Factor analysis of submicron particle size distributions near a major United States-Canada trade bridge

A factor analytic model has been applied to resolve and apportion particles based on submicron particle size distributions downwind of a United States-Canada bridge in Buffalo, NY. The sites chosen for this study were located at gradually increasing distances downwind of the bridge complex. Seven independent factors were resolved, including four factors that were common to all of the five sites considered. The common factors were generally characterized by the existence of two or more number and surface area modes. The seven factors resolved were identified as follows: fresh tail-pipe diesel exhaust, local/street diesel traffic, aged/evolved diesel particles, spark-ignition gasoline emissions, background urban emissions, heavy-duty diesel agglomerates, and secondary/transported material. Submicron (<0.5 microm) and ultrafine (<0.1 microm) particle emissions downwind of the bridge were dominated by commercial diesel truck emissions. Thus, this study obtained size distinction between fresh versus aged vehicle exhaust and spark-ignition versus diesel emissions based on the measured high time-resolution particle number concentrations. Because this study mainly used particles <300 nm in diameter, some sources that would usually exhibit number modes >100 nm were not resolved. Also, the resolved profiles suggested that the major number mode for fresh tailpipe diesel exhaust might exist below the detection limit of the spectrometer used. The average particle number contributions from the resolved factors were highest closest to the bridge.     

Factors affecting heavy-duty diesel vehicle emissions

Societal and governmental pressures to reduce diesel exhaust emissions are reflected in the existing and projected future heavy-duty certification standards of these emissions. Various factors affect the amount of emissions produced by a heterogeneous charge diesel engine in any given situation, but these are poorly quantified in the existing literature. The parameters that most heavily affect the emissions from compression ignition engine-powered vehicles include vehicle class and weight, driving cycle, vehicle vocation, fuel type, engine exhaust aftertreatment, vehicle age, and the terrain traveled. In addition, engine control effects (such as injection timing strategies) on measured emissions can be significant. Knowing the effect of each aspect of engine and vehicle operation on the emissions from diesel engines is useful in determining methods for reducing these emissions and in assessing the need for improvement in inventory models. The effects of each of these aspects have been quantified in this paper to provide an estimate of the impact each one has on the emissions of diesel engines.     

Controlling air pollution from passenger ferries: cost-effectiveness of seven technological options

Continued interest in improving air quality in the United States along with renewed interest in the expansion of urban passenger ferry service has created concern about air pollution from ferry vessels. This paper presents a methodology for estimating the air pollution emissions from passenger ferries and the costs of emissions control strategies. The methodology is used to estimate the emissions and costs of retrofitting or re-powering ferries with seven technological options (combinations of propulsion and emission control systems) onto three vessels currently in service in San Francisco Bay. The technologies include improved engine design, cleaner fuels (including natural gas), and exhaust gas cleanup devices. The three vessels span a range of ages and technologies, from a 25-year-old monohull to a modern, high-speed catamaran built only four years ago. By looking at a range of technologies, vessel designs, and service conditions, a sense of the broader implications of controlling emissions from passenger ferries across a range of vessels and service profiles is provided. Tier 2-certified engines are the most cost-effective choice, but all options are cost-effective relative to other emission control strategies already in place in the transportation system.     

Tomato Root: Site of Initial Alteration in Minor Elements in Cadmium Treated Plants

Abstract

Societal and governmental pressures to reduce diesel exhaust emissions are reflected in the existing and projected future heavy-duty certification standards of these emissions. Various factors affect the amount of emissions produced by a heterogeneous charge diesel engine in any given situation, but these are poorly quantified in the existing literature. The parameters that most heavily affect the emissions from compression ignition engine-powered vehicles include vehicle class and weight, driving cycle, vehicle vocation, fuel type, engine exhaust aftertreatment, vehicle age, and the terrain traveled. In addition, engine control effects (such as injection timing strategies) on measured emissions can be significant. Knowing the effect of each aspect of engine and vehicle operation on the emissions from diesel engines is useful in determining methods for reducing these emissions and in assessing the need for improvement in inventory models. The effects of each of these aspects have been quantified in this paper to provide an estimate of the impact each one has on the emissions of diesel engines.     

The United Kingdom Acid Waters Monitoring Network: a review of the first 15 years and introduction to the special issue

The United Kingdom Acid Waters Monitoring Network (AWMN) was established in 1988 to determine the ecological impact of acidic emissions control policy on acid-sensitive lakes and streams. AWMN data have been used to explore a range of causal linkages necessary to connect changes in emissions to chemical and, ultimately, biological recovery. Regional scale reductions in sulphur (S) deposition have been found to have had an immediate influence on surface water chemistry, including increases in acid neutralising capacity, pH and alkalinity and declines in aluminium toxicity. These in turn can be linked to changes in the aquatic biota which are consistent with "recovery" responses. A continuation of the current programme is essential in order to better understand apparent non-linearity between nitrogen (N) in deposition and runoff, the substantial rise in organic acid concentrations, and the likely impacts of forecast climate change and other potential constraints on further biological improvement.     

Particulate emissions from construction activities

Although it has long been recognized that road and building construction activity constitutes an important source of particulate matter (PM) emissions throughout the United States, until recently only limited research has been directed to its characterization. This paper presents the results of PM10 and PM2.5 (particles < or = 10 microm and < or = 2.5 microm in aerodynamic diameter, respectively) emission factor development from the onsite testing of component operations at actual construction sites during the period 1998-2001. Much of the testing effort was directed at earthmoving operations with scrapers, because earthmoving is the most important contributor of PM emissions across the construction industry. Other sources tested were truck loading and dumping of crushed rock and mud and dirt carryout from construction site access points onto adjacent public paved roads. Also tested were the effects of watering for control of scraper travel routes and the use of paved and graveled aprons at construction site access points for reducing mud and dirt carryout. The PM10 emissions from earthmoving were found to be up to an order of magnitude greater than predicted by AP-42 emission factors drawn from other industries. As expected, the observed PM2.5:PM10 emission factor ratios reflected the relative importance of the vehicle exhaust and the resuspended dust components of each type of construction activity. An unexpected finding was that PM2.5 emissions from mud and dirt carryout were much less than anticipated. Finally, the control efficiency of watering of scraper travel routes was found to closely follow a bilinear moisture model.     

Performance of Exhaust Control Devices on 1966 Model Passenger Cars

Road tests have been carried out in five different cities with a fleet of 300 passenger cars consisting of three different makes, half of which are equipped with the 1966 exhaust control devices required by the state of California. The performance of these devices during the first series of tests has been evaluated. All three makes of device-equipped cars produced significantly lower emissions of hydrocarbons and carbon monoxide than did similar cars tested in 1962 and 1963. There were no consistent differences among the three makes of cars with respect to carbon monoxide and hydrocarbon emissions.     

A fuel-based assessment of off-road diesel engine emissions

The use of diesel engines in off-road applications is a significant source of nitrogen oxides (NOx) and particulate matter (PM10). Such off-road applications include railroad locomotives, marine vessels, and equipment used for agriculture, construction, logging, and mining. Emissions from these sources are only beginning to be controlled. Due to the large number of these engines and their wide range of applications, total activity and emissions from these sources are uncertain. A method for estimating the emissions from off-road diesel engines based on the quantity of diesel fuel consumed is presented. Emission factors are normalized by fuel consumption, and total activity is estimated by the total fuel consumed. Total exhaust emissions from off-road diesel equipment (excluding locomotives and marine vessels) in the United States during 1996 have been estimated to be 1.2 x 10(9) kg NOx and 1.2 x 10(8) kg PM10. Emissions estimates published by the U.S. Environmental Protection Agency are 2.3 times higher for both NOx and exhaust PM10 emissions than estimates based directly on fuel consumption. These emissions estimates disagree mainly due to differences in activity estimates, rather than to differences in the emission factors. All current emission inventories for off-road engines are uncertain because of the limited in-use emissions testing that has been performed on these engines. Regional- and state-level breakdowns in diesel fuel consumption by off-road mobile sources are also presented. Taken together with on-road measurements of diesel engine emissions, results of this study suggest that in 1996, off-road diesel equipment (including agriculture, construction, logging, and mining equipment, but not locomotives or marine vessels) was responsible for 10% of mobile source NOx emissions nationally, whereas on-road diesel vehicles contributed 33%.     

Validity and uncertainty in the calculation of an emission inventory for ammonia arising from agriculture in Great Britain

Emissions of ammonia have received increasing attention recently, following concern about the environmental consequences, especially in The Netherlands where levels are high due to intensive livestock farming. Direct local effects and more widespread consequences for a range of ecosystems have been attributed to ammonia emissions. As the most prevalent alkaline gas in the atmosphere, ammonia interacts with acidic species, changing their characteristics, chemical and physical behaviour, and enhancing their potential for acidification of soils. Ammonia also forms an important component of the nitrogen cycle and of nitrogen deposition. In the UK, as in many other European countries, there has been a considerable increase in the emission of ammonia within the last 30 years, estimated at about 50%. This results mainly from increases in agricultural production based on the steadily rising number of livestock and increasing fertilizer consumption. This paper discusses the various sources to emissions of ammonia from agricultural sources in the United Kingdom, and some of the uncertainties involved in constructing a national emissions inventory.     

Diesel engines: environmental impact and control.

The diesel engine is the most efficient prime mover commonly available today. Diesel engines move a large portion of the world's goods, power much of the world's equipment, and generate electricity more economically than any other device in their size range. But the diesel is one of the largest contributors to environmental pollution problems worldwide, and will remain so, with large increases expected in vehicle population and vehicle miles traveled (VMT) causing ever-increasing global emissions. Diesel emissions contribute to the development of cancer; cardiovascular and respiratory health effects; pollution of air, water, and soil; soiling; reductions in visibility; and global climate change. Where instituted, control programs have been effective in reducing diesel fleet emissions. Fuel changes, such as reduced sulfur and aromatics content, have resulted in immediate improvements across the entire diesel on- and off-road fleet, and promise more improvements with future control. In the United States, for example, 49-state (non-California) off-road diesel fuel sulfur content is 10 times higher than that of national on-road diesel fuel. Significantly reducing this sulfur content would reduce secondary particulate matter (PM) formation and allow the use of control technologies that have proven effective in the on-road arena. The use of essentially zero-sulfur fuels, such as natural gas, in heavy-duty applications is also expected to continue. Technology changes, such as engine modifications, exhaust gas recirculation, and catalytic aftertreatment, take longer to fully implement, due to slow fleet turnover. However, they eventually result in significant emission reductions and will be continued on an ever-widening basis in the United States and worldwide. New technologies, such as hybrids and fuel cells, show significant promise in reducing emissions from sources currently dominated by diesel use. Lastly, the turnover of trucks and especially off-road equipment is slow; pollution control agencies need to address existing emissions with in-use programs, such as exhaust trap retrofits and smoke inspections. Such a program is underway in California. These and other steps that can be continued and improved will allow the use of the diesel engine, with its superior fuel consumption, to continue to benefit society while greatly reducing its negative environmental and health impacts. The next ten years can and must become the "Decade of Clean Diesel."     

Heavy Duty Diesel Particulate Emission Factors

For the past several years, EPA has been measuring particulate emissions from a variety of heavy-duty diesel engines through contracts with Southwest Research Institute. Particulate emissions samples have been collected using an exhaust splitter to divert a fraction of the engine exhaust into a standard dilution tunnel. A small fraction of the diluted exhaust from the tunnel is pulled through a filter from which particulate mass and, in some cases, organic content of the particulate is determined. This paper discusses the sampling system and gives particulate emission factors that have been computed from truck and bus fuel consumption data as well as average truck and bus speed data from New York and Los Angeles (freeway and nonfreeway usage). Average particulate emission test results (steady state tests) for 2-stroke engines were 4.74 g/kg fuel and for 4-stroke engines were 2.64 g/kg fuel. Using average particulate emissions results, a particulate emission factor range of 0.8 to 1.3 g/km was computed. Nationwide diesel particulate emissions were calculated to be 88,000 metric tons per year.     

A Fuel-Based Assessment of Off-Road Diesel Engine Emissions

ABSTRACT

The use of diesel engines in off-road applications is a significant source of nitrogen oxides (NO_x) and particulate matter (PM₁₀). Such off-road applications include railroad locomotives, marine vessels, and equipment used for agriculture, construction, logging, and mining. Emissions from these sources are only beginning to be controlled. Due to the large number of these engines and their wide range of applications, total activity and emissions from these sources are uncertain. A method for estimating the emissions from off-road diesel engines based on the quantity of diesel fuel consumed is presented. Emission factors are normalized by fuel consumption, and total activity is estimated by the total fuel consumed.

Total exhaust emissions from off-road diesel equipment (excluding locomotives and marine vessels) in the United States during 1996 have been estimated to be 1.2 × 10⁹ kg NO_x and 1.2 x 10⁸ kg PM₁₀. Emissions estimates published by the U.S. Environmental Protection Agency are 2.3 times higher for both NO_x and exhaust PM₁₀ emissions than estimates based directly on fuel consumption. These emissions estimates disagree mainly due to differences in activity estimates, rather than to differences in the emission factors. All current emission inventories for off-road engines are uncertain because of the limited in-use emissions testing that has been performed on these engines. Regional- and state-level breakdowns in diesel fuel consumption by off-road mobile sources are also presented. Taken together with on-road measurements of diesel engine emissions, results of this study suggest that in 1996, off-road diesel equipment (including     

Particulate Emissions from Construction Activities

Abstract

Although it has long been recognized that road and building construction activity constitutes an important source of particulate matter (PM) emissions throughout the United States, until recently only limited research has been directed to its characterization. This paper presents the results of PM₁₀ and PM_2.5 (particles ≤10 μm and ≤2.5 μm in aerodynamic diameter, respectively) emission factor development from the onsite testing of component operations at actual construction sites during the period 1998 –2001. Much of the testing effort was directed at earthmoving operations with scrapers, because earthmoving is the most important contributor of PM emissions across the construction industry. Other sources tested were truck loading and dumping of crushed rock and mud and dirt carryout from construction site access points onto adjacent public paved roads. Also tested were the effects of watering for control of scraper travel routes and the use of paved and graveled aprons at construction site access points for reducing mud and dirt carryout. The PM₁₀ emissions from earthmoving were found to be up to an order of magnitude greater than predicted by AP-42 emission factors drawn from other industries. As expected, the observed PM_2.5:PM₁₀ emission factor ratios reflected the relative importance of the vehicle exhaust and the resuspended dust components of each type of construction activity. An unexpected finding was that PM_2.5 emissions from mud and dirt carryout were much less than anticipated. Finally, the control efficiency of watering of scraper travel routes was found to closely follow a bilinear moisture model.     

电厂NO_x控制政策与技术：美国的经验及对我国的启示

我国NOx排放的快速增长导致其环境和生态影响日益加剧,已经引起全球关注,但是现行的NOx污染控制技术和政策远远落后于实际需求。为减少酸雨、臭氧和颗粒物带来的环境问题,美国采取排放控制和排污交易等方式削减了燃煤电厂的NOx排放。系统分析了美国NOx污染控制法规、标准、规划和控制技术应用情况,总结了其NOx控制的成功经验,进一步提出了符合我国国情的NOx控制对策和技术选择。     

Analysis of Motorcycle Exhaust Regular Testing Data—A Case Study of Taipei City

Abstract

In Taiwan, a continuous increase in the number of motorcycles has made exhaust pollution one of the major emission sources of air pollutants. The regular testing program carried out by the Republic of China Environmental Protection Agency was designed to reduce air pollutant emissions by enhancing maintenance and repair. During the execution period, abundant testing results were accumulated to discuss pollutant emissions from motorcycles. Exhaust testing data of motorcycles in Taipei City from 1996 to 2005 were chosen as the basic data to survey changes in motorcycle exhaust. Effects of motorcycle age and mileage on exhaust pollution were studied. The introduction of advanced emission standards enhances the elimination of high-emitting motorcycles. The testing data indicate that the testing rate rose from approximately 50 to 70% and the failure rate changed from approximately 15 to 10%. The operation cycles of two-stroke motorcycles make them high-emitting vehicles. Concentrations of carbon monoxide and hydrocarbons are higher in two-stroke motorcycle exhaust than that in four-stroke motorcycles. In contrast, the concentration of carbon dioxide produced from complete oxidation processes is lower in exhaust from two-stroke motorcycles. Therefore, failure rates of two-stroke motorcycles are higher than those of four-stroke motorcycles and were also observed to deactivate more easily. On the basis of analytical results of testing data, we found that failure rates show a gradually increasing trend for motorcycles older than 3 yr or used for mileages greater than 10,000 km, and failure rates are highly correlated to the age/mileage of motorcycles. We reason that the accumulation of age or mileage means accumulating usage time of engines and emission control systems. Concentrations of pollutant emissions would increase because of engine wear and emission control system deactivation. After discussing changes of failure rates and pollutant emissions, some suggestions are proposed to improve the testing rate and effectiveness of regular testing.     

Fast and quantitative measurement of benzene,toluene and C2-benzenes in automotive exhaust during transient engine operation with and without catalytic exhaust gas treatment

Time-Resolved Chemical Ionization Mass Spectrometry (CIMS) has been used to investigate the emission profiles of benzene, toluene and the C₂-benzenes (xylenes and ethyl benzene) in automotive exhaust during transient engine operation. On-line emission measurements with a frequency of 1–5 Hz clearly identified the critical driving conditions that are mainly responsible for the overall aromatic hydrocarbon emissions. The passenger car, equipped with a catalytic converter showed significant BTXE-emissions only in the first part of the New European Driving Cycle (NEDC) due to sub-optimal catalyst temperature. On the same car without a catalytic converter, emissions of aromatic hydrocarbons were detected over the entire test run and the benzene–toluene mixing ratios of the exhaust gas were rather constant. With catalytic exhaust gas treatment the observed benzene–toluene mixing ratios varied to a greater extent reflecting predominantly different catalytic converter conditions. The average molar ratio of benzene over toluene rose from 0.33 to 0.53 upon exhaust gas treatment. With catalytic converter the emissions during extra urban (EUDC) driving repeatedly showed benzene–toluene mixing ratios >1 and an average molar benzene/toluene ratio of 0.74 was detected during the EUDC part of the driving cycle. Whereas the total hydrocarbon (T.HC) emissions were decreased by 83% upon exhaust gas treatment the overall reduction of the benzene emissions was only 70%.     

Preliminary investigation of greenhouse gas emissions from the environmental sector in Taiwan

The United Nations Framework Conventions on Climate Change (UNFCCC) asks their Parties to submit a National Inventory Report (NIR) for greenhouse gas (GHG) emissions on an annual basis. However, when many countries are quickly growing their economy, resulting in substantial GHG emissions, their inventory reporting systems either have not been established or been able to be linked to planning of mitigation measures at national administration levels. The present research was aimed to quantify the GHG emissions from an environmental sector in Taiwan and also to establish a linkage between the developed inventories and development of mitigation plans. The "environmental sector" consists of public service under jurisdiction of the Taiwan Environmental Protection Administration: landfilling, composting, waste transportation, wastewater treatment, night soil treatment, and solid waste incineration. The preliminary results were compared with that of the United States, Germany, Japan, United Kingdom, and Korea, considering the gaps in the scopes of the sectors. The GHG emissions from the Taiwanese environmental sector were mostly estimated by following the default methodology in the Intergovernmental Panel on Climate Change guideline, except that of night soil treatment and waste transportation that were modified or newly developed. The GHG emissions from the environmental sectors in 2004 were 10,225 kilotons of CO2 equivalent (kt CO2 Eq.). Landfilling (48.86%), solid waste incineration (27%), and wastewater treatment (21.5%) were the major contributors. Methane was the most significant GHG (70.6%), followed by carbon dioxide (27.8%) and nitrous oxide (1.6%). In summary, the GHG emissions estimated for the environmental sector in Taiwan provided reasonable preliminary results that were consistent and comparable with the existing authorized data. On the basis of the inventory results and the comparisons with the other countries, recommendations of mitigation plans were made, including wastewater and solid waste recycling, methane recovery for energy, and waste reduction/sorting.     

Sensitivity Studies of the Effects of Model Formulation on the Evaluation of Control Strategies for Photochemical Air Pollution Formation in the United Kingdom

In the OZIPP (ozone isopleth plotting package, developed by United States Environmental Protection Agency) a number of model specific assumptions with respect to chemical and physical processes are made. These assumptions are introduced into an alternative model developed at AERE Harwell, United Kingdom, in which a detailed chemistry and mixture of organic emissions is included. The impact on the AERE Harwell model results of the assumptions made in OZIPP of omitting ground removal of ozone (O₃) and peroxyacetylnitrate (PAN) and of employing an incomplete PAN chemistry and adopting a reaction rate coefficient of the key reaction NO + HO₂ → NO₂ + OH which is a factor 10 lower than the accepted value, are discussed. The composition of the organic emissions is an important model parameter, and it is shown how grouping of nonmethane hydrocarbon (NMHC) emissions into a small group of NMHC thought to be representative, often implies that O₃ and other pollutants are overestimated. The O₃ isopleth diagram for London constructed using the AERE Harwell model gives a somewhat different picture from that obtained with OZIPP. OZIPP in general predicts that NO_x control or combined hydrocarbon(HC) and NO_x control is efficient with respect to O₃ reduction whilst the AERE Harwell model predicts that HC control alone usually is more efficient than combined HC and NO_x control. Furthermore NO_x control alone may often increase the O₃ burden downwind in the AERE Harwell model.     

Emissions profile from new and in-use handheld, 2-stroke engines

The objective of this study was to characterize exhaust emissions from a series of handheld, 2-stroke small engines. A total of 23 new and used engines from model years 1981–2003 were studied; these engines spanned three phases of emission control (pre-control, phase-1, phase-2). Measured emissions included carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), hydrocarbons (HC), fine particulate matter (PM_2.5), and sulfur dioxide (SO₂). Emissions reductions in CO (78%) and HC (52%) were significant between pre-control and phase-2 engines. These reductions can be attributed to improvements in engine design, reduced scavenging losses, and implementation of catalytic exhaust control. Total hydrocarbon emissions were strongly correlated with fuel consumption rates, indicating varying degrees of scavenging losses during the intake/exhaust stroke. The use of a reformulated gasoline containing 10% ethanol resulted in a 15% decrease in HC and a 29% decrease in CO emissions, on average. Increasing oil content of 2-stroke engine fuels results in a substantial increase of PM_2.5 emissions as well as smaller increases in HC and CO emissions. Results from this study enhance existing emission inventories and appear to validate predicted improvements to ambient air quality through implementation of new phase-2 handheld emission standards.     

PCDD/F emissions from heavy duty vehicle diesel engines

The currently available information on PCDD/F emissions from diesel vehicles is briefly surveyed. Considerable uncertainty is identified concerning the emissions from heavy duty diesel trucks which have been measured only twice so far. These measurements led to emission factors differing by a factor of 200; similar discrepancy was also revealed by measurements of ambient air in traffic tunnels. New PCDD/F emission measurement results are presented which have been carried out at the exhaust systems of a stationary engine and of a modern heavy duty vehicle engine at transient operation conditions simulated on a test bench. PCDD/F concentrations in the exhaust gases were found to be in the range of control blank samples. Based on the highest concentration observed in the truck engine exhaust (9.7 pg I-TEQ/dry standard m3) a worst case estimate of the annual PCDD/F emission freight from diesel fuel combustion in the European countries of about 30 g I-TEQ/year is calculated. This emission appears to be irrelevant compared to the overall emission rate of more than 6,000 g I-TEQ/year being inventoried recently. Finally the possibilities to link congener/homologue profiles of diesel emission to profiles found in food or human samples are discussed.