Emissions of liquefied petroleum gas (LPG) from motor vehicles

Continuous on-site measurements of 50 speciated volatile organic compounds (VOCs) were conducted in downtown Guangzhou to characterize the sources and concentration profiles of ambient VOCs. The synchronicity in diurnal variation between the VOCs and NO suggests that traffic emissions were responsible for the observed VOCs in downtown Guangzhou.It was found that the three major constituent species of liquefied petroleum gas (LPG), i.e., propane, iso-butane, and n-butane, together termed LPG alkanes, contributed, on average, 24% of the total VOCs (TVOCs). Their high correlation and synchronized diurnal variations between NO and the LPG alkanes suggest that their origin lies in LPG fueled car exhaust in Guangzhou. LPG buses and taxis were likely to be responsible for the bulk of ambient LPG species. Using propane and 3-methyl pentane (3MC5A) as the indicators for the LPG and gasoline emissions, respectively, the emissions of the LPG fleet were found to increase more than those of the gasoline fleet during the morning and evening rush hours, as well the noontime break in downtown Guangzhou.Although LPG alkanes account for 24% of the TVOC, their contribution to the total ozone forming potential (OFP) is only about 7%. Ethylene and propylene contribute about 26% to the total OFP despite their lower contribution of 16% to the TVOC.     

Chemical mass balance receptor model applied to ambient C2–C9 VOC concentration in Seoul,Korea: Effect of chemical reaction losses

A chemical mass balance (CMB) receptor model was used for estimating the diurnal contributions of VOC emission sources to the ambient C₂–C₉ VOC concentration in Seoul, Korea. For this purpose, the VOC concentrations were measured in the morning, the afternoon, and the evening. The samples were collected using a 2-h integrated SUMMA canister. The source profiles were developed for the CMB calculation in the Seoul area. To investigate the effect of the chemical reaction loss of VOCs on the CMB calculation, the modified model employing a decay factor and the standard model that considers no loss were compared. The modified model estimated that the vehicle exhaust (52%) was the largest leading source of VOCs in the Seoul atmosphere, followed by the use of solvents (26%), gasoline evaporation (15%), the use of liquefied petroleum gas (LPG) (5%), and the use of liquefied natural gas (LNG) (2%). Relative source contribution for vehicle exhaust showed a clear diurnal variation with a high in the morning and evening and a low in the afternoon, while the contribution of evaporative emissions (gasoline evaporation and solvent usage) showed a different diurnal pattern from that of the vehicle exhaust, exhibiting a high in the afternoon and evening and a low in the morning. It was found that the difference between the total source contribution (μg m⁻³) estimated from these two models was not statistically significant. However, when the paired-sample t-test is applied to the individual sources, a significant difference was found for the vehicle exhaust and the solvent use. In addition, the modified model brought forth a better performance with high R² and low χ² as compared to those obtained from the standard model in the CMB calculation. The vehicle exhaust and solvent use were estimated to be the largest and the second largest contributors to ambient benzene as well as ozone formation potential (OFP), respectively. Based on above results we believe that incorporating the reaction loss in the CMB calculations helps to better fit the source profile to the ambient VOC concentrations. However, the reaction loss does not significantly affect the estimation of source contributions.     

Careers in Air Pollution Control Plant Pathology

ABSTRACT

Profiles of the sources of nonmethane organic compounds (NMOCs) were developed for emissions from vehicles, petroleum fuels (gasoline, liquefied petroleum gas [LPG], and natural gas), a petroleum refinery, a smelter, and a cast iron factory in Cairo, Egypt. More than 100 hydrocarbons and oxygenated hydrocarbons were tentatively identified and quantified. Gasoline-vapor and whole-gasoline profiles could be distinguished from the other profiles by high concentrations of the C₅ and C₆ saturated hydrocarbons. The vehicle emission profile was similar to the whole-gasoline profile, with the exception of the unsaturated and aromatic hydrocarbons, which were present at higher concentrations in the vehicle emission profile. High levels of the C₂-C₄ saturated hydrocarbons, particularly n-butane, were characteristic features of the petroleum refinery emissions. The smelter and cast iron factory emissions were similar to the refinery emissions; however, the levels of benzene and toluene were greater in the former two sources. The LPG and natural gas emissions contained high concentrations of n-butane and ethane, respectively. The NMOC source profiles for Cairo were distinctly different from profiles for U.S. sources, indicating that NMOC source profiles are sensitive to the particular composition of petroleum fuels that are used in a location.     

机动车尾气VOCs排放特征及减排措施研究

分析了机动车尾气挥发性有机物(VOCs)的排放特征,发现尾气VOCs排放具有明显的日变化和季节变化特征。不同区域不同车型机动车尾气VOCs成分谱略有差异,轻型汽油车尾气VOCs中芳香烃和烷烃含量较高,柴油车烷烃含量较高。尾气排放受机动车保有量、行驶里程、维护保养水平、行驶速度和燃油标准、排放标准等因素影响。从优先控制汽油车、加快机动车更新、采取本地化减排措施、加强多元管理措施、提高科研水平等方面提出了针对性的减排措施。     

基于COPERT模式的北京市汽油车蒸发VOCs排放清单

汽油蒸汽挥发性有机成分(VOCs)排放是二次有机气溶胶和O3的重要前体物。应用COPERT模式和北京市实际参数,计算了北京市典型汽油车辆蒸发VOCs排放因子和排放清单,并测算了不同物种的排放量。结果显示:北京市汽油车中以轻型载客汽车为主,约占90%,国Ⅳ排放标准车辆比例最大;随着排放标准等级的升高,排放因子逐渐降低,且与化油器技术相比,使用燃油喷射系统技术的车辆运行损失排放较低;环境温度、燃油饱和蒸汽压和炭罐尺寸是排放因子的主要因素,温度越高、饱和蒸汽压越高、炭罐体积越小排放因子越大;北京市汽油车蒸发VOCs年排放量为11 115 t,烷烃的质量占76.93%,烯烃质量占5.76%,炔烃质量烃占0.08%,芳香烃质量占17.24%。     

Characterization of hydrocarbons, halocarbons and carbonyls in the atmosphere of Hong Kong

Ambient air quality measurements of 156 species including 39 alkanes, 32 alkenes, 2 alkynes, 24 aromatic hydrocarbons, 43 halocarbons and 16 carbonyls, were carried out for 120 air samples collected at two sampling stations (CW and TW) in 2001 throughout Hong Kong. Spatial variations of volatile organic compounds (VOCs) in the atmosphere were investigated. Levels of most alkanes and alkenes at TW site were higher than that at the CW site, while the BTEX concentrations at the two sites were close. The BTEX ratios at CW and TW were 1.6:10.1:1.0:1.6 and 2.1:10.8:1.0:2.0, respectively. For major halogenated hydrocarbons, the mean concentrations of chloromethane, CFCs 12 and 22 did not show spatial variations at the two sites. However, site-specific differences were observed for trichloroethene and tetrachloroethene. Furthermore, there were no significant differences for carbonyls such as formaldehyde, acetaldehyde and acetone between the two sites. The levels of selected hydrocarbons in winter were 1-5 times that in summer. There were no common seasonal trends for carbonyls in Hong Kong. The ambient level of formaldehyde, the most abundant carbonyl, was higher in summer. However, levels of acetaldehyde, acetone and benzaldehyde in winter were 1.6-3.8 times that in summer. The levels of CFCs 11 and 12, and chloromethane in summer were higher than that in winter. Strong correlation of most hydrocarbons with propene and n-butane suggested that the primary contributors of hydrocarbons were vehicular emissions in Hong Kong. In addition, gasoline evaporation, use of solvents, leakage of liquefied petroleum gas (LPG), natural gas leakage and other industrial emissions, and even biogenic emissions affected the ambient levels of hydrocarbons. The sources of halocarbons were mainly materials used in industrial processes and as solvents. Correlation analysis suggested that photochemical reactions made significant contributions to the ambient levels of carbonyls in summer whereas in winter motor vehicle emissions would be the major sources of the carbonyls. The photochemical reactivity of selected VOCs was estimated in this study. The largest contributors to ozone formation were formaldehyde, toluene, propene, m,p-xylene, acetaldehyde, 1-butene/i-butene, isoprene and n-butane, suggesting that motor vehicles, gasoline evaporation, use of solvents, leakage of LPG, photochemical processes and biogenic emission are sources in the production of ozone. On the other hand, VOCs from vehicles and gasoline evaporation were predominant with respect to reactions with OH radical.     

Temporal variation of volatile organic compounds and their major emission sources in Seoul, Korea

This study examines the characteristics of volatile organic compounds (VOCs) and their major emission sources at the Bulgwang site in Seoul, Korea. The annual levels of VOCs (96.2–121.1 ppb C) have shown a decreasing trend from 2004 to 2008. The most abundant component in Seoul was toluene, which accounted for over 23.5 % of the total VOCs on the parts per billion on a carbon basis, and the portions of alkanes with two to six carbons constituted the largest major lumped group, ranging from 40.1 to 48.4 % (45.3?±?3.7 %) of the total VOCs. Major components of the solvent (toluene, m/p-xylene, o-xylene, and ethylbenzene) showed high in daytime and summer and low in nighttime and winter due mainly to the variation of the ambient temperature. The species mostly emitted from gasoline vapor (i/n-butane, i/n-pentane, n-hexane, and 2-methylpentane) and vehicular exhaust (ethylene, acetylene, and benzene) showed bimodal peaks in the diurnal variation around the commuting hours because of the high traffic volume. For the 14 out of 15 highest concentration species, the weekend effect was only evident on Sundays because of the stepwise implementation of the 5-day work-week system. Principal components analysis (PCA) was applied in order to identify the sources of the 15 highest concentration VOCs and, as a result, three principal components such as gasoline vapor (48.9 %), vehicular exhaust (17.9 %), and evaporation of solvents (9.8 %) were obtained to explain a total of 76.6 % of the data variance. Most influential contributing sources at the sampling site were traffic-related ones although the use of solvent was the dominant emission source based on the official emission inventory.     

Levels and source apportionment of volatile organic compounds in southwestern area of Mexico City

Thirteen volatile organic compounds (VOCs) were quantified at three sites in southwestern Mexico City from July 2000 to February 2001. High concentrations of different VOCs were found at a Gasoline refueling station (GS), a Condominium area (CA), and at the University Center for Atmospheric Sciences (CAS). The most abundant VOCs at CA and CAS were propane, n-butane, toluene, acetylene and pentane. In comparison, at GS the most abundant were toluene, pentane, propane, n-butane, and acetylene. Benzene, a known carcinogenic compound had average levels of 28, 35 and 250 ppbC at CAS, CA, and GS respectively. The main contributing sources of the measured VOCs at CA and CAS were the handling and management of LP (Liquid Propane) gas, vehicle exhaust, asphalt works, and use of solvents. At GS almost all of the VOCs came from vehicle exhaust and fuel evaporation, although components of LP gas were also present. Based on the overall results possible abatement strategies are discussed.     

VOC composition of current motor vehicle fuels and vapors, and collinearity analyses for receptor modeling

The formulation of motor vehicle fuels can alter the magnitude and composition of evaporative and exhaust emissions occurring throughout the fuel cycle. Information regarding the volatile organic compound (VOC) composition of motor fuels other than gasoline is scarce, especially for bioethanol and biodiesel blends. This study examines the liquid and vapor (headspace) composition of four contemporary and commercially available fuels: gasoline (<10% ethanol), E85 (85% ethanol and 15% gasoline), ultra-low sulfur diesel (ULSD), and B20 (20% soy-biodiesel and 80% ULSD). The composition of gasoline and E85 in both neat fuel and headspace vapor was dominated by aromatics and n-heptane. Despite its low gasoline content, E85 vapor contained higher concentrations of several VOCs than those in gasoline vapor, likely due to adjustments in its formulation. Temperature changes produced greater changes in the partial pressures of 17 VOCs in E85 than in gasoline, and large shifts in the VOC composition. B20 and ULSD were dominated by C₉ to C₁₆n-alkanes and low levels of the aromatics, and the two fuels had similar headspace vapor composition and concentrations. While the headspace composition predicted using vapor-liquid equilibrium theory was closely correlated to measurements, E85 vapor concentrations were underpredicted. Based on variance decomposition analyses, gasoline and diesel fuels and their vapors VOC were distinct, but B20 and ULSD fuels and vapors were highly collinear. These results can be used to estimate fuel related emissions and exposures, particularly in receptor models that apportion emission sources, and the collinearity analysis suggests that gasoline- and diesel-related emissions can be distinguished.     

加油站埋地油罐呼吸排放因子法的本地化应用

加油站汽油挥发是挥发性有机物(VOCs)的重要来源之一。加油站VOCs排放包括卸油排放、加油排放、呼吸排放、加油枪滴油和胶管渗透排放等5个环节。针对加油站各环节排放因子已开展了诸多统计研究,但并未考虑加油站工艺及设备配置、日均加油规模等因素对排放因子的影响。参考美国CARB认证规程,采用自主研发的加油站呼吸排放测试系统,以北京某年销汽油量约9 000 t且未安装油气处理装置的加油站为测试站点,开展埋地油罐呼吸排放因子的本地化研究。通过对呼吸排放量的连续监测,采用实验检测与数据统计相结合的方法,研究呼吸排放因子与加油量的相关性。结果表明：加油站的埋地油罐呼吸排放因子与日均加油量显著相关;对于标准化加油站,日均加油量小于15 920 L时,呼吸排放因子为0;随着日均加油量的升高,呼吸排放因子逐步升高,且符合多项式方程;超过28 800 L后,呼吸排放因子变化趋于稳定在约30 mg·L⁻¹。综合考虑后处理装置安装成本和产生的环境效益,年汽油销售规模超过4 500 t的加油站应安装后处理装置,以降低呼吸排放的油气量。本研究结果可为不同规模加油站的VOCs排放分级管理提供参考。     

Spatial gradients and source apportionment of volatile organic compounds near roadways

Concentrations of 55 volatile organic compounds (VOCs) (C₂–C₁₂) are reported near a highway in Raleigh, NC. Thirty-minute samples were collected at eight locations, ranging from approximately 10–100 m perpendicular from the roadway. The highest concentrations of VOCs were generally measured closest to the roadway, and concentrations decreased exponentially with increasing distance from the roadway. The highest mean concentration for individual VOCs were for ethylene (3.10 ppbv) (mean concentration at x = 13 m), propane (2.27 ppbv), ethane (1.91 ppbv), isopentane (1.54 ppbv), toluene (0.95 ppbv), and n-butane (0.89 ppbv). Concentrations at the nearest roadway location (x = 13 m) were generally between 2.0 and 1.5 times those from the farthest roadway location (x = 92 m). The data were apportioned into four source categories using the EPA Chemical Mass Balance Model (CMB8.2): motor vehicle exhaust, compressed natural gas, propane gas, and evaporative gasoline. The majority of the VOCs resulted from motor vehicle exhaust (67 ± 12%) (% of total VOC at x = 13 m ± S.D.). Compressed natural gas, propane gas, and evaporative gasoline accounted for approximately 15%, 7% and 1% of the total VOC emissions, respectively, at x = 13 m.     

Assessment of reducing ozone forming potential for vehicles using liquefied petroleum gas as an alternative fuel

Liquefied petroleum gas (LPG) is currently used in a small fleet of taxis as an alternative fuel to gasoline in Taipei, Taiwan as part of an incentive program promoted by Taiwan EPA to improve urban air quality. Under the test procedure in accordance with the US FTP-75 protocol to simulate an average urban driving pattern, the exhaust from four LPG and four gasoline-powered vehicles was analyzed for the percent composition of NMHCs. Emission factors for individual NMHCs were apportioned from the emission factors of total hydrocarbon based on chemical composition of the exhaust from both types of vehicles. After adjusting for ozone formation potential (OFP) by maximum incremental reactivity, the average OFP for LPG vehicles was estimated to be only 52.8% (g-O₃/veh-km) of the gasoline vehicles, or 3.3% of ozone reduction in Taipei metropolitan area, should all taxis be converted to LPG fuel.Composition analysis of the local LPG revealed that propane, butane and isobutane were the three major components and negligible amounts of alkenes were also found. In addition, the leakage from a LPG service station was substantially smaller than from a gasoline service station because of the closed design with the LPG pumping systems.     

Evaluation of the optimum volatile organic compounds control strategy considering the formation of ozone and secondary organic aerosol in Seoul, Korea

The characteristics of volatile organic compounds (VOCs) and their annual trends in Seoul, Korea were investigated, with their optimal control strategy suggested. The annual concentration of VOCs (96.2–121.1 ppbC) has shown a decreasing trend from 2004 to 2008, suggesting the control strategy via the “Special Measures for Metropolitan Air Quality Improvement,” which was implemented in 2005, has been successful. The contributions of individual VOC to the production of ambient ozone and secondary organic aerosol (SOA) are discussed to assess the adequacy of current control strategies. The contribution of aromatics (C6–C10) to the production of ozone accounted for 38.7–46.3 % of the total ozone production, followed by low carbon alkanes (C2–C6) (27.0–35.9 %). The total SOA formation potential of VOCs was found to range from 2.5 to 3.5 μg m^?3, mainly as a result of aromatics (C6–C10) (over 85 %). Considering the contributions from ozone and SOA production, it was concluded that solvent use was the most important emission source, followed by vehicle exhaust emissions. Thus, the current emission control strategy focused on these two emission sources is appropriate to reduce the VOCs related pollution level of the Seoul Metropolitan Region. Still, an additional control strategy, such as controlling the emissions from meat cooking, which is an emission source of high carbon alkanes (C7–C10), needs to be considered to further reduce the VOCs related pollution level in Seoul.     

Source profiles of volatile organic compounds associated with solvent use in Beijing,China

Compositions of volatile organic compound (VOC) emissions from painting applications and printing processes were sampled and measured by gas chromatography–mass spectrometry/flame ionization detection (GC–MS/FID) in Beijing. Toluene and C8 aromatics were the most abundant species, accounting for 76% of the total VOCs emitted from paint applications. The major species in printing emissions included heavier alkanes and aromatics, such as n-nonane, n-decane, n-undecane, toluene, and m/p-xylene. Measurements of VOCs obtained from furniture paint emissions in 2003 and 2007 suggest a quick decline in benzene levels associated with formulation changes in furniture paints during these years. A comparison of VOC source profiles for painting and printing between Beijing and other parts of the world showed significant region-specific discrepancies, probably because of different market demands and environmental standards. We conducted the evaluation of the source reactivities for various VOC emission sources. The ozone formation potential (OFP) for unit mass of VOCs source emissions is the highest for paint applications. Substituting solvent-based paints by water-based in Beijing will lead to an OFP reduction of 152,000 tons per year, which is more than 1/4 of the OFPs for VOCs emissions from vehicle exhaust in the city.     

天津市挥发性有机物污染特征与来源及其O3生成潜势

为深入了解天津市大气挥发性有机物(VOCs)来源及对O3的影响,基于2020年天津市VOCs在线监测数据,统计分析了VOCs污染特征,用主成分分析法对天津市VOCs的来源进行解析,用最大增量反应活性法分析VOCs的O3生成潜势(OFP).结果表明:2020年天津市VOCs的年均质量浓度总和为56.56μg/m3,其中,...     

Exhaust Emissions From In-Use Alternative Fuel Vehicles

Abstract

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

Seasonal characteristics of ambient volatile organic compounds in Seoul,Korea

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

Emission Characteristics of Mexico City Vehicles

The University of Denver remote sensor for automobile exhaust was set up for nine days at five locations in the Mexico City area. A total of 31,838 valid readings for CO and HC emissions were obtained. The emissions distribution was unlike any other we have observed in North America or Europe, in that the emissions for both CO and HC were vastly greater than seen elsewhere. The readings are discussed in terms of the fraction of CO and HC which would be measured by a tailpipe probe, and in terms of grams emitted per gallon of gasoline. The median CO emission was 3.8 percent, with half of the CO emissions coming from the 24 percent of the fleet with over 6.6 percent CO in the exhaust. The median HC emission was 1,100 parts per million measured as propane equivalent, while half the emissions come from twelve percent of the fleet with more than 4,000 ppm propane equivalent in the exhaust.     

Comparison of receptor models for source apportionment of volatile organic compounds in Beijing, China

Identifying the sources of volatile organic compounds (VOCs) is key to reducing ground-level ozone and secondary organic aerosols (SOAs). Several receptor models have been developed to apportion sources, but an intercomparison of these models had not been performed for VOCs in China. In the present study, we compared VOC sources based on chemical mass balance (CMB), UNMIX, and positive matrix factorization (PMF) models. Gasoline-related sources, petrochemical production, and liquefied petroleum gas (LPG) were identified by all three models as the major contributors, with UNMIX and PMF producing quite similar results. The contributions of gasoline-related sources and LPG estimated by the CMB model were higher, and petrochemical emissions were lower than in the UNMIX and PMF results, possibly because the VOC profiles used in the CMB model were for fresh emissions and the profiles extracted from ambient measurements by the two-factor analysis models were "aged".     

Toxic emissions from mobile sources: a total fuel-cycle analysis for conventional and alternative fuel vehicles

Mobile sources are among the largest contributors of four hazardous air pollutants--benzene, 1,3-butadiene, acetaldehyde, and formaldehyde--in urban areas. At the same time, federal and state governments are promoting the use of alternative fuel vehicles as a means to curb local air pollution. As yet, the impact of this movement toward alternative fuels with respect to toxic emissions has not been well studied. The purpose of this paper is to compare toxic emissions from vehicles operating on a variety of fuels, including reformulated gasoline (RFG), natural gas, ethanol, methanol, liquid petroleum gas (LPG), and electricity. This study uses a version of Argonne National Laboratory's Greenhouse Gas, Regulated Emissions, and Energy Use in Transportation (GREET) model, appropriately modified to estimate toxic emissions. The GREET model conducts a total fuel-cycle analysis that calculates emissions from both downstream (e.g., operation of the vehicle) and upstream (e.g., fuel production and distribution) stages of the fuel cycle. We find that almost all of the fuels studied reduce 1,3-butadiene emissions compared with conventional gasoline (CG). However, the use of ethanol in E85 (fuel made with 85% ethanol) or RFG leads to increased acetaldehyde emissions, and the use of methanol, ethanol, and compressed natural gas (CNG) may result in increased formaldehyde emissions. When the modeling results for the four air toxics are considered together with their cancer risk factors, all the fuels and vehicle technologies show air toxic emission reduction benefits.