Characterization of atmospheric particulate and metallic elements at Taichung Harbor near Taiwan Strait during 2004-2005

Air aerosol samples for TSP (total suspended particulate), coarse particulate (particle matter with aerodynamical diameter 2.5–10 μm, PM_2.5–10), fine particulate (particle matter with aerodynamical diameter <2.5 μm, PM_2.5) and metallic elements were collected during March 2004 to January 2005 at TH (Taichung Harbor) in central Taiwan. The seasonal variation average concentration of TSP (total suspended particulate), coarse particulate (particle matter with aerodynamical diameter 2.5–10 μm, PM_2.5–10) and fine particulate (particle matter with aerodynamical diameter <2.5 μm, PM_2.5) were in the range 132–171.1 μg m⁻³ and 43–49.5 μg m⁻³, respectively. Seasonal variation of metallic elements Cu, Mn, Zn and Fe in the TSP (total suspended particulate) shows that higher concentration was observed during spring. Seasonal variation of metallic elements Pb, Cr and Mg in the TSP (total suspended particulate) shows that higher concentration was observed during winter. The average metallic element TSP (total suspended particulate) concentration order was Fe > Zn > Mg > Cu > Cr > Mn > Pb in spring. In addition, at the TH sampling site, the average concentration variation of TSP (total suspended particulate) displayed the following order: spring > winter > autumn > summer. However, the average concentration variation of coarse particulate (particle matter with aerodynamical diameter 2.5–10 μm, PM_2.5–10) displayed the following order: spring > winter > summer > autumn. Finally, the average concentration variations of fine particulate (particle matter with aerodynamical diameter <2.5 μm, PM_2.5) were in the following order: winter > spring > summer > autumn at the TH sample site.     

Air pollutant emissions from the asphalt industry in Beijing, China

Improving our understanding of air pollutant emissions from the asphalt industry is critical for the development and implementation of pollution control policies. In this study, the spatial distribution of potential maximum emissions of volatile organic compounds (VOCs) in the complete life cycle of asphalt mixtures, as well as the particulate matter (PM), asphalt fume, nonmethane hydrocarbons (NMHCs), VOCs, and benzoapyrene (BaP) emissions from typical processes (e.g., asphalt and concrete mixing stations, asphalt heating boilers, and asphalt storage tanks) in asphalt mixing plants, were determined in Beijing in 2017. The results indicated that the potential maximum emissions of VOCs in the complete life cycle of asphalt mixtures were 18,001 ton, with a large contribution from the districts of Daxing, Changping, and Tongzhou. The total emissions of PM, asphalt fume, NMHC, VOCs, and BaP from asphalt mixing plants were 3.1, 12.6, 3.1, 23.5, and 1.9 × 10^?3 ton, respectively. The emissions of PM from asphalt and concrete mixing stations contributed the most to the total emissions. The asphalt storage tank was the dominant emission source of VOCs, accounting for 96.1% of the total VOCs emissions in asphalt mixing plants, followed by asphalt heating boilers. The districts of Daxing, Changping, and Shunyi were the dominant regions for the emissions of PM, asphalt fume, NMHC, and BaP, while the districts of Shunyi, Tongzhou, and Changping contributed the most emissions of VOCs.     

Mineralization of particulate organic matter derived from coral-reef organisms in reef sediments of the Gulf of Aqaba

In situ and laboratory incubation experiments in a fringing reef in the Gulf of Aqaba were performed to study degradation rates of particulate organic matter in reef sediments. Coral mucus, clam eggs, and zooxanthellae were used as model particulate organic compounds for these experiments. Aerobic and anaerobic mineralization rates were calculated by dissolved inorganic carbon (DIC) and O₂ fluxes from the sediments under different particulate organic matter additions. Fast enhancement (approximately twofold) of O₂ and DIC fluxes were found with the addition of coral mucus and clam eggs compared with control incubations without addition. Most of the degradation is believed to have occurred anaerobically rather than aerobically (DIC:O₂ ratios were 4.3-28.1). Higher degradation rates of coral mucus and clam eggs were estimated in carbonate sediment than in silicate sediment (1.2-1.6-fold), which was attributed to the different physical and chemical properties of both sediments. Our study shows the significance of the reef sediment as a suitable site for microbial degradation of particulate organic material excreted from different reef community organisms. This may increase the regeneration of nutrients in the reef environment necessary to sustain high biological productivity.     

On-board measurement of emissions from liquefied petroleum gas, gasoline and diesel powered passenger cars in Algeria

On-board measurements of unit emissions of CO,HC,NOx and CO2 were conducted on 17 private cars powered by different types of fuels including gasoline,dual gasoline–liquefied petroleum gas(LPG),gasoline,and diesel. The tests performed revealed the effect of LPG injection technology on unit emissions and made it possible to compare the measured emissions to the European Artemis emission model. A sequential multipoint injection LPG kit with no catalyst installed was found to be the most efficient pollutant reduction device for all of the pollutants,with the exception of the NOx. Specific test results for a sub-group of LPG vehicles revealed that LPG-fueled engines with no catalyst cannot compete with catalyzed gasoline and diesel engines. Vehicle age does not appear to be a determining parameter with regard to vehicle pollutant emissions. A fuel switch to LPG offers many advantages as far as pollutant emissions are concerned,due to LPG's intrinsic characteristics.However,these advantages are being rapidly offset by the strong development of both gasoline and diesel engine technologies and catalyst converters. The LPG's performance on a chassis dynamometer under real driving conditions was better than expected. The enforcement of pollutant emission standards in developing countries is an important step towards introducing clean technology and reducing vehicle emissions.     

Hydrocarbons in particulate samples from wildfire events in central Portugal in summer 2010

In summer 2010, twenty eight(14 PM_(2.5)samples plus 14 samples PM_(2.5–10)) smoke samples were collected during wildfires that occurred in central Portugal. A portable high-volume sampler was used to perform the sampling, on quartz fibre filters of coarse(PM_(2.5–10)) and fine(PM_(2.5)) smoke samples. The carbonaceous content(elemental and organic carbon) of particulate matter was analysed by a thermal–optical technique. Subsequently, the particulate samples were solvent extracted and fractionated by vacuum flash chromatography into three different classes of organic compounds(aliphatics, polycyclic aromatic hydrocarbons(PAHs) and carbonyl compounds). The organic speciation was performed by gas chromatography–mass spectrometry(GC–MS). Emissions were dominated by the fine particles, which represented around 92% of the PM_(10). A clear predominance of carbonaceous constituents was observed, with organic to elemental carbon(OC/EC)ratios ranging between 1.69 and 245 in both size fractions. The isoprenoid ketone6,10,14-trimethyl-2-pentadecanone, a tracer for secondary organic aerosol formation, was one of the dominant constituents in both fine and coarse particles. Retene was the most abundant compound in all samples. Good correlations were obtained between OC and both aliphatic and PAH compounds. Pyrogenic processes, thermal release of biogenic compounds and secondary processing accounted for 97% of the apportioned PM_(2.5)levels.     

An estimation of vehicle kilometer traveled and on-road emissions using the traffic volume and travel speed on road links in Incheon City

The objective of this study is to estimate the vehicle kilometer traveled (VKT) and on-road emissions using the traffic volume in urban. We estimated two VKT; one is based on registered vehicles and the other is based on traffic volumes. VKT for registered vehicles was 2.11 times greater than that of the applied traffic volumes because each VKT estimation method is different. Therefore, we had to define the inner VKT is moved VKT inner in urban to compare two values. Also, we focused on freight modes because these are discharged much air pollutant emissions. From analysis results, we found middle and large trucks registered in other regions traveled to target city in order to carry freight, target city has included many industrial and logistics areas. Freight is transferred through the harbors, large logistics centers, or via locations before being moved to the final destination. During this process, most freight is moved by middle and large trucks, and trailers rather than small trucks for freight import and export. Therefore, these trucks from other areas are inflow more than registered vehicles. Most emissions from diesel trucks had been overestimated in comparison to VKT from applied traffic volumes in target city. From these findings, VKT is essential based on traffic volume and travel speed on road links in order to estimate accurately the emissions of diesel trucks in target city. Our findings support the estimation of the effect of on-road emissions on urban air quality in Korea.     

On-board measurement of particle numbers and their size distribution from a light-duty diesel vehicle: Influences of VSP and altitude

In this study, the particle size-resolved distribution from a China-3 certificated light-duty diesel vehicle was measured by using a portable emission measurement system (PEMS). In order to examine the influences of vehicle specific power (VSP) and high-altitude operation, measurements were conducted at 8 constant speeds, which ranged from 10 to 80 km/hr at 10 km/hr intervals, and two different high altitudes, namely 2200 and 3200 m. The results demonstrated that the numbers of particles in all size ranges decreased significantly as VSP increased when the test vehicle was running at lower speeds (< 20 km/hr), while at a moderate speed (between 30 and 60 km/hr), the particle number was statistically insensitive to increase VSP. Under high-speed cruising conditions, the numbers of ultrafine particles and PM_2.5 were insensitive to changes in VSP, but the numbers of nanoparticles and PM₁₀ surged considerably. An increase in the operational altitude of the test vehicle resulted in increased particle number emissions at low and high driving speeds; however, particle numbers obtained at moderate speeds decreased as altitude rose. When the test vehicle was running at moderate speeds, particle numbers measured at the two altitudes were very close, except for comparatively higher number concentrations of nanoparticles measured at 2200 m.     

Model parameterization for aerobic decomposition of plant resources drowned during man-made lakes formation

The formation of man-made reservoirs generates several impacts on water quality. In order to minimize some of these impacts mathematical models are currently used. This paper aims to discuss the issue associated with the degradation of plant resources (leaves, branches, barks and litter) that remain within the watershed of the new man-made lakes and parameterize a kinetic model related to decay of plant detritus. In these environments, the short-term variation of limnological parameters is mainly connected with biomass decay drowned during the filling operation. The kinetics of the degradation processes in reservoirs are discussed on the basis of information with related to detritus sources and the chemical properties of different types of compounds (i.e. labile and refractory fractions). Overall, the parameterization of the (first order) kinetic model showed that refractory fractions (ca. 86%) are predominant and the mineralization is a slow process, constituting the main route for decomposition and being affected by changes of environmental variables. The mineralization of labile and hydrosoluble compounds (ca. 14%) is responsible for the short-term water quality variation owing to decomposition; basically, the intensities of these changes depend on the labile/soluble compounds content of detritus and its chemical composition.     

Advances in emission control of diesel vehicles in China

Diesel vehicles have caused serious environmental problems in China. Hence, the Chinese government has launched serious actions against air pollution and imposed more stringent regulations on diesel vehicle emissions in the latest China VI standard. To fulfill this stringent legislation, two major technical routes, including the exhaust gas recirculation (EGR) and high-efficiency selective catalytic reduction (SCR) routes, have been developed for diesel engines. Moreover, complicated aftertreatment technologies have also been developed, including use of a diesel oxidation catalyst (DOC) for controlling carbon monoxide (CO) and hydrocarbon (HC) emissions, diesel particulate filter (DPF) for particle mass (PM) emission control, SCR for the control of NOx emission, and an ammonia slip catalyst (ASC) for the control of unreacted NH₃. Due to the stringent requirements of the China VI standard, the aftertreatment system needs to be more deeply integrated with the engine system. In the future, aftertreatment technologies will need further upgrades to fulfill the requirements of the near-zero emission target for diesel vehicles.     

Emission factors of particulate matter, CO and CO2 in the pyrolytic processing of typical electronic wastes

A self-designed experimental device was employed to simulate the pyrolytic dismantling process of selected electronic wastes(E-wastes), including printed wiring boards(PWBs)and plastic casings. The generated particulate matter(PM) of different particle sizes, carbon monoxide(CO) and carbon dioxide(CO_2) were determined, and the corresponding emission factors(EFs) were estimated. Finer particles with particle sizes of 0.4–2.1 μm accounted for78.9% and 89.3% of PM emitted by the pyrolytic processing of PWBs and plastic casings,respectively, and the corresponding EFs were 9.68 ± 4.81 and 18.49 ± 7.2 g/kg, respectively.The EFs of CO and CO_2 from PWBs and plastic casings were 55.9 ± 26.9 and 1182 ± 439 g/kg,and 133.6 ± 34.6 and 2827 ± 276 g/kg, respectively. Compared with other emission sources,such as coal, biomass, and traffic exhaust, the EFs of E-wastes were relatively higher,especially for PM. There were significant positive correlations(p 0.05) of the initial contents of carbon and nitrogen in PWBs with the related EFs of PM, CO, and CO_2, while the correlations for plastic casings were insignificant. The EFs of CO of PWBs were significantly positively correlated with the corresponding EFs of PM and the parent polycyclic aromatic hydrocarbons(PAHs); however, the same result was not observed for plastic casings.