Near-Road Air Pollutant Measurements: Accounting for Inter-Site Variability Using Emission Factors

2018 ◽  
Vol 52 (16) ◽  
pp. 9495-9504 ◽  
Author(s):  
Jonathan M. Wang ◽  
Cheol-Heon Jeong ◽  
Nathan Hilker ◽  
Kerolyn K. Shairsingh ◽  
Robert M. Healy ◽  
...  
Keyword(s):  
Emission Factors ◽  
Air Pollutant ◽  
Site Variability

Spatially Resolved Emission Factors to Reduce Uncertainties in Air Pollutant Emission Estimates from the Residential Sector

2021 ◽  
Vol 55 (8) ◽  
pp. 4483-4493
Author(s):  
Xinlei Liu ◽  
Guofeng Shen ◽  
Laiguo Chen ◽  
Zhe Qian ◽  
Ningning Zhang ◽  
...  
Keyword(s):  
Emission Factors ◽  
Air Pollutant ◽  
Pollutant Emission ◽  
Residential Sector ◽  
Spatially Resolved

scholarly journals Plume-based analysis of vehicle fleet air pollutant emissions and the contribution from high emitters

2015 ◽  
Vol 8 (3) ◽  
pp. 2881-2912 ◽  
Author(s):  
J. M. Wang ◽  
C.-H. Jeong ◽  
N. Zimmerman ◽  
R. M. Healy ◽  
D. K. Wang ◽  
...  
Keyword(s):  
Carbon Monoxide ◽  
Black Carbon ◽  
Time Resolution ◽  
Real World ◽  
Vehicle Emissions ◽  
Particle Number ◽  
Emission Factors ◽  
Air Pollutant ◽  
Automated Identification ◽  
Vehicle Fleet

Abstract. An automated identification and integration method has been developed to investigate in-use vehicle emissions under real-world conditions. This technique was applied to high time resolution air pollutant measurements of in-use vehicle emissions performed under real-world conditions at a near-road monitoring station in Toronto, Canada during four seasons, through month-long campaigns in 2013–2014. Based on carbon dioxide measurements, over 100 000 vehicle-related plumes were automatically identified and fuel-based emission factors for nitrogen oxides; carbon monoxide; particle number, black carbon; benzene, toluene, ethylbenzene, and xylenes (BTEX); and methanol were determined for each plume. Thus the automated identification enabled the measurement of an unprecedented number of plumes and pollutants over an extended duration. Emission factors for volatile organic compounds were also measured roadside for the first time using a proton transfer reaction time-of-flight mass spectrometer; this instrument provided the time resolution required for the plume capture technique. Mean emission factors were characteristic of the light-duty gasoline dominated vehicle fleet present at the measurement site, with mean black carbon and particle number emission factors of 35 mg kg−1 and 7.7 × 1014 kg−1, respectively. The use of the plume-by-plume analysis enabled isolation of vehicle emissions, and the elucidation of co-emitted pollutants from similar vehicle types, variability of emissions across the fleet, and the relative contribution from heavy emitters. It was found that a small proportion of the fleet (< 25%) contributed significantly to total fleet emissions; 95, 93, 76, and 75% for black carbon, carbon monoxide, BTEX, and particle number, respectively. Emission factors of a single pollutant may help classify a vehicle as a high emitter. However, regulatory strategies to more efficiently target multi-pollutants mixtures may be better developed by considering the co-emitted pollutants as well.

scholarly journals Air pollutant emission factors from new and in-use motorcycles

2000 ◽  
Vol 34 (28) ◽  
pp. 4747-4754 ◽  
Author(s):  
Jiun-Horng Tsai ◽  
Yih-Chyun Hsu ◽  
Hung-Cheng Weng ◽  
Wen-Yinn Lin ◽  
Fu-Tien Jeng
Keyword(s):  
Emission Factors ◽  
Air Pollutant ◽  
Pollutant Emission

Evaluating near highway air pollutant levels and estimating emission factors: Case study of Tehran, Iran

2015 ◽  
Vol 538 ◽  
pp. 375-384 ◽  
Author(s):  
Mohammad Nayeb Yazdi ◽  
Maryam Delavarrafiee ◽  
Mohammad Arhami
Keyword(s):  
Emission Factors ◽  
Air Pollutant ◽  
Near Highway

scholarly journals A high-resolution emission inventory of primary pollutants for the Huabei region, China

2012 ◽  
Vol 12 (1) ◽  
pp. 481-501 ◽  
Author(s):  
B. Zhao ◽  
P. Wang ◽  
J. Z. Ma ◽  
S. Zhu ◽  
A. Pozzer ◽  
...  
Keyword(s):  
Energy Consumption ◽  
Air Quality ◽  
Emission Inventory ◽  
Emission Factors ◽  
Cloud Microphysics ◽  
Point Sources ◽  
Air Pollutant ◽  
Pollutant Emissions ◽  
Environmental Research ◽  
Straw Burning

Abstract. Huabei, located between 32° N and 42° N, is part of eastern China and includes administratively the Beijing and Tianjin Municipalities, Hebei and Shanxi Provinces, and Inner-Mongolia Autonomous Region. Over the past decades, the region has experienced dramatic changes in air quality and climate, and has become a major focus of environmental research in China. Here we present a new inventory of air pollutant emissions in Huabei for the year 2003 developed as part of the project Influence of Pollution on Aerosols and Cloud Microphysics in North China (IPAC-NC). Our estimates are based on data from the statistical yearbooks of the state, provinces and local districts, including major sectors and activities of power generation, industrial energy consumption, industrial processing, civil energy consumption, crop straw burning, oil and solvent evaporation, manure, and motor vehicles. The emission factors are selected from a variety of literature and those from local measurements in China are used whenever available. The estimated total emissions in the Huabei administrative region in 2003 are 4.73 Tg SO2, 2.72 Tg NOx (in equivalent NO2), 1.77 Tg VOC, 24.14 Tg CO, 2.03 Tg NH3, 4.57 Tg PM10, 2.42 Tg PM2.5, 0.21 Tg EC, and 0.46 Tg OC. For model convenience, we consider a larger Huabei region with Shandong, Henan and Liaoning Provinces included in our inventory. The estimated total emissions in the larger Huabei region in 2003 are: 9.55 Tg SO2, 5.27 Tg NOx (in equivalent NO2), 3.82 Tg VOC, 46.59 Tg CO, 5.36 Tg NH3, 10.74 Tg PM10, 5.62 Tg PM2.5, 0.41 Tg EC, and 0.99 Tg OC. The estimated emission rates are projected into grid cells at a horizontal resolution of 0.1° latitude by 0.1° longitude. Our gridded emission inventory consists of area sources, which are classified into industrial, civil, traffic, and straw burning sectors, and large industrial point sources, which include 345 sets of power plants, iron and steel plants, cement plants, and chemical plants. The estimated regional NO2 emissions are about 2–3% (administrative Huabei region) or 5% (larger Huabei region) of the global anthropogenic NO2 emissions. We compare our inventory (IPAC-NC) with the global emission inventory EDGAR-CIRCE and the Asian emission inventory INTEX-B. Except for a factor of 3 lower EC emission rate in comparison with INTEX-B, the biases of the total emissions of most primary air pollutants in Huabei estimated in our inventory, with respect to EDGAR-CIRCE and INTEX-B, generally range from −30% to +40%. Large differences up to a factor of 2–3 for local emissions in some areas (e.g. Beijing and Tianjin) are found. It is recommended that the inventories based on the activity rates and emission factors for each specific year should be applied in future modeling work related to the changes in air quality and atmospheric chemistry over this region.

Development of air pollutant emission factors under real-world truck driving cycle

2018 ◽  
Vol 12 (6) ◽  
pp. 432-440 ◽  
Author(s):  
Pantitcha Outapa ◽  
Sarawut Thepanondh ◽  
Akira Kondo ◽  
Natchanok Pala-En
Keyword(s):  
Real World ◽  
Emission Factors ◽  
Driving Cycle ◽  
Air Pollutant ◽  
Pollutant Emission

scholarly journals Evaluating the effects of China's pollution controls on inter-annual trends and uncertainties of atmospheric mercury emissions

2015 ◽  
Vol 15 (8) ◽  
pp. 4317-4337 ◽  
Author(s):  
Y. Zhao ◽  
H. Zhong ◽  
J. Zhang ◽  
C. P. Nielsen
Keyword(s):  
Air Pollution ◽  
Pollution Control ◽  
Steel Production ◽  
Field Measurements ◽  
Emission Factors ◽  
Atmospheric Mercury ◽  
Small Sample ◽  
Air Pollutant ◽  
Anthropogenic Sources ◽  
Total Hg

Abstract. China's anthropogenic emissions of atmospheric mercury (Hg) are effectively constrained by national air pollution control and energy efficiency policies. In this study, improved methods, based on available data from domestic field measurements, are developed to quantify the benefits of Hg abatement by various emission control measures. Those measures include increased use of (1) flue gas desulfurization (FGD) and selective catalyst reduction (SCR) systems in power generation; (2) precalciner kilns with fabric filters (FF) in cement production; (3) mechanized coking ovens with electrostatic precipitators (ESP) in iron and steel production; and (4) advanced production technologies in nonferrous metal smelting. Investigation reveals declining trends in emission factors for each of these sources, which together drive a much slower growth of total Hg emissions than the growth of China's energy consumption and economy, from 679 metric tons (t) in 2005 to 750 t in 2012. In particular, estimated emissions from the above-mentioned four source types declined 3% from 2005 to 2012, which can be attributed to expanded deployment of technologies with higher energy efficiencies and air pollutant removal rates. Emissions from other anthropogenic sources are estimated to increase by 22% during the period. The species shares of total Hg emissions have been stable in recent years, with mass fractions of around 55, 39, and 6% for gaseous elemental Hg (Hg0), reactive gaseous mercury (Hg2+), and particle-bound mercury (Hgp), respectively. The higher estimate of total Hg emissions than previous inventories is supported by limited simulation of atmospheric chemistry and transport. With improved implementation of emission controls and energy saving, a 23% reduction in annual Hg emissions from 2012 to 2030, to below 600 t, is expected at the most. While growth in Hg emissions has been gradually constrained, uncertainties quantified by Monte Carlo simulation for recent years have increased, particularly for the power sector and particular industrial sources. The uncertainty (expressed as 95% confidence intervals) of Hg emissions from coal-fired power plants, for example, increased from −48–+73% in 2005 to −50–+89% in 2012. This is attributed mainly to increased penetration of advanced manufacturing and pollutant control technologies; the unclear operational status and relatively small sample sizes of field measurements of those processes have resulted in lower but highly varied emission factors. To reduce uncertainty and further confirm the benefits of pollution control and energy polices, therefore, systematic investigation of specific Hg pollution sources is recommended. The variability of temporal trends and spatial distributions of Hg emissions needs to be better tracked during the ongoing dramatic changes in China's economy, energy use, and air pollution status.

Air Pollutant Emission Measurement

2021 ◽  
Vol 93 (6s) ◽  
pp. 132-140
Author(s):  
Nikola Račić ◽  
◽  
Branko Lalić ◽  
Ivan Komar ◽  
Frane Vidović ◽  
...  
Keyword(s):  
Emission Factors ◽  
Air Pollutant ◽  
Pollutant Emissions ◽  
Pollutant Emission ◽  
Emission Measurement ◽  
Shipping Industry ◽  
European Environment Agency ◽  
Marine Engines ◽  
Environment Agency ◽  
Main Engine

One of the main methods for estimating air pollutant emissions from ships is the method developed by Carlo Trozzi, which was later accepted and recommended by the European Environment Agency in its air pollutant emission inventory guidebooks. Consequently, it has become the most commonly used methods for making inventories of air emissions in the shipping industry and for predicting future trends. The method and its equations use emission factors to calculate the emission of air pollutants from ships. Emission factors are calculated depending on fuel consumption or main engine power; results are given for different year of manufacture and engine speed. This paper presents the measurement of air pollutant emissions and some other parameters on marine engines operating in different conditions. The measured values are calculated to obtain values which will enable the next step, the comparison with the emission factors in the latest guide of the European Environment Agency on the inventory of pollutant emissions.

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