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

Molecular composition of fresh and aged aerosols from residential wood combustion and gasoline car with modern emission mitigation technology

Emissions from road traffic and residential heating contribute to urban air pollution. Advances in emission reduction technologies may alter the composition of emissions and affect their fate during atmospheric processing. Here, emissions of a gasoline car and a wood stove, both equipped with modern emission mitigation technology, were photochemically aged in an oxidation flow reactor to the equivalent of one to five days of photochemical aging. Fresh and aged exhausts were analyzed by ultrahigh resolution mass spectrometry. The gasoline car equipped with a three-way catalyst and a gasoline particle filter emitted minor primary fine particulate matter (PM2.5), but aging led to formation of particulate low-volatile, oxygenated and highly nitrogen-containing compounds, formed from volatile organic compounds (VOCs) and gases incl. NOx, SO2, and NH3. Reduction of the particle concentration was also observed for the application of an electrostatic precipitator with residential wood combustion but with no significant effect on the chemical composition of PM2.5. Comparing the effect of short and medium photochemical exposures on PM2.5 of both emission sources indicates a similar trend for formation of new organic compounds with increased carbon oxidation state and nitrogen content. The overall bulk compositions of the studied emission exhausts became more similar by aging, with many newly formed elemental compositions being shared. However, the presence of particulate matter in wood combustion results in differences in the molecular properties of secondary particles, as some compounds were preserved during aging.

Laboratory and field evaluation of a low-cost optical particle sizer

Low-cost sensors are widely used to collect high-spatial-resolution particulate matter data that traditional reference monitoring devices cannot. In addition to the mass concentration, the number concentration and size distribution are also fundamental in determining the origin and hazard level of particulate pollution. Therefore, low-cost optical sensors have been improved to establish optical particle sizers (OPSs). In this study, a low-cost OPS, the Nova SDS029, is introduced, and it is evaluated in comparison to two reference instruments-the GRIMM 11-D and the TSI 3330. We first tested the sizing accuracy using polystyrene latex spheres. Then, we assessed the mass and number size distribution accuracy in three application scenarios: indoor smoking, ambient air quality, and mobile monitoring. The evaluations suggest that the low-cost SDS029 rivals research-grade optical sizers in many aspects. For example, (1) the particle diameters obtained with the SDS029 are close to the reference instruments (usually < 10%) in the 0.3-5 µm range; (2) the number of particles and mass concentration are highly correlated (r ≥ 0.99) with the values obtained with the reference instruments; and (3) the SDS029 slightly underestimates the number concentration, but the derived PM2.5 values are closer to monitoring station than the reference instruments. The successful application of the SDS029 in multiple scenarios suggests that a plausible particle size distribution can be obtained in an easy and cost-efficient way. We believe that low-cost OPSs will increasingly be used to map the sources and risk levels of particles at the city scale.

A review on vulnerable atmospheric aerosol nanoparticles: Sources, impact on the health, ecosystem and management strategies

The Earth's atmosphere contains ultrafine particles known as aerosols, which can be either liquid or solid particles suspended in gas. These aerosols originate from both natural sources and human activities, termed primary and secondary sources respectively. They have significant impacts on the environment, particularly when they transform into ultrafine particles or aerosol nanoparticles, due to their extremely fine atomic structure. With this context in mind, this review aims to elucidate the fundamentals of atmospheric-derived aerosol nanoparticles, covering their various sources, impacts, and methods for control and management. Natural sources such as marine, volcanic, dust, and bioaerosols are discussed, along with anthropogenic sources like the combustion of fossil fuels, biomass, and industrial waste. Aerosol nanoparticles can have several detrimental effects on ecosystems, prompting the exploration and analysis of eco-friendly, sustainable technologies for their removal or mitigation.Despite the adverse effects highlighted in the review, attention is also given to the generation of aerosol-derived atmospheric nanoparticles from biomass sources. This finding provides valuable scientific evidence and background for researchers in fields such as epidemiology, aerobiology, and toxicology, particularly concerning atmospheric nanoparticles.

Estimated Impacts of Prescribed Fires on Air Quality and Premature Deaths in Georgia and Surrounding Areas in the US, 2015-2020

Smoke from wildfires poses a substantial threat to health in communities near and far. To mitigate the extent and potential damage of wildfires, prescribed burning techniques are commonly employed as land management tools; however, they introduce their own smoke-related risks. This study investigates the impact of prescribed fires on daily average PM2.5 and maximum daily 8-h averaged O3 (MDA8-O3) concentrations and estimates premature deaths associated with short-term exposure to prescribed fire PM2.5 and MDA8-O3 in Georgia and surrounding areas of the Southeastern US from 2015 to 2020. Our findings indicate that over the study domain, prescribed fire contributes to average daily PM2.5 by 0.94 ± 1.45 μg/m3 (mean ± standard deviation), accounting for 14.0% of year-round ambient PM2.5. Higher average daily contributions were predicted during the extensive burning season (January-April): 1.43 ± 1.97 μg/m3 (20.0% of ambient PM2.5). Additionally, prescribed burning is also responsible for an annual average increase of 0.36 ± 0.61 ppb in MDA8-O3 (approximately 0.8% of ambient MDA8-O3) and 1.3% (0.62 ± 0.88 ppb) during the extensive burning season. We estimate that short-term exposure to prescribed fire PM2.5 and MDA8-O3 could have caused 2665 (95% confidence interval (CI): 2249-3080) and 233 (95% CI: 148-317) excess deaths, respectively. These results suggest that smoke from prescribed burns increases the mortality. However, refraining from such burns may escalate the risk of wildfires; therefore, the trade-offs between the health impacts of wildfires and prescribed fires, including morbidity, need to be taken into consideration in future studies.

Obscured Contribution of Oxygenated Intermediate-Volatility Organic Compounds to Secondary Organic Aerosol Formation from Gasoline Vehicle Emissions

Secondary organic aerosol (SOA) formation from gasoline vehicles spanning a wide range of emission types was investigated using an oxidation flow reactor (OFR) by conducting chassis dynamometer tests. Aided by advanced mass spectrometric techniques, SOA precursors, including volatile organic compounds (VOCs) and intermediate/semivolatile organic compounds (I/SVOCs), were comprehensively characterized. The reconstructed SOA produced from the speciated VOCs and I/SVOCs can explain 69% of the SOA measured downstream of an OFR upon 0.5-3 days' OH exposure. While VOCs can only explain 10% of total SOA production, the contribution from I/SVOCs is 59%, with oxygenated I/SVOCs (O-I/SVOCs) taking up 20% of that contribution. O-I/SVOCs (e.g., benzylic or aliphatic aldehydes and ketones), as an obscured source, account for 16% of total nonmethane organic gas (NMOG) emission. More importantly, with the improvement in emission standards, the NMOG is effectively mitigated by 35% from China 4 to China 6, which is predominantly attributed to the decrease of VOCs. Real-time measurements of different NMOG components as well as SOA production further reveal that the current emission control measures, such as advances in engine and three-way catalytic converter (TWC) techniques, are effective in reducing the "light" SOA precursors (i.e., single-ring aromatics) but not for the I/SVOC emissions. Our results also highlight greater effects of O-I/SVOCs to SOA formation than previously observed and the urgent need for further investigation into their origins, i.e., incomplete combustion, lubricating oil, etc., which requires improvements in real-time molecular-level characterization of I/SVOC molecules and in turn will benefit the future design of control measures.

Does Exposure to Ambient Air Pollution Affect Gestational Age and Newborn Weight?-A Systematic Review

Current evidence suggests that airborne pollutants have a detrimental effect on fetal growth through the emergence of small for gestational age (SGA) or term low birth weight (TLBW). The study's objective was to critically evaluate the available literature on the association between environmental pollution and the incidence of SGA or TLBW occurrence. A comprehensive literature search was conducted across Pubmed/MEDLINE, Web of Science, Cochrane Library, EMBASE, and Google Scholar using predefined inclusion and exclusion criteria. The methodology adhered to the PRISMA guidelines. The systematic review protocol was registered in PROSPERO with ID number: CRD42022329624. As a result, 69 selected papers described the influence of environmental pollutants on SGA and TLBW occurrence with an Odds Ratios (ORs) of 1.138 for particulate matter ≤ 10 μm (PM10), 1.338 for particulate matter ≤ 2.5 μm (PM2.5), 1.173 for ozone (O3), 1.287 for sulfur dioxide (SO2), and 1.226 for carbon monoxide (CO). All eight studies analyzed validated that exposure to volatile organic compounds (VOCs) is a risk factor for SGA or TLBW. Pregnant women in the high-risk group of SGA occurrence, i.e., those living in urban areas or close to sources of pollution, are at an increased risk of complications. Understanding the exact exposure time of pregnant women could help improve prenatal care and timely intervention for fetuses with SGA. Nevertheless, the pervasive air pollution underscored in our findings suggests a pressing need for adaptive measures in everyday life to mitigate worldwide environmental pollution.

Elucidating the unexpected importance of intermediate-volatility organic compounds (IVOCs) from refueling procedure

Evaporative emissions release organic compounds comparable to gasoline exhaust in China. However, the measurement of intermediate volatility organic compounds (IVOCs) is lacking in studies focusing on gasoline evaporation. This study sampled organics from a real-world refueling procedure and analyzed the organic compounds using comprehensive two-dimensional gas chromatography coupled with a mass spectrometer (GC×GC-MS). The non-target analysis detected and quantified 279 organics containing 93 volatile organic compounds (VOCs, 64.9 ± 7.4 % in mass concentration), 182 IVOCs (34.9 ± 7.4 %), and 4 semivolatile organic compounds (SVOCs, 0.2 %). The refueling emission profile was distinct from that of gasoline exhaust. The b-alkanes in the B12 volatility bin are the most abundant IVOC species (1.9 ± 1.4 μg m-3) in refueling. A non-negligible contribution of 17.5 % to the ozone formation potential (OFP) from IVOCs was found. Although IVOCs are less in concentration, secondary organic aerosol potential (SOAP) from IVOCs (58.1 %) even exceeds SOAP from VOCs (41.6 %), mainly from b-alkane in the IVOC range. At the molecular level, the proportion of cyclic compounds in SOAP (12.1 %) indeed goes above its mass concentration (3.1 %), mainly contributed by cyclohexanes and cycloheptanes. As a result, the concentrations and SOAP of cyclic compounds (>50 %) could be overestimated in previous studies. Our study found an unexpected contribution of IVOCs from refueling procedures to both ozone and SOA formation, providing new insights into secondary pollution control policy.

Evaluation of a new real-time source apportionment system of PM2.5 and its implication on rapid aging of vehicle exhaust

Accurate identification and rapid analysis of PM2.5 sources and formation mechanisms are essential to mitigate PM2.5 pollution. However, studies were limited in developing a method to apportion sources to the total PM2.5 mass in real-time. In this study, we developed a real-time source apportionment method based on chemical mass balance (CMB) modeling and a mass-closure PM2.5 composition online monitoring system in Shenzhen, China. Results showed that secondary sulfate, secondary organic aerosol (SOA), vehicle emissions and secondary nitrate were the four major PM2.5 sources during autumn 2019 in Shenzhen, together contributed 76 % of PM2.5 mass. The novel method was verified by comparing with other source apportionment methods, including offline filter analysis, aerosol mass spectrometry, and carbon isotopic analysis. The comparison of these methods showed that the new real-time method obtained results generally consistent with the others, and the differences were interpretable and implicative. SOA and vehicle emissions were the major PM2.5 and OA contributors by all methods. Further investigation on the OA sources indicated that vehicle emissions were not only the main source of primary organic aerosol (POA), but also the main contributor to SOA by rapid aging of the exhaust in the atmosphere. Our results demonstrated the great potential of the new real-time source apportionment method for aerosol pollution control and deep understandings on emission sources.

Potential Strategy to Control the Organic Components of Condensable Particulate Matter: A Critical Review

More and more attention has been paid to condensable particulate matter (CPM) since its emissions have surpassed that of filterable particulate matter (FPM) with the large-scale application of ultralow-emission reform. CPM is a gaseous material in the flue stack but instantly turns into particles after leaving the stack. It is composed of inorganic and organic components. Organic components are an important part of CPM, and they are an irritant, teratogenic, and carcinogenic, which triggers photochemical smog, urban haze, and acid deposition. CPM organic components can aggravate air pollution and climate change; therefore, consideration should be given to them. Based on existing methods for removing atmospheric organic pollutants and combined with the characteristics of CPM organic components, we provide a critical overview from the aspects of (i) fundamental cognition of CPM, (ii) common methods to control CPM organic components, and (iii) catalytic oxidation of CPM organic components. As one of the most encouraging methods, catalytic oxidation is discussed in detail, especially in combination with selective catalytic reduction (SCR) technology, to meet the growing demands for multipollutant control (MPC). We believe that this review is inspiring for a fuller understanding and deeper exploration of promising approaches to control CPM organic components.

Towards zero pollution vehicles by advanced fuels and exhaust aftertreatment technologies

Vehicular emissions deteriorate air quality in urban areas notably. The aim of this study was to conduct an in-depth characterization of gaseous and particle emissions, and their potential to form secondary aerosol emissions, of the cars meeting the most recent emission Euro 6d standards, and to investigate the impact of fuel as well as engine and aftertreatment technologies on pollutants at warm and cold ambient temperatures. Studied vehicles were a diesel car with a diesel particulate filter (DPF), two gasoline cars (with and without a gasoline particulate filter (GPF)), and a car using compressed natural gas (CNG). The impact of fuel aromatic content was examined for the diesel car and the gasoline car without the GPF. The results showed that the utilization of exhaust particulate filter was important both in diesel and gasoline cars. The gasoline car without the GPF emitted relatively high concentrations of particles compared to the other technologies but the implementation of the GPF decreased particle emissions, and the potential to form secondary aerosols in atmospheric processes. The diesel car equipped with the DPF emitted low particle number concentrations except during the DPF regeneration events. Aromatic-free gasoline and diesel fuel efficiently reduced exhaust particles. Since the renewal of vehicle fleet is a relatively slow process, changing the fuel composition can be seen as a faster way to affect traffic emissions.

Process-specified emission factors and characteristics of VOCs from the auto-repair painting industry

Daily use of passenger vehicles leads to considerable emission of volatile organic compounds (VOCs), which are key precursors to the ground-level ozone pollution. While evaporative and tailpipe emission of VOCs from the passenger vehicles can be eliminated largely, or even completely, by electrification, VOCs emission from the use of coatings in auto-repair is unavoidable and has long been ignored. Here, we present for the first time, to the best of our knowledge, a comprehensive investigation on the emission factors and process-specified characteristics of VOCs from auto-repair painting, based on field measurements over 15 representative auto-repair workshops in the Pearl-River-Delta area, China. Replacement of solvent-borne coatings with water-borne counterparts, which was only achieved partially in the Basecoat step but not in the Putty, Primer and Clearcoat steps, could reduce the per automobile VOCs emission from 756.5 to 489.6 g and the per automobile ozone formation potential (OFP) from 2776.5 to 1666.4 g. Implementation of exhaust after-treatment led to a further reduction of the per automobile VOCs emission to 340.9 g, which is still ca. 42% higher than that from the state-of-art painting processes for the manufacture of passenger vehicles. According to the analysis of VOCs compositions, the Putty process was dominated by the emission of styrene, while Primer, Basecoat (solvent-borne) and Clearcoat steps were all characterized by the emission of n-butyl acetate and xylenes. By contrast, water-borne Basecoat step showed a prominent emission of n-amyl alcohol. Notably, for the full painting process to repair an automobile, n-butyl acetate emerged as the most abundant species in the VOCs emission, whereas xylenes contributed most significantly to the OFP. Scenario analysis suggested that reducing VOCs contents in the coatings, as well as improving the after-treatment efficiency, were highly potential solutions for effective reduction of VOCs emission from auto-repair. Our study contributes to an update of industrial inventories of VOCs emission, and may provide valuable insights for reducing VOCs emission and OFPs from the auto-repair industry.

Additional HONO and OH Generation from Photoexcited Phenyl Organic Nitrates in the Photoreaction of Aromatics and NOx

HONO acts as a major OH source, playing a vital role in secondary pollutant formation to deteriorate regional air quality. Strong unknown sources of daytime HONO have been widely reported, which significantly limit our understanding of radical cycling and atmospheric oxidation capacity. Here, we identify a potential daytime HONO and OH source originating from photoexcited phenyl organic nitrates formed during the photoreaction of aromatics and NOx. Significant HONO (1.56-4.52 ppb) and OH production is observed during the photoreaction of different kinds of aromatics with NOx (18.1-242.3 ppb). We propose an additional mechanism involving photoexcited phenyl organic nitrates (RONO2) reacting with water vapor to account for the higher levels of measured HONO and OH than the model prediction. The proposed HONO formation mechanism was evidenced directly by photolysis experiments using typical RONO2 under UV irradiation conditions, during which HONO formation was enhanced by relative humidity. The 0-D box model incorporated in this mechanism accurately reproduced the evolution of HONO and aromatic. The proposed mechanism contributes 5.9-36.6% of HONO formation as the NOx concentration increased in the photoreaction of aromatics and NOx. Our study implies that photoexcited phenyl organic nitrates are an important source of atmospheric HONO and OH that contributes significantly to atmospheric oxidation capacity.

Characterization and apportionment of carbonaceous aerosol emission factors from light-duty and heavy-duty vehicle fleets in Maharashtra, India

This study aims to investigate the characteristics of carbonaceous aerosols and estimate emission factor (EF) based on roadway tunnel measurements, from two distinct vehicular fleets: an all light-duty vehicle (LDV) fleet, and a mixed fleet of 80% LDV and 20% heavy-duty vehicle (HDV). Carbonaceous content (organic carbon: OC and elemental carbon: EC) in total fine particles (PM2.5) accounted for 41% ± 6.8% in LDV fleet and 48% ± 7.2% in mixed fleet. While higher volatile OC dominated in the LDV fleet emissions, in mixed fleet, lower volatile OC and EC emissions dominated due to the presence of higher HDV and super-emitter (SE) fractions which led to significantly higher optically active absorbing aerosols. Reconstructed HDV fleet EF was higher than LDV fleet by 36 times (PM2.5), 19 times (OC) and 51 times (EC). Our findings emphasize the significance of implementing vehicle inspection and maintenance programs, coupled with decarbonization of HDVs to mitigate on-road vehicular emissions in India.

Characteristics and sources of oxygenated VOCs in Hong Kong: Implications for ozone formation

To investigate the characteristics of oxygenated volatile organic compounds (OVOCs) and their potential contribution to ozone (O3) generation, we conducted 3-h high-resolution observations during the summertime of 2022 and the wintertime of 2021. This study focused on a total of 28 OVOCs in five different chemical classes, which were encompassed at two representative sites in Hong Kong, including a roadside and an urban area. During the summertime, the total concentrations of quantified OVOCs (∑OVOCs) were 45 ± 12 and 63 ± 20 μg m-3 at the roadside and urban sites, respectively, whereas the ∑OVOCs decreased by 31 ± 11 % and 38 ± 13 %, respectively, during the wintertime. Among the classes of OVOCs, carbonyls and alcohols were the two predominant at both sites, with relatively higher concentration levels of acetone, methanol, butanaldehyde, and acrolein. The sources of OVOCs have significant spatial and temporal characteristics. Spatially, OVOCs were predominately attributed to primary emission and background at the roadside site, whereas they were a combination of primary emission, secondary formation, and background at the urban site. Temporally, background sources dominated the summertime OVOCs, while the contribution of primary emissions increased for the wintertime OVOCs. The O3 formation potential (OFP) for the OVOCs was calculated. The OFPs were 67 ± 16 and 119 ± 31 μg m-3 at the roadside and urban sites during the summertime, whereas the winter OFPs declined 30 % at the roadside and 38 % at the urban site. The background sources of carbonyls and alcohols at the roadside and of carbonyls and acrylates in the urban area were the major contributors to the summer OFP. Controlling the OVOC sources from local non-combustion sources such as gasoline-fuel evaporation and volatile chemical-containing products could lead to a reduction of OVOCs in the background and subsequently mitigate the OFP. This is beneficial for local O3 reduction in Hong Kong and surrounding regions.

Comprehensive characterization of speciated volatile organic compounds (VOCs), gas-phase and particle-phase intermediate- and semi-volatile volatility organic compounds (I/S-VOCs) from Chinese diesel trucks

We established the comprehensive emission profiles of organic compounds for typical Chinese diesel trucks. The profiles cover the entire volatility range, including speciated volatile organic compounds (VOCs), intermediate-volatility organic compounds (IVOCs), and semi-volatile organic compounds (SVOCs). The VOCs and I/SVOCs were analyzed by one-dimensional gas chromatography quadrupole mass spectrometry (GC qMS) and two-dimensional gas chromatography time-of-flight mass spectrometry (GC × GC-ToF-MS) separately. The impacts of starting mode and aftertreatment technology on the VOC, gaseous and particulate I/SVOC emissions, and the gas-particle partitioning were investigated. The emission factor (EF) of gas phase I/SVOCs was approximately 10 times higher than that of particle phase I/SVOCs and the chemical compositions and volatility distributions varied greatly. VOC, IVOC, and SVOC emissions significantly decreased when vehicles were equipped with advanced aftertreatment technologies. Diesel particulate filters (DPF) can remove >71 % VOC, 74 % gaseous, and 88 % particulate I/SVOCs, many of which are significant secondary organic aerosol (SOA) precursors. The chemical compositions and volatility distributions of the gaseous I/SVOCs and unburned diesel fuel were similar, revealing that diesel fuel is the main origin of the gaseous I/SVOCs. The I/SVOC emission profiles covering the whole volatility range, i.e., log10C* = -3 to 10 (C*: effective saturation concentration, μg m-3) were established.

Evaluation of the adsorption performance and thermal treatment-associated regeneration of adsorbents for formaldehyde removal

Indoor air pollution remains a major concern, with formaldehyde (HCHO) a primary contributor due to its long emission period and associated health risks, including skin allergies, coughing, and bronchitis. This study evaluated the adsorption performance and economic efficiency of various adsorbents (biochar, activated carbon, zeolites A, X, and Y) selected for HCHO removal. The impact of thermal treatment on adsorbent regeneration was also assessed. The experimental apparatus featured an adsorption column and HCHO concentration meter with an electrochemical sensor designed for adsorption analysis. Zeolite X exhibited the highest adsorption performance, followed by zeolite A, zeolite Y, activated carbon, and biochar. All adsorbents displayed increased HCHO removal rates with an extended length/diameter (L/D) ratio of the adsorption column. Zeolite A demonstrated the highest economic efficiency, followed by zeolite X, activated carbon, zeolite Y, and biochar. Higher L/D ratios improved economic efficiency and prolonged the replacement cycle (the optimal timing for adsorbent replacement to maintain high adsorption performance). Sensitivity analysis of adsorbent regeneration under varying thermal treatment conditions (150, 120, and 80°C) and durations (60, 45, and 30 min) revealed minimal changes in adsorption efficiency (±3%). The results indicated the potential of adsorbent regeneration under energy-efficient thermal treatment conditions (80°C, 30 min). In conclusion, this study underscores the importance of a comprehensive assessment, considering factors such as adsorption performance, replacement cycle, economic efficiency, and regeneration performance for the selection of optimal adsorbents for HCHO adsorption and removal.Implications: This study underscores the importance of adsorption technology for the removal of formaldehyde and similar volatile organic compounds (VOCs), highlighting the potential of alternative adsorbents, such as environmentally friendly biochar, in addition to traditional strategies, such as activated carbon and zeolites. Our findings demonstrate the feasibility of adsorbent regeneration under energy-efficient thermal treatment conditions. These results hold promise for improving indoor air quality, reducing environmental pollutants, and enhancing responses to air contaminants like fine dust and VOCs.

Emission characteristics of intermediate volatility organic compounds from a Chinese gasoline engine under varied operating conditions: Influence of fuel, velocity, torque, rotational speed, and after-treatment device

Improved measurement of new pollutants, particularly intermediate volatility organic compounds (IVOCs), is urgently needed due to the lack of emission data under various operating conditions and potential fuel switching for gasoline engines. This study focused on examining the emission characteristics of IVOCs and the formation of secondary organic aerosols (SOA) in a commercial gasoline direct injection (GDI) engine, considering different fuels and operating conditions. The key findings are as follows: (1) The emission factor (EF) of IVOCs ranged from 2.0 to 357.8 mg kg-fuel-1, with a median value of 87.9 mg kg-fuel-1. (2) IVOCs emission characteristics were influenced by the fuel type and engine operating conditions. The addition of ethanol resulted in a significant decrease in IVOCs emissions, while lower velocities and torques led to higher IVOCs emissions. (3) Ethanol-blended fuel scenarios (E10, E25) and CGPF (Pd/Rh catalytically coated gasoline particle filter)-equipped scenarios exhibited high proportions of oxygen-containing compounds like aliphatic alcohols, ethers, and carboxylic acids. (4) IVOCs exhibited a high potential for the formation of SOA, underscoring the importance of controlling IVOCs in future strategies to mitigate particulate matter pollution in China. These findings highlight the significance of smooth traffic flow and advancements in fuel types, engine technologies, and after-treatment designs to effectively control IVOC emissions and contribute to the realization of a carbon-neutral society.

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.

Alkylperoxy radicals are responsible for the formation of oxygenated primary organic aerosol

Organic aerosol (OA) is an air pollutant ubiquitous in urban atmospheres. Urban OA is usually apportioned into primary OA (POA), mostly emitted by mobile sources, and secondary OA (SOA), which forms in the atmosphere due to oxidation of gas-phase precursors from anthropogenic and biogenic sources. By performing coordinated measurements in the particle phase and the gas phase, we show that the alkylperoxy radical chemistry that is responsible for low-temperature ignition also leads to the formation of oxygenated POA (OxyPOA). OxyPOA is distinct from POA emitted during high-temperature ignition and is chemically similar to SOA. We present evidence for the prevalence of OxyPOA in emissions of a spark-ignition engine and a next-generation advanced compression-ignition engine, highlighting the importance of understanding OxyPOA for predicting urban air pollution patterns in current and future atmospheres.

Temporal and spatial shifts in the chemical composition of urban coastal rainwaters of Kuwait: The role of air mass trajectory and meteorological variables

The rainwater chemistry encompasses the signatures of geogenic and anthropogenic processes along the regional air mass movement apart from the local sources. The predominance of dust events and anthropogenic emissions in arid regions facilitate new particle formation. Further, rain events of different seasons depict moisture sources from diverse regions reflecting variation in the regional geochemistry with respect to seasons. Hence, to characterize the geochemical composition of rainwater, the study has focused on an integrated approach by considering regional transport, meteorological components and possible local sources. A total of 74 rainwater samples were collected from 27 rain events in 2018, 2019, and 2022, representing urban coastal areas of Kuwait predominantly of Ca-SO4-HCO3 type. The average pH and electrical conductivity of the rainwater were 7.18 and 140 μS/cm, respectively. The sea salt fractions calculated relative to Kuwait seawater ranged from 25.6 to >100 %, with higher values attributed to anthropogenic sources. Sea salt fraction, ion ratios, principal component analysis and factor scores revealed the terrestrial and anthropogenic sources apart from marine contributions. In addition, new particle formation and aerosols contributed to the rainwater chemistry involving SOx, NOx, and photochemical reactions during higher relative humidity and lesser wind speed. The HYSPLIT reflected that the moisture sources were largely from western regions of the study area, and those of December and January events had long-distance travel across the Azores high originating from northeast America. The trajectories of the November events are observed to originate from the Caspian/Black Sea region in the northeastern part of Kuwait with a relatively shorter distance of travel. The rainfall samples had higher ionic concentrations, and saturated with aragonite and calcite minerals in a few locations specifically after the dust events, while the subsequent rain events were less polluted.

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.

Examining the geographical distribution of air pollution disparities across different racial and ethnic groups: Incorporating workplace addresses

BACKGROUND

Most previous studies on air pollution exposure disparities among racial and ethnic groups in the US have been limited to residence-based exposure and have given little consideration to population mobility and spatial patterns of residences, workplaces, and air pollution. This study aimed to examine air pollution exposure disparities by racial and ethnic groups while explicitly accounting for both the work-related activity of the population and localized spatial patterns of residential segregation, clustering of workplaces, and variability of air pollutant concentration.

METHOD

In the present study, we assessed population-level exposure to air pollution using tabulated residence and workplace addresses of formally employed workers from LEHD Origin-Destination Employment Statistics (LODES) data at the census tract level across eight Metropolitan Statistical Areas (MSAs). Combined with annual-averaged predictions for three air pollutants (PM2.5, NO2, O3), we investigated racial and ethnic disparities in air pollution exposures at home and workplaces using pooled (i.e., across eight MSAs) and regional (i.e., with each MSA) data.

RESULTS

We found that non-White groups consistently had the highest levels of exposure to all three air pollutants, at both their residential and workplace locations. Narrower exposure disparities were found at workplaces than residences across all three air pollutants in the pooled estimates, due to substantially lower workplace segregation than residential segregation. We also observed that racial disparities in air pollution exposure and the effect of considering work-related activity in the exposure assessment varied by region, due to both the levels and patterns of segregation in the environments where people spend their time and the local heterogeneity of air pollutants.

CONCLUSIONS

The results indicated that accounting for workplace activity illuminates important variation between home- and workplace-based air pollution exposure among racial and ethnic groups, especially in the case of NO2. Our findings suggest that consideration of both activity patterns and place-based exposure is important to improve our understanding of population-level air pollution exposure disparities, and consequently to health disparities that are closely linked to air pollution exposure.

Reactive organic carbon air emissions from mobile sources in the United States

Mobile sources are responsible for a substantial controllable portion of the reactive organic carbon (ROC) emitted to the atmosphere, especially in urban environments of the United States. We update existing methods for calculating mobile source organic particle and vapor emissions in the United States with over a decade of laboratory data that parameterize the volatility and organic aerosol (OA) potential of emissions from on-road vehicles, nonroad engines, aircraft, marine vessels, and locomotives. We find that existing emission factor information from Teflon filters combined with quartz filters collapses into simple relationships and can be used to reconstruct the complete volatility distribution of ROC emissions. This new approach consists of source-specific filter artifact corrections and state-of-the-science speciation including explicit intermediate-volatility organic compounds (IVOCs), yielding the first bottom-up volatility-resolved inventory of US mobile source emissions. Using the Community Multiscale Air Quality model, we estimate mobile sources account for 20 %-25 % of the IVOC concentrations and 4.4 %-21.4 % of ambient OA. The updated emissions and air quality model reduce biases in predicting fine-particle organic carbon in winter, spring, and autumn throughout the United States (4.3 %-11.3 % reduction in normalized bias). We identify key uncertain parameters that align with current state-of-the-art research measurement challenges.

MFM-300(Sc): a chemically stable Sc(III)-based MOF material for multiple applications

Developing robust multifunctional metal-organic frameworks (MOFs) is the key to advancing the further deployment of MOFs into relevant applications. Since the first report of MFM-300(Sc) (MFM = Manchester Framework Material, formerly known as NOTT-400), the development of applications of this robust microporous MOF has only grown. In this review, a summary of the applications of MFM-300(Sc), as well as some emerging advanced applications, have been discussed. The adsorption properties of MFM-300(Sc) are presented systematically. Particularly, this contribution is focused on acid and corrosive gas adsorption. In addition, recent applications for catalysis based on the outstanding hemilabile Sc-O bond character are highlighted. Finally, some new research areas are introduced, such as host-guest chemistry and biomedical applications. This highlight aims to showcase the recent advances and the potential for developing new applications of this promising material.

Time-Resolved Molecular Characterization of Secondary Organic Aerosol Formed from OH and NO3 Radical Initiated Oxidation of a Mixture of Aromatic Precursors

Aromatic hydrocarbons (ArHCs) and oxygenated aromatic hydrocarbons (ArHC-OHs) are emitted from a variety of anthropogenic activities and are important precursors of secondary organic aerosol (SOA) in urban areas. Here, we analyzed and compared the composition of SOA formed from the oxidation of a mixture of aromatic VOCs by OH and NO3 radicals. The VOC mixture was composed of toluene (C7H8), p-xylene + ethylbenzene (C8H10), 1,3,5-trimethylbenzene (C9H12), phenol (C6H6O), cresol (C7H8O), 2,6-dimethylphenol (C8H10O), and 2,4,6-trimethylphenol (C9H12O) in a proportion where the aromatic VOCs were chosen to approximate day-time traffic-related emissions in Delhi, and the aromatic alcohols make up 20% of the mixture. These VOCs are prominent in other cities as well, including those influenced by biomass combustion. In the NO3 experiments, large contributions from CxHyOzN dimers (C15-C18) were observed, corresponding to fast SOA formation within 15-20 min after the start of chemistry. Additionally, the dimers were a mixture of different combinations of the initial VOCs, highlighting the importance of exploring SOAs from mixed VOC systems. In contrast, the experiments with OH radicals yielded gradual SOA mass formation, with CxHyOz monomers (C6-C9) being the dominant constituents. The evolution of SOA composition with time was tracked and a fast degradation of dimers was observed in the NO3 experiments, with concurrent formation of monomer species. The rates of dimer decomposition in NO3 SOA were ∼2-3 times higher compared to those previously determined for α-pinene + O3 SOA, highlighting the dependence of particle-phase reactions on VOC precursors and oxidants. In contrast, the SOA produced in the OH experiments did not dramatically change over the same time frame. No measurable effects of humidity were observed on the composition and evolution of SOA.

Continuous Flow Hydrogenation of Lignin-model Aromatic Compounds over Carbon-supported Noble Metals

An efficient continuous-flow (CF) protocol was designed for the hydrogenation of lignin-derived aromatics to the corresponding cycloalkanes derivatives. A parametric analysis of the reaction was carried out by tuning the temperature, the H2 pressure and the flow rate, and using diphenyl ether (DPE) as a model substrate, commercial Ru/C as a catalyst, and isopropanol as a solvent: at 25 °C, 50 bar H2 , and a flow rate of 0.1 mL min-1 , dicyclohexyl ether was achieved in an 86 % selectivity, at quantitative conversion. By-products from the competitive C-O bond cleavage of DPE, cyclohexanol and cyclohexane, did not exceed 14 % in total. Remarkably, prolonged experiments demonstrated an excellent stability of the catalyst whose performance was unaltered for up to 420 min of time-of-stream. A substrate scope evaluation proved that under the same conditions used for DPE, a variety of substrates including alkoxy-, allyl-, and carbonyl-functionalized phenols, biphenyl, aryl benzyl- and phenethyl ethers (10 examples) yielded the ring-hydrogenated products with selectivity up to 99 % at complete conversion.

Sensitivity of pollutant concentrations in urban streets to asphalt and traffic-related emissions

The higher concentrations of atmospheric particles, such as black carbon (BC) and organic matter (OM), detected in streets compared to the urban background are predominantly attributed to road traffic. The integration of this source of pollutant in air quality models nevertheless entails a high degree of uncertainty and some other sources may be missing. Through sensitivity scenarios, the impacts on pollutant concentrations of sensitivities related to traffic and road-asphalt emissions are evaluated. The 3D Eulerian model Polair3D and the street network model MUNICH are applied to simulate various scenarios and their impacts at the regional and local scales. They are coupled with the modular box model SSH-aerosol to represent formation and aging of primary and secondary gas and particles. Traffic emissions are calculated with the COPERT methodology. Using recent volatile organic compound speciations for light vehicles with more detailed information pertaining to intermediate, semi- and low-volatile organic compounds (I/S/LVOCs) leads to limited reductions of OM concentrations (10% in streets). Changing the method of estimating I/S/LVOC emissions leads to an average reduction of 60% at emission and a decrease of the OM concentrations of 27% at the local scale. An increase in 219% of BC emissions from tire wear, consistent with the uncertainties found in the literature, doubles the BC concentrations at the local scale, which remain underestimated compared to observations. I/S/LVOC emissions are several orders of magnitude higher when considering emissions from road asphalt due to pavement heating and exposure to sunlight. However, simulated concentrations of PM at the local scale remain within acceptable ranges compared to observations. These results suggest that more information is needed on I/S/LVOCs and non-exhaust sources (tire, brake and road abrasion) that impact the particle concentration. Furthermore, currently unconsidered emission sources such as road asphalt may have non-negligible impacts on pollutant concentrations in streets.

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.

Long-term residential exposure to air pollution and risk of chronic respiratory diseases in Italy: The BIGEPI study

Long-term exposure to air pollution has adverse respiratory health effects. We investigated the cross-sectional relationship between residential exposure to air pollutants and the risk of suffering from chronic respiratory diseases in some Italian cities. In the BIGEPI project, we harmonised questionnaire data from two population-based studies conducted in 2007-2014. By combining self-reported diagnoses, symptoms and medication use, we identified cases of rhinitis (n = 965), asthma (n = 328), chronic bronchitis/chronic obstructive pulmonary disease (CB/COPD, n = 469), and controls (n = 2380) belonging to 13 cohorts from 8 Italian cities (Pavia, Turin, Verona, Terni, Pisa, Ancona, Palermo, Sassari). We derived mean residential concentrations of fine particulate matter (PM₁₀, PM_2.5), nitrogen dioxide (NO₂), and summer ozone (O₃) for the period 2013-2015 using spatiotemporal models at a 1 km resolution. We fitted logistic regression models with controls as reference category, a random-intercept for cohort, and adjusting for sex, age, education, BMI, smoking, and climate. Mean ± SD exposures were 28.7 ± 6.0 μg/m³ (PM₁₀), 20.1 ± 5.6 μg/m³ (PM_2.5), 27.2 ± 9.7 μg/m³ (NO₂), and 70.8 ± 4.2 μg/m³ (summer O₃). The concentrations of PM₁₀, PM_2.5, and NO₂ were higher in Northern Italian cities. We found associations between PM exposure and rhinitis (PM₁₀: OR 1.62, 95%CI: 1.19-2.20 and PM_2.5: OR 1.80, 95%CI: 1.16-2.81, per 10 μg/m³) and between NO₂ exposure and CB/COPD (OR 1.22, 95%CI: 1.07-1.38 per 10 μg/m³), whereas asthma was not related to environmental exposures. Results remained consistent using different adjustment sets, including bi-pollutant models, and after excluding subjects who had changed residential address in the last 5 years. We found novel evidence of association between long-term PM exposure and increased risk of rhinitis, the chronic respiratory disease with the highest prevalence in the general population. Exposure to NO₂, a pollutant characterised by strong oxidative properties, seems to affect mainly CB/COPD.

Toxicological Effects of Secondary Air Pollutants

Secondary air pollutants, originating from gaseous pollutants and primary particulate matter emitted by natural sources and human activities, undergo complex atmospheric chemical reactions and multiphase processes. Secondary gaseous pollutants represented by ozone and secondary particulate matter, including sulfates, nitrates, ammonium salts, and secondary organic aerosols, are formed in the atmosphere, affecting air quality and human health. This paper summarizes the formation pathways and mechanisms of important atmospheric secondary pollutants. Meanwhile, different secondary pollutants' toxicological effects and corresponding health risks are evaluated. Studies have shown that secondary pollutants are generally more toxic than primary ones. However, due to their diverse source and complex generation mechanism, the study of the toxicological effects of secondary pollutants is still in its early stages. Therefore, this paper first introduces the formation mechanism of secondary gaseous pollutants and focuses mainly on ozone's toxicological effects. In terms of particulate matter, secondary inorganic and organic particulate matters are summarized separately, then the contribution and toxicological effects of secondary components formed from primary carbonaceous aerosols are discussed. Finally, secondary pollutants generated in the indoor environment are briefly introduced. Overall, a comprehensive review of secondary air pollutants may shed light on the future toxicological and health effects research of secondary air pollutants.

Research status of volatile organic compound (VOC) removal technology and prospect of new strategies: a review

As an important component of air pollution, the efficient removal of volatile organic compounds (VOCs) is one of the most important challenges in the world. VOCs are harmful to the environment and human health. This review systematically introduced the main VOC control technologies and research hotspots in recent years, and expanded the description of electrocatalytic oxidation technology and bimetallic catalytic removal technology. Based on a three-dimensional electrode reactor, the theoretical design of a VOC removal control technology using bimetallic three-dimensional particle electrode electrocatalytic oxidation was proposed for the first time. The future research focus of this method was analyzed, and the importance of in-depth exploration of the catalytic performance of particle electrodes and the system reaction mechanism was emphasized. This review provides a new idea for using clean and efficient methods to remove VOCs.

Swellable Array Strategy Based on Designed Flexible Double Hypercross-linked Polymers for Synergistic Adsorption of Toluene and Formaldehyde

High-capacity adsorption and removal of complex volatile organic compounds (VOCs) from real-world environments is a tough challenge for researchers. Herein, a swellable array adsorption strategy was proposed to realize the synergistic adsorption of toluene and formaldehyde on the flexible double hypercross-linked polymers (FD-HCPs). FD-HCPs exhibited multiple adsorption sites awarded by a hydrophobic benzene ring/pyrrole ring and a hydrophilic hydroxyl structural unit. The array benzene ring, hydroxyl, and pyrrole N sites in FD-HCPs effectively captured toluene and formaldehyde molecules through π-π conjugation and electrostatic interaction and weakened their mutual competitive adsorption. Interestingly, the strong binding force of toluene molecules to the skeleton deformed the pore structure of FD-HCPs and generated new adsorption microenvironments for the other adsorbate. This behavior significantly improved the adsorption capacity of FD-HCPs for toluene and formaldehyde by 20% under multiple VOCs. Moreover, the pyrrole group in FD-HCPs greatly hindered H₂O molecule diffusion in the pore, thus efficiently weakening the competitive adsorption of H₂O toward VOCs. These fascinating properties enabled FD-HCPs to achieve synergistic adsorption for multicomponent VOC vapor under a highly humid environment and overcame single-species VOC adsorption properties on state-of-the-art porous adsorbents. This work provides the practical feasibility of synergistic adsorption to remove complex VOCs in real-world environments.

Engine, aftertreatment, fuel quality and non-tailpipe achievements to lower gasoline vehicle PM emissions: Literature review and future prospects

Spark ignition gasoline vehicles comprise most light duty vehicles worldwide. These vehicles were not historically associated with PM emissions. This changed about 15 years ago when emissions regulations forced diesel engines to employ exhaust particulate filters and fuel economy requirements ushered in gasoline direct injection (GDI) technology. These shifts reversed the roles of gasoline and diesel vehicles, with GDI vehicles now regarded as the high PM emitters. Regulators worldwide responded with new or revised PM emissions standards. This review takes a comprehensive look at PM emissions from gasoline vehicles. It examines the technological advances that made it possible for GDI vehicles to meet even the most stringent tailpipe PM standards. These include fuel injection strategies and injector designs to limit fuel films in the engine cylinder that were pathways for soot formation and the development of gasoline particle filters to remove PM from engine exhaust. The review also examines non-exhaust PM emissions from brake, tire, and road wear, which have become the dominant sources of vehicle derived PM. Understanding the low levels of GDI tailpipe PM emissions that have been achieved and its contribution to total vehicle PM emissions is essential for the current debate about the future of internal combustion engines versus rapidly evolving battery electric vehicles. In this context, it does not make sense to consider BEVs as zero emitting vehicles. Rather, a more holistic framework is needed to compare the relative merits of various vehicle powertrains.

A perspective on iron (Fe) in the atmosphere: air quality, climate, and the ocean

As scientists engage in research motivated by climate change and the impacts of pollution on air, water, and human health, we increasingly recognize the need for the scientific community to improve communication and knowledge exchange across disciplines to address pressing and outstanding research questions holistically. Our professional paths have crossed because our research activities focus on the chemical reactivity of Fe-containing minerals in air and water, and at the air-sea interface. (Photo)chemical reactions driven by Fe can take place at the surface of the particles/droplets or within the condensed phase. The extent and rates of these reactions are influenced by water content and biogeochemical activity ubiquitous in these systems. One of these reactions is the production of reactive oxygen species (ROS) that cause damage to respiratory organs. Another is that the reactivity of Fe and organics in aerosol particles alter surficial physicochemical properties that impact aerosol-radiation and aerosol-cloud interactions. Also, upon deposition, aerosol particles influence ocean biogeochemical processes because micronutrients such as Fe or toxic elements such as copper become bioavailable. We provide a perspective on these topics and future research directions on the reactivity of Fe in atmospheric aerosol systems, from sources to short- and long-term impacts at the sinks with emphasis on needs to enhance the predictive power of atmospheric and ocean models.

Comparison of CO2, NOx, and VOCs emissions between CNG and E10 fueled light-duty vehicles

In China, natural gas (NG) is the main vehicle fuel after gasoline and diesel, and the number of NG vehicles ranks first in the world. At present, there are many studies on the conventional gaseous pollutants and particulate matter of NG vehicles, but very few studies on their VOCs. In this study, the chassis dynamometer is used to test CNG/E10 bi-fuel light-duty vehicles, analyze the advantages of CNG in CO₂, fuel thermal efficiency, and cost, and discuss its disadvantages in NO_x emission. Most importantly, the emission characteristics and ozone formation potential of VOCs in the exhaust of CNG vehicles were analyzed in the study. Compared with E10, CNG fuel can reduce CO₂ emission by about 20 %, improve thermal efficiency by about 13 %, and save fuel costs by about 50 %. However, it will increase NO_x and NO₂ emissions by about 10 % and 13 % respectively. As for VOCs, the emission factor of VOCs from CNG fuel is about 54 % of E10 fuel. The VOCs group with the highest proportion in the exhaust of CNG-fueled vehicles is alkanes, >80 %. while the alkanes and alkenes with the highest proportion in E10 fuel are 30 % and 23 % respectively. C2 VOCs emitted by CNG account for >70 %, while C2 VOCs emitted by E10 are <60 %, followed by C4 VOCs, about 10 % - 30 %. The OFPs of VOCs in CNG exhaust is about 13.7 % of E10. Alkenes contribute the most to ozone, and the OFPs of alkenes in CNG and E10 vehicle exhaust accounts for about 55.3 % and 78.8 % of TVOCs respectively. The results of this study are helpful to improve people's understanding of the environmental value of using NG vehicles.

Real-world emission characteristics of semivolatile/intermediate-volatility organic compounds originating from nonroad construction machinery in the working process

Detailed emission characterization of semivolatile/intermediate-volatility organic compounds (S/IVOCs) originating from nonroad construction machines (NRCMs) remains lacking in China. Twenty-one NRCMs were evaluated with a portable emission measurement system in the working process. Gas phase S/IVOCs were collected by Tenax TA tubes and analyzed via thermal desorption-gas chromatography-mass spectrometry (TD-GC-MS). Particle phase S/IVOCs were collected by quartz filters and analyzed via GC-MS. The average emission factors (EFs) for fuel-based total (gas + particle phase) IVOCs and SVOCs of the assessed NRCMs were 221.45 ± 194.60 and 11.68 ± 10.67 mg/kg fuel, respectively. Compared to excavators, the average IVOC and SVOC EFs of loaders were 1.32 and 1.55 times higher, respectively. Compared to the working mode, the average IVOC EFs under the moving mode (only moving forward or backward) were 1.28 times higher. The IVOC and SVOC EFs for excavators decreased by 69.06% and 38.37%, respectively, from China II to China III. These results demonstrate the effectiveness of emission control regulations. In regard to individual NRCMs, excavators and loaders were affected differently by emission standards. The volatility distribution demonstrated that IVOCs and SVOCs were dominated by gas- and particle-phase compounds, respectively. The mode of operation also affected S/IVOC gas-particle partitioning. Combined with previous studies, the mechanical type significantly affected the volatility distribution of IVOCs. IVOCs from higher volatile fuels are more distributed in the high-volatility interval. The total secondary organic aerosol (SOA) production potential was 104.36 ± 79.67 mg/kg fuel, which originated from VOCs (19.98%), IVOCs (73.87%), and SVOCs (6.15%). IVOCs were a larger SOA precursor than VOCs and SVOCs. In addition, normal (n-) alkanes were suitably correlated with IVOCs, which may represent a backup solution to quantify IVOC EFs. This work provides experimental data support for the refinement of the emission characteristics and emission inventories of S/IVOCs originating from NRCMs.

Increasing role of phenolic oxidative branch in daytime oxidation process of aromatics in Chinese haze period

To understand the photooxidation mechanisms of aromatic compounds in the NOx-rich atmosphere, gaseous aromatics and their oxidization products (i.e., methyl glyoxal (MGLY), and nitrated phenols (NPs) including nitrophenols (NPhs) and methylnitrophenols (MNPs)) were measured with a 1-h time resolution on Chongming Island, a downwind region of the Yangtze River Delta (YRD) metropolitans of China in winter 2019 by using a proton-transfer-reaction mass spectrometer (PTR-MS). During the entire observation period, concentrations of the measured VOCs were 9.6 ± 7.1 ppbv for aromatics, 118 ± 59 pptv for MGLY, 36 ± 10 pptv for NPhs, and 9.3 ± 2.8 pptv for MNPs, respectively. Secondary NPs (SNPs) accounted for only 19-24 % of the total nitrated phenols during the clean and transition periods but increased to 44 % of the total on the hazy days. Moreover, the daytime mixing ratios of SNPs increased along with an increasing NO₂ concentration during the clean and transition periods, but in the haze period the daytime SNPs first increased along with the increasing NO₂ levels and then increased much more sharply when NO₂ was >25 ppbv. Such highly proportional and sharply increased daytime SNPs in the haze period indicated an enhanced phenolic oxidation under the high NOx conditions. In addition, the lack of correlations between aromatics and MGLY, increased MGLY_aro (MGLY produced by aromatics), and sharply increased ΔSNPs / Δ(benzene + toluene) further suggested that such an increasing role of the phenolic oxidative branch in the daytime oxidation process of aromatics during the YRD haze period was caused by the strong atmospheric oxidation capacity and the high level of NOx.

Toxicological effects of fresh and aged gasoline exhaust particles in Hong Kong

Exhaust emissions from gasoline vehicles are one of the major contributors to aerosol particles observed in urban areas. It is well-known that these tiny particles are associated with air pollution, climate forcing, and adverse health effects. However, their toxicity and bioreactivity after atmospheric ageing are less constrained. The aim of the present study was to investigate the chemical and toxicological properties of fresh and aged particulate matter samples derived from gasoline exhaust emissions. Chemical analyses showed that both fresh and aged PM samples were rich in organic carbon, and the dominating chemical species were n-alkane and polycyclic aromatic hydrocarbons. Comparisons between fresh and aged samples revealed that the latter contained larger amounts of oxygenated compounds. In most cases, the bioreactivity induced by the aged PM samples was significantly higher than that induced by the fresh samples. Moderate to weak correlations were identified between chemical species and the levels of biomarkers in the fresh and aged PM samples. The results of the stepwise regression analysis suggested that n-alkane and alkenoic acid were major contributors to the increase in lactate dehydrogenase (LDH) levels in the fresh samples, while polycyclic aromatic hydrocarbons (PAHs) and monocarboxylic acid were the main factors responsible for such increase in the aged samples.

An updated comprehensive IVOC emission inventory for mobile sources in China

Intermediate volatility organic compounds (IVOCs) from mobile sources contribute significantly to secondary organic aerosol (SOA) formation. However, the assessments of IVOC emissions remain considerably uncertain due to the lack of localized measured data and detailed emission source classifications. This study established a comprehensive database of IVOC emission factors (EFs) for mobile sources based on the diversified measured EFs and correlations with hydrocarbons. The provincial-level IVOC emission inventories over China were further established by integrating activity data of various mobile sources. The national mobile source IVOC emissions were 507.5 Gg in 2017. The IVOC emissions of on-road and non-road mobile sources were roughly the same. Trucks and non-road construction machineries were the major contributors to IVOC emissions, accounting for >66 % of the total. The IVOC emission characteristics and spatial distributions from various mobile sources varied significantly with different types and usages. The IVOC emission inventories with detailed classifications can be used to evaluate emission control policies for mobile sources. Incorporating localized measured data would be beneficial for a better understanding for the atmospheric impacts of mobile source IVOC emissions.

Comprehensive Assessment for the Impacts of S/IVOC Emissions from Mobile Sources on SOA Formation in China

Semivolatile/intermediate-volatility organic compounds (S/IVOCs) from mobile sources are essential SOA contributors. However, few studies have comprehensively evaluated the SOA contributions of S/IVOCs by simultaneously comparing different parameterization schemes. This study used three SOA schemes in the CMAQ model with a measurement-based emission inventory to quantify the mobile source S/IVOC-induced SOA (MS-SI-SOA) for 2018 in China. Among different SOA schemes, SOA predicted by the 2D-VBS scheme was in the best agreement with observations, but there were still large deviations in a few regions. Three SOA schemes showed the peak value of annual average MS-SI-SOA was up to 0.6 ± 0.3 μg/m³. High concentrations of MS-SI-SOA were detected in autumn, while the notable relative contribution of MS-SI-SOA to total SOA was predicted in the coastal areas in summer, with a regional average contribution up to 20 ± 10% in Shanghai. MS-SI-SOA concentrations varied by up to 2 times among three SOA schemes, mainly due to the discrepancy in SOA precursor emissions and chemical reactions, suggesting that the differences between SOA schemes should also be considered in modeling studies. These findings identify the hotspot areas and periods for MS-SI-SOA, highlighting the importance of S/IVOC emission control in the future upgrading of emission standards.

Increased contribution to PM2.5 from traffic-influenced road dust in Shanghai over recent years and predictable future

Traffic contributes to fine particulate matter (PM_2.5) in the atmosphere through engine exhaust emissions and road dust generation. However, the evolution of traffic related PM_2.5 emission over recent years remains unclear, especially when various efforts to reduce emission e.g., aftertreatment technologies and high emission standards from China IV to China V, have been implemented. In this study, hourly elemental carbon (EC), a marker of primary engine exhaust emissions, and trace element of calcium (Ca), a marker of road dust, were measured at a nearby highway sampling site in Shanghai from 2016 to 2019. A random forest-based machine learning algorithm was applied to decouple the influences of meteorological variables on the measured EC and Ca, revealing the deweathered trend in exhaust emissions and road dust. After meteorological normalization, we showed that non-exhaust emissions, i.e., road dust from traffic, increased their fractional contribution to PM_2.5 over recent years. In particular, road dust was found to be more important, as revealed by the deweathered trend of Ca fraction in PM_2.5, increasing at 6.1% year^-1, more than twice that of EC (2.9% year^-1). This study suggests that while various efforts have been successful in reducing vehicular exhaust emissions, road dust will not abate at a similar rate. The results of this study provide insights into the trend of traffic-related emissions over recent years based on high temporal resolution monitoring data, with important implications for policymaking.

Mitigation of hazardous toluene via ozone-catalyzed oxidation using MnOx/Sawdust biochar catalyst

This study investigated catalytic ozone oxidation using a sawdust char (SDW) catalyst to remove hazardous toluene emitted from the chemical industry. The catalyst properties were analyzed by proximate, ultimate, nitrogen adsorption-desorption isotherms, Fourier-transform infrared, and X-ray photoelectron spectroscopy analyses. In addition, hydrogen-temperature programmed reduction experiments were conducted to analyze the catalyst properties. The specific area and formation of micropores of SDC were improved by applying KOH treatment. MnOx/SDC-K3 exhibited a higher toluene removal efficiency of 89.7% after 100 min than MnOx supported on activated carbon (MnOx/AC) with a removal efficiency of 6.6%. The higher (O_ads (adsorbed oxygen)+O_v(vacancy oxygen))/O_L (lattice oxygen) and Mn³⁺/Mn⁴⁺ ratios of MnOx/SDC-K3 than those of MnOx/AC seemed to be important for the catalytic oxidation of toluene.

Effects analysis on hydrocarbon light-off performance of a catalytic gasoline particulate filter during cold start

In order to study the hydrocarbon combustion in the low-temperature catalytic process of a catalytic gasoline particulate filter (CGPF) during cold start, a mathematical model of the CGPF is established and verified firstly. Then, take T₅₀ (a temperature when the hydrocarbon conversion rate reaches 50%) as hydrocarbon light-off (LO) temperature; the effects of different exhaust parameters and structural parameters on hydrocarbon light-off performance and reaction rate are investigated based on simulation results. Finally, orthogonal experiment analysis is employed to further obtain the most significant factors and suggested parameter solution. The results show that the hydrocarbon LO performance of the CGPF during cold start is positively correlated with exhaust oxygen concentration, porosity, and filter length, but it is negatively correlated with exhaust flow rate and exhaust water vapor concentration. In addition, the inlet of the channel has a significant HC reaction when the oxygen concentration reaches 2.2%, and porosity mainly influences the front half part of the filter. Moreover, the influence degree relationship of the five factors is oxygen > mass flow > porosity > length > water vapor, and the optimum solution of length, vapor, mass flow, porosity, and oxygen is 150 mm, 12.31%, 0.002 kg/s, 0.55, and 2.2%, respectively. This work offers us great reference value for CGPF performance enhancement and hydrocarbon abatement of a GDI engine.

Good and bad get together: Inactivation of SARS-CoV-2 in particulate matter pollution from different fuels

Air pollution and associated particulate matter (PM) affect environmental and human health worldwide. The intense vehicle usage and the high population density in urban areas are the main causes of this public health impact. Epidemiological studies have provided evidence on the effect of air pollution on airborne SARS-CoV-2 transmission and COVID-19 disease prevalence and symptomatology. However, the causal relationship between air pollution and COVID-19 is still under investigation. Based on these results, the question addressed in this study was how long SARS-CoV-2 survives on the surface of PM from different origin to evaluate the relationship between fuel and atmospheric pollution and virus transmission risk. The persistence and viability of SARS-CoV-2 virus was characterized in 5 engine exhaust PM and 4 samples of atmospheric PM₁₀. The results showed that SARS-CoV-2 remains on the surface of PM₁₀ from air pollutants but interaction with engine exhaust PM inactivates the virus. Consequently, atmospheric PM₁₀ levels may increase SARS-CoV-2 transmission risk thus supporting a causal relationship between these factors. Furthermore, the relationship of pollution PM and particularly engine exhaust PM with virus transmission risk and COVID-19 is also affected by the impact of these pollutants on host oxidative stress and immunity. Therefore, although fuel PM inactivates SARS-CoV-2, the conclusion of the study is that both atmospheric and engine exhaust PM negatively impact human health with implications for COVID-19 and other diseases.

Performance evaluation of activated carbon sorbents for indoor air purification during normal and wildfire events

Volatile organic compounds (VOCs) are a significant class of indoor air pollutants and are known for their adverse effects on health. A common strategy to reduce indoor VOC levels is to use sorbents, including activated carbons (ACs). The amount of activated carbon is critical to achieving a reasonable AC filter lifetime in an air purification device. The study aims to estimate the amount of carbon needed in a typical indoor environment and in a heavy use setting such as during cooking, agriculture field fires, or wildfires. The problem is complex as various types of ACs are used, and the type and concentration of VOCs in the indoor environment also vary in different settings. Therefore, literature data on thermophysical parameters for 45 AC-VOC pairs was used to estimate the required amount of AC under a given set of conditions. The study uses modeling distributions of the footprint of suitable carbon filters for the removal of common VOCs encountered indoors for a period of 30 days. It was found that while 50% of AC-VOC pairs surveyed will require about 190-370 g at low indoor VOCs levels of 0.1-1 μmol/m³(considered a good clean indoor environment), up to 1.1 kg of ACs are needed for a carbon filter to survive 30 days in a typical indoor environment (VOCs levels of 10 μmol/m³). On the other hand, 3-15 kg or more AC will be needed in a filter to survive 30 days during adverse events such as wildfires. The objective of the present study is to aid consumers and businesses in making an informed decision on the type of AC-based indoor air filters that meet their needs. Using this data, an open-access online calculator is being developed to predict the amount of carbon needed in a filter/device at any specific indoor air condition.

n-Alkanes and Polycyclic Aromatic Hydrocarbons in Deposition Dust and PM10 of Interiors in Touggourt Region, Algeria

The occurrence of pollutants in environment displays its maximum impact on human health and on the global "quality" of life in the places where humans spend most of their time, i.e., indoors. A field study was undertaken in the region of Touggourt, Algeria. The goal was that of obtaining information on the main sources of indoor pollutant emissions (n-alkanes and polycyclic aromatic compounds) associated with deposition dusts (DDs) and suspended particulates (PM₁₀). A multi-service clinic, two schools, a coffee bar, three houses, and an asphalt distribution center were investigated. Forty-five samples in total were collected, including 31 deposition dusts and 14 airborne particulates. That would improve the current understanding of pollution features in central Algeria reached through previous investigations in the Touggourt region. Capillary gas chromatography coupled with mass spectrometric detection was adopted to determine the concentrations of n-alkanes and PAHs. In deposition dust, total n-alkanes (TNAs) ranged between 37 and 794 ng/(m² day) in the summer and 33-1,724 ng/(m² day) in the fall. Meanwhile, TNAs loads in the PM₁₀ samples ranged between 778 and 2,024 ng/m³. According to Carbon Preference Index (CPI), Cmax, and wax n-alkanes (WaxCn) approaches, both DD and PM₁₀ were released overall by anthropogenic sources, though the contribution of natural emissions could not be neglected. Total polycyclic aromatic hydrocarbons (TPAHs) associated with DD ranged from 4.4 ng/(m² day) to 127 ng/(m² day) during the summer period, and 2.0-224 ng/(m² day) in the fall; TPAHs' concentrations in PM₁₀ ranged between 40 ng/m³ and 984 ng/m³. Preliminary information about the sources of PAHs was drawn by calculating the concentration ratios between diagnostic pairs (DRs) of PAHs. According to PAH DR values, the pollution sources influenced at distinct extents all of the sites and locations investigated. Anyway, the PAH occurrence was associated with petrogenic sources, with the prevalence of gasoline fuel cars, at most sites. A wide variability was also observed by comparing the concentrations of pollutants observed in the summer and in the fall. This was in agreement with the results of n-alkanes emissions.