NOx Emission Factors Research Articles

Onboard test-based exhaust emission factors for marine diesel engines on anchor handling tug supply vessels

In order to accurately assess China’s port air pollution caused by AHTS (Anchor Handling Tug Supply Vessels) ships, 46 diesel engines on 27 AHTS ships were tested for onboard emissions using a large gas analyzer to statistically analyze their fuel-based and power-based emission factors. The results show that fuel-based NOx-emission factors for MEs, SEs and AEs before and after the use of the SCR system are 45.4, 38.24,33.04 g/kg and 6.35, 4.98, 5.82 g/kg, CO-emission factors are 7.95, 6.30, 7.96 g/kg and 6.90, 6.93, 8.32 g/kg, THC-emission factors are 0.49, 0.64, 0.25 g/kg and 0.42, 0.47, 0.22 g/kg, and CO2-emission factors are 3121.62, 3121.34, 3093.12 g/kg and 3088.14,3091.40, 3085.21 g/kg, respectively. Power-based NOx-emission factors for MEs, SEs and AEs before and after the use of the SCR system are 9.71, 8.61, 7.58 g/(kW·h) and 1.37, 1.23, 1.33 g/(kW·h), CO-emission factors are 1.71, 2.08, 1.84 g/(kW·h) and 1.47, 1.53, 1.93 g/(kW·h), THC-emission factors are 0.10, 0.14, 0.05 g/(kW·h) and 0.09, 0.13, 0.06 g/(kW·h), and CO2-emission factors are 671.73, 700.58, 718.46 g/(kW·h) and 664.42, 694.16, 716.92 g/(kW·h), respectively. The power-based emission factor is closely related to the diesel engine load, and the relationship between different exhaust emissions and diesel engine load shows different patterns. In addition, it was found that the NOx emissions of the ship decreased significantly to meet the IMO Tier III requirements after running SCR. The emission factors of CO, HC and CO2 have no obvious change whether SCR systems were operated or not. The AHTS marine engine emission factors obtained in this paper are highly relevant and can provide reliable data for establishing a suitable emission inventory for medium and high speed engineering support vessels.

Fuel consumption and exhaust emissions from Euro 6d vehicles fueled by innovative LPG/DME blend

The aim of this research was to investigate the exhaust emissions from vehicles when fueled by a new and fully renewable fuel if made of bio-LPG and renewable dimethyl ether (DME), in comparison with standard gasoline. For this purpose, DME was mixed with liquefied petroleum gas (LPG) and used to fuel three bi-fuel LPG/gasoline spark-ignition engines light-duty vehicles. The suitable fuel blend was selected based on several octane tests using CFR engines. Exhaust emissions were tested over the WLTC and over the hot-start CADC cycles, as well as on the road. All Euro 6 standards were well fully met over the WLTC with both fuels. Switching from gasoline to LPG/DME fueling, the CO and NOx emission factors increased for two vehicles, whereas THC and NMHC decreased. Regarding particulates, for two vehicles the emission factors decreased, too. Generally, when the vehicles were driven on the CADC, lower gaseous emissions were observed compared to WLTC: excluding one vehicle, when switching from gasoline to LPG/DME fueling, the overall emission profiles reflected those of the same vehicles run on the WLTC. The unregulated particulate emissions measured over both testing cycles reflect what was detected for the regulated ones. Except for PN10, which was not measured, all regulated emissions were found to meet the (most severe) Euro 7 standards proposed at first by the European Commission. RDE tests showed that all vehicle emissions obtained from on-road tests were also found to meet the RDE standards, regardless of the fueling. Concerning CO2 emissions, LPG/DME fueling guaranteed a systematic decrease for all vehicles and cycles, both on road and in the laboratory. The present investigation aims at demonstrating that the innovative LPG/DME 80 %/20 % (m/m) blend not only can be deemed as potentially suitable for GHG emissions reduction, as long as both DME and propane are obtained from renewable sources, but even compliant with EN 589 and both Euro 6 and part of preliminary Euro 7 exhaust emission proposal.

Air Pollutant Emission Factors of Inland River Ships under Compliance

Inland river ships (IRSs) use diesel with a lower sulfur content and emit relatively low emissions, making it challenging to monitor their emissions. Sniffer monitoring equipment was installed from August 2020 to June 2022 at the Gezhou Dam of the Yangtze River and monitored emissions from 8,238 IRSs passing through the lock. We partnered with the maritime department to select 100 ships passing through the lock to extract fuel oil samples for direct fuel sulfur content (FSC) detection, which determined the actual FSC of the passing ships. The monitoring data from these 100 ships indicated that the relative error of the SO2 emission factors (EFs) and FSC results is significant at the 10-parts-per-million level. The monitoring data from the remaining 8,138 ships showed that the EFs of NO, NO2, PM2.5, and PM10 were 24.02 ± 16.92 g kg−1, 10.30 ± 18.08 g kg−1, 0.72 ± 0.60 g kg−1, and 0.92 ± 0.70 g kg−1, respectively. The NOx EFs of container ships are higher than those of other ship types, while the PM EFs for different ship types do not significantly differ. Based on these EFs, we calculated the average emission rates for different types of ships passing through locks, which is a real-time measurement method for estimating ship emissions. In addition, a comparison of ship EF measurements over the past 20 years revealed that EF values for SO2, NOx, and PM exhibited a downward trend, with the calculated results of the current study determined to be the lowest numerical level.

Investigation of emission characteristics of a marine cargo ship in real-world conditions

Pollution caused by ship emissions will considerably impact coastal areas. A test system that matched the actual conditions of a ship was designed based on a portable emission measurement system (PEMS), and the emission characteristic of gaseous and particle emissions and the particle size distribution of the ship's main engine were investigated under real-world operating conditions. The results showed that the emission concentrations of the main pollutants fluctuated greatly under the departure, anchoring, and docking conditions, and the peaks of CO, CO2, and NOx emissions appeared under these transient conditions. The emission concentrations of CO2, hydrocarbons, particle number (PN), and particulate mass increased with the increase in speed. The PN-based particle size distribution of the engine presented a unimodal distribution under daily operating conditions. The maximum emission factor of NOx based on the engine power was 29.53 g/kWh at the engine speed of 66 r/min. The results of the study may contribute to supplementing the emission factors of this type of ship, and provide data support for monitoring and assessment of the marine environment.

On-road evaluation and regulatory recommendations for NOx and particle number emissions of China VI heavy-duty diesel trucks: A case study in Shenzhen

This research analyzed the real-world NOx and particle number (PN) emissions of 21 China VI heavy-duty diesel trucks (HDDTs). On-road emission conformity was first evaluated with portable emission measurement system (PEMS). Only 76.19 %, 71.43 % and 61.90 % of the vehicles passed the NOx test, PN test and both tests, respectively. The impacts of vehicle features including exhaust gas recirculation (EGR) equipment, mileage and tractive tonnage were then assessed. Results demonstrated that EGR helped reducing NOx emission factors (EFs) while increased PN EFs. Larger mileages and tractive tonnages corresponded to higher NOx and PN EFs, respectively. In-depth analyses regarding the influences of operating conditions on emissions were conducted with both numerical comparisons and statistical tests. Results proved that HDDTs generated higher NOx EFs under low speeds or large vehicle specific powers (VSPs), and higher PN EFs under high speeds or small VSPs in general. In addition, unqualified vehicles generated significantly higher NOx EFs than qualified vehicles on freeways or under speed≥40 km/h, while significant higher PN EFs were generated on suburban roads, freeways or under operating modes with positive VSPs by unqualified vehicles. The reliability and accuracy of on-board diagnostic (OBD) NOx data were finally investigated. Results revealed that 43 % of the test vehicles did not report reliable OBD data. Correlation analyses between OBD NOx and PEMS measurements further demonstrated that the consistency of instantaneous concentrations were generally low. However, sliding window averaged concentrations show better correlations, e.g., the Pearson correlation coefficients on 20s-window averaged concentrations exceeded 0.85 for most vehicles. The research results provide valuable insights into emission regulation, e.g., focusing more on medium- to high-speed operations to identify unqualified vehicles, setting higher standards to improve the quality of OBD data, and adopting window averaged OBD NOx concentrations in evaluating vehicle emission performance.

Measurement of motorcycle exhaust emissions on urban roads using remote sensing

This study aim to determine motorcycle exhaust emissions and emission factors on urban roads using unintrusive roadside remote sensing equipment, specifically the ETC M752 type version 3.1 from 2020. The research gathered 1012 valid and identified vehicle samples from five locations, comprising four in Jakarta and one in Bandung. The results unveiled median motorcycle emissions: CO2 (13.90%), CO (1.42%), smoke (0%), HC (1499 ppm), and NOx (2447 ppm). These measurements were recorded at an average speed of 21.81 km/h with an average acceleration of 0.05 m/s². Meanwhile the emission factors determined from this study were: 46.50 g/km, 1.95 g/km, 0 g/km, 0.22 g/km, and 0.46 g/km for CO2, CO, soot, HC, and NOx, respectively. An increase in the production year of motorcycles led to a significant reduction in exhaust emissions and emission factors. Across all production year categories, CO and HC emissions remained within acceptable thresholds. CO and HC emission factors already meet Euro 3 standards, while the NOx emission factor still does not meet the standard. Enhancing engine cylinder capacity resulted in a slight uptick in motorcycle exhaust emissions and emission factors. Specifically, the CO and HC emissions on Yamaha motorcycles are lower compared to Honda, while the NOx emissions on Yamaha motorcycles are higher compared to Honda. However, both brands have met Euro 3 standards for CO and HC but not for NOx.

Development of Emission Factors from Indonesian Coal-Fired Power Plant Using Continuous Emission Monitoring Data

Continuous Emission Monitoring System (CEMS) is generally used for monitoring compliance with emission standards set by the government regulations and has not been optimally used for other additional purposes yet. If operated CEMS can produce reliable and accurate data, they can develop further specific data such as emission factors. These emission factors can be used for estimating pollutant emission loads from coal combustion activity in Coal-Fired Power Plants (CFPPs) without conducting direct source measurements. In this study, hourly 1 yr CEMS data from several units of CFPPs were processed to develop specific emission factors for principal air pollutants (SO2, NOx, particulates) and greenhouse gases (represented by CO2). Emission factors were determined by dividing the emission load of each pollutant by the amount of combusted coal during 1 yr. The results showed that emission factor ratings for this study could not be classified as A ratings due to the limited number of investigated CEMS facilities. According to the variability of the derived emission factor values, SO2 and CO2 emission factors can be rated as B or above average (with fewer variability values). In comparison, NOx and particulate emission factors can be placed as C or average (with more variability values).

Two-Stream Networks for COPERT Correction Model with Time-Frequency Features Fusion

Emission factors serve as a valuable tool for quantifying the release of pollutants from road vehicles and predicting emissions within a specific time or area. In order to overcome the limitation of the computer program to calculate emissions from the road transport (COPERT) model in directly obtaining precise emission factors from on-board diagnostic (OBD) data, we propose a novel two-stream network that combines time-series features and time-frequency features to enhance the accuracy of the COPERT model. Firstly, for the instantaneous emission factors of NOx from multiple driving segments provided by heavy-duty diesel vehicles in actual driving, we select the monitored attributes with a high correlation to the emission factor of NOx considering the data scale and employing Spearman rank correlation analysis to obtain the final dataset composed of them and emission factors. Subsequently, we construct an information matrix to capture the impact of past data on emission factors. Each attribute of the time series is then converted into a time-frequency matrix using the continuous wavelet transform. These individual time-frequency matrices are combined to create a multi-channel time-frequency matrix, which represents the historical information. Finally, the historical information matrix and the time-frequency matrix are inputted into a two-stream parallel model that consists of ResNet50 and a convolutional block attention module. This model effectively integrates time-series features and time-frequency features, thereby enhancing the representation of emission characteristics. The reliability and accuracy of the proposed method were validated through a comparative analysis with existing mainstream models.

Accelerated aging for after-treatment devices of diesel engine: Method, emission characteristics, and equivalence

After-treatment devices of diesel engines effectively reduce exhaust emissions but deteriorate over time. Consequently, the China-VI emission regulation mandates a useful life of seven years or 700,000 km for after-treatment devices. Conventional engine bench aging methods, being costly and time-consuming, are inapplicable for long-term emission durability verification. This paper introduces an accelerated aging method based on the thermal accumulation and Arrhenius equation. Accelerated aging of four after-treatment devices of the same model at different temperatures and durations was carried out. Results revealed that barring the CDPF's PN filtration efficiency, the efficiencies of the DOC, SCR, and ASC catalysts declined with accelerated aging, especially under lower temperatures. Deterioration in conversion efficiencies of catalysts increased the NOx, CO, THC, and NH3 emissions under cold- and warm-WHTC tests. Considering that the equivalent durability mileage of the after-treatment devices under 150 h 650 °C accelerated aging condition is approximately 870,000 km, while the CO, THC, PN, NOx, and NH3 emission factors are 0.05 g/kWh, 0.21 g/kWh, 2.14 × 1010 #/kWh, 0.44 g/kWh, and 3.48 ppm, respectively, so the durability of the tested after-treatment devices could comply with the China-VI emission regulation. Although accelerated aging did not significantly affect PN emissions, it increased the balanced point temperature of CDPF and the proportion of sub-23 nm particles. If emission regulations further reduce the lower limit of PN measurement to 10 nm, it could negatively impact the emission durability of CDPF. In addition, comparing the 1000 h of conventional aging showed similar characteristics and results in NOx conversion efficiency and NOx emission, suggesting that the accelerated aging method is reliable. In conclusion, the accelerated aging method reduces the durability verification duration, providing a cost-effective regulatory tool for environmental protection authorities and guidance for manufacturers to optimize device performance and durability.

Detecting nitrogen oxide emissions in Qatar and quantifying emission factors of gas-fired power plants – a 4-year study

Abstract. Nitrogen oxides (NOx=NO+NO2), produced in urban areas and industrial facilities (particularly in fossil-fuel-fired power plants), are major sources of air pollutants, with implications for human health, leading local and national authorities to estimate their emissions using inventories. In Qatar, these inventories are not regularly updated, while the country is experiencing fast economic growth. Here, we use spaceborne retrievals of nitrogen dioxide (NO2) columns at high spatial resolution from the TROPOspheric Monitoring Instrument (TROPOMI) to estimate NOx emissions in Qatar from 2019 to 2022 with a flux-divergence scheme, according to which emissions are calculated as the sum of a transport term and a sink term representing the three-body reaction comprising NO2 and hydroxyl radical (OH). Our results highlight emissions from gas power plants in the northeast of the country and from the urban area of the capital, Doha. The emissions from cement plants in the west and different industrial facilities in the southeast are underestimated due to frequent low-quality measurements of NO2 columns in these areas. Our top-down model estimates a weekly cycle, with lower emissions on Fridays compared to the rest of the week, which is consistent with social norms in the country, and an annual cycle, with mean emissions of 9.56 kt per month for the 4-year period. These monthly emissions differ from the Copernicus Atmospheric Monitoring Service global anthropogenic emissions (CAMS-GLOB-ANT_v5.3) and the Emissions Database for Global Atmospheric Research (EDGARv6.1) global inventories, for which the annual cycle is less marked and the average emissions are respectively 1.67 and 1.68 times higher. Our emission estimates are correlated with local electricity generation and allow us to infer a mean NOx emission factor of 0.557 tNOx GWh−1 for the three gas power plants in the Ras Laffan area.

Evaluating the real-world emissions of diesel passenger Car in Indian heterogeneous traffic.

A 30 portable emission measurement system (PEMS)test was conducted in this study to examine the effect of driving modes (aggressive and normal) and road type (urban and rural) on tailpipe emissions. Driving modes were assessed using relative positive acceleration and velocity × positive acceleration factors. The findings revealed that aggressive and normal driving modes differed significantly on urban and rural roads, as evident from paired sample t-test (p < 0.05). Furthermore, aggressive driving exhibited more prominent speed and acceleration on rural roads, while normal driving modes showed consistent acceleration or speed patterns regardless of road conditions as observed from kernel density estimation and box plot analysis. Emission rates (CO, CO2, HC, and NOx) significantly varied between aggressive and normal driving modes on urban and rural roads, as indicated by paired sample t-test analysis (p < 0.05). Aggressive driving increased CO2, CO, and HC emission rates for acceleration and deceleration modes by 18% to 40% compared to normal driving. Aggressive driving modes increased the emission factors (CO, HC, and CO2) by 5% to 25% compared to the normal driving mode on both urban and rural roads. Moreover, the NOx emission factors were also found significant during normal driving conditions on urban roads. This study provides real-world emission factors of diesel cars considering the impact of route, vehicle familiarity, and driving behavior induced by varying traffic conditions, which will contribute to improve the current emissions inventory on both a local and global level.

The evaluation of energy from grapevine shoots used as biomass depending on the cultivar

The article examines the influence of physicochemical traits on yield depending on the variety and year of cultivation. Four common to Poland grape cultivars, i.e. ‘Regent’, ‘Rondo’, ‘Seyval Blanc’, and ‘Solaris’, were evaluated by analysing, among others, number of clusters per bush, their weight, number of berries, and the yield per hectare, number of woody shoots, weight of woody shoots, and the diameter of woody shoots. Energy and emission parameters were evaluated by conducting technical evaluation (lower heating value, ash content, volatile matters content, moisture content, fixed carbon) and elemental analysis (carbon, nitrogen, hydrogen, sulphur and oxygen contents) of one-year, two-year and three-year vine shoots. In addition, emission factors for CO, CO2, NOx, SO2 and dust were estimated. The study showed that there was no significant differences between years under study (2020, 2021 and 2022) and energy and emission parameters. It was observed that the highest LHV (lower heating value) occurred in the ‘Regent’ cultivar while the lowest level in the ‘Rondo’ cultivar. As regards energy-emission parameters, a significant influence of cultivar (‘Solaris’, ‘Rondo’, ‘Seyval Blanc’ and ‘Regent’) was shown on the parameters studied except for nitrogen content and NOx emission index. The interaction of year and cultivar showed no significant differences except for the moisture content.

Measurement report: Inland ship emissions and their contribution to NOx and ultrafine particle concentrations at the Rhine

Abstract. Emission plumes of around 4700 ship passages were detected between March 2021 and June 2022 in the Upper Rhine Valley in Worms, Germany. In combination with ship-related data recorded via the automatic identification system (AIS), the plume composition of individuals ships was analyzed, and it was possible to quantify their contribution to the overall emission load. To obtain an integral picture of inland ship emissions, nitrogen oxide (NOx = NO + NO2) and carbon dioxide (CO2) measurements in the gas phase were combined with detailed particle-phase measurements including particle number concentration (PNC), particle size distribution (PSD) from 5 nm to 10 µm, particulate matter (PM1 and PM2.5), ultrafine particle fraction (UFP, diameter &lt; 100 nm) and aerosol black carbon (BC). One measuring station was located inside a bridge directly above the navigation channel and was especially helpful in deriving emission factors under real-world driving conditions for the fleet on the Upper Rhine. The other station was situated on a riverbank at about 40 m distance to the shipping lane and was thus representative of the exposure of people working or living close to the Rhine. Inland ships contributed 1.2 µg m−3 or 7 % on average to the local nitrogen dioxide (NO2) concentration at the bridge above the shipping lane. NOx concentrations were increased by 10.5 µg m−3 (50 %), PNC by 800 cm−3 (10 %), PM1 by 0.4 µg m−3 (4 %) and BC by 0.15 µg m−3 (15 %). On the riverbank a NOx increase of 1.6 µg m−3 (8 %) and an NO2 increase of 0.4 µg m−3 (3 %) were observed. More than 75 % of emitted particles were found in the UFP range with a geometric mean particle diameter of 52±23 nm. Calculated emission factors (25–75 percentiles) were 26–44 g kg−1 of fuel for NOx, 1.9–3.2 g kg−1 for NO2, 0.3–0.7 g kg−1 for BC, 0.9–2.3 g kg−1 for PM1 and (1–3) × 1015 kg−1 for PNC, with a large variability observed from ship to ship. Relating these values to ship-specific parameters revealed the importance of engine characteristics, i.e., vessels using old motors with low revolutions per minute (rpm) caused comparably high emission factors for both NOx and PNC. A comparison with emission regulation limits set by the Central Commission for the Navigation of the Rhine (CCNR) and the European Union (EU) showed that – within the uncertainty of our calculation method – mean energy-dependent emission factors under real-driving conditions were slightly exceeding those under controlled laboratory conditions. The results from this study underline the importance of long-term measurements with high temporal resolution to reliably estimate the contribution of inland shipping to air pollution in cities along heavy traffic waterways and to monitor a potential future emission reduction when modernizing the fleet.

Telematics data for geospatial and temporal mapping of urban mobility: Fuel consumption, and air pollutant and climate-forcing emissions of passenger cars

In this study, we use the approach of geospatial and temporal (GeoST) mapping of urban mobility to evaluate the speed-time-acceleration profile (dynamic status) of passenger cars. We then use a pre-developed model, fleet composition and real-world emission factor (EF) datasets to translate vehicles dynamics status into real-urban fuel consumption (FC) and exhaustive (CO2 and NOx) emissions with high spatial (15 m) and temporal (2 h) resolutions. Road transport in the West Midlands, UK, for 2016 and 2018 is the spatial and temporal scope of this study. Our approach enables the analysis of the influence of factors such as road slope, non-rush/rush hour and weed days/weekends effects on the characteristics of the transport environment. The results show that real-urban NOx EFs reduced by more than 14 % for 2016–18. This can be attributed to the increasing contribution of Euro 6 vehicles by 63 %, and the increasing contribution of diesel vehicles by 13 %. However, the variations in the real-urban FC and CO2 EFs are less significant (±2 %). We found that the FC estimated for driving under the NEDC (National European Driving Cycle) is a qualified benchmark for evaluating real-urban FCs. Considering the role of road slope increases the estimated real-urban FC, and NOx, and CO2 EFs by a weighted average of 4.8 %, 3.9 %, and 3.0 %, respectively. Time of travel (non-rush/rush hour or weed days/weekends) has a profound effect on vehicle fuel consumption and related emissions, with EFs increasing in more free-flowing conditions.

COVID-19 and Beyond: COVID-19 Interventions and Power Plant Emissions in the United States

Short- and long-term changes in electricity generating unit (EGU) emissions were observed during COVID-19 public health interventions in the United States. In a generalized synthetic control framework, we employ weekly EGU SO2, NOx, and CO2 emissions data from EPA’s Clean Air Markets Database and location-specific meteorology from 2010 to 2019 to estimate each EGU’s hypothetical business as usual (BAU) emissions throughout 2020. We find that over 60% (covering >50% of total electricity generation) of EGUs saw SO2, NOx, and CO2 emissions increases relative to BAU, with most of the increases occurring in the eastern U.S. We find increases relative to BAU in the March–April stringent lockdown period for SO2, NOx, and CO2 of 44% (4500 tons/week), 23% (2200 tons/week), and 14% (2.3 million tons/week), respectively, with similar results from March to December 2020. We find that EGUs using coal as primary fuels are the main driver of increased emissions due to increased operations, and SO2 emissions increases at coal EGUs led to a 28% increase in PM2.5 related to coal SO2 emissions relative to BAU across March–December. We find increases in SO2 and NOx emissions factors at coal EGUs in 2020 relative to 2019 that likely played a role in these increases, and we identify changes in coal fuel consumption and price that may have played a role.

NOx emission deterioration in modern heavy-duty diesel vehicles based on long-term real driving measurements

NOx emissions from diesel vehicles generally deteriorate with increased durability mileage owing to the wear and deterioration of engines and after-treatment systems. Three China-VI heavy-duty diesel vehicles (HDDVs) were selected for four-phase long-term real driving emission (RDE) tests using the portable emission measurement system (PEMS). After 200,000 km of on-road driving, the maximum NOx emission factor of the test vehicles (387.06 mg/kWh) was found to be significantly lower than the NOx limit of 690 mg/kWh. Under all driving conditions, the NOx conversion efficiency of selected catalytic reduction (SCR) decreased almost linearly as the durability mileage increased. Importantly, the deterioration rate of the NOx conversion efficiency in low-temperature intervals was discernibly higher than that in high-temperature intervals. The NOx conversion efficiency at 200 °C dropped by 16.67–19.82% with higher durability mileage; however, the highest values at 275–400 °C only decreased by 4.11%. Interestingly, the SCR catalyst at 250 °C showed strong NOx conversion efficiency and durability (maximum decline of 2.11%). Overall, the poor de-NOx performance of SCR catalysts at low temperatures significantly challenges the long-term effective control of NOx emissions from HDDVs. Thus, improving the NOx conversion efficiency and durability at low-temperature intervals is the top priority for SCR catalyst optimization; NOx emissions from HDDVs at low velocities and loads should also be monitored by environmental authorities. The linear fitting coefficient for the NOx emission factors of the four-phase RDE tests was 0.90–0.92, indicating that NOx emissions deteriorated linearly with an increase in mileage. Based on the linear fitting results, the NOx emission control of the test vehicles during 700,000 km of on-road driving was highly likely to be qualified. These results can be used by environmental authorities to supervise the NOx emission conformity of in-use HDDVs after validation using other types of vehicles.

Airborne Air Pollutant Emission Characteristics of Mobile Vehicles in Taiwan

This study examines the air pollutant emission characteristics, activity intensity, and trends of mobile sources from 2013 to 2021. The target pollutants include criteria pollutants (fine particulate matters, nitrogen oxides, and hydrocarbons) and hazardous air pollutants (benzene, formaldehyde, and BaP). The results indicated that the activity intensity levels of road mobile sources in Taiwan were148 × 109, 156 × 109, 159 × 109, and 155 × 109 km/year in 2013, 2016, 2019, and 2021, respectively, with the largest proportion attributed to gasoline passenger cars (42.6%), followed by four-stroke motorcycles (32.6%). An emission factor of PM2.5 was estimated by EPA’s MOVES (Motor Vehicle Emission Simulator) model, and the results showed that the emission sequence was diesel &gt; gasoline &gt; motorcycle; the NOx emission factor was estimated using the MOBILE6.2 model, and the results showed that the order was diesel &gt; gasoline &gt; motorcycle; the HC emission factor was compiled with the use of gasoline vehicle dynamometer data, and the results showed that motorcycle &gt; gasoline vehicles. Further results showed that the emission sequence for benzene was motorcycle &gt; gasoline ≥ diesel; the formaldehyde emission sequence was diesel &gt; motorcycle ≥ gasoline. The BaP emission factors of different vehicle types were estimated using MOVES, and the emission factors of old heavy-duty diesel vehicles were the highest.

Experimental study on NOx emission characteristics under oxy-fuel combustion

Abstract This study focuses on the emission characteristics of NOx under oxy-fuel combustion conditions. A comparative analysis with air combustion was performed. NOx emission, control measures and influence factors under different working conditions were studied. Experiments were carried out on a 3-MWth test platform and a laboratory platform. The ‘π’-type furnace was adopted, with the furnace width of 2.6 m, depth of 2.0 m and height of 10.5 m for the 3-MWth coal-fired boiler. NOx emissions at different oxygen concentrations and different air distribution were investigated; the effects of H2O and CO2 concentration on denitrification efficiency and SO2/SO3 conversion rate were explored. Experiment results suggest that, compared with air combustion, NO concentration (volume basis) at the furnace outlet under oxy-fuel combustion is higher than that of air combustion, but the amount of NOx emissions in the discharged gas significantly decrease compared to the air combustion conditions. In addition, the formation of NOx can be effectively controlled through staged combustion. Furthermore, the selective catalytic reduction (SCR) denitrification efficiency and the conversion rate of SO2 to SO3 decreases when the CO2 concentration and the H2O content increase, indicating that CO2 and H2O have an adverse effect on the performance of the catalyst. Additionally, compared with CO2 concentration, H2O content has a greater effect on catalyst performance.

Fine particulate matter and gas emissions at different burn phases from household coal-fired heating stoves

Household coal burning contributes a large proportion of fine particulate matter (PM2.5), black carbon (BC), organic carbon (OC), and CO emissions in China. Previous lab or field investigations generally measured short-term emissions from heating coal stoves, and only covered the high power phase or the flaming combustion processes, and did not consider smoldering combustion condition, which does not provide full characterization of the actual conditions in most cases. In this study, we investigated air pollutant emissions during the different burn phases of seven types of coal burned in a typical household coal-fired heating stove in the lab with a hood sampling system. We proposed a method to estimate coal consumption at the different burn phases, and thus quantify emission factors (EFs) at different burn phases. The concentrations of CO2, CO, SO2, NOx, and PM2.5 fluctuated over 1 to 4 orders of magnitude during the whole burn cycle. The air pollutant concentration peaks, such as CO and PM2.5, were generally associated with coal addition. EFs of CO2, SO2, total water soluble inorganic ions (TWSIIs) followed the trend: high power phase > low power phase > banked fire phase. However, CO EFs followed the opposite trend, i.e., banked fire phase > low power phase > high power phase. EFs of NOx and EC in high power phase and low power phase were higher than those in banked fire phase. The variation in EFs of PM2.5 and OC in different burn phases across seven types of coal burned in this study is complicated. When using EFs from high power phase or flaming phase to represent EFs from the whole process, CO2, SO2, NOx, EC and TWSIIs emissions will be overestimated, CO emissions will be underestimated, PM2.5 and OC emissions may be overestimated or underestimated, depending on coal types.

Determination of NOx emission rates of inland ships from onshore measurements

Abstract. Inland ships are an important source of NOx, especially for cities along busy waterways. The amount and effect of such emissions depend on the traffic density and NOx emission rates of individual vessels. Ship emission rates are typically derived using in situ land measurements in relation to NOx emission factors (e.g. the number of pollutants emitted by ships per unit of burnt fuel). In this study, a different approach is taken, and NOx emission rates are obtained (in g s−1). Within the EU LIFE project, CLean INland SHipping (CLINSH), a new approach to calculating the NOx emission rates from data of in situ measurement stations has been developed and is presented in this study. Peaks (i.e. elevated concentrations) of NOx were assigned to the corresponding source ships, using the AIS (automated identification system) signals they transmit. Each ship passage was simulated, using a Gaussian puff model, in order to derive the emission rate of the respective source ship. In total, over 32 900 ship passages have been monitored over the course of 4 years. The emission rates of NOx were investigated with respect to ship speed, ship size, and direction of travel. Comparisons of the onshore-derived emission rates and those on board for selected CLINSH ships show good agreement. The derived emission rates are of a similar magnitude to emission factors from previous studies. Most ships comply with existing limits due to grandfathering. The emission rates (in g s−1) can be directly used to investigate the effect of ship traffic on air quality, as the absolute emitted number of pollutants per unit of time is known. In contrast, for relative emission factors (in g kg−1 fuel), further knowledge about the fuel consumption of the individual ships is needed to calculate the number of pollutants emitted per unit of time.