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

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.

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.

Impacts of ethanol blended fuels and cold temperature on VOC emissions from gasoline vehicles in China

The Chinese central government has initiated pilot projects to promote the adoption of gasoline containing 10%v ethanol (E10). Vehicle emissions using ethanol blended fuels require investigation to estimate the environmental impacts of the initiative. Five fuel formulations were created using two blending methods (splash blending and match blending) to evaluate the impacts of formulations on speciated volatile organic compounds (VOCs) from exhaust emissions. Seven in-use vehicles covering China 4 to China 6 emission standards were recruited. Vehicle tests were conducted using the Worldwide Harmonized Test Cycle (WLTC) in a temperature-controlled chamber at 23 °C and -7 °C. Splash blended E10 fuels led to significant reductions in VOC emissions by 12%-75%. E10 fuels had a better performance of reducing VOC emissions in older model vehicles than in newer model vehicles. These results suggested that E10 fuel could be an option to mitigate the VOC emissions. Although replacing methyl tert-butyl ether (MTBE) with ethanol in regular gasoline had no significant effects on VOC emissions, the replacement led to lower aromatic emissions by 40%-60%. Alkanes and aromatics dominated approximately 90% of VOC emissions for all vehicle-fuel combinations. Cold temperature increased VOC emissions significantly, by 3-26 folds for all vehicle/fuel combinations at -7 °C. Aromatic emissions were increased by cold temperature, from 2 to 26 mg/km at 23 °C to 33-238 mg/km at -7 °C. OVOC emissions were not significantly affected by E10 fuel or cold temperature. The ozone formation potential (OFP) and secondary organic aerosol formation potential (SOAFP) of splash blended E10 fuels decreased by up to 76% and 81%, respectively, compared with those of E0 fuels. The results are useful to update VOC emission profiles of Chinese vehicles using ethanol blended gasoline and under low-temperature conditions.

Long term trends in source apportioned particle number concentrations in Rochester NY

During the past two decades, efforts have been made to further reduce particulate air pollution across New York State through various Federal and State policy implementations. Air quality has also been affected by economic drivers like the 2007-2009 recession and changing costs for different approaches to electricity generation. Prior work has focused on particulate matter with aerodynamic diameter ≤2.5 μm. However, there is also interest in the effects of ultrafine particles on health and the environment and analyses of changes in particle number concentrations (PNCs) are also of interest to assess the impacts of changing emissions. Particle number size distributions have been measured since 2005. Prior apportionments have been limited to seasonal analyses over a limited number of years because of software limitations. Thus, it has not been possible to perform trend analyses on the source-specific PNCs. Recent development have now permitted the analysis of larger data sets using Positive Matrix Factorization (PMF) including its diagnostics. Thus, this study separated and analyzed the hourly averaged size distributions from 2005 to 2019 into two data sets; October to March and April to September. Six factors were resolved for both data sets with sources identified as nucleation, traffic 1, traffic 2, fresh secondary inorganic aerosol (SIA), aged SIA, and O3-rich aerosol. The resulting source-specific PNCs were combined to provide continuous data sets and analyzed for trends. The trends were then examined with respect to the implementation of regulations and the timing of economic drivers. Nucleation was strongly reduced by the requirement of ultralow (<15 ppm) sulfur on-road diesel fuel in 2006. Secondary inorganic particles and O3-rich PNCs show strong summer peaks. Aged SIA was constant and then declined substantially in 2015 but rose in 2019. Traffic 1 and 2 have steadily declined bur rose in 2019.

Secondary Organic Aerosol Formation Potential from Vehicular Non-tailpipe Emissions under Real-World Driving Conditions

Traffic emissions are a dominant source of secondary organic aerosol (SOA) in urban environments. Though tailpipe exhaust has drawn extensive attention, the impact of non-tailpipe emissions on atmospheric SOA has not been well studied. Here, a closure study was performed combining urban tunnel experiments and dynamometer tests using an oxidation flow reactor in situ photo-oxidation. Results show a significant gap between field and laboratory research; the average SOA formation potential from real-world fleet is 639 ± 156 mg kg fuel-1, higher than the reconstructed result (188 mg kg fuel-1) based on dynamometer tests coupled with fleet composition inside the tunnel. Considering the minimal variation of SOA/CO in emission standards, we also reconstruct CO and find the critical role of high-emitting events in the real-world SOA burden. Different profiles of organic gases are detected inside the tunnel than tailpipe exhaust, such as more abundant C6-C9 aromatics, C11-C16 species, and benzothiazoles, denoting contributions from non-tailpipe emissions to SOA formation. Using these surrogate chemical compounds, we roughly estimate that high-emitting, evaporative emission, and asphalt-related and tire sublimation share 14, 20, and 10% of the SOA budget, respectively, partially explaining the gap between field and laboratory research. These experimental results highlight the importance of non-tailpipe emissions to atmospheric SOA.

Particulate organic emissions from incense-burning smoke: Chemical compositions and emission characteristics

Incense burning is a common practice in Asian cultures, releasing hazardous particulate organics. Inhaling incense smoke can result in adverse health effects, yet the molecular compositions of incense-burning organics have not been well investigated due to the lack of measurement of intermediate-volatility and semi-volatile organic compounds (I/SVOCs). To elucidate the detailed emission profile of incense-burning particles, we conducted a non-target measurement of organics emitted from incense combustion. Quartz filters were utilized to trap particles, and organics were analyzed by a comprehensive two-dimensional gas chromatography-mass spectrometer (GC × GC-MS) coupled with a thermal desorption system (TDS). To deal with the complex data obtained by GC × GC-MS, homologs are identified mainly by the combination of selected ion chromatograms (SICs) and retention indexes. SICs of 58, 60, 74, 91, and 97 were utilized to identify 2-ketones, acids, fatty acid methyl esters, fatty acid phenylmethyl esters, and alcohols, respectively. Phenolic compounds contribute the most to emission factors (EFs) among all chemical classes, taking up 24.5 % ± 6.5 % of the total EF (96.1 ± 43.1 μg g-1). These compounds are largely derived from the thermal degradation of lignin. Biomarkers like sugars (mainly levoglucosan), hopanes, and sterols are extensively detected in incense combustion fumes. Incense materials play a more important role in shaping emission profiles than incense forms. Our study provides a detailed emission profile of particulate organics emitted from incense burning across the full-volatility range, which can be used in the health risk assessments. The data processing procedure in this work could also benefit those with less experience in non-target analysis, especially GC × GC-MS data processing.

Real-World Emission Characteristics of Full-Volatility Organics Originating from Nonroad Agricultural Machinery during Agricultural Activities

Nonroad agricultural machinery (NRAM) emissions constitute a significant source of air pollution in China. Full-volatility organics originating from 19 machines under 6 agricultural activities were measured synchronously. The diesel-based emission factors (EFs) for full-volatility organics were 4.71 ± 2.78 g/kg fuel (average ± standard deviation), including 91.58 ± 8.42% volatile organic compounds (VOCs), 7.94 ± 8.16% intermediate-volatility organic compounds (IVOCs), 0.28 ± 0.20% semivolatile organic compounds (SVOCs), and 0.20 ± 0.16% low-volatility organic compounds (LVOCs). Full-volatility organic EFs were significantly reduced by stricter emission standards and were the highest under pesticide spraying activity. Our results also demonstrated that combustion efficiency was a potential factor influencing full-volatility organic emissions. Gas-particle partitioning in full-volatility organics could be affected by multiple factors. Furthermore, the estimated secondary organic aerosol formation potential based on measured full-volatility organics was 143.79 ± 216.80 mg/kg fuel and could be primarily attributed to higher-volatility-interval IVOCs (bin₁₂-bin₁₆ contributed 52.81 ± 11.58%). Finally, the estimated emissions of full-volatility organics from NRAM in China (2021) were 94.23 Gg. This study provides first-hand data on full-volatility organic EFs originating from NRAM to facilitate the improvement of emission inventories and atmospheric chemistry models.

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.

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.

Triggering of ST-elevation myocardial infarction by ultrafine particles in New York: Changes following Tier 3 vehicle introduction

BACKGROUND

Previously, we found increased rates of ST-elevation myocardial infarction (STEMI) associated with increased ultrafine particle (UFP; <100 nm) concentrations in the previous few hours in Rochester, New York. Relative rates were higher after air quality policies and a recession reduced pollutant concentrations (2014-2016 versus 2005-2013), suggesting PM composition had changed and the same PM mass concentration had become more toxic. Tier 3 light duty vehicles, which should produce less primary organic aerosols and oxidizable gaseous compounds, likely making PM less toxic, were introduced in 2017. Thus, we hypothesized we would observe a lower relative STEMI rate in 2017-2019 than 2014-2016.

METHODS

Using STEMI events treated at the University of Rochester Medical Center (2014-2019), UFP and other pollutants measured in Rochester, a case-crossover design, and conditional logistic regression models, we estimated the rate of STEMI associated with increased UFP and other pollutants in the previous hours and days in the 2014-2016 and 2017-2019 periods.

RESULTS

An increased rate of STEMI was associated with each 3111 particles/cm³ increase in UFP concentration in the previous hour in 2014-2016 (lag hour 0: OR = 1.22; 95% CI = 1.06, 1.39), but not in 2017-2019 (OR = 0.94; 95% CI = 0.80, 1.10). There were similar patterns for black carbon, UFP_11-50nm, and UFP_51-100nm. In contrast, increased rates of STEMI were associated with each 0.6 ppb increase in SO₂ concentration in the previous 120 h in both periods (2014-2016: OR = 1.26, 95% CI = 1.03, 1.55; 2017-2019: OR = 1.21, 95% CI = 0.87, 1.68).

CONCLUSIONS

Greater rates of STEMI were associated with short term increases in concentrations of UFP and other motor vehicle related pollutants before Tier 3 introduction (2014-2016), but not afterwards (2017-2019). This change may be due to changes in PM composition after Tier 3 introduction, as well as to increased exposure misclassification and greater underestimation of effects from 2017 to 2019.

Mobile Sources Are Still an Important Source of Secondary Organic Aerosol and Fine Particulate Matter in the Los Angeles Region

Secondary organic aerosol (SOA) is a significant component of atmospheric fine particulate matter. Mobile sources have historically been a major source of SOA precursors in urban environments, but decades of regulations have reduced their emissions. Less regulated sources, such as volatile chemical products (VCPs), are of growing importance. We analyzed ambient and emissions data to assess the contribution of mobile sources to SOA formation in Los Angeles during the period of 2009-2019. During this period, air quality in the Los Angeles region has improved, but organic aerosol (OA) concentrations did not decrease as much as primary pollutants. This appears to be largely due to SOA, whose mass fraction in OA increased over this period. In 2010, about half of the freshly formed SOA measured in Pasadena, CA appears to be formed from hydrocarbon (non-oxygenated) precursors. Chemical mass balance analysis indicates that these hydrocarbon SOA precursors (including intermediate volatility organic compounds) can largely be explained by emissions from mobile sources in 2010. Our analysis indicates that continued reduction in emissions from mobile sources should lead to additional significant decreases in atmospheric SOA and PM_2.5 mass in the Los Angeles region.

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.

Secondary organic aerosol formation from straw burning using an oxidation flow reactor

Herein, we use an oxidation flow reactor, Gothenburg: Potential Aerosol Mass (Go: PAM) reactor, to investigate the secondary organic aerosol (SOA) formation from wheat straw burning. Biomass burning emissions are exposed to high concentrations of hydroxyl radicals (OH) to simulate processes equivalent to atmospheric oxidation of 0-2.55 days. Primary volatile organic compounds (VOCs) were investigated, and particles were measured before and after the Go: PAM reactor. The influence of water content (i.e. 5% and 11%) in wheat straw was also explored. Two burning stages, the flaming stage, and non-flaming stages, were identified. Primary particle emission factors (EFs) at a water content of 11% (∼3.89 g/kg-fuel) are significantly higher than those at a water content of 5% (∼2.26 g/kg-fuel) during the flaming stage. However, the water content showed no significant influence at the non-flaming stage. EFs of aromatics at a non-flaming stage (321.8±46.2 mg/kg-fuel) are larger than that at a flaming stage (130.9±37.1 mg/kg-fuel). The OA enhancement ratios increased with the increase in OH exposure at first and decreased with the additional increment of OH exposure. The maximum OA enhancement ratio is ∼12 during the non-flaming stages, which is much higher than ∼ 1.7 during the flaming stages. The mass spectrum of the primary wheat burning organic aerosols closely resembles that of resolved biomass burning organic aerosols (BBOA) based on measurements in ambient air. Our results show that large gap (∼60%-90%) still remains to estimate biomass burning SOA if only the oxidation of VOCs were included.

Quantification of temperature dependence of vehicle evaporative volatile organic compound emissions from different fuel types in China

The evaporative emissions of volatile organic compounds (VOCs) from motor vehicles are dependent upon the ambient temperature. However, the quantitative relationship between evaporative VOC emissions and ambient temperature has rarely been reported, and it is not reflected in the Chinese VOCs emission inventory (EI). In this study, a series of evaporative tests were conducted on a parked gasoline-fueled vehicle in a Variable Temperature Sealed Housing Evaporative Determination chamber under seven temperatures from 298 K to 313 K at intervals of 2.5 K. Results showed that total hydrocarbon emissions at 313 K were 25.7, 12.3, and 26.7 times those at 298 K for China V, China VI, and ethanol-blended E10 fuels, respectively. China V consistently exhibited the lowest evaporative VOC emissions at all temperatures, while those of E10 surpassed even those of China VI and became the highest at 308 K and higher. Along with increasing temperature, the proportions of alkanes and alkenes gradually increased whereas those of aromatics and oxygenated VOCs decreased. Alkenes accounted for less than 20% of the evaporative VOC emissions but contributed to approximately 60% of the total OH loss (L_OH) at 298 K and to over 70% at 313 K. cis-2-Butene and trans-2-butene were responsible for the greatest increase in L_OH from China V, due to their higher OH reactivity. Our results clearly demonstrated the exponential increases of evaporative VOC emissions and the associated atmospheric reactivity with temperature, and also highlighted that upgrading the emission standard from China V to China IV and promoting the E10 fuel would not contribute to the reduction of evaporative VOC emissions. The strong temperature dependence of evaporative VOC emissions underscores the importance of developing a temperature-driven dynamic EI in China, and the functional relationships retrieved from this study form an essential step in developing such a dynamic EI.

Secondary Organic and Inorganic Aerosol Formation from a GDI Vehicle under Different Driving Conditions

This study investigated the primary emissions and secondary aerosol formation from a gasoline direct injection (GDI) passenger car when operated over different legislative and real-world driving cycles on a chassis dynamometer. Diluted vehicle exhaust was photooxidized in a 30 m3 environmental chamber. Results showed elevated gaseous and particulate emissions for the cold-start cycles and higher secondary organic aerosol (SOA) formation, suggesting that cold-start condition will generate higher concentrations of SOA precursors. Total secondary aerosol mass exceeded primary PM emissions and was dominated by inorganic aerosol (ammonium and nitrate) for all driving cycles. Further chamber experiments in high temperature conditions verified that more ammonium nitrate nucleates to form new particles, forming a secondary peak in particle size distribution instead of condensing to black carbon particles. The results of this study revealed that the absorption of radiation by black carbon particles can lead to changes in secondary ammonium nitrate formation. Our work indicates the potential formation of new ammonium nitrate particles during low temperature conditions favored by the tailpipe ammonia and nitrogen oxide emissions from gasoline vehicles.

Changing Emissions Results in Changed PM2.5 Composition and Health Impacts

In the period of 2005 to 2016, multiple air pollution control regulations have entered into effect in the United States at both the Federal and state level. In addition, economic changes have also occurred primarily in the electricity generation sector that substantially changed the emissions from this sector. This combination of policy implementations and economics has led to substantial reductions in PM2.5, its major constituents, and source specific PM2.5 concentrations across the New York State, particularly those of sulfate, nitrate, and primary organic carbon. However, secondary organic carbon and spark-ignition vehicular emission contributions have increased. Related studies of changes in health outcomes, the excess rates of emergency department visits and hospitalizations for a variety of cardiovascular and respiratory diseases and respiratory infections have increased per unit mass of PM2.5. It appears that the increased toxicity per unit mass was due to the reduction in low toxicity constituents such that the remaining mass had greater impacts on public health.

Revisiting Total Particle Number Measurements for Vehicle Exhaust Regulations

Road transport significantly contributes to air pollution in cities. Emission regulations have led to significantly reduced emissions in modern vehicles. Particle emissions are controlled by a particulate matter (PM) mass and a solid particle number (SPN) limit. There are concerns that the SPN limit does not effectively control all relevant particulate species and there are instances of semi-volatile particle emissions that are order of magnitudes higher than the SPN emission levels. This overview discusses whether a new metric (total particles, i.e., solids and volatiles) should be introduced for the effective regulation of vehicle emissions. Initially, it summarizes recent findings on the contribution of road transport to particle number concentration levels in cities. Then, both solid and total particle emission levels from modern vehicles are presented and the adverse health effects of solid and volatile particles are briefly discussed. Finally, the open issues regarding an appropriate methodology (sampling and instrumentation) in order to achieve representative and reproducible results are summarized. The main finding of this overview is that, even though total particle sampling and quantification is feasible, details for its realization in a regulatory context are lacking. It is important to define the methodology details (sampling and dilution, measurement instrumentation, relevant sizes, etc.) and conduct inter-laboratory exercises to determine the reproducibility of a proposed method. It is also necessary to monitor the vehicle emissions according to the new method to understand current and possible future levels. With better understanding of the instances of formation of nucleation mode particles it will be possible to identify its culprits (e.g., fuel, lubricant, combustion, or aftertreatment operation). Then the appropriate solutions can be enforced and the right decisions can be taken on the need for new regulatory initiatives, for example the addition of total particles in the tailpipe, decrease of specific organic precursors, better control of inorganic precursors (e.g., NH3, SOx), or revision of fuel and lubricant specifications.

Investigation of partition coefficients and fingerprints of atmospheric gas- and particle-phase intermediate volatility and semi-volatile organic compounds using pixel-based approaches

Ambient gas- and particle-phase intermediate volatility and semi-volatile organic compounds (I/SVOCs) of Beijing were analyzed by a thermal desorption comprehensive two-dimensional gas chromatography quadrupole mass spectrometry (TD-GC × GC-qMS). A pixel-based scheme combing the integration-based approach was applied for partition coefficients estimation and fingerprints identification. Blob-by-blob recognition was firstly utilized to characterize I/SVOCs from the molecular level. 412 blobs in gas-phase and 460 blobs in particle-phase were resolved, covering a total response of 47.5% and 43.5%. A large pool of I/SVOCs was found with a large diversity of chemical classes in both gas- and particle-phase. Acids (8.5%), b-alkanes (5.8%), n-alkanes (C8-C25, 5.3%), and aromatics (4.4%) were dominant in gas-phase while esters (7.0%, including volatile chemical product compounds, VCPs), n-alkanes (C9-C34, 5.7%), acids (4.6%), and siloxanes (3.6%) were abundant in particle-phase. Air pollutants were then evaluated by a two-parameter linear free energy relationship (LFER) model, which could be further implemented in the two-dimensional volatility basis set (2D-VBS) model. Multiway principal component analysis (MPCA) and partial least squares-discriminant analysis (PLS-DA) implied that naphthalenes, phenol, propyl-benzene isomers, and oxygenated volatile organic compounds (OVOCs) were key components in the gas-phase under different pollution levels. This work gives more insight into property estimation and fingerprints identification for complex ambient samples.

Secondary aerosol formation from a Chinese gasoline vehicle: Impacts of fuel (E10, gasoline) and driving conditions (idling, cruising)

Chassis dynamometer experiments were conducted to investigate the effect of vehicle speed and usage of ethanol-blended gasoline (E10) on formation and evolution of gasoline vehicular secondary organic aerosol (SOA) using a Gothenburg Potential Aerosol Mass (Go: PAM) reactor. The SOA forms rapidly, and its concentration exceeds that of primary organic aerosol (POA) at an equivalent photochemical age (EPA) of ~1 day. The particle effective densities grow from 0.62 ± 0.02 g cm^-3 to 1.43 ± 0.07 g cm^-3 with increased hydroxyl radical (OH) exposure. The maximum SOA production under idling conditions (4259-7394 mg kg-fuel^-1) is ~20 times greater than under cruising conditions. There was no statistical difference between SOA formation from pure gasoline and its formation from E10. The slopes in Van Krevelen diagram indicate that the formation pathways of bulk SOA includes the addition of both alcohol/peroxide functional groups and carboxylic acid formation from fragmentation. A closure estimation of SOA based on bottom-up and top-down methods shows that only 16%-38% of the measured SOA can be explained by the oxidation of measured volatile organic compounds (VOCs), suggesting the existence of missing precursors, e.g. unmeasured VOCs and probably semivolatile or intermediate volatile organic compounds (S/IVOCs). Our results suggest that applying parameters obtained from unified driving cycles to model SOA concentrations may lead to large discrepancies between modeled and ambient vehicular SOA. No reduction in vehicular `SOA production is realized by replacing normal gasoline with E10.

Primary emissions and secondary production of organic aerosols from heated animal fats

Cooking is an important source of primary organic aerosol (POA) in urban areas, and it may also generate abundant non-methane organic gases (NMOGs), which form oxidized organic aerosol (OOA) after atmospheric oxidation. Edible fats play an important role in a balanced diet and are part of various types of cooking. We conducted laboratory studies to examine the primary emissions of POA and NMOGs and OOA formation using an oxidation flow reactor (OFR) for three animal fats (i.e., lard, beef and chicken fats) heated at two different temperatures (160 and 180 °C). Positive matrix factorization (PMF) revealed that OOA formed together with POA loss after photochemical aging, suggesting the conversion of some POA to OOA. The maximum OOA production rates (PRs) from heated animal fats, occurring under OH exposures (OHexp) of 8.3-15 × 10¹⁰ molecules cm^-3 s, ranged from 8.9 to 24.7 μg min^-1, 1.6-14.5 times as high as initial POA emission rates (ERs). NMOG emissions from heated animal fats were dominated by aldehydes, which contributed 14-71% of the observed OOA. We estimated that cooking-related OOA could contribute to as high as ~10% of total organic aerosol (OA) in an urban area in Hong Kong, where cooking OA (COA) dominated the POA. This study provides insights into the potential contribution of cooking to urban OOA, which might be especially pronounced when cooking contributions dominate the primary emissions.

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.

Using an oxidation flow reactor to understand the effects of gasoline aromatics and ethanol levels on secondary aerosol formation

Fuel type and composition affect tailpipe emissions and secondary aerosol production from mobile sources. This study assessed the influence of gasoline fuels with varying levels of aromatics and ethanol on the primary emissions and secondary aerosol formation from a flexible fuel vehicle equipped with a port fuel injection engine. The vehicle was exercised over the LA92 and US06 driving cycles using a chassis dynamometer. Secondary aerosol formation potential was measured using a fast oxidation flow reactor. Results showed that the high aromatics fuels led to higher gaseous regulated emissions, as well as particulate matter (PM), black carbon, and total and solid particle number. The high ethanol content fuel (E78) resulted in reductions for the gaseous regulated pollutants and particulate emissions, with some exceptions where elevated emissions were seen for this fuel compared to both E10 fuels, depending on the driving cycle. Secondary aerosol formation potential was dominated by the cold-start phase and increased for the high aromatics fuel. Secondary aerosol formation was seen in lower levels for E78 due to the lower formation of precursor emissions using this fuel. In addition, operating driving conditions and aftertreatment efficiency played a major role on secondary organic and inorganic aerosol formation, indicating that fuel properties, driving conditions, and exhaust aftertreatment should be considered when evaluating the emissions of secondary aerosol precursors from mobile sources.

Characterization of Exhaust CO, HC and NOx Emissions from Light-Duty Vehicles under Real Driving Conditions

On-road exhaust emissions from light-duty vehicles are greatly influenced by driving conditions. In this study, two light-duty passenger cars (LDPCs) and three light-duty diesel trucks (LDDTs) were tested to investigate the on-road emission factors (EFs) with a portable emission measurement system. Emission characteristics of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx) emitted from vehicles at different speeds, accelerations and vehicle specific power (VSP) were analyzed. The results demonstrated that road conditions have significant impacts on regulated gaseous emissions. CO, NOx, and HC emissions from light-duty vehicles on urban roads increased by 1.1–1.5, 1.2–1.4, and 1.9–2.6 times compared with those on suburban and highway roads, respectively. There was a rough positive relationship between transient CO, NOx, and HC emission rates and vehicle speeds, while the EFs decreased significantly with the speed decrease when speed ≤ 20 km/h. The emissions rates of NOx and HC tended to increase and then decrease as the acceleration increased and the peak occurred at 0 m/s2 without considering idling conditions. For HC and CO, the emission rates were low and changed gently with VSP when VSP < 0, while emission rates increased gradually with the VSP increase when VSP > 0. For NOx NOx emission rates were lower and had no obvious change when VSP < 0. However, NOx emissions were positively correlated with VSP, when VSP > 0.

Effects of driving conditions on secondary aerosol formation from a GDI vehicle using an oxidation flow reactor

A comprehensive study on the effects of photochemical aging on exhaust emissions from a vehicle equipped with a gasoline direct injection engine when operated over seven different driving cycles was assessed using an oxidation flow reactor. Both primary emissions and secondary aerosol production were measured over the Federal Test Procedure (FTP), LA92, New European Driving Cycle (NEDC), US06, and the Highway Fuel Economy Test (HWFET), as well as over two real-world cycles developed by the California Department of Transportation (Caltrans) mimicking typical highway driving conditions. We showed that the emissions of primary particles were largely depended on cold-start conditions and acceleration events. Secondary organic aerosol (SOA) formation also exhibited strong dependence on the cold-start cycles and correlated well with SOA precursor emissions (i.e., non-methane hydrocarbons, NMHC) during both cold-start and hot-start cycles (correlation coefficients 0.95-0.99), with overall emissions of ∼68-94 mg SOA per g NMHC. SOA formation significantly dropped during the hot-running phases of the cycles, with simultaneous increases in nitrate and ammonium formation as a result of the higher nitrogen oxide (NOx) and ammonia emissions. Our findings suggest that more SOA will be produced during congested, slow speed, and braking events in highways.

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.

Chemical Composition of Gas and Particle Phase Products of Toluene Photooxidation Reaction under High OH Exposure Condition

In the current study, the photooxidation reaction of toluene (C7H8) was investigated in a Potential Aerosol Mass Oxidation Flow Reactor (PAM OFR). The hydroxyl radical (OH) exposure of toluene in the PAM OFR ranged from 0.4 to 1.4 × 1012 molec cm−3 s, which is equivalent to 3 to 12 days of atmospheric oxidation. A proton transfer reaction-mass spectrometer (PTR-MS) and a scanning mobility particle sizer (SMPS) were used to study the gas-phase products formed and particle number changes of the oxidation reaction in PAM OFR. The secondary organic aerosol (SOA) formed in the PAM OFR was also collected for off-line chemical analysis. Key gas-phase reaction products of toluene, including glyoxal, methyl glyoxal, unsaturated carbonyl compounds, and benzaldehyde, were identified by the PTR-MS. Second generation products, including acetic acid, formaldehyde, formic acid, and acetaldehyde, were also detected. By comparing the mass spectrums obtained under different OH exposures and relative humidity (RH), changes in the two parameters have minimal effects on the composition of gas-phase products formed, expect for the spectrum obtained at OH exposure of 0.4 × 1012 cm−3 s and RH = 17%, which is slightly different from other spectrums. SMPS results showed that particle mass concentration increases with increasing OH exposure, while particle number concentration first increases and then decreases with increasing OH exposure. This result probably suggests the formation of oligomers at high OH exposure conditions. Off-line chemical analysis of the SOA sample was dominated by C4 diacids, including malic acid, citramalic acid, and tartaric acid. The well-known toluene SOA marker 2,3-Dihydroxy-4-oxopentanoic acid, as well as 2,3-dihydroxyglutaric acid, which has not been identified in previous toluene photooxidation experiments, were also detected in the SOA sample. Our results showed good agreements with the results of previous smog chamber studies of toluene photooxidation reaction, and they suggested that using PAM OFR for studies of oxidation reaction of different VOCs can be atmospherically relevant.

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.

Changes in criteria air pollution levels in the US before, during, and after Covid-19 stay-at-home orders: Evidence from regulatory monitors

The widespread and rapid social and economic changes from Covid-19 response might be expected to dramatically improve air quality. However, national monitoring data from the US Environmental Protection Agency for criteria pollutants (PM_2.5, ozone, NO₂, CO, PM₁₀) provide inconsistent support for that expectation. Specifically, during stay-at-home orders, average PM_2.5 levels were slightly higher (~10% of its multi-year interquartile range [IQR]) than expected; average ozone, NO₂, CO, and PM₁₀ levels were slightly lower (~30%, ~20%, ~27%, and ~1% of their IQR, respectively) than expected. The timing of peak anomaly, relative to the stay-at-home orders, varied by pollutant (ozone: 2 weeks before; NO₂, CO: 3 weeks after; PM₁₀: 2 weeks after); but, by 5-6 weeks after stay-at-home orders, the concentration anomalies appear to have ended. For PM_2.5, ozone, CO, and PM₁₀, no US state had lower-than-expected pollution levels for all weeks during stay-at-home-orders; for NO₂, only Arizona had lower-than-expected levels for all weeks during stay-at-home orders. Our findings show that the enormous changes from the Covid-19 response have not lowered PM_2.5 levels across the US beyond their normal range of variability; for ozone, NO₂, CO, and PM₁₀ concentrations were lowered but the reduction was modest and transient.

Characterization and source apportionment of carbonaceous aerosols in fine particles at urban and suburban atmospheres of Ankara, Turkey

In order to find the spatial distribution characteristics of elemental (EC) and organic (OC) carbon in fine particles, daily PM_2.5 aerosol samples were collected at two different stations, between July 2014 and September 2015 in Ankara, Turkey. Concentrations of OC ranged from 2.1 to 42 μg m^-3 at urban station. These concentrations were higher than those obtained for suburban station whose values ranged from 1.3 to 15 μg m^-3. Concentrations of EC ranged from 0.7 to 4.9 μg m^-3 at the urban station. As in OC case, the corresponding levels were higher than those measured for suburban station. The associated EC levels ranged from 0.1 to 3.4 μg m^-3 for the suburban station. Daily changes in the levels of EC were larger than the OC levels. OC/EC ratios were lower with lower monthly variability in summer and higher with lower monthly variability in winter at the urban site. Medium and weak correlations were obtained between EC and OC in the winter and summer seasons, respectively, at both stations. Secondary organic carbon (SOC) was an important component of OC in PM_2.5 at the urban and suburban sites. The winter SOC level was higher than the summer SOC level at the urban site but slightly lower than the summer SOC level at the suburban site. Total carbon was apportioned using factor analysis for the eight carbon fraction data (OC1, OC2, OC3, OC4, EC1, EC2, EC3, and OP). The main sources of pollutants in the urban and suburban settings were from vehicular emissions, biomass and coal combustions, and road dust.

Atmospheric photochemistry and secondary aerosol formation of urban air in Lyon, France

Photochemical aging of volatile organic compounds (VOCs) in the atmosphere is an important source of secondary organic aerosol (SOA). To evaluate the formation potential of SOA at an urban site in Lyon (France), an outdoor experiment using a Potential Aerosol Mass (PAM) oxidation flow reactor (OFR) was conducted throughout entire days during January-February 2017. Diurnal variation of SOA formations and their correlation with OH radical exposure (OHexp), ambient pollutants (VOCs and particulate matters, PM), Relative Humidity (RH), and temperature were explored in this study. Ambient urban air was exposed to high concentration of OH radicals with OHexp in range of (0.2-1.2)×10¹² molecule/(cm³•sec), corresponding to several days to weeks of equivalent atmospheric photochemical aging. The results informed that urban air at Lyon has high potency to contribute to SOA, and these SOA productions were favored from OH radical photochemical oxidation rather than via ozonolysis. Maximum SOA formation (36 µg/m³) was obtained at OHexp of about 7.4 × 10¹¹molecule/(cm³•sec), equivalent to approximately 5 days of atmospheric oxidation. The correlation between SOA formation and ambient environment conditions (RH & temperature, VOCs and PM) was observed. It was the first time to estimate SOA formation potential from ambient air over a long period in urban environment of Lyon.

Chemical characterization of PM2.5 emissions and atmospheric metallic element concentrations in PM2.5 emitted from mobile source gasoline-fueled vehicles

Fine particulate matter with an aerodynamic diameter of <2.5 μm (PM_2.5), particularly from the in-use gasoline-fueled vehicles, is a leading air quality pollutant and the chemical composition of PM_2.5 is vital to the practical issues of climate change, health effects, and pollution control policies, inter alia. These atmospheric fine particulate matters (PM_2.5) emitted from the exhausts of mobile source gasoline-fueled vehicles constitute substantial risks to human health through inhalation, and most importantly, affect urban air quality. Therefore, in order to explicitly determine the inhalation risks of PM_2.5 which could potentially contain a significant amount of chemicals and metallic elements (MEs) concentration, we investigated the chemical composition (comprising of carbonaceous species and metallic elements) of PM_2.5 emissions from mobile source gasoline-fueled vehicles. To further examine the chemical composition and metallic elements concentration in PM_2.5 from the exhausts of mobile source gasoline-fueled vehicles, we systematically investigated PM_2.5 emission samples collected from the exhausts of fifteen (15) mobile source gasoline-fueled vehicles. Our study has equally also determined the chemical compositions based on carbonaceous species (organic carbon - OC and elemental carbon - EC). Furthermore, the concentrations of PM_2.5 and metallic elements (Ca, Al, Zn, K, Ca, Fe, Mg and Cr) in PM_2.5 were analyzed with the help of Inductively Coupled Plasma Optical Emission Spectroscopy (ICP-OES). The details of the tested gasoline-fueled vehicles cover the model years, consisting of the vehicles registered from 2000 to 2017 from several vehicle manufacturers (or brands) with various running mileages ranging from 123.4 to 575,844 km (average 123,105 km). Our results established that elemental carbon (EC) and organic carbon (OC) were the most significant concentrations of carbonaceous species. The concentration of metallic elements in PM_2.5 and chemical characterization were studied by their relationship with atmospheric PM_2.5 and the results showed that the metallic elements concentration in PM_2.5 were in descending order as follows: Ca > Al > Zn > K > Fe > Mg > Cr. These results will help us to further understand how PM_2.5 emissions from the exhausts of in-use gasoline-fueled vehicles contribute to both chemical and atmospheric metallic elements concentration in the ambient air.

Evaluating the relationships between aromatic and ethanol levels in gasoline on secondary aerosol formation from a gasoline direct injection vehicle

While the effects of fuel composition on primary vehicle emissions have been well studied, less is known about the effects on secondary aerosol formation and composition. The propensity of light-duty gasoline engines to form secondary aerosol and contribute to regional air quality burdens are of scientific interest. This study assessed secondary aerosol formation and composition due to photochemical aging of exhaust emissions from a light-duty vehicle equipped with gasoline direct injection (GDI) engine. The vehicle was operated on eight fuels with varying ethanol and aromatic levels. Testing was performed over the LA92 cycle using a chassis dynamometer. The aging studies were performed using a mobile environmental chamber. Diluted exhaust emissions were introduced to the mobile chamber over the course of the LA92 cycle and subsequently photochemically reacted. It was found that secondary aerosol mass exceeded the primary particulate matter (PM) emissions. Secondary aerosol was primarily composed of ammonium nitrate due to the elevated tailpipe ammonia emissions. The high aromatic fuels produced greater total carbonaceous aerosol and secondary organic aerosol (SOA) compared to the low aromatic fuels. A clear influence of ethanol for the high aromatic fuels on SOA formation was observed, with greater SOA formation for the fuels with higher ethanol contents. Our results suggest that more SOA formation is expected from current GDI vehicles when operated with gasoline fuels rich with heavier aromatics and blended with higher ethanol levels.

Source apportionment of PM2.5 at two Seattle chemical speciation sites

Positive Matrix Factorization analysis of PM_2.5 chemical speciation data collected from 2015-2017 at Washington State Department of Ecology's urban NCore (Beacon Hill) and near-road (10th and Weller) sites found similar PM_2.5 sources at both sites. Identified factors were associated with gasoline exhaust, diesel exhaust, aged and fresh sea salt, crustal, nitrate-rich, sulfur-rich, unidentified urban, zinc-rich, residual fuel oil, and wood smoke. Factors associated with vehicle emissions were the highest contributing sources at both sites. Gasoline exhaust emissions comprised 26% and 21% of identified sources at Beacon Hill and 10th and Weller, respectively. Diesel exhaust emissions comprised 29% of identified sources at 10th and Weller but only 3% of identified sources at Beacon Hill. Correlation of the diesel exhaust factor with measured concentrations of black carbon and nitrogen oxides at 10th and Weller suggests a method to predict PM_2.5 from diesel exhaust without a full chemical speciation analysis. While most PM_2.5 sources exhibit minimal change over time, primary PM_2.5 from gasoline emissions is increasing on average 0.18 µg m^-3 per year in Seattle.

IMPLICATIONS

This study utilizes Positive Matrix Factorization to determine PM_2.5 sources from chemical speciation measurements at two urban Seattle sites from 2015-2017. The paper reports PM_2.5 source trends, and extends previous source apportionment analyses in Seattle to the present day. The study also quantifies diesel PM_2.5 at a near-road site, and describes a predictive model that allows estimation of the contribution of diesel PM_2.5 to the total measured PM_2.5 at near-road sites across the country without a full chemical speciation analysis.

Impact of secondary and primary particulate matter (PM) sources on the enhanced light absorption by brown carbon (BrC) particles in central Los Angeles

In this study, we investigated aerosol chemical composition, spectral properties of aerosol extracts, and source contributions to the aerosol light-absorbing brown carbon (BrC) in central Los Angeles from July 2018 to March 2019, during warm and cold seasons. Spectrophotometric measurements (water and methanol extracts; 200 < λ < 1100) and chemical analyses were performed on collected particulate matter (PM), and relationships of BrC light absorption (Abs₃₆₅) to source tracer chemical species were evaluated. Mass absorption efficiency (MAE) of both water and methanol extracted solutions exhibited an increasing trend from warm period to cold season, with an annual average value of 0.61 ± 0.22 m².g^-1 and 1.38 ± 0.89 m².g^-1, respectively. Principal component analysis (PCA) were coupled with multiple linear regression (MLR) to identify and quantify sources of BrC light absorption in each of the seasons. Our finding documented fossil fuel combustion as the dominant source of BrC light absorption during warm season, with relative contribution of 38% to total BrC light absorption, followed by (secondary organic aerosol) SOA (30%) and biomass burning (12%). In contrast, biomass burning was the major source of BrC during the cold season (53%), while fossil fuel combustion and SOA contributed to 18% and 12% of BrC, respectively. Significantly higher contribution of biomass burning to BrC during the cold season suggested that residential heating activities (wood burning) play a major role in increased BrC concentrations. Previously collected Aethalometer model data documented fossil fuel combustion as the dominant contributing source to >90% of BC throughout the year. Finally, the solar radiation absorption ratio of BrC to elemental carbon (EC) in the ultraviolet range (300-400 nm) was maximum during the cold season with the annual corresponding values of 13-25% and 17-29% for water- and methanol-soluble BrC, respectively; which provides further evidence of the important effect of BrC light absorption on atmospheric radiative balance.

Changes in the hospitalization and ED visit rates for respiratory diseases associated with source-specific PM2.5 in New York State from 2005 to 2016

Prior work found increased rates for emergency department (ED) visits for asthma and hospitalizations for chronic obstructive pulmonary disease per unit mass of PM2.5 across New York State (NYS) during 2014-2016 after significant reductions in ambient PM2.5 concentrations had occurred following implementation of various policy actions and major economic disruptions. The associations of source-specific PM2.5 concentrations with these respiratory diseases were assessed with a time-stratified case-cossover design and logistic regression models to identify the changes in the PM2.5 that have led to the apparently increased toxicity per unit mass. The rates of ED visits and hospitalizations for asthma and COPD associated with increases in source-specific PM2.5 concentrations in the prior 1, 4, and 7 days were estimated for 6 urban sites in New York State. Overall, there were similar numbers of significantly increased (n = 9) and decreased rates (n = 8) of respiratory events (asthma and COPD hospitalizations and ED visits) associated with increased source-specific PM2.5 concentrations in the previous 1, 4, and 7 days. Associations of source-specific PM2.5 concentrations with excess rates of hospitalizations for COPD for spark- and compression ignition vehicles increased in the 2014-2016 period, but the values were not statistically significant. Other source types showed inconsistent patterns of excess rates. For asthma ED visits, only biomass burning and road dust showed consistent positive associations with road dust having significant values for most lag times. Secondary nitrate also showed significant positive associations with asthma ED visits in the AFTER period compared to no associations in the prior periods. These results suggest that the relationships of asthma and COPD exacerbation with source-specific PM2.5 are not well defined and further work will be needed to determine the causes of the apparent increases in the per unit mass toxicity of PM2.5 in New York State in the 2014-16 period.

Aqueous-Phase Production of Secondary Organic Aerosols from Oxidation of Dibenzothiophene (DBT)

Intermediate-volatility organic compounds (IVOCs) have been recognized as an important contributor to the secondary organic aerosol (SOA) formation via gas-phase reactions. However, it is unclear whether or not IVOCs-SOA can be produced in the aqueous phase. This work investigated aqueous oxidation of one model compound of IVOCs, dibenzothiophene (DBT). Results show that DBT can be degraded by both hydroxyl radical and the triplet excited states of organic light chromophores (3C*). Aqueous dark oxidation of DBT was also possible. SOA yields of 32% and 15% were found for hydroxyl radical (OH)-mediated photo-oxidation and dark oxidation, respectively. A continuous and significant increase of oxidation degree of SOA was observed during OH photo-oxidation, but not during the dark oxidation. Factor analyses revealed that there was a persistent production of highly oxygenated compounds from the less oxygenated species. OH-initiated photochemical reactions can also produce species with a relatively large light-absorbing ability, while such photo-enhancement due to direct light irradiation and 3C*-initiated oxidation could occur, but is much less important. In the future, studies on the second-order rate constants, molecular characterization of the oxidation products from this and other IVOCs precursors are needed to better understand the role of this reaction pathway in SOA budget, air quality and climate change.

Associations between Source-Specific Particulate Matter and Respiratory Infections in New York State Adults

The response of respiratory infections to source-specific particulate matter (PM) is an area of active research. Using source-specific PM_2.5 concentrations at six urban sites in New York State, a case-crossover design, and conditional logistic regression, we examined the association between source-specific PM and the rate of hospitalizations and emergency department (ED) visits for influenza or culture-negative pneumonia from 2005 to 2016. There were at most N = 14 764 influenza hospitalizations, N = 57 522 influenza ED visits, N = 274 226 culture-negative pneumonia hospitalizations, and N = 113 997 culture-negative pneumonia ED visits included in our analyses. We separately estimated the rate of respiratory infection associated with increased concentrations of source-specific PM_2.5, including secondary sulfate (SS), secondary nitrate (SN), biomass burning (BB), pyrolyzed organic carbon (OP), road dust (RD), residual oil (RO), diesel (DIE), and spark ignition vehicle emissions (GAS). Increased rates of ED visits for influenza were associated with interquartile range increases in concentrations of GAS (excess rate [ER] = 9.2%; 95% CI: 4.3%, 14.3%) and DIE (ER = 3.9%; 95% CI: 1.1%, 6.8%) for lag days 0-3. There were similar associations between BB, SS, OP, and RO, and ED visits or hospitalizations for influenza, but not culture-negative pneumonia hospitalizations or ED visits. Short-term increases in PM_2.5 from traffic and other combustion sources appear to be a potential risk factor for increased rates of influenza hospitalizations and ED visits.

Characterization of laboratory and real driving emissions of individual Euro 6 light-duty vehicles - Fresh particles and secondary aerosol formation

Emissions from passenger cars are one of major sources that deteriorate urban air quality. This study presents characterization of real-drive emissions from three Euro 6 emission level passenger cars (two gasoline and one diesel) in terms of fresh particles and secondary aerosol formation. The gasoline vehicles were also characterized by chassis dynamometer studies. In the real-drive study, the particle number emissions during regular driving were 1.1-12.7 times greater than observed in the laboratory tests (4.8 times greater on average), which may be caused by more effective nucleation process when diluted by real polluted and humid ambient air. However, the emission factors measured in laboratory were still much higher than the regulatory value of 6 × 10¹¹ particles km^-1. The higher emission factors measured here result probably from the fact that the regulatory limit considers only non-volatile particles larger than 23 nm, whereas here, all particles (also volatile) larger than 3 nm were measured. Secondary aerosol formation potential was the highest after a vehicle cold start when most of the secondary mass was organics. After the cold start, the relative contributions of ammonium, sulfate and nitrate increased. Using a novel approach to study secondary aerosol formation under real-drive conditions with the chase method resulted mostly in emission factors below detection limit, which was not in disagreement with the laboratory findings.

Changes in the acute response of respiratory diseases to PM2.5 in New York State from 2005 to 2016

Prior studies reported that exposure to increased concentrations of fine particulate matter (PM_2.5) were associated with increased rates of hospitalization and emergency department (ED) visits for asthma and chronic obstructive pulmonary disease (COPD). In this study, rates were examined from 2005 to 2016 using a case-crossover design to ascertain if there have been changes in the rates per unit mass exposure given substantial reductions in PM_2.5 concentration and changes in its composition. PM_2.5 concentrations were reduced through a combination of policies designed to improve air quality and economic drivers, including the 2008 economic recession and shifts in the relative costs of coal and natural gas. The study period was split into three periods reflecting that much of the emissions changes occurred between 2008 and 2013. Thus, the three periods were defined as: BEFORE (2005 to 2007), DURING (2008-2013), and AFTER (2014-2016). In general, the number of hospitalizations and ED visits declined with the decreased concentration of PM_2.5. However, the rate of COPD hospitalizations and asthma ED visits associated with each interquartile range increase in ambient PM_2.5 concentration was larger in the AFTER period than the DURING and BEFORE periods. For example, each 6.8 μg/m³ increase in PM_2.5 on the same day was associated with 0.4% (0.0%, 0.8%), 0.3% (-0.2%, 0.7%), and 2.7% (1.9%, 3.5) increases in the rate of asthma emergency department visits in the BEFORE, DURING, and AFTER periods, respectively, suggesting the same mass concentration of PM_2.5 was more toxic in the AFTER period.

Exposure assessment of cyclists to UFP and PM on urban routes in Xi'an, China

With the promotion of bicycle sharing, cycling as an active transportation mode is a matter of public interest. However, cyclists' recurrent exposure to traffic-related air pollution is associated with the potential health risks. Quantification of the health risks associated with daily exposure of commuting cyclists to atmospheric pollutants is vital, but barely reported. In this study, real-time mobile measurement campaigns were performed with high time-resolution portable instruments, along two commuting routes in Xi'an, China. We investigated personal exposure and inhaled dose of particulate matter and ultrafine particle (UFP) for cyclists. The results showed cyclists' exposure to average pollutants concentrations: fine particulate matter (PM_2.5, 38.6 ± 17.1 μg m^-3) and UFP (18,172 ± 11,282 particles cm^-3). The exposure "hotspots" of cyclists were identified: intersections, diesel engines, etc. Cyclists' exposure to the highest PM_2.5 (46.9  μg m^-3) concentrations were observed in morning periods; these were ∼36%/42% higher compared to the afternoon or evening, while the latter periods corresponded to higher UFP concentrations (18,342/18,502 particles cm^-3). The measurements of PM_2.5 and UFP were clearly higher during autumn months, when compared to summer months. In multivariate models, wind speed was not significant, temperature and local urban background concentrations explained 70.9% the variation of PM_2.5, the 67.8% of UFP was explained by temperature, traffic and relative humidity, and each 100 increase in on-road vehicles were associated with increase of 1328 particles cm^-3 for UFP exposure in cyclists. Cycling in bike boulevards decreased exposure concentrations by 31.5% for PM and 36.6% for UFP compared to traffic roadsides, moving vehicles were identified as key contributors to PM_0.25-0.3 and PM_2.0-10 of cyclists' exposure. The potential health risks deserve attention under the mobility and air pollution challenges faced by many metropolitan areas in emerging economies. Our findings could serve to promote better design for low-exposure network of separated bike boulevards.

Photochemical aging and secondary organic aerosols generated from limonene in an oxidation flow reactor

Oxidation flow reactors (OFRs) are increasingly used to study the formation and evolution of secondary organic aerosols (SOA) in the atmosphere. The OH/HO₂ and OH/O₃ ratios in OFRs are similar to tropospheric ratios. In the present work, we investigated the production of SOA generated by OH oxydation and ozonolysis of limonene in OFR as a function of OH exposure and O₃ exposure. The results are compared with those obtained from the simulation chambers. The precursor gas is exposed to OH concentrations ranging from 2.11 × 10⁸ to 1.91 × 10⁹ molec cm^-3, with an estimated exposure time in the OFR of 137 s. In the environmental chambers, the precursor was oxidized using OH concentrations between 2.10 × 10⁶ and 2.12 × 10⁷ molec cm^-3 over exposure times of several hours. In the overlapping OH exposure region, the highest SOA yields are obtained in the OFR, which is explained by the ozonolysis of limonene in the OFR. However, the yields decrease with the increase of OHexp in both systems.

Triggering of cardiovascular hospital admissions by source specific fine particle concentrations in urban centers of New York State

BACKGROUND

Previous work reported increased rates of acute cardiovascular hospitalizations associated with increased PM2.5 concentrations in the previous few days across urban centers in New York State from 2005 to 2016. These relative rates were higher after air quality policies and economic changes resulted in decreased PM2.5 concentrations and changes in PM composition (e.g. increased secondary organic carbon), compared to before and during these changes. Changes in PM composition and sources may explain this difference.

OBJECTIVES

To estimate the rate of acute cardiovascular hospitalizations associated with increases in source specific PM2.5 concentrations.

METHODS

Using source apportioned PM2.5 concentrations at the same NYS urban sites, a time-stratified case-crossover design, and conditional logistic regression models adjusting for ambient temperature and relative humidity, we estimated the rate of these acute cardiovascular hospitalizations associated with increases in mean source specific PM2.5 concentrations in the previous 1, 4, and 7 days.

RESULTS

Interquartile range (IQR) increases in spark-ignition emissions (GAS) concentrations were associated with increased excess rates of cardiac arrhythmia hospitalizations (2.3%; 95% CI = 0.4%, 4.2%; IQR = 2.56 μg/m3) and ischemic stroke hospitalizations (3.7%; 95% CI = 1.1%, 6.4%; 2. 73 μg/m3) over the next day. IQR increases in diesel (DIE) concentrations were associated with increased rates of congestive heart failure hospitalizations (0.7%; 95% CI = 0.2% 1.3%; 0.51 μg/m3) and ischemic heart disease hospitalizations (0.8%; 95% CI = 0.3%, 1.3%; 0.60 μg/m3) over the next day, as hypothesized. However, secondary sulfate PM2.5 (SS) was not. Increased acute cardiovascular hospitalization rates were also associated with IQR increases in concentrations of road dust (RD), residual oil (RO), and secondary nitrate (SN) over the previous 1, 4, and 7 days, but not other sources.

CONCLUSIONS

These findings suggest a role of several sources of PM2.5 in New York State (i.e. traffic emissions, non-traffic emissions such as brake and tire wear, residual oil, and nitrate that may also reflect traffic emissions) in the triggering of acute cardiovascular events.

Secondary Organic Aerosol Formation from Urban Roadside Air in Hong Kong

Motor vehicle emissions are an important but poorly constrained source of secondary organic aerosol (SOA). Here, we investigated in situ SOA formation from urban roadside air in Hong Kong during winter time using an oxidation flow reactor (OFR), with equivalent atmospheric oxidation ranging from several hours to several days. The campaign-average mass enhancement of OA, nitrate, sulfate, and ammonium upon OFR aging was 7.0, 7.2, 0.8, and 2.6 μg m^-3, respectively. To investigate the sources of SOA formation potential, we performed multilinear regression analysis between measured peak SOA concentrations from OFR and the concentrations of toluene that represent motor vehicle emissions and cooking OA from positive matrix factorization (PMF) analysis of ambient OA. Traffic-related SOA precursors contributed 92.3%, 92.4%, and 83.1% to the total SOA formation potential during morning rush hours, noon and early afternoon, and evening meal time, respectively. The SOA production factor (PF) was approximately 5.2 times of primary OA (POA) emission factor (EF) and the secondary particulate matter (PM) PF was approximately 2.6 times of primary particles EF. This study highlights the potential benefit of reducing secondary PM production from motor vehicle emissions in mitigating PM pollutions.

Catalyzed Gasoline Particulate Filters Reduce Secondary Organic Aerosol Production from Gasoline Direct Injection Vehicles

The effects of photochemical aging on exhaust emissions from two light-duty vehicles with gasoline direct injection (GDI) engines equipped with and without catalyzed gasoline particle filters (GPFs) were investigated using a mobile environmental chamber. Both vehicles with and without the GPFs were exercised over the LA92 drive cycle using a chassis dynamometer. Diluted exhaust emissions from the entire LA92 cycle were introduced to the mobile chamber and subsequently photochemically reacted. It was found that the addition of catalyzed GPFs will significantly reduce tailpipe particulate emissions and also provide benefits in gaseous emissions, including nonmethane hydrocarbons (NMHC). Tailpipe emissions composition showed important changes with the use of GPFs by practically eliminating black carbon and increasing the fractional contribution of organic mass. Production of secondary organic aerosol (SOA) was reduced with GPF addition, but was also dependent on engine design which determined the amount of SOA precursors at the tailpipe. Our findings indicate that SOA production from GDI vehicles will be reduced with the application of catalyzed GPFs through the mitigation of reactive hydrocarbon precursors.

Detailed Speciation of Intermediate Volatility and Semivolatile Organic Compound Emissions from Gasoline Vehicles: Effects of Cold-Starts and Implications for Secondary Organic Aerosol Formation

Over the past two decades vehicle emission standards in the United States have been dramatically tightened with the goal of reducing urban air pollution. Secondary organic aerosol (SOA) is the dominant contributor to urban organic aerosol. Experiments were conducted at the California Air Resources Board Haagen-Smit Laboratory to characterize exhaust organics from 20 gasoline vehicles recruited from the California in-use fleet. The vehicles spanned a wide range of emission certification standards. We comprehensively characterized intermediate volatility and semivolatile organic compound emissions using thermal desorption two-dimensional gas-chromatography-mass-spectrometry with electron impact (GC × GC-EI-MS) and vacuum-ultraviolet (GC × GC-VUV-MS) ionization. Single-ring aromatic compounds with unsaturated C4 and C5 substituents contribute a large fraction of the intermediate volatility organic compound (IVOC) emissions in gasoline vehicle exhaust. The analyses of quartz filters used in GC × GC-VUV-MS show that primary organic aerosol emissions were dominated by motor oil. We combined our new emissions data with published SOA yield parametrizations to estimate SOA formation potential. After 24 h of oxidation, IVOC emissions contributed 45% of  SOA formation;  BTEX compounds (benzene, toluene, xylenes, and ethylbenzene), 40%;  other VOC aromatics, 15%. The composition of IVOC emissions was consistent across the test fleet, suggesting that future reductions in vehicular emissions will continue to reduce SOA formation and ambient particulate mass levels.

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

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

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

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