Characterization of On-Road Vehicle NO Emissions by a TILDAS Remote Sensor

ABSTRACT

A tunable infrared laser differential absorption spectrometer (TILDAS) was used to remotely sense the nitric oxide (NO) emissions from 1,473 on-road vehicles. The real-world measurement precision of this instrument in the limit of low NO concentration is 5 ppm of the vehicle exhaust, which corresponds to a 3o detection limit of 15 ppm. Our analysis of the distribution of negative concentration measurements produced during this experiment supports this claim, showing that the instrumental noise for this set of measurements was at most 8 ppm in the limit of low NO concentration. The high sensitivity of this instrument allowed us to measure the NO emissions of even the cleanest vehicles. The measured vehicle fleet NO emissions closely fit a gamma distribution with 10% of the fleet contributing about 50% of the total fleet emissions. Newer vehicles had lower NO emissions than older ones, but high NO emitters were found in every vehicle age cohort. On a vehicle-by-vehicle basis, NO emissions correlated very weakly with vehicle velocity, acceleration, power per unit mass, carbon monoxide (CO) emissions, and hydrocarbon (HC) emissions. High NO emitting vehicles could not be identified by remote sensing of CO or HC emissions and vice versa. When we compared the NO emissions for 117 vehicles measured more than one time, about half of the high NO emitters were found to be very consistent, while the other half varied significantly.     

Remote Sensing Data and a Potential Model of Vehicle Exhaust Emissions

In June 1991, General Motors Research and Development Center (GMR&D) participated in a remote sensing study conducted by the California Air Resources Board and the U. S. Environmental Protection Agency. During this study, the GMR&D remote sensor was used to measure the carbon monoxide (CO) and hydrocarbon (HC) emissions from approximately 15,000 vehicles. The vehicle type (passenger car, light-duty truck, or medium/heavy-duty truck), manufacturer, and model year were identified for each vehicle by acquiring registration data from the state of California. Analyses were performed separately for each vehicle type and for passenger cars by separate model years. The data indicate that the passenger cars with the highest 10% of CO emissions generated approximately 58% of the total CO from all cars. Similarly, the 10% highest HC-emitting cars generated 65% of the total HC from cars. It was found that for each model year of vehicle, the distribution of emission concentrations followed a logarithmic relationship. The logarithmic functions that describe these relationships can be used to estimate the fraction of vehicles that emitted at or above any given concentration of CO or HC. However, these logarithmic functions only describe measured distributions for vehicles emitting more than 1% CO and 0.015% HC.     

The Impact of California Phase 2 Reformulated Gasoline on Real-World Vehicle Emissions

ABSTRACT

In mid-1996, California implemented Phase 2 Reformulated Gasoline (RFG). The new fuel was designed to further decrease emissions of hydrocarbons (HC_s), oxides of nitrogen (NO_x), carbon monoxide (CO), sulfur dioxide (SO₂), and other toxic species. In addition, it was formulated to reduce the ozone-forming potential of the HCs emitted by vehicles. Previous studies have observed that emissions from on-road vehicles can differ significantly from those predicted by mobile source emissions models, and so it is important to quantify the change in emissions in a real-world setting. In October 1995, prior to the introduction of California Phase 2 RFG, the Desert Research Institute (DRI) performed a study of vehicle emissions in Los Angeles' Sepulveda Tunnel. This study provided a baseline against which the results of a second experiment, conducted in July 1996, could be compared to evaluate the impact of California Phase 2 RFG on emissions from real-world vehicles. Compared with the 1995 experiment, CO and NO_x emissions exhibited statistically significant decreases, while the decrease in non-methane hydrocarbon emissions was not statistically significant.

Changes in the speciated HC emissions were evaluated. The benzene emission rate decreased by 27% and the overall emission rate of aromatic compounds decreased by 22% comparing the runs with similar speeds. Emissions of alkenes were virtually unchanged; however, emissions of combustion related unsaturates (e.g., acetylene, ethene) increased, while heavier alkenes decreased. The emission rate of methyl tertiary butyl ether (MTBE) exhibited a larger increase. Overall changes in the ozone-forming potential of the emissions were not significantly different, with the increased contributions to reactivity from paraffins, ole-fins, and MTBE being offset by a large decrease in reactivity due to aromatics.     

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.     

Status of Control of Motor Vehicle Emissions in California

The State of California, because of an acute air pollution problem has been forced to move ahead on a pioneer basis to control motor vehicle emissions. The Golden State’s program, as put into operation by the Motor Vehicle Pollution Control Board, is discussed in detail. Inspection-installation stations, enforcement and legal requirements relating to crankcase control devices and other facets of the program are presented. Of particular importance is the experience gained by the Board in requiring devices on all new vehicles registered in California and its used vehicle program, affecting vehicles back to the 1950 model year. Recent developments in exhaust control, anticipated installation requirements, and scheduling, as well as an indication of staff long-term planning is also outlined. California’s program is based on the principle that the motor vehicle must be controlled and that sewage no longer can be dumped into the air, if the public health is to be preserved.     

On-Road,In-Use Gaseous Emission Measurements by Remote Sensing of School Buses Equipped with Diesel Oxidation Catalysts and Diesel Particulate Filters

Abstract

A remote sensing device was used to obtain on-road and in-use gaseous emission measurements from three fleets of schools buses at two locations in Washington State. This paper reports each fleet’s carbon monoxide (CO), hydrocarbon (HC), nitric oxide (NO), and nitrogen dioxide (NO₂) mean data. The fleets represent current emission retrofit technologies, such as diesel particulate filters and diesel oxidation catalysts, and a control fleet. This study shows that CO and HC emissions decrease with the use of either retrofit technology when compared with control buses of the same initial emission standards. The CO and HC emission reductions are consistent with published U.S. Environmental Protection Agency verified values. The total oxides of nitrogen (NO_x), NO, and the NO₂/NO_x ratio all increase with each retrofit technology when compared with control buses. As was expected, the diesel particulate filters emitted significantly higher levels of NO₂ than the control fleet because of the intentional conversion of NO to NO₂ by these systems. Most prior research suggests that NO_x emissions are unaffected by the retrofits; however, these previous studies have not included measurements from retrofit devices on-road and after nearly 5 yr of use. Two 2006 model-year buses were also measured. These vehicles did not have retrofit devices but were built to more stringent new engine standards. Reductions in HCs and NO_x were observed for these 2006 vehicles in comparison to other non-retrofit earlier model-year vehicles.     

Emissions from lit-use Motor Vehicles in Los Angeles: A Pilot Study of Remote Sensing and the Inspection and Maintenance Program

As part of a major field study to understand the causes of persistent, elevated carbon monoxide pollution episodes in Los Angeles, we performed a project to understand the emissions of vehicles in use. In this experiment, we assessed the accuracy of a remote sensing instrument designed to measure CO concentrations from vehicles as they were driven on the road. The remote sensor was shown to be accurate within ten percent of the directly measured tailpipe value. We performed a roadside inspection on 60 vehicles and demonstrated that the remote sensor could be used as an effective surveillance tool to identify high CO-emitting vehicles. We also compared the roadside data set to the biennial Smog Check (I/M) tests for the same vehicles, and observed that carbon monoxide and exhaust hydrocarbons from high emitters were much higher than when the vehicles received their routine inspection. Furthermore, for the high-emitting vehicles in this data set, the length of time since the biennial Smog Check had little influence on the cars’ emissions in the roadside inspection.     

珠江三角洲河网的水环境问题和影响因素及其防治

珠江三角洲河网的水体污染严重，水生生态环境恶化，水质性缺水问题突出，水环境容量形势严峻，治理任务艰巨。受人类经济活动、水资源时空分布、潮汐回荡、盐水入侵和人为浪费等因素的影响，河网区的水资源供需矛盾突出。其中，人文因素是造成水质污染和水生生态环境恶化的主要原因。为此，需采取合理有效的策略来保护河网的水环境，实现可持续发展的战略目标。     

Characterization of in-use light-duty gasoline vehicle emissions by remote sensing in Beijing: impact of recent control measures

China's national government and Beijing city authorities have adopted additional control measures to reduce the negative impact of vehicle emissions on Beijing's air quality. An evaluation of the effectiveness of these measures may provide guidance for future vehicle emission control strategy development. In-use emissions from light-duty gasoline vehicles (LDGVs) were investigated at five sites in Beijing with remote sensing instrumentation. Distance-based mass emission factors were derived with fuel consumption modeled on real world data. The results show that the recently implemented aggressive control strategies are significantly reducing the emissions of on-road vehicles. Older vehicles are contributing substantially to the total fleet emissions. An earlier program to retrofit pre-Euro cars with three-way catalysts produced little emission reduction. The impact of model year and driving conditions on the average mass emission factors indicates that the durability of vehicles emission controls may be inadequate in Beijing.     

Impact of biomass burning on urban air quality estimated by organic tracers: Guangzhou and Beijing as cases

The impacts of biomass burning have not been adequately studied in China. In this work, chemical compositions of volatile organic compounds and particulate organic matters were measured in August 2005 in Beijing and in October 2004 in Guangzhou city. The performance of several possible tracers for biomass burning is compared by using acetonitrile as a reference compound. The correlations between the possible tracers and acetonitrile show that the use of K⁺ as a tracer could result in bias because of the existence of other K⁺ sources in urban areas, while chloromethane is not reliable due to its wide use as industrial chemical. The impact of biomass burning on air quality is estimated using acetonitrile and levoglucosan as tracers. The results show that the impact of biomass burning is ubiquitous in both suburban and urban Guangzhou, and the frequencies of air pollution episodes significantly influenced by biomass burning were 100% for Xinken and 58% for downtown Guangzhou city. Fortunately, the air quality in only 2 out of 22 days was partly impacted by biomass burning in August in Beijing, the month that 2008 Olympic games will take place. The quantitative contribution of biomass burning to ambient PM2.5 concentrations in Guangzhou city was also estimated by the ratio of levoglocusan to PM2.5 in both the ambient air and biomass burning plumes. The results show that biomass burning contributes 3.0–16.8% and 4.0–19.0% of PM2.5 concentrations in Xinken and Guangzhou downtown, respectively.     

北京动物园水体藻华成因及人造生物膜控藻效果

于2006—2007年,先后在北京动物园园内两个区段水体中,采用环保新产品——人造生物膜及配套产品和技术进行水体控藻治理,在较短时间内,实现了提高水体的透明度、控制藻华和消除臭气的治理目标,验证了人造生物膜及其配套技术在富营养化水体治理中的作用和效果,并对影响水体藻华发生的主要因素及控制方法进行了分析和讨论。     

Benzoate degradation by Rhodococcus opacus 1CP after dormancy: Characterization of dioxygenases involved in the process

The process of benzoate degradation by strain Rhodococcus opacus 1CP after a five-year dormancy was investigated and its peculiarities were revealed. The strain was shown to be capable of growth on benzoate at a concentration of up to 10 g L^?1. The substrate specificity of benzoate dioxygenase (BDO) during the culture growth on a medium with a low (200–250 mg L^?1) and high (4 g L^?1) concentration of benzoate was assessed. BDO of R. opacus 1CP was shown to be an extremely narrow specificity enzyme. Out of 31 substituted benzoates, only with one, 3-chlorobenzoate, its activity was higher than 9% of that of benzoate. Two dioxygenases, catechol 1,2-dioxygenase (Cat 1,2-DO) and protocatechuate 3,4-dioxygenase (PCA 3,4-DO), were identified in a cell-free extract, purified and characterized. The substrate specificity of Cat 1,2-DO isolated from cells of strain 1CP after the dormancy was found to differ significantly from that of Cat 1,2-DO isolated earlier from cells of this strain grown on benzoate. By its substrate specificity, the described Cat 1,2-DO was close to the Cat 1,2-DO from strain 1CP grown on 4-methylbenzoate. Neither activity nor inhibition by protocatechuate was observed during the reaction of Cat 1,2-DO with catechol, and catechol had no inhibitory effect on the reaction of PCA 3,4-DO with protocatechuate.     

Nonideal transport of contaminants in heterogeneous porous media: 10. Impact of co-solutes on sorption by porous media with low organic-carbon contents

The impact of co-solutes on sorption of tetrachloroethene (PCE) by two porous media with low organic-carbon contents was examined by conducting batch experiments. The two media (Borden and Eustis) have similar physical properties, but significantly different organic-carbon (OC) contents. Sorption of PCE was nonlinear for both media, and well-described by the Freundlich equation. For the Borden aquifer material (OC = 0.03%), the isotherms measured with a suite of co-solutes present (1,2-dichlorobenzene, bromoform, carbon tetrachloride, and hexachloroethane) were identical to the isotherms measured for PCE alone. These results indicate that there was no measurable impact of the co-solutes on PCE sorption for this system. In contrast to the Borden results, there was a measurable reduction in sorption of PCE by the Eustis soil (OC = 0.38%) in the presence of the co-solutes. The organic-carbon fractions of both media contain hard-carbon components, which have been associated with the manifestation of nonideal sorption phenomena. The disparity in results observed for the two media may relate to relative differences in the magnitude and geochemical nature of these hard-carbon components.