Diesel bus emissions measured in a tunnel study

The emission factors of a bus fleet consisting of approximately 300 diesel-powered buses were measured in a tunnel study under well-controlled conditions during a 2-d monitoring campaign in Brisbane. Particle number and mass concentration levels of submicrometer particles and PM2.5 were monitored by SMPS and DustTrak instruments at the tunnel's entrance and exit, respectively. Correlation between DustTrak and TEOM response to diesel emissions was assessed, and the DustTrak results were recalculated into TEOM equivalent data. The mean value of the number and mass emission factors was (3.11+/-2.41) x 10(14) particles km(-1) for submicrometer particles and 583+/-451 mg km(-1) for PM2.5 (DustTrak), respectively. TEOM PM2.5 equivalent emission factor was 267+/-207 mg km(-1). The results are in good agreement with the emission factors determined from steady-state dynamometer testing of 12 buses from the same Brisbane City bus fleet. The results indicate that when carefully designed, both approaches, the dynamometer and on-road studies, can provide comparable results, applicable for the assessment of the effect of traffic emissions on airborne particle pollution. A brief overview of emission factors determined from other on-road and dynamometer studies reported in the literature as well as with the regulatory values used for the vehicle emission inventory assessment is presented and compared with the results obtained in this study.     

Measurements of particle number and mass concentrations and size distributions in a tunnel environment

Particulate matter emissions were measured in two bores of the Caldecott Tunnel in Northern California during August and September 2004. One bore (Bore 1) is open to both heavy- and light-duty vehicles while heavy-duty vehicles are prohibited from entering the second bore (Bore 2). Particulate matter number and mass size distributions, chemical composition, and gaseous copollutants were recorded for four consecutive days near the entrance and exit of each bore. Size-resolved emission factors were determined for particle number, particle mass, elemental carbon, organic carbon (OC), sulfate, nitrate, and selected elements. The size distributions in both the bores showed a single large mode at roughly 15-20 nm in mobility diameter, with occasional smaller modes around 100 nm. The PM10 mass emission factor for heavy-duty vehicles was 14.5 times higher than that of light-duty vehicles. The particles derived from diesel are more abundant in elemental carbon, 70.9% of PM10 emissions, as compared to the light-duty vehicles. Conversely, a greater percentage of OC was found in light-duty emissions than heavy-duty emissions. In comparison to previous studies at the Caldecott Tunnel, less particle mass but more particle numbers are emitted by vehicles than was the case 7 years ago.     

Redistribution of traffic related air pollution associated with a new road tunnel

The aim of this study was to assess the effect of a new road tunnel on the concentration and distribution of traffic-related air pollution (TRAP), specifically nitrogen dioxide (NO(2)) and particulate matter (PM), and to determine its relationship to change in traffic flow. We used continuously recorded data from four monitoring stations at nonroadside locations within the study area and three regional monitors outside the area. The four monitors in the study area were in background locations where smaller pollutant changes were expected compared with changes near the bypassed main road. We also deployed passive samplers to assess finer spatial variability in NO(2) including application of a land use regression model (LUR). The study was conducted from 2006 to 2008. Analysis of the continuously recorded data showed that the tunnel intervention did not lead to consistent reductions in NO(2) or PM over the wider study area. However, there were significant decreases in NO(2), NO(x), and PM(10) in the eastern section of the study area. Analysis of passive sampler data indicated that the greatest reductions in NO(2) concentrations occurred within 100 m of the bypassed main road. The LUR model also demonstrated that changes in NO(2) were most marked adjacent to the bypassed main road. These findings support the use of methods that highlight fine spatial variability in TRAP and demonstrate the utility of traffic interventions in reducing air pollution exposures for populations living close to main roads.     

Size-resolved emissions of organic tracers from light- and heavy-duty vehicles measured in a California roadway tunnel

Individual organic compounds found in particulate emissions from vehicles have proven useful in source apportionment of ambient particulate matter. Species of interest include the hopanes, originating in lube oil, and selected PAHs generated via combustion. Most efforts to date have focused on emissions and apportionment PM10 or PM2.5 However, examining how these compounds are segregated by particle size in both emissions and ambient samples will help efforts to apportion size-resolved PM, especially ultrafine particles which have been shown to be more potent toxicologically. To this end, high volume size-resolved (coarse, accumulation, and ultrafine) PM samples were collected inside the Caldecott tunnel in Orinda, California to determine the relative emission factors for these compounds in different size ranges. Sampling occurred in two bores, one off-limits to heavy-duty diesel vehicles, which allows determination of the different emissions profiles for diesel and gasoline vehicles. Although tunnel measurements do not measure emissions over a full engine duty cycle, they do provide an average emissions profile over thousands of vehicles that can be considered characteristic of "freeway" emissions. Results include size-fractionated emission rates for hopanes, PAHs, elemental carbon, and other potential organic markers apportioned to diesel and gasoline vehicles. The results are compared to previously conducted PM2.5 emissions testing using dynamometer facilities and othertunnel environments.     

Sorption of a diverse set of organic vapors to diesel soot and road tunnel aerosols

In a traffic-dominated environment sorption of organic pollutants to exhaust aerosols can strongly determine their further fate. The sorption properties of two aerosol samples representing different exhaust sources have been determined for a large set of diverse organic vapors. For pure diesel soot we could identify adsorption to elemental carbon (EC) as the dominant sorption process. We used our experimental equilibrium adsorption coefficients to derive a predictive model for adsorption on soot in line with adsorption models for other surfaces published earlier. On road tunnel aerosols, both adsorption to EC and absorption in organic matter (OM) governed the observed sorption and the data could not be further evaluated in terms of a specific sorption mechanism.     

Measurements of NOx emissions and in-service duty cycle from a towboat operating on the inland river system

This paper describes measurements of NOx emissions from one engine on a commercial towboat operating on the Upper Ohio River system around the Port of Pittsburgh. Continuous measurements were made over a one-week period to characterize emissions during normal operations. The average NOx emission factor is 70 +/- 4.2 kg of NOx per t of fuel, similar to that of larger marine engines. A vessel-specific duty cycle is derived to characterize the towboat's operations; more than 50% of the time the vessel engines are at idle. Although recently promulgated EPA regulations apply only to new marine engines, these data provide insight into inland-river operations, which can be used to evaluate these regulations within the inland river context. This vessel operates as a courier service, scheduling pickups and deliveries of single- or multiple-barge loads per customers' requests; as many as 30% of the 277 towboats in the Pittsburgh region operate in this fashion. The EPA-prescribed ISO E3 duty cycle does not accurately describe inland-river operations of this towboat: its application overestimates actual NOx emissions by 14%. Only 41% of this vessel's operations fall within the Not-To-Exceed Zone defined by the EPA regulations, which limits the effectiveness of this component of the regulations to limit emissions from vessels that operate in a similar fashion.     

Preliminary estimates of nanoparticle number emissions from road vehicles in megacity Delhi and associated health impacts

Rapid urbanisation in developing megacities like Delhi has resulted in an increased number of road vehicles and hence total particle number (ToN) emissions. For the first time, this study presents preliminary estimates of ToN emissions from road vehicles, roadside and ambient ToN concentrations, and exposure related excess deaths in Delhi in current and two future scenarios; business as usual (BAU) and best estimate scenario (BES). Annual ToN emissions are estimated as 1.37 × 10(25) for 2010 which are expected to increase by ～4 times in 2030-BAU, but to decrease by ～18 times in 2030-BES. Such reduction is anticipated due to a larger number of compressed natural gas driven vehicles and assumed retrofitting of diesel particulate filters to all diesel vehicles by 2020. Heavy duty vehicles emit the majority (～65%) of ToN for only ～4% of total vehicle kilometres traveled in 2010. Their contribution remains dominant under both scenarios in 2030, clearly requiring major mitigation efforts. Roadside and ambient ToN concentrations were up to a factor of 30 and 3 higher to those found in respective European environments. Exposure to ambient ToN concentrations resulted in ～508, 1888, and 31 deaths per million people in 2010, 2030-BAU and 2030-BES, respectively.     

Measurements of methane emissions from landfills using a time correlation tracer method based on FTIR absorption spectroscopy

Methane is an important climate gas contributing significantly to global warming. A large part of the anthropogenic emissions of methane comes from landfills. Due to the biogenic origin of these emissions and the inhomogeneous characteristics of landfills and their soil cover, these emissions show large spatial variation. Thus, development of reliable and cost-effective methods for measurements of these emissions is an important task and a challenge to the scientific community. Traditionally, field chamber methods have been used but also different area integrating methods based on downwind plume measurements. These measurements have been supported by meteorological data either directly from local measurements or by controlled release of tracer gas from the landfill providing the dispersion characteristics of the plume. In this paperwe describe a method,the Time Correlation Tracer method, combining controlled tracer gas release from the landfill with time-resolved concentration measurements downwind the landfill using FTIR absorption spectroscopy. The method has been tested and used on measurements at a landfill in southern Sweden over the past 1.5 years. The method has proven to be a usable method for measurements of total methane emission from landfills, and under favorable meteorological conditions we estimate an achievable accuracy of 15-30%. The real time analysis capability of the FTIR makes it possible to judge the success of the measurement already on site and to decide whether more measurements are necessary. The measurement strategy is relatively simple and straightforward, and one person can make a measurement from a medium sized landfill (1-4 ha) within a few days to a week depending on the meteorological situation.     

Occurrence of heterocyclic aromatic amines in the Swiss diet: analytical method, exposure estimation and risk assessment

A total of 86 meat samples, prepared in restaurants or homes, ready to eat (including poultry and fish) and 16 commercial samples such as bouillon (cubes) were analysed for heterocyclic aromatic amines (HAA). The analytical method consisted of an acidic extraction, clean-up on a cation exchange cartridge followed by an analogous HPLC step to recover the following HAA: IQ, MeIQ, MeIQx, 4,8-DiMeIQx, PhIP and 7,8-DiMeIQx. The HAA containing HPLC-fractions were collected, the HAA identified and quantified using two RP-HPLC-systems of different retention properties (UV-detection). The limit of quantitation was in the range of 0.2-0.4ng/g and the relative repeatability 6-15%. The recovery of PhIP was lower than for the other HAA analysed (less than 80%) and a correction factor was applied. No significant differences of the HAA-concentration were found in samples from homes and restaurants. half of the total samples contained HAA at the following frequencies: PhIP and MeIQx 33% (each), 4,8-DiMeIQx 11% and MeIQ 4%; 7,8- DiMeIQx and IQ were not detected. The frequencies in commercial products were for MeIQx 31%, 7,8- DiMeIQx 19%, IQ 13% and PhIP 6%; MeIQ and 4,8-DiMeIQx were not found. Based on these data, the average exposure of Swiss adults to HAA was estimated to be 5ng/kg body mass per day, commercial products contributing less than 10%. The theoretical excess cancer risk due to this intake was estimated on the base of the carcinogenic potency of the HAA in long-term animal experiments by linear extrapolation. The resulting risk in the order of 10^-4 at the maximum is discussed in terms of Swiss epidemiological data.     

Fuel use and emissions comparisons for alternative routes, time of day, road grade, and vehicles based on in-use measurements

The objective here is to quantify the variability in emissions of selected light duty gasoline vehicles by routes, time of day, road grade, and vehicle with a focus on the impact of routes and road grade. Field experiments using a portable emission measurement system were conducted under real-world driving cycles. The study area included two origin/destination pairs, each with three alternative routes. Total emissions varied from trip to trip and from route to route due to variations in average speed and travel time. On an average trip basis, the total NO emissions differed by 24% when comparing alternative routes and by 19% when comparing congested travel time with less congested traffic time. Positive road grades were associated with an approximately 20% increase in localized emissions rates, while negative road grades were associated with a similar relative decrease. The average vehicle-specific power based NO modal emission rates differed by more than 2 orders of magnitude when comparing different vehicles. The results demonstrate that alternative routing can significantly impact trip emissions. Furthermore, road grade should be taken into account for localized emissions estimation. Vehicle-specific models are needed to capture episodic effects of emissions for near-road short-term human exposure assessment.     

Overexpression of synthesized cephalosporin C acylase containing mutations in the substrate transport tunnel

Cephalosporin C (CPC) acylase converts CPC into 7-aminocephalosporanic acid (7-ACA) by single-step enzymatic catalysis. An optimized CPC acylase gene with substituted codons and a reduced GC content was artificially designed, synthesized and overexpressed in recombinant Escherichia coli. The synthetic CPC acylase (sCPCAcy) exhibited 2.3 times more CPC specific deacylation activity with substrate CPC than with substrate glutaryl-7-ACA (GL-7-ACA). Site-directed mutagenesis of the residues around the active center showed that not only the residues that were adjacent to the CPC D-α-aminoadipyl moiety, but also the residues that were in the substrate transport tunnel (Leu666, Ala675, Leu677), played crucial roles in catalysis as the ones locating in active center. Mutant sCPCAcy(Leu666Phe) and sCPCAcy(Leu677Ala) exhibited significantly reduced specific enzymatic activity, while mutant sCPCAcy(Ala675Gly) demonstrated enhanced activity. The specific activity of purified sCPCAcy and sCPCAcy(Ala675Gly) was 10.0 U/mg and 11.3 U/mg, respectively. The optimal CPC acylase productivity of mutant sCPCAcy(Ala675Gly) reached 5349 U/l after 24h in culture, which was a 35% increase over the activity of sCPCAcy.     

Development and application of a mobile laboratory for measuring emissions from diesel engines. 1. Regulated gaseous emissions

Information about in-use emissions from diesel engines remains a critical issue for inventory development and policy design. Toward that end, we have developed and verified the first mobile laboratory that measures on-road or real-world emissions from engines at the quality level specified in the U.S. Congress Code of Federal Regulations. This unique mobile laboratory provides information on integrated and modal regulated gaseous emission rates and integrated emission rates for speciated volatile and semivolatile organic compounds and particulate matter during real-world operation. Total emissions are captured and collected from the HDD vehicle that is pulling the mobile laboratory. While primarily intended to accumulate data from HDD vehicles, it may also be used to measure emission rates from stationary diesel sources such as back-up generators. This paper describes the development of the mobile laboratory, its measurement capabilities, and the verification process and provides the first data on total capture gaseous on-road emission measurements following the California Air Resources Board (ARB) 4-mode driving cycle, the hot urban dynamometer driving schedule (UDDS), the modified 5-mode cycle, and a 53.2-mi highway chase experiment. NOx mass emission rates (g mi(-1)) for the ARB 4-mode driving cycle, the hot UDDS driving cycle, and the chase experimentwerefoundto exceed current emission factor estimates for the engine type tested by approximately 50%. It was determined that congested traffic flow as well as "off-Federal Test Procedure cycle" emissions can lead to significant increases in per mile NOx emission rates for HDD vehicles.     

Evaluation and comparison of portable emissions measurement systems and federal reference methods for emissions from a back-up generator and a diesel truck operated on a chassis dynamometer

There is considerable interest in portable emissions measurement systems (PEMS) for emission inventory and regulatory applications. For this study, four commercial PEMS were compared with a Federal Reference Method (FRM) for measuring emissions from a back-up generator (BUG) over steady-state loads and a diesel truck on transient and steady-state chassis dynamometer tests. The agreement between the PEMS and the FRM varied depending on the pollutant and the particular PEMS tested for both the BUG and chassis dynamometer testing. The best performing PEMS for both the BUG and chassis testing was within approximately 12% for NOx of the FRM. For the BUG testing, several PEMS showed agreement with the FRM within approximately 5% for CO2. For the chassis dynamometer testing, the best PEMS showed agreement typically within approximately 5% for CO2. PM measurements for the BUG testing were low compared to the FRM, with the best measurements approximately 20% lower. For the chassis testing, two PM PEMS showed a good correlation but a high bias, while the correlation was worse for the other two PEMS. For each emissions component, some PEMS under different test conditions showed considerably larger deviations than those for the best performing PEMS.     

节能减排是我国人造板工业向绿色低碳经济发展的必然之路

本文扼要的叙述了节能减排、发展低碳经济的重要意义,并以中纤板生产中的节能减排为例,初步探讨了人造板工业如何通过节能减排,发展绿色低碳经济的思路。     

Use of nanoparticles in Swiss Industry: a targeted survey

A large number of applications using manufactured nanoparticles of less than 100 nm are currently being introduced into industrial processes. There is an urgent need to evaluate the risks of these novel particles to ensure their safe production, handling, use, and disposal. However, today we lack even rudimentary knowledge about type and quantity of industrially used manufactured nanoparticles and the level of exposure in Swiss industry. The goal of this study was to evaluate the use of nanoparticles, the currently implemented safety measures, and the number of potentially exposed workers in all types of industry. To evaluate this, a targeted telephone survey was conducted among health and safety representatives from 197 Swiss companies. The survey showed that nanoparticles are already used in many industrial sectors; not only in companies in the new field of nanotechnology, but also in more traditional sectors, such as paints. Forty-three companies declared to use or produce nanoparticles, and 11 imported and traded with prepackaged goods that contain nanoparticles. The following nanoparticles were found to be used in considerable quantities (> 1000 kg/year per company): Ag, Al-Ox, Fe-Ox, SiO2, TiO2, and ZnO. The median reported quantity of handled nanoparticles was 100 kg/year. The production of cosmetics, food, paints, powders, and the treatment of surfaces used the largest quantities of these nanoparticles. Generally, the safety measures were found to be higher in powder-based than in liquid-based applications. However, the respondents had many open questions about best practices, which points to the need for rapid development of guidelines and protection strategies.     

Distribution and identification of culturable airborne microorganisms in a Swiss milk processing facility

Airborne communities (mainly bacteria) were sampled and characterized (concentration levels and diversity) at 1 outdoor and 6 indoor sites within a Swiss dairy production facility. Air samples were collected on 2 sampling dates in different seasons, one in February and one in July 2012 using impaction bioaerosol samplers. After cultivation, isolates were identified by mass spectrometry (matrix-assisted laser desorption/ionization-time-of-flight) and molecular (sequencing of 16S rRNA and rpoB genes) methods. In general, total airborne particle loads and total bacterial counts were higher in winter than in summer, but remained constant within each indoor sampling site at both sampling times (February and July). Bacterial numbers were generally very low (<100 cfu/m³ of air) during the different steps of milk powder production. Elevated bacterial concentrations (with mean values of 391 ± 142 and 179 ± 33 cfu/m³ of air during winter and summer sampling, respectively; n = 15) occurred mainly in the “logistics area,” where products in closed tins are packed in secondary packaging material and prepared for shipping. However, total bacterial counts at the outdoor site varied, with a 5- to 6-fold higher concentration observed in winter compared with summer. Twenty-five gram-positive and gram-negative genera were identified as part of the airborne microflora, with Bacillus and Staphylococcus being the most frequent genera identified. Overall, the culturable microflora community showed a composition typical and representative for the specific location. Bacterial counts were highly correlated with total airborne particles in the size range 1 to 5 µm, indicating that a simple surveillance system based upon counting of airborne particles could be implemented. The data generated in this study could be used to evaluate the effectiveness of the dairy plant’s sanitation program and to identify potential sources of airborne contamination, resulting in increased food safety.     

Evaluation of mass and surface area concentration of particle emissions and development of emissions indices for cookstoves in rural India

Mass-based dose parameters (for example, PM(2.5)) are most often used to characterize cookstove particulate matter emissions. Particle surface area deposition in the tracheobronchial (TB) and alveolar (A) regions of the human lung is also an important metric with respect to health effects, though very little research has investigated this dose parameter for cookstove emissions. Field sampling of cookstove emissions was performed in two regions of rural India, wherein PM(2.5), particulate surface area concentration in both TB and A regions, and carbon monoxide (CO) were measured in 120 households and two roadside restaurants. Novel indices were developed and used to compare the emissions and efficiency of several types of household and commercial cookstoves, as well as to compare mass-based (PM(2.5)) and surface area-based measurements of particle concentration. The correlation between PM(2.5) and surface area concentration was low to moderate: Pearson's correlation coefficient (R) for PM(2.5) vs surface area concentration in TB region is 0.38 and for PM(2.5) vs surface area concentration in A region is 0.47, indicating that PM(2.5) is not a sufficient proxy for particle surface area concentration. The indices will also help communicate results of cookstove studies to decision makers more easily.     

Autolysis and related proteolysis in Swiss cheese for two Lactobacillus helveticus strains

Intracellular peptidases of Lactobacillus helveticus may play a major role in the proteolysis of Swiss cheeses, provided that they are released through bacterial lysis. Experimental Swiss cheeses were manufactured on a small scale from thermized and microfiltered milk using as starters (in addition to Streptococcus thermophilus and Propionibacterium freudenreichii) one of two Lb. helveticus strains, ITGLH1 and ITGLH77, which undergo lysis to different extents in vitro. All the cheeses were biochemically identical after pressing. The viability of Lb. helveticus ITGLH1 and ITGLH77 decreased to a similar extent (96-98%) while in the cold room, but the concomitant release of intracellular lactate dehydrogenase in cheeses made with strain ITGLH1 was 5-7-fold that in cheeses made with ITGLH77. Protein profiles and immunoblot detection of the dipeptidase PepD confirmed a greater degree of lysis of the ITGLH1 strain. Free active peptidases were detected in aqueous extracts of cheese for both strains, and proteolysis occurred principally in the warm room. Reversed-phase HPLC revealed a more extensive peptide hydrolysis for ITGLH1, which was confirmed by the greater release of free NH2 groups (+33%) and free amino acids (+75%) compared with ITGLH77. As the intracellular peptidase activities of ITGLH1 and ITGLH77 have previously been shown to be similar, our results indicated that the extent of lysis of Lb. helveticus could have a direct impact on the degree of proteolysis in Swiss cheeses.     

Optimization under variability and uncertainty: a case study for NOx emissions control for a gasification system

Methods for optimization of process technologies considering the distinction between variability and uncertainty are developed and applied to case studies of NOx control for Integrated Gasification Combined Cycle systems. Existing methods of stochastic optimization (SO) and stochastic programming (SP) are demonstrated. A comparison of SO and SP results provides the value of collecting additional information to reduce uncertainty. For example, an expected annual benefit of 240,000 dollars is estimated if uncertainty can be reduced before a final design is chosen. SO and SP are typically applied to uncertainty. However, when applied to variability, the benefit of dynamic process control is obtained. For example, an annual savings of 1 million dollars could be achieved if the system is adjusted to changes in process conditions. When variability and uncertainty are treated distinctively, a coupled stochastic optimization and programming method and a two-dimensional stochastic programming method are demonstrated via a case study. For the case study, the mean annual benefit of dynamic process control is estimated to be 700,000 dollars, with a 95% confidence range of 500,000 dollars to 940,000 dollars. These methods are expected to be of greatest utility for problems involving a large commitment of resources, for which small differences in designs can produce large cost savings.     

Emissions of the refrigerants HFC-134a, HCFC-22, and CFC-12 from road traffic: results from a tunnel study (Gubrist Tunnel, Switzerland)

This study presents the quantification of the emissions of the refrigerants CFC-12 (CCl2F2), HCFC-22 (CHClF2), and HFC-134a (CF3CH2F) from road traffic in Switzerland. These gases are used as refrigerants in car air conditioning systems (A/C-systems) and in cool aggregates for refrigeration transport. All three substances act as greenhouse gases, and CFC-12 and HCFC-22 are in addition stratospheric ozone depleting chemicals. The measurements have been performed in a highway tunnel in the area of Zürich and cover a large number of individual vehicles, which are thought to be representative of a typical European car fleet. The average emission rates per vehicle were found to be 1.0 +/- 0.2 mg h(-1) for CFC-12, 0.6 +/- 0.4 mg h(-1) for HCFC-22, and 6.2 +/- 0.8 mg h(-1) for HFC-134a. These emission factors have been measured for driving vehicles and represent an average emission rate for all types of vehicles regardless of whether they are equipped with an A/C-unit or not. For an average vehicle equipped with an A/C-unit, these results translate into losses of about 14 mg h(-1) for HFC-134a and 20-30 mg h(-1) for CFC-12, when the estimated distribution of HFC-134a-A/C-units (45%) and CFC-12-A/C-units (3-5%) in the car fleet were taken into account. The emissions of CFC-12 and HFC-134a were mainly attributed to the losses from A/C-systems of passenger cars, whereas the emissions of HCFC-22 originate from losses of refrigeration systems of transport trucks. The observed emissions are discussed in respect to their environmental impact and compared to the overall greenhouse gas emissions of road traffic.