Estimating changes in urban ozone concentrations due to life cycle emissions from hydrogen transportation systems

Hydrogen has been proposed as a low polluting alternative transportation fuel that could help improve urban air quality. This paper examines the potential impact of introducing a hydrogen-based transportation system on urban ambient ozone concentrations. This paper considers two scenarios, where significant numbers of new hydrogen vehicles are added to a constant number of gasoline vehicles. In our scenarios hydrogen fuel cell vehicles (HFCVs) are introduced in Sacramento, California at market penetrations of 9% and 20%. From a life cycle analysis (LCA) perspective, considering all the emissions involved in producing, transporting, and using hydrogen, this research compares three hypothetical natural gas to hydrogen pathways: (1) on-site hydrogen production; (2) central hydrogen production with pipeline delivery; and (3) central hydrogen production with liquid hydrogen truck delivery. Using a regression model, this research shows that the daily maximum temperature correlates well with atmospheric ozone formation. However, increases in initial VOC and NO_x concentrations do not necessarily increase the peak ozone concentration, and may even cause it to decrease. It is found that ozone formation is generally limited by NO_x in the summer and is mostly limited by VOC in the fall in Sacramento. Of the three hydrogen pathways, the truck delivery pathway contributes the most to ozone precursor emissions. Ozone precursor emissions from the truck pathway at 9% market penetration can cause additional 3-h average VOC (or NO_x) concentrations up to approximately 0.05% (or 1%) of current pollution levels, and at 20% market penetration up to approximately 0.1% (or 2%) of current pollution levels. However, all of the hydrogen pathways would result in very small (either negative or positive) changes in ozone air quality. In some cases they will result in worse ozone air quality (mostly in July, August, and September), and in some cases they will result in better ozone air quality (mostly in October). The truck pathway tends to cause a much wider fluctuation in degradation or improvement of ozone air quality: percentage changes in peak ozone concentrations are approximately −0.01% to 0.04% for the assumed 9% market penetration, and approximately −0.03% to 0.1% for the 20% market penetration. Moreover, the 20% on-site pathway occasionally results in a decrease of about −0.1% of baseline ozone pollution. Compared to the current ambient pollution level, all three hydrogen pathways are unlikely to cause a serious ozone problem for market penetration levels of HFCVs in the 9–20% range.     

Greenhouse gas emissions from Canadian peat extraction, 1990-2000: a life-cycle analysis

This study uses life-cycle analysis to examine the net greenhouse gas (GHG) emissions from the Canadian peat industry for the period 1990-2000. GHG exchange is estimated for land-use change, peat extraction and processing, transport to market, and the in situ decomposition of extracted peat. The estimates, based on an additive GHG accounting model, show that the peat extraction life cycle emitted 0.54 x 10(6) t of GHG in 1990, increasing to 0.89 x 10(6) t in 2000 (expressed as CO2 equivalents using a 100-y time horizon). Peat decomposition associated with end use was the largest source of GHGs, comprising 71% of total emissions during this 11-y period. Land use change resulted in a switch of the peatlands from a GHG sink to a source and contributed an additional 15%. Peat transportation was responsible for 10% of total GHG emissions, and extraction and processing contributed 4%. It would take approximately 2000 y to restore the carbon pool to its original size if peatland restoration is successful and the cutover peatland once again becomes a net carbon sink.     

Comparison of life-cycle energy and emissions footprints of passenger transportation in metropolitan regions

A comparative life-cycle energy and emissions (greenhouse gas, CO, NO_X, SO₂, PM₁₀, and VOCs) inventory is created for three U.S. metropolitan regions (San Francisco, Chicago, and New York City). The inventory captures both vehicle operation (direct fuel or electricity consumption) and non-operation components (e.g., vehicle manufacturing, roadway maintenance, infrastructure operation, and material production among others). While urban transportation inventories have been continually improved, little information exists identifying the particular characteristics of metropolitan passenger transportation and why one region may differ from the next. Using travel surveys and recently developed transportation life-cycle inventories, metropolitan inventories are constructed and compared. Automobiles dominate total regional performance accounting for 86–96% of energy consumption and emissions. Comparing system-wide averages, New York City shows the lowest end-use energy and greenhouse gas footprint compared to San Francisco and Chicago and is influenced by the larger share of transit ridership. While automobile fuel combustion is a large component of emissions, diesel rail, electric rail, and ferry service can also have strong contributions. Additionally, the inclusion of life-cycle processes necessary for any transportation mode results in significant increases (as large as 20 times that of vehicle operation) for the region. In particular, emissions of CO₂ from cement production used in concrete throughout infrastructure, SO₂ from electricity generation in non-operational components (vehicle manufacturing, electricity for infrastructure materials, and fuel refining), PM₁₀ in fugitive dust releases in roadway construction, and VOCs from asphalt result in significant additional inventory. Private and public transportation are disaggregated as well as off-peak and peak travel times. Furthermore, emissions are joined with healthcare and greenhouse gas monetized externalities to evaluate the societal costs of passenger transportation in each region. Results are validated against existing studies. The dominating contribution of automobile end-use energy consumption and emissions is discussed and strategies for improving regional performance given private travel's disproportionate share are identified.     

Estimating the potential for ammonia emissions from livestock excreta and manures

This paper reports a desk study to quantify the total-nitrogen (N) and ammoniacal-N contents of livestock excreta, and to compare them with estimates of N losses to the environment from that excreta. Inventories of ammonia (NH3), nitrous oxide (N2O), dinitrogen (N2), and nitric oxide emissions (NO), together with estimates of nitrate (NO3-) leaching and crop N uptake were collated. A balance sheet was constructed to determine whether our estimates of N in livestock excreta were consistent with current estimates of N losses and crop N uptake from that N, or whether emissions of N compounds from livestock excreta may have been underestimated. Total N excretion by livestock in England and Wales (E&W) was estimated as 767-816 x 10(3) t of which 487-518 x 10(3) t was estimated to be total ammoniacal-N (TAN). Estimates of NH3 and N2O losses during housing and storage were derived from the difference between the total amount of TAN in excreta deposited in and around buildings, and the total amount of TAN in manure (i.e. the excreta deposited in and around buildings after collection and storage) prior to spreading and were ca. 64-88 x 10(3) t. The NH3-N emission from livestock buildings and manure storage in E&W quoted in the UK Emission Inventory (Pain et al., 1999. Inventory of Ammonia Emission from UK Agriculture, 1977. Report of MAFF contract WAO630, IGER, North Wyke) is ca. 80 x 10(3) t. Losses from NO3- leaching in the season after manure application and grazing were estimated as 73 and 32 x 10(3) t, respectively. Other gaseous losses of N were estimated as ca. 54 x 10(3) t. Crop uptake of manure N was estimated to be between 7 and 24 x 10(3) t. For manures, estimated N losses, immobilization and crop uptake total 326 x 10(3) t compared with estimates of 293-319 x 10(3) t TAN in excreta. Total N losses and crop uptake from TAN deposited at grazing were estimated to be 179-199 x 10(3) t compared with ca. 224 x 10(3) t TAN excreted. Thus all the TAN in manures appears to be accounted for, but ca. 25-45 x 10(3) t of TAN in urine deposited at grazing were not, and could be an underestimated source of gaseous emission or nitrate leaching.     

The effect of information and communication technologies and total factor productivity on CO2 emissions in top 10 emerging market economies

Environmental Science and Pollution Research - The aim of this paper is to investigate the nexus among information and communication technologies (ICT), total factor productivity (TFP), and carbon...     

International cooperation and the adoption of environmentally responsible technologies

Adoption of technologies for energy production with improved environmental performance is essential for supporting world economic growth and managing the global warming and climate change issues. International cooperation is critical to ensure the environmental and energy security of world economies on a global basis. For example, the USA has acquired a great deal of useful experience in clean coal technology, which has been demonstrated with major utilities in commercial operations. The adoption and installation of clean coal technology should be given high priority worldwide. The continuous exchange of information and technology between developed and developing economies relating to current and future use of environmentally responsive technologies is of great importance. Developed economies that possess environmentally responsive technologies and financial resources should work closely with developing economies to facilitate technology transfer and trade of technologies. Cooperation between economies can result in lowering the cost of deploying clean coal technologies directed toward the clean production of energy. This paper discusses a bilateral approach, i.e. the US/China Center for Energy and Environment, to facilitate the mitigation of emissions and promote the clean use of coal to satisfy growing energy demand in developing economies.     

Estimating source regions of European emissions of trace gases from observations at Mace Head

A technique is described for identifying probable source locations for a range of greenhouse and ozone-depleting trace gases from the long-term measurements made at Mace Head, Ireland. The Met. Office's dispersion model NAME is used to predict concentrations at Mace Head from all possible sources in Europe, then source regions identified as those which consistently lead to elevated concentrations at Mace Head. Estimates of European emissions and their distribution are presented for a number of trace gases for the period 1995–1998. Estimated emission patterns are realistic, given the nature and varied applications of the species considered. The results indicate that whilst there are limitations, useful information about source distribution can be extracted from continuous measurements at a remote site. It is probable that much improved estimates could be derived if observations were available from a number of sites. The ability to assess emissions has obvious implications in monitoring compliance with internationally agreed quota and protocols.     

An empirical method for predicting exhaust emissions of regulated pollutants from future vehicle technologies

A methodology is presented for estimating emissions of passenger cars and light commercial vehicles complying with future European Union emission standards, which introduces appropriate reductions over the emission factors of existing vehicle technologies. For three-way catalyst gasoline vehicles, future real-world emissions are assumed to decrease by the same ratio as emission standards. Additionally, distinction is made between emissions during the thermally stabilised emission control system operation and emissions during the cold-start phase, where reductions are mainly due to the decreasing light-off time of future catalyst technologies. In case of diesel vehicles, some of the emission standards, such as 1993 CO, did not represent the actual emission level of vehicles at the time. Therefore, reductions brought over the 1993 emission factor are based both on relevant emission standards reductions and on technological considerations. In a second step, the derived emission factors are corrected to account for vehicle age and fuel quality effects. Vehicle age is introduced in the calculation via emission degradation functions of the total vehicle-accumulated mileage. The impact of improved fuels on the emissions of existing and future vehicle technologies is also modelled by applying correction factors depending on fuel specifications. A number of examples are given by applying the methodology on forecast activity data for different European countries to illustrate the expected effects of future vehicle technologies and fuels.     

Estimating receptor sensitivity to spatial proximity of emissions sources

Spatial proximity of emissions sources to receptors may affect sensitivity to potential adverse human health effects. This research investigates whether receptor sensitivity to the location of emission sources can be utilized efficiently to minimize health risk in selecting sites for industrial enterprises, thermal electric stations, etc. A sensitivity function that is independent of the location of pre-existing emission sources is derived and applied to Minsk, Belarus. The function estimates exposures based on weather and climatic conditions as well as the distribution of population density at a given locality. Arraying prospective sites based on their sensitivity function magnitude provides a technique for minimizing health risk based on receptor sensitivity to the spatial proximity of atmospheric emissions sources.     

Optimal deployment of emissions reduction technologies for construction equipment

The objective of this research was to develop a multiobjective optimization model to deploy emissions reduction technologies for nonroad construction equipment to reduce emissions in a cost-effective and optimal manner. Given a fleet of construction equipment emitting different pollutants in the nonattainment (NA) and near -nonattainment (NNA) counties of a state and a set of emissions reduction technologies available for installation on equipment to control pollution/emissions, the model assists in determining the mix of technologies to be deployed so that maximum emissions reduction and fuel savings are achieved within a given budget. Three technologies considered for emissions reduction were designated as X, Y, and Z to keep the model formulation general so that it can be applied for any other set of technologies. Two alternative methods of deploying these technologies on a fleet of equipment were investigated with the methods differing in the technology deployment preference in the NA and NNA counties. The model having a weighted objective function containing emissions reduction benefits and fuel-saving benefits was programmed with C++ and ILOG-CPLEX. For demonstration purposes, the model was applied for a selected construction equipment fleet owned by the Texas Department of Transportation, located in NA and NNA counties of Texas, assuming the three emissions reduction technologies X, Y, and Z to represent, respectively, hydrogen enrichment, selective catalytic reduction, and fuel additive technologies. Model solutions were obtained for varying budget amounts to test the sensitivity of emissions reductions and fuel-savings benefits with increasing the budget. Different mixes of technologies producing maximum oxides of nitrogen (NO(x)) reductions and total combined benefits (emissions reductions plus fuel savings) were indicated at different budget ranges. The initial steep portion of the plots for NO(x) reductions and total combined benefits against budgets for different combinations of emissions reduction technologies indicated a high benefit-cost ratio at lower budget amounts. The rate of NO(x) reductions and the increase of combined benefits decreased with increasing the budget, and with the budget exceeding certain limits neither further NO(x) reductions nor increased combined benefits were observed. Finally, the Pareto front obtained would enable the decision-maker to achieve a noninferior optimal combination of total NO(x) reductions and fuel-savings benefits for a given budget.     

National emissions inventory and future trends in greenhouse gases and other air pollutants from civil airports in China

Environmental Science and Pollution Research - Civil aviation is an important source of air pollutants, but this field has received insufficient attention in China. Based on the standard emissions...     

Estimating mercury emissions from a zinc smelter in relation to China’s mercury control policies

Mercury concentrations of flue gas at inlet/outlet of the flue gas cleaning, electrostatic demister, reclaiming tower, acid plant, and mercury contents in zinc concentrate and by-products were measured in a hydrometallurgical zinc smelter. The removal efficiency of flue gas cleaning, electrostatic demister, mercury reclaiming and acid plant was about 17.4%, 30.3%, 87.9% and 97.4% respectively. Flue gas cleaning and electrostatic demister captured 11.7% and 25.3% of the mercury in the zinc concentrate, respectively. The mercury reclaiming tower captured 58.3% of the mercury in the zinc concentrate. About 4.2% of the mercury in the zinc concentrate was captured by the acid plant. Consequently, only 0.8% of the mercury in the zinc concentrate was emitted to the atmosphere. The atmospheric mercury emission factor was 0.5 g t⁻¹ of zinc produced for the tested smelter, indicating that this process offers the potential to effectively reduce mercury emissions from zinc smelting.     

International tourism,digital infrastructure,and CO2 emissions: fresh evidence from panel quantile regression approach

Environmental Science and Pollution Research - The main motivation behind this study is the importance of tourism and ICT industry in the economic development of a country and their potential...     

The impact of financial development on CO2 emissions: new evidence from developed and emerging countries

Environmental Science and Pollution Research - Taking into account the complicated and multidimensional nature of financial development, this study aims to investigate the impact of overall...     

基于QAR数据的民航发动机尾气污染物排放量估算

对现有航空发动机尾气污染物排放估算模型进行总结与分析,重点对一阶逼近3.0尾气颗粒污染物（particulate matter,PM）估算方法和ICAO尾气气体污染物估算方法进行了详细的研究。借助QAR记录的发动机相关性能数据,利用ICAO公布的排放指数,用一阶逼近3.0方法来估算CFM56民航发动机一个LTO阶段尾气颗粒污染物的排放情况,用ICAO气体排放模型估算CFM56民航发动机一个LTO阶段NOx、CO、HC气体的排放情况。最终得到CFM56发动机一个典型航班LTO阶段的尾气污染物排放总体情况。实例计算得到CFM56发动机一个典型航班LTO阶段的排放情况为：NOx,5 683.61 g;CO,3 821.89 g;HC,208.946 g;PM,121.287 g。本文提出的单机尾气污染物排放量估算方法可推广应用到估算整个机队LTO阶段的污染物排放量,以及整个机队某个时间段的排放情况,对评估机场附近区域大气环境提供了重要参考数据。     

The role of information communication technologies on carbon emissions in OECD countries: new evidence from method of moments quantile approach

Environmental Science and Pollution Research - This paper aims to investigate the effects of information and communication technologies (ICT) on carbon emissions (CO2) in the OECD area. For this...     

Characterizing ammonia emissions from swine farms in eastern North Carolina: part 2--potential environmentally superior technologies for waste treatment

The need for developing environmentally superior and sustainable solutions for managing the animal waste at commercial swine farms in eastern North Carolina has been recognized in recent years. Program OPEN (Odor, Pathogens, and Emissions of Nitrogen), funded by the North Carolina State University Animal and Poultry Waste Management Center (APWMC), was initiated and charged with the evaluation of potential environmentally superior technologies (ESTs) that have been developed and implemented at selected swine farms or facilities. The OPEN program has demonstrated the effectiveness of a new paradigm for policy-relevant environmental research related to North Carolina's animal waste management programs. This new paradigm is based on a commitment to improve scientific understanding associated with a wide array of environmental issues (i.e., issues related to the movement of N from animal waste into air, water, and soil media; the transmission of odor and odorants; disease-transmitting vectors; and airborne pathogens). The primary focus of this paper is on emissions of ammonia (NH3) from some potential ESTs that were being evaluated at full-scale swine facilities. During 2-week-long periods in two different seasons (warm and cold), NH3 fluxes from water-holding structures and NH3 emissions from animal houses or barns were measured at six potential EST sites: (1) Barham farm--in-ground ambient temperature anaerobic digester/energy recovery/greenhouse vegetable production system; (2) BOC #93 farm--upflow biofiltration system--EKOKAN; (3) Carrolls farm--aerobic blanket system--ISSUES-ABS; (4) Corbett #1 farm--solids separation/ gasification for energy and ash recovery centralized system--BEST; (5) Corbett #2 farm--solid separation/ reciprocating water technology--ReCip; and (6) Vestal farm--Recycling of Nutrient, Energy and Water System--ISSUES-RENEW. The ESTs were compared with similar measurements made at two conventional lagoon and spray technology (LST) farms (Moore farm and Stokes farm). A flow-through dynamic chamber system and two sets of open-path Fourier transform infrared (OP-FTIR) spectrometers measured NH3 fluxes continuously from water-holding structures and emissions from housing units at the EST and conventional LST sites. A statistical-observational model for lagoon NH3 flux was developed using a multiple linear regression analysis of 15-min averaged NH3 flux data against the relevant environmental parameters measured at the two conventional farms during two different seasons of the year. This was used to compare the water-holding structures at ESTs with those from lagoons at conventional sites under similar environmental conditions. Percentage reductions in NH3 emissions from different components of each potential EST, as well as the whole farm on which the EST was located were evaluated from the estimated emissions from water-holding structures, barns, etc., all normalized by the appropriate nitrogen excretion rate at the potential EST farm, as well as from the appropriate conventional farm. This study showed that ammonia emissions were reduced by all but one potential EST for both experimental periods. However, on the basis of our evaluation results and analysis and available information in the scientific literature, the evaluated alternative technologies may require additional technical modifications to be qualified as unconditional ESTs relative to NH3 emissions reductions.     

Research trends and emerging physical processing technologies in mitigation of pesticide residues on various food products

Environmental Science and Pollution Research - The application of pesticides enhances food production vastly, and it cannot be prevented; longer fresh produce is contaminated with...     

Description and application of the EAP computer program for calculating life-cycle energy use and greenhouse gas emissions of household consumption items

Focusing on reduction in energy use and greenhouse gas emissions, a life-cycle-based analysis tool has been developed. The energy analysis program (EAP) is a computer program for determining energy use and greenhouse gas emissions related to household consumption items, using a hybrid calculation method. EAP consists of a number of fill-in screens corresponding to steps in the hybrid method, which in their turn correspond to different stages in life-cycles of consumer goods. The database incorporated in EAP comprises data about energy use and emissions of the main greenhouse gases (CO₂, CH₄and N₂O) concerning materials, economic sectors, means of transport, etc. The use of the program in several projects showed the applicability and usefulness of EAP in research and policy. In this article, EAP is applied to food: French beans as a metaphor for fruit and vegetables.