Fuel composition and secondary organic aerosol formation: gas-turbine exhaust and alternative aviation fuels

Mitigation effects of alternative aviation fuels on non-volatile particulate matter emissions from aircraft gas turbine engines: A review

Global air transportation has grown rapidly in the past decade until the recent coronavirus pandemic. Previous research has demonstrated that particulate matter (PM) emissions from aircraft gas turbine engines can impair human health and environment, and may play a significant role in global climate change via direct absorption of solar radiation and indirect effect by their interaction with clouds. Using alternative aviation fuels (AAFs) from different sources have become a promising means to reduce aviation PM emissions and ensure energy sustainability. This work presents a review of non-volatile PM (nvPM) emission characteristics of aircraft gas turbine engines burning conventional aviation fuel (CAF) and CAF/AAF blends from recent ground and cruise tests. Current engine emission regulations, as well as available aviation PM emission prediction models and inventories are also discussed. Available nvPM emission characteristics, including particle number, particle mass, and particle size distribution (PSD), are analyzed and compared among different studies. The synthesized results indicate that burning AAFs tends to generate smaller size nvPM and reduce up to 90% nvPM number as well as 60-85% nvPM mass. The reduction is the most significant at low engine power settings, but becomes marginal at high engine power settings. The utilization of AAF blends reduces nvPM emission yet increases water vapor emission, which may promote contrail and even widespread cirrus cloud formation. Therefore, more investigation is required to quantify the potential impact of burning AAF at cruise altitudes on cloud formation and climate change. An appropriate estimation method for the particle number emissions from aircraft gas turbine engines fueled by both CAF and CAF/AAF blends is also in need aiming to establish a global aviation nvPM emission inventory and improve relevant global climate models.

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

Diesel vehicle exhaust is an important source of carbonaceous aerosols, especially in developing countries, like China. Driving condition impacts diesel vehicle emissions, yet its influence needs further understanding especially on secondary organic aerosol (SOA) formation. In this study tailpipe exhaust from an in-use light duty diesel vehicle at idling and driving speeds of 20 and 40 km h^-1 was introduced respectively into a 30 m^-3 indoor smog chamber to investigate primary emissions and SOA formation during photo-oxidation. The emission factors of SO₂ at 20 and 40 km h^-1 were higher than those at idling, whereas the emission factors of aromatic hydrocarbons (AHs), polycyclic aromatic hydrocarbons (PAHs) and oxygenated volatile organic compounds (OVOCs) decreased when driving speeds increased. The emission factors of black carbon (BC) and primary organic aerosol (POA) at idling were comparable to those at 20 and 40 km h^-1. The SOA production factors were 0.41 ± 0.09 g kg-fuel^-1 at idling, approximately 2.5 times as high as those at 20 km h^-1 (0.16 ± 0.09 g kg-fuel^-1) or 40 km h^-1 (0.17 ± 0.09 g kg-fuel^-1). Total carbonaceous aerosols, including BC, POA and SOA, from diesel vehicles at 20 and 40 km h^-1 were 60-75% of those at idling, due largely to a reduction in SOA production. Measured AHs and PAHs altogether were estimated to explain <10% of SOA production, and eight major OVOCs could contribute 8.4-23% of SOA production. A preliminary comparison was further made for the same diesel vehicle at idling using diesel oils upgraded from China 3 to China 5 standard. The emission factors of total particle numbers decreased by 38% owing to less nuclei mode particles, which was probably caused by the reducing fuel sulfur content; the emission factors of BC were almost unchanged, the POA emission factors and SOA production factors however decreased by 72% and 37%.

Differences of the oxidation process and secondary organic aerosol formation at low and high precursor concentrations

Current atmospheric quality models usually underestimate the level of ambient secondary organic aerosol (SOA), one of the possible reasons is that the precursors at different concentrations may undergo different oxidation processes and further affect SOA formation. Therefore, there is a need to perform more chamber studies to disclose the influence. In this work, SOA formation over a wide range of initial precursor concentrations (tens of ppb to hundreds of ppb levels) was investigated in a 30 m³ indoor smog chamber, and mainly through the analysis of multiple generations of VOCs detected from HR-ToF-PTRMS to expound the difference in the oxidation process between low and high precursor concentrations. Compared to high initial concentrations, gas-phase intermediates formed at low concentrations had a higher intensity by about one order of magnitude, and the low-volatility compounds also had a higher formation potential due to the competition between semi-volatile intermediates and precursors with oxidants. In addition, the formed SOA was more oxidized with higher f₄₄ value (0.14 ± 0.02) and more relevant to real atmosphere than that formed at high concentrations. This work should help to deeply understand SOA formation and improve the performance of air quality models for SOA simulation.

Primary particulate emissions and secondary organic aerosol (SOA) formation from idling diesel vehicle exhaust in China

In China diesel vehicles dominate the primary emission of particulate matters from on-road vehicles, and they might also contribute substantially to the formation of secondary organic aerosols (SOA). In this study tailpipe exhaust of three typical in-use diesel vehicles under warm idling conditions was introduced directly into an indoor smog chamber with a 30m³ Teflon reactor to characterize primary emissions and SOA formation during photo-oxidation. The emission factors of primary organic aerosol (POA) and black carbon (BC) for the three types of Chinese diesel vehicles ranged 0.18-0.91 and 0.15-0.51gkg-fuel^-1, respectively; and the SOA production factors ranged 0.50-1.8gkg-fuel^-1 and SOA/POA ratios ranged 0.7-3.7 with an average of 2.2. The fuel-based POA emission factors and SOA production factors from this study for idling diesel vehicle exhaust were 1-3 orders of magnitude higher than those reported in previous studies for idling gasoline vehicle exhaust. The emission factors for total particle numbers were 0.65-4.0×10¹⁵particleskg-fuel^-1, and particles with diameters less than 50nm dominated in total particle numbers. Traditional C₂-C₁₂ precursor non-methane hydrocarbons (NMHCs) could only explain less than 3% of the SOA formed during aging and contribution from other precursors including intermediate volatile organic compounds (IVOC) needs further investigation.

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

Secondary organic aerosol (SOA) is formed from the atmospheric oxidation of gas-phase organic compounds leading to the formation of particle mass. Gasoline- and diesel-powered motor vehicles, both on/off-road, are important sources of SOA precursors. They emit complex mixtures of gas-phase organic compounds that vary in volatility and molecular structure-factors that influence their contributions to urban SOA. However, the relative importance of each vehicle type with respect to SOA formation remains unclear due to conflicting evidence from recent laboratory, field, and modeling studies. Both are likely important, with evolving contributions that vary with location and over short time scales. This review summarizes evidence, research needs, and discrepancies between top-down and bottom-up approaches used to estimate SOA from motor vehicles, focusing on inconsistencies between molecular-level understanding and regional observations. The effect of emission controls (e.g., exhaust aftertreatment technologies, fuel formulation) on SOA precursor emissions needs comprehensive evaluation, especially with international perspective given heterogeneity in regulations and technology penetration. Novel studies are needed to identify and quantify "missing" emissions that appear to contribute substantially to SOA production, especially in gasoline vehicles with the most advanced aftertreatment. Initial evidence suggests catalyzed diesel particulate filters greatly reduce emissions of SOA precursors along with primary aerosol.

Primary gas- and particle-phase emissions and secondary organic aerosol production from gasoline and diesel off-road engines

Dilution and smog chamber experiments were performed to characterize the primary emissions and secondary organic aerosol (SOA) formation from gasoline and diesel small off-road engines (SOREs). These engines are high emitters of primary gas- and particle-phase pollutants relative to their fuel consumption. Two- and 4-stroke gasoline SOREs emit much more (up to 3 orders of magnitude more) nonmethane organic gases (NMOGs), primary PM and organic carbon than newer on-road gasoline vehicles (per kg of fuel burned). The primary emissions from a diesel transportation refrigeration unit were similar to those of older, uncontrolled diesel engines used in on-road vehicles (e.g., premodel year 2007 heavy-duty diesel trucks). Two-strokes emitted the largest fractional (and absolute) amount of SOA precursors compared to diesel and 4-stroke gasoline SOREs; however, 35-80% of the NMOG emissions from the engines could not be speciated using traditional gas chromatography or high-performance liquid chromatography. After 3 h of photo-oxidation in a smog chamber, dilute emissions from both 2- and 4-stroke gasoline SOREs produced large amounts of semivolatile SOA. The effective SOA yield (defined as the ratio of SOA mass to estimated mass of reacted precursors) was 2-4% for 2- and 4-stroke SOREs, which is comparable to yields from dilute exhaust from older passenger cars and unburned gasoline. This suggests that much of the SOA production was due to unburned fuel and/or lubrication oil. The total PM contribution of different mobile source categories to the ambient PM burden was calculated by combining primary emission, SOA production and fuel consumption data. Relative to their fuel consumption, SOREs are disproportionately high total PM sources; however, the vastly greater fuel consumption of on-road vehicles renders them (on-road vehicles) the dominant mobile source of ambient PM in the Los Angeles area.

Secondary organic aerosol formation from photo-oxidation of unburned fuel: experimental results and implications for aerosol formation from combustion emissions

We conducted photo-oxidation experiments in a smog chamber to investigate secondary organic aerosol (SOA) formation from eleven different unburned fuels: commercial gasoline, three types of jet fuel, and seven different diesel fuels. The goals were to investigate the influence of fuel composition on SOA formation and to compare SOA production from unburned fuel to that from diluted exhaust. The trends in SOA production were largely consistent with differences in carbon number and molecular structure of the fuel, i.e., fuels with higher carbon numbers and/or more aromatics formed more SOA than fuels with lower carbon numbers and/or substituted alkanes. However, SOA production from different diesel fuels did not depend strongly on aromatic content, highlighting the important contribution of large alkanes to SOA formation from mixtures of high carbon number (lower volatility) precursors. In comparison to diesels, SOA production from higher volatility fuels such as gasoline appeared to be more sensitive to aromatic content. On the basis of a comparison of SOA mass yields (SOA mass formed per mass of fuel reacted) and SOA composition (as measured by an aerosol mass spectrometer) from unburned fuels and diluted exhaust, unburned fuels may be reasonable surrogates for emissions from uncontrolled engines but not for emissions from engines with after treatment devices such as catalytic converters.