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

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

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

Hydrochemical and isotopic effects associated with petroleum fuel biodegradation pathways in a chalk aquifer

Hydrochemical data, compound specific carbon isotope analysis and isotopic enrichment trends in dissolved hydrocarbons and residual electron acceptors have been used to deduce BTEX and MTBE degradation pathways in a fractured chalk aquifer. BTEX compounds are mineralised sequentially within specific redox environments, with changes in electron acceptor utilisation being defined by the exhaustion of specific BTEX components. A zone of oxygen and nitrate exhaustion extends approximately 100 m downstream from the plume source, with residual sulphate, toluene, ethylbenzene and xylene. Within this zone complete removal of the TEX components occurs by bacterial sulphate reduction, with sulphur and oxygen isotopic enrichment of residual sulphate (epsilon(s) = -14.4 per thousand to -16.0 per thousand). Towards the plume margins and at greater distance along the plume flow path nitrate concentrations increase with delta15N values of up to +40 per thousand indicating extensive denitrification. Benzene and MTBE persist into the denitrification zone, with carbon isotope enrichment of benzene indicating biodegradation along the flow path. A Rayleigh kinetic isotope enrichment model for 13C-enrichment of residual benzene gives an apparent epsilon value of -0.66 per thousand. MTBE shows no significant isotopic enrichment (delta13C = -29.3 per thousand to -30.7 per thousand) and is isotopically similar to a refinery sample (delta13C = -30.1 per thousand). No significant isotopic variation in dissolved MTBE implies that either the magnitude of any biodegradation-induced isotopic fractionation is small, or that relatively little degradation has taken place in the presence of BTEX hydrocarbons. It is possible, however, that MTBE degradation occurs under aerobic conditions in the absence of BTEX since no groundwater samples were taken with co-existing MTBE and oxygen. Low benzene delta13C values are correlated with high sulphate delta34S, indicating that little benzene degradation has occurred in the sulphate reduction zone. Benzene degradation may be associated with denitrification since increased benzene delta13C is associated with increased delta15N in residual nitrate. Re-supply of electron acceptors by diffusion from the matrix into fractures and dispersive mixing is an important constraint on degradation rates and natural attenuation capacity in this dual-porosity aquifer.     

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.     

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° 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.     

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.     

Chemical characterization of emissions from vegetable oil processing and their contribution to aerosol mass using the organic molecular markers approach

The organic fraction of aerosol emitted from a vegetable oil processing plant was studied to investigate the contribution of emissions to ambient particles in the surrounding area. Solvent-soluble particulate organic compounds emitted from the plant accounted for 10% of total suspended particles. This percentage was lower in the receptor sites (less than 6% of total aerosol mass). Nonpolar, moderate polar, polar, and acidic compounds were detected in both emitted and ambient aerosol samples. The processing and combustion of olive pits yielded a source with strong biogenic characteristics, such as the high values of the carbon preference index (CPI) for all compound classes. Polycyclic aromatic hydrocarbons (PAHs) detected in emissions were associated with both olive pits and diesel combustion. The chromatographic profile of dimethylphenanthrenes (DMPs) was characteristic of olive pit combustion. Organic aerosols collected in two receptor sites provided a different pattern. The significant contribution of vehicular emissions was identified by CPI values (approximately 1) of n-alkanes and the presence of the unresolved complex mixture (UCM). In addition, PAH concentration diagnostic ratios indicated that emissions from catalyst and noncatalyst automobiles and heavy trucks were significant. The strong even-to-odd predominance of n-alkanols, n-alkanoic acids, and their salts indicated the contribution of a source with biogenic characteristics. However, the profile of DMPs at receptor sites was similar to that observed for diesel particulates. These differences indicated that the contribution of vegetable oil processing emissions to the atmosphere was negligible.     

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.     

Control of Fine Particulate (PM2.5) Emissions from Restaurant Operations

ABSTRACT

This paper describes efforts to reduce particulate matter (PM) emissions from restaurant operations, including application of an existing control method to a new equipment type. Commercial charbroiling in the South Coast Air Basin results in emissions of approximately 10 tons/day of fine particulate matter ₍PM_2.5) and 1.3 tons/day of volatile organic compounds (VOCs). Over a seven-year period, the South Coast Air Quality Management District worked with industry to develop test methods for measuring emissions from various cooking operations, evaluate control technologies, and develop a rule to reduce these emissions.

Of the two basic types of charbroilers—chain-driven and underfired—underfired produce four times the emissions when equivalent amounts of product are cooked. Cost-effective control technology is currently available only for chain-driven charbroilers. The application of flameless catalytic oxidizers to chain-driven charbroilers was found to effectively reduce emissions by at least 83% and is cost-effective. The catalysts have been used worldwide at restaurants for several years. Research efforts are underway to identify control options for underfired charbroilers.

Implementation of Rule 1138, Control of Emissions from Restaurant Operations, adopted November 14, 1997, will result in reductions of 0.5 tons/day of PM_2.5 and 0.2 tons/day of VOCs. Future rules will result in reductions from underfired charbroilers and possibly other restaurant equipment when cost-effective solutions are available.     

Dilution-based emissions sampling from stationary sources: Part 2--Gas-fired combustors compared with other fuel-fired systems

With the recent focus on fine particle matter (PM2.5), new, self-consistent data are needed to characterize emissions from combustion sources. Such data are necessary for health assessment and air quality modeling. To address this need, emissions data for gas-fired combustors are presented here, using dilution sampling as the reference. The dilution method allows for collection of emitted particles under conditions simulating cooling and dilution during entry from the stack into the air. The sampling and analysis of the collected particles in the presence of precursor gases, SO2 nitrogen oxide, volatile organic compound, and NH3 is discussed; the results include data from eight gas fired units, including a dual-fuel institutional boiler and a diesel engine powered electricity generator. These data are compared with results in the literature for heavy-duty diesel vehicles and stationary sources using coal or wood as fuels. The results show that the gas-fired combustors have very low PM2.5 mass emission rates in the range of approximately 10(-4) lb/million Btu (MMBTU) compared with the diesel backup generator with particle filter, with approximately 5 x 10(-3) lb/MMBTU. Even higher mass emission rates are found in coal-fired systems, with rates of approximately 0.07 lb/MMBTU for a bag-filter-controlled pilot unit burning eastern bituminous coal. The characterization of PM2.5 chemical composition from the gas-fired units indicates that much of the measured primary particle mass in PM2.5 samples is organic or elemental carbon and, to a much less extent, sulfate. Metal emissions are quite low compared with the diesel engines and the coal- or wood-fueled combustors. The metals found in the gas-fired combustor particles are low in concentration, similar in concentration to ambient particles. The interpretation of the particulate carbon emissions is complicated by the fact that an approximately equal amount of particulate carbon (mainly organic carbon) is found on the particle collector and a backup filter. It is likely that measurement artifacts, mostly adsorption of volatile organic compounds on quartz filters, are positively biasing "true" particulate carbon emission results.     

Laboratory evidence of MTBE biodegradation in Borden aquifer material

Mainly due to intrinsic biodegradation, monitored natural attenuation can be an effective and inexpensive remediation strategy at petroleum release sites. However, gasoline additives such as methyl tert-butyl ether (MTBE) can jeopardize this strategy because these compounds often degrade, if at all, at a slower rate than the collectively benzene, toluene, ethylbenzene and the xylene (BTEX) compounds. Investigation of whether a compound degrades under certain conditions, and at what rate, is therefore important to the assessment of the intrinsic remediation potential of aquifers. A natural gradient experiment with dissolved MTBE-containing gasoline in the shallow, aerobic sand aquifer at Canadian Forces Base (CFB) Borden (Ontario, Canada) from 1988 to 1996 suggested that biodegradation was the main cause of attenuation for MTBE within the aquifer. This laboratory study demonstrates biologically catalyzed MTBE degradation in Borden aquifer-like environments, and so supports the idea that attenuation due to biodegradation may have occurred in the natural gradient experiment. In an experiment with batch microcosms of aquifer material, three of the microcosms ultimately degraded MTBE to below detection, although this required more than 189 days (or >300 days in one case). Failure to detect the daughter product tert-butyl alcohol (TBA) in the field and the batch experiments could be because TBA was more readily degradable than MTBE under Borden conditions.     

Comparison of on-road emissions for B-0, B-10, and B-20 in transit buses

Biodiesels are often marketed as being cleaner than regular diesel for emissions. Emission test results depend on the biodiesel blend, but laboratory tests suggest that biodiesels decrease particulate matter, carbon monoxide, hydrocarbons, and air toxins when compared to regular diesel. Results for the amount of oxides of nitrogen (NOx) have been less conclusive. Tests have also not evaluated the commonly available ranges of biodiesel blends in the laboratory. Additionally, little information is available from on-road studies, so the effectiveness of using biodiesels to reduce actual emissions is unknown. A more complex relationship exists between engine operation and the rate of emission production than is typically evaluated using engine or chassis dynamometer tests. On-road emissions can vary dramatically because emissions are correlated to engine mode. Additionally, activity such as idling, acceleration, deceleration, and operation against a grade can produce higher emissions than more stable engine operating modes. Because these modes are not well captured in a laboratory environment, understanding on-road relationships is critical in evaluating the emissions reductions that may be possible with biodiesels. More tests and quantifications of the effects of different blends on engine and vehicle performance are required to promote widespread use of biodiesel. The objective of this research was to conduct on-road tests to compare the emission impacts of different blends of biodiesel to regular diesel fuel under different operating conditions. The team conducted on-road tests that utilized a portable emissions monitoring system that was used to instrument transit buses. Regular diesel and different blends of biodiesel were evaluated during on-road engine operation by instrumenting three in-use transit buses, from the CyRide system of Ames, Iowa, along an existing transit route.     

Effects of low concentration biodiesel blends application on modern passenger cars. Part 3: Impact on PAH, nitro-PAH, and oxy-PAH emissions

This study explores the impact of five different types of methyl esters on polycyclic aromatic hydrocarbon (PAH), nitrated-PAH and oxygenated PAH emissions. The measurements were conducted on a chassis dynamometer, according to the European regulation. Each of the five different biodiesels was blended with EN590 diesel at a proportion of 10-90% v/v (10% biodiesel concentration). The vehicle was a Euro 3 compliant common-rail diesel passenger car. Emission measurements were performed over the NEDC and compared with those of the real traffic-based Artemis driving cycles. The experimental results showed that the addition of biodiesel led to some important increases in low molecular-weight PAHs (phenanthrene and anthracene) and to both increases and reductions in large PAHs which are characterised by their carcinogenic and mutagenic properties. Nitro-PAHs were found to reduce with biodiesel whereas oxy-PAH emissions presented important increases with the biodiesel blends. The impact of biodiesel source material was particularly clear on the formation of PAH compounds. It was found that most PAH emissions decreased as the average load and speed of the driving cycle increased. Cold-start conditions negatively influenced the formation of most PAH compounds. A similar trend was observed with particulate alkane emissions.     

Comparison of vehicle exhaust emissions from modified diesel fuels

Three diesel fuels, one oil sand-derived (OSD) diesel serving as base fuel, one cetane-enhanced base fuel, and one oxygenate [diethylene glycol dimethyl ether (DEDM)]-blended base fuel, were tested for their emission characterizations in vehicle exhaust on a light-duty diesel truck that reflects the engine technology of the 1994 North American standard. Both the cetane-enhanced and the oxygenate-blended fuels were able to reduce regulated [CO, particulate matter (PM), total hydrocarbon (THC)] and nonregulated [polyaromatic hydrocarbons (PAHs), carbonyls, and other volatile organic chemicals] emissions, except for nitrogen oxides (NO(x)), compared with the base fuel. Although burning a fuel that contains oxygen could conceivably yield more oxygenated compounds in emissions, the oxygenate-blended diesel fuel resulted in reduced emissions of formaldehyde along with hydrocarbons such as benzene, 1,3-butadiene, and PAHs. Reductions in nitro-PAH emissions have been observed in both the cetane-enhanced and oxygenated fuels. This further demonstrates the benefits of using a cetane enhancer and the oxygenated fuel component.     

Microbial degradation of methyl tert-butyl ether and tert-butyl alcohol in the subsurface

The fate of fuel oxygenates such as methyl tert-butyl ether (MTBE) in the subsurface is governed by their degradability under various redox conditions. The key intermediate in degradation of MTBE and ethyl tert-butyl ether (ETBE) is tert-butyl alcohol (TBA) which was often found as accumulating intermediate or dead-end product in lab studies using microcosms or isolated cell suspensions. This review discusses in detail the thermodynamics of the degradation processes utilizing various terminal electron acceptors, and the aerobic degradation pathways of MTBE and TBA. It summarizes the present knowledge on MTBE and TBA degradation gained from either microcosm or pure culture studies and emphasizes the potential of compound-specific isotope analysis (CSIA) for identification and quantification of degradation processes of slowly biodegradable pollutants such as MTBE and TBA. Microcosm studies demonstrated that MTBE and TBA may be biodegradable under oxic and nearly all anoxic conditions, although results of various studies are often contradictory, which suggests that site-specific conditions are important parameters. So far, TBA degradation has not been shown under methanogenic conditions and it is currently widely accepted that TBA is a recalcitrant dead-end product of MTBE under these conditions. Reliable in situ degradation rates for MTBE and TBA under various geochemical conditions are not yet available. Furthermore, degradation pathways under anoxic conditions have not yet been elucidated. All pure cultures capable of MTBE or TBA degradation isolated so far use oxygen as terminal electron acceptor. In general, compared with hydrocarbons present in gasoline, fuel oxygenates biodegrade much slower, if at all. The presence of MTBE and related compounds in groundwater therefore frequently limits the use of in situ biodegradation as remediation option at gasoline-contaminated sites. Though degradation of MTBE and TBA in field studies has been reported under oxic conditions, there is hardly any evidence of substantial degradation in the absence of oxygen. The increasing availability of field data from CSIA will foster our understanding and may even allow the quantification of degradation of these recalcitrant compounds. Such information will help to elucidate the crucial factors of site-specific biogeochemical conditions that govern the capability of intrinsic oxygenate degradation.     

Particulate organic compounds emitted from motor vehicle exhaust and in the urban atmosphere

The emission rate of particle-phase petroleum biomarkers in vehicular exhaust compared to the concentrations of these biomarkers in ambient air is used to determine the particulate organic compound concentration due to primary particle emissions from motor vehicles in the southern California atmosphere. A material balance on the organic particulate matter emitted from motor vehicle traffic in a Los Angeles highway tunnel first is constructed to show the proportion which is solvent-extractable and which will elute from a GC column, the ratio of resolved to unresolved compound mass, the portion of the resolved material that can be identified as single organic compounds, and the contribution of different classes of organic compounds to the overall identified fraction. It is shown that the outdoor ambient concentrations of the petroleum biomarkers track primary emissions measured in the highway tunnel, confirming that direct emissions of these compounds from vehicles govern the observed ambient petroleum biomarker concentrations. Using organic chemical tracer techniques, the portion of fine organic particulate matter in the Los Angeles atmosphere which is attributable to direct particle emissions from vehicle exhaust is calculated to vary from 7.5 to 18.3% at different sites throughout the air basin during a summertime severe photochemical smog episode. A similar level of variation in the contribution of primary motor vehicle exhaust to fine particulate organic matter concentrations during different times of day is seen. While peak atmospheric concentrations of fine particulate organic carbon are observed during the 1200–1600 PDT afternoon sampling period, only 6.3% of that material is apportioned to the directly emitted particles from vehicle exhaust. During the morning traffic peak between 0600–1000 PDT, 19.1% of the fine particulate organic material is traced to primary emissions from motor vehicles.     

Determination and impact of volatile organics emitted during rush hours in the ambient air around gasoline stations

This study analyzes the volatile organic compounds (VOCs) in the ambient air around gasoline stations during rush hours and assesses their impact on human health. Results from this study clearly indicate that methyl tertiary butyl ether (MTBE), toluene, and isobutane are the major VOCs emitted from gasoline stations. Moreover, the concentrations of MTBE and toluene in the ambient air near gasoline stations are remarkably higher than those sampled on surrounding roads, revealing that these compounds are mainly released from gasoline stations. The concentration of VOCs near the gasoline stations without vapor recovery systems are approximately 7.3 times higher than those around the gasoline stations having the recovery systems. An impact on individual health and air quality because of gasoline station emissions was done using Integrated Risk Information System and Industrial Source Complex Short Term model.     

Particulate matter in new technology diesel exhaust (NTDE) is quantitatively and qualitatively very different from that found in traditional diesel exhaust (TDE)

Diesel exhaust (DE) characteristic of pre-1988 engines is classified as a "probable" human carcinogen (Group 2A) by the International Agency for Research on Cancer (IARC), and the U.S. Environmental Protection Agency has classified DE as "likely to be carcinogenic to humans." These classifications were based on the large body of health effect studies conducted on DE over the past 30 or so years. However, increasingly stringent U.S. emissions standards (1988-2010) for particulate matter (PM) and nitrogen oxides (NOx) in diesel exhaust have helped stimulate major technological advances in diesel engine technology and diesel fuel/lubricant composition, resulting in the emergence of what has been termed New Technology Diesel Exhaust, or NTDE. NTDE is defined as DE from post-2006 and older retrofit diesel engines that incorporate a variety of technological advancements, including electronic controls, ultra-low-sulfur diesel fuel, oxidation catalysts, and wall-flow diesel particulate filters (DPFs). As discussed in a prior review (T. W. Hesterberg et al.; Environ. Sci. Technol. 2008, 42, 6437-6445), numerous emissions characterization studies have demonstrated marked differences in regulated and unregulated emissions between NTDE and "traditional diesel exhaust" (TDE) from pre-1988 diesel engines. Now there exist even more data demonstrating significant chemical and physical distinctions between the diesel exhaust particulate (DEP) in NTDE versus DEP from pre-2007 diesel technology, and its greater resemblance to particulate emissions from compressed natural gas (CNG) or gasoline engines. Furthermore, preliminary toxicological data suggest that the changes to the physical and chemical composition of NTDE lead to differences in biological responses between NTDE versus TDE exposure. Ongoing studies are expected to address some of the remaining data gaps in the understanding of possible NTDE health effects, but there is now sufficient evidence to conclude that health effects studies of pre-2007 DE likely have little relevance in assessing the potential health risks of NTDE exposures.     

On-road and laboratory investigation of low-level PM emissions of a modern diesel particulate filter equipped diesel passenger car

Modern diesel particulate filter (DPF) systems are very effective in reducing particle emissions from diesel vehicles. In this work low-level particulate matter (PM) emissions from a DPF equipped EURO-4 diesel vehicle were studied in the emission test laboratory as well as during real-world chasing on a high-speed test track. Size and time resolved data obtained from an engine exhaust particle sizer (EEPS) and a condensation particle counter (CPC) are presented for both loaded and unloaded DPF condition. The corresponding time and size resolved emission factors were calculated for acceleration, deceleration, steady state driving and during DPF regeneration, and are compared with each other. In addition, the DPF efficiency of the tested vehicle was evaluated during the New European Driving Cycle (NEDC) by real time pre-/post-DPF measurements and was found to be 99.5% with respect to PM number concentration and 99.3% for PM mass, respectively. PM concentrations, which were measured at a distance of about 10 m behind the test car, ranged from 1 to 1.5 times background level when the vehicle was driven on the test track under normal acceleration conditions or at constant speeds below 100 kmh^?1. Only during higher speeds and full load accelerations concentrations above 3 times background level could be observed. The corresponding tests in the emission laboratory confirmed these results. During DPF regeneration the total PM number emission of nucleation mode particles was 3–4 orders of magnitude higher compared to those emitted at the same speed without regeneration, while the level of the accumulation mode particles remained about the same. The majority of the particles emitted during DPF regeneration was found to be volatile, and is suggested to originate from accumulated sulfur compounds.     

Idle Emissions from Medium Heavy-Duty Diesel and Gasoline Trucks

Abstract

Idle emissions data from 19 medium heavy-duty diesel and gasoline trucks are presented in this paper. Emissions from these trucks were characterized using full-flow exhaust dilution as part of the Coordinating Research Council (CRC) Project E-55/59. Idle emissions data were not available from dedicated measurements, but were extracted from the continuous emissions data on the low-speed transient mode of the medium heavy-duty truck (MHDTLO) cycle. The four gasoline trucks produced very low oxides of nitrogen (NO_x) and negligible particulate matter (PM) during idle. However, carbon monoxide (CO) and hydrocarbons (HCs) from these four trucks were approximately 285 and 153 g/hr on average, respectively. The gasoline trucks consumed substantially more fuel at an hourly rate (0.84 gal/hr) than their diesel counterparts (0.44 gal/hr) during idling. The diesel trucks, on the other hand, emitted higher NO_x (79 g/hr) and comparatively higher PM (4.1 g/hr), on average, than the gasoline trucks (3.8 g/hr of NO_x and 0.9 g/hr of PM, on average). Idle NO_x emissions from diesel trucks were high for post-1992 model year engines, but no trends were observed for fuel consumption. Idle emissions and fuel consumption from the medium heavy-duty diesel trucks (MHDDTs) were marginally lower than those from the heavy heavy-duty diesel trucks (HHDDTs), previously reported in the literature.     

Energy use and emissions from marine vessels: a total fuel life cycle approach

Regional and global air pollution from marine transportation is a growing concern. In discerning the sources of such pollution, researchers have become interested in tracking where along the total fuel life cycle these emissions occur. In addition, new efforts to introduce alternative fuels in marine vessels have raised questions about the energy use and environmental impacts of such fuels. To address these issues, this paper presents the Total Energy and Emissions Analysis for Marine Systems (TEAMS) model. TEAMS can be used to analyze total fuel life cycle emissions and energy use from marine vessels. TEAMS captures "well-to-hull" emissions, that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS conducts analyses for six fuel pathways: (1) petroleum to residual oil, (2) petroleum to conventional diesel, (3) petroleum to low-sulfur diesel, (4) natural gas to compressed natural gas, (5) natural gas to Fischer-Tropsch diesel, and (6) soybeans to biodiesel. TEAMS calculates total fuel-cycle emissions of three greenhouse gases (carbon dioxide, nitrous oxide, and methane) and five criteria pollutants (volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter with aerodynamic diameters of 10 microm or less, and sulfur oxides). TEAMS also calculates total energy consumption, fossil fuel consumption, and petroleum consumption associated with each of its six fuel cycles. TEAMS can be used to study emissions from a variety of user-defined vessels. This paper presents TEAMS and provides example modeling results for three case studies using alternative fuels: a passenger ferry, a tanker vessel, and a container ship.