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Traffic-related pollutants are an ever-growing concern. However, the composition of particle emissions from new vehicle technologies using relevant current and prospective fuel blends is not known. This study tested four current and up-and-coming vehicle technologies with nine fuel blends with various concentrations of ethanol and iso-butanol. Vehicles were driven on both the federal test procedure (FTP) and the unified cycle (UC). Additional tests were conducted under steady-state speed conditions. The vehicle technologies include spray-guided gasoline direct injection (SG-GDI), wall-guided gasoline direct injection (WG-GDI), port-fuel injection flex fuel vehicle (PFI-FFV), and a wall-guided GDI-FFV. The fuels consisted of 10–83% ethanol and 16–55% iso-butanol in gasoline. The composition of soot, water-insoluble mass (WIM), water-soluble organic mass, and water-insoluble organic mass (WIOM), and OM was measured. The majority of emissions over FTP and UC were water-insoluble (>70%), and WIOM contributes mostly to OM. PFIs have lower soot and particulate matter (PM) emissions in comparison to the WG-GDI technology even while increasing the renewable fuel content. SG-GDI technology, which has not penetrated the market, show promise as soot and PM emissions are comparable to PFI vehicles while preserving the GDI fuel economy benefits. The WIM fraction in GDI-FFV consistently increased with increasing ethanol concentration. Lastly, the impact of the future vehicle emissions and traffic pollutants is discussed. SG-GDI technology is found to be a promising sustainable technology to enhance fuel economy and also reduce PM, soot, and WIM emissions. Copyright © 2017 American Association for Aerosol Research [ABSTRACT FROM AUTHOR]

The measurement of hydrochloric acid (HCl) on a continuous basis in coal-fired plants is expected to become more important if HCl standards become implemented as part of the Federal Mercury and Air Toxics Standards (MATS) standards that are under consideration. For this study, the operational performance of three methods/instruments, including tunable diode laser absorption spectroscopy (TDLAS), cavity ring down spectroscopy (CRDS), and Fourier transform infrared (FTIR) spectroscopy, were evaluated over a range of real-world operating environments. Evaluations were done over an HCl concentration range of 0–25 ppmv and temperatures of 25, 100, and 185 °C. The average differences with respect to temperature were 3.0% for the TDL for values over 2.0 ppmv and 6.9% of all concentrations, 3.3% for the CRDS, and 4.5% for the FTIR. Interference tests for H2O, SO2, and CO, CO2, and NO for a range of concentrations typical of flue gases from coal-fired power plants did not show any strong interferences. The possible exception was an interference from H2O with the FTIR. The instrument average precision over the entire range was 4.4% for the TDL with better precision seen for concentrations levels of 2.0 ppmv and above, 2.5% for the CRDS, and 3.5% for the FTIR. The minimum detection limits were all on the order of 0.25 ppmv, or less, utilizing the TDL values with a 5-m path. Zero drift was found to be 1.48% for the TDL, 0.88% for the CRDS, and 1.28% for the FTIR. Implications: This study provides an evaluation of the operational performance of three methods/instruments, including TDL absorption spectroscopy (TDLAS), cavity ring down spectroscopy (CRDS), and FTIR spectroscopy, for the measurement of hydrochloric acid (HCl) over a range of real-world operating environments. The results showed good instrument accuracy as a function of temperature and no strong interferences for flue gases typical to coal-fired power plants. The results show that these instruments would be viable for the measurement of HCl in coal-fired plants if HCl standards become implemented as part of the Federal Mercury and Air Toxics Standards (MATS) standards that are under consideration. [ABSTRACT FROM AUTHOR]

Integrated particle size distribution (IPSD) is a promising alternative method for estimating particulate matter (PM) emissions at low levels. However, a recent light-duty vehicle (LDV) emissions study showed that particle mass estimated using IPSD (MIPSD) with the TSI Engine Exhaust Particle Sizer (EEPS) Default Matrix was 56–75% lower than mass derived using the reference gravimetric method (MGrav) over the Federal Test Procedure (FTP). In this study,MIPSDcalculated with a new inversion matrix, the Soot Matrix, is compared withMGravand also photoacoustic soot mass (MSoot), to evaluate potential improvement of the IPSD method for estimating PM mass emissions from LDVs. In addition, an aerodynamic particle sizer (APS) was used to estimate mass emission rates attributed to larger particles (0.54–2.5 µm in aerodynamic diameter) that are not measured by the EEPS. Based on testing of 10 light-duty vehicles over the FTP cycle, the Soot Matrix significantly improved agreement betweenMIPSDandMGravby increasing slopes ofMIPSD/MGravfrom 0.45–0.57 to 0.76–1.01 for gasoline direct injected (GDI) vehicles; however, for port-fuel injection (PFI) gasoline vehicles, a significant discrepancy still existed betweenMIPSDandMGrav, withMIPSDaccounting for 34 ± 37% ofMGrav. For all vehicles, strong correlations betweenMIPSDandMSootwere obtained, indicating the IPSD method is capable of capturing mass of soot particles. The discrepancy between theMIPSDandMGravfor PFI vehicles, which have relatively low PM emissions (0.22 to 1.83 mg/mile), could be partially due to limited size range of the EEPS by not capturing larger particles (0.54–2.5 µm) that accounts for ∼0.08 mg/mile of PM emission, uncertainties of particle effective density, and/or gas-phase adsorption onto filters that is not detected byin situaerosol instrumentation. Copyright © 2016 American Association for Aerosol Research [ABSTRACT FROM AUTHOR]

Fast-sizing spectrometers, such as the TSI Engine Exhaust Particle Sizer (EEPS), have been widely used to measure transient particle size distributions of vehicle exhaust. Recently, size distributions measured during different test cycles have begun to be used for calculating suspended particulate mass; however, several recent evaluations have shown some deficiencies in this approach and discrepancies relative to the gravimetric reference method. The EEPS converts electrical charge carried by particles into size distributions based on mobility classification and a specific calibration, and TSI recently released a matrix optimized for vehicle emissions as described by Wang et al. (Submitteda). This study evaluates the performance of the new matrix (soot matrix) relative to the original matrix (default matrix) and reference size distributions measured by a scanning mobility particle sizer (SMPS). Steady-state particle size distributions were generated from the following five sources to evaluate exhaust particulates with various morphologies estimated by mass-mobility scaling exponent: (1) A diesel generator operating on ultralow sulfur diesel, (2) a diesel generator operating on biodiesel, (3) a gasoline direct-injection vehicle operating at two speeds, (4) a conventional port-fuel injection gasoline vehicle, and (4) a light-duty diesel (LDD) vehicle equipped with a diesel particulate filter. Generally, the new soot matrix achieved much better agreement with the SMPS reference for particles smaller than 30 nm and larger than 100 nm, and also broadened the accumulation mode distribution that was previously too narrow using the default matrix. However, EEPS distributions still did not agree with SMPS reference measurements when challenged by a strong nucleation mode during high-load operation of the LDD vehicle. This work quantifies the range of accuracy that can be expected when measuring particle size distribution, number concentration, and integrated particle mass of vehicle emissions when using the new static calibration derived based on the properties of classical diesel soot. Copyright 2015 American Association for Aerosol Research [ABSTRACT FROM PUBLISHER]

Continuous monitoring of exhaust flue gas has become a common practice in power plants in response to Federal Mercury and Air Toxics Standards (MATS) standards. Under the current rules, hydrochloric acid (HCl) is not continuously measured at most plants; however, MATS standards have been proposed for HCl, and tunable diode laser (TDL) absorption spectroscopy is one method that can be used to measure HCl continuously. The focus of this work is on the evaluation and verification of the operation performance of an HCL TDL over a range of real-world operating environments. The testing was conducted at the University of California at Riverside (UCR) spectroscopy evaluation laboratory. Laboratory tests were conducted at three separate temperatures, 25ºC, 100ºC, and 200ºC, and two distinct moisture levels for the enhanced temperatures, 0%, (2 tests) and 4%, over a concentration range from 0 ppmv to 25 ppmv-m at each of the elevated temperatures. The results showed good instrument accuracy as a function of changing temperature and moisture. Data analysis showed that the average percentage difference between the ammonia concentration and the calibration source was 3.33% for varying moisture from 0% to 4% and 2.69% for varying temperature from 25 to 100/200ºC. An HCl absorption line of 1.742 μm was selected for by the manufacturer for this instrument. The Hi Tran database indicated that CO2is probably the only major interferent, although the CO2absorption is very weak at that wavelength. Interference tests for NO, CO, SO2, NH3, and CO2for a range of concentrations typical of flue gasses in coal-fired power plants did not show any interference with TDL HCl measurements at 1.742 μm. For these interference tests, CO2was tested at a concentration of 11.9% concentration in N2for these tests. Average precision over the entire range for all 10 tests is 3.12%. Implications:The focus of this study was an evaluation of the operation performance of a tunable diode laser (TDL) for the measurement of hydrochloric acid (HCl) over a range of real-world operating environments. The results showed good instrument accuracy as a function of changing temperature from 25ºC to 200ºC and moisture from 0% to 4%. Such as an instrument could be used for continuous monitoring of exhaust flue gas in power plants once the Federal Mercury and Air Toxics Standards (MATS) standards have been fully implemented. [ABSTRACT FROM AUTHOR]

Selective noncatalytic reduction (SNCR) is a postcombustion technique for reducing NOx emissions from power generation facilities. The optimization of the SNCR system involves maximizing NOx reduction while minimizing NH3 slip. This requires optimization of both the SNCR system as well as the combustion, as their performances are interrelated. This work discusses the results of an optimization study of SNCR systems on a wood-fired boiler. This included measurements of NH3, which was measured with a tunable diode laser, as well as temperature, O2, CO, and NOx. The results clearly showed the interrelationship between the SNCR process and combustion. Marked improvement in SNCR performance was possible on this boiler due in part to the availability of instrumentation that allowed the operators to optimize combustion and maintain these conditions once they were defined. [ABSTRACT FROM AUTHOR]

This study provides an evaluation of the nature of sub-23-nm particles downstream of the European Particulate Measurement Programme (PMP) methodology, with prescribed cycles and on-road flow-of-traffic driving conditions. Particle number concentrations and size distributions were measured using two PMP measurement systems running simultaneously. For this analysis, the focus is on the real-time results from multiple instruments. The results revealed that a significant fraction of particles downstream of both PMP systems for all tested cycles were below 11 nm. The fraction of sub-11-nm particles observed downstream of the PMP system decreased when the overall dilution ratio of one PMP system was increased from 300 to 1500, suggesting those sub-11-nm particles were formed through re-nucleation of semivolatile precursors. When the evaporation tube temperature was increased from 300°C to 500°C, no difference in particle number concentrations was observed, suggesting that incomplete evaporation of semivolatile particles did not contribute to those sub-11-nm particles. Particle emissions were about one order of magnitude higher during flow-of-traffic driving along a highway with a steep grade than during the prescribed driving cycles. During the same flow-of-traffic condition, a sudden jump in PMP operationally defined solid particle concentration was observed, while the accumulation mode particle concentrations in the constant volume sampling (CVS) tunnel measured by an engine exhaust particle sizer (EEPS) only showed a slight increase. This discrepancy was attributed to the extensive growth of the re-nucleated particles downstream of the PMP systems. Copyright 2012 American Association for Aerosol Research [ABSTRACT FROM AUTHOR]

This study evaluated the UN-ECE Particle Measurement Programme (PMP) protocol for the measurement of solid particle number emissions under laboratory and on-road conditions for two passive diesel particle filters (DPF)-equipped medium and heavy-heavy duty diesel vehicles. The PMP number emissions were lower than the European light-duty certification value (9.6 × 1011 #/mi) for all standardized cycles, but exceeded this value during some higher load on-road driving conditions. Particle number measurements were generally less variable than those of the PM mass for the on-road testing, but had comparable or greater variability than PM mass for the laboratory measurements due to outliers. These outliers appear to be real events that are not apparent with integrated filter methods. The particle number measurements for the low cut point CPCs (3-7 nm) below the PMP system were approximately an order of magnitude higher than those for the PMP-compliant CPC (23 nm), indicating the presence of a large fraction of solid sub-23 nm particles. Although such particles are defined as solid by the PMP method, their actual state is unknown. Nucleation particles with a large sulfate contribution formed under a variety of conditions when the exhaust temperature near the DPF exceeded a “critical” temperature, typically >300°C. [ABSTRACT FROM AUTHOR]