Re-evaluation of particulate matter emission rates and variability of livestock houses in the Netherlands

HighlightsAnnual average PM10 (daily) and PM2.5 (hourly) concentrations of 509 ±203 and 43.3 ±36.1 µg m-3, respectively.Significant seasonal and diurnal variations in PM concentrations; higher in colder seasons and during daytime.Annual average PM10 (daily) and PM2.5 (hourly) emission rates of 17.9 ±9.6 and 1.41 ±1.53 mg d-1 hen-1, respectively.Significant diurnal variations in PM emission rates but inconsistent seasonal variations; higher during daytime.Abstract. Particulate matter (PM) concentration and emission rate information is needed to assess air quality concerns and environmental impacts related to egg production. Many egg layer buildings were retrofitted from high-rise to manure-belt houses over the past few decades. However, no studies have reported these PM data for the retrofitted layer houses. In this study, concentrations and emission rates of PM10 and PM2.5 were continuously monitored for 12 months at two commercial retrofitted manure-belt layer houses in the Midwestern U.S. The average daily mean PM10 and average hourly mean PM2.5 concentrations in the houses were 509 ±203 µg m-3 and 43.3 ±36.1 µg m-3, respectively. Significant seasonal and diurnal variations in PM concentrations were observed, with higher concentrations in colder seasons and during daytime. The average daily mean PM10 and average hourly mean PM2.5 emission rates from the two houses were 17.9 ±9.6 mg d-1 hen-1 and 1.41 ±1.53 mg d-1 hen-1, respectively. There were no consistent patterns in seasonal variations. Significant diurnal variations were also observed for PM emission rates, with higher PM emission rates observed during daytime. The PM concentrations were significantly correlated with ambient temperature, ventilation rate, bird age, egg production, daily mortality, and feed conversion ratio, while PM emission rates were significantly correlated with ambient temperature, bird age, bird mass, egg mass, and ventilation rate. Keywords: Diurnal variation, Dust, Egg production, PM, Poultry, Seasonal variation.

ABSTRACTThis research has been conducted in order to obtain a database of emission rate of particulate matter and gases (CO, NO, and SO2) from combustion of lignite and agricultural residues, such as rice husk. The experimental investigation was performed in a fixed-bed combustor. Thirteen stages–electrical low-pressure impactor was used to collect particles ranging in sizes from 40 nm to 10 μm. The results show that emission rate of total mass of particulate matter from combustion of rice husk is lower than that of lignite combustion but the total number of particles emitted is higher. This implies lower particle density from agricultural residue combustion. For co-firing lignite and rice husk, particulate matter emission is found to be higher than combustion of either lignite or rice husk and an increase in rice husk mass fraction in fuel mixture leads to an increase in particulate matter emission. From these quantitative data, it could be mentioned that the fuel characteristics influenced directly on particulate emission. For gaseous emission factors, CO and NOx concentration decrease as SA/TA ratio increases. Meanwhile, SO2 emission tends to increase. Both NOx and SO2 emissions are reduced as increased rice husk mass fraction in fuel mixture.

During the winter of 1994−1995, the State of Alaska Department of Environmental Conservation conducted a multi-faceted program designed to evaluate the impact of switching from regular gasoline to an E-10 fuel (gasoline with 10% ethanol) in Fairbanks. As part of that program, 10 in-use vehicles were tested on a chassis dynamometer at temperatures of 20, 0, and −20 °F using both fuels. Three of these vehicles were retested in the EPA facilities at Research Triangle Park, NC, under the same conditions. Vehicles were driven over the Urban Dynamometer Driving Schedule of the Federal Test Procedure during testing. PM-10 exhaust emission samples were collected at Fairbanks, and total particulate samples were obtained at the EPA. Results from both parts of this study indicate that particulate matter (PM) emission rates increased with decreasing temperature for both fuels. The increase occurred primarily during cold starting and is assumed to be due to enrichment. Particulate matter emission rates during operation on the E-10 fuel were lower relative to rates obtained during operation on the base gasoline. Exhaust hydrocarbon and PM emissions were well correlated, suggesting that fully phased-in Federal Tier 1 vehicle emission standards will reduce PM emissions from new vehicles and that rich-operating, high emitters can be expected to have high PM emissions.

Open beef cattle feedlots emit various air pollutants, including particulate matter (PM) with equivalent aerodynamic diameter of 10 μm or less (PM10); however, limited research has quantified PM10 emission rates from feedlots. This research was conducted to determine emission rates of PM10 from large cattle feedlots in Kansas. Concentrations of PM10 at the downwind and upwind edges of two large cattle feedlots (KS1 and KS2) in Kansas were measured with tapered element oscillating microbalance (TEOM) PM10 monitors from January 2007 to December 2008. Weather conditions at the feedlots were also monitored. From measured PM10 concentrations and weather conditions, PM10 emission rates were determined using reverse modeling with the American Meteorological Society/U.S. Environmental Protection Agency Regulatory Model (AERMOD). The two feedlots differed significantly in median PM10 emission flux (1.60 g/m2-day for KS1 vs. 1.10 g/m2-day for KS2) but not in PM10 emission factor (27 kg/1000 head-day for KS1 and 30 kg/1000 head-day KS2). These emission factors were smaller than published U.S. Environmental Protection Agency (EPA) emission factor for cattle feedlots. Implications This work determined PM10 emission rates from two large commercial cattle feedlots in Kansas based on extended measurement period for PM10 concentrations and weather conditions, and reverse dispersion modeling, providing baseline information on emission rates for cattle feedlots in the Great Plains that could be used for improving emissions estimates. Within the day, PM emission rates were generally highest during the afternoon period; PM emission rates also increased during early evening hours. In addition, PM emission rates were highest during warm season and prolonged dry periods. Particulate control measures should target those periods with high emission rates.

Characterization of gaseous pollutant and particulate matter emission rates from a commercial broiler operation part I: Observed trends in emissions

Real-time particulate emissions rates from active and passive heavy-duty diesel particulate filter regeneration

Here, we studied the particle release rate during Electrostatic spray deposition of anatase-(TiO2)-based photoactive coating onto tiles and wallpaper using a commercially available electrostatic spray device. Spraying was performed in a 20.3m3 test chamber while measuring concentrations of 5.6nm to 31μm-size particles and volatile organic compounds (VOC), as well as particle deposition onto room surfaces and on the spray gun user hand. The particle emission and deposition rates were quantified using aerosol mass balance modelling. The geometric mean particle number emission rate was 1.9×1010s−1 and the mean mass emission rate was 381μgs−1. The respirable mass emission-rate was 65% lower than observed for the entire measured size-range. The mass emission rates were linearly scalable (±ca. 20%) to the process duration. The particle deposition rates were up to 15h−1 for <1μm-size and the deposited particles consisted of mainly TiO2, TiO2 mixed with Cl and/or Ag, TiO2 particles coated with carbon, and Ag particles with size ranging from 60nm to ca. 5μm. As expected, no significant VOC emissions were observed as a result of spraying. Finally, we provide recommendations for exposure model parameterization.

&lt;div class="htmlview paragraph"&gt;A series of emissions tests were completed with 2 light duty diesel passenger cars, a Volkswagen and Oldsmobile, to examine the sensitivity of emission rates and composition to fuel. Four fuels including 3 petroleum distillates and an oil shale distillate were used in the program. The tests included 6 driving schedules. Determinations of gaseous emission rates, including total hydrocarbon, carbon monoxide, and oxides of nitrogen, and particulate emission rates were completed. Compositional characterization of the particulate matter included dichloromethane soluble organic fraction, benzo(a)pyrene, pyrene, nitropyrene, Ames TA-98 bioassay, and trace elements.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;Both gaseous and particulate mass emission rates were insensitive to the fuels examined in this program. The polynuclear aromatic hydrocarbon compounds associated with the particles varied between fuels, but were not well correlated with the fuel polynuclear aromatic hydrocarbon content. Ames TA-98 mutagenic activity was elevated with the oil shale distillate fuel in the Volkswagen but reasonably consistent for all other vehicle-fuel combinations examined.&lt;/div&gt;

A series of measurements were conducted to determine the short-term emission rates of particles in the “personal cloud” (i.e., particle emission from a clothed human body) in a sealed chamber. By recording the concentration of particles of different sizes during a period of time in the chamber, curves monitoring the evolution of particle concentration caused by emissions from a clothed human body were obtained. Based on the measured evolution of particle concentrations and deposition rates, the emission rates of particles from a clothed human body were estimated with a physical model. Generally speaking, the size-dependent emission rates of particles from a human body wearing a clean room smock were the lowest, while those from one wearing a cotton suit were the highest among the forms of clothing examined this work. Furthermore, the emission rates of particles from a clothed human body were positively correlated with the intensity of human activity. In addition, activities tended to have a more significant impact on the emission rates with regard to coarse rather than fine particles. The experimental data for the emission rates of particles from a clothed human body provided in this study may be used in further particle exposure assessments in certain indoor environments, such as clean rooms and aircraft cabins, as a valid input parameter.

Modelling of particulate matter mass emissions from a light-duty diesel vehicle

&lt;div class="htmlview paragraph"&gt;A Tapered Element Oscillating Microbalance (TEOM) was used to measure transient diesel particulate emissions. Light duty IDI and DI engined vehicles were tested over the LA4 Drive Cycle. One vehicle, a 1.6 litre IDI diesel engined VW Golf (Rabbit), was also tested over the Japanese 10-mode and European ECE-15 Cycles. Transient particulate emissions were also measured from a heavy duty DI diesel engine tested according to the US Federal Heavy Duty Transient Test Procedure. The TEOM proved to be very flexible, permitting continuous particulate measurements to be made at each of the conditions studied. Particulate mass determined by the TEOM over a complete cycle was generally lower, typically by between 13 and 28%, than that measured using conventional gravimetric filtration procedures. A new calibration technique was devised which improved the correlation between TEOM and gravimetric results.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;PARTICULATE EMISSION RATES from light duty vehicles powered by diesel engines are currently subject to legislative limits in the United States. The prescribed method for the measurement of particulates involves driving a vehicle over a specific cycle which includes a wide range of engine operating conditions.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;During a test the total exhaust from the engine is continuously mixed in a dilution tunnel with ambient air. A portion of the mixture is passed through a filter. Upon completion of a test the filter is weighed and the particulate mass calculated and converted into a mass emission rate. Currently vehicles powered by heavy duty diesel engines are not subject to particulate legislation. However, from 1987 regulations are proposed which will necessitate the collection of particulate emissions from these engines over a transient cycle.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;The measurement of particulate in the manner described precludes the identification of the engine conditions which contribute most to the emission during a transient test.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;Clearly, in order to achieve a minimum particulate emission rate from an engine in the most economical fashion, it is necessary to identify engine operating conditions which produce high rates of particulate emissions. To accomplish this over a transient cycle requires that the particulate emission rate be continuously measured.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;Transient particulate emissions have previously been determined using opacity meters (&lt;span class="xref"&gt;1&lt;/span&gt;,&lt;span class="xref"&gt;2&lt;/span&gt; and &lt;span class="xref"&gt;3&lt;/span&gt;)*, photoacoustic spectrometers (&lt;span class="xref"&gt;1&lt;/span&gt;,&lt;span class="xref"&gt;2&lt;/span&gt;,&lt;span class="xref"&gt;4&lt;/span&gt;,&lt;span class="xref"&gt;5&lt;/span&gt; and &lt;span class="xref"&gt;6&lt;/span&gt;) a pressure drop monitor (&lt;span class="xref"&gt;7&lt;/span&gt;) and a tapered element oscillating microbalance, TEOM, (&lt;span class="xref"&gt;8&lt;/span&gt;,&lt;span class="xref"&gt;9&lt;/span&gt;). The relative merits of these instruments have been examined by the Smoke and Particulate Panel of the Diesel Exhaust Composition Program Group of the Co-ordinating Research Council (&lt;span class="xref"&gt;10&lt;/span&gt;). This paper describes further work on the application of a TEOM to the continuous measurement of diesel particulate emissions. The objectives of the study were twofold.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt; &lt;ol class="list nostyle"&gt; &lt;li class="list-item"&gt; &lt;span class="li-label"&gt;1.&lt;/span&gt; &lt;div class="htmlview paragraph"&gt;To assess the suitability of the TEOM to the quantitative and continuous measurement of particulate from a variety of diesel engines over important test cycles.&lt;/div&gt; &lt;/li&gt; &lt;li class="list-item"&gt; &lt;span class="li-label"&gt;2.&lt;/span&gt; &lt;div class="htmlview paragraph"&gt;To investigate the accuracy of the TEOM by comparing particulate mass determined by the TEOM with that obtained using conventional gravimetric procedures.&lt;/div&gt; &lt;/li&gt; &lt;/ol&gt; &lt;/div&gt; &lt;div class="htmlview paragraph"&gt; &lt;figure id="F1" class="figure"&gt; &lt;div class="graphic-wrapper"&gt;&lt;img class="article-figure figure" src="850405_fig0001.jpg" alt="No Caption Available"/&gt;&lt;/div&gt; &lt;/figure&gt; &lt;/div&gt;

Over the last 10 years there have been some very interesting developments in oil heating. These include higher static pressure burners, air atomizing nozzles, low firing rate nozzles, low heat loss combustion chambers and condensing boilers and furnaces. The current data base on the emissions characteristics of oil-fired residential heating equipment is based primarily on data taken in the 1970's. The objective of the work described in this report is to evaluate the effects of recent developments in oil-fired equipment on emissions. Detailed emissions measurements have been made on a number of currently available residential oil burners and whole systems selected to represent recent development trends. Some additional data was taken with equipment which is in the prototype stage. These units are a prevaporizing burner and a retention head burner modified with an air atomizing nozzle. Measurements include No{sub x}, smoke numbers, CO, gas phase hydrocarbon emissions and particulate mass emission rates. Emissions of smoke, CO and hydrocarbons were found to be significantly greater under cyclic operation for all burners tested. Generally, particulate emission rates were found to be 3 to 4 times greater in cyclic operation than in steady state. Air atomized burners were found to be capable ofmore » operation at much lower excess air levels than pressure atomized burners without producing significant amounts of smoke. As burner performance is improved, either through air atomization or prevaporization of the fuel, there appears to be a general trend towards producing CO at lower smoke levels as excess air is decreased. The criteria of adjusting burners for trace smoke may need to be abandoned for advanced burners and replaced with an adjustment for specific excess air levels. 17 refs., 15 figs., 6 tabs.« less

&lt;div class="htmlview paragraph"&gt;FTP-UDDS (urban dynamometer driving schedule) exhaust particulate matter (PM) emission rates were determined for 361 light-duty gasoline (LDGV) and 49 diesel passenger vehicles ranging in model year (MY) from 1965 to 1997. LDGVs were recruited into four MY categories. In addition, special effort was made to recruit LDGVs with visible smoke emissions, since these vehicles may be significant contributors to the mobile source PM emission inventory. Both light and heavy-duty diesels where included in the passenger diesel test fleet, which was insufficient in size to separate into the same MY categories as the LDGVs. Vehicles were tested as-received in three areas: Denver, Colorado; San Antonio, Texas; and the South Coast Air Quality Management District, California. The average PM emission rates were 3.3, 79.9, 384 and 558 mg/mi for 1991-97 MY LDGVs, pre-1981 LDGVs, smoking LDGVs and the diesel vehicles, respectively. Particle size measurements show that most of the mass is present in particles smaller than 2.5 μm. Particle number emission rates were similar for gasoline and diesel vehicles. PM chemical analyses were performed on a subset of samples from vehicles at each location. The PM is largely carbonaceous material. The organic fraction of the carbonaceous material is lowest for diesels and the newer gasoline vehicles and highest for smoking gasoline vehicles. Average sulfate emission rates for gasoline and diesel vehicles were 0.64 and 1.81 mg/mi., respectively. The average trace element contribution to the PM mass was 8.5, 4.2, and 1.2 %, respectively, for the 1991-97 LDGVs, pre-81 LDGVs and the diesels. Individual polynuclear aromatic compounds, steranes and hopanes were measured as well. These data will be used to improve the on-road mobile source PM emissions inventory.&lt;/div&gt;

Particulate emission rates for open surfaces in Australian open cut black coal mines

Quantifying particulate matter emission rates from naturally ventilated dairy buildings by considering roof opening contributions