Emission Factors of Particulate Matter and Elemental Carbon for Crop Residues and Coals Burned in Typical Household Stoves in China

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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Emission Factors for Biofuels and Coal Combustion in a Domestic Boiler of 18 kW

Atmosphere ◽

10.3390/atmos10120771 ◽

2019 ◽

Vol 10 (12) ◽

pp. 771

Author(s):

Marianna Czaplicka ◽

Ewelina Cieślik ◽

Bogusław Komosiński ◽

Tomasz Rachwał

Keyword(s):

Particulate Matter ◽

Organic Carbon ◽

Coal Combustion ◽

Elemental Carbon ◽

Emission Factors ◽

Operating Conditions ◽

Pollutant Emissions ◽

Molecular Diagnostic ◽

Diagnostic Ratios ◽

Total Particulate Matter

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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Seasonal Cycle of Isotope‐Based Source Apportionment of Elemental Carbon in Airborne Particulate Matter and Snow at Alert, Canada

Journal of Geophysical Research Atmospheres ◽

10.1029/2020jd033125 ◽

2020 ◽

Vol 125 (23) ◽

Author(s):

B. T. Rodríguez ◽

L. Huang ◽

G. M. Santos ◽

W. Zhang ◽

V. Vetro ◽

...

Keyword(s):

Particulate Matter ◽

Source Apportionment ◽

Seasonal Cycle ◽

Elemental Carbon ◽

Airborne Particulate Matter ◽

Airborne Particulate

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Quantification of Non-Exhaust Particulate Matter Traffic Emissions and the Impact of COVID-19 Lockdown at London Marylebone Road

Atmosphere ◽

10.3390/atmos12020190 ◽

2021 ◽

Vol 12 (2) ◽

pp. 190

Author(s):

William Hicks ◽

Sean Beevers ◽

Anja H. Tremper ◽

Gregor Stewart ◽

Max Priestman ◽

...

Keyword(s):

Particulate Matter ◽

Measurement Data ◽

Emission Factors ◽

Meteorological Conditions ◽

Traffic Emissions ◽

Atmospheric Particulate Matter ◽

Exhaust Emission ◽

Brake Wear ◽

The Impact ◽

Exhaust Particulate

This research quantifies current sources of non-exhaust particulate matter traffic emissions in London using simultaneous, highly time-resolved, atmospheric particulate matter mass and chemical composition measurements. The measurement campaign ran at Marylebone Road (roadside) and Honor Oak Park (background) urban monitoring sites over a 12-month period between 1 September 2019 and 31 August 2020. The measurement data were used to determine the traffic increment (roadside–background) and covered a range of meteorological conditions, seasons, and driving styles, as well as the influence of the COVID-19 “lockdown” on non-exhaust concentrations. Non-exhaust particulate matter (PM)10 concentrations were calculated using chemical tracer scaling factors for brake wear (barium), tyre wear (zinc), and resuspension (silicon) and as average vehicle fleet non-exhaust emission factors, using a CO2 “dilution approach”. The effect of lockdown, which saw a 32% reduction in traffic volume and a 15% increase in average speed on Marylebone Road, resulted in lower PM10 and PM2.5 traffic increments and brake wear concentrations but similar tyre and resuspension concentrations, confirming that factors that determine non-exhaust emissions are complex. Brake wear was found to be the highest average non-exhaust emission source. In addition, results indicate that non-exhaust emission factors were dependent upon speed and road surface wetness conditions. Further statistical analysis incorporating a wider variability in vehicle mix, speeds, and meteorological conditions, as well as advanced source apportionment of the PM measurement data, were undertaken to enhance our understanding of these important vehicle sources.

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