Reducing secondary organic aerosol formation from gasoline vehicle exhaust

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

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

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

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

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

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

Environmental exposure disparities in ultrafine particles and PM2.5 by urbanicity and socio-demographics in New York state, 2013-2020

BACKGROUND

The spatiotemporal and demographic disparities in exposure to ultrafine particles (UFP; number concentrations of particulate matter (PM) with diameter ≤0.1 μm), a key subcomponent of fine aerosols (PM2.5; mass concentrations of PM ≤ 2.5 μm), have not been well studied.

OBJECTIVE

To quantify and compare the aerosol pollutant exposure disparities for UFP and PM2.5 by socio-demographic factors in New York State (NYS).

METHODS

Ambient atmospheric UFP and PM2.5 were quantified using a global three-dimensional model of chemical transport with state-of-the-science aerosol microphysical processes validated extensively with observations. We matched these to U.S. census demographic data for varied spatial scales (state, county, county subdivision) and derived population-weighted aerosol exposure estimates. Aerosol exposure disparities for each demographic and socioeconomic (SES) indicator, with a focus on race-ethnicity and income, were quantified for the period 2013-2020.

RESULTS

The average NYS resident was exposed to 4451 #·cm-3 UFP and 7.87 μg·m-3 PM2.5 in 2013-2020, but minority race-ethnicity groups were invariably exposed to greater daily aerosol pollution (UFP: +75.0% & PM2.5: +16.2%). UFP has increased since 2017 and is temporally and seasonally out-of-phase with PM2.5. Race-ethnicity exposure disparities for PM2.5 have declined over time; by -6% from 2013 to 2017 and plateaued thereafter despite its decreasing concentrations. In contrast, these disparities have increased (+12.5-13.5%) for UFP. The aerosol pollution exposure disparities were the highest for low-income minorities and were more amplified for UFP than PM2.5. DISCUSSION: We identified large disparities in aerosol pollution exposure by urbanization level and socio-demographics in NYS residents. Jurisdictions with higher proportions of race-ethnicity minorities, low-income residents, and greater urbanization were disproportionately exposed to higher concentrations of UFP and PM2.5 than other NYS residents. These race-ethnicity exposure disparities were much larger, more disproportionate, and unabating over time for UFP compared to PM2.5 across various income strata and levels of urbanicity.

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

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

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

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

Synergistic Effects of SO2 and NH3 Coexistence on SOA Formation from Gasoline Evaporative Emissions

Vehicular evaporative emissions make an increasing contribution to anthropogenic sources of volatile organic compounds (VOCs), thus contributing to secondary organic aerosol (SOA) formation. However, few studies have been conducted on SOA formation from vehicle evaporative VOCs under complex pollution conditions with the coexistence of NO_x, SO₂, and NH₃. In this study, the synergistic effects of SO₂ and NH₃ on SOA formation from gasoline evaporative VOCs with NO_x were examined using a 30 m³ smog chamber with the aid of a series of mass spectrometers. Compared with the systems involving SO₂ or NH₃ alone, SO₂ and NH₃ coexistence had a greater promotion effect on SOA formation, which was larger than the cumulative effect of the two promotions alone. Meanwhile, contrasting effects of SO₂ on the oxidation state (OSc) of SOA in the presence or absence of NH₃ were observed, and SO₂ could further increase the OSc with the coexistence of NH₃. The latter was attributed to the synergistic effects of SO₂ and NH₃ coexistence on SOA formation, wherein N-S-O adducts can be formed from the reaction of SO₂ with N-heterocycles generated in the presence of NH₃. Our study contributes to the understanding of SOA formation from vehicle evaporative VOCs under highly complex pollution conditions and its atmospheric implications.

Updating emission inventories for vehicular organic gases: Indications from cold-start and temperature effects on advanced technology cars

How would the organic gas emission inventories of future urban vehicles change with new features of advanced technology cars? Here, volatile organic compounds (VOCs) and intermediate volatile organic compounds (IVOCs) from a fleet of Chinese light-duty gasoline vehicles (LDGVs) were characterized by chassis dynamometer experiments to grasp the key factors affecting future inventory accuracy. Subsequently, the VOC and IVOC emissions of LDGVs in Beijing, China, from 2020 to 2035, were calculated and the spatial-temporal variations were recognized under a scenario of fleet renewal. With the tightening of emission standards (ESs), cold start contributed a larger fraction of the total unified cycle VOC emissions due to the imbalanced emission reductions between operating conditions. It took 757.47 ± 337.75 km of hot running to equal one cold-start VOC emission for the latest certified vehicles. Therefore, the future tailpipe VOC emissions would be highly dependent on discrete cold start events rather than traffic flows. By contrast, the equivalent distance was shorter and more stable for IVOCs, with an average of 8.69 ± 4.59 km across the ESs, suggesting insufficient controls. Furthermore, there were log-linear relationships between temperatures and cold-start emissions, and the gasoline direct-injection vehicles performed better adaptability under low temperatures. In the updated emission inventories, the VOC emissions were more effectively reduced than the IVOC emissions. The start emissions of VOCs were estimated to be increasingly dominant, especially in wintertime. By winter 2035, the contribution of VOC start emissions could reach 98.98 % in Beijing, while the fraction of IVOC start emissions would decrease to 59.23 %. Spatially allocation showed that the high emission regions of tailpipe organic gases from LDGVs have transferred from road networks to regions of intense human activities. Our results provide new insights into tailpipe organic gas emissions of gasoline vehicles, and can support future emission inventories and refined assessment of air quality and human health risk.

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

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

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

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

National Exposure Models for Source-Specific Primary Particulate Matter Concentrations Using Aerosol Mass Spectrometry Data

This paper investigates the feasibility of developing national empirical models to predict ambient concentrations of sparsely monitored air pollutants at high spatial resolution. We used a data set of cooking organic aerosol (COA) and hydrocarbon-like organic aerosol (HOA; traffic primary organic PM) measured using aerosol mass spectrometry across the continental United States. The monitoring locations were selected to span the national distribution of land-use and source-activity variables commonly used for land-use regression modeling (e.g., road length, restaurant count, etc.). The models explain about 60% of the spatial variability of the measured data (R² 0.63 for the COA model and 0.62 for the HOA model). Extensive cross-validation suggests that the models are robust with reasonable transferability. The models predict large urban-rural and intra-urban variability with hotspots in urban areas and along the road corridors. The predicted national concentration surfaces show reasonable spatial correlation with source-specific national chemical transport model (CTM) simulations (R²: 0.45 for COA, 0.4 for HOA). Our measured data, empirical models, and CTM predictions all show that COA concentrations are about two times higher than HOA. Since COA and HOA are important contributors to the intra-urban spatial variability of the total PM_2.5, our results highlight the potential importance of controlling commercial cooking emissions for air quality management in the United States.

Long-term trends of ultrafine and fine particle number concentrations in New York State: Apportioning between emissions and dispersion

In the past several decades, a variety of efforts have been made in the United States to improve air quality, and ambient particulate matter (PM) concentrations have been used as a metric to evaluate the efficacy of environmental policies. However, ambient PM concentrations result from a combination of source emission rates and meteorological conditions, which also change over time. Dispersion normalization was recently developed to reduce the influence of atmospheric dispersion and proved an effective approach that enhanced diel/seasonal patterns and thus provides improved source apportionment results for speciated PM mass and particle number concentration (PNC) measurements. In this work, dispersion normalization was incorporated in long-term trend analysis of 11-500 nm PNCs derived from particle number size distributions (PNSDs) measured in Rochester, NY from 2005 to 2019. Before dispersion normalization, a consistent reduction was observed across the measured size range during 2005-2012, while after 2012, the decreasing trends slowed down for accumulation mode PNCs (100-500 nm) and reversed for ultrafine particles (UFPs, 11-100 nm). Through dispersion normalization, we showed that these changes were driven by both emission rates and dispersion. Thus, it is important for future studies to assess the effects of the changing meteorological conditions when evaluating policy effectiveness on controlling PM concentrations. Before and after dispersion normalization, an evident increase in nucleation mode particles was observed during 2015-2019. This increase was possibly enabled by a cleaner atmosphere and will pose new challenges for future source apportionment and accountability studies.

Primary organic gas emissions in vehicle cold start events: Rates, compositions and temperature effects

Identification of air toxics emitted from light-duty gasoline vehicles (LDGVs) is expected to better protect human health. Here, the volatile organic compound (VOC) and intermediate VOC (IVOC) emissions in the high-emitted start stages were measured on a chassis dynamometer under normal and extreme temperatures for China 6 LDGVs. Low temperature enhanced the emission rates (ERs) of both VOCs and IVOCs. The VOC ERs were averaged 5.19 ± 2.74 times higher when the temperature dropped from 23 °C to 0 °C, and IVOCs were less sensitive to temperature change with an enlargement of 2.27 ± 0.19 times. Aromatics (46.75 ± 2.83%) and alkanes (18.46 ± 1.21%) dominated the cold start VOC emissions under normal temperature, which was quite different from hot running emission profiles. From the perspective of emission inventories, changes in the speciated composition of VOCs and IVOCs were less important than that in the actual magnitude of ERs under cold conditions. However, changes in the ERs and emission profiles were equally important at high temperatures. Furthermore, high time-resolved measurements revealed that low temperature enhanced both the emission peak and peak duration of fuel components and incomplete combustion products during cold start, while high temperature only increased the peak concentration of fuel components.

Dynamic Evolution and Covariant Response Mechanism of Volatile Organic Compounds and Residual Functional Groups during the Online Pyrolysis of Coal and Biomass Fuels

Volatile organic compound (VOC) emissions from pyrolysis of widely used biomass are expected to increase significantly under the carbon neutrality target. However, the dynamic emissions and evolution mechanism of biomass-VOCs remain unclear, hindered by complex reactions and offline measurements. Here, we propose a novel covariant evolution mechanism to interpret the emission heterogeneities, sequential temperature responses, and evolved correlations of both VOCs and residual functional groups (RFGs) during corn straw (CS), wood pellet (WP), and semibituminous coal (SBC) pyrolysis. An innovative combination of online thermogravimetric-Fourier transform infrared-gas chromatography/mass spectrometry and two dimensional-correlation spectroscopy was applied. The relative percentages of CS/WP-VOCs were higher than those of SBC-VOCs, and most VOCs tended to have relatively small carbon skeletons as the average carbon oxidation state increased. With the temperature increased from low to high during CS/WP pyrolysis, the primary sequential response of VOCs (acids → phenols/esters → alcohols/ethers/aldehydes/ketones → hydrocarbons/aromatics) corresponded to the RFG response (hydroxyl groups → -CH₃/-CH₂-/-CH groups → aliphatic ethers and conjugated ketones). Compared with the relative regularity for CS/WP responses, the gas-solid products from SBC pyrolysis exhibited complex temperature-dependent responses and high oxidation-induced variability. These insights provide favorable strategies for the online monitoring system to facilitate priority removal of coal and biomass fuels-VOCs.

Limited Secondary Organic Aerosol Production from Acyclic Oxygenated Volatile Chemical Products

Volatile chemical products (VCPs) have recently been identified as potentially important unconventional sources of secondary organic aerosol (SOA), in part due to the mitigation of conventional emissions such as vehicle exhaust. Here, we report measurements of SOA production in an oxidation flow reactor from a series of common VCPs containing oxygenated functional groups and at least one oxygen within the molecular backbone. These include two oxygenated aromatic species (phenoxyethanol and 1-phenoxy-2-propanol), two esters (butyl butyrate and butyl acetate), and four glycol ethers (carbitol, methyl carbitol, butyl carbitol, and hexyl carbitol). We measured gas- and particle-phase products with a suite of mass spectrometers and particle-sizing instruments. Only the aromatic VCPs produce SOA with substantial yields. For the acyclic VCPs, ether and ester functionality promotes fragmentation and hinders autoxidation, whereas aromatic rings drive SOA formation in spite of the presence of ether groups. Therefore, our results suggest that a potential strategy to reduce urban SOA from VCPs would be to reformulate consumer products to include less oxygenated aromatic compounds.

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

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

Impacts of vehicle emission on air quality and human health in China

The growing of vehicle population aggravates air pollution and threatens human health. In this study, based on the refined whole-process vehicle emission inventory considering volatile organic compounds (VOCs) evaporation emission, the CAMx model was applied to comprehensively quantify the impacts of the vehicle sector on the annual and seasonal concentrations of PM_2.5 and O₃ in China. Also, the health risks caused by long-term exposure to PM_2.5 and O₃ were evaluated. The model results showed that vehicle emission was an important source of severe O₃ pollution in summer, with a contribution of more than 30% in most parts of China, but not an important source of serious PM_2.5 pollution in winter, with a contribution of less than 20% in heavily polluted regions in China. Compared to tailpipe emission, vehicle VOCs evaporation emission led to increases of 25% and 47% to sectoral contribution to PM_2.5 and O₃. Health risk assessment results showed that attributable deaths caused by long-term exposure to PM_2.5 and O₃ were 975,029 and 46,043 in 2018, to which vehicle emission contributed approximately 12.5% and 22.2%, respectively.

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

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

Primary organic gas emissions from gasoline vehicles in China: Factors, composition and trends

Continuous tightening emission standards (ESs) facilitate the reduction of organic gas emissions from gasoline vehicles. Correspondingly, it is essential to update the emissions and chemical speciation of total organic gases (TOGs), including volatile organic compounds (VOCs), intermediate volatility organic compounds (IVOCs), CH₄, and unidentified non-methane hydrocarbons (NMHCs) for assessing the formation of ozone and secondary organic aerosol (SOA). In this study, TOG and speciation emissions from 12 in-use light-duty gasoline vehicle (LDGV) exhausts, covering the ESs from China II to China V, were investigated on a chassis dynamometer under the Worldwide Harmonized Light-duty Test Cycle (WLTC) in China. The results showed that the most effectively controlled subgroup in TOG emissions from LDGVs was VOCs, followed by the unidentified NMHCs and IVOCs. The mass fraction of VOCs in TOGs also reduced from 61 ± 9% to 46 ± 18% while the IVOCs gently increased from 2 ± 0.4% to 8 ± 4% along with the more stringent ESs. For the VOC subsets, the removal efficiency of oxygenated VOCs (OVOCs) was lower than those of other VOC subsets in the ESs from China IV to V, suggesting the importance of OVOC emission controls for relatively new LDGVs. The IVOC emissions were mainly subject to the ESs, then driving cycles and fuel use. The formation potentials of ozone and SOA from LDGVs decreased separately 96% and 90% along with the restricted ESs from China II-III to China IV. The major contributor of SOA formation transformed from aromatics in the VOC subsets for China II-III vehicles to IVOCs for China IV/V vehicles, highlighting that IVOC emissions from LDGVs are also needed more attentions to control in future.

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.

Compositional changes of PM2.5 in NE Spain during 2009-2018: A trend analysis of the chemical composition and source apportionment

In this work, time-series analyses of the chemical composition and source contributions of PM_2.5 from an urban background station in Barcelona (BCN) and a rural background station in Montseny (MSY) in northeastern Spain from 2009 to 2018 were investigated and compared. A multisite positive matrix factorization analysis was used to compare the source contributions between the two stations, while the trends for both the chemical species and source contributions were studied using the Theil-Sen trend estimator. Between 2009 and 2018, both stations showed a statistically significant decrease in PM_2.5 concentrations, which was driven by the downward trends of levels of chemical species and anthropogenic source contributions, mainly from heavy oil combustion, mixed combustion, industry, and secondary sulfate. These source contributions showed a continuous decrease over the study period, signifying the continuing success of mitigation strategies, although the trends of heavy oil combustion and secondary sulfate have flattened since 2016. Secondary nitrate also followed a significant decreasing trend in BCN, while secondary organic aerosols (SOA) very slightly decreased in MSY. The observed decreasing trends, in combination with the absence of a trend for the organic aerosols (OA) at both stations, resulted in an increase in the relative proportion of OA in PM_2.5 by 12% in BCN and 9% in MSY, mostly from SOA, which increased by 7% in BCN and 4% in MSY. Thus, at the end of the study period, OA accounted for 40% and 50% of the annual mean PM_2.5 at BCN and MSY, respectively. This might have relevant implications for air quality policies aiming at abating PM_2.5 in the study region and for possible changes in toxicity of PM_2.5 due to marked changes in composition and source apportionment.

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

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

Intermediate volatile organic compounds emissions from vehicles under real world conditions

Real-world vehicle emission factors (EFs) for the total intermediate volatile organic compounds (total-IVOCs) and volatile organic compounds (VOCs) from mixed fleets of vehicles were quantified in the Yangtze tunnel in Shanghai. Relationships of EFs of IVOCs with fleet compositions and vehicle speed as well as secondary organic formation potentials (SOAFPs) from IVOCs and VOCs were studied. Multiple linear regression (MLR) was used to estimate EFs of total-IVOCs for gasoline and diesel vehicles. IVOCs were classified into unresolved complex mixtures (unspeciated cyclic compounds and branched alkanes (b-alkanes)) and speciated targets (11 n-alkanes and ten polycyclic aromatic hydrocarbons (PAHs)). The results showed that the average EF of total-IVOCs was 24.9 ± 7.8 mg/(km·veh), which was comparable to that of VOCs. Unspeciated cyclic compounds and b-alkanes dominated the main composition (~77% and ~19%), followed by n-alkanes (~4%) and PAHs (~1%). EFs of IVOCs showed a significant, positive relationship with diesel vehicle fractions (p < 0.05). EFs of IVOCs dropped notably with the decrease of the diesel vehicle fractions. SOAFP produced by the total organic compounds (IVOCs + VOCs) was 8.9 ± 2.5 mg/(km·veh), in which up to 86% of SOAFP was from IVOCs. Estimated EFs of total-IVOCs for gasoline vehicles and diesel vehicles were 15.3 and 219.8 mg/(km·veh) respectively. Our results demonstrate that IVOCs emitted from diesel vehicles are the main emission sources under real world conditions and significant contributions of IVOCs emissions to SOA formation is evident, which indicates the necessity of making control policies to reduce IVOCs emissions from vehicles.

Probabilistic total PM2.5 emissions from vehicular sources in Australian perspective

Motor vehicles operating on the road are a significant source of Particulate Matter (PM) emissions depending on the fuels used in the vehicles. Gasoline and Diesel vehicles are directly responsible for the tailpipe PM emissions (specifically PM_2.5: particles ≤ 2.5 µm), known as primary PM_2.5 emissions. The other major direct emissions from the vehicles, which include volatile organic compounds (VOCs), and nitrogen oxides (NOx) contribute to the formation of secondary organic PM, also known as secondary organic aerosols (SOA), through some inter-related chemical reactions. The SOAs are highly toxic and contribute to a portion of total PM emissions. In this research, emission scenarios of both primary PM_2.5 and SOA for a car-dependent expanding Australian city (Adelaide) were analyzed. The variability of traffic characteristics on road was considered and conducted a probabilistic emissions inventory for tailpipe primary PM_2.5 and precursors, while statistical analysis of the probable chemical conversion ratios was considered for the SOA inventory. It was found that the tailpipe emissions from the vehicles were higher than the air quality standard, while the SOA contribution from the vehicles was not significantly high but contributed to the increase of total PM concentration. The analysis of the chemical transformation of SOA precursors justified the importance of conducting more detailed emissions modelling for sustainable urban air quality planning.

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

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

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

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

Highly Resolved Composition during Diesel Evaporation with Modeled Ozone and Secondary Aerosol Formation: Insights into Pollutant Formation from Evaporative Intermediate Volatility Organic Compound Sources

As stricter regulations continue to reduce vehicular emissions, other emission sources such as evaporative emissions from road building and volatile consumer products have become more important in overall pollutant forming emissions in many urban areas. Emission regulations have historically targeted volatile organic compounds (VOCs) to reduce ozone, but intermediate volatility organic compounds (IVOCs) also contribute to ozone formation and the formation of secondary organic aerosol (SOA) that often dominates fine particulate matter. Emission rates and pollutant formation from IVOCs are not well constrained in current inventories and models. This study uses diesel fuel as a representative IVOC mixture in evaporation tests performed in a wind tunnel under varying wind speeds and liquid diesel temperatures. Comprehensive composition measurements guided the development of a model to determine rates of evaporation and estimate pollutant production. Results show that reducing IVOC emissions can result in significant reductions in ozone formation, in addition to the expected reductions in SOA formation, and that IVOC emissions can continue over the course of a month. Ozone formation from IVOC emissions is equal to that from VOCs after 3 days of evaporation at 0.65 g-ozone/g-diesel released. SOA formation is dominated by IVOCs, reaching 0.2 g-SOA/g-diesel released after 30 days.

Abrupt but smaller than expected changes in surface air quality attributable to COVID-19 lockdowns

The COVID-19 lockdowns led to major reductions in air pollutant emissions. Here, we quantitatively evaluate changes in ambient NO2, O3, and PM2.5 concentrations arising from these emission changes in 11 cities globally by applying a deweathering machine learning technique. Sudden decreases in deweathered NO2 concentrations and increases in O3 were observed in almost all cities. However, the decline in NO2 concentrations attributable to the lockdowns was not as large as expected, at reductions of 10 to 50%. Accordingly, O3 increased by 2 to 30% (except for London), the total gaseous oxidant (O x = NO2 + O3) showed limited change, and PM2.5 concentrations decreased in most cities studied but increased in London and Paris. Our results demonstrate the need for a sophisticated analysis to quantify air quality impacts of interventions and indicate that true air quality improvements were notably more limited than some earlier reports or observational data suggested.

Tracer-based characterization of source variations of PM2.5 and organic carbon in Shanghai influenced by the COVID-19 lockdown

Air quality in megacities is significantly impacted by emissions from vehicles and other urban-scale human activities. Amid the outbreak of Coronavirus (COVID-19) in January 2020, strict policies were in place to restrict people's movement, bringing about steep reductions in pollution activities and notably lower ambient concentrations of primary pollutants. In this study, we report hourly measurements of fine particulate matter (i.e., PM_2.5) and its comprehensive chemical speciation, including elemental and molecular source tracers, at an urban site in Shanghai spanning a period before the lockdown restriction (BR) (1 to 23 Jan. 2020) and during the restriction (DR) (24 Jan. to 9 Feb. 2020). The overall PM_2.5 was reduced by 27% from 56.2 ± 40.9 (BR) to 41.1 ± 25.3 μg m^-3 (DR) and the organic carbon (OC) in PM_2.5 was similar, averaged at 5.45 ± 2.37 (BR) and 5.42 ± 1.75 μgC m^-3 (DR). Reduction in nitrate was prominent, from 18.1 (BR) to 9.2 μg m^-3 (DR), accounting for most of the PM_2.5 decrease. Source analysis of PM_2.5 using positive matrix factorization modeling of comprehensive chemical composition, resolved nine primary source factors and five secondary source factors. The quantitative source analysis confirms reduced contributions from primary sources affected by COVID-19, with vehicular emissions showing the largest drop, from 4.6 (BR) to 0.61 μg m^-3 (DR) and the percentage change (-87%) in par with vehicle traffic volume and fuel sale statistics (-60% to -90%). In the same time period, secondary sources are revealed to vary in response to precursor reductions from the lockdown, with two sources showing consistent enhancement while the other three showing reductions, highlighting the complexity in secondary organic aerosol formation and the nonlinear response to broad primary precursor pollutants. The combined contribution from the two secondary sources to PM_2.5 increased from 7.3 ± 6.6 (BR) to 14.8 ± 9.3 μg m^-3 (DR), partially offsetting the reductions from primary sources and nitrate while their increased contribution to OC, from 1.6 ± 1.4 (BR) to 3.2 ± 2.0 μgC m^-3 (DR), almost offset the decrease coming from the primary sources. Results from this work underscore challenges in predicting the benefits to PM_2.5 improvement from emission reductions of common urban primary sources.

Temporal changes in short-term associations between cardiorespiratory emergency department visits and PM2.5 in Los Angeles, 2005 to 2016

BACKGROUND

Emissions control programs targeting certain air pollution sources may alter PM_2.5 composition, as well as the risk of adverse health outcomes associated with PM_2.5.

OBJECTIVES

We examined temporal changes in the risk of emergency department (ED) visits for cardiovascular diseases (CVDs) and asthma associated with short-term increases in ambient PM_2.5 concentrations in Los Angeles, California.

METHODS

Poisson log-linear models with unconstrained distributed exposure lags were used to estimate the risk of CVD and asthma ED visits associated with short-term increases in daily PM_2.5 concentrations, controlling for temporal and meteorological confounders. The models were run separately for three predefined time periods, which were selected based on the implementation of multiple emissions control programs (EARLY: 2005-2008; MIDDLE: 2009-2012; LATE: 2013-2016). Two-pollutant models with individual PM_2.5 components and the remaining PM_2.5 mass were also considered to assess the influence of changes in PM_2.5 composition on changes in the risk of CVD and asthma ED visits associated with PM_2.5 over time.

RESULTS

The relative risk of CVD ED visits associated with a 10 μg/m³ increase in 4-day PM_2.5 concentration (lag 0-3) was higher in the LATE period (rate ratio = 1.020, 95% confidence interval = [1.010, 1.030]) compared to the EARLY period (1.003, [0.996, 1.010]). In contrast, for asthma, relative risk estimates were largest in the EARLY period (1.018, [1.006, 1.029]), but smaller in the following periods. Similar temporal differences in relative risk estimates for CVD and asthma were observed among different age and season groups. No single component was identified as an obvious contributor to the changing risk estimates over time, and some components exhibited different temporal patterns in risk estimates from PM_2.5 total mass, such as a decreased risk of CVD ED visits associated with sulfate over time.

CONCLUSIONS

Temporal changes in the risk of CVD and asthma ED visits associated with short-term increases in ambient PM_2.5 concentrations were observed. These changes could be related to changes in PM_2.5 composition (e.g., an increasing fraction of organic carbon and a decreasing fraction of sulfate in PM_2.5). Other factors such as improvements in healthcare and differential exposure misclassification might also contribute to the changes.

Significant changes in the chemical compositions and sources of PM2.5 in Wuhan since the city lockdown as COVID-19

Wuhan was the first city to adopt the lockdown measures to prevent COVID-19 spreading, which improved the air quality accordingly. This study investigated the variations in chemical compositions, source contributions, and regional transport of fine particles (PM2.5) during January 23-February 22 of 2020, compared with the same period in 2019. The average mass concentration of PM2.5 decreased from 72.9 μg m-3 (2019) to 45.9 μg m-3 (2020), by 27.0 μg m-3. It was predominantly contributed by the emission reduction (92.0%), retrieved from a random forest tree approach. The main chemical species of PM2.5 all decreased with the reductions ranging from 0.85 μg m-3 (chloride) to 9.86 μg m-3 (nitrate) (p < 0.01). Positive matrix factorization model indicated that the mass contributions of seven PM2.5 sources all decreased. However, their contribution percentages varied from -11.0% (industrial processes) to 8.70% (secondary inorganic aerosol). Source contributions of PM2.5 transported from potential geographical regions showed reductions with mean values ranging from 0.22 to 4.36 μg m-3. However, increased contributions of firework burning, secondary inorganic aerosol, road dust, and vehicle emissions from transboundary transport were observed. This study highlighted the complex and nonlinear response of chemical compositions and sources of PM2.5 to air pollution control measures, suggesting the importance of regional-joint control.

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

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

Effects of NOx and SO2 on the secondary organic aerosol formation from the photooxidation of 1,3,5-trimethylbenzene: A new source of organosulfates

1,3,5-Trimethylbeneze (TMB) is an important constituent of anthropogenic volatile organic compounds that contributes to the formation of secondary organic aerosol (SOA). A series of chamber experiments were performed to probe the effects of NO_x and SO₂ on SOA formation from TMB photooxidation. The molecular composition of TMB SOA was investigated by ultra-high performance liquid chromatography/electrospray ionization high-resolution quadrupole time-of-flight mass spectrometry (UPLC/ESI-HR-Q-TOFMS). We found that the SOA yield increases notably with elevated NO_x concentrations under low-NO_x condition ([TMB]₀/[NO_x]₀ > 10 ppbC ppb^-1), while an opposite trend is observed in high-NO_x experiments ([TMB]₀/[NO_x]₀ < 10 ppbC ppb^-1). The increase in SOA yield in low-NO_x regime is attributed to the increase of NO_x-induced OH concentrations. The formation of low-volatility species might be suppressed, thereby leading to a lower SOA yield in high-NO_x conditions. Moreover, SOA formation was promoted in experiment with SO₂ addition. Multifunctional products containing carbonyl, acid, alcohol, and nitrate functional groups were characterized in TMB/NO_x photooxidation, whereas several organosulfates (OSs) and nitrooxy organosulfates were identified in TMB/NO_x/SO₂ photooxidation based on HR-Q-TOFMS analysis. The formation mechanism relevant to the detected compounds in SOA were proposed. Based on our measurements, the photooxidation of TMB in the presence of SO₂ may be a new source of OSs in the atmosphere. The results presented here also deepen the understanding of SOA formation under relatively complex polluted environments.

Asphalt-related emissions are a major missing nontraditional source of secondary organic aerosol precursors

Asphalt-based materials are abundant and a major nontraditional source of reactive organic compounds in urban areas, but their emissions are essentially absent from inventories. At typical temperature and solar conditions simulating different life cycle stages (i.e., storage, paving, and use), common road and roofing asphalts produced complex mixtures of organic compounds, including hazardous pollutants. Chemically speciated emission factors using high-resolution mass spectrometry reveal considerable oxygen and reduced sulfur content and the predominance of aromatic (~30%) and intermediate/semivolatile organic compounds (~85%), which together produce high overall secondary organic aerosol (SOA) yields. Emissions rose markedly with moderate solar exposure (e.g., 300% for road asphalt) with greater SOA yields and sustained SOA production. On urban scales, annual estimates of asphalt-related SOA precursor emissions exceed those from motor vehicles and substantially increase existing estimates from noncombustion sources. Yet, their emissions and impacts will be concentrated during the hottest, sunniest periods with greater photochemical activity and SOA production.

Aerosol-associated n-alkanes over Dhauladhar region of North-Western Himalaya: seasonal variations in sources and processes

Particulate n-alkanes are major constituents of organic aerosols (OA). Being primary in origin, chemically stable and thus long-lived, n-alkanes retains source signatures and along with diagnostic parameters have extensively been used to identify source(s) of OA. Systematic, yearlong study was carried out in the Dhauladhar region of North-Western Himalaya (NWH) to investigate dynamics in the composition and concentration of aerosol-associated n-alkanes. PM₁₀ samples were collected for 24 h, once every week, at an urban mid-altitude location (Dharamshala) and a rural low-altitude site (Pohara). Particulate bound n-alkanes were identified and quantified using thermal desorption gas chromatography mass spectrometry (TD-GCMS). Annual mean concentrations of total n-alkanes (TNA) were 211 ± 99 ng m^-3 and 223 ± 83 ng m^-3, while mass fractions of TNA in PM₁₀ were 4410 ± 1759 ppm and 3622 ± 1243 ppm at Dharamshala and Pohara, respectively. At both sites, a slight dominance of odd carbon-numbered n-alkanes was noticed. The TNA concentration and associated diagnostic parameters indicated unique source profiles at rural and urban locations. Significant seasonal variations were attributed to the contrasting land-use settings and meteorological variations. Influence of petrogenic contributions at urban location and predominance of biogenic contributions at rural location were observed in spring and autumn seasons. Preliminary insights on sources of organic aerosols are presented here. The diagnostic parameters allowed apportionment of biogenic and petrogenic sources. Biogenic emissions from agricultural practices viz. harvesting and threshing were predominant in the rural settings, while tourism-led anthropogenic contributions significantly add to petrogenic contributions in urban environment of the NWH region.

Experimental Evidence of Dioxole Unimolecular Decay Pathway for Isoprene-Derived Criegee Intermediates

Ozonolysis of isoprene, one of the most abundant volatile organic compounds emitted into the Earth's atmosphere, generates two four-carbon unsaturated Criegee intermediates, methyl vinyl ketone oxide (MVK-oxide) and methacrolein oxide (MACR-oxide). The extended conjugation between the vinyl substituent and carbonyl oxide groups of these Criegee intermediates facilitates rapid electrocyclic ring closures that form five-membered cyclic peroxides, known as dioxoles. This study reports the first experimental evidence of this novel decay pathway, which is predicted to be the dominant atmospheric sink for specific conformational forms of MVK-oxide (anti) and MACR-oxide (syn) with the vinyl substituent adjacent to the terminal O atom. The resulting dioxoles are predicted to undergo rapid unimolecular decay to oxygenated hydrocarbon radical products, including acetyl, vinoxy, formyl, and 2-methylvinoxy radicals. In the presence of O₂, these radicals rapidly react to form peroxy radicals (ROO), which quickly decay via carbon-centered radical intermediates (QOOH) to stable carbonyl products that were identified in this work. The carbonyl products were detected under thermal conditions (298 K, 10 Torr He) using multiplexed photoionization mass spectrometry (MPIMS). The main products (and associated relative abundances) originating from unimolecular decay of anti-MVK-oxide and subsequent reaction with O₂ are formaldehyde (88 ± 5%), ketene (9 ± 1%), and glyoxal (3 ± 1%). Those identified from the unimolecular decay of syn-MACR-oxide and subsequent reaction with O₂ are acetaldehyde (37 ± 7%), vinyl alcohol (9 ± 1%), methylketene (2 ± 1%), and acrolein (52 ± 5%). In addition to the stable carbonyl products, the secondary peroxy chemistry also generates OH or HO₂ radical coproducts.

Simulation of organic aerosol formation during the CalNex study: updated mobile emissions and secondary organic aerosol parameterization for intermediate-volatility organic compounds

We describe simulations using an updated version of the Community Multiscale Air Quality model version 5.3 (CMAQ v5.3) to investigate the contribution of intermediate-volatility organic compounds (IVOCs) to secondary organic aerosol (SOA) formation in southern California during the CalNex study. We first derive a model-ready parameterization for SOA formation from IVOC emissions from mobile sources. To account for SOA formation from both diesel and gasoline sources, the parameterization has six lumped precursor species that resolve both volatility and molecular structure (aromatic versus aliphatic). We also implement new mobile-source emission profiles that quantify all IVOCs based on direct measurements. The profiles have been released in SPECIATE 5.0. By incorporating both comprehensive mobile-source emission profiles for semivolatile organic compounds (SVOCs) and IVOCs and experimentally constrained SOA yields, this CMAQ configuration best represents the contribution of mobile sources to urban and regional ambient organic aerosol (OA). In the Los Angeles region, gasoline sources emit 4 times more non-methane organic gases (NMOGs) than diesel sources, but diesel emits roughly 3 times more IVOCs on an absolute basis. The revised model predicts all mobile sources (including on- and off-road gasoline, aircraft, and on- and off-road diesel) contribute ~ 1 μgm-3 to the daily peak SOA concentration in Pasadena. This represents a ~ 70% increase in predicted daily peak SOA formation compared to the base version of CMAQ. Therefore, IVOCs in mobile-source emissions contribute almost as much SOA as traditional precursors such as single-ring aromatics. However, accounting for these emissions in CMAQ does not reproduce measurements of either ambient SOA or IVOCs. To investigate the potential contribution of other IVOC sources, we performed two exploratory simulations with varying amounts of IVOC emissions from nonmobile sources. To close the mass balance of primary hydrocarbon IVOCs, IVOCs would need to account for 12% of NMOG emissions from nonmobile sources (or equivalently 30.7 t d-1 in the Los Angeles-Pasadena region), a value that is well within the reported range of IVOC content from volatile chemical products. To close the SOA mass balance and also explain the mildly oxygenated IVOCs in Pasadena, an additional 14.8% of nonmobile-source NMOG emissions would need to be IVOCs (assuming SOA yields from the mobile IVOCs apply to nonmobile IVOCs). However, an IVOC-to-NMOG ratio of 26.8% (or equivalently 68.5 t d-1 in the Los Angeles-Pasadena region) for nonmobile sources is likely unrealistically high. Our results highlight the important contribution of IVOCs to SOA production in the Los Angeles region but underscore that other uncertainties must be addressed (multigenerational aging, aqueous chemistry and vapor wall losses) to close the SOA mass balance. This research also highlights the effectiveness of regulations to reduce mobile-source emissions, which have in turn increased the relative importance of other sources, such as volatile chemical products.

Impacts of Mixed Gaseous and Particulate Pollutants on Secondary Particle Formation during Ozonolysis of Butyl Vinyl Ether

To clarify how coexisting atmospheric pollutants affect secondary organic aerosol (SOA) formation, we investigated the effects of mixed gaseous pollutants (CO and SO₂) and mixed organic-inorganic (MOI) particles on SOA formation during n-butyl vinyl ether (BVE) ozonolysis. Higher CO levels (90 ppm) were found to significantly change the chemical composition of SOA (prompting monomers while reducing oligomer formation) without causing much change in the overall SOA mass. Based on the positive matrix factorization (PMF) analysis, heterogeneous chemical conversions between preformed and newly formed SOA were the major pathways of SOA formation in the presence of MOI particles. Furthermore, MOI particles had an enhancing effect on SOA formation at 1% relative humidity (RH) but a negligible effect at higher RH (10 and 55%). The enhancing effect was attributed to the formation of multifunctional products resulting from high functionalization of preformed and newly formed SOA. The negligible effect observed was ascribed to the cleavage of unstable oligomers as a result of the reversible oligomerization of preformed and newly formed SOA. Even so, MOI particles could still affect the composition of newly formed SOA. These results highlight the need to account for the significant effect of mixed gaseous and particulate pollutants on both SOA constituents and their evolution.

Assessing NO2 Concentration and Model Uncertainty with High Spatiotemporal Resolution across the Contiguous United States Using Ensemble Model Averaging

NO₂ is a combustion byproduct that has been associated with multiple adverse health outcomes. To assess NO₂ levels with high accuracy, we propose the use of an ensemble model to integrate multiple machine learning algorithms, including neural network, random forest, and gradient boosting, with a variety of predictor variables, including chemical transport models. This NO₂ model covers the entire contiguous U.S. with daily predictions on 1-km-level grid cells from 2000 to 2016. The ensemble produced a cross-validated R² of 0.788 overall, a spatial R² of 0.844, and a temporal R² of 0.729. The relationship between daily monitored and predicted NO₂ is almost linear. We also estimated the associated monthly uncertainty level for the predictions and address-specific NO₂ levels. This NO₂ estimation has a very high spatiotemporal resolution and allows the examination of the health effects of NO₂ in unmonitored areas. We found the highest NO₂ levels along highways and in cities. We also observed that nationwide NO₂ levels declined in early years and stagnated after 2007, in contrast to the trend at monitoring sites in urban areas, where the decline continued. Our research indicates that the integration of different predictor variables and fitting algorithms can achieve an improved air pollution modeling framework.

Assessing NO2 Concentration and Model Uncertainty with High Spatiotemporal Resolution across the Contiguous United States Using Ensemble Model Averaging

NO₂ is a combustion byproduct that has been associated with multiple adverse health outcomes. To assess NO₂ levels with high accuracy, we propose the use of an ensemble model to integrate multiple machine learning algorithms, including neural network, random forest, and gradient boosting, with a variety of predictor variables, including chemical transport models. This NO₂ model covers the entire contiguous U.S. with daily predictions on 1-km-level grid cells from 2000 to 2016. The ensemble produced a cross-validated R² of 0.788 overall, a spatial R² of 0.844, and a temporal R² of 0.729. The relationship between daily monitored and predicted NO₂ is almost linear. We also estimated the associated monthly uncertainty level for the predictions and address-specific NO₂ levels. This NO₂ estimation has a very high spatiotemporal resolution and allows the examination of the health effects of NO₂ in unmonitored areas. We found the highest NO₂ levels along highways and in cities. We also observed that nationwide NO₂ levels declined in early years and stagnated after 2007, in contrast to the trend at monitoring sites in urban areas, where the decline continued. Our research indicates that the integration of different predictor variables and fitting algorithms can achieve an improved air pollution modeling framework.

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%.

Intermediate-Volatility Organic Compound Emissions from Nonroad Construction Machinery under Different Operation Modes

Intermediate-volatility organic compounds (IVOCs) have been found as important sources for secondary organic aerosol (SOA) formation. IVOC emissions from nonroad construction machineries (NRCMs), including two road rollers and three motor graders, were characterized under three operation modes using an improved portable emission measurement system. The fuel-based IVOC emission factors (EFs) of NRCMs varied from 245.85 to 1802.19 mg/kg·fuel, which were comparable at magnitudes to the reported results of an ocean-going ship and on-road diesel vehicles without filters. The discrepancy of IVOC EFs is significant within different operation modes. IVOC EFs under the idling mode were 1.24-3.28 times higher than those under moving/working modes. Unspeciated b-alkanes and cyclic compounds, which were the unresolved components in IVOCs at the molecular level, accounted for approximately 91% of total IVOCs from NRCMs. The SOA production potential analysis shows that IVOCs dominated SOA formation of NRCMs. Our results demonstrate that IVOC emissions from NRCMs are non-negligible. Thus, an accurate estimation of their IVOC emissions would benefit the understanding of SOA formation in the urban atmosphere.

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

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

Changes in triggering of ST-elevation myocardial infarction by particulate air pollution in Monroe County, New York over time: a case-crossover study

BACKGROUND

Previous studies have reported that fine particle (PM_2.5) concentrations triggered ST elevation myocardial infarctions (STEMI). In Rochester, NY, multiple air quality policies and economic changes/influences from 2008 to 2013 led to decreased concentrations of PM_2.5 and its major constituents (SO₄^2-, NO₃^-, elemental and primary organic carbon). This study examined whether the rate of STEMI associated with increased ambient gaseous and PM component concentrations was different AFTER these air quality policies and economic changes (2014-2016), compared to DURING (2008-2013) and BEFORE these polices and changes (2005-2007).

METHODS

Using 921 STEMIs treated at the University of Rochester Medical Center (2005-2016) and a case-crossover design, we examined whether the rate of STEMI associated with increased PM_2.5, ultrafine particles (UFP, < 100 nm), accumulation mode particles (AMP, 100-500 nm), black carbon, SO₂, CO, and O₃ concentrations in the previous 1-72 h was modified by the time period related to these pollutant source changes (BEFORE, DURING, AFTER).

RESULTS

Each interquartile range (3702 particles/cm³) increase in UFP concentration in the previous 1 h was associated with a 12% (95% CI = 3%, 22%) increase in the rate of STEMI. The effect size was larger in the AFTER period (26%) than the DURING (5%) or BEFORE periods (9%). There were similar patterns for black carbon and SO₂.

CONCLUSIONS

An increased rate of STEMI associated with UFP and other pollutant concentrations was higher in the AFTER period compared to the BEFORE and DURING periods. This may be due to changes in PM composition (e.g. higher secondary organic carbon and particle bound reactive oxygen species) following these air quality policies and economic changes.

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

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

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

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

Space-time trends of PM2.5 constituents in the conterminous United States estimated by a machine learning approach, 2005-2015

Particulate matter with aerodynamic diameter less than 2.5 μm (PM_2.5) is a complex mixture of chemical constituents emitted from various emission sources or through secondary reactions/processes; however, PM_2.5 is regulated mostly based on its total mass concentration. Studies to identify the impacts on climate change, visibility degradation and public health of different PM_2.5 constituents are hindered by limited ground measurements of PM_2.5 constituents. In this study, national models were developed based on random forest algorithm, one of machine learning methods that is of high predictive capacity and able to provide interpretable results, to predict concentrations of PM_2.5 sulfate, nitrate, organic carbon (OC) and elemental carbon (EC) across the conterminous United States from 2005 to 2015 at the daily level. The random forest models achieved high out-of-bag (OOB) R² values at the daily level, and the mean OOB R² values were 0.86, 0.82, 0.71 and 0.75 for sulfate, nitrate, OC and EC, respectively, over 2005-2015. The long-term temporal trends of PM_2.5 sulfate, nitrate, OC and EC predictions agreed well with their corresponding ground measurements. The annual mean of predicted PM_2.5 sulfate and EC levels across the conterminous United States decreased substantially from 2005 to 2015; while concentrations of predicted PM_2.5 nitrate and OC decreased and fluctuated during the study period. The annual prediction maps captured the characterized spatial patterns of the PM_2.5 constituents. The distributions of annual mean concentrations of sulfate and nitrate were generally regional in the extent that sulfate decreased from east to west smoothly with enhancement in California and nitrate had higher concentration in Midwest, Metro New York area, and California. OC and EC had regional high concentrations in the Southeast and Northwest as well as localized high levels around urban centers. The spatial patterns of PM_2.5 constituents were consistent with the distributions of their emission sources and secondary processes and transportation. Hence, the national models developed in this study could provide supplementary evaluations of spatio-temporal distributions of PM_2.5 constituents with full time-space coverages in the conterminous United States, which could be beneficial to assess the impacts of PM_2.5 constituents on radiation budgets and visibility degradation, and support exposure assessment for regional to national health studies at county or city levels to understand the acute and chronic toxicity and health impacts of PM_2.5 constituents, and consequently provide scientific evidence for making targeted and effective regulations of PM_2.5 pollution.

Intermediate Volatility Organic Compound Emissions from a Large Cargo Vessel Operated under Real-World Conditions

Intermediate volatility organic compound (IVOC) emissions from a large cargo vessel were characterized under real-world operating conditions using an on-board measurement system. Test ship fuel-based emission factors (EFs) of total IVOCs were determined for two fuel types and seven operating conditions. The average total IVOC EF was 1003 ± 581 mg·kg-fuel^-1, approximately 0.76 and 0.29 times the EFs of primary organic aerosol (POA) emissions from low-sulfur fuel (LSF, 0.38 wt % S) and high-sulfur fuel (HSF, 1.12 wt % S), respectively. The average total IVOC EF from LSF was 2.4 times that from HSF. The average IVOC EF under low engine load (15%) was 0.5-1.6 times higher than those under 36%-74% loads. An unresolved complex mixture (UCM) contributed 86.1 ± 1.9% of the total IVOC emissions. Ship secondary organic aerosol (SOA) production was estimated to be 546.5 ± 284.1 mg·kg-fuel^-1; IVOCs contributed 98.9 ± 0.9% of the produced SOA on average. Fuel type was the dominant determinant of ship IVOC emissions, IVOC volatility distributions, and SOA production. The ship emitted more IVOC mass, produced higher proportions of volatile organic components, and produced more SOA mass when fueled with LSF than when fueled with HSF. When reducing ship POA emissions, more attention should be paid to commensurate control of ship SOA formation potential.

Spatial Distribution of Secondary Organic Aerosol Formation Potential in China Derived from Speciated Anthropogenic Volatile Organic Compound Emissions

Fine particulate matter (PM_2.5), largely composed of secondary organic aerosol (SOA), is currently one of the most intractable environmental problems in China. As crucial precursors for SOA, understanding the formation propensity of various volatile organic compound (VOC) species and sources is useful for pollution control. In this work, we estimated the SOA formation potential (SOAP) of anthropogenic VOC emissions based on an improved speciated VOC emission inventory and investigated its distribution in China. According to our estimates, toluene had the largest SOAP, followed by n-dodecane, m-/p-xylene, styrene, n-decane, and n-undecane, while passenger cars, chemical fiber manufacturing, asphalt paving, and building coating were the top five SOAP-contributing sources nationwide. The spatial distribution of SOAP in China shows a distinct pattern of high values in the southeast and low values in the northwest. Beijing-Tianjin-Hebei and surroundings, the Yangtze River Delta, Pearl River Delta, and Sichuan-Chongqing District were found to have the highest SOAP, particularly in urban areas. The major SOAP-contributing species and sources differed among these regions, which was attributed to local industrial and energy structures. Our results suggest that to mitigate PM_2.5 pollution in China, more efficient SOAP-based control measures should be implemented instead of current emissions-based policies, and VOC control strategies should be adapted to local conditions.