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Journal articles on the topic 'Carbon particulate emission'
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1
Weise, DR, DE Ward, TE Paysen, and AL Koonce. "Burning California Chaparral - an Exploratory Study of Some Common Shrubs and Their Combustion Characteristics." International Journal of Wildland Fire 1, no. 3 (1991): 153. http://dx.doi.org/10.1071/wf9910153.
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Prescribed fire is a tool used to manage vegetation in southern California. The nature and quan tity of gaseous and particulate emissions have not been described for California chaparral. A study examining carbon monoxide (CO), carbon dioxide (CO2), and par ticulate matter emissions from fuel beds constructed from common chaparral shrubs was initiated. Chamise (Adenostoma fasciculatum), ceanothus (Ceanothus crassifolius), manzanita (Arctostaphylos glandulosa), and scrub oak (Quercus dumosa) fuel beds were burned in December 1989, and March, May, and August, 1990. Gas and particulate matter samples were collected from 45 fires. Emission factors for CO2 and particulate matter were affected by species and month individually; month and species interacted and affected CO emission factors. Pearson's correlation coefficient and Kendall's tau indi cated that emission factors for CO and particulate matter were inversely related to combustion efficiency.
2
Dragičević, Viktor, Marina Levak, Anton Turk, and Ivan Lorencin. "Ship production processes air emissions analysis." Pomorstvo 36, no. 1 (June 30, 2022): 164–71. http://dx.doi.org/10.31217/p.36.1.19.
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Compliance with modern environmental norms and regulations is an increasingly important requirement in the shipbuilding process of ship design and construction. Related to the ship production process, volatile organic compounds (VOCs), nitric oxides and particulate matter are the main emissions of harmful gases in the shipyard. This paper analyzes air emissions from the ship production process in a shipyard. Air emissions are quantified from either in-situ measurements from emission sources, or by materials that are used in the shipbuilding process, and the acquired data from those measurements is calculated as yearly emissions. Emission quantities of VOCs, nitric oxides, carbon dioxide, carbon monoxide and particulates are analyzed regarding possible reduction techniques considering efficiency and investment costs for using these methods. In conclusion, the best available and feasible emission reduction methods are suggested, and a suggestion for achieving the goal of a net zero emission shipyard.
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Huang, Junfeng, Jianbing Gao, Yufeng Wang, Ce Yang, and Chaochen Ma. "Real-World Pipe-Out Emissions from Gasoline Direct Injection Passenger Cars." Processes 11, no. 1 (December 27, 2022): 66. http://dx.doi.org/10.3390/pr11010066.
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The analysis of real-world emissions is necessary to reduce the emissions of vehicles during on-road driving. In this paper, the matrix of gasoline direct injection passenger cars is applied to analyze the real-world emissions. The results show that high acceleration and high speed conditions are major conditions for the particulate number emissions, and the particulate number emissions are positively correlated with torque and throttle opening. The catalyst temperature and saturation are important factors that affect nitrogen oxide emission. The nitrogen oxide emissions of low speed and low torque conditions cannot be ignored in real-world driving. The carbon dioxide emissions are positively correlated with acceleration, torque and throttle opening. Once the vehicles are in the acceleration condition, the carbon dioxide emissions increase rapidly. The vehicles with higher average emission factors are more susceptible to driving behaviors, and the differences in the emission factors are more obvious, leading to an increase in the difficulty of emission control.
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Czaplicka, Marianna, Ewelina Cieślik, Bogusław Komosiński, and Tomasz Rachwał. "Emission Factors for Biofuels and Coal Combustion in a Domestic Boiler of 18 kW." Atmosphere 10, no. 12 (December 3, 2019): 771. http://dx.doi.org/10.3390/atmos10120771.
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The differences in the pollutant emissions from the combustion of bituminous coal and biofuels (wood, straw, and miscanthus pellets) under real-world boiler operating conditions were investigated. The experiments were performed on an experimental installation that comprised an 18 kW boiler, used in domestic central heating systems, equipped with a retort furnace, an automatic fuel feeder, a combustion air fan, and a fuel storage bin. The emission factors of gaseous pollutants, particulate matter, organic carbon, elemental carbon, and polycyclic aromatic hydrocarbons (PAHs), as well as some PAH concentration ratios for coal and biofuel combustion, were determined. The obtained results indicate that fuel properties have a strong influence on the emission factors of gaseous and carbonaceous pollutants. The total particulate matter (PM) emissions from the biofuel combustion were about 5-fold lower than those from the coal burned in the same boiler. The emission factors of the total carbons from the biofuel combustion were between 10 and 20 times lower than those from the coal combustion. The mean organic carbon (OC) and elemental carbon (EC) emission factors, based on the burned fuel, were 161–232 and 42–221 mg/kg for the biofuels and 1264 and 3410 g/kg for the coal, respectively. The obtained results indicate that molecular diagnostic ratios, based on the concentration of PAHs, vary significantly, depending on the fuel type.
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Shukla, Pravesh Chandra, Tarun Gupta, Nitin Kumar Labhsetwar, and Avinash Kumar Agarwal. "Development of low cost mixed metal oxide based diesel oxidation catalysts and their comparative performance evaluation." RSC Advances 6, no. 61 (2016): 55884–93. http://dx.doi.org/10.1039/c6ra06021h.
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A four cylinder diesel engine was used to evaluate the performance of two non-noble metal based diesel oxidation catalysts for emission parameters such as particulate mass, elemental/organic carbon (EC/OC), and trace-metal content in particulates.
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Lavoué, David, Sunling Gong, and Brian J. Stocks. "Modelling emissions from Canadian wildfires: a case study of the 2002 Quebec fires." International Journal of Wildland Fire 16, no. 6 (2007): 649. http://dx.doi.org/10.1071/wf06091.
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The present paper proposes an original approach to estimate gaseous and particulate emissions from boreal forest fires based on the Canadian Forest Fire Behaviour Prediction (FBP) System. The FBP System permits calculation of fuel consumption and rate of spread for individual fires on an hourly basis from meteorological conditions and fuel patterns. Weather data are obtained by running the Canadian weather forecast model GEM (Global Environmental Multiscale). Hourly emission point sources can then be generated from a given wildfire database. The smoke emission model was first applied to the boreal forest fires in Quebec in the summer of 2002. Geographical distribution and temporal variability of emission amounts, as well as injection heights, were assessed hourly. In July, ~150 wildfires released 39 Mt of CO2 equivalent of greenhouse gases and 470 kt of fine particulate matter to the atmosphere. They contributed 32 and 5% of Quebec’s and Canada’s annual greenhouse gas emissions, respectively. Black carbon was estimated to account for 4% of the total fine particulate matter. Wildfires were responsible for 51 and 90% of all Canada’s black carbon and particulate organic matter sources, respectively.
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Klimont, Zbigniew, Kaarle Kupiainen, Chris Heyes, Pallav Purohit, Janusz Cofala, Peter Rafaj, Jens Borken-Kleefeld, and Wolfgang Schöpp. "Global anthropogenic emissions of particulate matter including black carbon." Atmospheric Chemistry and Physics 17, no. 14 (July 17, 2017): 8681–723. http://dx.doi.org/10.5194/acp-17-8681-2017.
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Abstract. This paper presents a comprehensive assessment of historical (1990–2010) global anthropogenic particulate matter (PM) emissions including the consistent and harmonized calculation of mass-based size distribution (PM1, PM2. 5, PM10), as well as primary carbonaceous aerosols including black carbon (BC) and organic carbon (OC). The estimates were developed with the integrated assessment model GAINS, where source- and region-specific technology characteristics are explicitly included. This assessment includes a number of previously unaccounted or often misallocated emission sources, i.e. kerosene lamps, gas flaring, diesel generators, refuse burning; some of them were reported in the past for selected regions or in the context of a particular pollutant or sector but not included as part of a total estimate. Spatially, emissions were calculated for 172 source regions (as well as international shipping), presented for 25 global regions, and allocated to 0.5° × 0.5° longitude–latitude grids. No independent estimates of emissions from forest fires and savannah burning are provided and neither windblown dust nor unpaved roads emissions are included. We estimate that global emissions of PM have not changed significantly between 1990 and 2010, showing a strong decoupling from the global increase in energy consumption and, consequently, CO2 emissions, but there are significantly different regional trends, with a particularly strong increase in East Asia and Africa and a strong decline in Europe, North America, and the Pacific region. This in turn resulted in important changes in the spatial pattern of PM burden, e.g. European, North American, and Pacific contributions to global emissions dropped from nearly 30 % in 1990 to well below 15 % in 2010, while Asia's contribution grew from just over 50 % to nearly two-thirds of the global total in 2010. For all PM species considered, Asian sources represented over 60 % of the global anthropogenic total, and residential combustion was the most important sector, contributing about 60 % for BC and OC, 45 % for PM2. 5, and less than 40 % for PM10, where large combustion sources and industrial processes are equally important. Global anthropogenic emissions of BC were estimated at about 6.6 and 7.2 Tg in 2000 and 2010, respectively, and represent about 15 % of PM2. 5 but for some sources reach nearly 50 %, i.e. for the transport sector. Our global BC numbers are higher than previously published owing primarily to the inclusion of new sources. This PM estimate fills the gap in emission data and emission source characterization required in air quality and climate modelling studies and health impact assessments at a regional and global level, as it includes both carbonaceous and non-carbonaceous constituents of primary particulate matter emissions. The developed emission dataset has been used in several regional and global atmospheric transport and climate model simulations within the ECLIPSE (Evaluating the Climate and Air Quality Impacts of Short-Lived Pollutants) project and beyond, serves better parameterization of the global integrated assessment models with respect to representation of black carbon and organic carbon emissions, and built a basis for recently published global particulate number estimates.
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Bebkiewicz, Katarzyna, Zdzisław Chłopek, Hubert Sar, Krystian Szczepański, and Magdalena Zimakowska-Laskowska. "Influence of the Thermal State of Vehicle Combustion Engines on the Results of the National Inventory of Pollutant Emissions." Applied Sciences 11, no. 19 (September 29, 2021): 9084. http://dx.doi.org/10.3390/app11199084.
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The article presents the results of studies on the influence of the thermal state of vehicle combustion engines on pollutant emissions. This influence was analyzed based on data from Poland’s inventory of pollutant emissions for the years 1990–2017. The results show that during engine warm-up, carbon monoxide emission constitutes the largest share (up to 50%) in the national annual total emission. Volatile organic compounds are next in the ranking, whereas the share of nitrogen oxides is the lowest (less than 5%). Under the model traffic conditions, close to those in Poland’s cities in winter, simulation tests regarding additional pollutant emissions from passenger cars during engine warm-up were also carried out. As a result of the cold-start emissive behavior of internal combustion engines, emissions of carbon monoxide and volatile organic compounds showed a considerably greater impact on national pollutant emission, as compared to carbon dioxide, nitrogen oxides and particulate matter. This is particularly evident for the results of the inventory of pollutant emissions from road transport.
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Khujamberdiev, Ramozon, and Haengmuk Cho. "Impact of Biodiesel Blending on Emission Characteristics of One-Cylinder Engine Using Waste Swine Oil." Energies 16, no. 14 (July 20, 2023): 5489. http://dx.doi.org/10.3390/en16145489.
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The influence of biodiesel blending on the emission parameters of a one-cylinder engine using waste swine oil was investigated in this research. This research focused on particulate matter, nitrogen oxides, hydrocarbons, carbon monoxide, and carbon dioxide emissions at various engine speeds and biodiesel mixing percentages. According to the results, increasing the amount of biodiesel in diesel blends might result in considerable reductions in particulate matter emissions while potentially raising nitrogen oxide emissions due to biodiesel’s higher oxygen content. Engine speed considerably affects hydrocarbon and carbon monoxide emissions, with biodiesel mixes benefiting more at higher engine speeds. This study also discovered that when the amount of biodiesel in a fuel blend grows, so do carbon dioxide emissions, but brake thermal efficiency drops. These findings indicate that using waste swine oil biodiesel as a fuel source has both advantages and disadvantages in terms of engine emissions, and more study is needed to optimize biodiesel consumption and reduce nitrogen oxide emissions.
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Yu, Geun-Hye, Myoung-Ki Song, Sea-Ho Oh, Seo-Yeong Choe, Min-Wook Kim, and Min-Suk Bae. "Determination of Vehicle Emission Rates for Ammonia and Organic Molecular Markers Using a Chassis Dynamometer." Applied Sciences 13, no. 16 (August 18, 2023): 9366. http://dx.doi.org/10.3390/app13169366.
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Stringent regulations have been implemented to address vehicle exhaust emissions and mitigate air pollution. However, the introduction of exhaust gas reduction devices, such as Three-Way Catalytic converters, has raised concerns about the generation and release of additional pollutants such as NH3. This study utilized a chassis dynamometer to investigate the characteristics of exhaust pollutants, including carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), particulate matter (PM), ammonia (NH3), organic carbon (OC), and elemental carbon (EC). The emissions were examined across various vehicle fuel types, namely liquefied petroleum gas, gasoline, and diesel (EURO4, EURO6), to assess their individual contributions to exhaust emissions. The results revealed significant variations in the emission levels of regulated pollutants (CO, HC, NOx, and PM) during driving, depending on factors such as engine technology, emissions control strategies, fuel type, and test cycle. Notably, NH3 emissions analysis according to driving mode indicated that gasoline vehicles exhibited the highest NH3 emissions, while diesel vehicles emitted negligible amounts. This observation can be attributed to the production of NH3 as a byproduct of catalytic reduction processes implemented by exhaust gas reduction devices targeting CO, HC, and NOx. In addition, EURO4 vehicles demonstrated higher emission levels of OC and EC compared with other fuel types. Furthermore, the presence of diesel particulate filters (DPFs) in diesel vehicles effectively reduced PM emissions. Moreover, this study investigated the emission characteristics of organic molecular markers within the organic carbon fraction, revealing distinct emission profiles for each vehicle and fuel type. These findings contribute to the identification of emission sources by discerning the primary components emitted by specific fuel types.
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BEBKIEWICZ, Katarzyna, Zdzisław CHŁOPEK, Jakub LASOCKI, Krystian SZCZEPAŃSKI, and Magdalena ZIMAKOWSKA-LASKOWSKA. "Inventory of pollutant emission from motor vehicles in Poland using the COPERT 5 software." Combustion Engines 178, no. 3 (July 1, 2019): 150–54. http://dx.doi.org/10.19206/ce-2019-326.
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This article presents results of the inventory of pollutant emission from motor vehicles in Poland. To determine emission from motor vehicles in Poland COPERT 5 software was used for the first time. In addition, a comparison of the national emission from motor vehi-cles in 2016 and in 2015 was included. Pollutants harmful to health were considered primarily: carbon monoxide, organic compounds, nitrogen oxides and particulate matter. Emission of substances contributing to the intensification of the greenhouse effect were also examined: carbon dioxide, ammonia and nitrous oxide. It was found that the relative increase in volume of emission of carbon monoxide and non-methane volatile organic compounds is less than 10%, and nitrogen oxides and particulate matter less than 15%. The relative increase in carbon dioxide emission is approximately 14%, which corresponds to a relative increase in fuel consumption. The relative increase of volume of heavy metal emission is similar. The assessment of the energy emission factor (emission of pollution related to energy equal to used fuel) proves that – amongst pollutants harmful to health – for carbon monoxide and non-methane volatile organic compounds there is a relative reduction by approximately 5% in 2016, and for nitrogen oxides and particulate matter – increase by approximately (3–4)%.
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Matuszewska, Anna, Małgorzata Odziemkowska, and Joanna Czarnocka. "Emisja zanieczyszczeń przy zasilaniu silnika ZS olejem napędowym z domieszką bioetanolu." Studia Ecologiae et Bioethicae 11, no. 2 (June 30, 2013): 139–46. http://dx.doi.org/10.21697/seb.2013.11.2.08.
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Bioethanol is an oxygen compound added to gasoline. Research into the possibility of applying it to diesel oil is conducted. It is assumed that such fuel could help reduce the emission of gaseous and particulate matter in comparison with conventional fuels. This paper presents the results of the authors’ chassis dynamometer test for biofuel containing 15% bioethanol. Emissions of carbon monoxide (CO), nitrogen oxides (NOx), hydrocarbons (THC), and particulate matters (PM) were related to diesel oil emissions.
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Li, Zhiguo, Jie Wang, and Shuai Che. "Synergistic Effect of Carbon Trading Scheme on Carbon Dioxide and Atmospheric Pollutants." Sustainability 13, no. 10 (May 12, 2021): 5403. http://dx.doi.org/10.3390/su13105403.
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To estimate the synergistic emission reduction effect resulting from carbon emissions trading scheme (ETS) pilots launched in 2013, this study estimated the synergistic emission reduction relationship between carbon dioxide (CO2) and atmospheric pollutants, consisting of sulfur dioxide (SO2), nitrogen oxides (NOX), dust pollutants (Dust) and particulate matter 2.5 (PM2.5). Using the extended logarithmic mean Divisia index (LMDI) method and the IPAT equation, the synergistic emission reduction effect was decomposed into direct and indirect categories driven by energy efficiency, economic development and industrial structure. Moreover, the synergistic emission reduction effect of ETS pilots was quantified with the difference-in-differences method (DID) and propensity score matching difference-in-differences method (PSM-DID). The results show that, from 2013 to 2016, CO2 and atmospheric pollutants achieved emission reduction synergistically through ETS, among which the synergistic emission reduction effect between CO2 and SO2 was most significant. Compared with the direct category, the indirect category accounted for smaller proportion of the synergistic emission reduction effect. The combined action of energy efficiency and industrial structure has a potential positive influence on synergistic emission reduction effect of ETS. Consequently, this suggests that the government needs to develop the domestic carbon market further, improve energy efficiency and optimize industrial structure to promote synergistic emission reduction.
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Li, Sen, Danni Liang, and Jianhui Wu. "Study on the Source Profile Characteristics of Carbon Plant." Atmosphere 13, no. 6 (June 15, 2022): 969. http://dx.doi.org/10.3390/atmos13060969.
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In the background of carbon neutrality, carbon emissions are basked in the attention. As a significant source of carbon emissions, the emission characteristics of carbon plant should be known. Particulate matter in flue gas was collected in a carbon plant in Tongliao. The chemical components in PM10 and PM2.5 were analyzed, and source profile of carbon plant was established. The results showed that the mass fractions of EC, Ca, Ca2+, S, Al, Si and Fe were higher in particles than other components. The chemical marker of carbon plant was EC, and the trace carbonaceous components of carbon plant were EC1 and EC2, which were very different from other carbon emission sources. In the absence of other chemical composition information, eight carbonaceous components can be used to identify the sources of particle.
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Pandhare, Amar P., K. C. Zende, A. S. Joglekar, S. C. Bhave, and A. S. Padalkar. "Effect of EGR on the Exhaust Gas Temperature and Exhaust Opacity in Compression Ignition Engines Using Jatropha Oil as Fuel." Applied Mechanics and Materials 110-116 (October 2011): 431–36. http://dx.doi.org/10.4028/www.scientific.net/amm.110-116.431.
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Diesel engines are widely used as power sources for medium and heavy-duty applications because of their lower fuel consumption and lower emissions of carbon monoxide (CO) and unburned hydrocarbons (HC) compared with gasoline engines. Efficient use of natural resources is one of the fundamental requirements for any country to become self-sustainable. Both in organized and unorganized sectors internal combustion engine has become an indispensable prime mover. With the increasing demand on the use of fossil fuels, a stronger threat to clean environment is being posed as the burning of fossil fuels is associated with emissions like CO2, CO, SOx, NOx and particulate matter, which are currently the dominant global source of emissions. In diesel engines, NOx formation is a highly temperature-dependent phenomenon. Therefore, in order to reduce NOx emissions in the exhaust, it is necessary to keep peak combustion temperatures under control. Exhaust gas recirculation is the most important technique for reducing NOx emissions. Re-circulating part of the exhaust gas helps in reducing NOx, but appreciable particulate emissions are observed at high loads, hence there is a trade-off between NOx and smoke emission. To get maximum benefit from this trade-off, a particulate trap may be used to reduce the amount of unburnt particulates in EGR, which in turn reduce the particulate emission also. An experimental investigation was conducted to observe the effect of exhaust gas re-circulation on the exhaust gas temperatures and exhaust opacity. The experimental setup for the proposed experiments was developed on a single-cylinder, direct injection, air-cooled, compression ignition engine. A matrix of experiments was conducted for observing the effect of different quantities of EGR on exhaust gas temperatures and opacity.
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Zhang, Fan, Yingjun Chen, Chongguo Tian, Diming Lou, Jun Li, Gan Zhang, and Volker Matthias. "Emission factors for gaseous and particulate pollutants from offshore diesel engine vessels in China." Atmospheric Chemistry and Physics 16, no. 10 (May 24, 2016): 6319–34. http://dx.doi.org/10.5194/acp-16-6319-2016.
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Abstract. Shipping emissions have significant influence on atmospheric environment as well as human health, especially in coastal areas and the harbour districts. However, the contribution of shipping emissions on the environment in China still need to be clarified especially based on measurement data, with the large number ownership of vessels and the rapid developments of ports, international trade and shipbuilding industry. Pollutants in the gaseous phase (carbon monoxide, sulfur dioxide, nitrogen oxides, total volatile organic compounds) and particle phase (particulate matter, organic carbon, elemental carbon, sulfates, nitrate, ammonia, metals) in the exhaust from three different diesel-engine-powered offshore vessels in China (350, 600 and 1600 kW) were measured in this study. Concentrations, fuel-based and power-based emission factors for various operating modes as well as the impact of engine speed on emissions were determined. Observed concentrations and emission factors for carbon monoxide, nitrogen oxides, total volatile organic compounds, and particulate matter were higher for the low-engine-power vessel (HH) than for the two higher-engine-power vessels (XYH and DFH); for instance, HH had NOx EF (emission factor) of 25.8 g kWh−1 compared to 7.14 and 6.97 g kWh−1 of DFH, and XYH, and PM EF of 2.09 g kWh−1 compared to 0.14 and 0.04 g kWh−1 of DFH, and XYH. Average emission factors for all pollutants except sulfur dioxide in the low-engine-power engineering vessel (HH) were significantly higher than that of the previous studies (such as 30.2 g kg−1 fuel of CO EF compared to 2.17 to 19.5 g kg−1 fuel in previous studies, 115 g kg−1 fuel of NOx EF compared to 22.3 to 87 g kg−1 fuel in previous studies and 9.40 g kg−1 fuel of PM EF compared to 1.2 to 7.6 g kg−1 fuel in previous studies), while for the two higher-engine-power vessels (DFH and XYH), most of the average emission factors for pollutants were comparable to the results of the previous studies, engine type was one of the most important influence factors for the differences. Emission factors for all three vessels were significantly different during different operating modes. Organic carbon and elemental carbon were the main components of particulate matter, while water-soluble ions and elements were present in trace amounts. The test inland ships and some test offshore vessels in China always had higher EFs for CO, NOx, and PM than previous studies. Besides, due to the significant influence of engine type on shipping emissions and that no accurate local EFs could be used in inventory calculation, much more measurement data for different vessels in China are still in urgent need. Best-fit engine speeds during actual operation should be based on both emission factors and economic costs.
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Keita, Sekou, Cathy Liousse, Véronique Yoboué, Pamela Dominutti, Benjamin Guinot, Eric-Michel Assamoi, Agnès Borbon, et al. "Particle and VOC emission factor measurements for anthropogenic sources in West Africa." Atmospheric Chemistry and Physics 18, no. 10 (June 1, 2018): 7691–708. http://dx.doi.org/10.5194/acp-18-7691-2018.
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Abstract. A number of campaigns have been carried out to establish the emission factors of pollutants from fuel combustion in West Africa, as part of work package 2 (“Air Pollution and Health”) of the DACCIWA (Dynamics-Aerosol-Chemistry-Cloud Interactions in West Africa) FP7 program. Emission sources considered here include wood (hevea and iroko) and charcoal burning, charcoal making, open trash burning, and vehicle emissions, including trucks, cars, buses and two-wheeled vehicles. Emission factors of total particulate matter (TPM), elemental carbon (EC), primary organic carbon (OC) and volatile organic compounds (VOCs) have been established. In addition, emission factor measurements were performed in combustion chambers in order to reproduce field burning conditions for a tropical hardwood (hevea), and obtain particulate emission factors by size (PM0.25, PM1, PM2.5 and PM10). Particle samples were collected on quartz fiber filters and analyzed using gravimetric method for TPM and thermal methods for EC and OC. The emission factors of 58 VOC species were determined using offline sampling on a sorbent tube. Emission factor results for two species of tropical hardwood burning of EC, OC and TPM are 0.98 ± 0.46 g kg−1 of fuel burned (g kg−1), 11.05 ± 4.55 and 41.12 ± 24.62 g kg−1, respectively. For traffic sources, the highest emission factors among particulate species are found for the two-wheeled vehicles with two-stroke engines (2.74 g kg−1 fuel for EC, 65.11 g kg−1 fuel for OC and 496 g kg−1 fuel for TPM). The largest VOC emissions are observed for two-stroke two-wheeled vehicles, which are up to 3 times higher than emissions from light-duty and heavy-duty vehicles. Isoprene and monoterpenes, which are usually associated with biogenic emissions, are present in almost all anthropogenic sources investigated during this work and could be as significant as aromatic emissions in wood burning (1 g kg−1 fuel). EC is primarily emitted in the ultrafine fraction, with 77 % of the total mass being emitted as particles smaller than 0.25 µm. The particles and VOC emission factors obtained in this study are generally higher than those in the literature whose values are discussed in this paper. This study underlines the important role of in situ measurements in deriving realistic and representative emission factors.
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Kamis, Arnold, Rui Cao, Yifan He, Yuan Tian, and Chuyue Wu. "Predicting Lung Cancer in the United States: A Multiple Model Examination of Public Health Factors." International Journal of Environmental Research and Public Health 18, no. 11 (June 6, 2021): 6127. http://dx.doi.org/10.3390/ijerph18116127.
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In this research, we take a multivariate, multi-method approach to predicting the incidence of lung cancer in the United States. We obtain public health and ambient emission data from multiple sources in 2000–2013 to model lung cancer in the period 2013–2017. We compare several models using four sources of predictor variables: adult smoking, state, environmental quality index, and ambient emissions. The environmental quality index variables pertain to macro-level domains: air, land, water, socio-demographic, and built environment. The ambient emissions consist of Cyanide compounds, Carbon Monoxide, Carbon Disulfide, Diesel Exhaust, Nitrogen Dioxide, Tropospheric Ozone, Coarse Particulate Matter, Fine Particulate Matter, and Sulfur Dioxide. We compare various models and find that the best regression model has variance explained of 62 percent whereas the best machine learning model has 64 percent variance explained with 10% less error. The most hazardous ambient emissions are Coarse Particulate Matter, Fine Particulate Matter, Sulfur Dioxide, Carbon Monoxide, and Tropospheric Ozone. These ambient emissions could be curtailed to improve air quality, thus reducing the incidence of lung cancer. We interpret and discuss the implications of the model results, including the tradeoff between transparency and accuracy. We also review limitations of and directions for the current models in order to extend and refine them.
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Liu, Yingying, Xueyan Zhao, Jing Wang, Shengnan Zhu, Bin Han, Di Zhao, Xinhua Wang, and Chunmei Geng. "A Comprehensive 2018-Based Vehicle Emission Inventory and Its Spatial–Temporal Characteristics in the Central Liaoning Urban Agglomeration, China." International Journal of Environmental Research and Public Health 19, no. 4 (February 11, 2022): 2033. http://dx.doi.org/10.3390/ijerph19042033.
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Rapid economic expansion and urbanisation have seriously affected the atmospheric environmental quality of the Central Liaoning Urban Agglomeration (CLUA). This study aimed to establish a detailed vehicle emission inventory of the CLUA with a 3 km × 3 km gridded spatiotemporal distribution. A top-down methodology using vehicle kilometres travelled annually, emission factors, and activity data of each city was established. Carbon monoxide (CO), nitrogen oxides (NOx), sulfur dioxide (SO2), ammonia (NH3), volatile organic compounds (VOCs), particulate matter with an aerodynamic diameter less than 2.5 μm (PM2.5), particulate matter with an aerodynamic diameter less than 10 μm (PM10), Black Carbon (BC), and organic carbon (OC) emissions were 291.0, 221.8, 3.6, 2.2, 42.8, 9.3, 10.3, 5.2, and 1.6 Gg in 2018, respectively. The contribution of diesel heavy-duty trucks to NOx, SO2, PM2.5, PM10, BC, and OC emissions was greater than 54.5%, the largest contribution of all vehicles. Gasoline small passenger vehicles were the primary contributor to CO, VOC, and NH3 emissions, contributing 37.3%, 39.5%, and 75.3% of total emissions, respectively. For emission standards, Pre-China 1 vehicles were the largest contributor to CO and VOC emissions and China 3 vehicles contributed the largest amount of NOx, SO2, PM2.5, PM10, BC, and OC emissions. The spatial distribution of pollutants showed “obvious lines” and grids with high emissions were concentrated in expressways, national highways, and provincial highways. The temporal variation showed morning–evening peaks during diurnal variations, which was consistent with resident behaviour. This work can help us understand vehicular emission characteristics of the CLUA and provide basic data for air quality modelling. Future research should investigate traffic flow by vehicle types and emission factors at a local level, which will be helpful for transport management planning.
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Sidebang, Purnama, Alda Safitri, Rahdatia Magvira S. Tarafannur, Ainurrahma Said, Nabila K. Mafud, and Gazali M. Lahe. "Sistem Filtering Berbahan Daun Mangga Untuk Emisi Partikulat Matter2,5." Jurnal Kesmas Jambi 6, no. 1 (March 30, 2022): 23–31. http://dx.doi.org/10.22437/jkmj.v6i1.17373.
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Abstract
The annual growth of the vehicle industry sector has the potential to spur economic growth, but it can also harm the environment. The negative impact that can endanger human health is air pollution. Particulate Matter 2.5μm (PM2.5) is a very small air pollutant in size that can cause various diseases such as disorders of the respiratory tract if exposed to PM2.5 while exceeding the quality standard and continuously (55μg/m3 for daily quality standard and 15μg/m3 annual quality standard). This study aimed to see the effectiveness of the filtering system tool made from mango leaves and activated carbon to reduce PM2.5 emissions. This study was an pra-experimental research design with the one-group pre-post test design method. The population in this study is PM2.5 particulate emissions deriving from two motor vehicle emissions, emission source 1 (old two-wheeled motor vehicles) and emission source 2 (new two-wheeled motor vehicles). PM2.5 data were collected using the EVM-7 tool. The results showed a decrease in the concentration of PM2.5 before and after the mango leaf filter was installed on both emission sources. The average concentration of particulate matter decreases with the influence of different temperatures and humidity. It is recommended to continue this research to develop a filtering tool that can be used by the wider community to reduce air pollution, especially PM2.5.
Keywords: PM2.5, Mango Leaf Filtering, Activated Carbon
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Wójcik, Marta. "Recycling technologies of used Diesel Particulate Filter (DPF) from buses." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 18, no. 10 (October 31, 2017): 29–33. http://dx.doi.org/10.24136/atest.2017.038.
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Stringent environmental requirements caused the use of special technical solutions from motor manufactures. These innovations aim to the reduction of gases emission. From 2000, vehicles with diesel engines, including buses, are equipped with the Diesel Particulate Filter (DPF). The basic principle of the DPF filter relays on the oxidation of carbon and hydrocarbons to harmless compounds: water, air and carbon dioxide. Due to the content of platinum and other precious metals, the price of diesel particulate filters is even several tens of thousands PLN. From the economical point of view, metals recovery from end of live buses is essential. Additionally, recycling of used diesel particulates filters is very important for materials management. This article presents the recycling methods of DPF filters from end of live vehicles, including buses. The recovery of platinum and other metals from aforementioned filters is an important step toward the reduction of the amount of waste. Additionally, the recycling of diesel particulate filters influences the protection of metals resources in the world.
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Li, Xiang, Timothy R. Dallmann, Andrew A. May, and Albert A. Presto. "Seasonal and Long-Term Trend of on-Road Gasoline and Diesel Vehicle Emission Factors Measured in Traffic Tunnels." Applied Sciences 10, no. 7 (April 3, 2020): 2458. http://dx.doi.org/10.3390/app10072458.
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Emissions of gaseous and particulate pollutants from on-road gasoline and diesel vehicles were measured in a traffic tunnel under real-world driving conditions. Emission factors were attributed to gasoline and diesel vehicles using linear regression against the fraction of fuel consumed by diesel vehicles (% fuelD). We measured 67% higher NOx emissions from gasoline vehicles in winter than in spring (2 versus 1.2 g NO2 kg fuel−1). Emissions of CO, NOx, and particulate matter from diesel vehicles all showed impacts of recent policy changes to reduce emissions from this source. Comparison of our measurements to those of a previous study ~10 years prior in a nearby traffic tunnel on the same highway showed that emission factors for both gasoline and diesel vehicles have fallen by 50–70%. To further confirm this long-term trend, we summarized emission factors measured in previous tunnel studies in the U.S. since the 1990s. More restrictive emission standards are effective at reducing emissions from both diesel and gasoline vehicles, and decreases in observed emissions can be mapped to specific vehicle control policies. The trend of diesel-to-gasoline emission factor ratios revealed changes in the relative importance of vehicle types, though fuel-specific emission factors of NOx and elemental carbon (EC) are still substantially larger (~5–10 times) for diesel vehicles than gasoline vehicles.
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Chen, L. W. A., P. Verburg, A. Shackelford, D. Zhu, R. Susfalk, J. C. Chow, and J. G. Watson. "Moisture effects on carbon and nitrogen emission from burning of wildland biomass." Atmospheric Chemistry and Physics 10, no. 14 (July 20, 2010): 6617–25. http://dx.doi.org/10.5194/acp-10-6617-2010.
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Abstract. Carbon (C) and nitrogen (N) released from biomass burning have multiple effects on the Earth's biogeochemical cycle, climate change, and ecosystem. These effects depend on the relative abundances of C and N species emitted, which vary with fuel type and combustion conditions. This study systematically investigates the emission characteristics of biomass burning under different fuel moisture contents, through controlled burning experiments with biomass and soil samples collected from a typical alpine forest in North America. Fuel moisture in general lowers combustion efficiency, shortens flaming phase, and introduces prolonged smoldering before ignition. It increases emission factors of incompletely oxidized C and N species, such as carbon monoxide (CO) and ammonia (NH3). Substantial particulate carbon and nitrogen (up to 4 times C in CO and 75% of N in NH3) were also generated from high-moisture fuels, maily associated with the pre-flame smoldering. This smoldering process emits particles that are larger and contain lower elemental carbon fractions than soot agglomerates commonly observed in flaming smoke. Hydrogen (H)/C ratio and optical properties of particulate matter from the high-moisture fuels show their resemblance to plant cellulous and brown carbon, respectively. These findings have implications for modeling biomass burning emissions and impacts.
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Hedegaard, G. B., J. H. Christensen, and J. Brandt. "The relative importance of impacts from climate change vs. emissions change on air pollution levels in the 21st century." Atmospheric Chemistry and Physics Discussions 12, no. 9 (September 19, 2012): 24501–30. http://dx.doi.org/10.5194/acpd-12-24501-2012.
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Abstract. So far several studies have analysed the impacts of climate change on future air pollution levels. Significant changes due to impacts of climate change have been made clear. Nevertheless, these changes are not yet included in national, regional or global air pollution reduction strategies. The changes in future air pollution levels are caused by both impacts from climate change and anthropogenic emission changes and the importance of these signals needs to be quantified and compared. In this study we use the Danish Eulerian Hemispheric Model (DEHM) driven on meteorological input data from the coupled Atmosphere-Ocean General Circulation Model ECHAM5/MPI-OM and forced with the newly developed RCP4.5 emissions. The relative importance of the climate signal and the signal from changes in anthropogenic emissions on the future ozone, black carbon (BC), total particulate matter with a diameter below 2.5 μm (total PM2.5 including BC, primary organic carbon (OC), mineral dust and secondary inorganic aerosols (SIA)) and total nitrogen (including NHx + NOy) has been determined. For ozone the impacts of anthropogenic emissions dominates though a climate penalty is found in the Arctic region and the Northwestern Europe where the signal from climate change dampens the effect from the projected emission reductions of anthropogenic ozone precursors. The investigated particles are even more dominated by the impacts from emission changes. For black carbon the emission signal dominates slightly at high latitudes increasing to be up to an order of magnitude larger close to the emission sources in temperate and subtropical areas. Including all particulate matter with a diameter below 2.5 μm (total PM2.5) enhances the dominance from emissions change. In contrast, total nitrogen (NHx + NOy) in parts of the Arctic and at low latitudes is dominated by impacts of climate change.
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Hedegaard, G. B., J. H. Christensen, and J. Brandt. "The relative importance of impacts from climate change vs. emissions change on air pollution levels in the 21st century." Atmospheric Chemistry and Physics 13, no. 7 (April 2, 2013): 3569–85. http://dx.doi.org/10.5194/acp-13-3569-2013.
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Abstract. So far several studies have analysed the impacts of climate change on future air pollution levels. Significant changes due to impacts of climate change have been made clear. Nevertheless, these changes are not yet included in national, regional or global air pollution reduction strategies. The changes in future air pollution levels are caused by both impacts from climate change and anthropogenic emission changes, the importance of which needs to be quantified and compared. In this study we use the Danish Eulerian Hemispheric Model (DEHM) driven by meteorological input data from the coupled Atmosphere-Ocean General Circulation Model ECHAM5/MPI-OM and forced with the newly developed RCP4.5 emissions. The relative importance of the climate signal and the signal from changes in anthropogenic emissions on the future ozone, black carbon (BC), total particulate matter with a diameter below 2.5 μm (total PM2.5 including BC, primary organic carbon (OC), mineral dust and secondary inorganic aerosols (SIA)) and total nitrogen (including NHx + NOy) has been determined. For ozone, the impacts of anthropogenic emissions dominate, though a climate penalty is found in the Arctic region and northwestern Europe, where the signal from climate change dampens the effect from the projected emission reductions of anthropogenic ozone precursors. The investigated particles are even more dominated by the impacts from emission changes. For black carbon the emission signal dominates slightly at high latitudes, with an increase up to an order of magnitude larger, close to the emission sources in temperate and subtropical areas. Including all particulate matter with a diameter below 2.5 μm (total PM2.5) enhances the dominance from emissions change. In contrast, total nitrogen (NHx + NOy) in parts of the Arctic and at low latitudes is dominated by impacts of climate change.
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Chen, Junhui, Yuan Li, Zhongwei Meng, Xiaoqiong Feng, Junjie Wang, Honghui Zhou, Junjie Li, et al. "Study on Emission Characteristics and Emission Reduction Effect for Construction Machinery under Actual Operating Conditions Using a Portable Emission Measurement System (Pems)." International Journal of Environmental Research and Public Health 19, no. 15 (August 3, 2022): 9546. http://dx.doi.org/10.3390/ijerph19159546.
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With the acceleration of urban construction, the pollutant emission of non-road mobile machinery such as construction machinery is becoming more and more prominent. In this paper, a portable emissions measurement system (PEMS) tested the emissions of eight different types of construction machinery under actual operating conditions and was used for idling, walking, and working under the different emission reduction techniques. The results showed that the pollutant emission of construction machinery is affected by the pollutant contribution of working conditions. According to different emission reduction techniques, the diesel oxidation catalyst (DOC) can reduce carbon monoxide (CO) by 41.6–94.8% and hydrocarbon (HC) by 92.7–95.1%, catalytic diesel particulate filter (CDPF) can reduce particulate matter (PM) by 87.1–99.5%, and selective catalytic reduction (SCR) using urea as a reducing agent can reduce nitrogen oxides (NOx) by 60.3% to 80.5%. Copper-based SCR is better than vanadium-based SCR in NOx reduction. In addition, the study found that when the enhanced 3DOC + CDPF emission reduction technique is used on forklifts, DOC has a “low-temperature saturation effect”, which will reduce the emission reduction effect of CO and THC. The use of Burner + DOC + CDPF emission reduction techniques and fuel injection heating process will increase CO’s emission factors by 3.2–3.5 and 4.4–6.7 times compared with the actual operating conditions.
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Skocypec, R. D., D. V. Walters, and R. O. Buckius. "Spectral Emission Measurements From Planar Mixtures of Gas and Particulates." Journal of Heat Transfer 109, no. 1 (February 1, 1987): 151–58. http://dx.doi.org/10.1115/1.3248036.
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An experimental system is developed that forms a hot layer of gas and particulates flowing through a test section with cooled walls. The test section forms a one-dimensional planar layer, allows intrusive probes to characterize the medium in terms of particle loading and temperature, and allows radiometric measurements of the normally directed spectral energy emitted from the medium. Gas flow, gas composition, and particle flow are controlled. An experimental investigation is undertaken yielding spectral normally directed emittance data obtained from a well-characterized layer containing gaseous constituents of carbon dioxide and nitrogen, and solid particles of BNi-2, a boron nickel alloy. Emittance data are presented and exhibit the effects of particulate scattering, including the extension of the 4.3 μm carbon dioxide band wings. Emittance data are compared to analytical predictions.
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Zavala, Miguel, Luisa T. Molina, Pablo Maiz, Israel Monsivais, Judith C. Chow, John G. Watson, Jose Luis Munguia, et al. "Black carbon, organic carbon, and co-pollutant emissions and energy efficiency from artisanal brick production in Mexico." Atmospheric Chemistry and Physics 18, no. 8 (April 27, 2018): 6023–37. http://dx.doi.org/10.5194/acp-18-6023-2018.
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Abstract. In many parts of the developing world and economies in transition, small-scale traditional brick kilns are a notorious source of urban air pollution. Many are both energy inefficient and burn highly polluting fuels that emit significant levels of black carbon (BC), organic carbon (OC) and other atmospheric pollutants into local communities, resulting in severe health and environmental impacts. However, only a very limited number of studies are available on the emission characteristics of brick kilns; thus, there is a need to characterize their gaseous and particulate matter (PM) emission factors to better assess their overall contribution to emissions inventories and to quantify their ecological, human health, and climate impacts. In this study, the fuel-, energy-, and brick-based emissions factors and time-based emission ratios of BC, OC, inorganic PM components, CO, SO2, CH4, NOx, and selected volatile organic compounds (VOCs) from three artisanal brick kilns with different designs in Mexico were quantified using the tracer ratio sampling technique. Simultaneous measurements of PM components, CO, and CO2 were also obtained using a sampling probe technique. Additional measurements included the internal temperature of the brick kilns, mechanical resistance of bricks produced, and characteristics of fuels employed. Average fuel-based BC emission factors ranged from 0.15 to 0.58 g (kg fuel)−1, whereas BC∕OC mass ratios ranged from 0.9 to 5.2, depending on the kiln type. The results show that both techniques capture similar temporal profiles of the brick kiln emissions and produce comparable emission factors. A more integrated inter-comparison of the brick kilns' performances was obtained by simultaneously assessing emissions factors, energy efficiency, fuel consumption, and the quality of the bricks produced.
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Chen, Xiaochun, Jianhui Li, Min Jia, Shaobo Chen, Shangxuan Zhang, Xin Bo, Xue Feng, and Guangxia Dong. "High Spatial Resolution Emission Inventory of Air Pollutants and Carbon in China’s Independent Coking Industry." Atmosphere 14, no. 2 (February 9, 2023): 348. http://dx.doi.org/10.3390/atmos14020348.
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China is the largest producer and exporter of coke globally, which means that it is very important to understand the characteristics of air pollutants and carbon emissions from China’s independent coking industry. This study was the first to establish a bottom-up inventory of the air pollutants and carbon emissions of China’s independent coking industry during 2001–2018 based on continuous emission monitoring system online monitoring data and unit-based corporate information. Based on the developed emission inventory, four scenarios were established to analyze potential emissions reduction of air pollutants and carbon dioxide (CO2) in future. The emissions of particulate matter (PM10 and PM2.5), sulfur dioxide (SO2), black carbon (BC) and organic carbon (OC) decreased by 62.11%, 63.41%, 72.85%, 63.41% and 63.41%, respectively. CO2, carbon monoxide (CO), volatile organic compounds (VOCs) and nitrogen oxides (NOX) emissions increased by 355.51%, 355.51%, 355.51% and 99.74%, respectively. In 2018, PM10, PM2.5, SO2, NOx, BC, OC, CO, VOCs and CO2 emissions were, respectively. 45.20, 16.91, 63.84, 117.71, 5.07, 5.92, 554.91, 1026.58 Gg, and 176.88 Tg. Shanxi province made the greatest contributions to the total emissions of air pollutants and CO2 from this industry by 25.01%. The emission source that contributed most to PM2.5 (SO2 and NOX) emissions was coke pushing (quenching and the coke oven chimney respectively) in 2018. Under the ULE scenario (2018–2035), PM2.5 and SO2 emissions will reduce by more than 30%. Under the PCP scenario, PM2.5 and SO2 emissions will reduce by more than 55%. Under the CBP scenario, CO2 emissions will peak at 197.99 Tg in 2025 and decrease to 70% of the peak in 2035. The results showed the emission characteristics of air pollutants and CO2, future emission with several scenarios and cooperative reduction potential in China’s independent coking industry, which provides scientific support for the development of pollution control strategies.
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Weyant, Cheryl L., Ryan Thompson, Nicholas L. Lam, Basudev Upadhyay, Prabin Shrestha, Shovana Maharjan, Kaushila Rai, Chija Adhikari, Maria C. Fox, and Amod K. Pokhrel. "In-Field Emission Measurements from Biogas and Liquified Petroleum Gas (LPG) Stoves." Atmosphere 10, no. 12 (November 21, 2019): 729. http://dx.doi.org/10.3390/atmos10120729.
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Household air pollution from solid fuel cooking causes millions of deaths each year and contributes to climate change. These emissions can be reduced if households transition to cleaner cooking fuels such as LPG or biogas, yet emission measurements during actual use are limited. Six LPG and 57 biogas cooking event emissions were measured during typical cooking practices in Nepal. Emission factors are reported for elemental carbon (EC), organic carbon (OC), particulate matter (PM 2.5 ), and carbon monoxide (CO) and compared to measurements from wood stoves in the same households. Biogas cooking emission factors were 7.4 ± 10.9 mg MJ − 1 for PM 2.5 and 0.2 ± 0.3 mg MJ − 1 for EC on a fuel energy basis, and were not significantly different from LPG stoves (9.5 ± 6.8 mg MJ − 1 for PM 2.5 and 0.3 ± 0.3 mg MJ − 1 for EC, p > 0.05). Wood stoves emitted 50 times more PM 2.5 than biogas on a fuel energy basis and 230 times more EC. EC emissions were about 3% of total particle emissions from biogas and LPG stoves. Most PM 2.5 emissions from gas stoves were attributed to food frying and stove ignition (90%), not the gas fuel (10%), implying that there is a limit to emission reductions that can be achieved with improved fuels.
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Zou, Qi, Jinhui Zhao, Yingying Sun, Chao He, and Zhouxiang Zhang. "Interprovincial Differences in Air Pollution in the Background of China’s Carbon Neutrality Target." Sustainability 14, no. 10 (May 19, 2022): 6200. http://dx.doi.org/10.3390/su14106200.
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Increasing air pollution, particularly in terms of fine particulate matter (PM2.5) and ozone (O3), caused by large-scale fossil fuel combustion, affects human health and economic activities in China. In this study, we analyzed the spatiotemporal trends of carbon emissions, carbon emission intensity, and concentrations of PM2.5 and O3 in 30 provincial-level administrative regions of China during 2010–2019. Overall, an increasing trend was observed in carbon emissions, with high emissions occurring in Shandong, Hebei, and Jiangsu in particular. The highest growth rates of carbon emissions were 169% and 117% in Xinjiang and Ningxia, respectively. Conversely, the carbon emission intensities and concentrations of PM2.5 and O3 decreased across the study regions at different rates. The western and central regions experienced the greatest decrease in carbon emissions in 2019 compared with that of 2010, followed by those in the northeastern and eastern regions. Spatiotemporal variations suggest that pollution control is essential for improving air quality and offsetting the negative impact of increased energy consumption. Overall, this study shows that pollution control policies lead to short-term improvements in air quality, and hence that the implementation of stringent environmental protection policies is essential.
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Kiely, Laura, Dominick V. Spracklen, Christine Wiedinmyer, Luke Conibear, Carly L. Reddington, Scott Archer-Nicholls, Douglas Lowe, et al. "New estimate of particulate emissions from Indonesian peat fires in 2015." Atmospheric Chemistry and Physics 19, no. 17 (September 3, 2019): 11105–21. http://dx.doi.org/10.5194/acp-19-11105-2019.
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Abstract. Indonesia contains large areas of peatland that have been drained and cleared of natural vegetation, making them susceptible to burning. Peat fires emit considerable amounts of carbon dioxide, particulate matter (PM) and other trace gases, contributing to climate change and causing regional air pollution. However, emissions from peat fires are uncertain, due to uncertainties in emission factors and fuel consumption. We used the Weather Research and Forecasting model with chemistry and measurements of PM concentrations to constrain PM emissions from Indonesian fires during 2015, one of the largest fire seasons in recent decades. We estimate primary PM2.5 (particles with diameters less than 2.5 µm) emissions from fires across Sumatra and Borneo during September–October 2015 were 7.33 Tg, a factor 3.5 greater than those in the Fire Inventory from NCAR (FINNv1.5), which does not include peat burning. We estimate similar dry fuel consumption and CO2 emissions to those in the Global Fire Emissions Database (GFED4s, including small fires) but PM2.5 emissions that are a factor of 1.8 greater, due to updated PM2.5 emission factors for Indonesian peat. Fires were responsible for an additional 3.12 Tg of secondary organic aerosol formation. Through comparing simulated and measured PM concentrations, our work provides independent support of these updated emission factors. We estimate peat burning contributed 71 % of total primary PM2.5 emissions from fires in Indonesia during September–October 2015. We show that using satellite-retrieved soil moisture to modify the assumed depth of peat burn improves the simulation of PM, increasing the correlation between simulated and observed PM from 0.48 to 0.56. Overall, our work suggests that peat fires in Indonesia produce substantially greater PM emissions than estimated in current emission inventories, with implications for the predicted air quality impacts of peat burning.
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Kim, Junbeum, Soonbark Kwon, and Jaeryeong Song. "Carbon Dioxide and Particulate Matter Generation Analysis and Policy Suggestions in Drive-thru Service System." Journal of Korean Society of Environmental Engineers 44, no. 7 (July 31, 2022): 242–48. http://dx.doi.org/10.4491/ksee.2022.44.7.242.
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Objectives:Recently, during two-three years of the COVID-19 pandemic, the drive-thru service system has been one of the most actively used non-face-to-face systems to reduce the risk of infection. The business of coffee shops and fast-food restaurants using drive-thru service systems keeps growing. However, carbon dioxide and particulate matter problems in idle running, including traffic congestion and pedestrian safety issue, were brought up in the drive-thru service systems. In this study, carbon dioxide and particulate matter generation were calculated. Also, we proposed existing problems, improvements, and policy issues.Methods:We calculated the carbon dioxide and particulate matter generation in the idle running of vehicles in drive-thru service using several assumptions, the number of vehicles, the idle running time, and emission factors.Results and Discussion:We provided the carbon dioxide and particulate matter generation in the drive-thru service system. Also, we proposed and explained the existing problems, improvements, and policy issues; employees’ respiratory health problems, installation of particulate matter reduction and monitoring system, “Idle Stop & GO” and eco mode use, Performance of environmental improvement charge, single-use cup & product and collection issue.Conclusion:More accurate calculations and studies are needed using more good data such as the number of vehicles, the idle running time, and emission factors. More active policy applications should be considered with revealed problems and proposed improvements in this study.
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Fang, Liang, Diming Lou, Zhiyuan Hu, and Piqiang Tan. "The Emission Characteristics of a Diesel Engine During Start-Up Process at Different Altitudes." Energies 12, no. 18 (September 17, 2019): 3556. http://dx.doi.org/10.3390/en12183556.
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With increasingly stringent emission regulations, the cold start emissions have become more important than ever. Using a low compression ratio is a feasible way to improve a heavy-duty engine’s efficiency and emissions. However, cold start performance restricts the development of this technology, especially at high altitudes. In response, we conducted a study of the emissions of a heavy-duty low-compression-ratio diesel engine during start-up process at different altitudes. A plateau simulation system controlled the inlet and exhaust pressure to create altitude environments of 0 m, 1000 m, 2000 m, 3000 m, 3750 m and 4500 m. The gas, particulate and volatile organic compound (VOC) emissions were analyzed with speed and cycle during the start-up process. The results indicated that cold start performance and combustion characteristics became worse as altitudes increased. The gas and particulate emissions of carbon monoxide (CO), carbon dioxide (CO2), total hydrocarbon (THC) and nitrous oxide (NOX) almost all increased as the engine speed and altitude increased, and was much higher than in idle conditions. The PN and PM emissions in each particle diameter also increased as the altitude increased, which was the same as the nucleation mode and the accumulation mode particles. VOC emissions were also measured, which increased during the start-up process as altitudes increased.
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Dang, Jin, Chaoliu Li, Jihua Li, Andy Dang, Qianggong Zhang, Pengfei Chen, Shichang Kang, and Derek Dunn-Rankin. "Emissions from Solid Fuel Cook Stoves in the HimalayaRegion." Energies 12, no. 6 (March 21, 2019): 1089. http://dx.doi.org/10.3390/en12061089.
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Solid fuel cooking stoves have been used as primary energy sources for residential cooking and heating activities throughout human history. It has been estimated that domestic combustion of solid fuels makes a considerable contribution to global greenhouse gas (GHG) and pollutant emissions. The majority of data collected from simulated tests in laboratories does not accurately reflect the performance of stoves in actual use. This study characterizes in-field emissions of fine particulate matter (PM2.5), carbon dioxide (CO2), carbon monoxide (CO), methane (CH4), and total non-methane hydrocarbons (TNMHC) from residential cooking events with various fuel and stove types from villages in two provinces in China (Tibet and Yunnan) in the Himalayan area. Emissions of PM2.5 and gas-phase pollutant concentrations were measured directly and corresponding emission factors calculated using the carbon balance approach. Real-time monitoring of indoor PM2.5, CO2, and CO concentrations was conducted simultaneously. Major factors responsible for emission variance among and between cooking stoves are discussed.
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Zhai, Shixian, Daniel J. Jacob, Drew C. Pendergrass, Nadia K. Colombi, Viral Shah, Laura Hyesung Yang, Qiang Zhang, et al. "Coarse particulate matter air quality in East Asia: implications for fine particulate nitrate." Atmospheric Chemistry and Physics 23, no. 7 (April 12, 2023): 4271–81. http://dx.doi.org/10.5194/acp-23-4271-2023.
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Abstract. Air quality network data in China and South Korea show very high year-round mass concentrations of coarse particulate matter (PM), as inferred by the difference between PM10 and PM2.5. Coarse PM concentrations in 2015 averaged 52 µg m−3 in the North China Plain (NCP) and 23 µg m−3 in the Seoul Metropolitan Area (SMA), contributing nearly half of PM10. Strong daily correlations between coarse PM and carbon monoxide imply a dominant source from anthropogenic fugitive dust. Coarse PM concentrations in the NCP and the SMA decreased by 21 % from 2015 to 2019 and further dropped abruptly in 2020 due to COVID-19 reductions in construction and vehicle traffic. Anthropogenic coarse PM is generally not included in air quality models but scavenges nitric acid to suppress the formation of fine particulate nitrate, a major contributor to PM2.5 pollution. GEOS-Chem model simulation of surface and aircraft observations from the Korea–United States Air Quality (KORUS-AQ) campaign over the SMA in May–June 2016 shows that consideration of anthropogenic coarse PM largely resolves the previous model overestimate of fine particulate nitrate. The effect is smaller in the NCP which has a larger excess of ammonia. Model sensitivity simulations for 2015–2019 show that decreasing anthropogenic coarse PM directly increases PM2.5 nitrate in summer, offsetting 80 % the effect of nitrogen oxide and ammonia emission controls, while in winter the presence of coarse PM increases the sensitivity of PM2.5 nitrate to ammonia and sulfur dioxide emissions. Decreasing coarse PM helps to explain the lack of decrease in wintertime PM2.5 nitrate observed in the NCP and the SMA over the 2015–2021 period despite decreases in nitrogen oxide and ammonia emissions. Continuing decrease of fugitive dust pollution means that more stringent nitrogen oxide and ammonia emission controls will be required to successfully decrease PM2.5 nitrate.
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Fingas, Mervin F., Patrick Lambert, Ken Li, Zhendi Wang, Francine Ackerman, Robert Nelson, Mike Goldthorp, et al. "Studies of Emissions from Oil Fires." International Oil Spill Conference Proceedings 1999, no. 1 (March 1, 1999): 541–47. http://dx.doi.org/10.7901/2169-3358-1999-1-541.
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ABSTRACT Over 35 meso-scale burns were conducted to study various aspects of diesel and crude oil burning in situ. Extensive sampling and monitoring of these burns were conducted at downwind stations, upwind stations, and in the smoke plume. Particulate samples were taken in air and analyzed for polycyclic aromatic hydrocarbons (PAHs). PAHs were found to be lower in the soot than in the starting oil, although higher concentrations of the larger molecular PAHs were found in the soot and residue, especially for diesel burns. Particulates in the air were measured by several means, and were found to be greater than recommended exposure levels up to 500 meters downwind at ground level, depending on the size and type of fire. Diesel fires emit much more particulate matter and have longer exposure zones. Combustion gases, including carbon dioxide and carbon monoxide, were below exposure level maximums. Volatile organic compound (VOCs) emissions were measured, but the levels were less than from an evaporating crude oil spill. Over 140 compounds were identified and quantified. Carbonyls, including aldehydes and ketones, were found to be below human health concern levels. Emission data from over 30 experimental burns were used to develop prediction equations for over 150 specific compounds or emission categories. These were used to calculate safe distances and levels of concern for a standard burn size of 500 square meters, an amount that would typically be contained in a boom. The safe distance for a crude oil burn of this size is about 500 m and for a diesel burn, much farther.
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Ladommatos, N., S. Abdelhalim, and H. Zhao. "The effects of exhaust gas recirculation on diesel combustion and emissions." International Journal of Engine Research 1, no. 1 (February 1, 2000): 107–26. http://dx.doi.org/10.1243/1468087001545290.
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An investigation was conducted with the aim of identifying and quantifying the effects of exhaust gas recirculation (EGR) on diesel engine combustion and exhaust emissions. Five effects of EGR were identified and investigated experimentally: the reduction in oxygen supply to the engine, participation in the combustion process of carbon dioxide and water vapour present in the EGR, increase in the specific heat capacity of the engine inlet charge, increased inlet charge temperature and reduction in the inlet charge mass flowrate arising from the use of hot EGR. The experimental methodology developed allowed each one of these effects to be investigated and quantified separately. The investigation was carried out on a high-speed, direct injection diesel engine, running at an intermediate speed and load. A limited number of tests were also conducted in an optically accessible diesel engine, which established the effects of EGR on local flame temperature. Finally, tests were conducted with simulated EGR being used additionally to the engine air supply. This contrasts with the conventional use of EGR, whereby EGR replaces some of the air supplied to the engine. It was found that the first effect of EGR (reduction in the oxygen flowrate to the engine) was substantial and resulted in very large reductions in exhaust NOx at the expense of higher particulate emissions. The second and third effects (participation of carbon dioxide and water vapour in the combustion process and increase in the charge specific heat capacity) were almost insignificant. The fourth effect (higher inlet charge temperature) increased both exhaust NOx and particulate emissions. The fifth effect (reduction in the inlet charge due to thermal throttling) reduced NOx but raised particulate emission. Finally, when EGR was used additionally to the inlet air charge (rather than displacing air), substantial reductions in NOx were recorded with little increase in particulate emission.
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Andrych-Zalewska, Monika. "Analysis of exhaust emission processes during the Real Driving Emissions test." Archives of Transport 66, no. 2 (June 30, 2023): 123–48. http://dx.doi.org/10.5604/01.3001.0053.6085.
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The article deals with the study of exhaust emissions from a combustion engine in the Real Driving Emission (RDE) test. These tests are a simulation of real conditions of use of motor vehicles. Nowadays, RDE tests are mandatory for Light Duty Vehicle (LDV) and Heavy Duty Vehicle (HDV) vehicles and in the future, restrictive standard. Euro 7, which combines stricter limits with a comprehensive RDE test cycle, is becoming a challenge for current vehicle engineering. The paper presents the results of pollutant emission tests from a passenger car (PC). In the tests of LDV in the RDE test, the results of which are analyzed in the article, the Portable Emissions Measurement System (PEMS) mobile exhaust emission testing system was used. The processes describing the operating states of the vehicle and the combustion engine, as well as the processes of exhaust emission intensity and the intensity of the number of particulate (PN), were examined. The correlation between the considered processes was investigated. The emission of carbon monoxide, hydrocarbons, nitrogen oxides, particulate and carbon dioxide as well as the road PN were examined. The zero-dimensional statistical characteristics of the examined processes were also determined. The probability density and power spectral density of the processes were established. A great diversity was found in the properties of the process distributions, as well as in the dynamic properties of the processes. In the summary of the analysis of the results of the car speed process, the operating states of the combustion engine and the processes of exhaust emission intensity and the process of the intensity of PN in the RDE test, conclusions were formulated regarding, among others, course of the intensity of these compounds, correlation of the processes of pollution emission intensity and the intensity of the PN with the process of car speed, distribution of processes.
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Fritz, S. G. "Exhaust Emissions From Two Intercity Passenger Locomotives." Journal of Engineering for Gas Turbines and Power 116, no. 4 (October 1, 1994): 774–83. http://dx.doi.org/10.1115/1.2906885.
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To enhance the effectiveness of intercity passenger rail service in mitigating exhaust emissions in California, the California Department to Transportation (Caltrans) included limits on exhaust emissions in its intercity locomotive procurement specifications. Because there were no available exhaust emission test data on which emission reduction goals could be based, Caltrans funded a test program to acquire gaseous and particulate exhaust emissions data, along with smoke opacity data, from two state-of-the-art intercity passenger locomotives. The two passenger locomotives (an EMD F59PH and a GE DASH8-32BWH) were tested at the Association of American Railroads Chicago Technical Center. The EMD locomotive was eqiupped with a separate Detroit Diesel, Corporation (DDC) 8V-149 diesel engine used to provide 480 V AC power for the trailing passenger cars. This DDC engine was also emission tested. These data were used to quantify baseline exhaust emission levels as a challenge to locomotive manufacturers to offer new locomotives with reduced emissions. Data from the two locomotive engines were recorded at standard fuel injection timing and with the fuel injection timing retarded 4 deg in an effort to reduce NOx emissions. Results of this emissions testing were incorporated into the Caltrans locomotive procurement process by including emission performance requirements in the Caltrans intercity passenger locomotive specification, and therefore in the procurement decision. This paper contains steady-state exhaust emission test results for hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and particulate matter (PM) from the two locomotives. Computed sulfur dixoide (SO2) emissions are also given, and are based on diesel fuel consumption and sulfur content. Exhaust smoke opacity is also reported.
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Wang, Xinning, Yin Shen, Yanfen Lin, Jun Pan, Yan Zhang, Peter K. K. Louie, Mei Li, and Qingyan Fu. "Atmospheric pollution from ships and its impact on local air quality at a port site in Shanghai." Atmospheric Chemistry and Physics 19, no. 9 (May 14, 2019): 6315–30. http://dx.doi.org/10.5194/acp-19-6315-2019.
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Abstract. Growing shipping activities in port areas have generated negative impacts on climate, air quality and human health. To better evaluate the environmental impact of ship emissions, an experimental characterization of air pollution from ships was conducted in Shanghai Port in the summer of 2016. The ambient concentrations of gaseous NO, NO2, SO2 and O3 in addition to fine particulate matter concentrations (PM2.5), particle size distributions and the chemical composition of individual particles from ship emission were continuously monitored for 3 months. Ship emission plumes were visible at the port site in terms of clear peaks in the gaseous species and particulate matter concentrations. The SO2 and vanadium particle numbers were found to correlate best with ship emissions in Shanghai Port. Single-particle data showed that ship emission particles at the port site mainly concentrated in a smaller size range (<0.4 µm), where their number contributions were more important than their mass contributions to ambient particulate matter. The composition of ship emission particles at the port site suggested that they were mostly freshly emitted particles: their mass spectra were dominated by peaks of sulfate, elemental carbon (EC), and trace metals such as V, Ni, Fe and Ca, in addition to displaying very low nitrate signals. The gaseous NOx composition in some cases of plumes showed evidence of atmospheric transformation by ambient O3, which subsequently resulted in O3 depletion in the area. Quantitative estimations in this study showed that ship emissions contributed 36.4 % to SO2, 0.7 % to NO, 5.1 % to NO2, −0.9 % to O3, 5.9 % to PM2.5 and 49.5 % to vanadium particles in the port region if land-based emissions were included, and 57.2 % to SO2, 71.9 % to NO, 30.4 % to NO2, −16.6 % to O3, 27.6 % to PM2.5 and 77.0 % to vanadium particles if land-based emissions were excluded.
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Konare, A., C. Liousse, B. Guillaume, F. Solmon, P. Assamoi, R. Rosset, J. M. Gregoire, and F. Giorgi. "Combustion particulate emissions in Africa: regional climate modeling and validation." Atmospheric Chemistry and Physics Discussions 8, no. 2 (April 7, 2008): 6653–81. http://dx.doi.org/10.5194/acpd-8-6653-2008.
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Abstract. Africa, as a major aerosol source in the world, plays a key role in regional and global geochemical cycles and climate change. Combustion carbonaceous particles, central in this context through their radiative and hygroscopic properties, require ad hoc emission inventories. These inventories must incorporate fossil fuels FF (industries, traffic,...), biofuels BF (charcoal, wood burning,... quite common in Africa for domestic use), and biomass burning BB regularly occurring over vast areas all over the African continent. This latter, subject to rapid massive demographic, migratory, industrial and socio-economic changes, requires continuous emission inventories updating, so as to keep pace with this evolution. Two such different inventories, L96 and L06 with main focus on BB emissions, have been implemented for comparison within the regional climate model RegCM3 endowed with a specialized carbonaceous aerosol module. Resulting modeled black carbon BC and organic carbon OC fields have been compared to past and present composite data set available in Africa. This data set includes measurements from intensive field campaigns (EXPRESSO 1996, SAFARI 2000), from the IDAF/DEBITS surface network and from MODIS, focused on selected west, central and southern African sub-domains. This composite approach has been adopted to take advantage of possible combinations between satellite high-resolution coverage of Africa, regional modeling, use of an established surface network, together with the patchy detailed knowledge issued from past short intensive regional field experiments. Stemming from these particular comparisons, one prominent conclusion is the need for continuous detailed time and spatial updating of combustion emission inventories apt to reflect the rapid transformations of the African continent.
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Strand, Tara, Brian Gullett, Shawn Urbanski, Susan O'Neill, Brian Potter, Johanna Aurell, Amara Holder, Narasimhan Larkin, Mark Moore, and Miriam Rorig. "Grassland and forest understorey biomass emissions from prescribed fires in the south-eastern United States – RxCADRE 2012." International Journal of Wildland Fire 25, no. 1 (2016): 102. http://dx.doi.org/10.1071/wf14166.
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Smoke measurements were made during grass and forest understorey prescribed fires as part of a comprehensive programme to understand fire and smoke behaviour. Instruments deployed on the ground, airplane and tethered aerostat platforms characterised the smoke plumes through measurements of carbon dioxide (CO2), carbon monoxide (CO), methane (CH4) and particulate matter (PM), and measurements of optical properties. Distinctions were observed in aerial and ground-based measurements, with aerial measurements exhibiting smaller particle size distributions and PM emission factors, likely due to particle settling. Black carbon emission factors were similar for both burns and were highest during the initial flaming phase. On average, the particles from the forest fire were less light absorbing than those from the grass fires due to the longer duration of smouldering combustion in the forest biomass. CO and CH4 emission factors were over twice as high for the forest burn than for the grass burn, corresponding with a lower modified combustion efficiency and greater smouldering combustion. This dataset reveals the evolution of smoke emissions from two different commonly burned fuel types and demonstrates the complexity of emission factors.
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Nepal, Sangeet, Parth Mahapatra, Sagar Adhikari, Sujan Shrestha, Prakash Sharma, Kundan Shrestha, Bidya Pradhan, and Siva Puppala. "A Comparative Study of Stack Emissions from Straight-Line and Zigzag Brick Kilns in Nepal." Atmosphere 10, no. 3 (March 1, 2019): 107. http://dx.doi.org/10.3390/atmos10030107.
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Nepal has approximately 1000 operational brick kilns, which contribute significantly to ambient air pollution. They also account for 1.81% of the total bricks produced in the South Asian region. Little is known about their emissions, which are consequently not represented in regional/global emission inventories. This study compared emissions from seven brick kilns. Four were Fixed Chimney Bull’s Trench Kilns (FCBTKs) and three were Induced-Draught Zigzag Kilns (IDZKs). The concentrations of carbon dioxide (CO2), sulfur dioxide (SO2), black carbon (BC), and particulate matter (PM) with a diameter less than 2.5 µm (PM2.5) were measured. The respective emission factors (EFs) were estimated using the carbon mass balance method. The average fuel-based EF for CO2, SO2, PM2.5, and BC were estimated as 1633 ± 134, 22 ± 22, 3.8 ± 2.6 and 0.6 ± 0.2 g per kg, respectively, for all FCBTKs. Those for IDZKs were 1981 ± 232, 24 ± 22, 3.1 ± 1, and 0.4 ± 0.2 g per kg, respectively. Overall, the study found that converting the technology from straight-line kilns to zigzag kilns can reduce PM2.5 emissions by ~20% and BC emissions by ~30%, based on emission factor estimates of per kilogram of fuel. While considering per kilogram of fired brick, emission reductions were approximately 40% for PM2.5 and 55% for BC, but this definitely depends on proper stacking and firing procedures.
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Chen, L. W. A., P. Verburg, A. Shackelford, D. Zhu, R. Susfalk, J. C. Chow, and J. G. Watson. "Moisture effects on carbon and nitrogen emission from burning of wildland biomass." Atmospheric Chemistry and Physics Discussions 10, no. 3 (March 26, 2010): 7985–8007. http://dx.doi.org/10.5194/acpd-10-7985-2010.
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Abstract. Carbon (C) and nitrogen (N) released from biomass burning have multiple effects on the Earth's biogeochemical cycle, climate change, and ecosystem. These effects depend on the relative abundances of C and N species emitted, which vary with fuel type and combustion conditions. This study systematically investigates the emission characteristics under different fuel moisture contents, through controlled burning experiments with biomass and soil collected from a typical alpine forest. Fuel moisture in general lowers combustion efficiency, shortens flaming phase, and introduces prolonged smoldering before ignition. It increases emission factors of incompletely oxidized C and N species, such as carbon monoxide (CO) and ammonia (NH3). Substantial particulate carbon and nitrogen (up to 4 times C in CO and 75% of N in NH3) were measured mainly from the pre-flame smoldering of fuels with high moisture contents; this process emits particles larger than soot agglomerates commonly observed in flaming smoke. Hydrogen (H)/C ratio and optical properties of particulate carbon from the high-moisture fuels show their resemblance to plant cellulous and brown carbon, respectively. These findings have implications for modeling biomass burning emission and impacts.
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Amin, Muhammad, Andi Annisa Tenri Ramadhani, Rasdiana Zakaria, Zarah Arwieny Hanami, Rahmi Mulia Putri, Sayed Esmatullah Torabi, Worradorn Phairuang, Mitsuhiko Hata, and Furuuchi Masami. "Carbonaceous component of Total Suspended Particulate (TSP) in Makassar City, Sulawesi Island, Indonesia." IOP Conference Series: Earth and Environmental Science 1199, no. 1 (July 1, 2023): 012021. http://dx.doi.org/10.1088/1755-1315/1199/1/012021.
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Abstract As the initial study related to carbonaceous components in Sulawesi Island, Indonesia, total suspended particulate matter (TSP) was collected in the roadside environments in Makassar city, Indonesia. The mean TSP level in this study was higher than the National Ambient Air Quality Standard (NAAQS) of Indonesia and much higher than World Health Organization (WHO) standards. It ranged from 21.6 to 838.6 μg/m3. The lowest concentration was found during the rainy days in paved site. The highest TSP level in all sites was found in the rush morning and late noon hour. It is related to the movement of the citizens during those periods of time. Regardless of the sites and times of sampling, organic carbon (OC) is the main fraction of total carbon (TC) for around 62.2 – 84.0%. OC and EC had well correlation indicating both carbonaceous components were emitted from the common sources. It might be emitted from the traffic emission as seen from the greater correlation between TSP and soot-EC than between TSP vs. char-EC. Hence, exhaust emissions from traffic and non-exhaust emission during the movement of vehicles should be the two main sources of TSP and its carbon components in the roadside environment of Makassar city, Sulawesi Island, Indonesia.
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Chen, Chen, David C. McCabe, Lesley E. Fleischman, and Daniel S. Cohan. "Black Carbon Emissions and Associated Health Impacts of Gas Flaring in the United States." Atmosphere 13, no. 3 (February 25, 2022): 385. http://dx.doi.org/10.3390/atmos13030385.
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Gas flaring from oil and gas fields is a significant source of black carbon (BC) emissions, a component of particulate matter that damages health and warms the climate. Observations from the Visible Infrared Imaging Radiometer Suite (VIIRS) satellite instrument indicate that approximately 17.2 billion cubic meters (bcm) of gas was flared from upstream oil and gas operations in the United States in 2019. Based on an emissions factor equation that accounts for the higher heating value of the gas, that corresponded to nearly 16,000 tons of BC emitted, though estimates vary widely across published emissions factors. In this study, we used three reduced-form air quality and health effect models to estimate the health impacts from the flaring-emitted BC particulate matter in the United States. The three models—EASIUR, AP3, and InMAP—predict 26, 48, and 53 premature deaths, respectively, in 2019. The mortality range expands from 5 to 360 deaths annually if alternative emission factors are used. This study shows that reduced-form models can be useful to estimate the impacts of numerous dispersed emissions sources such as flares, and that further research is needed to better quantify BC emissions factors from flares.
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Ghimire, Krishna Prasad, and Shreejan Ram Shrestha. "Estimating Vehicular Emission in Kathmandu Valley, Nepal." International Journal of Environment 3, no. 4 (December 15, 2014): 133–46. http://dx.doi.org/10.3126/ije.v3i4.11742.
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The study estimate, the vehicular emission load for CO, CO2 , HCs, NOX, SO2, Dioxin/Furans, Particulate Matters (PM10, PM2.5, Black carbon and Organic Carbon) by using emission factors and Global Warming Potentials (GWPs) of the pollutants (CO2, NOX, BC and OC). For this purpose, data were collected through the video tape record (in 30 sites), questionnaire survey, field visit, and literatures review. The total estimated emission of Kathmandu Valley (KV) was 7231053.12 ton/year. Of the total emission, CO2 emission was highest i.e., 91.01% followed by CO 5.03%, HC 0.96%, NOX 0.60%, PM10 0.18% and SO2 0.10%. Annually 529353.36 μg Toxic Equivalent (TEQ) of Dioxin/Furan produced and directly disperse to the ambient environment. The total estimated PM2.5, BC and OC emission were 9649.40 ton/year, 1640.4 ton/year and 2894.82 ton/year. The total carbon equivalence of the combined emissions (CO2, NOX and BC) for 100-years standard time horizon is 10579763.6 ton CO2-eq i.e., 2885390.07 ton carbon.CO2 alone will be responsible, for about 62% of the impacts for the next century from current emissions of CO2, NOX and BC. Of the total emission Heavy Duty Vehicles (HDV) emits 50%, Light Duty Vehicles (LDV) emits, 27%, 2-Wheelers emits 22% and 3-Wheeler (Tempo) emits 1%. The total emission of all pollutants combined per vehicle together was estimated to be 5.46 ton/year which was estimated as 23.63, 10.35, 1.83 and 5.58 ton/year for HDV, LDV, 2-Wheelers and 3-Wheeler respectively. DOI: http://dx.doi.org/10.3126/ije.v3i4.11742 International Journal of EnvironmentVolume-3, Issue-4, Sep-Nov 2014Page: 133-146
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Qiao, Fengxiang, Lei Yu, and Michal Vojtisek-Lom. "On-Road Vehicle Emission and Activity Data Collection and Evaluation in Houston, Texas." Transportation Research Record: Journal of the Transportation Research Board 1941, no. 1 (January 2005): 60–71. http://dx.doi.org/10.1177/0361198105194100108.
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The newly developed on-road emission measurement device OEM-2100 was used to collect emissions in the Houston, Texas, area. The device can measure second-by-second fuel consumption and emissions of nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, and particulate matter. A total of 459.0 mi of on-road tests and 813.9 min of idling tests were conducted on three passenger cars and two trucks under 170 different test conditions (170 bags placed). Global Positioning System data were recorded simultaneously in line with the emission data. Data were analyzed by a six-step data processing procedure. The bag-based analysis indicated that vehicle emissions varied strongly, not only with vehicle activity data but also with roadway facility types and vehicle specifications. Spatial distributions of tested emissions illustrated how the emissions altered along the driving routes. The tested vehicle emissions were compared with the MOBILE6.2 estimates, and significant differences were found for all vehicles and for most testing conditions. Among the roadway facility types, the largest difference was on arterial roads, where the tested on-road emissions were higher than MOBILE6.2 estimates. As for idling conditions, the tested emissions were much higher than MOBILE6.2 estimates and indicates a need for further investigation of idling emissions. The large amount of emission and vehicle activity data collected initiated a useful database in Houston with promising potential uses. More on-road vehicle emission tests are necessary to obtain more accurate and reliable local vehicle emission individuality and to establish a richer on-road emission database.
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Thornhill, D. A., A. E. Williams, T. B. Onasch, E. Wood, S. C. Herndon, C. E. Kolb, W. B. Knighton, M. Zavala, L. T. Molina, and L. C. Marr. "Application of positive matrix factorization to on-road measurements for source apportionment of diesel- and gasoline-powered vehicle emissions in Mexico City." Atmospheric Chemistry and Physics Discussions 9, no. 6 (December 21, 2009): 27571–609. http://dx.doi.org/10.5194/acpd-9-27571-2009.
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Abstract. The goal of this research is to quantify diesel- and gasoline-powered motor vehicle emissions within the Mexico City Metropolitan Area (MCMA) using on-road measurements captured by a mobile laboratory combined with positive matrix factorization (PMF) receptor modeling. During the MCMA-2006 ground-based component of the MILAGRO field campaign, the Aerodyne Mobile Laboratory (AML) measured many gaseous and particulate pollutants, including carbon dioxide, carbon monoxide (CO), nitrogen oxides (NOx), benzene, toluene, alkylated aromatics, formaldehyde, acetaldehyde, acetone, ammonia, particle number, fine particulate mass (PM2.5), and black carbon (BC). These serve as inputs to the receptor model, which is able to resolve three factors corresponding to gasoline engine exhaust, diesel engine exhaust, and the urban background. Using the source profiles, we calculate fuel-based emission factors for each type of exhaust. The MCMA's gasoline-powered vehicles are considerably dirtier, on average, than those in the US with respect to CO and aldehydes. Its diesel-powered vehicles have similar emission factors of NOx and higher emission factors of aldehydes, particle number, and BC. In the fleet sampled during AML driving, gasoline-powered vehicles are responsible for 97% of mobile source emissions of CO, 22% of NOx, 95–97% of aromatics, 72–85% of carbonyls, 74% of ammonia, negligible amounts of particle number, 26% of PM2.5, and 2% of BC; diesel-powered vehicles account for the balance. Because the mobile lab spent 17% of its time waiting at stoplights, the results may overemphasize idling conditions, possibly resulting in an underestimate of NOx and overestimate of CO emissions. On the other hand, estimates of the inventory that do not correctly account for emissions during idling are likely to produce bias in the opposite direction. Nevertheless, the fuel-based inventory suggests that mobile source emissions of CO and NOx are overstated in the official inventory while emissions of VOCs may be understated. For NOx, the fuel-based inventory is lower for gasoline-powered vehicles but higher for diesel-powered ones compared to the official inventory.