Emission Factors Of Polycyclic Aromatic Hydrocarbons Research Articles

Mutagenicity assessment of aerosols in emissions from wood combustion in Portugal

Polycyclic aromatic hydrocarbon (PAH) extracts of fine particles (PM2.5) collected from combustion of seven wood species and briquettes were tested for mutagenic activities using Ames test with Salmonella typhimurium TA98 and TA100. The woods were Pinus pinaster (maritime pine), Eucalyptus globulus (eucalypt), Quercus suber (cork oak), Acacia longifolia (golden wattle), Quercus faginea (Portuguese oak), Olea europea (olive), and Quercus ilex rotundifolia (Holm oak). Burning experiments were done using woodstove and fireplace, hot start and cold start conditions. A mutagenic response was recorded for all species except golden wattle, maritime pine, and briquettes. The mutagenic extracts were not correlated with high emission factors of carcinogenic PAHs. These extracts were obtained both from two burning appliances and start-up conditions. However, fireplace seemed to favour the occurrence of mutagenic emissions. The negative result recorded for golden wattle was interesting, in an ecological point of view, since after confirmation, this invasive species, can be recommended for domestic use.

Size-Resolved Polycyclic Aromatic Hydrocarbon Emission Factors from On-Road Gasoline and Diesel Vehicles: Temperature Effect on the Nuclei-Mode

Motor vehicles are a major source of polycyclic aromatic hydrocarbon (PAH) emissions in urban areas. Motor vehicle emission control strategies have included improvements in engine design, exhaust emission control, and fuel reformulation. Therefore, an updated assessment of the effects of the shifts in fuels and vehicle technologies on PAH vehicular emission factors (EFs) is needed. We have evaluated the effects of ambient temperature on the size-resolved EFs of nine US EPA Priority Pollutant PAH, down to 10 nm diameter, from on-road California gasoline light-duty vehicles with spark ignition (SI) and heavy-duty diesels with compression ignition (CI) in summer 2004 and winter 2005. During the winter, for the target PAH with the lowest subcooled equilibrium vapor pressure --benzo[a]pyrene, benzo[ghi]perylene, and indeno[1,2,3-cd]pyrene-- the mass in the nucleation mode, defined here as particles with dp <32 nm, ranged between 14 and 38% for SI vehicles and 29 and 64% for CI vehicles. Our observations of the effect of temperature on the mass of PAH in the nucleation mode are similar to the observed effect of temperature on the number concentration of diesel exhaust particles in the nucleation mode in a previous report.

Characteristics of Polycyclic Aromatic Hydrocarbon Emissions of Particles of Various Sizes from Smoldering Incense

Release of polycyclic aromatic hydrocarbons (PAHs) in particles of various sizes from smoldering incenses was determined. Among the three types of incense investigated, yielding the total PAH emission rate and factor ranges for PM0.25 were 2,139.7-6,595.6 ng/h and 1,762.2-8,094.9 ng/g, respectively. The PM0.25/PM2.5 ratio of total PAH emission factors and rates from smoldering three incenses was greater than 0.92. This study shows that total particle PAH emission rates and factors were mainly <0.25 μm. Furthermore, the total toxic equivalency emission rates and factors of PAHs for PM0.25 were 241.3-469.7 and 198.8-576.2 ng/g from the three smoldering incenses. The benzo[a]pyrene accounted for 65.2%-68.0% of the total toxic equivalency emission factor of PM2.5 for the three incenses. Experimental results clearly indicate that the PAH emission rates and factors were influenced significantly by incense composition, including carbon and hydrogen content. The study concludes that smoldering incense with low atomic hydrogen/carbon ratios minimized the production of total polycyclic aromatic hydrocarbons of both PM2.5 and PM0.25.

Particle Size Distribution and Polycyclic Aromatic Hydrocarbons Emissions from Agricultural Crop Residue Burning

Laboratory measurements were conducted to determine particle size distribution and polycyclic aromatic hydrocarbons (PAHs) emissions from the burning of rice, wheat, and corn straws, three major agricultural crop residues in China. Particle size distributions were determined by a wide-range particle spectrometer (WPS). PAHs in both the particulate and gaseous phases were simultaneously collected and analyzed by GC-MS. Particle number size distributions showed a prominent accumulation mode with peaks at 0.10, 0.15, and 0.15 μm for rice, wheat, and corn-burned aerosols, respectively. PAHs emission factors of rice, wheat, and corn straws were 5.26, 1.37, and 1.74 mg kg(-1), respectively. It was suggested that combustion with higher efficiency was characterized by smaller particle size and lower PAHs emission factors. The total PAHs emissions from the burning of three agricultural crop residues in China were estimated to be 1.09 Gg for the year 2004.

Global time trends in PAH emissions from motor vehicles.

Emission from motor vehicles is the most important source of polycyclic aromatic hydrocarbons (PAHs) in urban areas. Emission factors of individual PAHs for motor vehicles reported in the literature varied 4 to 5 orders of magnitude, leading to high uncertainty in emission inventory. In this study, key factors affecting emission factors of PAHs (EFPAH) for motor vehicles were evaluated quantitatively based on thousands of EFPAH measured in 16 countries for over 50 years. The result was used to develop a global emission inventory of PAHs from motor vehicles. It was found that country and vehicle model year are the most important factors affecting EFPAH, which can be quantified using a monovariate regression model with per capita gross domestic production (purchasing power parity) as a sole independent variable. On average, 29% of variation in log-transformed EFPAH could be explained by the model, which was equivalent to 90% reduction in overall uncertainty on arithmetic scale. The model was used to predict EFPAH and subsequently PAH emissions from motor vehicles for various countries in the world during a period from 1971 to 2030. It was estimated that the global emission reached its peak value of approximate 101 Gg in 1978 and decreased afterwards due to emission control in developed countries. The annual emission picked up again since 1990 owing to accelerated energy consumption in China and other developing countries. With more and more rigid control measures taken in the developing world, global emission of PAHs is currently passing its second peak. It was predicted that the emission would decrease from 77 Gg in 2010 to 42 Gg in 2030.

Emissions of PAHs from Indoor Crop Residue Burning in a Typical Rural Stove: Emission Factors, Size Distributions, and Gas−Particle Partitioning

Indoor combustion of crop residues for cooking or heating is one of the most important emission sources of polycyclic aromatic hydrocarbons (PAHs) in developing countries. However, data on PAH emission factors (EFs) for burning crop residues indoor, particularly those measured in the field, were scarce, leading to large uncertainties in the emission inventories. In this study, EFs of PAHs for nine commonly used crop residues burned in a typical Chinese rural cooking stove were measured in a simulated kitchen. The measured EFs of total PAHs averaged at 63 ± 37 mg/kg, ranging from 27 to 142 mg/kg, which were higher than those measured in chamber experiments, implying that the laboratory experiment-based emission and risk assessment should be carefully reviewed. EFs of gaseous and particulate phase PAHs were 27 ± 13 and 35 ± 23 mg/kg, respectively. Composition profiles and isomer ratios of emitted PAHs were characterized. Stepwise regressions found that modified combustion efficiency and fuel moisture were the most important factors affecting the emissions. There was 80 ± 6% of PAHs associated with PM2.5, and the mass percentage of PAHs in fine particles increased as the molecular weight increased. For freshly emitted PAHs, absorption into organic carbon, rather than adsorption, dominated the gas-particle partitioning.

Emission factors and particulate matter size distribution of polycyclic aromatic hydrocarbons from residential coal combustions in rural Northern China

Coal consumption is one important contributor to energy production, and is regarded as one of the most important sources of air pollutants that have considerable impacts on human health and climate change. Emissions of polycyclic aromatic hydrocarbons (PAHs) from coal combustion were studied in a typical stove. Emission factors (EFs) of 16 EPA priority PAHs from tested coals ranged from 6.25 ± 1.16 mg kg −1 (anthracite) to 253 ± 170 mg kg −1 (bituminous), with NAP and PHE dominated in gaseous and particulate phases, respectively. Size distributions of particulate phase PAHs from tested coals showed that they were mostly associated with particulate matter (PM) with size either between 0.7 and 2.1 μm or less than 0.4 μm (PM 0.4). In the latter category, not only were more PAHs present in PM 0.4, but also contained higher fractions of high molecular weight PAHs. Generally, there were more than 89% of total particulate phase PAHs associated with PM 2.5. Gas-particle partitioning of freshly emitted PAHs from residential coal combustions were thought to be mainly controlled by absorption rather than adsorption, which is similar to those from other sources. Besides, the influence of fuel properties and combustion conditions was further investigated by using stepwise regression analysis, which indicated that almost 57 ± 10% of total variations in PAH EFs can be accounted for by moisture and volatile matter content of coal in residential combustion.

Polycyclic aromatic hydrocarbons, elemental and organic carbon emissions from tire-wear

Tire-wear is an important source of PAHs, elemental carbon (EC) and organic carbon (OC). The emissions of these pollutants have been studied in an experimental set-up, simulating a realistic road–tire interaction (summer tire–concrete road). The large particle non-exhaust emissions (LPNE; diameter greater than 10 μm) have been evaluated over 14,500 km run of the tire. An increasing linear trend with cumulative km run was observed for emissions of PAHs and carbon. Amongst PAHs in LPNE, pyrene has been observed to be the highest (30 ± 4 mg kg − 1 ) followed by benzo[ghi]perylene (17 ± 2 mg kg − 1 ). Different fractions of EC–OC for tire-wear have been analyzed, and unlike exhaust emissions, EC1 was observed to be 99% of EC whereas more than 70% of the OC was the high temperature carbon (OC3 and OC4). The overall emission factors (mass tire − 1 km − 1 ) for PAHs, EC and OC from tire-wear are 378 ng tire − 1 km − 1 , 1.46 mg tire − 1 km − 1 and 2.37 mg tire − 1 km − 1 for small cars.

Application of Factor Analysis with Nonnegative Constraints for Source Apportionment of Soil Polycyclic Aromatic Hydrocarbons (PAHs) in Liaoning, China

An improved method, factor analysis with nonnegative constraints (FA-NNC) was employed to determine the source contributions of soil polycyclic aromatic hydrocarbons (PAHs) in Liaoning province, China, based on the measured PAH concentrations of 45 surface soil samples. The summation of 14 PAHs (Σ PAHs) ranged from 125 to 4115 ng/g dry weight with a median value of 533 ng/g. The high proportion of phenanthrene (Phe) (18.3%) implied that PAHs mainly originated from coal and/or biomass combustion. According to the results obtained from the FA-NNC, four sources were identified representing coal combustion, coke oven, biomass burning, and a labeled “other” source that may be a mixture profile. The contributions of these sources were quantified as 50.5% from coal combustion, 27.0% from coke oven, 19.4% from biomass burning and 3.1% from the “other” source. The results were compatible with emission estimation based on annual fuel consumption in the study area and emission factors of PAHs.

Analysis of dioxin-like compounds formed in the combustion of tomato plant

In an initial effort to minimize some of the uncertainty regarding the open burning of biomass, emission factors of carbon oxides, light hydrocarbons, PAHs, PCDD/Fs and dioxin-like PCBs were determined in the combustion of tomato plant in a residential stove and in two runs at 500 °C and 850 °C in a laboratory scale reactor. In all the runs nearly the same PAHs were identified, being naphthalene the main obtained. Combustion of tomato plant at 500 °C in the laboratory scale reactor produced the highest emission factors for all compounds analyzed. Tomato plant was analyzed for PCDD/F and dioxin-like PCB content in order to establish the level of pollutants in the sample itself. Ash obtained in the combustion carried out in the residential stove was analyzed for the dioxin-like compound content and compared with a sample of ash collected from the open burning of tomato plant.

PAHs and their Carcinogenic Potencies in Diesel Fuel and Diesel Generator Exhaust

ABSTRACT The PAH profile was characterized in diesel fuel samples collected from different service stations in Agra (India) by using a gas chromatograph equipped with a flame ionization detector (FID). The low molecular weight PAHs were predominant, ranging from 4.4 × 102 to 1.7 × 103 mg l− 1 in fuel. Exhaust emissions from a diesel generator and a four-stroke engine (Skoda) powered by these fuels were monitored by a stack sampler and quantified for PAHs. The high molecular weight PAHs (DbA+IP, BghiP, and BaP, BbF+BkF) were the dominant PAHs in exhaust emissions. Differences in PAH emission factors for the two engines were found and these differences could be related to the combustion conditions affecting the temperature of flue gas. Emission factors and output/input ratio for individual PAHs suggest that the low molecular weight compounds in the fuel contribute to pyrosynthesis of high molecular weight in exhaust. Unburnt fuel partially contributes to low molecular weight PAHs in exhaust. Further, the relative carcinogenic contributions of each compound in the fuel and exhaust were calculated using the TEF approach. DbA + IP and BaP were significant contributors to the carcinogenicity of the PAH mixture in the exhaust.

Effects of Biodiesel Blending on Particulate and Polycyclic Aromatic Hydrocarbon Emissions in Nano/Ultrafine/Fine/Coarse Ranges from Diesel Engine

The influences of different blending percentages of biodiesel on the size distributions of particulate matter (PM) and polycyclic aromatic hydrocarbons (PAHs) are not well known. In this study, commercial pure petroleum-based diesel (D100) and three biodiesel blends of 20% (B20), 60% (B60), and 100% (B100) were tested in an engine operated on a dynamometer following the US transient-cycle test procedure. PM size distributions were measured with micro-orifice uniform deposit impactor (MOUDI) and Nano-MOUDI of 0.01-10 m aerodynamic diameter. The collected samples were extracted then analyzed for PAHs by GC/MS. The results revealed that PM emissions decrease apparently as the blending percentages of biodiesel increase. For D100, B20, B60 and B100, PAH emission factors were 3704, 2720, 1709 and 1514 μg/Hph (horsepower per hour), respectively. Increasing the biodiesel blending percentage reduces the emission of both PAHs and PM. As the blending fractions of biodiesel increased, the PM emissions for the four size ranges decreased. The reductions were significant especially for ultrafine (41.3%) and fine (44.8%) PM. The PAH mass was 32.5%, 32.6%, 34.5%, 30.0% in the ultra-fine size range and 23.8%, 24.3%, 29.2%, 34.5% in the nano size range for D100, B20, B60 and B100, respectively. The addition of biodiesel would cause higher percentages of ultra-fine and nano particulates in exhaust gas. For most biodiesel blending mixtures in the four size ranges, the percentages of PAH emission reduction were higher than those of PM emission. The reduction percentages reached 45.1% and 63.7% for B60, 66.5% and 68.3% for B100, respectively in ultrafine and fine size ranges. The BaPeq emission factors for B100 were 27.2, 49.5, 74.2 and 13.0 g/Hph in nano, ultrafine, fine and coarse size ranges. Biodiesel can reduce both PAH emission factors and the PAH corresponding carcinogenic potency in the full size ranges.

Emission of polycyclic aromatic hydrocarbons from gasohol and ethanol vehicles

The exhaust emission of the polycyclic aromatic hydrocarbons (PAHs) considered toxic to human health were investigated on two spark ignition light duty vehicles, one being gasohol (Gasohol, in Brazil, is the generic denomination for mixtures of pure gasoline plus 20–25% of anhydrous ethyl alcohol fuel (AEAF).)-fuelled and the other a flexible-fuel vehicle fuelled with hydrated ethanol. The influence of fuel type and quality, aged lubricant oil type and use of fuel additives on the formation of these compounds was tested using standardized tests identical to US FTP-75 cycle. PAH sampling and chemical analysis followed the basic recommendations of method TO-13 (United States. Environmental Protection Agency, 1999. Compendium Method TO-13A – Determination of polycyclic Aromatic hydrocarbons (PAH) in Ambient Air Using Gas Chromatography/Mass Spectrometry (CG/MS). Center for environmental research information, Cincinnati, p. 78), with the necessary modification for this particular application. Results showed that the total PAH emission factor varied from 41.9 μg km −1 to 612 μg km −1 in the gasohol vehicle, and from 11.7 μg km −1 to 27.4 μg km −1 in the ethanol-fuelled vehicle, a significant difference in favor of the ethanol vehicle. Generally, emission of light molecular weight PAHs was predominant, while high molecular weights PAHs were not detected. In terms of benzo( a)pyrene toxicity equivalence, emission factors varied from 0.00984 μg TEQ km −1 to 4.61 μg TEQ km −1 for the gasohol vehicle and from 0.0117 μg TEQ km −1 to 0.0218 μg TEQ km −1 in the ethanol vehicle. For the gasohol vehicle, results showed that the use of fuel additive causes a significant increase in the emission of naphthalene and phenanthrene at a confidence level of 90% or higher; the use of rubber solvent on gasohol showed a reduction in the emission of naphthalene and phenanthrene at the same confidence level; the use of synthetic oil instead of mineral oil also contributed significantly to a decrease in the emission of naphthalene and fluorene. In relation to the ethanol vehicle, the same factors were tested and showed no statistically significant influence on PAH emission.

PM2.5 and Associated Polycyclic Aromatic Hydrocarbon and Mutagenicity Emissions from Motorcycles

In this study, PM(2.5) in diluted exhausts of motorcycles are collected and emission characteristics of PM(2.5)-associated polycyclic aromatic hydrocarbons (PAHs) and mutagenicities are investigated. The measured mutagenicity emission factors with metabolic activation for new fuel injection, used fuel injection, new carburetor and used carburetor motorcycles are 7.77 x 10(4), 1.18 x 10(5), 1.32 x 10(5) and 1.15 x 10(5) rev/km, respectively. The mutagenicity emission factors with metabolic activation are higher than the corresponding values without metabolic activation. The average PAH emission factors are 12.3, 16.3, 25.5 and 26.5 microg/km for new and used fuel-injection motorcycles, and new and used carburetor-operated motorcycles, respectively. The correlation coefficients between PAHs and mutagenicity emission factors are higher with metabolic activation (0.59) than that without metabolic activation (0.31).

Characteristics of Particulate Carbon Emissions from Real-World Chinese Coal Combustion

Particulate matter emissions from a series of different Chinese coal combustion systems were collected and analyzed for elemental and organic carbon (EC, OC), and molecular markers. Emissions from both industrial boilers and residential stoves were investigated. The coal used in this study included anthracite, bituminite, and brown coal, as well as commonly used coal briquettes produced in China for residential coal combustion. Results show significant differences in the contribution of carbonaceous species to particulate mass emissions. Industrial boilers had much higher burn out of carbon yielding particulate matter emissions with much lower levels of OC, EC, and speciated organic compounds, while residential stoves had significantly higher emissions of carbonaceous particulate matter with emission rates of approximately 100 times higher than that of industrial boilers. Quantified organic compounds emitted from industrial boilers were dominated by oxygenated compounds, of which 46-68% were organic acids, whereas the dominate species quantified in the emissions from residential stoves were PAHs (38%) and n-alkanes (20%). An important observation was the fact that emission factors of PAHs and the distribution of hopanoids were different among the emissions from industrial and residential coal combustion even using the same coal for combustion. Although particulate matter emissions from industrial and residential combustion were different in many regards, picene was detected in all samples with detectable OC mass concentrations, which supports the use of this organic tracer for OC from all types of coal combustion. 17alpha(H),21beta(H)-29-norhopane was the predominant hopanoid in coal combustion emissions, which is different from mobile source emissions and may be used to distinguish emissions from these different fossil fuel sources.

VOCs and PAHs emissions from creosote-treated wood in a field storage area

In this study, the emissions of volatile organic compounds (VOCs, in this case aromatic hydrocarbons containing one benzene ring and furans) and polycyclic aromatic hydrocarbons (PAHs) from wood recently treated with creosote are examined. The VOCs and PAHs were identified and quantified in the gas phase. Additionally, the PAHs were quantified in the particulate phase. Glass multi-sorbent tubes (Carbotrap, Carbopack X, Carboxen-569) were used to hold the VOCs. The analysis was performed using automatic thermal desorption (ATD) coupled with capillary gas chromatography/mass spectrometry (GC/MS). PAHs vapours were collected on XAD-2 resin, and particulate matter was collected on glass fibre filters. The PAHs were analysed using GC/MS. The main components of the vapours released from the creosote-treated wood were naphthalene, toluene, m + p-xylene, ethylbenzene, o-xylene, isopropylbenzene, benzene and 2-methylnaphthalene. VOCs emission concentrations ranged from 35 mg m − 3 of air on the day of treatment to 5 mg m − 3 eight days later. PAHs emission concentrations ranged from 28 μg m − 3 of air on the day of treatment to 4 μg m − 3 eight days later. The air concentrations of PAHs in particulate matter were composed predominantly of benzo[ b + j]fluoranthene, benzo[ a]anthracene, chrysene, fluoranthene, benzo[ e]pyrene and 1-methylnaphthalene. The emission concentrations of particulate polycyclic aromatic hydrocarbons varied between 0.2 and 43.5 ng m − 3 . Finally, the emission factors of VOCs and PAHs were determined.

Comparative Study of Regulated and Unregulated Air Pollutant Emissions before and after Conversion of Automobiles from Gasoline Power to Liquefied Petroleum Gas/Gasoline Dual-Fuel Retrofits

Liquefied petroleum gas (LPG) is increasingly being examined as an alternative to gasoline use in automobiles as interest grows in reducing air pollutant emissions. In this study, emissions of regulated (CO, THC, NO(x)) and unregulated air pollutants, including CO2, particulate matter (PM), polycyclic aromatic hydrocarbons (PAHs), and BTEX (acronym for benzene, toluene, ethylbenzene, xylene), were measured before and after conversion of nine gasoline-powered automobiles to LPG/ gasoline dual-fuel retrofits. The tests were conducted on a standard chassis dynamometer in accordance with the United States Environmental Protection Agency FTP-75 test procedure, with the exception that all tests were conducted under hot-start driving conditions. The influences of LPG on air pollutant emission levels and carcinogenic potency were investigated and compared with gasoline. The results showed average emission factors of 0.14 g/km, 0.33 mg/km, 0.09 g/km, 0.44 g/km, and 197 g/km for CO, THC, NO(x), PM, and CO2, respectively, for LPG/ gasoline dual-fuel retrofits. Paired-sample t-test results indicated that the emissions of CO (p = 0.03), THC (p = 0.04), and CO2 (p = 4.6 x 10(-8)) were significantly reduced with the retrofit in comparison with gasoline-powered automobiles. The reduction percentages were 71%, 89%, and 14% for CO, THC, and CO2, respectively. The average total PAH emission factor for LPG was 217 microg/km, which is significantly lower than gasoline (863 microg/km; p = 0.05). The PAH corresponding carcinogenicities (BaP(eq)) were calculated via toxic equivalencies based on benzo(a)pyrene (BaP). Paired-sample t-test results fortotal BaP(eq) emissions showed no significant difference between gasoline (30.0 microg/km) and LPG (24.8 microg/km) at a confidence level of 95%. The discrepancy between PAH and BaP(eq) emissions resulted from the higher emission percentages of high molecular weight PAHs for LPG, which might be from lubricant oil. The average emission factors of benzene, toluene, ethylbenzene, and xylene were 351, 4400, 324, and 1100 microg/ km, respectively, with LPG as fuel, which were all significantly lower than those for gasoline (95% confidence level). The average reduction percentages were 78%, 61%, 57%, and 58% for benzene, toluene, ethylbenzene, and xylene, respectively.

Large PAHs detected in fine particulate matter emitted from light-duty gasoline vehicles

Emission factors of large PAHs with 6–8 aromatic rings with molecular weights (MW) of 300–374 were measured from 16 light-duty gasoline-powered vehicles (LDGV) and one heavy-duty diesel-powered vehicle (HDDV) operated under realistic driving conditions. LDGVs emitted PAH isomers of MW 302, 326, 350, and 374, while the HDDV did not emit these compounds. This suggests that large PAHs may be useful tracers for the source apportionment of gasoline-powered motor vehicle exhaust in the atmosphere. Emission rates of MW 302, 326, and 350 isomers from LDGVs equipped with three-way catalysts (TWCs) ranged from 2 to 10 (μg L −1 fuel burned), while emissions from LDGVs classified as low emission vehicles (LEVs) were almost a factor of 10 lower. MW 374 PAH isomers were not quantified due to the lack of a quantification-grade standard. The reduced emissions associated with the LEVs are likely attributable to improved vapor recovery during the “cold-start” phase of the Federal Test Procedure (FTP) driving cycle before the catalyst reaches operating temperature. Approximately 2 (μg g −1 PM) of MW 326 and 350 PAH isomer groups were found in the National Institute of Standards and Technology standard reference material (SRM)#1649 (Urban Dust). The pattern of the MW 302, 326, and 350 isomers detected in SRM#1649 qualitatively matched the ratio of these compounds detected in the exhaust of TWC LDGVs suggesting that each gram of Urban Dust SRM contained 5–10 mg of PM originally emitted from gasoline-powered motor vehicles. Large PAHs made up 24% of the total LEV PAH emissions and 39% of the TWC PAH emissions released from gasoline-powered motor vehicles. Recent studies have shown certain large PAH isomers have greater toxicity than benzo[ a]pyrene. Even though the specific toxicity measurements on PAHs with MW >302 have yet to be performed, the detection of significant amounts of MW 326 and 350 PAHs in motor vehicle exhaust in the current study suggests that these compounds may pose a significant public health risk.

Estimation of the emission factors of PAHs by traffic with the model of atmospheric dispersion and deposition from heavy traffic road

In order to consider the total atmospheric loadings of the PAHs (polycyclic aromatic hydrocarbons) from traffic activities, the emission factors of PAHs were estimated and from the obtained emission factors and vehicle transportation statistics, total atmospheric loadings were integrated and the loadings into the water body were estimated on a regional scale. The atmospheric concentration of PAHs was measured at the roadside of a road with heavy traffic in the Hiroshima area in Japan. The samplings were conducted in summer and winter. Atmospheric particulate matters (fine particle, 0.6-7 microm; coarse particle, over 7 microm) and their PAH concentration were measured. Also, four major emission sources (gasoline and diesel vehicle emissions, tire and asphalt debris) were assumed for vehicle transportation activities, the chemical mass balance method was applied and the source partitioning at the roadside was estimated. Furthermore, the dispersion of atmospheric particles from the vehicles was modelled and the emission factors of the sources were determined by the comparison to the chemical mass balance results. Based on emission factors derived from the modelling, an atmospheric dispersion model of nationwide scale (National Institute of Advanced Industrial Science and Technology - Atmospheric Dispersion Model for Exposure and Risk assessment) was applied, and the atmospheric concentration and loading to the ground were calculated for the Hiroshima Bay watershed area.

Effects of biodiesel on emissions of regulated air pollutants and polycyclic aromatic hydrocarbons under engine durability testing

An 80,000-km durability test was performed on two engines using diesel and biodiesel (methyl ester of waste cooking oil) as fuel in order to examine emissions resulting from the use of biodiesel. The test biodiesel (B20) was blended with 80% diesel and 20% methyl ester derived from waste cooking oil. Emissions of regulated air pollutants, including CO, HC, NO x , particulate matter (PM) and polycyclic aromatic hydrocarbons (PAHs) were measured at 20,000-km intervals. The identical-model engines were installed on a standard dynamometer equipped with a dilution tunnel used to measure the pollutants. To simulate real-world driving conditions, emission measurements were made in accordance with the United States Environmental Protection Agency (USEPA) FTP transient cycle guidelines. At 0 km of the durability test, HC, CO and PM emission levels were lower for the B20 engine than those for diesel. After running for 20,000 km and longer, they were higher. However, the deterioration coefficients for these regulated air pollutants were not statistically higher than 1.0, implying that the emission factors do not increase significantly after 80,000 km of driving. Total (gaseous+particulate phase) PAH emission levels for both B20 and diesel decreased as the driving mileage accumulated. However, for the engine using B20 fuel, particulate PAH emissions increased as engine mileage increased. The average total PAH emission factors were 1097 and 1437 μg bhp h −1 for B20 and diesel, respectively. For B20, the benzo[ a]pyrene equivalence emission factors were 0.77, 0.24, 0.20, 7.48, 5.43 and 14.1 μg bhp h −1 for 2-, 3-, 4-, 5-, 6-ringed and total PAHs. Results show that B20 use can reduce both PAH emission and its corresponding carcinogenic potency.