A New Approach to Setting Vehicle Emission Standards

Urban ambient air quality trend analysis was evaluated as an alternative to rollback analysis to estimate vehicle emission standards needed to achieve national ambient air quality standards. Examination of the trends of monthly maximum 8 hour average carbon monoxide concentrations, central business district traffic activity, and emission rates from vehicles on the road suggests that the automotive exhaust emission standard for carbon monoxide derived in response to the requirements of the Clean Air Act Amendments of 1970 may be ten times too severe. The excessive stringency of the vehicle emission standard for carbon monoxide was confirmed by two different analyses of the correlation between annual mean carbon monoxide concentration and frequency of occurrence of carbon monoxide concentrations above the level of the 8-hour standard. One correlation analysis using all available CAMP data involved an empirical approach and the other assumed that carbon monoxide concentrations are described by the lognormal distribution. Based on the analysis of CAMP air quality data, a vehicle carbon monoxide emission standard of approximately 29 grams per mile appears adequate to meet the ambient air quality standard. The large difference between the results of this analysis and the 1976 Federal vehicle carbon monoxide emission standard indicates the advisability of applying this methodology to verification of the standards for hydrocarbons and oxides of nitrogen.     

A comparison of air quality indices for a port and harbour region in India

The present paper discusses and compares four different air quality indices, viz. arithmetic, multiplicative, unweighted arithmetic, and unweighted multiplicative, which were considered for characterising the coastal air quality at the Jawaharlal Nehru Port, Mumbai, India. Suspended particulate matter, oxides of nitrogen, and sulphur dioxide were used as the parameters of air quality indices. Value function graphs for above-mentioned variables were developed using Indian ambient air quality standards for different areas. Product moment correlation coefficients for various air quality indices were determined using the SPSS software package to evaluate correlation among various indices.     

Problems of Meeting Multiple Air Quality Objectives for Coal-Fired Utility Boilers

Gaseous wastes and particulate emissions are produced in the process of burning coal to produce electrical energy. In attempting to control these gaseous wastes, changes in the operation efficiency of boilers and secondary equipment are likely to result, and in addition liquid and solid waste streams are produced. The interrelationships among the various forms of wastes and the effects of air quality control on process efficiency are often overlooked in studies of environmental quality management.

The study was undertaken to evaluate the technical alternatives for handling gaseous and particulate emissions from coal-fired boilers and to determine the feasibility of meeting several standards simultaneously. The gaseous emissions of major importance in the combustion of coal are parti culates, oxides of sulfur, and oxides of nitrogen. Particulates can be controlled by a tradeoff among further preparation at the mine (for additional ash removal), type of boiler, use of dust control equipment and high stacks for dispersion of residual emissions, if ambient air standards are considered. Oxides of sulfur reduction depends currently on fuel substitution, limestone additives in the boiler and some form of contact process such as wet scrubbing, or the use of high stacks. Oxides of nitrogen control in coal fired boilers is restricted to small reductions by either changes in boiler operation, such as lower excess air levels, adsorption during wet scrubbing or by dispersion from high stacks.     

A Regulatory Analysis

The information presented in this paper is directed to those individuals interested in future air quality control programs aimed at areas that are attaining one or more air quality ambient standards. Section 116 of the Clean Air Act, as amended, requires the Environmental Protection Agency to promulgate regulations for the prevention of significant deterioration (PSD) of air quality in order to protect the nation's clean air resources from hydrocarbons, carbon monoxide, ozone, nitrogen oxides, and lead (Set II pollutants). This program will affect industry siting in many areas of the country, particularly in the rural, undeveloped areas. Among the many alternatives currently being considered by EPA to meet the PSD Set II goals are emission management systems, marketable emission permits, air quality increments, emission fees, and control of transportation related sources. The final regulation may be a combination of several options or may present several alternatives from which a State would choose its specific program.     

Calculating Air Quality and Its Control

Air quality is shown as a function of averaging times of five minutes to one year for carbon monoxide, hydrocarbons, nitric oxide, nitrogen dioxide, nitrogen oxides, oxidant, and sulfur dioxide in Chicago, Cincinnati, Los Angeles, New Orleans, Philadelphia, San Francisco, and Washington, D. C. Concentrations are approximately lognormally distributed for all pollutants in all cities for all averaging times. Maximum concentration is inversely proportional to averaging time to an exponent. The exponent is a function of the standard geometric deviation. General air quality and control parameters are derived and shown for one example, nitrogen oxides in Washington, D. C. These values are compared to one air quality standard.     

An assessment of the impact of California's Phase 2 Reformulated Gasoline on ozone air quality

California's Phase 2 Reformulated Gasoline (CaRFG), introduced early in 1996, represents an important step toward attainment of ozone standards. Studies of vehicle emissions and ambient air quality data have reported substantial reductions of ozone precursors due to CaRFG. This study uses daily measurements of regional ozone and meteorology to estimate the effect of CaRFG on ozone concentrations in three areas of California. In each area, a regression model was used to partially account for the daily effects of meteorology on area-wide ozone maxima for May-October. The statistical models are based on combinations of air temperature aloft (approximately 5000 ft), surface air temperatures, and surface wind speeds. Estimated ozone benefits were attributed to CaRFG after accounting for meteorology, which improved the precision of the estimates by approximately 37-57% based on a resampling analysis. The ozone benefits were calculated as the difference in ozone times the proportion of the reductions of hydrocarbons and nitrogen oxides attributed to CaRFG by the best available emission inventories. Ozone benefits attributed to CaRFG (with approximately 90% confidence) are 8-13% in the Los Angeles area, -2-6% in the San Francisco Bay area overall with greater benefits in two major subregions, and 3-15% in the Sacramento area.     

California Experience with Air Quality Standards

Air quality standards have existed in California for almost six years. They have become an important part of the State’s air pollution control program.

The two principal uses of the standards have been to establish the goals for controlling motor vehicle emissions and to provide a basis for evaluating air quality throughout the State. The standards have also proved to be valuable as a means of communicating on air pollution problems with legislators, administrators, the press, the public, and dischargers of pollutants.

Lack of adequate data on the effects of varying concentrations of contaminants of concern in air pollution is a serious limitation in any effort to establish air quality standards.It is important that this data be obtained.

The concept of employing air quality standards as administrative goals is not unique to the air pollution field but is part of a broad trend to utilize standards for insuring a satisfactory environment. Those engaged in the air pollution field can expect to see increasing emphasis on such standards.

Air quality standards do not provide a magic formula for eliminating air pollution; they are but one element in a comprehensive program. They have limitations and are no better than the data upon which they are based. The standards, however, can play an important role in preserving satisfactory air quality and protecting man’s health.

In using air quality standards, one should keep in mind the comments of H. W. Streeter⁵ on water quality standards—“Let us devise them, try them, revise them, and apply them, but also remember that they are but ’feeble instruments of the human will’ and like all other such tools are made to be discarded for better ones when they become worn out.“     

Sensitivity of nitrogen dioxide concentrations to oxides of nitrogen controls in the United Kingdom

There is a possibility of further controls on emissions to the atmosphere of nitrogen oxides to meet air quality objectives in the UK. Data in the National Air Quality Archive were used to calculate the likely sensitivity of hourly concentrations of nitrogen dioxide in ambient urban air to changes in the total oxides of nitrogen. Since the role of atmospheric chemical reactions is to make the response non-linearly dependent on the emissions control, we seek to establish the magnitude and sign of the effects that this non-linearity might cause. We develop a quantitative approach to analysing the non-linearity in the data. Polynomial curve fits have been developed for the empirical ratio NO₂ : NO_x (the ‘yield’). They describe nitrogen dioxide concentrations using total oxides of nitrogen. The new functions have the important feature of increased yield in winter episodes. Simpler functions tend to omit this feature of the yields at the highest hourly concentrations. Based on this study, the hourly nitrogen dioxide objective in the UK may require emissions control of no more than ≈50% on total oxides of nitrogen at the most polluted sites: other sites require less or even no control.     

The impact of transportation control measures on emission reductions during the 2008 Olympic Games in Beijing,China

Traffic congestion and air pollution were two major challenges for the planners of the 2008 Olympic Games in Beijing. The Beijing municipal government implemented a package of temporary transportation control measures during the event. In this paper, we report the results of a recent research project that investigated the effects of these measures on urban motor vehicle emissions in Beijing. Bottom–up methodology has been used to develop grid-based emission inventories with micro-scale vehicle activities and speed-dependent emission factors. The urban traffic emissions of volatile organic compounds (VOC), carbon monoxide (CO), nitrogen oxides (NO_x) and particulate matter with an aerodynamic diameter of 10 μm or less (PM₁₀) during the 2008 Olympics were reduced by 55.5%, 56.8%, 45.7% and 51.6%, respectively, as compared to the grid-based emission inventory before the Olympics. Emission intensity was derived from curbside air quality monitoring at the North 4th Ring Road site, located about 7 km from the National Stadium. Comparison between the emission intensity before and during the 2008 Olympics shows a reduction of 44.5% and 49.0% in daily CO and NO_x emission from motor vehicles. The results suggest that reasonable traffic system improvement strategies along with vehicle technology improvements can contribute to controlling total motor vehicle emissions in Beijing after the Olympic Games.     

生物法处理NOx废气的研究进展

氮氧化物 (NOx)是主要的大气污染物之一 ,是治理大气污染的一大难题。对当前国内外生物处理NOx 的研究现状进行了系统的论述 ,介绍了生物过滤法处理氮氧化物的基本原理 ,分析了生物过滤法处理氮氧化物存在的问题 ,并预测该技术的未来发展趋势     

The effects of deterioration and technological levels on pollutant emission factors for gasoline light-duty trucks

Vehicle deterioration and technological change influence emission factors (EFs). In this study, the impacts of vehicle deterioration and emission standards on EFs of regulated pollutants (carbon monoxide [CO], hydrocarbon [HC], and nitrogen oxides [NO_x]) for gasoline light-duty trucks (LDTs) were investigated according to the inspection and maintenance (I/M) data using a chassis dynamometer method. Pollutant EFs for LDTs markedly varied with accumulated mileages and emission standards, and the trends of EFs are associated with accumulated mileages. In addition, the study also found that in most cases, the median EFs of CO, HC, and NO_x are higher than those of basic EFs in the International Vehicle Emissions (IVE) model; therefore, the present study provides correction factors for the IVE model relative to the corresponding emission standards and mileages.

Implications: Currently, vehicle emissions are great contributors to air pollution in cities, especially in developing countries. Emission factors play a key role in creating emission inventory and estimating emissions. Deterioration represented by vehicle age and accumulated mileage and changes of emission standards markedly influence emission factors. In addition, the results provide collection factors for implication in the IVE model in the region levels.     

A Comparative Analysis of Emissions Deterioration for In-Use Alternative Fuel Vehicles

Abstract

Although there have been several studies examining emissions from in–use alternative fuel vehicles (AFVs), little is known about the deterioration of these emissions over vehicle lifetimes and how this deterioration compares with deterioration from conventional vehicles (CVs). This paper analyzes emissions data from 70 AFVs and 70 CVs operating in the federal government fleet to determine whether AFV emissions deterioration differs significantly from CV emissions deterioration. An analysis is conducted on three alternative fuel types (natural gas, methanol, and ethanol) and on four pollutants (carbon monoxide, total hydrocarbons, non-methane hydrocarbons, and nitrogen oxides). The results indicate that for most cases studied, deterioration differences are not statistically significant; however, several exceptions (most notably with natural gas vehicles) suggest that air quality planners and regulators must further analyze AFV emissions deterioration to properly include these technologies in broader air quality management schemes.     

The Optical Evaluation of Smoke or Participate Matter Collected on Filter Paper

Many food, fiber, forage, and forest crops and a number of animals are adversely affected by a variety of air pollutants. The more important and generally occurring of these pollutants are ethylene, fluorides, ozone, peroxyacyl nitrates (PAN), and sulfur oxides. Their effects upon animals and plants can best be judged by criteria which describe the reaction of biologic materials to pollutant concentration and exposure time. Four criteria are recognized: (1) interference with enzyme systems; (2) change in cellular chemical constituents and physical structure; (3) retardation of growth and reduction in production from altered metabolism; and (4) acute immediate tissue degeneration. Information on tissue degenerative effects due to these pollutants is the most common; there are some reports on growth and productivity reduction; but little data are available on cellular alterations and interference with enzymes. Determination and measurement of the latter two criteria are essential to the ultimate definition and prediction of the significance of the effects of pollutants on growth and productivity of agriculture. Dosage data are available which indicate the degenerative effects of some specific pollutants on certain tissues of hosts. Political-social judgments can be made because of the knowledge of the effects of these specific pollutants; this knowledge thus permits the establishment of standards which define air quality necessary for the protection of agriculture. The importance of combined pollutant effects mitigates against the ready setting of standards on an airshed or significant regional basis. The setting of standards for a single polluiant effects upon crops and animals effectively serves as a precedent and indicates the necessity of establishing air quality values for pollutant mixtures emitted into and produced within the air resource at different geographic locations as the polluted air moves throughout the typically multigovernment jurisdictions of the airsheds.     

络合吸收结合生物转化去除氮氧化物技术

介绍了络合吸收结合生物转化处理NOx 技术的基本原理和目前的研究进展情况 ,并分析了该技术处理氮氧化物存在的问题和未来发展方向     

Comparison of vehicle activity and emission inventory between Beijing and Shanghai

Vehicle emission inventory is a critical element for air quality study. This study created systemic methods to establish a vehicle emission inventory in Chinese cities. The methods were used to obtain credible results of vehicle activity in Beijing and Shanghai. On the basis of the vehicle activity data, the International Vehicle Emission model is used to establish vehicle emission inventories. The emissions analysis indicates that 3 t of particulate matter (PM), 199 t of nitrogen oxides (NO(x)), 192 t of volatile organic compounds (VOCs), and 2403 t of carbon monoxide (CO) are emitted from on-road vehicles each day in Beijing, whereas 4 t of PM, 189 t of NO(x), 113 t of VOCs, and 1009 t of CO are emitted in Shanghai. Although common features were found in these two cities (many new passenger cars and a high taxi proportion in the fleet), the emission results are dissimilar because of the different local policy regarding vehicles. The method to quantify vehicle emission on an urban scale can be applied to other Chinese cities. Also, knowing how different policies can lead to diverse emissions is beneficial knowledge for other city governments.     

National Air Quality Standards for Automotive Pollutants – A Critical Review

The recently promulgated national air quality standards for carbon monoxide, nitrogen dioxide, hydrocarbons, and photochemical oxidant are critically reviewed.This review indicates that the standards are more restrictive than can be supported by available data.     

Air pollution modeling at road sides using the operational street pollution model--a case study in Hanoi, Vietnam

In many metropolitan areas, traffic is the main source of air pollution. The high concentrations of pollutants in streets have the potential to affect human health. Therefore, estimation of air pollution at the street level is required for health impact assessment. This task has been carried out in many developed countries by a combination of air quality measurements and modeling. This study focuses on how to apply a dispersion model to cities in the developing world, where model input data and data from air quality monitoring stations are limited or of varying quality. This research uses the operational street pollution model (OSPM) developed by the National Environmental Research Institute in Denmark for a case study in Hanoi, the capital of Vietnam. OSPM predictions from five streets were evaluated against air pollution measurements of nitrogen oxides (NO(x)), sulfur dioxide (SO2), carbon monoxide (CO), and benzene (BNZ) that were available from previous studies. Hourly measurements and passive sample measurements collected over 3-week periods were compared with model outputs, applying emission factors from previous studies. In addition, so-called "backward calculations" were performed to adapt the emission factors for Hanoi conditions. The average fleet emission factors estimated can be used for emission calculations at other streets in Hanoi and in other locations in Southeast Asia with similar vehicle types. This study also emphasizes the need to further eliminate uncertainties in input data for the street-scale air pollution modeling in Vietnam, namely by providing reliable emission factors and hourly air pollution measurements of high quality.     

Transport impacts on atmosphere and climate: Land transport

Emissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.     

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.     

Effects of improved spatial and temporal modeling of on-road vehicle emissions

Numerous emission and air quality modeling studies have suggested the need to accurately characterize the spatial and temporal variations in on-road vehicle emissions. The purpose of this study was to quantify the impact that using detailed traffic activity data has on emission estimates used to model air quality impacts. The on-road vehicle emissions are estimated by multiplying the vehicle miles traveled (VMT) by the fleet-average emission factors determined by road link and hour of day. Changes in the fraction of VMT from heavy-duty diesel vehicles (HDDVs) can have a significant impact on estimated fleet-average emissions because the emission factors for HDDV nitrogen oxides (NOx) and particulate matter (PM) are much higher than those for light-duty gas vehicles (LDGVs). Through detailed road link-level on-road vehicle emission modeling, this work investigated two scenarios for better characterizing mobile source emissions: (1) improved spatial and temporal variation of vehicle type fractions, and (2) use of Motor Vehicle Emission Simulator (MOVES2010) instead of MOBILE6 exhaust emission factors. Emissions were estimated for the Detroit and Atlanta metropolitan areas for summer and winter episodes. The VMT mix scenario demonstrated the importance of better characterizing HDDV activity by time of day, day of week, and road type. More HDDV activity occurs on restricted access road types on weekdays and at nonpeak times, compared to light-duty vehicles, resulting in 5-15% higher NOx and PM emission rates during the weekdays and 15-40% lower rates on weekend days. Use of MOVES2010 exhaust emission factors resulted in increases of more than 50% in NOx and PM for both HDDVs and LDGVs, relative to MOBILE6. Because LDGV PM emissions have been shown to increase with lower temperatures, the most dramatic increase from MOBILE6 to MOVES2010 emission rates occurred for PM2.5 from LDGVs that increased 500% during colder wintertime conditions found in Detroit, the northernmost city modeled.