Smoke and Odor Control for Diesel-Powered Trucks and Buses

Stahman, Ralph C.; Kittredge, G. D.; Springer, Karl J.

doi:10.4271/680443

Cited by 25 publications

(3 citation statements)

References 2 publications

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“…Journal of Geophysical Research: Atmospheres SUN ET AL. measured smoke opacity from these vehicles to be around 20% (Springer et al, 1974;Stahman et al, 1968;Williams et al, 1989) which can be converted to a PM EF of 5-7 g/kg as described in the supporting information Text S5. We chose an average PM EF of 7.7 g/kg, which gives a BC EF of 4.4 g/kg for preregulation HDDVs, assuming a 57% BC fraction (Durbin et al, 1999;.…”

Section: 1029/2018jd030201mentioning

confidence: 99%

Climate-Relevant Properties of Diesel Particulate Emissions: Results from a Piggyback Study in Bangkok, Thailand

Subramanian

Winijkul

Bond

et al. 2009

Environ. Sci. Technol.

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A "piggyback" approach is used to characterize aerosol emissions to obtain input for large-scale models of atmospheric transport. Particulate and gaseous emissions from diesel trucks, light-duty vehicles, and buses were measured by the Bangkok Pollution Control Department as part of the Developing Integrated Emissions Strategies for Existing Land Transport (DIESEL) project. We added filter-based measurements of carbonaceous composition, particulate light absorption, and water uptake. For 88 "normal" diesel vehicles (PM emission rate < 4.7 g/kg), our best estimate of the average PM2.5 emission rate is 2.2 +/- 0.5 g/kg, whereas for 15 high emitters, it is 8.4 +/- 1.9 g/kg. The effect of Euro standards on PM emission rates was apparent for heavy-duty vehicles, but not for light-duty vehicles. Carbonaceous composition appears relatively consistent, with particulate (artifact-corrected) OC at 17 +/- 1% and EC at 40 +/- 8% of PM for 103 pickups, vans, heavy-duty trucks and buses. The median absorption cross-section for EC is 10.5 m2/g at 532 nm. The history of average emission rate and chemical composition during the project suggests that about 25 vehicles can provide a regional PM emission rate for normal vehicles. Other studies such as remote sensing measurements will be required to estimate the important contribution of high-emitting vehicles.

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Section: 1029/2018jd030201mentioning

confidence: 99%

Climate-Relevant Properties of Diesel Particulate Emissions: Results from a Piggyback Study in Bangkok, Thailand

Subramanian

Winijkul

Bond

et al. 2009

Environ. Sci. Technol.

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“…Unregulated HDDV trucks and buses, which may have been built to similar specifications, were measured by Subramanian et al () in Thailand, with a reported average PM EF of 4–10 g/kg. Several studies also measured smoke opacity from these vehicles to be around 20% (Springer et al, ; Stahman et al, ; Williams et al, ) which can be converted to a PM EF of 5–7 g/kg as described in the supporting information Text S5. We chose an average PM EF of 7.7 g/kg, which gives a BC EF of 4.4 g/kg for preregulation HDDVs, assuming a 57% BC fraction (Durbin et al, ; Gillies & Gertler, ).…”

Section: Causes Of Discrepancymentioning

confidence: 99%

Constraining a Historical Black Carbon Emission Inventory of the United States for 1960–2000

et al. 2019

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We present an observationally constrained United States black carbon emission inventory with explicit representation of activity and technology between 1960 and 2000. We compare measured coefficient of haze data in California and New Jersey between 1965 and 2000 with predicted concentration trends and attribute discrepancies between observations and predicted concentrations among several sources based on seasonal and weekly patterns in observations. Emission factors for sources with distinct fuel trends are then estimated by comparing fuel and concentration trends and further substantiated by in‐depth examination of emission measurements. We recommend (1) increasing emission factors for preregulation vehicles by 80–250%; (2) increasing emission factors for residential heating stoves and boilers by 70% to 200% for 1980s and before; (3) explicitly representing naturally aspired off‐road engines for 1980s and before; and (4) explicitly representing certified wood stoves after 1985. We also evaluate other possible sources for discrepancy between model and measurement, including bias in modeled meteorology, subgrid spatial heterogeneity of concentrations, and inconsistencies in reported fuel consumption. The updated U.S. emissions are higher than the a priori estimate by 80% between 1960 and 1980, totaling 690 Gg/year in 1960 and 620 Gg/year in 1970 (excluding open burning). The revised inventory shows a strongly decreasing trend that was present in the observations but missing in the a priori inventory.

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“…The components of the kit that were intended to reduce odor may be categorized as vehicular (catalytic muffler, vertical stack) engine (improved injectors, retarded injection timing) and operational (higher u p and down-shift automatic transmission shift speed and DF-1 fuel). FIGURE 6 is a cutaway of the catalytic muffler: some of the used catalyst is shown in FIGURE 7. FIGURE 8 is a cutaway of an LSN unit injector.…”

Section: Example Of Diesel Odor Controlmentioning

confidence: 99%