Primary emissions and secondary organic aerosol formation from in-use diesel vehicle exhaust: Comparison between idling and cruise mode

Database of emission factors of volatile organic compound (VOC) species in motor vehicle exhaust in China

The synergistic strategy for fine particulate matter (PM2.5) and O3 pollution prevention and control has emerged as a pivotal approach in combating air pollution. Volatile organic compounds (VOCs) serve as crucial precursors to both O3 and secondary organic aerosols (SOAs), with motor vehicles representing one of their significant sources. In this study, a standard for establishing a database of VOC species emission factors for motor vehicles was developed, and a database containing 134 VOC species was constructed through field tests and literature surveys. The VOC emissions of light-duty gasoline passenger vehicles (LDGPVs) comprised primarily alkanes and aromatics. The VOC emissions of light-duty diesel trucks (LDDTs) comprised mostly alkanes. Regarding low-speed trucks, 3-wheel vehicles, medium-duty diesel trucks (MDDTs) and heavy-duty diesel trucks (HDDTs), their VOC emissions comprised mainly oxygenated volatile organic compounds (OVOCs). The update of emission standards resulted in a reduction in VOC species emission factors while altering the composition of VOCs. Attention should be directed toward isopentane, benzene and dichloromethane emitted by LDGPVs, dodecane, undecane, ethene and propene emitted by LDDTs, and acetaldehyde emitted by HDDTs. VOC species originating from LDGPVs were more dispersed than those originating from LDDTs and HDDTs. In addition, variations in VOC species were observed among motor vehicles with different fuel types. Toluene, ethene, benzene, m,p-xylene, isopentane, hexanal, ethyne and 1,2,4-trimethylbenzene were the predominant VOC species emitted by gasoline vehicles. Diesel vehicles emitted mainly dodecane, formaldehyde, propene, undecane, acetaldehyde, ethene, decane and benzene. The results could enhance our comprehension of the emission characteristics of VOC species originating from motor vehicles and provide data support and a scientific foundation for achieving synergistic PM2.5 and O3 pollution prevention and control.

Exceedances of Secondary Aerosol Formation from In-Use Natural Gas Heavy-Duty Vehicles Compared to Diesel Heavy-Duty Vehicles

This work, for the first time, assessed the secondary aerosol formation from both in-use diesel and natural gas heavy-duty vehicles of different vocations when they were operated on a chassis dynamometer while the vehicles were exercised on different driving cycles. Testing was performed on natural gas vehicles equipped with three-way catalysts (TWCs) and diesel trucks equipped with diesel oxidation catalysts, diesel particulate filters, and selective catalytic reduction systems. Secondary aerosol was measured after introducing dilute exhaust into a 30 m3 environmental chamber. Particulate matter ranged from 0.18 to 0.53 mg/mile for the diesel vehicles vs 1.4-85 mg/mile for the natural gas vehicles, total particle number ranged from 4.01 × 1012 to 3.61 × 1013 for the diesel vehicles vs 5.68 × 1012-2.75 × 1015 for the natural gas vehicles, and nonmethane organic gas emissions ranged from 0.032 to 0.05 mg/mile for the diesel vehicles vs 0.012-1.35 mg/mile for the natural gas vehicles. Ammonia formation was favored in the TWC and was found in higher concentrations for the natural gas vehicles (ranged from ∼0 to 1.75 g/mile) than diesel vehicles (ranged from ∼0 to 0.4 g/mile), leading to substantial secondary ammonium nitrate formation (ranging from 8.5 to 98.8 mg/mile for the natural gas vehicles). For the diesel vehicles, one had a secondary ammonium nitrate of 18.5 mg/mile, while the other showed essentially no secondary ammonium nitrate formation. The advanced aftertreatment controls in diesel vehicles resulted in almost negligible secondary organic aerosol (SOA) formation (ranging from 0.046 to 2.04 mg/mile), while the natural gas vehicles led to elevated SOA formation that was likely sourced from the engine lubricating oil (ranging from 3.11 to 39.7 mg/mile). For two natural gas vehicles, the contribution of lightly oxidized lubricating oil in the primary organic aerosol was dominant (as shown in the mass spectra analysis), leading to enhanced SOA mass. Heavily oxidized lubricating oil was also observed to contribute to the SOA formation for other natural gas vehicles.

Intermediate-volatility aromatic hydrocarbons from the rubber products industry in China

As key components of intermediate-volatility organic compounds (IVOCs), intermediate-volatility aromatic hydrocarbons (IAHs) are important precursors of ozone and secondary organic aerosol (SOA). Rubber products (RP) industry has significant influence on ozone and SOA formation, yet few studies are available to characterize their emissions of IAHs. Here we conducted measurements of IAHs emitted from rubber products (RP) factories in China. Tens of C10-C12 IAH species were identified with C10H14-AH (such as tetramethyl benzene) and naphthalene (C10H8) as the dominant species, accounting for 57.0 % - 100.0 % of total IAHs emissions. On average, IAHs showed higher concentrations (1.1 × 102-1.2 × 103 μg m-3) in mixing, extrusion, painting, crushing, and grinding processes than those (8.2-14 μg m-3) in vulcanization and gumming processes as well as warehouse. Moreover, IAHs concentrations were 1.3-1.7 times of volatile aromatic hydrocarbons (VAHs; C6-C9 aromatics) in the emissions from mixing, extrusion, crushing and grinding processes. The average IAHs to volatile organic compounds (VOCs) ratios also showed relatively higher values (0.1-0.7) in these processes, which were significantly higher than those of 0.01-0.03 observed in other industries, and even comparable to the IVOCs to VOCs ratio of 0.2 used for estimating solvent-related emission. The ozone and SOA formation potential values of IAHs were 1.1-2.6 times and 0.9-3.9 times those of VAHs, respectively, and were 0.5-1.0 times and 0.9-1.9 times those of total VOCs in emissions of mixing, extrusion, crushing, and grinding processes of the RP industry. The total emission of IAHs was estimated to be 115.8 Gg from the RP industry in China, which could account for 64.5 % of total IAH emissions from all industrial sectors. This study further suggests that the RP industry might be an important emission source of IAHs with substantially higher ozone and SOA formation potentials.

The contributions of non-methane hydrocarbon emissions by different fuel type on-road vehicles based on tests in a heavily trafficked urban tunnel

Automobile exhaust is a major source of volatile organic compounds (VOCs) in metropolitan areas, yet it is difficult to accurately determine the contributions of different types of on-road vehicles. Tunnel tests are an effective way to measure real-world vehicle emissions, and the data collected are also suitable for receptor modeling to analyze the contributions of non-methane hydrocarbons (NMHCs) from different types of vehicles, as the closed environment ensures good mixing and minimal aging. In this study, tunnel tests were conducted inside a heavily trafficked city tunnel in Guangzhou in south China, and the positive matrix factorization (PMF) model was applied to the inlet-outlet incremental NMHC data. The results revealed that gasoline vehicles (GVs), Liquefied Petroleum Gas vehicles (LPGVs), and diesel vehicles (DVs) were responsible for 39 %, 45 % and 16 % of NMHCs, and 52 %, 23 %, and 24 % of the ozone formation potentials, respectively. LPGVs were the largest contributor of (56 %) alkanes, and GVs were the largest contributor of aromatics (61 %) and C₂-C₄ alkenes (55 %). With the video-recorded traffic counts the emissions of different fuel types are further compared on a per-vehicle-per-kilometer basis, and the results reveal that LPGVs and GVs were comparable in the OFPs of NMHCs emitted per kilometer, while on average a DV emitted 2.0 times more NMHCs than a GV with 2.4 times more OFPs. This study highlights substantial contribution of reactive alkenes and aromatics by DVs and the benefits of strengthening diesel exhaust control in terms of preventing ozone pollution.

Compilation of reaction kinetics parameters determined in the Key Development Project for Air Pollution Formation Mechanism and Control Technologies in China

A compilation of new advances made in the research field of laboratory reaction kinetics in China's Key Development Project for Air Pollution Formation Mechanism and Control Technologies was presented. These advances are grouped into six broad, interrelated categories, including volatile organic compound (VOC) oxidation, secondary organic aerosol (SOA) formation, new particle formation (NPF) and gas-particle partitioning, ozone chemistry, model parameters, and secondary inorganic aerosol (SIA) formation, highlighting the laboratory work done by Chinese researchers. For smog chamber applications, the current knowledge gained from laboratory studies is reviewed, with emphasis on summarizing the oxidation mechanisms of long-chain alkanes, aromatics, alkenes, aldehydes/ketones in the atmosphere, SOA formation from anthropogenic emission sources, and oxidation of aromatics, isoprene, and limonene, as well as SIA formation. For flow tube applications, atmospheric oxidation mechanisms of toluene and methacrolein, SOA formation from limonene oxidation by ozone, gas-particle partitioning of peroxides, and sulfuric acid-water (H₂SO₄-H₂O) binary nucleation, methanesulfonic acid-water (MSA-H₂O) binary nucleation, and sulfuric acid-ammonia-water (H₂SO₄-NH₃-H₂O) ternary nucleation are discussed.

The impact of hydrogenated vegetable oil (HVO) on the formation of secondary organic aerosol (SOA) from in-use heavy-duty diesel vehicles

This manuscript contains an assessment of tailpipe emissions and secondary aerosol formation from two in-use heavy-duty diesel vehicles (HDDVs) with different aftertreatment systems when operated with ultra-low sulfur diesel (ULSD) and hydrogenated vegetable oil (HVO) operated on a chassis dynamometer. Secondary aerosol formation was characterized from the HDDVs' diluted exhaust collected and photochemically aged in a 30 m³ mobile atmospheric chamber. Primary nitrogen oxide (NOx) and particulate matter (PM) emissions were reduced for both vehicles operating on HVO compared to ULSD. For the vehicles with no selective catalytic reduction (SCR) system, secondary aerosol production was ~2 times higher for ULSD compared to HVO. The composition of primary aerosol was exclusively organic for the vehicle with no SCR system regardless of fuel type. The composition of secondary aerosol with HVO was primarily organic for the vehicle equipped with diesel particulate filter (DPF)/SCR system; however, when the same vehicle was tested with ULSD, the composition was ~20% organic (80% ammonium nitrate). The results reported here revealed that the in-use vehicle with no-SCR had a non-functioning DPF leading to dramatic increases in secondary aerosol formation when compared to the DPF/SCR vehicle. The high-resolution mass spectra analysis showed that the POA of HVO combustion contained relatively lower portion of CH class compounds (or higher CHO class compounds) compared to ULSD under the similar conditions, which can be rationalized by the higher cetane number of HVO. Substantial growth of oxidized organic aerosol (such as m/z 44 peak) were observed after 5 h of photochemical oxidation, consistent with aged organic aerosols present in the atmosphere. The C₄H₉⁺ fragment at m/z 57 peak was used as a tracer to calculate evolution of secondary organic aerosol formation.

Diffusion simulation, health risks, ozone and secondary organic aerosol formation potential of gaseous pollutants from rural comprehensive waste treatment plant

Comprehensive waste treatment plants (CWTPs) are significant sources of gaseous pollutants such as odors, volatile organic compounds (VOCs) and nitrogen oxides (NOx), polluting the environment and endangering human health. This study conducted on-site investigations on gaseous pollutants emissions from different areas of a CWTP. A total of 10 pollutants were identified of which ammonia (11.32 mg/m³ in average) was the main odorous substance, and benzene (19.51 mg/m³ in average) and toluene (42.07 mg/m³ in average) were the main VOCs. The feeding workshop (FW) was considered the main source of gaseous pollutants. The Gaussian plume model demonstrated that the pollution became more serious after spreading in the southeast downwind direction. Occupational exposure risks of on-site workers were mainly attributed to hydrogen sulfide, ammonia, benzene, and toluene, as their hazard index (HI) and lifetime cancer risk (CR) exceeded the recommended occupational safety limits. The gaseous pollutants diffused from CWTP may still pose a potential health risk to residents within a range of up to 7.5 km. The emulation and quantification of ozone formation potential by methods of Propyl-Equiv and MIR demonstrated that the contribution rate of toluene presented in each stage of CWTP exceed 80 %. Toluene was also the largest contributor to secondary organic aerosol with the contribution rate reached 56.34-85.14 %, followed by benzene (14.72-38.52 %). This research provides a basis for the reduction and control of gaseous pollutants in the treatment and disposal of rural domestic waste.

Real-world emission characteristics of black carbon emitted by on-road China IV and China V diesel trucks

Diesel vehicle is an important source of black carbon (BC). A portable emission measurement system including a photo-acoustic extinctiometer and SEMTECH-LDV was used to measure the real-world emissions of 14 light-duty and heavy-duty diesel trucks (LDDTs and HDDTs, meeting the China IV and China V standards) in Beijing. BC emission factors and the BC/PM_2.5 ratio were obtained, and the effects of the vehicle type, emission standard and driving cycle on emissions were analyzed. The tightening of emission standards and the advancement of vehicle technology have reduced BC emissions from the China II standard to the China V standard. The emission reductions of BC are lower than those of other components of PM_2.5 from the China II standard to the China IV standard but higher from the China IV standard to the China V standard. The BC and PM_2.5 had the same main sources for the HDDTs and China IV LDDTs but had different sources for the China V LDDTs having diesel particulate filters. The BC/PM_2.5 ratios of LDDTs, and HDDTs decreased from the China IV standard to the China V standard by 97.2% and 38.2%, respectively. The BC/PM_2.5 ratio for China V LDDTs was 10 to 20 times lower than that for other diesel vehicles. The BC emissions tested under the highway driving cycle were 39.4% ± 16.7% lower than those under the no-highway driving cycle, but the BC/PM_2.5 ratios had the opposite tendency. More China V and China VI heavy-duty diesel vehicles equipped with diesel particulate filters need to be tested to obtain more accurate BC/PM_2.5 data and to improve the readiness of emission inventory calculations. The findings of this study help clarify the BC emission characteristics of diesel vehicles on actual roads and provide scientific basis for the formulation of emission control strategies for diesel vehicles in China.

Emissions and Secondary Formation of Air Pollutants from Modern Heavy-Duty Trucks in Real-World Traffic-Chemical Characteristics Using On-Line Mass Spectrometry

Complying with stricter emissions standards, a new generation of heavy-duty trucks (HDTs) has gradually increased its market share and now accounts for a large percentage of on-road mileage. The potential to improve air quality depends on an actual reduction in both emissions and subsequent formation of secondary pollutants. In this study, the emissions in real-world traffic from Euro VI-compliant HDTs were compared to those from older classes, represented by Euro V, using high-resolution time-of-flight chemical ionization mass spectrometry. Gas-phase primary emissions of several hundred species were observed for 70 HDTs. Furthermore, the particle phase and secondary pollutant formation (gas and particle phase) were evaluated for a number of HDTs. The reduction in primary emission factors (EFs) was evident (∼90%) and in line with a reduction of 28-97% for the typical regulated pollutants. Secondary production of most gas- and particle-phase compounds, for example, nitric acid, organic acids, and carbonyls, after photochemical aging in an oxidation flow reactor exceeded the primary emissions (EF_Aged/EF_Fresh ratio ≥2). Byproducts from urea-selective catalytic reduction systems had both primary and secondary sources. A non-negative matrix factorization analysis highlighted the issue of vehicle maintenance as a remaining concern. However, the adoption of Euro VI has a significant positive effect on emissions in real-world traffic and should be considered in, for example, urban air quality assessments.

Primary and secondary aerosols in small passenger vehicle emissions: Evaluation of engine technology, driving conditions, and regulatory standards

The characteristics of primary gas/aerosol and secondary aerosol emissions were identified for small passenger vehicles using typical fuel types in South Korea (gasoline, liquefied petroleum gas (LPG), and diesel). The generation of secondary organic aerosol (SOA) was explored using the potential aerosol mass (PAM) oxidation flow reactor. The primary emissions did not vary significantly between fuel types, combustion technologies, or aftertreatment systems, while the amount of NH₃ was higher in gasoline and LPG vehicle emissions than that in diesel vehicle emissions. The SOA emission factor was 11.7-66 mg kg-fuel^-1 for gasoline vehicles, 2.4-50 mg kg-fuel^-1 for non-diesel particulate filter (non-DPF) diesel vehicles (EURO 2-3), 0.4-40 mg kg-fuel^-1 for DPF diesel vehicles (EURO 4-6), and 3-11 mg kg-fuel^-1 for LPG vehicles (lowest). The carbonaceous aerosols (equivalent black carbon (eBC) + primary organic aerosol + SOA) of diesel vehicles in EURO 4-6 were reduced by up to 95% compared to those in EURO 2-3. The expected SOA yield increased through the hot-condition combustion section of a vehicle, over the SOA range of 0.2-155 μg m^-3. These results provide the necessary data to analyze all types of SOA generated by the gas-phase oxidation in vehicle emissions in metropolitan areas.

Different characteristics of individual particles from light-duty diesel vehicle at the launching and idling state by AAC-SPAMS

The rapid development of cities and economic prosperity greatly motivates the growth of vehicular exhaust particles, especially the diesel-exhausted particles from the large fleet of passenger and freight, which present profound implications on climate, air quality, and biological health (e.g., pulmonary, autoimmune and cardiovascular diseases). As important physiochemical properties of atmospheric aerosols, however, the mixing state and effective density of individual particles emitted from diesel-powered vehicles under different driving conditions and their environmental implications remain uncertain. Here, a single-particle aerosol mass spectrometer (SPAMS) was used to investigate the chemical composition and vacuum aerodynamic diameter (D_va), along with the aerodynamic diameter (D_a) from an aerodynamic aerosol classifier (AAC), to determine the effective density of primary particles emitted from a light- duty diesel vehicle (LDDV) under the launching and idling engine states. Interestingly, the particle types and effective density appear to vary significantly with the engine status. A single particle type of Ca-rich particles, named Na-Ca-PAH, was predominant in the idling state, whose chemical components may be affected by the lubricants and incomplete combustion, contributing to a higher effective density (0.66 ± 0.21 g cm^-3). In contrast, launching particles exhibited a lower effective density (0.34 ± 0.17 g cm^-3) because of the substantial elemental carbon (EC). In addition, the effective density depends not only on the particle size but also on the chemical components with various abundances. EC and Ca play opposite roles in the effective density of LDDV emissions. Notably, a higher proportion of polycyclic aromatic hydrocarbons (PAHs) was observed in the idling particles, contributing to 78 ± 1.2%. Given the high contribution to these PAH-containing particles in the idling state, indispensable precautions should be taken at bus stops or waiting for pedestrians. This study provides more comprehensive insights into the initial characteristics of LDDV particles due to the launching and idling states, which is beneficial for improving the model results of source apportionment and understanding its environmental behavior regarding human health.

Variation characteristics of fine particulate matter and its components in diesel vehicle emission plumes

A rapid reaction occurs near the exhaust nozzle when vehicle emissions contact the air. Twenty diesel vehicles were studied using a new multipoint sampling system that is suitable for studying the exhaust plume near the exhaust nozzle. The variation characteristics of fine particle matter (PM_2.5) and its components in diesel vehicle exhaust plumes were analyzed. The PM_2.5 emissions gradually increased with increasing distance from the nozzle in the plume. Elemental carbon emissions remained basically unchanged, organic carbon and total carbon (TC) increased with increasing distance. The concentrations of SO₄^2-, NO₃^- and NH₄⁺ (SNA) directly emitted by the vehicles were very low but increased rapidly in the exhaust plume. The selective catalytic reduction (SCR) reduced 42.7% TC, 40% NO₃^- emissions, but increased 104% SO₄^2- and 36% NH₄⁺ emissions, respectively. In summary, the SCR reduced 29% primary PM_2.5 emissions for the tested diesel vehicles. The NH₄NO₃ particle formation maybe more important in the plume, and there maybe other forms of formation of NH₄⁺ (eg. NH₄Cl). The generation of secondary organic carbon (SOC) plays a leading role in the generation of secondary PM_2.5. The SCR enhanced the formation of SOC and SNA in the plume, but comprehensive analysis shows that the SCR more enhanced the SNA formation in the plume, which is mainly new particles formation process. The inconsistency between secondary organic aerosol (SOA) and primary organic aerosol definitions is one of the important reasons for the difference between SOA simulation and observation.

Identification of two main origins of intermediate-volatility organic compound emissions from vehicles in China through two-phase simultaneous characterization

Intermediate-volatility organic compounds (IVOCs) emitted from vehicles are generally in the gas phase but may partly partition into particle phase when measured under ambient temperature. To have a complete and accurate picture of IVOC emissions from vehicles, gas- and particle-phase IVOCs from a fleet of gasoline and diesel vehicles were simultaneously characterized by dynamometer testing in Guangzhou, China. The total IVOC emission factors of the diesel vehicles were approximately 16 times those of the gasoline vehicles, and IVOCs were mainly concentrated in the particle phase in the form of the unresolved complex mixture (UCM). The chemical compositions and volatility distributions of the gas-phase IVOCs differed much between gasoline and diesel vehicles, but were similar to those of their respective fuel content. This indicated that vehicle fuel is the main origin for the gas-phase IVOC emissions from vehicles. In comparison, the chemical compositions of the particle-phase IVOCs from gasoline and diesel vehicles were similar and close to lubricating oil content, implying that lubricating oil plays an important role in contributing to particle-phase IVOCs. The highest IVOC fraction in the particle phase occurred from B₁₆-B₁₈ volatility bins, overall accounting for more than half of the particle-phase IVOCs for both the gasoline and diesel vehicles. A conceptual model was developed to articulate the distributions of lubricating oil contents and their evaporation and nucleation/adsorption capabilities in the different volatility bins. The IVOCs-produced secondary organic aerosol (SOA) were 1.4-2.6 and 3.9-11.7 times POAs emitted from the gasoline and diesel vehicles, respectively. The tightening of emission standards had not effectively reduced IVOC emissions and the SOA production until the implementation of China VI emission standard. This underscores the importance of accelerating the promotion of the latest emission standard to alleviate pollution from vehicles in China.

Secondary Organic Aerosol Formation of Fleet Vehicle Emissions in China: Potential Seasonality of Spatial Distributions

Vehicle emissions are an important source of urban particular matter. To investigate the secondary organic aerosol (SOA) formation potential of real-world vehicle emissions, we exposed on-road air in Beijing to hydroxyl radicals generated in an oxidation flow reactor (OFR) under high-NO_x conditions on-board a mobile laboratory and characterized SOA and their precursors with a suite of state-of-the-art instrumentation. The OFR produced 10-170 μg m^-3 of SOA with a maximum SOA formation potential of 39-50 μg m^-3 ppmv^-1 CO that occurred following an integrated OH exposure of (1.3-2.0) × 10¹¹ molecules cm^-3 s. The results indicate relatively shorter photochemical ages for maximum SOA production than previous OFR results obtained under low-NO_x conditions. Such timescales represent the balance of functionalization and fragmentation, possibly resulting in different spatial distributions of SOA in different seasons as the oxidant level changes. The detected precursors may explain as much as 13% of the observed SOA with the remaining plausibly contributed by the oxidation of undetected intermediate-volatility organic compounds. Extrapolation of the results suggests an annual SOA production rate of 0.78 Tg yr^-1 from mobile gasoline sources in China, highlighting the importance of effective regulation of gaseous vehicular precursors to improve air quality in the future.

Emissions of nitrogen oxides and volatile organic compounds from liquefied petroleum gas-fueled taxis under idle and cruising modes

Liquefied petroleum gas (LPG) as an alternative fuel is increasingly used in mainland China, few reports are however available about emissions from LPG-fueled vehicles. In this study, 26 LPG-fueled taxis in Guangzhou, south China were tested using a chassis dynamometer to obtain their emission factors of nitrogen oxides (NO_x) and volatile organic compounds (VOCs) under idle and cruising (10-60 km h^-1) modes. The emission factors of NO_x on average increased with speed from 4.13 g kg-fuel^-1 at idling to 71.1 g kg-fuel^-1 at 60 km h^-1 at a slope of 10.6 g kg-fuel^-1 per 10 km h^-1 increase in speed. Alkanes were the most abundant (71.9%) among the VOCs in the exhaust, followed by alkenes (25.2%), ethyne (2.7%), and aromatic species (0.2%). Emission factors of VOCs at idling averaged 8.24 g kg-fuel^-1, higher than that of 6.23-7.36 g kg-fuel^-1 when cruising at 10-60 km h^-1, but their ozone formation potentials (OFPs) were lower at idling (15.8 g kg-fuel^-1) than under cruising (19.1-23.8 g kg-fuel^-1) largely due to higher emission of more reactive alkenes under cruising mode. Emissions of both NOx and VOCs increased significantly with mileages. Measured emission factors of NO_x and reactive VOCs in this study suggested that replacing the gasoline-powered taxis with the LPG-fueled taxis with LPG-gasoline bi-fuel engines and no efficient after-treatment devices would not benefit in reducing the emissions of ozone precursors, and strengthening the emission control for LPG vehicles with dedicated LPG engines and after-treatment converters, as did in Hong Kong, could further benefit in reducing the emission of photochemically active species when using LPG as alternative fuels.

In ovo very early-in-life exposure to diesel exhaust induced cardiopulmonary toxicity in a hatchling chick model

Diesel exhaust (DE) had been associated with cardiopulmonary toxicity and developmental toxicity. However, neonatal very early-in-life exposure had not been extensively studied previously. To investigate the potential effects of neonatal very early-in-life exposure to DE, a brand-new chicken embryo in ovo exposure model had been established, with which the cardiopulmonary effects of DE exposure via air cell infusion at embryonic day 18/19 (ED18/19) were assessed in hatchling chicks post-hatch 0-, 1-, or 2-weeks. Heart rates were assessed with electrocardiography. Cardiac and pulmonary morphologies were investigated with histopathological methods. Cardiopulmonary effects were explored with immunohistochemistry for alpha smooth muscle actin (alpha-SMA). In further investigations, the expression levels of phosphorylated AhR, serum levels of TGF-β1, phosphorylated SMAD2/3 and phosphorylated p38MAPK were assessed in the lung tissues. Significantly elevated heart rates, increased right ventricular wall thickness and cardiac collagen deposition were observed in the hearts of exposed hatchling chicks. Significantly increased collagen deposition as well as increased vascular alpha-SMA layer thickness/decreased cavity area were observed in exposed animal lungs. These effects persisted up to two weeks post-hatch. Mechanistic studies revealed elevated phosphorylated AhR expression levels in 0-week and 1-week chicken lungs, while phosphorylated SMAD2/3 levels significantly increased in 0-week chicken lungs but decreased in 2-week chicken lungs following DE exposure. Phosphorylation of p38MAPK did not remarkably increase until 2-week post-hatch. In summary, the novel chicken neonatal very early-in-life exposure model effectively exposed the chicken embryos during the neonatal initial breathing, resulting in cardiopulmonary toxicity, which is associated with AHR, TGF-β1 and MAPK signaling.

Size-segregated carbonaceous aerosols emission from typical vehicles and potential depositions in the human respiratory system

Particles emitted from five typical types of vehicles (including light-duty gasoline vehicles, LDG; heavy-duty gasoline vehicles, HDG; diesel buses, BUS; light-duty diesel vehicles, LDD and heavy-duty diesel vehicles, HDD) were collected with a dilution sampling system and an electrical low-pressure impactor (ELPI+, with particle sizes covering fourteen stages from 6 nm to 10 μm) on dynamometer benches. The mass concentrations and emission factors (EF) for organic carbon (OC) and elemental carbon (EC) were obtained with a DRI Model 2001 thermal/optical carbon analyzer. A respiratory deposition model was used to calculate the deposition fluxes of size-segregated carbonaceous aerosols in human respiratory system. Results indicated that the OC produced from LDG mainly existed in the size range of 2.5-10 μm, while EC from HDG enriched in 0.94-2.5 μm. For diesel vehicles, both OC and EC concentrations peaked at 0.094-0.25 μm. The OC/EC ratios for PM_2.5 varied from different types of vehicles, from 0.61 to 8.35. The primary emissions from LDD and HDD exhibited high OC/EC ratios (>3), suggesting that using OC/EC higher than 2 to indicate the formation of secondary organic aerosol (SOA) was not universal. The emission factors for OC and EC of LDG (HDG) in PM₁₀ were 1.78 (3.14) mg km^-1 and 0.88 (4.32) mg km^-1, respectively. The OC2 and OC3 were the main section (over 60%) of OC emitted from all the five types of vehicles. EC1 was the most abundant EC fraction of LDG (76.9%), while EC2 dominated for other types of vehicles (more than 62%). About 60% of the OC in ultrafine particles could be deposited in the alveoli. Diesel EC mainly could be deposited in the alveolar region. It is necessary to control the emission of ultrafine particles and diesel EC.

Characterizing Black Carbon Emissions from Gasoline, LPG, and Diesel Vehicles via Transient Chassis-Dynamometer Tests

With global anthropogenic black carbon (BC) emissions increasing, automobiles are significantly contributing as the major source of emissions. However, the appropriate regulations of BC emissions from vehicles are not in place. This study examined BC emissions following fuel types (gasoline, liquefied petroleum gas (LPG), and diesel) and engine combustion (gasoline direct injection (GDI) and multi-port injection (MPI) for gasoline vehicles) with emission regulations. To this end, chassis dynamometer and aethalometer (AE33) were used. Driving modes created by the National Institute of Environmental Research (NIER) and emission certification modes (CVS-75 and NEDC) for vehicles in Korea were used to determine BC emissions for various vehicle speeds. In addition, the contributions of biomass and coal combustion to the data of AE33 were analyzed to determine the possibility of tracking the BC sources. MPI, LPG, and EURO 6 with diesel particulate filter (DPF) vehicles emitted the lowest BC emissions in NIER modes. Among gasoline vehicles, MPI vehicles showed the lower BC content in PM emissions. Also, older vehicles in MPI vehicles emitted the high PM and BC emissions. The BC emissions of EURO 3 vehicles without DPF were the highest as the results of previous studies, and it was found that as emissions regulations were tightened, the level of BC results of diesel vehicles became similar with MPI vehicles. The average absorption Ångström exponent (AAE) from difference emissions sources were biomass combustion (oak wood) > coal combustion (the power plant stack) > automobile emissions (gasoline, LPG, diesel).

Comparison between idling and cruising gasoline vehicles in primary emissions and secondary organic aerosol formation during photochemical ageing

Driving conditions are among the important factors determining gasoline vehicle emissions, yet their relation with exhaust-derived secondary pollutants is poorly understood. Here, we introduced exhaust from a gasoline vehicle under hot idling and cruising conditions into an indoor smog chamber by using a chassis dynamometer and investigated the formation of secondary organic aerosols (SOA) during photochemical ageing under light after characterizing the primary emission of non-methane hydrocarbons (NMHCs), nitrogen oxide (NO_x) and primary organic aerosol (POA) in the dark. When compared to emission factors (EFs) at idling, during cruising at 20 km h^-1 or 40 km h^-1, the EFs of NMHCs decreased by more than an order of magnitude, while the EFs of NO_x were more than doubled, resulting in a large drop in the NMHC-to-NO_x ratios. The percentages of reactive alkenes and aromatic hydrocarbons also decreased from idling to cruising at 20 km h^-1 to that at 40 km h^-1. The emission factor of benzene, a carcinogenic compound, decreased more than 10 times from ~0.35 g kg-fuel^-1 at idling to ~0.03 g kg-fuel^-1 during cruising. During photochemical ageing of exhaust, substantial SOA was formed, and the SOA/POA ratios decreased from 52 to 92 at idling to 4-14 during cruising. Traditional aromatics could explain 30-64% of the measured SOA at idling but less than 15% of the measured SOA during cruising. Our results highlight that traffic congestion would greatly promote the emission of reactive volatile organic compounds and carcinogenic benzene from gasoline vehicles and also show that NMHCs as a target in gasoline vehicle emission tests cannot effectively represent the SOA and ozone formation potentials of the partially oxidized hydrocarbons from poorly functioning converters.