The fast-response flame ionization detector (FRFID) has been used widely to measure, in real time, the concentration of unburnt hydrocarbons in internal combustion engines. In this study, a FRFID is modified to measure, simultaneously, the concentration of the gaseous hydrocarbons and the number density of soot particulates present in the exhaust of a turbocharged Dl diesel engine. The system is also capable of differentiating the hydrocarbon fraction of the particulates from that of gaseous hydrocarbons, hence providing information for deducing the amount of gaseous hydrocarbon that is adsorbed by or condensed onto the surface of the particulates. Another unmodified FRFID, with a particulate collector placed immediately upstream of it, is used to determine the total particulate matter in terms of mass concentration. Experimental results show that the particulate number density measured by the modified FRFID is correlated well with the mass concentration determined by the filtration method under various engine operating conditions. The hydrocarbon fraction of the particulates shows a similar trend to the gaseous hydrocarbon present in the raw exhaust gas stream under various steady-speed engine test runs. A transient engine load acceptance test concludes the usability of this modified FRFID to measure, on a time-resolved basis, the particulate number densities with trends similar to those of generally known smoke opacities.
Alternative technologies have emerged to reduce the greenhouse gas (GHG) emissions of traditional commuter rail systems powered by diesel. Even larger reductions can be obtained with energy production from renewable resources. This paper uses the commuter rail system in Montreal, Quebec, as a case study for implementing alternative technologies, namely, complete electrification of the network (only one of the existing five lines is electrified) and hydrogen fuel cell-powered trains. It is important to note that the main source of electricity generation in Quebec is hydropower which is offered at a relatively low cost. Several criteria were considered to determine the most suitable alternative including GHG emissions from operation and fuel production, operation and capital costs, and technological and commercial viability. Electrification of the commuter rail system would decrease annual emissions by 98% which is more than 27,000 tons. The GHG reductions for hydrogen trains are lower than electric trains but still substantial. The operation costs favor the electrification scenario; however, the high costs of electrical infrastructure make hydrogen trains more competitive since additional infrastructure is unnecessary. However, hydrogen trains remain a new and unproven technology; uncertainties associated with it should be settled before full implementation.
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