Nitrous oxide emissions from tundra soil and snowpack in the maritime Antarctic

The nitrous oxide emissions were measured at three tundra sites and one snowpack on the Fildes Peninsula in the maritime Antarctic in the summertime of 2002. The average fluxes at two normal tundra sites were 1.1 ± 2.2 and 0.6 ± 1.7 μg N₂O m⁻² h⁻¹, respectively. The average flux from tundra soil site with penguin dropping addition was 3.7 ± 2.0 μg N₂O m⁻² h⁻¹, 3–6 times those from the normal tundra soils, suggesting that the deposition of fresh droppings enhanced N₂O emissions during penguin breeding period. The summer precipitation had an important effect on N₂O emissions; the flux decreased when heavy precipitation occurred. The diurnal cycle of the N₂O fluxes from Antarctic tundra soils was not obtained due to local fluky weather conditions. The N₂O fluxes through four snowpack sites were obtained by the vertical N₂O concentration gradient and their average fluxes were 0.94, 1.36, 0.81 and 0.85 μg N₂O m⁻² h⁻¹, respectively. The tundra soils under snowpack emitted N₂O in the maritime Antarctic and increased local atmospheric N₂O concentrations; therefore these fluxes could constitute an important part of the annual N₂O budget for Antarctic tundra ecosystem.     

Nitrous oxide and dinitrogen emissions from soil under different water regimes and straw amendment

In a laboratory study, soil amended with and without wheat straw (2.8 g kg(-1) soil) was incubated under 70% water holding capacity (WHC), continuously flooded and flooded/drained cycle conditions at 30 degrees C for 51 days. Dinitrogen and N2O evolution and ammonia volatilisation were measured during the incubation. Extractable NH4+-N and NO3--N were determined at the end of the incubation. Entrapped N2, N2O, and dissolved NH4+-N and NO3--N in drainage water were measured in the flooded/drained cycle treatment when the floodwater was drained. The results indicated that N loss through ammonia volatilisation was undetected in all treatments due to the low soil pH value (pHH2O= 5.87) and no air movement. The recovery of urea-15N as N2 was lowest in the continuously flooded treatments (0.75% and 0.96% with and without straw amendment, respectively), highest in the 70% WHC treatments (5.65% and 4.41%, respectively), and intermediate in the flooded/drained cycle treatments (1.79% and 2.65%, respectively). The recovery of urea-15N as N2O was in the same order as that of N2, negligible in the continuously flooded treatments, 0.01% and 0.07% in the flooded/drained cycle treatments, and 1.29% and 2.23% in the 70% WHC treatments, respectively. Peak N2O evolution rates were observed after the floodwater was drained but no substantial evolution was found after the soil was reflooded following drained periods. However, peak N2 evolution rates were observed after the onset of both drainage and re-flooding. Considerable quantities of N2 but no detectable N2O were entrapped in the flooded soil.     

Nitrous oxide emissions from an intensively managed greenhouse vegetable cropping system in Northern China

Nitrous oxide (N₂O) emissions from a typical greenhouse vegetable system in Northern China were measured from February 2004 to January 2006 using a close chamber method. Four nitrogen management levels (NN, MN, CN, and SN) were used. N₂O emissions occurred intermittently in the growing season, strongly correlating with N fertilization and irrigation. No peak emissions were observed after fertilization in the late Autumn season due to low soil temperature. 57-94% of the seasonal N₂O emissions came from the initial growth stage, corresponding to the rewetting process in the soil. The annual N₂O emissions ranged from 2.6 to 8.8 kg N ha⁻¹ yr⁻¹, accounting for 0.27-0.30% of the annual nitrogen input. Compared with conventional N management, site-specific N management reduced N fertilization rate by 69% in 2004 and by 76% in 2005, and consequently reduced N₂O emissions by 51% in 2004 and 27% in 2005, respectively.     

Evaluation of Cu-PPHs as active catalysts for the SCR process to control NOx emissions from heavy duty diesel vehicles

Copper based catalysts supported on mesoporous materials, which were in turn based on a surfactant expanded zirconium phosphate for the formation of silica galleries in the interlayer space, were prepared by the impregnation method. They were then characterised and tested in the selective catalytic reduction of NO with ammonia as active catalysts for the control of the NOx emissions from heavy duty vehicles. Copper catalysts displayed a high catalytic performance, even in the presence of 14% (v/v) of H2O and 100 ppm of SO2. They also displayed improved catalytic behaviour when compared to a CuZSM5 catalyst.     

On-road measurement of fine particle and nitrogen oxide emissions from light- and heavy-duty motor vehicles

An updated assessment of fine particle emissions from light- and heavy-duty vehicles is needed due to recent changes to the composition of gasoline and diesel fuel, more stringent emission standards applying to new vehicles sold in the 1990s, and the adoption of a new ambient air quality standard for fine particulate matter (PM_2.5) in the United States. This paper reports the measurement of emissions from vehicles in a northern California roadway tunnel during summer 1997. Separate measurements were made of uphill traffic in two tunnel bores: one bore carried both light-duty vehicles and heavy-duty diesel trucks, and the second bore was reserved for light-duty vehicles. Ninety-eight percent of the light-duty vehicles were gasoline-powered. In the tunnel, heavy-duty diesel trucks emitted 24, 37, and 21 times more fine particle, black carbon, and sulfate mass per unit mass of fuel burned than light-duty vehicles. Heavy-duty diesel trucks also emitted 15–20 times the number of particles per unit mass of fuel burned compared to light-duty vehicles. Fine particle emissions from both vehicle classes were composed mostly of carbon; diesel-derived particulate matter contained more black carbon (51±11% of PM_2.5 mass) than did light-duty fine particle emissions (33±4%). Sulfate comprised only 2% of total fine particle emissions for both vehicle classes. Sulfate emissions measured in this study for heavy-duty diesel trucks are significantly lower than values reported in earlier studies conducted before the introduction of low-sulfur diesel fuel. This study suggests that heavy-duty diesel vehicles in California are responsible for nearly half of oxides of nitrogen emissions and greater than three-quarters of exhaust fine particle emissions from on-road motor vehicles.     

Nitrous oxide emissions from mineral and organic soils of a Norway spruce stand in South–West Germany

Due to the high temporal and spatial variability of N₂O fluxes, estimates of N₂O emission from temperate forest ecosystems are still highly uncertain, particularly at larger scales. Although highest N₂O emissions with up to 7.0 kg N ha⁻¹ yr⁻¹ were mainly reported for soils affected by stagnant water, most of the reported gas flux measurements were performed at forest sites with well-aerated soils yielding mostly to low mean annual emission rates less than 1.0 kg N ha⁻¹ yr⁻¹. This study compares N₂O fluxes from upland (Cambisols) and temporally water-logged (Gleysols, Histosols) soils of the Central Black Forest (South-West Germany) over a period of 2 yr. Mean annual N₂O fluxes from investigated soils ranged between 0.2 and 3.9 kg N ha⁻¹ yr⁻¹. The fluxes showed a large variability between the different soil types. Emissions could be clearly ranked in the following order: Cambisols (0.26–0.75 kg N ha⁻¹ yr⁻¹)<Gleysols (1.37–2.68 kg N ha⁻¹ yr⁻¹)<Histosol (3.66–3.95 kg N ha⁻¹ yr⁻¹). Although the Cambisols cover two-thirds of the investigated area, only about half of the overall N₂O is emitted from this soil type. Therefore, regional or national N₂O fluxes from temperate forest soils are underestimated if soils characterised by intermediate aeration conditions are disregarded.     

A study of emissions from a Euro 4 light duty diesel vehicle with the European particulate measurement programme

The California Air Resources Board, CARB, has participated in a program to quantify particulate matter (PM) emissions with a European methodology, which is known as the Particulate Measurement Programme (PMP). The essence of the PMP methodology is that the diesel PM from a Euro 4 vehicle equipped with a Diesel Particulate Filter (DPF) consists primarily of solid particles with a size range greater than 23 nm. The PMP testing and the enhanced testing performed by CARB have enabled an increased understanding of both the progress that has been made in PM reduction, and the future remaining challenges for new and improved DPF-equipped diesel vehicles. A comparison of measured regulated emissions and solid particle number emissions with the results obtained by the PMP participating international laboratories was a success, and CARB’s measurements and standard deviations compared well with the other laboratories. Enhanced measurements of the influence of vehicle conditioning prior to testing on PM mass and solid particle number results were performed, and some significant influences were discovered. For example, the influence of vehicle preconditioning on particle number results was significant for both the European and USA test driving cycles. However, the trends for the cycles were opposite with one cycle showing an increase and the other cycle showing a decrease in particle number emissions. If solid particle size distribution and total particle numbers are to be used as proposed in PMP, then a greater understanding of the quality and errors associated with measurement technologies is advisable.In general, particle counting instruments gave results with similar trends, but cycle-to-cycle testing variation was observed. Continuous measurements of particle number concentrations during test cycles have given detailed insight into PM generation. At the present time there is significant variation in the capabilities of the particle counting instruments in terms of particle size and concentration.Current measurements show the existence of a large number of volatile and semi-volatile particles of yet-to-be-resolved chemical composition in diesel exhaust, especially during DPF regeneration, and these particles are not included in the PMP methodology because they are smaller than 20 nm. It will be very challenging to improve our understanding of this class of diesel particulate matter.     

Nitrous oxide flux from landfill leachate-sawdust nitrogenous compost

Composted nitrogenous waste has the potential to produce excessive amounts of nitrous oxide (N2O), a potent greenhouse gas that also contributes to stratospheric ozone depletion. In this laboratory study, sawdust was irrigated with varying amounts of landfill leachate with high NH4+-N content (3950 mg l(-1)). Physicochemical properties, including the amount of N2O produced, were monitored during the composting process over 28 days. A rapid decline in NH4+-N in the first 4 days and increasing NO3--N for 11 days was followed by lower but stabilized levels of available-N, even with repeated leachate irrigation. Less than 0.03% of the leachate-applied N was lost as N2O. Higher leachate applications as much as tripled N2O production, but this represented a lesser proportion overall of the total nitrogen. Addition of glucose to the composting process had no significant effect on N2O production. The derived sawdust-leachate compost supported healthy growth of Sesbania rostrata. It is concluded that compost can be produced from sawdust irrigated with landfill leachate without substantial emission of N2O, although excessive flux of N2O remains about high application rates over longer time periods.     

PCDD/F emissions from heavy duty vehicle diesel engines

The currently available information on PCDD/F emissions from diesel vehicles is briefly surveyed. Considerable uncertainty is identified concerning the emissions from heavy duty diesel trucks which have been measured only twice so far. These measurements led to emission factors differing by a factor of 200; similar discrepancy was also revealed by measurements of ambient air in traffic tunnels. New PCDD/F emission measurement results are presented which have been carried out at the exhaust systems of a stationary engine and of a modern heavy duty vehicle engine at transient operation conditions simulated on a test bench. PCDD/F concentrations in the exhaust gases were found to be in the range of control blank samples. Based on the highest concentration observed in the truck engine exhaust (9.7 pg I-TEQ/dry standard m3) a worst case estimate of the annual PCDD/F emission freight from diesel fuel combustion in the European countries of about 30 g I-TEQ/year is calculated. This emission appears to be irrelevant compared to the overall emission rate of more than 6,000 g I-TEQ/year being inventoried recently. Finally the possibilities to link congener/homologue profiles of diesel emission to profiles found in food or human samples are discussed.     

Ammonia emissions from a representative in-use fleet of light and medium-duty vehicles in the California South Coast Air Basin

We used Fourier Transform Infrared Spectroscopy (FTIR) to measure tailpipe ammonia emissions from a representative fleet of 41 light and medium-duty vehicles recruited in the California South Coast Air Basin. A total of 121 chassis dynamometer emissions tests were conducted on these vehicles and the test results were examined to determine the effects of several key variables on ammonia emissions. Variables included vehicle type, driving cycle, emissions technology, ammonia precursor emissions (i.e. CO and NOx) and odometer readings/model year as a proxy for catalyst age. The mean ammonia emissions factor was 46 mg km^?1 (σ = 48 mg km^?1) for the vehicle fleet. Average emission factors for specific vehicle groups are also reported in this study. Results of this study suggest vehicles with the highest ammonia emission rates possess the following characteristics: medium-duty vehicles, older emissions technologies, mid-range odometer readings, and higher CO emissions. In addition, vehicles subjected to aggressive driving conditions are likely to be higher ammonia emitters. Since the vehicles we studied were representative of recent model year vehicles and technologies in urban airsheds, the results of our study will be useful for developing ammonia emissions inventories in Los Angeles and other urban areas where California-certified vehicles are driven. However, efforts should also be made to continue emissions testing on in-use vehicles to ensure greater confidence in the ammonia emission factors reported here.     

Assessing the GHG mitigation effect of the National VI Emissions Standard for light duty vehicles in China

Environmental Science and Pollution Research - Assessing the mitigation effect on greenhouse gas (GHG) reduction of the National VI Emissions Standard bears great significance in enhanced actions...     

Biogenic nitric oxide emissions from cropland soils

Emissions of nitric oxide (NO) were determined during late spring and summer 1995 and the spring of 1996 from four agricultural soils on which four different crops were grown. These agricultural soils were located at four different sites throughout North Carolina. Emission rates were calculated using a dynamic flow-through chamber system coupled to a mobile laboratory for in-situ analysis. Average NO fluxes during late spring 1995 were: 50.9±47.7 ng N m⁻² s⁻¹ from soil planted with corn in the lower coastal plain. Average NO fluxes during summer 1995 were: 6.4±4.6 and 20.2±19.0 ng N m⁻² s⁻¹, respectively, from soils planted with corn and soybean in the coastal region; 4.2±1.7 ng N m⁻² s⁻¹ from soils planted with tobacco in the piedmont region; and 8.5±4.9 ng N m⁻² s⁻¹ from soils planted with corn in the upper piedmont region. Average NO fluxes for spring 1996 were: 66.7±60.7 ng N m⁻² s⁻¹ from soils planted with wheat in the lower coastal plain; 9.5±2.9 ng N m⁻² s⁻¹ from soils planted with wheat in the coastal plain; 2.7±3.4 ng N m⁻² s⁻¹ from soils planted with wheat in the piedmont region; and 56.1±53.7 ng N m⁻² s⁻¹ from soils planted with corn in the upper piedmont region. An apparent increase in NO flux with soil temperature was present at all of the locations. The composite data from all the research sites revealed a general positive trend of increasing NO flux with soil water content. In general, increases in total extractable nitrogen (TEN) appeared to be related to increased NO emissions within each site, however a consistent trend was not evident across all sites.     

Evaluation of particulate matter emissions from non-passenger diesel vehicles in Qatar

ABSTRACT

Road traffic is one of the main sources of particulate matter (PM) in the atmosphere. Despite its importance, there are significant challenges in the quantitative evaluation of its contribution to airborne concentrations. In order to propose effective mitigation scenarios, the proportions of PM traffic emissions, whether they are exhaust or non-exhaust emissions, should be evaluated for any given geographical location. In this work, we report on the first study to evaluate particulate matter emissions from all registered heavy duty diesel vehicles in Qatar. The study was applied to an active traffic zone in urban Doha. Dust samples were collected and characterized for their shape and size distribution. It was found that the particle size ranged from few to 600 μm with the dominance of small size fraction (less than 100 μm). In-situ elemental composition analysis was conducted for side and main roads traffic dust, and compared with non-traffic PM. The results were used for the evaluation of the enrichment factor and preliminary source apportionment. The enrichment factor of anthropogenic elements amounted to 350. The traffic source based on sulfur elemental fingerprint was almost 5 times higher in main roads compared with the samples from non-traffic locations. Moreover, PM exhaust and non-exhaust emissions (tyre wear, brake wear and road dust resuspension) were evaluated. It was found that the majority of the dust was generated from tyre wear with 33% followed by road dust resuspension (31%), brake wear (19%) and then exhaust emissions with 17%. The low contribution of exhaust PM₁₀ emissions was due to the fact that the majority of the registered vehicle models were recently made and equipped with efficient exhaust PM reduction technologies.

Implication: This study reports on the first results related to the evaluation of PM emission from all registered diesel heavy duty vehicles in Qatar. In-situ XRF elemental analysis from main, side roads as well as non-traffic dust samples was conducted. Several characterization techniques were implemented and the results show that the majority of the dust was generated from tyre wear, followed by road dust resuspension and then brake wear; whereas exhaust emissions were tremendously reduced since the majority of the registered vehicle models were recently made and equipped with efficient exhaust PM reduction technologies. This implies that policy makers should place stringent measures on old vehicle license renewals and encourage the use of metro and public transportation.     

Idle emissions from heavy-duty diesel vehicles: review and recent data

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted approximately 20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted approximately 35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idle CO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by approximately 100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75% of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.     

Unregulated greenhouse gas and ammonia emissions from current technology heavy-duty vehicles

The study presents the measurement of carbonyl, BTEX (benzene, toluene, ethyl benzene, and xylene), ammonia, elemental/organic carbon (EC/OC), and greenhouse gas emissions from modern heavy-duty diesel and natural gas vehicles. Vehicles from different vocations that included goods movement, refuse trucks, and transit buses were tested on driving cycles representative of their duty cycle. The natural gas vehicle technologies included the stoichiometric engine platform equipped with a three-way catalyst and a diesel-like dual-fuel high-pressure direct-injection technology equipped with a diesel particulate filter (DPF) and a selective catalytic reduction (SCR). The diesel vehicles were equipped with a DPF and SCR. Results of the study show that the BTEX emissions were below detection limits for both diesel and natural gas vehicles, while carbonyl emissions were observed during cold start and low-temperature operations of the natural gas vehicles. Ammonia emissions of about 1 g/mile were observed from the stoichiometric natural gas vehicles equipped with TWC over all the driving cycles. The tailpipe GWP of the stoichiometric natural gas goods movement application was 7% lower than DPF and SCR equipped diesel. In the case of a refuse truck application the stoichiometric natural gas engine exhibited 22% lower GWP than a diesel vehicle. Tailpipe methane emissions contribute to less than 6% of the total GHG emissions.

Implications: Modern heavy-duty diesel and natural gas engines are equipped with multiple after-treatment systems and complex control strategies aimed at meeting both the performance standards for the end user and meeting stringent U.S. Environmental Protection Agency (EPA) emissions regulation. Compared to older technology diesel and natural gas engines, modern engines and after-treatment technology have reduced unregulated emissions to levels close to detection limits. However, brief periods of inefficiencies related to low exhaust thermal energy have been shown to increase both carbonyl and nitrous oxide emissions.     

Theoretical versus observed gas-particle partitioning of carbonyl emissions from motor vehicles

A state-of-the-science thermodynamic model describing gas-particle absorption processes was used to predict the gas-particle partitioning of mixtures of approximately 60 carbonyl compounds emitted from low-emission gasoline-powered vehicles, three-way catalyst gasoline-powered vehicles, heavy-duty diesel vehicles under the idle-creep condition (HDDV idle), and heavy-duty diesel vehicles under the five-mode test (HDDV 5-mode). Exhaust was diluted by a factor of 120-580 with a residence time of approximately 43 sec. The predicted equilibrium absorption partitioning coefficients differed from the measured partitioning coefficients by several orders of magnitude. Time scales to reach equilibrium in the dilution sampling system were close to the actual residence time during the HDDV 5-mode test and much longer than the actual residence time during the other vehicle tests. It appears that insufficient residence time in the sampling system cannot uniformly explain the failure of the absorption mechanism to explain the measured partitioning. Other gas-particle partitioning mechanisms (e.g., heterogeneous reactions, capillary adsorption) beyond the simple absorption theory are needed to explain the discrepancy between calculated carbonyl partitioning coefficients and observed partitioning. Both of these alternative partitioning mechanisms imply great challenges for the measurement and modeling of semi-volatile primary organic aerosol (POA) species from motor vehicles. Furthermore, as emitted particle concentrations from newer vehicles approach atmospheric background levels, dilution sampling systems must fundamentally change their approach so that they use realistic particle concentrations in the dilution air to approximately represent real-world conditions. Samples collected with particle-free dilution air yielding total particulate matter concentrations below typical ambient concentrations will not provide a realistic picture of partitioning for semi-volatile compounds.     

Particulate matter emissions from on-road vehicles in a freeway tunnel study

Particulate matter, including coarse particles (PM_2.5–10, aerodynamic diameter of particle between 2.5 and 10 μm) and fine particles (PM_2.5, aerodynamic diameter of particle lower than 2.5 μm) and their compositions, including elemental carbon, organic carbon, and 11 water-soluble ionic species, and elements, were measured in a tunnel study. A comparison of the six-hour average of light-duty vehicle (LDV) flow of the two sampling periods showed that the peak hours over the weekend were higher than those on weekdays. However, the flow of heavy-duty vehicles (HDVs) on the weekdays was significant higher than that during the weekend in this study. EC and OC content were 49% for PM_2.5–10 and 47% for PM_2.5 in the tunnel center. EC content was higher than OC content in PM_2.5–10, but EC was about 2.3 times OC for PM_2.5. Sulfate, nitrate, ammonium were the main species for PM_2.5–10 and PM_2.5. The element contents of Na, Al, Ca, Fe and K were over 0.8 μg m^?3 in PM_2.5–10 and PM_2.5. In addition, the concentrations of S, Ba, Pb, and Zn were higher than 0.1 μg m^?3 for PM_2.5–10 and PM_2.5. The emission factors of PM_2.5–10 and PM_2.5 were 18 ± 6.5 and 39 ± 11 mg km^?1-vehicle, respectively. The emission factors of EC/OC were 3.6/2.7 mg km^?1-vehicle for PM_2.5–10 and 15/4.7 mg km^?1-vehicle for PM_2.5 Furthermore, the emission factors of water-soluble ions were 0.028(Mg²⁺)–0.81(SO₄^2?) and 0.027(NO₂^?)–0.97(SO₄^2?) mg km^?1-vehicle for PM_2.5–10 and PM_2.5, respectively. Elemental emission factors were 0.003(V)–1.6(Fe) and 0.001(Cd)–1.05(Na) mg km^?1-vehicle for PM_2.5–10 and PM_2.5, respectively.     

On-road facility to measure and characterize emissions from heavy-duty diesel vehicles

In response to lingering concerns about the utility of dynamometer data for mobile source emissions modeling, the U.S. Environmental Protection Agency (EPA) has constructed an on-road test facility to characterize the real-world emissions of heavy-duty trucks. The facility was designed to effectively demonstrate the full range of vehicle operation and to measure the emissions produced. Since it began operation, the facility has been continuously upgraded to incorporate state-of-the-art technology. Its potential uses include collecting modal emissions data, validating dynamometer test parameters and results, and demonstrating new emission control technologies.