Rotary Kiln Incineration III. An Indepth Study—Kiln Exit/Afterburner/Stack Train and Kiln Exit Pattern Factor Measurements During Liquid CCl4 Processing

Temperature and stable species concentration data are presented from various locations within a full-scale rotary kiln incinerator firing natural gas/carbon tetrachloride/air. The data are being collected as part of a cooperative program involving university, industry and government participation. The overall goal of the program is to develop a more sophisticated understanding of and a predictive capability for rotary kiln and afterburner performance as influenced by basic design and operational parameters. Non-uniformities in stable species and temperature exist for this particular kiln, at the kiln exit, under certain operating conditions. Flow perturbations from within the kiln were found to persist into the afterburner, but not into the stack. High destruction and removal efficiencies (DRE’s) were achieved under the operating conditions of these tests through adequate secondary combustion processing.     

Rotary Kiln Incineration IV. An Indepth Study— Kiln Exit,Transition and Afterburner Sampling During Liquid CCl4 Processing

Detailed temperature and stable species concentration data are presented from the kiln exit, transition section and afterburner of a full-scale incinerator facility firing natural gas/carbon tetrachloride/air. The data are collected as part of a cooperative program involving university, industry and government participation. The overall goal of the program is to develop an understanding and predictive capability for rotary kiln and afterburner performance as influenced by basic design and operational parameters. The data demonstrate that nonuniformities in stable species and temperature exist, under certain operating conditions, at the kiln exit in the vertical direction only. Measurements from the transition section indicate that non-uniformities may exist within this region under certain operating conditions. Flow perturbations from within the kiln can persist into the afterburner, although the degree of nonuniformity is substantially reduced compared to either the kiln or transition sections. High destruction and removal efficiencies were achieved under all operating conditions of these tests through a combination of kiln and secondary combustion processing.     

Exhaust Temperature Profiles for Application of Passive Diesel Particulate Filters to Solid Waste Collection Vehicles in California

Abstract

To reduce public exposure to diesel particulate matter (DPM), the California Air Resources Board has begun adoption of a series of rules to reduce these emissions from in-use heavy-duty vehicles. Passive diesel particulate filter (DPF) after-treatment technologies are a cost-effective method to reduce DPM emissions and have been used on a variety of vehicles worldwide. Two passive DPFs were interim-verified in California and approved federally for use in most 1994–2002 engine families for vehicles meeting min engine exhaust temperature requirements for successful filter regeneration. Some vehicles, however, may not be suited to passive DPFs because of lower engine exhaust temperatures. The purpose of this study was to determine the applicability of two types of passive DPFs to solid waste collection vehicles, the group of vehicles for which California recently mandated in-use DPM reductions. We selected 60 collection vehicles to represent the four main types of collection vehicle duty cycles—roll-offs, and front-end, rear, and side loaders—and collected second-by-second engine exhaust temperature readings for one week from each vehicle. As a group, the collection vehicles exhibited low engine exhaust temperatures, making the application of passive DPFs to these vehicles difficult. Only 35% of tested vehicles met the temperature requirements for one passive DPF, whereas 60% met the temperature requirements for the other. Engine exhaust temperatures varied by vehicle type. Side and front-end loaders met the engine exhaust temperature requirements in the greatest number of cases with ～50–90% achieving the required regeneration temperatures. Only 8–25% of the rear loader and roll-off collection vehicles met the engine exhaust temperature requirements. Solid waste collection vehicles represent a diverse fleet with a variety of duty cycles. Low engine exhaust temperatures will need to be addressed for successful use of passive DPFs in this application.     

World poverty,another look

The World Bank used the Consumer Price Index (CPI) to calculate changes in the world poverty level (measured in U.S. dollars) prior to 1982. In 1983, the U.S. Bureau of Labor Statistics (BLS) replaced the CPI with several indices including CPI-W which was then adopted by the World Bank. This caused the inflated rate of the U.S. dollars and the percentage of the world population in poverty to be dramatically underestimated. This new incorrect procedure gives 25% (1.5 million) below the poverty line in 2005, while the more appropriate procedure (described herein) gives 52% (3.3 million in 2005). The rapid rise of the poverty line (using the preferable CPI) starting in 1987 occurred at nearly the same time as the peak in per capita annual cereal production.     

Emission factors for high-emitting vehicles based on on-road measurements of individual vehicle exhaust with a mobile measurement platform

Fuel-based emission factors for 143 light-duty gasoline vehicles (LDGVs) and 93 heavy-duty diesel trucks (HDDTs) were measured in Wilmington, CA using a zero-emission mobile measurement platform (MMP). The frequency distributions of emission factors of carbon monoxide (CO), nitrogen oxides (NO(x)), and particle mass with aerodynamic diameter below 2.5 microm (PM2.5) varied widely, whereas the average of the individual vehicle emission factors were comparable to those reported in previous tunnel and remote sensing studies as well as the predictions by Emission Factors (EMFAC) 2007 mobile source emission model for Los Angeles County. Variation in emissions due to different driving modes (idle, low- and high-speed acceleration, low- and high-speed cruise) was found to be relatively small in comparison to intervehicle variability and did not appear to interfere with the identification of high emitters, defined as the vehicles whose emissions were more than 5 times the fleet-average values. Using this definition, approximately 5% of the LDGVs and HDDTs measured were high emitters. Among the 143 LDGVs, the average emission factors of NO(x), black carbon (BC), PM2.5, and ultrafine particle (UFP) would be reduced by 34%, 39%, 44%, and 31%, respectively, by removing the highest 5% of emitting vehicles, whereas CO emission factor would be reduced by 50%. The emission distributions of the 93 HDDTs measured were even more skewed: approximately half of the NO(x) and CO fleet-average emission factors and more than 60% of PM2.5, UFP, and BC fleet-average emission factors would be reduced by eliminating the highest-emitting 5% HDDTs. Furthermore, high emissions of BC, PM2.5, and NO(x) tended to cluster among the same vehicles.     

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.     

Greening flood protection through knowledge processes: lessons from the Markermeer dikes project in the Netherlands

Greening flood protection (GFP) is increasingly recognized as an adaptive and flexible approach to water management that is well suited to addressing uncertain futures associated with climate change. In the last decade, GFP knowledge and policies have developed rapidly, but implementation has been less successful and has run into numerous barriers. In this paper, we address the challenge of realizing green flood protection goals by specifically considering knowledge in the decision-making of a Dutch flood protection project in Lake Markermeer. In this project, an ecological knowledge arrangement and a traditional flood protection knowledge arrangement are compared and their interactions analysed. The analysis provides insight into the specific difficulties of implementing GFP measures and identifies ways to realize GFP goals. The primary challenge is twofold: First, a self-reinforcing cycle of knowledge production and decision-making in the flood protection domain inhibits the introduction of innovative and multifunctional approaches such as GFP; second, the distribution of power is severely unbalanced in terms of ecological enhancement and flood protection, favouring the latter. Implementation of GFP requires structural change and the integration of ecological and flood protection knowledge and policy. Potentially rewarding routes towards this integration are the exploration of shared interests in GFP and the creation of mutual dependency between knowledge arrangements. The case study and the insights it provides show that GFP is far from mainstream practice and that implementation requires serious effort and courage to break with historical practices.     

Visualization and localization of bromotoluene distribution in Hedera helix using NanoSIMS

Some plants are known as indoor air purifiers. A large number of studies report kinetic purification results for an extensive panel of plants, i.e. the pollutant concentration (volatile organic compounds, as known as VOC, most of the time) is continuously monitored by gas chromatography. However, only a few papers describe the mechanisms involved in such processes. This study deals with the use of secondary ion mass spectrometry imaging as an efficient tool to locate atmospheric pollutant as bromotoluene within the Hedera helix plant (leaf, roots) and the substrate on which it was previously grown. Hedera helix plants have been placed in a pollution chamber with control of the exposure parameters. Plant and soil samples excised were transferred into a fixative solution of glutaraldehyde and paraformaldehyde for a few days, were dehydrated using ethanol and were embedded with resin. Cross sections were made from the pale brown solids obtained. Then, a device using a cathodic pulverization device capable of depositing a few nanometers of gold atoms over the sample was used to make the surface electronically conductive for the NanoSIMS. Hence, polluted and unpolluted samples of Hedera helix and substrates were obtained following a careful procedure that allowed for the discrimination between polluted and nonpolluted ones. Nanoscale spatial resolution was an invaluable tool (NanoSIMS) to achieve this, and proved that VOCs, such as bromotoluene, were actually trapped by plants such as Hedera helix.     

Using flue gas desulfurization gypsum to remove dissolved phosphorus from agricultural drainage waters

High levels of accumulated phosphorus (P) in soils of the Delmarva Peninsula are a major source of dissolved P entering drainage ditches that empty into the Chesapeake Bay. The objective of this study was to design, construct, and monitor a within-ditch filter to remove dissolved P, thereby protecting receiving waters against P losses from upstream areas. In April 2007, 110 Mg of flue gas desulfurization (FGD) gypsum, a low-cost coal combustion product, was used as the reactive ingredient in a ditch filter. The ditch filter was monitored from 2007 to 2010, during which time 29 storm-induced flow events were characterized. For storm-induced flow, the event mean concentration efficiency for total dissolved P (TDP) removal for water passing through the gypsum bed was 73 ± 27% confidence interval (α = 0.05). The removal efficiency for storm-induced flow by the summation of load method was 65 ± 27% confidence interval (α = 0.05). Although chemically effective, the maximum observed hydraulic conductivity of FGD gypsum was 4 L s(-1), but it decreased over time to <1 L s(-1). When bypass flow and base flow were taken into consideration, the ditch filter removed approximately 22% of the TDP load over the 3.6-yr monitoring period. Due to maintenance and clean-out requirements, we conclude that ditch filtration using FGD gypsum is not practical at a farm scale. However, we propose an alternate design consisting of FGD gypsum-filled trenches parallel to the ditch to intercept and treat groundwater before it enters the ditch.