Review of Urban Secondary Organic Aerosol Formation from Gasoline and Diesel Motor Vehicle Emissions

Stochastic Transportation Network Considering ATIS with the Information of Environmental Cost

The environment problem is a sustainable hot topic in the field of transportation research. With higher awareness of the environment problem, travelers tend to choose more environment friendly traffic modes and travel routes. However, for motor vehicle drivers, the environmental cost is an implicit cost, which is not easily perceived. With the help of the advanced traveler information system (ATIS), a fresh scheme was proposed to reduce the environmental cost of the transportation network, which incorporates the information of environmental cost into ATIS to guide drivers to choose more environment-friendly routes. To test the validity of the scheme, we adopted the theory of stochastic network user equilibrium to assign two classes of drivers on the transportation network and analyzed the impact on environmental cost after applying this scheme. Mathematically, a mixed stochastic user equilibrium (SUE) model was proposed to analyze this scheme. The corresponding algorithm was also proposed. Both the model and algorithm were tested in the numerical examples. Through the examples, the validity and feasibility of our proposed scheme were also identified. Our research provided some new ideas for traffic planners and managers to reduce environmental costs caused by traffic.

Fresh and Oxidized Emissions from In-Use Transit Buses Running on Diesel, Biodiesel, and CNG

The potential effect of changing to a nonfossil fuel vehicle fleet was investigated by measuring primary emissions (by extractive sampling of bus plumes) and secondary mass formation, using a Gothenburg Potential Aerosol Mass (Go:PAM) reactor, from 29 in-use transit buses. Regarding fresh emissions, diesel (DSL) buses without a diesel particulate filter (DPF) emitted the highest median mass of particles, whereas compressed natural gas (CNG) buses emitted the lowest (^MdEF_PM 514 and 11 mg kg_fuel^-1, respectively). Rapeseed methyl ester (RME) buses showed smaller ^MdEF_PM and particle sizes than DSL buses. DSL (no DPF) and hybrid-electric RME (RME_HEV) buses exhibited the highest particle numbers (^MdEF_PN 12 × 10¹⁴ # kg_fuel^-1). RME_HEV buses displayed a significant nucleation mode ( D_p< 20 nm). EF_PN of CNG buses spanned the highest to lowest values measured. Low ^MdEF_PN and ^MdEF_PM were observed for a DPF-equipped DSL bus. Secondary particle formation resulting from exhaust aging was generally important for all the buses (79% showed an average EF_PM:AGED/EF_PM:FRESH ratio >10) and fuel types tested, suggesting an important nonfuel dependent source. The results suggest that the potential for forming secondary mass should be considered in future fuel shifts, since the environmental impact is different when only considering the primary emissions.

Disentangling vehicular emission impact on urban air pollution using ethanol as a tracer

The Sao Paulo Metropolitan Area is a unique case worldwide due to the extensive use of biofuel, particularly ethanol, by its large fleet of nearly 8 million cars. Based on source apportionment analysis of Organic Aerosols in downtown Sao Paulo, and using ethanol as tracer of passenger vehicles, we have identified primary emissions from light-duty-vehicles (LDV) and heavy-duty-vehicles (HDV), as well as secondary process component. Each of those factors mirror a relevant primary source or secondary process in this densely occupied area. Using those factors as predictors in a multiple linear regression analysis of a wide range of pollutants, we have quantified the role of primary LDV or HDV emissions, as well as atmospheric secondary processes, on air quality degradation. Results show a significant contribution of HDV emissions, despite contributing only about 5% of vehicles number in the region. The latter is responsible, for example, of 40% and 47% of benzene and black carbon atmospheric concentration, respectively. This work describes an innovative use of biofuel as a tracer of passenger vehicle emissions, allowing to better understand the role of vehicular sources on air quality degradation in one of most populated megacities worldwide.

Dynamic Oxidative Potential of Atmospheric Organic Aerosol under Ambient Sunlight

The atmospheric process dynamically changes the chemical compositions of organic aerosol (OA), thereby complicating the interpretation of its health effects. In this study, the dynamic evolution of the oxidative potential of various OA was studied, including wood combustion particles and secondary organic aerosols (SOA) generated from different hydrocarbons (i.e., gasoline, toluene, isoprene, and α-pinene). The oxidative potential of OA at different aging stages was subsequently measured by the dithiothreitol consumption (DTT_m, mass normalized). We hypothesized that DTT consumptions by OA were modulated by catalytic particulate oxidizers (e.g., quinones), noncatalytic particulate oxidizers (e.g., organic hydroperoxides and peroxyacyl nitrates) and electron-deficient alkenes. The results of this study showed that the oxidative potential of OA decreased after an extended period of aging due to the decomposition of particulate oxidizers and electron-deficient alkenes. Quinones (GC-MS data) partially attributed to the DTT_m of fresh wood smoke particles but rapidly dropped with aging. In biogenic SOA, organic hydroperoxides (4-nitrophenyl boronic acid assay) exclusively accounted for DTT_m and decreased with aging. The DTT_m of aromatic SOA, mainly comprising organic hydroperoxides and electron-deficient alkenes (FTIR data), was shortly elevated during the early atmospheric process; however, it showed a noticeable decrease (32-75%) for a long period of aging. We concluded that fresh or moderately aged OA are more reactive to a sulfhydryl group than highly aged OA.

Seasonally Varying Secondary Organic Aerosol Formation From In-Situ Oxidation of Near-Highway Air

The extent to which motor vehicles contribute to ambient secondary organic aerosol (SOA) remains uncertain. Here, we present in situ measurements of SOA formation at a near-highway site with substantial tree-cover 10 m from Interstate 40 near Durham, North Carolina. In July 2015 (summer) and February 2016 (winter), we exposed ambient air to a range of oxidant (O₃ and OH) concentrations in an oxidation flow reactor (OFR), resulting in hours to weeks of equivalent atmospheric aging. We observed substantial seasonal variation in SOA formation upon OFR aging; diurnally varying OA enhancements of ∼3-8 μg m^-3 were observed in summer and significantly lower enhancements (∼0.5-1 μg m^-3) in winter. Measurements in both seasons showed consistent changes in bulk OA properties (chemical composition; volatility) with OFR aging. Mild increases in traffic-related SOA precursors during summer partly explains the seasonal variation. However, biogenic emissions, with sharp temperature dependence, appear to dominate summer OFR-SOA. Our analysis indicates that SOA observed in the OFR is similar (within a factor of 2) to that predicted to form from traffic and biogenic precursors using literature yields, especially in winter. This study highlights the utility of the OFR for studying the prevalence of SOA precursors in complex real-world settings.

Combining Measurements from Mobile Monitoring and a Reference Site To Develop Models of Ambient Ultrafine Particle Number Concentration at Residences

Significant spatial and temporal variation in ultrafine particle (UFP; <100 nm in diameter) concentrations creates challenges in developing predictive models for epidemiological investigations. We compared the performance of land-use regression models built by combining mobile and stationary measurements (hybrid model) with a regression model built using mobile measurements only (mobile model) in Chelsea and Boston, MA (USA). In each study area, particle number concentration (PNC; a proxy for UFP) was measured at a stationary reference site and with a mobile laboratory driven along a fixed route during an ∼1-year monitoring period. In comparing PNC measured at 20 residences and PNC estimates from hybrid and mobile models, the hybrid model showed higher Pearson correlations of natural log-transformed PNC ( r = 0.73 vs 0.51 in Chelsea; r = 0.74 vs 0.47 in Boston) and lower root-mean-square error in Chelsea (0.61 vs 0.72) but no benefit in Boston (0.72 vs 0.71). All models overpredicted log-transformed PNC by 3-6% at residences, yet the hybrid model reduced the standard deviation of the residuals by 15% in Chelsea and 31% in Boston with better tracking of overnight decreases in PNC. Overall, the hybrid model considerably outperformed the mobile model and could offer reduced exposure error for UFP epidemiology.

Volatile chemical products emerging as largest petrochemical source of urban organic emissions

A gap in emission inventories of urban volatile organic compound (VOC) sources, which contribute to regional ozone and aerosol burdens, has increased as transportation emissions in the United States and Europe have declined rapidly. A detailed mass balance demonstrates that the use of volatile chemical products (VCPs)-including pesticides, coatings, printing inks, adhesives, cleaning agents, and personal care products-now constitutes half of fossil fuel VOC emissions in industrialized cities. The high fraction of VCP emissions is consistent with observed urban outdoor and indoor air measurements. We show that human exposure to carbonaceous aerosols of fossil origin is transitioning away from transportation-related sources and toward VCPs. Existing U.S. regulations on VCPs emphasize mitigating ozone and air toxics, but they currently exempt many chemicals that lead to secondary organic aerosols.

Smog chamber study of the role of NH3 in new particle formation from photo-oxidation of aromatic hydrocarbons

Ammonia (NH₃) is a major contributor to secondary aerosol in the atmosphere and can alter the kinetics of their formation. However, systematic studies related to the role of NH₃ in aerosol nucleation processes and further particle size growth under complex scenarios are lacking. In this study, we conducted 16 experiments in the CSIRO smog chamber under dry conditions using aromatic hydrocarbons (toluene, o-/m-/p-xylene) and different concentrations of NH₃. The presence of NH₃ did not change the gas-phase chemistry or nucleation onset time, but slowed the nucleation rate (5%-94%) once it began. From the response of nitrogen oxides (NOx) measurement and mechanism modeling results, we hypothesised that the surface reaction between NH₃ and nitric acid played a central role in aerosol nucleation and further growth. After nucleation, the subsequently formed ammonium nitrate and organic condensation vapours may partition together into the initial growth process of new particles, thus increasing the aerosol initial growth rate (8%-90%) and size growth potentials (7%-108%), and leading to high aerosol mass formation. Further investigation implied that the initial growth and further growth rate determine the aerosol mass concentration, rather than the nucleation rate. We conclude that both the initial NOx concentration and volatile organic compound (VOC)/NOx ratio are crucial for the initial and further growth, and aerosol mass of new particles, when NH₃ levels are high. Our results provide crucial insights into the complex chemistry of VOC/NOx/NH₃ in the atmosphere, and highlight the importance of NH₃ reduction for particulate matter control.

Mobile and Fixed-Site Measurements To Identify Spatial Distributions of Traffic-Related Pollution Sources in Los Angeles

Mobile monitoring and fixed-site monitoring using passive sampling devices (PSD) are popular air pollutant measurement techniques with complementary strengths and weaknesses. This study investigates the utility of combining data from concurrent 2-week mobile monitoring and fixed-site PSD campaigns in Los Angeles in the summer and early spring to identify sources of traffic-related air pollutants (TRAP) and their spatial distributions. There were strong to moderate correlations between mobile and fixed-site PSD measurements of both NO2 and NO x in the summer and spring (Pearson's r between 0.43 and 0.79), suggesting that the two data sets can be reliably combined for source apportionment. PCA identified the major TRAP sources as light-duty vehicle emissions, diesel exhaust, crankcase vent emissions, and an independent source of combustion-derived ultrafine particle emissions. The component scores of those four sources at each site were significantly correlated across the two seasons (Pearson's r between 0.58 and 0.79). Spatial maps of absolute principal component scores showed all sources to be most prominent near major roadways and the central business district and the ultrafine particle source being, in addition, more prominent near the airport. Mobile monitoring combined with fixed-site PSD sampling can provide high spatial resolution estimates of TRAP and can reveal underlying sources of exposure variability.

Secondary Organic Aerosol Production from Gasoline Vehicle Exhaust: Effects of Engine Technology, Cold Start, and Emission Certification Standard

Secondary organic aerosol (SOA) formation from dilute exhaust from 16 gasoline vehicles was investigated using a potential aerosol mass (PAM) oxidation flow reactor during chassis dynamometer testing using the cold-start unified cycle (UC). Ten vehicles were equipped with gasoline direct injection engines (GDI vehicles) and six with port fuel injection engines (PFI vehicles) certified to a wide range of emissions standards. We measured similar SOA production from GDI and PFI vehicles certified to the same emissions standard; less SOA production from vehicles certified to stricter emissions standards; and, after accounting for differences in gas-particle partitioning, similar effective SOA yields across different engine technologies and certification standards. Therefore the ongoing, dramatic shift from PFI to GDI vehicles in the United States should not alter the contribution of gasoline vehicles to ambient SOA and the natural replacement of older vehicles with newer ones certified to stricter emissions standards should reduce atmospheric SOA levels. Compared to hot operations, cold-start exhaust had lower effective SOA yields, but still contributed more SOA overall because of substantially higher organic gas emissions. We demonstrate that the PAM reactor can be used as a screening tool for vehicle SOA production by carefully accounting for the effects of the large variations in emission rates.

Atmospheric autoxidation is increasingly important in urban and suburban North America

Gas-phase autoxidation-regenerative peroxy radical formation following intramolecular hydrogen shifts-is known to be important in the combustion of organic materials. The relevance of this chemistry in the oxidation of organics in the atmosphere has received less attention due, in part, to the lack of kinetic data at relevant temperatures. Here, we combine computational and experimental approaches to investigate the rate of autoxidation for organic peroxy radicals (RO2) produced in the oxidation of a prototypical atmospheric pollutant, n-hexane. We find that the reaction rate depends critically on the molecular configuration of the RO2 radical undergoing hydrogen transfer (H-shift). RO2 H-shift rate coefficients via transition states involving six- and seven-membered rings (1,5 and 1,6 H-shifts, respectively) of α-OH hydrogens (HOC-H) formed in this system are of order 0.1 s-1 at 296 K, while the 1,4 H-shift is calculated to be orders of magnitude slower. Consistent with H-shift reactions over a substantial energetic barrier, we find that the rate coefficients of these reactions increase rapidly with temperature and exhibit a large, primary, kinetic isotope effect. The observed H-shift rate coefficients are sufficiently fast that, as a result of ongoing NO x emission reductions, autoxidation is now competing with bimolecular chemistry even in the most polluted North American cities, particularly during summer afternoons when NO levels are low and temperatures are elevated.

Liquid–liquid phase separation and evaporation of a laser-trapped organic–organic airborne droplet using temporal spatial-resolved Raman spectroscopy

Using temporal position-resolved Raman spectroscopy, different gradient distributions of two chemicals an different time within an airborne droplets were directly observed, as well as their phase separation and evaporation processes.

A model system to mimic environmentally active surface film roughness and hydrophobicity

This work presents the development and initial assessment of a laboratory platform to allow quantitative studies on model urban films. The platform consists of stearic acid and eicosane mixtures that are solution deposited from hexanes onto smooth, solid substrates. We show that this model has distinctive capabilities to better mimic a naturally occurring film's morphology and hydrophobicity, two important parameters that have not previously been incorporated into model film systems. The physical and chemical properties of the model films are assessed using a variety of analytical instruments. The film thickness and roughness are probed via atomic force microscopy while the film composition, wettability, and water uptake are analyzed by Fourier transform infrared spectroscopy, contact angle goniometry, and quartz crystal microbalance, respectively. Simulated environmental maturation is achieved by exposing the film to regulated amounts of UV/ozone. Ultimately, oxidation of the film is monitored by the analytical techniques mentioned above and proceeds as expected to produce a utile model film system. Including variable roughness and tunable surface coverage results in several key advantages over prior model systems, and will more accurately represent native urban film behavior.

Primary and Secondary Sources of Gas-Phase Organic Acids from Diesel Exhaust

Organic acids have primary and secondary sources in the atmosphere, impact ecosystem health, and are useful metrics for identifying gaps in organic oxidation chemistry through model-measurement comparisons. We photooxidized (OH oxidation) primary emissions from diesel and biodiesel fuel types under two engine loads in an oxidative flow reactor. formic, butyric, and propanoic acids, but not methacrylic acid, have primary and secondary sources. Emission factors for these gas-phase acids varied from 0.3-8.4 mg kg^-1 fuel. Secondary chemistry enhanced these emissions by 1.1 (load) to 4.4 (idle) × after two OH-equivalent days. The relative enhancement in secondary organic acids in idle versus loaded conditions was due to increased precursor emissions, not faster reaction rates. Increased hydrocarbon emissions in idle conditions due to less complete combustion (associated with less oxidized gas-phase molecules) correlated to higher primary organic acid emissions. The lack of correlation between organic aerosol and organic acid concentrations downstream of the flow reactor indicates that the secondary products formed on different oxidation time scales and that despite being photochemical products, organic acids are poor tracers for secondary organic aerosol formation from diesel exhaust. Ignoring secondary chemistry from diesel exhaust would lead to underestimates of both organic aerosol and gas-phase organic acids.

Characterizing particulate polycyclic aromatic hydrocarbon emissions from diesel vehicles using a portable emissions measurement system

Particulate polycyclic aromatic hydrocarbons (p-PAHs) emitted from diesel vehicles are of concern because of their significant health impacts. Laboratory tests, road tunnel and roadside experiments have been conducted to measure p-PAH emissions. While providing valuable information, these methods have limited capabilities of characterizing p-PAH emissions either from individual vehicles or under real-world conditions. We employed a portable emissions measurement (PEMS) to measure real-world emission factors of priority p-PAHs for diesel vehicles representative of an array of emission control technologies. The results indicated over 80% reduction in p-PAH emission factors comparing the China V and China II emission standard groups (113 μg kg⁻¹ vs. 733 μg kg⁻¹). The toxicity abatement in terms of Benzo[a]pyrene equivalent emissions was substantial because of the large reductions in highly toxic components. By assessing real traffic conditions, the p-PAH emission factors on freeways were lower than on local roads by 52% ± 24%. A significant correlation (R²~0.85) between the p-PAH and black carbon emissions was identified with a mass ratio of approximately 1/2000. A literature review indicated that diesel p-PAH emission factors varied widely by engine technology, measurement methods and conditions, and the molecular diagnostic ratio method for source apportionment should be used with great caution.

Gasoline cars produce more carbonaceous particulate matter than modern filter-equipped diesel cars

Carbonaceous particulate matter (PM), comprising black carbon (BC), primary organic aerosol (POA) and secondary organic aerosol (SOA, from atmospheric aging of precursors), is a highly toxic vehicle exhaust component. Therefore, understanding vehicle pollution requires knowledge of both primary emissions, and how these emissions age in the atmosphere. We provide a systematic examination of carbonaceous PM emissions and parameterisation of SOA formation from modern diesel and gasoline cars at different temperatures (22, -7 °C) during controlled laboratory experiments. Carbonaceous PM emission and SOA formation is markedly higher from gasoline than diesel particle filter (DPF) and catalyst-equipped diesel cars, more so at -7 °C, contrasting with nitrogen oxides (NOX). Higher SOA formation from gasoline cars and primary emission reductions for diesels implies gasoline cars will increasingly dominate vehicular total carbonaceous PM, though older non-DPF-equipped diesels will continue to dominate the primary fraction for some time. Supported by state-of-the-art source apportionment of ambient fossil fuel derived PM, our results show that whether gasoline or diesel cars are more polluting depends on the pollutant in question, i.e. that diesel cars are not necessarily worse polluters than gasoline cars.

Repeat Fuel Specific Emission Measurements on Two California Heavy-Duty Truck Fleets

The University of Denver repeated its 2013 fuel specific gaseous and particle emission measurements on two California heavy-duty vehicle fleets. In 2015 1456 measurements at the Port of Los Angeles and 694 measurements at the Cottonwood weigh station in northern California were collected. The Port fleet changed little since 2013, increasing the average age (+1.8 years), accompanied by an increase in particle mass (PM) by +266% (0.03 ± 0.01 to 0.11 ± 0.01 gPM/kg of fuel) and black carbon (BC) by +300% (0.02 ± 0.003 to 0.08 ± 0.01 gBC/kg of fuel). Particle number (PN) also increased (1.5 × 10¹⁴ ± 2.5 × 10¹³ to 2.8 × 10¹⁴ ± 2.8 × 10¹³ PN/kg of fuel) by a smaller percentage (+87%). Chassis model year 2008 and 2009 vehicles currently dominate the fleet, accounting for the majority of these increases. The long-haul Cottonwood fleet decreased in fleet age (-0.6 model years), where half the decreases in fuel specific PM (-66%), BC (-65%), and PN (-19%) emissions are due to the newer fleet; an increased fraction of pre-2008 chassis model year vehicles with retrofit diesel particulate filters (DPFs) account for the remaining reductions. These opposing emissions trends emphasize the importance of fully functional DPFs.