatile organic compounds (VOCs) for five emission sources in Seoul. The source categories included motor vehicle exhaust, gasoline evaporation, paint solvents, natural gas and liquefied petroleum gas (LPG). These sources were selected because they have been known to emit significant quantities of VOCs in the Seoul area (more than 5% of the total emission inventory). Chemical compositions of the five emission sources are presented for a group of 45 C2-C9 VOCs. Motor vehicle exhaust profiles were developed by conducting an urban tunnel study. These emissions profiles were distinguished from the other emission profiles by a high weight percentage of butanes over seasons and propane in the wintertime. It was found that this is due to the wide use of butane-fueled vehicles. To obtain gasoline vapor profiles, gasoline samples from five major brands for each season were selected. The brands were blended on the basis of the marketshare of these brands in Seoul area. Raoult's law was used to calculate gasoline evaporative compositions based on the liquid gasoline compositions. The measured and estimated gasoline vapor compositions were found to be in good agreement. Vehicle and gasoline evaporation profiles were made over seasons because of the seasonal change in their compositions. Paint solvent emissions profiles were produced based on a product-use survey and sales figures. These profiles are a composite of four major oil-based paints and thinning solvent. The source profile of natural gas was made on a methane-free basis. It was found that Ethane and propane were the most abundant compounds accounting for 95% of the natural gas composition. LPG was largely composed of propane and ethane and the remaining components were minor contributors.     

Emission rates and comparative chemical composition from selected in-use diesel and gasoline-fueled vehicles

Emission samples for toxicity testing and detailed chemical characterization were collected from a variety of gasoline- and diesel-fueled in-use vehicles operated on the Unified Driving Cycle on a chassis dynamometer. Gasoline vehicles included normal particle mass (particulate matter [PM]) emitters (tested at 72 and 30 degrees F), "black" and "white" smokers, and a new-technology vehicle (tested at 72 degrees F). Diesel vehicles included current-technology vehicles (tested at 72 and 30 degrees F) and a high PM emitter. Total PM emission rates ranged from below 3 mg/mi up to more than 700 mg/mi for the white smoker gasoline vehicle. Emission rates of organic and elemental carbon (OC/EC), elements (metals and associated analytes), ions, and a variety of particulate and semi-volatile organic compounds (polycyclic aromatic hydrocarbons [PAH], nitro-PAH, oxy-PAH, hopanes, and steranes) are reported for these vehicles. Speciated organic analysis also was conducted on the fuels and lube oils obtained from these vehicles after the emissions testing. The compositions of emissions were highly dependent on the fuel type (gasoline vs. diesel), the state of vehicle maintenance (low, average, or high emitters; white or black smokers), and ambient conditions (i.e., temperature) of the vehicles. Fuel and oil analyses from these vehicles showed that oil served as a repository for combustion byproducts (e.g., PAH), and oil-burning gasoline vehicles emitted PAH in higher concentrations than did other vehicles. These PAH emissions matched the PAH compositions observed in oil.     

Examining the temperature dependence of ethanol (E85) versus gasoline emissions on air pollution with a largely-explicit chemical mechanism

The increased use of ethanol in transportation fuels warrants an investigation of its consequences. An important component of such an investigation is the temperature dependence of ethanol and gasoline exhaust chemistry. We use the Master Chemical Mechanism (MCM, version 3.1, LEEDS University) with the SMVGEAR II chemical ordinary differential solver to provide the speed necessary to simulate complex chemistry to examine such effects. The MCM has over 13,500 organic reactions and 4600 species. SMVGEAR II is a sparse-matrix Gear solver that reduces the computation time significantly while maintaining any specified accuracy. Although we use a box model for this study, we determine and demonstrate in a separate study that the speed of the MCM with SMVGEAR II allows the MCM to be modeled in 3-dimensions. We also verified the accuracy of the model in comparison with smog chamber data. We then use the model with species-resolved tailpipe emissions data for E85 (15% gasoline, 85% ethanol fuel blend) and gasoline vehicles to compare the impact of each on nitrogen oxides, organic gases, and ozone as a function of ambient temperature and background concentrations, using Los Angeles in 2020 as a base case. We use two different emissions sets – one is a compilation of exhaust and evaporative data taken near 24 °C and the other from exhaust data taken at ?7 °C – to determine how atmospheric chemistry and emissions are affected by temperature. We include diurnal effects by examining two day scenarios. We find that, accounting for chemistry and dilution alone, the average ozone concentrations through the range of temperatures tested are higher with E85 than with gasoline by ～7 part per billion volume (ppbv) at higher temperatures (summer conditions) to ～39 ppbv at low temperatures and low sunlight (winter conditions) for an area with a high nitrogen oxide (NOx) to non-methane organic gas (NMOG) ratio. The results suggest that E85's effect on health through ozone formation becomes increasingly more significant relative to gasoline at colder temperatures due to the change in exhaust emission composition at lower temperatures. Acetaldehyde and formaldehyde concentrations are also much higher with E85 at cold temperatures, which is a concern because both are considered to be carcinogens. These could have implications for wintertime use of E85. Peroxy acetyl nitrate (PAN), another air pollutant of concern, increases with E85 by 0.3–8 ppbv. The sensitivity of the results to box size, initial background concentrations, background emissions, and water vapor were also examined.     

Seasonal impact of blending oxygenated organics with gasoline on motor vehicle tailpipe and evaporative emissions.

Emissions from a 1988 GM Corsica with adaptive learning closed loop control were measured with 4 fuels at 40, 75, and 90 degrees F. Evaporative and exhaust emissions were examined from each fuel at each test temperature. Test fuels were unleaded summer grade gasoline; a blend of this gasoline containing 8.1 percent ethanol; a refiner's blend stock; and the blend stock containing 16.2 percent methyl tertiary butyl ether. The ethanol and MTBE blends contained 3.0 percent oxygen by weight. Regulated emissions (total hydrocarbons, carbon monoxide, and oxides of nitrogen), detailed aldehydes, detailed hydrocarbons, ethanol, MTBE, benzene, and 1,3-butadiene were determined. The highest levels of regulated emissions were produced at the lower temperature. Blended fuels produced almost twice the evaporative hydrocarbon emissions at high temperatures as did the base fuels. Benzene emissions varied with fuels and operating temperatures, while 1,3-butadiene emissions decreased slightly with increasing temperatures. Formaldehyde emissions were not sensitive to fuel or temperature changes. Ethanol fuel blend total aldehyde emissions increased by 40 percent due to increased acetaldehyde emissions. Fuel blends had approximately a 3 percent economy decrease. The MTBE fuel blend appeared to offer the most reduction in total hydrocarbon, carbon monoxide, and oxides of nitrogen for the fuels and temperatures tested.     

Emission profile of 18 carbonyl compounds,CO, CO2, and NOx emitted by a diesel engine fuelled with diesel and ternary blends containing diesel,ethanol and biodiesel or vegetable oils

The impact of vehicular emissions on air depends, among other factors, on the composition of fuel and the technology used to build the engines. The reduction of vehicular emissions requires changes in the fuel composition, and improving the technologies used in the manufacturing of engines and for the after-treatment of gases. In general, improvements to diesel engines have targeted not only emission reductions, but also reductions in fuel consumption. However, changes in the fuel composition have been shown to be a more rapid and effective alternative to reduce pollution. Some factors should been taken into consideration when searching for an alternative fuel to be used in diesel engines, such as emissions, fuel stability, availability and its distribution, as well as its effects on the engine durability. In this work, 45 fuel blends were prepared and their stability was evaluated. The following mixtures (v/v/v) were stable for the 90-day period and were used in the emission study: diesel/ethanol – 90/10%, diesel/ethanol/soybean biodiesel – 80/15/5%, diesel/ethanol/castor biodiesel – 80/15/5%, diesel/ethanol/residual biodiesel – 80/15/5%, diesel/ethanol/soybean oil – 90/7/3%, and diesel/ethanol/castor oil – 90/7/3%. The diesel/ethanol fuel showed higher reduction of NO_x emission at a lower load (2 kW) when compared with pure diesel. The other fuels showed a decrease of NO_x emissions in the ranges of 6.9–75% and 4–85% at 1800 rpm and 2000 rpm, respectively. The combustion efficiencies of the diesel can be enhanced by the addition of the oxygenate fuels, like ethanol and biodiesel/vegetable oil, resulting in a more complete combustion in terms of NO_x emission. In the case of CO₂ the decreases were in the ranges of 5–24% and 4–6% at 1800 rpm and 2000 rpm, respectively. Meanwhile, no differences were observed in CO emission. The carbonyl compounds (CC) studied were formaldehyde, acetaldehyde, propionaldehyde, acrolein, acetone, crotonaldehyde, butyraldehyde, butanone, benzaldehyde, isovaleraldehyde, valeraldehyde, o-toluenaldehyde, m-toluenaldehyde, p-toluenaldehyde, hexaldehyde, octaldehyde, 2,5-dimethylbenzaldehyde, and decaldehyde. Among them, formaldehyde, acetaldehyde, acetone, and propionaldehyde showed the highest emission concentrations. When ternary blend contains vegetable oil, there is a strong tendency to increase the emissions of the high weight CC and decrease the emissions of the low weight CC. The highest concentration of acrolein was observed when the fuel contains diesel, ethanol and biodiesel. With the exception of NO_x, the use of ternary blended fuels resulted on the increase in the emission rates of the studied compounds.     

Particulate emissions from a stationary engine fueled with ultra-low-sulfur diesel and waste-cooking-oil-derived biodiesel

Stationary diesel engines, especially diesel generators, are increasingly being used in both developing countries and developed countries because of increased power demand. Emissions from such engines can have adverse effects on the environment and public health. In this study, particulate emissions from a domestic stationary diesel generator running on ultra-low-sulfur diesel (ULSD) and biodiesel derived from waste cooking oil were characterized for different load conditions. Results indicated a reduction in particulate matter (PM) mass and number emissions while switching diesel to biodiesel. With increase in engine load, it was observed that particle mass increased, although total particle counts decreased for all the fuels. The reduction in total number concentration at higher loads was, however, dependent on percentage of biodiesel in the diesel-biodiesel blend. For pure biodiesel (B100), the reduction in PM emissions for full load compared to idle mode was around 9%, whereas for ULSD the reduction was 26%. A large fraction of ultrafine particles (UFPs) was found in the emissions from biodiesel compared to ULSD. Nearly 90% of total particle concentration in biodiesel emissions comprised ultrafine particles. Particle peak diameter shifted from a smaller to a lower diameter with increase in biodiesel percentage in the fuel mixture.     

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

ABSTRACT

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

Primary emissions of fine carbonaceous particles in Europe

The European emissions of BC and OC in fine particles are calculated for the years 1990, 1995 and 2000 applying the RAINS model that, beyond fuel-sector distinction, explicitly includes various combustion technologies and the penetration of abatement options. The emission factors used are developed considering specific European conditions. The main sources of carbonaceous aerosols in Europe are emissions from traffic and residential combustion of solid fuels. Between 1990 and 2000, the BC and OC emissions are estimated to decline from 0.89 to 0.68 Tg and from 1.4 to 1.0 Tg, respectively. Most of the reduction occurred in the early 1990s in Eastern Europe owing to structural changes that resulted in energy efficiency improvements in industry and lower consumption of solid fuels in residential–commercial sector; the latter having strong impact on BC and OC emissions. Furthermore, the growth in transport volumes, and expected increase in emissions, was offset by introduction of stricter legislation for road transport from 1995. Focusing on the most important sectors, transport and residential combustion, the variation in measured carbonaceous emission shares and its impact on total emissions was evaluated. This analysis indicates a range of about −25% to +20% for BC and −7% and +15% for OC, compared to the central case.