Residential Wood Burning and Vehicle Emissions as Major Sources of Environmentally Persistent Free Radicals in Fairbanks, Alaska

Environmentally persistent free radicals (EPFRs) play an important role in aerosol effects on air quality and public health, but their atmospheric abundance and sources are poorly understood. We measured EPFRs contained in PM2.5 collected in Fairbanks, Alaska, in winter 2022. We find that EPFR concentrations were enhanced during surface-based inversion and correlate strongly with incomplete combustion markers, including carbon monoxide and elemental carbon (R2 > 0.75). EPFRs exhibit moderately good correlations with PAHs, biomass burning organic aerosols, and potassium (R2 > 0.4). We also observe strong correlations of EPFRs with hydrocarbon-like organic aerosols, Fe and Ti (R2 > 0.6), and single-particle mass spectrometry measurements reveal internal mixing of PAHs, with potassium and iron. These results suggest that residential wood burning and vehicle tailpipes are major sources of EPFRs and nontailpipe emissions, such as brake wear and road dust, may contribute to the stabilization of EPFRs. Exposure to the observed EPFR concentrations (18 ± 12 pmol m-3) would be equivalent to smoking ∼0.4-1 cigarette daily. Very strong correlations (R2 > 0.8) of EPFR with hydroxyl radical formation in surrogate lung fluid indicate that exposure to EPFRs may induce oxidative stress in the human respiratory tract.

Temperature-dependent emissions dominate aerosol and ozone formation in Los Angeles

Despite declines in transportation emissions, urban North America and Europe still face unhealthy air pollution levels. This has challenged conventional understanding of the sources of their volatile organic compound (VOC) precursors. Using airborne flux measurements to map emissions of a wide range of VOCs, we demonstrate that biogenic terpenoid emissions contribute ~60% of emitted VOC OH reactivity, ozone, and secondary organic aerosol formation potential in summertime Los Angeles and that this contribution strongly increases with temperature. This implies that control of nitrogen oxides is key to reducing ozone formation in Los Angeles. We also show some anthropogenic VOC emissions increase with temperature, which is an effect not represented in current inventories. Air pollution mitigation efforts must consider that climate warming will strongly change emission amounts and composition.

Improved Spatial Resolution in Modeling of Nitrogen Oxide Concentrations in the Los Angeles Basin

The extent to which emission control technologies and policies have reduced anthropogenic NOx emissions from motor vehicles is large but uncertain. We evaluate a fuel-based emission inventory for southern California during the June 2021 period, coinciding with the Re-Evaluating the Chemistry of Air Pollutants in CAlifornia (RECAP-CA) field campaign. A modified version of the Fuel-based Inventory of Vehicle Emissions (FIVE) is presented, incorporating 1.3 km resolution gridding and a new light-/medium-duty diesel vehicle category. NOx concentrations and weekday-weekend differences were predicted using the WRF-Chem model and evaluated using satellite and aircraft observations. Model performance was similar on weekdays and weekends, indicating appropriate day-of-week scaling of NOx emissions and a reasonable distribution of emissions by sector. Large observed weekend decreases in NOx are mainly due to changes in on-road vehicle emissions. The inventory presented in this study suggests that on-road vehicles were responsible for 55-72% of the NOx emissions in the South Coast Air Basin, compared to the corresponding fraction (43%) in the planning inventory from the South Coast Air Quality Management District. This fuel-based inventory suggests on-road NOx emissions that are 1.5 ± 0.4, 2.8 ± 0.6, and 1.3 ± 0.7 times the reference EMFAC model estimates for on-road gasoline, light- and medium-duty diesel, and heavy-duty diesel, respectively.

Comparison between Spatially Resolved Airborne Flux Measurements and Emission Inventories of Volatile Organic Compounds in Los Angeles

Los Angeles is a major hotspot for ozone and particulate matter air pollution in the United States. Ozone and PM2.5 in this region have not improved substantially for the past decade, despite a reduction in vehicular emissions of their precursors, NOx and volatile organic compounds (VOCs). This reduction in "traditional" sources has made the current emission mixture of air pollutant precursors more uncertain. To map and quantify emissions of a wide range of VOCs in this urban area, we performed airborne eddy covariance measurements with wavelet analysis. VOC fluxes measured include tracers for source categories, such as traffic, vegetation, and volatile chemical products (VCPs). Mass fluxes were dominated by oxygenated VOCs, with ethanol contributing ∼29% of the total. In terms of OH reactivity and aerosol formation potential, terpenoids contributed more than half. Observed fluxes were compared with two commonly used emission inventories: the California Air Resources Board inventory and the combination of the Biogenic Emission Inventory System with the Fuel-based Inventory of Vehicle Emissions combined with Volatile Chemical Products (FIVE-VCP). The comparison shows mismatches regarding the amount, spatial distribution, and weekend effects of observed VOC emissions with the inventories. The agreement was best for typical transportation related VOCs, while discrepancies were larger for biogenic and VCP-related VOCs.

Daily Satellite Observations of Nitrogen Dioxide Air Pollution Inequality in New York City, New York and Newark, New Jersey: Evaluation and Application

Urban air pollution disproportionately harms communities of color and low-income communities in the U.S. Intraurban nitrogen dioxide (NO₂) inequalities can be observed from space using the TROPOspheric Monitoring Instrument (TROPOMI). Past research has relied on time-averaged measurements, limiting our understanding of how neighborhood-level NO₂ inequalities co-vary with urban air quality and climate. Here, we use fine-scale (250 m × 250 m) airborne NO₂ remote sensing to demonstrate that daily TROPOMI observations resolve a major portion of census tract-scale NO₂ inequalities in the New York City-Newark urbanized area. Spatiotemporally coincident TROPOMI and airborne inequalities are well correlated (r = 0.82-0.97), with slopes of 0.82-1.05 for relative and 0.76-0.96 for absolute inequalities for different groups. We calculate daily TROPOMI NO₂ inequalities over May 2018-September 2021, reporting disparities of 25-38% with race, ethnicity, and/or household income. Mean daily inequalities agree with results based on TROPOMI measurements oversampled to 0.01° × 0.01° to within associated uncertainties. Individual and mean daily TROPOMI NO₂ inequalities are largely insensitive to pixel size, at least when pixels are smaller than ∼60 km², but are sensitive to low observational coverage. We statistically analyze daily NO₂ inequalities, presenting empirical evidence of the systematic overburdening of communities of color and low-income neighborhoods with polluting sources, regulatory ozone co-benefits, and worsened NO₂ inequalities and cumulative NO₂ and urban heat burdens with climate change.

Two Decades of Changes in Summertime Ozone Production in California's South Coast Air Basin

Tropospheric ozone (O₃) continues to be a threat to human health and agricultural productivity. While O₃ control is challenging, tracking underlying formation mechanisms provides insights for regulatory directions. Here, we describe a comprehensive analysis of the effects of changing emissions on O₃ formation mechanisms with observational evidence. We present a new approach that provides a quantitative metric for the ozone production rate (OPR) and its sensitivity to precursor levels by interpreting two decades of in situ observations of the six criteria air pollutants(2001-2018). Applying to the South Coast Air Basin (SoCAB), California, we show that by 2016-2018, the basin was at the transition region between nitrogen oxide (NO_x)-limited and volatile organic compound (VOC)-limited chemical regimes. Assuming future weather conditions are similar to 2016-2018, we predict that NO_x-focused reduction is required to reduce the number of summer days the SoCAB is in violation of the National Ambient Air Quality Standard (70 ppbv) for O₃. Roughly, ∼40% (∼60%) NO_x reductions are required to reduce the OPR by ∼1.8 ppb/h (∼3.3 ppb/h). This change would reduce the number of violation days from 28 to 20% (10%) in a year, mostly in summertime. Concurrent VOC reductions which reduce the production rate of HO_x radicals would also be beneficial.

PM2.5-bound organosulfates in two Eastern Mediterranean cities: The dominance of isoprene organosulfates

PM_2.5 samples were collected during 2017-2018 at two Eastern Mediterranean urban sites in Greece, Athens and Patra, in order to study the abundances, the seasonal trends, the sources and the possible impact of gas phase pollutants on organosulfate formation. Each of the studied groups, except that of aromatic organosulfates, presented higher concentrations in Patra compared to those measured in Athens, from 1.1 (nitro-oxy organosulfates) to 3.6 times (isoprene organosulfates). At both sites, isoprene organosulfates was the dominant group which accounted on average for more than 50% of the total measured organosulfates, with the contribution being more than 80% during summer. Strong seasonality was observed at both sites, regarding the isoprene organosulfates, with an almost 21-fold increase from winter to summer. The same pattern, but to a lesser extent, was also observed for monoterpenes organosulfates at both sites. Alkyl organosulfates followed an identical seasonal trend with the highest mean concentrations observed during spring followed by autumn. The seasonality of anthropogenic organosulfates, multisource organosulfates and nitro-oxy organosulfates differed among the two sites or presented a more compound-specific variation. The isoprene-epoxydiol pathway appeared to be the dominant pathway of isoprene transformation, with the compounds iOS211, iOS213 and iOS215 being the major isoprene organosulfate compounds at both sites. Organosulfate contribution to the concentration of particulate matter presented common variation at both sites, ranging from 0.20 ± 0.14% (winter) to 2.5 ± 1.2% (summer) and from 0.21 ± 0.13% (winter) to 5.0 ± 2.5% (summer) for Athens and Patra, respectively. The increased NO_x levels in Athens, appeared to affect isoprene organosulfate formation as well as the formation of monoterpene and decalin nitro-oxy organosulfates. Principal component analysis followed by multiple linear regression analysis highlighted the dominance of isoprene organosulfates. In Athens, the possible impact of transportation emissions on the formation of monoterpene nitro-oxy organosulfates is indicated while the correlation of naphthalene organosulfates with low molecular weight polycyclic aromatic hydrocarbons suggests that vehicle emissions may be a significant source. In Patra, the possible contribution of sea on methyl sulfate levels is denoted.

Historical Redlining Is Associated with Present-Day Air Pollution Disparities in U.S. Cities

Communities of color in the United States are systematically exposed to higher levels of air pollution. We explore here how redlining, a discriminatory mortgage appraisal practice from the 1930s by the federal Home Owners' Loan Corporation (HOLC), relates to present-day intraurban air pollution disparities in 202 U.S. cities. In each city, we integrated three sources of data: (1) detailed HOLC security maps of investment risk grades [A ("best"), B, C, and D ("hazardous", i.e., redlined)], (2) year-2010 estimates of NO₂ and PM_2.5 air pollution levels, and (3) demographic information from the 2010 U.S. census. We find that pollution levels have a consistent and nearly monotonic association with HOLC grade, with especially pronounced (>50%) increments in NO₂ levels between the most (grade A) and least (grade D) preferentially graded neighborhoods. On a national basis, intraurban disparities for NO₂ and PM_2.5 are substantially larger by historical HOLC grade than they are by race and ethnicity. However, within each HOLC grade, racial and ethnic air pollution exposure disparities persist, indicating that redlining was only one of the many racially discriminatory policies that impacted communities. Our findings illustrate how redlining, a nearly 80-year-old racially discriminatory policy, continues to shape systemic environmental exposure disparities in the United States.

Historical Redlining Is Associated with Present-Day Air Pollution Disparities in U.S. Cities

Communities of color in the United States are systematically exposed to higher levels of air pollution. We explore here how redlining, a discriminatory mortgage appraisal practice from the 1930s by the federal Home Owners' Loan Corporation (HOLC), relates to present-day intraurban air pollution disparities in 202 U.S. cities. In each city, we integrated three sources of data: (1) detailed HOLC security maps of investment risk grades [A ("best"), B, C, and D ("hazardous", i.e., redlined)], (2) year-2010 estimates of NO₂ and PM_2.5 air pollution levels, and (3) demographic information from the 2010 U.S. census. We find that pollution levels have a consistent and nearly monotonic association with HOLC grade, with especially pronounced (>50%) increments in NO₂ levels between the most (grade A) and least (grade D) preferentially graded neighborhoods. On a national basis, intraurban disparities for NO₂ and PM_2.5 are substantially larger by historical HOLC grade than they are by race and ethnicity. However, within each HOLC grade, racial and ethnic air pollution exposure disparities persist, indicating that redlining was only one of the many racially discriminatory policies that impacted communities. Our findings illustrate how redlining, a nearly 80-year-old racially discriminatory policy, continues to shape systemic environmental exposure disparities in the United States.

Indoor ozone: Concentrations and influencing factors

Because people spend most of their time indoors, much of their exposure to ozone occurs in buildings, which are partially protective against outdoor ozone. Measurements in approximately 2000 indoor environments (residences, schools, and offices) show a central tendency for average indoor ozone concentration of 4-6 ppb and an indoor to outdoor concentration ratio of about 25%. Considerable variability in this ratio exists among buildings, as influenced by seven building-associated factors: ozone removal in mechanical ventilation systems, ozone penetration through the building envelope, air-change rates, ozone loss rate on fixed indoor surfaces, ozone loss rate on human occupants, ozone loss by homogeneous reaction with nitrogen oxides, and ozone loss by reaction with gas-phase organics. Among these, the most important are air-change rates, ozone loss rate on fixed indoor surfaces, and, in densely occupied spaces, ozone loss rate on human occupants. Although most indoor ozone originates outdoors and enters with ventilation air, indoor emission sources can materially increase indoor ozone concentrations. Mitigation technologies to reduce indoor ozone concentrations are available or are being investigated. The most mature of these technologies, activated carbon filtration of mechanical ventilation supply air, shows a high modeled health-benefit to cost ratio when applied in densely occupied spaces.

Assessment of In-Use NOx Emissions from Heavy-Duty Diesel Vehicles Equipped with Selective Catalytic Reduction Systems

This work evaluated the nitrogen oxide (NOx) emissions of 277 heavy-duty diesel vehicles (HDDVs) from three portable emission measurement system testing programs. HDDVs in these programs were properly maintained before emission testing, so the malfunction indicator lamp (MIL) was not illuminated. NOx emissions of some HDDVs were significantly higher than the certification standard even during hot operations where exhaust temperature was ideal for selective catalytic reduction to reduce NOx. For engines certified to the 0.20 g/bhp-hr NOx standard, hot operation NOx emissions increased with engine age at 0.081 ± 0.016 g/bhp-hr per year. The correlation between emissions and mileage was weak because six trucks showed extraordinarily high apparent emission increase rates reaching several multiples of the standard within the first 15,000 miles of operation. The overall annual increase in NOx emissions for the HDDVs in this study was two-thirds of what was observed in real-world emissions for HDDVs at the Caldecott Tunnel over the past decade. The vehicles at the Caldecott Tunnel would include those without proper maintenance, and the inclusion of these vehicles possibly explains the difference in the rate of emission increase. The results suggest that HDDVs need robust strategies to better control in-use NOx emissions.

What Are the Different Measures of Mobility Telling Us About Surface Transportation CO2 Emissions During the COVID-19 Pandemic?

The COVID-19 pandemic led to widespread reductions in mobility and induced observable changes in atmospheric emissions. Recent work has employed novel mobility data sets as a proxy for trace gas emissions from traffic by scaling CO2 emissions linearly with those near-real-time mobility data. Yet, there has been little work evaluating these emission numbers. Here, we systematically compare these mobility data sets to traffic data from local governments in seven diverse urban and national/state regions to characterize the magnitude of errors that result from using the mobility data. We observe differences in excess of 60% between these mobility data sets and local traffic data. We could not find a general functional relationship between the mobility data and traffic flow over all the regions and observe higher deviations from using such general relationships than the original data. Finally, we give an overview of the potential errors that come from estimating CO2 emissions using (mobility or traffic) activity data. Future work should be cautious while using these mobility metrics for emission estimates.

Evaluation of Nitrogen Oxide Emission Inventories and Trends for On-Road Gasoline and Diesel Vehicles

On-road vehicles continue to be a major source of nitrogen oxide (NO_x) emissions in the United States and in other countries around the world. The goal of this study is to compare and evaluate emission inventories and long-term trends in vehicular NO_x emissions. Taxable fuel sales data and in-use measurements of emission factors are combined to generate fuel-based NO_x emission inventories for California and the US over the period 1990-2020. While gasoline and diesel fuel sales increased over the last three decades, total on-road NO_x emissions declined by approximately 70% since 1990, with a steeper rate of decrease after 2004 when heavy-duty diesel NO_x emission controls finally started to gain traction. In California, additional steps have been taken to accelerate the introduction of new heavy-duty engines equipped with selective catalytic reduction systems, resulting in a 48% decrease in diesel NO_x emissions in California compared to a 32% decrease nationally since 2010. California EMFAC model predictions are in good agreement with fuel-based inventory results for gasoline engines and are higher than fuel-based estimates for diesel engines prior to the mid-2010s. Similar to the findings of recent observational and modeling studies, there are discrepancies between the fuel-based inventory and national MOVES model estimates. MOVES predicts a steeper decrease in NO_x emissions and predicts higher NO_x emissions from gasoline engines over the entire period from 1990 to 2020.

Evolution of Vehicle Emission Factors in a Megacity Affected by Extensive Biofuel Use: Results of Tunnel Measurements in São Paulo, Brazil

Since 2001, four emission measurement campaigns have been conducted in multiple traffic tunnels in the megacity of São Paulo, Brazil, an area with a fleet of more than 7 million vehicles running on fuels with high biofuel contents: gasoline + ethanol for light-duty vehicles (LDVs) and diesel + biodiesel for heavy-duty vehicles (HDVs). Emission factors for LDVs and HDVs were calculated using a carbon balance method, the pollutants considered including nitrogen oxides (NO_x), carbon monoxide (CO), and sulfur dioxide, as well as carbon dioxide and ethanol. From 2001 to 2018, fleet-average emission factors for LDVs and HDVs, respectively, were found to decrease by 4.9 and 5.1% per year for CO and by 5.5 and 4.2% per year for NO_x. These reductions demonstrate that regulations for vehicle emissions adopted in Brazil in the last 30 years improved air quality in the megacity of São Paulo significantly, albeit with a clear delay. These findings, especially those for CO, indicate that official emission inventories underestimate vehicle emissions. Here, we demonstrated that the adoption of emission factors calculated under real-world conditions can dramatically improve air quality modeling in the region.

Urban Emissions of Nitrogen Oxides, Carbon Monoxide, and Methane Determined from Ground-Based Measurements in Philadelphia

Nitrogen oxides (NO_X) and methane impact air quality through the promotion of ozone formation, and methane is also a strong greenhouse gas. Despite the importance of these pollutants, emissions in urban areas are poorly quantified. We present measurements of NO_X, CH₄, CO, and CO₂ made at Drexel University in Philadelphia along with NO_X and CO observations at two roadside monitors. Because CO₂ concentrations in the winter result almost entirely from combustion with negligible influence from photosynthesis and respiration, we are able to infer fleet-averaged fuel-based emission factors (EFs) for NO_X and CO, similar in some ways to how EFs are determined from tunnel studies. Comparison of the inferred NO_X and CO fuel-based EF to the National Emissions Inventory (NEI) suggests errors in NEI emissions of either NO_X, CO, or both. From the measurements of CH₄ and CO₂, which are not emitted by the same sources, we infer the ratio of CH₄ emissions (from leaks in the natural gas infrastructure) to CO₂ emissions (from fossil fuel combustion) in Philadelphia. Comparison of the CH₄/CO₂ emission ratios to emission inventories from the Environmental Protection Agency suggests underestimates in CH₄ emissions by almost a factor of 4. These results demonstrate the need for the addition of long-term observations of CH₄ and CO₂ to existing monitoring networks in urban areas to better constrain emissions and complement existing measurements of NO_X and CO.

TROPOMI NO2 in the United States: A Detailed Look at the Annual Averages, Weekly Cycles, Effects of Temperature, and Correlation With Surface NO2 Concentrations

Observing the spatial heterogeneities of NO2 air pollution is an important first step in quantifying NOX emissions and exposures. This study investigates the capabilities of the Tropospheric Monitoring Instrument (TROPOMI) in observing the spatial and temporal patterns of NO2 pollution in the continental United States. The unprecedented sensitivity of the sensor can differentiate the fine-scale spatial heterogeneities in urban areas, such as emissions related to airport/shipping operations and high traffic, and the relatively small emission sources in rural areas, such as power plants and mining operations. We then examine NO2 columns by day-of-the-week and find that Saturday and Sunday concentrations are 16% and 24% lower respectively, than during weekdays. We also analyze the correlation of daily maximum 2-m temperatures and NO2 column amounts and find that NO2 is larger on the hottest days (>32°C) as compared to warm days (26°C-32°C), which is in contrast to a general decrease in NO2 with increasing temperature at moderate temperatures. Finally, we demonstrate that a linear regression fit of 2019 annual TROPOMI NO2 data to annual surface-level concentrations yields relatively strong correlation (R 2 = 0.66). These new developments make TROPOMI NO2 satellite data advantageous for policymakers and public health officials, who request information at high spatial resolution and short timescales, in order to assess, devise, and evaluate regulations.

Vehicle Exhaust Remote Sensing Device Method to Screen Vehicles for Evaporative Running Loss Emissions

Vehicle hydrocarbon (HC) emissions can be emitted from either tailpipe or nontailpipe locations, and understanding their fleet apportionment is important for a successful air pollution policy. Vehicles initially misidentified as having elevated tailpipe HC emissions first indicated that roadside exhaust sensors could detect the presence of evaporative HC emissions as increased noise in the HC/carbon dioxide (CO₂) correlation measurement. The 90th percentile of the largest residual of the HC/CO₂ correlation is defined as a running loss index (RLI) for each measurement. An RLI that is three standard deviations or greater above the instrument noise indicates possible evaporative running loss emissions with the probability increasing with larger RLI values. Two databases of vehicle emission measurements previously collected in West Los Angeles in 2013 and 2015 were screened using this method. The screening estimated that 0.09% (31/33,806) and 0.18% (49/27,413) of the attempted measurements indicated evaporative running loss emissions from a 9-year-old fleet. California LEV I certified vehicles (1994-2003 model years) accounted for the largest age group for both. The minimum detection limits for the instrument used were estimated at 2.8 and 1.6 g/mile on a propane basis for the 2013 and 2015 data, respectively, or 32-56 times the Federal Tier 2 and Tier 3 standards of 0.05 g/mile.

Secondary organic aerosol tracers and related polar organic compounds between urban and rural areas in the Eastern Mediterranean region: source apportionment and the influence of atmospheric oxidants

Fine particle samples were collected during summer at an urban (LIM) and a rural/background (AGM) site of Cyprus. They were analyzed for pinene and isoprene secondary organic aerosol (PSOA-ISOA) tracers, linear dicarboxylic acids (DCAs), hydroxyacids (HAs), aromatic acids (AAs), monocarboxylic acids (MCAs) and levoglucosan by GC/MS with prior 3-step derivatization. DCAs, AAs, MCAs and levoglucosan exhibited significantly higher concentrations (p < 0.05) in LIM, PSOAs and ISOAs in AGM (p < 0.05), whereas mixed trends were found for HAs. Among DCAs, succinic was the most abundant in both sites, accounting for 42.5% and 36.5% of the total DCAs in LIM and AGM respectively, followed by adipic in LIM (20.1%) and azelaic in AGM (22.4%). Malic, phthalic and palmitic acids were the dominant HA, AA and MCA, respectively. Regarding PSOAs, significant differences were observed between the two sites, with the first-generation products accounting for 59.8% of the total measured PSOAs in AGM, but were remarkably lowered (10.3%) in LIM indicating that they were highly oxidized. 2-Methylerythritol was the dominant ISOA tracer in both sites; nevertheless the elevated relative abundance of 2-methylglyceric acid in LIM implies the influences of higher NO_x levels. The increased O₃ levels observed in AGM appear to have a significant impact on SOA formation. Source apportionment tools employed revealed factors related to secondary formation processes including oxidation of unsaturated fatty acids, pinene, isoprene and anthropogenic VOCs and factors associated with primary sources such as biomass burning, plant emissions and/or cooking and motor exhaust, with noteworthy differences observed between the two areas.

Observing Nitrogen Dioxide Air Pollution Inequality Using High-Spatial-Resolution Remote Sensing Measurements in Houston, Texas

Houston, Texas is a major U.S. urban and industrial area where poor air quality is unevenly distributed and a disproportionate share is located in low-income, non-white, and Hispanic neighborhoods. We have traditionally lacked city-wide observations to fully describe these spatial heterogeneities in Houston and in cities globally, especially for reactive gases like nitrogen dioxide (NO₂). Here, we analyze novel high-spatial-resolution (250 m × 500 m) NO₂ vertical columns measured by the NASA GCAS airborne spectrometer as part of the September-2013 NASA DISCOVER-AQ mission and discuss differences in population-weighted NO₂ at the census-tract level. Based on the average of 35 repeated flight circuits, we find 37 ± 6% higher NO₂ for non-whites and Hispanics living in low-income tracts (LIN) compared to whites living in high-income tracts (HIW) and report NO₂ disparities separately by race ethnicity (11-32%) and poverty status (15-28%). We observe substantial time-of-day and day-to-day variability in LIN-HIW NO₂ differences (and in other metrics) driven by the greater prevalence of NO_x (≡NO + NO₂) emission sources in low-income, non-white, and Hispanic neighborhoods. We evaluate measurements from the recently launched satellite sensor TROPOMI (3.5 km × 7 km at nadir), averaged to 0.01° × 0.01° using physics-based oversampling, and demonstrate that TROPOMI resolves similar relative, but not absolute, tract-level differences compared to GCAS. We utilize the high-resolution FIVE and NEI NO_x inventories, plus one year of TROPOMI weekday-weekend variability, to attribute tract-level NO₂ disparities to industrial sources and heavy-duty diesel trucking. We show that GCAS and TROPOMI spatial patterns correspond to the surface patterns measured using aircraft profiling and surface monitors. We discuss opportunities for satellite remote sensing to inform decision making in cities generally.

Toward the improvement of total nitrogen deposition budgets in the United States

Frameworks for limiting ecosystem exposure to excess nutrients and acidity require accurate and complete deposition budgets of reactive nitrogen (Nr). While much progress has been made in developing total Nr deposition budgets for the U.S., current budgets remain limited by key data and knowledge gaps. Analysis of National Atmospheric Deposition Program Total Deposition (NADP/TDep) data illustrates several aspects of current Nr deposition that motivate additional research. Averaged across the continental U.S., dry deposition contributes slightly more (55%) to total deposition than wet deposition and is the dominant process (>90%) over broad areas of the Southwest and other arid regions of the West. Lack of dry deposition measurements imposes a reliance on models, resulting in a much higher degree of uncertainty relative to wet deposition which is routinely measured. As nitrogen oxide (NOx) emissions continue to decline, reduced forms of inorganic nitrogen (NHx = NH3 + NH4+) now contribute >50% of total Nr deposition over large areas of the U.S. Expanded monitoring and additional process-level research are needed to better understand NHx deposition, its contribution to total Nr deposition budgets, and the processes by which reduced N deposits to ecosystems. Urban and suburban areas are hotspots where routine monitoring of oxidized and reduced Nr deposition is needed. Finally, deposition budgets have incomplete information about the speciation of atmospheric nitrogen; monitoring networks do not capture important forms of Nr such as organic nitrogen. Building on these themes, we detail the state of the science of Nr deposition budgets in the U.S. and highlight research priorities to improve deposition budgets in terms of monitoring and flux measurements, leaf- to regional-scale modeling, source apportionment, and characterization of deposition trends and patterns.

Effects of Freeway Rerouting and Boulevard Replacement on Air Pollution Exposure and Neighborhood Attributes

Freeway rerouting and replacement with a street-level boulevard are urban transportation policies, that may help redress disproportionate air pollution burdens resulting from freeway construction that took place during the mid-20th century. However, environmental justice activism for freeway rerouting and urban green space creation may have the unintended consequence of environmental gentrification. In this paper, we investigate the effects of freeway routing decisions on exposure to traffic-related air pollution and neighborhood socioeconomic and demographic change. We focus on the effects of rerouting the Cypress Freeway in West Oakland, along with the construction of a street-level boulevard (Mandela Parkway), on the original freeway alignment. The impacts of two rebuild scenarios, freeway rebuild-in-place and reroute, on near-roadway NO_x and BC concentrations are compared. We also assess changes in demographics and land use in West Oakland, between the time when the Cypress Freeway was damaged by a major earthquake and after completion of Mandela Parkway. Our research indicates that freeway rerouting reduced annual average concentrations of both NO_x (−38% ± 4%) and BC (−25% ± 2%) along the Mandela Parkway alignment. However, there is evidence of environmentally driven neighborhood change, given that there are larger decreases in the long-time Black population (−28%) and increases in property values (184%) along Mandela Parkway, compared to West Oakland as a whole. There are some attributes along the Mandela Parkway that enable low-income residents to live in proximity to the street-level boulevard, such as affordable housing.

Reflecting on progress since the 2005 NARSTO emissions inventory report

Emission inventories are the foundation for cost-effective air quality management activities. In 2005, a report by the public/private partnership North American Research Strategy for Tropospheric Ozone (NARSTO) evaluated the strengths and weaknesses of North American emissions inventories and made recommendations for improving their effectiveness. This paper reviews the recommendation areas and briefly discusses what has been addressed, what remains unchanged, and new questions that have arisen. The findings reveal that all emissions inventory improvement areas identified by the 2005 NARSTO publication have been explored and implemented to some degree. The U.S. National Emissions Inventory has become more detailed and has incorporated new research into previously under-characterized sources such as fine particles and biomass burning. Additionally, it is now easier to access the emissions inventory and the documentation of the inventory via the internet. However, many emissions-related research needs exist, on topics such as emission estimation methods, speciation, scalable emission factor development, incorporation of new emission measurement techniques, estimation of uncertainty, top-down verification, and analysis of uncharacterized sources. A common theme throughout this retrospective summary is the need for increased coordination among stakeholders. Researchers and inventory developers must work together to ensure that planned emissions research and new findings can be used to update the emissions inventory. To continue to address emissions inventory challenges, industry, the scientific community, and government agencies need to continue to leverage resources and collaborate as often as possible. As evidenced by the progress noted, continued investment in and coordination of emissions inventory activities will provide dividends to air quality management programs across the country, continent, and world. Implications: In 2005, a report by the public/private partnership North American Research Strategy for Tropospheric Ozone (NARSTO) evaluated the strengths and weaknesses of North American air pollution emissions inventories. This paper reviews the eight recommendation areas and briefly discusses what has been addressed, what remains unchanged, and new questions that have arisen. Although progress has been made, many opportunities exist for the scientific agencies, industry, and government agencies to leverage resources and collaborate to continue improving emissions inventories.

Traffic-related dustfall and NOx, but not NH3, seriously affect nitrogen isotopic compositions in soil and plant tissues near the roadside

Ammonia (NH₃) emissions from traffic have received particular attention in recent years because of their important contributions to the growth of secondary aerosols and the negative effects on urban air quality. However, few studies have been performed on the impacts of traffic NH₃ emissions on adjacent soil and plants. Moreover, doubt remains over whether dry nitrogen (N) deposition still contributes a minor proportion of plant N nutrition compared with wet N deposition in urban road environments. This study investigated the δ¹⁵N values of road dustfall, soil, moss, camphor leaf and camphor bark samples collected along a distance gradient from the road, suggesting that samples collected near the road have significantly more positive δ¹⁵N values than those of remote sites. According to the SIAR model (Stable Isotope Analysis in R) applied to dustfall and moss samples from the roadside, it was found that NH₃ from traffic exhaust (8.8 ± 7.1%) contributed much less than traffic-derived NO₂ (52.2 ± 10.0%) and soil N (39.0 ± 13.8%) to dustfall bulk N; additionally, 68.6% and 31.4% of N in mosses near the roadside could be explained by dry N deposition (only 20.4 ± 12.5% for traffic-derived NH₃) and wet N deposition, respectively. A two-member mixing model was used to analyse the δ¹⁵N in continuously collected mature camphor leaf and camphor bark samples, which revealed a similarity of the δ¹⁵N values of plant-available deposited N to ¹⁵N-enriched traffic-derived NO_x-N. We concluded that a relatively high proportion of N inputs in urban road environments was contributed by traffic-related dustfall and NO_x rather than NH₃. These information provide useful insights into reducing the impacts of traffic exhaust on adjacent ecosystems and can assist policy makers in determining the reconstruction of a monitoring network for N deposition that reaches the road level.

On-Board Sensor-Based NO x Emissions from Heavy-Duty Diesel Vehicles

Real-world nitrogen oxides (NO _x) emissions were estimated using on-board sensor readings from 72 heavy-duty diesel vehicles (HDDVs) equipped with a Selective Catalytic Reduction (SCR) system in California. The results showed that there were large differences between in-use and certification NO _x emissions, with 12 HDDVs emitting more than three times the standard during hot-running and idling operations in the real world. The overall NO _x conversion efficiencies of the SCR system on many vehicles were well below the 90% threshold that is expected for an efficient SCR system, even when the SCR system was above the optimum operating temperature threshold of 250 °C. This could potentially be associated with SCR catalyst deterioration on some engines. The Not-to-Exceed (NTE) requirements currently used by the heavy-duty in-use compliance program were evaluated using on-board NO _x sensor data. Valid NTE events covered only 4.2-16.4% of the engine operation and 6.6-34.6% of the estimated NO _x emissions. This work shows that low cost on-board NO _x sensors are a convenient tool to monitor in-use NO _x emissions in real-time, evaluate the SCR system performance, and identify vehicle operating modes with high NO _x emissions. This information can inform certification and compliance programs to ensure low in-use NO _x emissions.

Observing Severe Drought Influences on Ozone Air Pollution in California

Drought conditions affect ozone air quality, potentially altering multiple terms in the O₃ mass balance equation. Here, we present a multiyear observational analysis using data collected before, during, and after the record-breaking California drought (2011-2015) at the O₃-polluted locations of Fresno and Bakersfield near the Sierra Nevada foothills. We separately assess drought influences on O₃ chemical production ( PO₃) from O₃ concentration. We show that isoprene concentrations, which are a source of O₃-forming organic reactivity, were relatively insensitive to early drought conditions but decreased by more than 50% during the most severe drought years (2014-2015), with recovery a function of location. We find drought-isoprene effects are temperature-dependent, even after accounting for changes in leaf area, consistent with laboratory studies but not previously observed at landscape scales with atmospheric observations. Drought-driven decreases in organic reactivity are contemporaneous with a change in dominant oxidation mechanism, with PO₃ becoming more NO _x-suppressed, leading to a decrease in PO₃ of ∼20%. We infer reductions in atmospheric O₃ loss of ∼15% during the most severe drought period, consistent with past observations of decreases in O₃ uptake by plants. We consider drought-related trends in O₃ variability on synoptic time scales by analyzing statistics of multiday high-O₃ events. We discuss implications for regulating O₃ air pollution in California and other locations under more prevalent drought conditions.

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.

Air quality accountability: Developing long-term daily time series of pollutant changes and uncertainties in Atlanta, Georgia resulting from the 1990 Clean Air Act Amendments

The 1990 Clean Air Act Amendments codified major institutional changes relating to the management of air pollutants in the United States. Recent research years has attributed reduced emissions over the past two decades to regulations enacted under these Amendments, but none have separated long-term daily impacts of individual regulatory programs on multiple source categories under a consistent framework. Using daily emissions and air quality measurements along with a detailed review of national and local regulations promulgated after the Amendments, we quantify daily changes in emissions and air quality attributable to regulations on electricity generating units and on-road mobile sources. To quantify daily changes, we develop nine sets of counterfactual emissions and ambient air pollution concentration time series for 10 pollutants that assume individual regulatory programs and combinations thereof were not implemented. In addition to daily impacts, we estimate uncertainties in these results. These counterfactual daily ambient concentrations reveal high seasonality and increasing effectiveness of most regulations between 1999 and 2013. Monthly average counterfactual concentrations in scenarios that assume no new regulations on electricity generating units and mobile sources are greater than observed concentrations for all pollutants except ozone, which has seen increased wintertime concentrations accompany summertime decreases. By the end of the period, electricity generating unit emissions reductions under the Acid Rain Program and Clean Air Interstate Rule and their respective related local programs led to similar PM_2.5 concentration decreases. Of the mobile source regulations, rules on gasoline and diesel vehicles led to similar reductions in annual PM_2.5, and gasoline programs led to double the summertime ozone reductions as diesel programs. The nine sets of daily time series and their uncertainties were designed for use in air pollution accountability health studies.

Evaluation of Heavy- and Medium-Duty On-Road Vehicle Emissions in California's South Coast Air Basin

Emission measurements were collected from heavy-duty (HDVs) and medium-duty vehicles (MDVs) at the Peralta weigh station long-term measurement site near Anaheim, CA, in 2017. Two Fuel Efficiency Automobile Test units sampled elevated and ground-level exhaust vehicles totaling 2 315 measurements. HDVs (1844 measurements) exhibited historical reductions in fuel specific oxides of nitrogen (NO_x) from the 2008 measurements (55%) with increased use of exhaust gas recirculation and selective catalytic reduction systems. However, as these technologies have aged, the in-use benefits have declined. Infrared % opacity measurements of tailpipe soot decreased 14% since 2012 with increased diesel particulate filter (DPF) use, DPF longevity, and fleet turnover. Sixty-three percent of the HDV fleet in 2017 was chassis model year 2011+ compared to only 12% in 2012. The observed MDV fleet (471 measurements) was 1.4 years older than the HDV fleet with average NO_x 14% higher. A significant reduction in MDV NO_x occurred ∼2 model years prior to similar HDV reductions (2014 versus 2016 chassis model year). MDV chassis model years 2014+ were able to meet their corresponding NO_x laboratory certification standards in-use, whereas HDVs remain slightly above this threshold. Similar MDV NO_x emission trends were also observed in data previously collected in Chicago, IL.

In-Use Performance and Durability of Particle Filters on Heavy-Duty Diesel Trucks

Diesel particle filters (DPFs) are standard equipment on heavy-duty diesel trucks with 2007 and newer engines in the U.S. This study evaluates the performance and durability of these filters. Black carbon (BC) emission rates from several thousand heavy-duty trucks were measured at the Port of Oakland and Caldecott Tunnel over multiple years as California regulations accelerated the adoption of DPFs. As DPF use increased, fleet-average BC emissions decreased, and emission factor distributions became more skewed. Relative to 2004-2006 engines without filters, DPFs reduced BC emission rates by 65-70% for 2007-2009 engines and by >90% for 2010+ engines. Average BC emission rates for 2007-2009 engines increased by 50-67% in 2015 relative to measurements made 1-2 years earlier. Some trucks in this cohort have become high-emitters, indicating that some DPFs are no longer working well. At the Port, where DPFs were universal in 2015, high-emitting 2007-2009 engines (defined here as emitting >1 g BC kg^-1) comprised 7% of the fleet but were responsible for 65% of the total BC emitted. These observations raise concerns about DPF durability and the prospects for fully mitigating adverse effects of diesel particulate matter on human health and the environment.

Development of a Fuel-Based Oil and Gas Inventory of Nitrogen Oxides Emissions

In this study, we develop an alternative Fuel-based Oil and Gas inventory (FOG) of nitrogen oxides (NO _x) from oil and gas production using publicly available fuel use records and emission factors reported in the literature. FOG is compared with the Environmental Protection Agency's 2014 National Emissions Inventory (NEI) and with new top-down estimates of NO _x emissions derived from aircraft and ground-based field measurement campaigns. Compared to our top-down estimates derived in four oil and gas basins (Uinta, UT, Haynesville, TX/LA, Marcellus, PA, and Fayetteville, AR), the NEI overestimates NO _x by over a factor of 2 in three out of four basins, while FOG is generally consistent with atmospheric observations. Challenges in estimating oil and gas engine activity, rather than uncertainties in NO _x emission factors, may explain gaps between the NEI and top-down emission estimates. Lastly, we find a consistent relationship between reactive odd nitrogen species (NO _y) and ambient methane (CH₄) across basins with different geological characteristics and in different stages of production. Future work could leverage this relationship as an additional constraint on CH₄ emissions from oil and gas basins.

Modeling Ozone in the Eastern U.S. using a Fuel-Based Mobile Source Emissions Inventory

Recent studies suggest overestimates in current U.S. emission inventories of nitrogen oxides (NO _x = NO + NO₂). Here, we expand a previously developed fuel-based inventory of motor-vehicle emissions (FIVE) to the continental U.S. for the year 2013, and evaluate our estimates of mobile source emissions with the U.S. Environmental Protection Agency's National Emissions Inventory (NEI) interpolated to 2013. We find that mobile source emissions of NO _x and carbon monoxide (CO) in the NEI are higher than FIVE by 28% and 90%, respectively. Using a chemical transport model, we model mobile source emissions from FIVE, and find consistent levels of urban NO _x and CO as measured during the Southeast Nexus (SENEX) Study in 2013. Lastly, we assess the sensitivity of ozone (O₃) over the Eastern U.S. to uncertainties in mobile source NO _x emissions and biogenic volatile organic compound (VOC) emissions. The ground-level O₃ is sensitive to reductions in mobile source NO _x emissions, most notably in the Southeastern U.S. and during O₃ exceedance events, under the revised standard proposed in 2015 (>70 ppb, 8 h maximum). This suggests that decreasing mobile source NO _x emissions could help in meeting more stringent O₃ standards in the future.

The Story of Ever Diminishing Vehicle Tailpipe Emissions as Observed in the Chicago, Illinois Area

The University of Denver has collected on-road fuel specific vehicle emissions measurements in the Chicago area since 1989. This nearly 30 year record illustrates the large reductions in light-duty vehicle tailpipe emissions and the remarkable improvements in emissions control durability to maintain low emissions over increasing periods of time. Since 1989 fuel specific carbon monoxide (CO) emissions have been reduced by an order of magnitude and hydrocarbon (HC) emissions by more than a factor of 20. Nitric oxide (NO) emissions have only been collected since 1997 but have seen reductions of 79%. This has increased the skewness of the emissions distribution where the 2016 fleet's 99th percentile contributes ∼3 times more of the 1990 total for CO and HC emissions. There are signs that these reductions may be leveling out as the emissions durability of Tier 2 vehicles in use today has almost eliminated the emissions reduction benefit of fleet turnover. Since 1997, the average age of the Chicago on-road fleet has increased 2 model years and the percentage of passenger vehicles has dropped from 71 to 52% of the fleet. Emissions are now so well controlled that the influence of driving mode has been completely eliminated as a factor for fuel specific CO and NO emissions.

RISK EFFECTS OF NEAR-ROADWAY POLLUTANTS AND ASTHMA STATUS ON BRONCHITIC SYMPTOMS IN CHILDREN

Supplemental Digital Content is available in the text.

Background:

Bronchitic symptoms in children pose a significant clinical and public health burden. Exposures to criteria air pollutants affect bronchitic symptoms, especially in children with asthma. Less is known about near-roadway exposures.

Methods:

Bronchitic symptoms (bronchitis, chronic cough, or phlegm) in the past 12 months were assessed annually with 8 to 9 years of follow-up on 6757 children from the southern California Children’s Health Study. Residential exposure to freeway and non-freeway near-roadway air pollution was estimated using a line-source dispersion model. Mixed-effects logistic regression models were used to relate near-roadway air pollutant exposures to bronchitic symptoms among children with and without asthma.

Results:

Among children with asthma, a 2 SD increase in non-freeway exposures (odds ratio [OR]: 1.44; 95% confidence interval [CI]: 1.17, 1.78) and freeway exposures (OR: 1.31; 95% CI: 1.06, 1.60) were significantly associated with increased risk of bronchitic symptoms. Among children without asthma, only non-freeway exposures had a significant association (OR: 1.14; 95% CI: 1.00, 1.29). Associations were strongest among children living in communities with lower regional particulate matter.

Conclusions:

Near-roadway air pollution was associated with bronchitic symptoms, especially among children with asthma and those living in communities with lower regional particulate matter. Better characterization of traffic pollutants from non-freeway roads is needed since many children live in close proximity to this source.

Modeling NH4NO3 Over the San Joaquin Valley During the 2013 DISCOVER-AQ Campaign

The San Joaquin Valley (SJV) of California experiences high concentrations of particulate matter NH4NO3 during episodes of meteorological stagnation in winter. A rich data set of observations related to NH4NO3 formation was acquired during multiple periods of elevated NH4NO3 during the Deriving Information on Surface Conditions from Column and Vertically Resolved Observations Relevant to Air Quality (DISCOVER-AQ) field campaign in SJV in January and February 2013. Here NH4NO3 is simulated during the SJV DISCOVER-AQ study period with the Community Multiscale Air Quality (CMAQ) model, diagnostic model evaluation is performed using the DISCOVER-AQ data set, and integrated reaction rate analysis is used to quantify HNO3 production rates. Simulated NO3- generally agrees well with routine monitoring of 24-hr average NO3-, but comparisons with hourly average NO3- measurements in Fresno revealed differences at higher time resolution. Predictions of gas-particle partitioning of total nitrate (HNO3 + NO3-) and NHx (NH3 + NH4+) generally agree well with measurements in Fresno, although partitioning of total nitrate to HNO3 is sometimes overestimated at low relative humidity in afternoon. Gas-particle partitioning results indicate that NH4NO3 formation is limited by HNO3 availability in both the model and ambient. NH3 mixing ratios are underestimated, particularly in areas with large agricultural activity, and additional work on the spatial allocation of NH3 emissions is warranted. During a period of elevated NH4NO3, the model predicted that the OH + NO2 pathway contributed 46% to total HNO3production in SJV and the N2O5 heterogeneous hydrolysis pathway contributed 54%. The relative importance of the OH + NO2 pathway for HNO3 production is predicted to increase as NOx emissions decrease.

Unexpected slowdown of US pollutant emission reduction in the past decade

Emissions of nitrogen oxides (NO_x) have a large impact on air quality and climate change as precursors in the formation of ozone and secondary aerosols. We find that NO_x emissions have not been decreasing as expected in recent years (2011–2015) when comparing top-down estimates from satellites and surface NO₂ measurements to the trends predicted from the US Environmental Protection Agency’s emission inventory data. The discrepancy can be explained by the growing relative contribution of industrial, area, and off-road mobile sources of emissions, decreasing relative contribution of on-road gasoline vehicles, and slower than expected decreases in on-road diesel NO_x emissions, with implications for air-quality management.

Ground and satellite observations show that air pollution regulations in the United States (US) have resulted in substantial reductions in emissions and corresponding improvements in air quality over the last several decades. However, large uncertainties remain in evaluating how recent regulations affect different emission sectors and pollutant trends. Here we show a significant slowdown in decreasing US emissions of nitrogen oxides (NO_x) and carbon monoxide (CO) for 2011–2015 using satellite and surface measurements. This observed slowdown in emission reductions is significantly different from the trend expected using US Environmental Protection Agency (EPA) bottom-up inventories and impedes compliance with local and federal agency air-quality goals. We find that the difference between observations and EPA’s NO_x emission estimates could be explained by: (i) growing relative contributions of industrial, area, and off-road sources, (ii) decreasing relative contributions of on-road gasoline, and (iii) slower than expected decreases in on-road diesel emissions.

Characterizing CO and NO y Sources and Relative Ambient Ratios in the Baltimore Area Using Ambient Measurements and Source Attribution Modeling

Modeled source attribution information from the Community Multiscale Air Quality model was coupled with ambient data from the 2011 Deriving Information on Surface conditions from Column and Vertically Resolved Observations Relevant to Air Quality Baltimore field study. We assess source contributions and evaluate the utility of using aircraft measured CO and NO _y relationships to constrain emission inventories. We derive ambient and modeled ΔCO:ΔNO _y ratios that have previously been interpreted to represent CO:NO _y ratios in emissions from local sources. Modeled and measured ΔCO:ΔNO _y are similar; however, measured ΔCO:ΔNO _y has much more daily variability than modeled values. Sector-based tagging shows that regional transport, on-road gasoline vehicles, and nonroad equipment are the major contributors to modeled CO mixing ratios in the Baltimore area. In addition to those sources, on-road diesel vehicles, soil emissions, and power plants also contribute substantially to modeled NO _y in the area. The sector mix is important because emitted CO:NO _x ratios vary by several orders of magnitude among the emission sources. The model-predicted gasoline/diesel split remains constant across all measurement locations in this study. Comparison of ΔCO:ΔNO _y to emitted CO:NO _y is challenged by ambient and modeled evidence that free tropospheric entrainment, and atmospheric processing elevates ambient ΔCO:ΔNO _y above emitted ratios. Specifically, modeled ΔCO:ΔNO _y from tagged mobile source emissions is enhanced 5-50% above the emitted ratios at times and locations of aircraft measurements. We also find a correlation between ambient formaldehyde concentrations and measured ΔCO:ΔNO _y suggesting that secondary CO formation plays a role in these elevated ratios. This analysis suggests that ambient urban daytime ΔCO:ΔNO _y values are not reflective of emitted ratios from individual sources.

Southeast Atmosphere Studies: learning from model-observation syntheses

Concentrations of atmospheric trace species in the United States have changed dramatically over the past several decades in response to pollution control strategies, shifts in domestic energy policy and economics, and economic development (and resulting emission changes) elsewhere in the world. Reliable projections of the future atmosphere require models to not only accurately describe current atmospheric concentrations, but to do so by representing chemical, physical and biological processes with conceptual and quantitative fidelity. Only through incorporation of the processes controlling emissions and chemical mechanisms that represent the key transformations among reactive molecules can models reliably project the impacts of future policy, energy and climate scenarios. Efforts to properly identify and implement the fundamental and controlling mechanisms in atmospheric models benefit from intensive observation periods, during which collocated measurements of diverse, speciated chemicals in both the gas and condensed phases are obtained. The Southeast Atmosphere Studies (SAS, including SENEX, SOAS, NOMADSS and SEAC4RS) conducted during the summer of 2013 provided an unprecedented opportunity for the atmospheric modeling community to come together to evaluate, diagnose and improve the representation of fundamental climate and air quality processes in models of varying temporal and spatial scales. This paper is aimed at discussing progress in evaluating, diagnosing and improving air quality and climate modeling using comparisons to SAS observations as a guide to thinking about improvements to mechanisms and parameterizations in models. The effort focused primarily on model representation of fundamental atmospheric processes that are essential to the formation of ozone, secondary organic aerosol (SOA) and other trace species in the troposphere, with the ultimate goal of understanding the radiative impacts of these species in the southeast and elsewhere. Here we address questions surrounding four key themes: gas-phase chemistry, aerosol chemistry, regional climate and chemistry interactions, and natural and anthropogenic emissions. We expect this review to serve as a guidance for future modeling efforts.

Heavy truck restrictions and air quality implications in São Paulo, Brazil

This study quantified the effects of traffic restrictions on diesel fuel heavy vehicles (HVs) on the air quality of the Bandeirantes corridor using hourly data obtained by continuous monitoring of traffic and air quality at sites located on this avenue. The study addressed the air quality of a city impacted by vehicular emissions and that PM₁₀ and NO_X concentrations are mainly due to diesel burning. Data collection was split into two time periods, a period of no traffic constraint on HVs (Nov 2008 and 2009) and a period of constraint (Nov 2010, 2011 and 2012). We found that pollutants on this corridor, mainly PM₁₀ and NO_X, decreased significantly during the period from 2008 to 2012 (28 and 43%, 15.8 and 86.9 ppb) as a direct consequence of HV traffic restrictions (a 72% reduction). Rebound effects in the form of increased traffic of light vehicles (LVs) during this time had impacts on the concentration levels, explaining the differences between rates of reduction in HV traffic and pollutants. Reductions in the number of trucks resulted in longer travel times and increased traffic congestion as a consequence of the modal shift towards LVs. We found that a 51% decrease in PM₁₀ (28.8 μg m^-3) was due to a reduction in HV traffic (vehicle emissions were estimated to be 71% of total sources, 40.1 μg m^-3). This percentage was partially offset by 10% more PM₁₀ emissions related to an increase in LV traffic, while other causes, such as climatic conditions, contributed to a 13% increase in PM₁₀ concentrations. The relationships analyzed in this research served to highlight the need to apply urban transport policies aimed at decreasing pollutant concentrations in São Paulo, especially in heavily congested urban corridors on working days.

Changes in Transportation-Related Air Pollution Exposures by Race-Ethnicity and Socioeconomic Status: Outdoor Nitrogen Dioxide in the United States in 2000 and 2010

BACKGROUND

Disparities in exposure to air pollution by race-ethnicity and by socioeconomic status have been documented in the United States, but the impacts of declining transportation-related air pollutant emissions on disparities in exposure have not been studied in detail.

OBJECTIVE

This study was designed to estimate changes over time (2000 to 2010) in disparities in exposure to outdoor concentrations of a transportation-related air pollutant, nitrogen dioxide (NO2), in the United States.

METHODS

We combined annual average NO2 concentration estimates from a temporal land use regression model with Census demographic data to estimate outdoor exposures by race-ethnicity, socioeconomic characteristics (income, age, education), and by location (region, state, county, urban area) for the contiguous United States in 2000 and 2010.

RESULTS

Estimated annual average NO2 concentrations decreased from 2000 to 2010 for all of the race-ethnicity and socioeconomic status groups, including a decrease from 17.6 ppb to 10.7 ppb (-6.9 ppb) in nonwhite [non-(white alone, non-Hispanic)] populations, and 12.6 ppb to 7.8 ppb (-4.7 ppb) in white (white alone, non-Hispanic) populations. In 2000 and 2010, disparities in NO2 concentrations were larger by race-ethnicity than by income. Although the national nonwhite-white mean NO2 concentration disparity decreased from a difference of 5.0 ppb in 2000 to 2.9 ppb in 2010, estimated mean NO2 concentrations remained 37% higher for nonwhites than whites in 2010 (40% higher in 2000), and nonwhites were 2.5 times more likely than whites to live in a block group with an average NO2 concentration above the WHO annual guideline in 2010 (3.0 times more likely in 2000).

CONCLUSIONS

Findings suggest that absolute NO2 exposure disparities by race-ethnicity decreased from 2000 to 2010, but relative NO2 exposure disparities persisted, with higher NO2 concentrations for nonwhites than whites in 2010. https://doi.org/10.1289/EHP959.

Vehicle emission trends in China's Guangdong Province from 1994 to 2014

Exploring vehicle emission trends within and outside the Pearl River Delta (PRD) region during a long period was scientific and practical, for the economic rapid unbalanced development, continuous implements of severe reducing vehicle emissions measures in Guangdong province. Multi-year inventories of vehicle emissions from 1994 to 2014 were estimated based on the emissions factors of different emissions standards and vehicle kilometers travelled for all types of vehicles. The trends and characteristics of the emissions of carbon monoxide (CO), volatile organic compounds (VOCs), nitrogen oxides (NO_x), fine particulate matter (PM_2.5) and course particulate matter (PM₁₀) were then analyzed within and outside the PRD region. In the above two regions, the total amount of the five pollutant emissions varied greatly with gross domestic product (GDP) from 1994 to 2014, showing the overall performance of the first increasing up to 1.6-3.0 times before 2002, and then decreasing. However, the five pollutant emissions in the PRD region were 2.4-3.3 times more than in the non-PRD region. In both regions, light passenger cars and motorcycles were the main contributors to CO and VOC emissions (65%-80%), and heavy duty trucks and passenger cars were the main contributors to NO_x, PM_2.5 and PM₁₀ emissions (around 42%-50%). Moreover, compared to CO and VOCs emissions, the changes in the contribution of every vehicles type to NO_x, PM_2.5 and PM₁₀ emissions were more obvious, and coincided with the implementation time of emission and fuel standards in the non-PRD region. It was noted that CO and VOC emission variations was correlated closely with the population of yellow-label light passenger cars and motorcycles, whereas those of NO_x and PM_2.5 was coincided that of yellow-label heavy passenger cars and trucks.

Ambient Air Quality Measurements from a Continuously Moving Mobile Platform: Estimation of Area-Wide, Fuel-Based, Mobile Source Emission Factors Using Absolute Principal Component Scores

We have applied the absolute principal component scores (APCS) receptor model to on-road, background-adjusted measurements of NOx, CO, CO₂, black carbon (BC), and particle number (PN) obtained from a continuously moving platform deployed over nine afternoon sampling periods in Seattle, WA. Two Varimax-rotated principal component features described 75% of the overall variance of the observations. A heavy-duty vehicle feature was correlated with black carbon and particle number, whereas a light-duty feature was correlated with CO and CO₂. NO_x had moderate correlation with both features. The bootstrapped APCS model predictions were used to estimate area-wide, average fuel-based emission factors and their respective 95% confidence limits. The average emission factors for NOx, CO, BC and PN (14.8, 18.9, 0.40 g/kg, and 4.3×10¹⁵ particles/kg for heavy duty vehicles, and 3.2, 22.4, 0.016 g/kg, and 0.19×10¹⁵ particles/kg for light-duty vehicles, respectively) are consistent with previous estimates based on remote sensing, vehicle chase studies, and recent dynamometer tests. Information on the spatial distribution of the concentrations contributed by these two vehicle categories relative to background during the sampling period was also obtained.

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.

Evaluating the effectiveness of air quality regulations: A review of accountability studies and frameworks

Assessments of past environmental policies-termed accountability studies-contribute important information to the decision-making process used to review the efficacy of past policies, and subsequently aid in the development of effective new policies. These studies have used a variety of methods that have achieved varying levels of success at linking improvements in air quality and/or health to regulations. The Health Effects Institute defines the air pollution accountability framework as a chain of events that includes the regulation of interest, air quality, exposure/dose, and health outcomes, and suggests that accountability research should address impacts for each of these linkages. Early accountability studies investigated short-term, local regulatory actions (for example, coal use banned city-wide on a specific date or traffic pattern changes made for Olympic Games). Recent studies assessed regulations implemented over longer time and larger spatial scales. Studies on broader scales require accountability research methods that account for effects of confounding factors that increase over time and space. Improved estimates of appropriate baseline levels (sometimes termed "counterfactual"-the expected state in a scenario without an intervention) that account for confounders and uncertainties at each link in the accountability chain will help estimate causality with greater certainty. In the direct accountability framework, researchers link outcomes with regulations using statistical methods that bypass the link-by-link approach of classical accountability. Direct accountability results and methods complement the classical approach. New studies should take advantage of advanced planning for accountability studies, new data sources (such as satellite measurements), and new statistical methods. Evaluation of new methods and data sources is necessary to improve investigations of long-term regulations, and associated uncertainty should be accounted for at each link to provide a confidence estimate of air quality regulation effectiveness. The final step in any accountability is the comparison of results with the proposed benefits of an air quality policy.

IMPLICATIONS

The field of air pollution accountability continues to grow in importance to a number of stakeholders. Two frameworks, the classical accountability chain and direct accountability, have been used to estimate impacts of regulatory actions, and both require careful attention to confounders and uncertainties. Researchers should continue to develop and evaluate both methods as they investigate current and future air pollution regulations.

Global estimates of carbon monoxide emissions from 1960 to 2013

The quantification of carbon monoxide (CO) emissions is necessary for atmospheric research and has been studied extensively. Aiming to build an inventory with both high spatial resolution and detailed source information, this study estimated the monthly nation-level CO emissions from 79 major sources from 1960 to 2013, based on which a 0.1° × 0.1° gridded emission map was developed for 2011 using a recent energy product. The high sectorial resolution of this inventory can help scientists to study the influence of socioeconomic development on emissions, help decision makers to formulate abatement strategies, and potentially benefit emission-reduction scenario modeling and cost-benefit analysis. Our estimate for 2011 was 888.17 Tg (745.67 Tg-1112.80 Tg), with a much higher contribution from anthropogenic activities (68 %) than wildfire and deforestation (32 %). The anthropogenic emissions in recent years were dominated by developing countries due to the continuously increasing industrial production intensity and/or population explosion. Further discussion of the spatial and temporal variation of emissions was conducted, and a decreased emission intensity was observed, which was attributed to related policies and technological progress.

Nitrate radicals and biogenic volatile organic compounds: oxidation, mechanisms, and organic aerosol

Oxidation of biogenic volatile organic compounds (BVOC) by the nitrate radical (NO₃) represents one of the important interactions between anthropogenic emissions related to combustion and natural emissions from the biosphere. This interaction has been recognized for more than 3 decades, during which time a large body of research has emerged from laboratory, field, and modeling studies. NO₃-BVOC reactions influence air quality, climate and visibility through regional and global budgets for reactive nitrogen (particularly organic nitrates), ozone, and organic aerosol. Despite its long history of research and the significance of this topic in atmospheric chemistry, a number of important uncertainties remain. These include an incomplete understanding of the rates, mechanisms, and organic aerosol yields for NO₃-BVOC reactions, lack of constraints on the role of heterogeneous oxidative processes associated with the NO₃ radical, the difficulty of characterizing the spatial distributions of BVOC and NO₃ within the poorly mixed nocturnal atmosphere, and the challenge of constructing appropriate boundary layer schemes and non-photochemical mechanisms for use in state-of-the-art chemical transport and chemistry-climate models. This review is the result of a workshop of the same title held at the Georgia Institute of Technology in June 2015. The first half of the review summarizes the current literature on NO₃-BVOC chemistry, with a particular focus on recent advances in instrumentation and models, and in organic nitrate and secondary organic aerosol (SOA) formation chemistry. Building on this current understanding, the second half of the review outlines impacts of NO₃-BVOC chemistry on air quality and climate, and suggests critical research needs to better constrain this interaction to improve the predictive capabilities of atmospheric models.

Precursor reductions and ground-level ozone in the Continental United States

Numerous papers analyze ground-level ozone (O₃) trends since the 1980s, but few have linked O₃trends with observed changes in nitrogen oxide (NOx) and volatile organic compound (VOC) emissions and ambient concentrations. This analysis of emissions and ambient measurements examines this linkage across the United States on multiple spatial scales from continental to urban. O₃concentrations follow the general decreases in both NOx and VOC emissions and ambient concentrations of precursors (nitrogen dioxide, NO₂; nonmethane organic compounds, NMOCs). Annual fourth-highest daily peak 8-hr average ozone and annual average or 98th percentile daily maximum hourly NO₂concentrations show a statistically significant (p < 0.05) linear fit whose slope is less than 1:1 and intercept is in the 30 to >50 ppbv range. This empirical relationship is consistent with current understanding of O₃photochemistry. The linear O₃-NO₂relationships found from our multispatial scale analysis can be used to extrapolate the rate of change of O₃with projected NOx emission reductions, which suggests that future declines in annual fourth-highest daily average 8-hr maximum O₃concentrations are unlikely to reach 65 ppbv or lower everywhere in the next decade. Measurements do not indicate increased annual reduction rates in (high) O₃concentrations beyond the multidecadal precursor proportionality, since aggressive measures for NOx and VOC reduction are in place and have not produced an accelerated O₃reduction rate beyond that prior to the mid-2000s. Empirically estimated changes in O₃with emissions suggest that O₃is less sensitive to precursor reductions than is found by the CAMx (v. 6.1) photochemical model. Options for increasing the rate of O₃change are limited by photochemical factors, including the increase in NOx sensitivity with time (NMOC/NOx ratio increase), increase in O₃production efficiency at lower NOx concentrations (higher O₃/NOy ratio), and the presence of natural NOx and NMOC precursors and background O₃.

IMPLICATIONS

This analysis demonstrates empirical relations between O₃and precursors based on long term trends in U.S.

LOCATIONS

The results indicate that ground-level O₃concentrations have responded predictably to reductions in VOC and NOx since the 1980s. The analysis reveals linear relations between the highest O₃and NO₂concentrations. Extrapolation of the historic trends to the future with expected continued precursor reductions suggest that achieving the 2014 proposed reduction in the U.S. National Ambient Air Quality Standard to a level between 65 and 70 ppbv is unlikely within the next decade. Comparison of measurements with national results from a regulatory photochemical model, CAMx, v. 6.1, suggests that model predictions are more sensitive to emissions changes than the observations would support.

Reactive Nitrogen Species Emission Trends in Three Light-/Medium-Duty United States Fleets

Repeated, fuel-specific, emission measurements in Denver (2005/2013), Los Angeles (LA) (2008/2013), and Tulsa (2005/2013) provide long-term trends in on-road reactive nitrogen emissions from three light-/medium-duty U.S. fleets. Reductions in oxides of nitrogen (NOx) emissions ranged from 21% in Denver (from 5.6 ± 1.3 to 4.4 ± 0.2 g of NOx/kg of fuel) to 43% in Tulsa (from 4.4 ± 0.3 to 2.5 ± 0.1 g of NOx/kg of fuel) since 2005, while decreases in fleet ammonia (NH3) emissions ranged from no change in Denver (from 0.45 ± 0.09 to 0.44 ± 0.02 g of NH3/kg of fuel) since 2005 to a 28% decrease in LA (from 0.80 ± 0.02 to 0.58 ± 0.02 g of NH3/kg of fuel) since 2008. The majority of the reduction in gasoline vehicle NOx emissions occurred prior to the full implementation of the Tier II emission standards in 2009. High in-use NOx emissions from small-engine diesel passenger vehicles produced a significant contribution to the fleet means despite their small numbers. NH3 emissions decreased at a slower rate than NOx emissions as a result of modest NH3 emission reduction among the newest vehicles and increased emissions from a growing number of older vehicles with active catalytic converters. In addition, the reactive nitrogen emissions from many new model year vehicles are now dominated by NH3.

Effects of Particle Filters and Selective Catalytic Reduction on Heavy-Duty Diesel Drayage Truck Emissions at the Port of Oakland

Effects of fleet modernization and use of diesel particle filters (DPF) and selective catalytic reduction (SCR) on heavy-duty diesel truck emissions were studied at the Port of Oakland in California. Nitrogen oxides (NOx), black carbon (BC), particle number (PN), and size distributions were measured in the exhaust plumes of ∼1400 drayage trucks. Average NOx, BC, and PN emission factors for newer engines (2010-2013 model years) equipped with both DPF and SCR were 69 ± 15%, 92 ± 32%, and 66 ± 35% lower, respectively, than 2004-2006 engines without these technologies. Intentional oxidation of NO to NO2 for DPF regeneration increased tailpipe NO2 emissions, especially from older (1994-2006) engines with retrofit DPFs. Increased deployment of advanced controls has further skewed emission factor distributions; a small number of trucks emit a disproportionately large fraction of total BC and NOx. The fraction of DPF-equipped drayage trucks increased from 2 to 99% and the median engine age decreased from 11 to 6 years between 2009 and 2013. Over this period, fleet-average BC and NOx emission factors decreased by 76 ± 22% and 53 ± 8%, respectively. Emission changes occurred rapidly compared to what would have been observed due to natural (i.e., unforced) turnover of the Port truck fleet. These results provide a preview of more widespread emission changes expected statewide and nationally in the coming years.

Long-term trends in California mobile source emissions and ambient concentrations of black carbon and organic aerosol

A fuel-based approach is used to assess long-term trends (1970-2010) in mobile source emissions of black carbon (BC) and organic aerosol (OA, including both primary emissions and secondary formation). The main focus of this analysis is the Los Angeles Basin, where a long record of measurements is available to infer trends in ambient concentrations of BC and organic carbon (OC), with OC used here as a proxy for OA. Mobile source emissions and ambient concentrations have decreased similarly, reflecting the importance of on- and off-road engines as sources of BC and OA in urban areas. In 1970, the on-road sector accounted for ∼90% of total mobile source emissions of BC and OA (primary + secondary). Over time, as on-road engine emissions have been controlled, the relative importance of off-road sources has grown. By 2010, off-road engines were estimated to account for 37 ± 20% and 45 ± 16% of total mobile source contributions to BC and OA, respectively, in the Los Angeles area. This study highlights both the success of efforts to control on-road emission sources, and the importance of considering off-road engine and other VOC source contributions when assessing long-term emission and ambient air quality trends.