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

Characterization of emissions from rubber modified asphalt and their impact on environmental burden: Insights into composition variability and hazard assessment

Rubber modified asphalt (RMA) is a promising avenue for recycling waste tires but faces concerns over hazardous fumes emission during production and construction. This study employs a specialized apparatus to analyze RMA's emission behavior, focusing on crumb rubber size variations under thermal conditions. Ozone Formation Potential (OFP) and Secondary Organic Aerosol Formation Potential (SOAFP) were quantified to evaluate the environmental burden. Results indicate distinct periods of emission behavior for different pollutants, with H2S emissions primarily occurring within the initial 150 min while volatile organic compounds (VOCs) dominate within the first 270 min. The size of rubber particles and thermal exposure duration influence the VOCs microscopic emission characteristics and environmental burdens. Polycyclic aromatic hydrocarbons (PAHs) emerge as the primary contributors to OFP and SOAFP, accounting for nearly 65 % and 25 %-60 %, respectively. High molecular weight aliphatic hydrocarbons (ALHs) also significantly contribute to SOAFP, with PAHs dominating throughout, while ALHs peak during the middle stage. H2S emissions likely stem from rubber, while early VOC emissions originate from rubber, transitioning to petroleum asphalt during the middle and late stages. Asphalt fractions influence emission behavior and property evolution. These findings inform emission suppression strategies and highlight the need for tailored approaches to mitigate emissions effectively.

Understanding Reductions of PM2.5 Concentration and Its Chemical Composition in the United States: Implications for Mitigation Strategies

Motivated by the recent tightening of the US annual standard of fine particulate matter (PM2.5) concentrations from 12 to 9 μg/m3, there is a need to understand the spatial variation and drivers of historical PM2.5 reductions. We evaluate and interpret the variability of PM2.5 reductions across the contiguous US using high-resolution estimates of PM2.5 and its chemical composition over 1998-2019, inferred from satellite observations, air quality modeling, and ground-based measurements. We separated the 3092 counties into four characteristic regions sorted by PM2.5 trends. Region 1 (primarily Central Atlantic states, 25.9% population) exhibits the strongest population-weighted annual PM2.5 reduction (-3.6 ± 0.4%/yr) versus Region 2 (primarily rest of the eastern US, -3.0 ± 0.3%/yr, 39.7% population), Region 3 (primarily western Midwest, -1.9 ± 0.3%/yr, 25.6% population), and Region 4 (primarily the Mountain West, -0.4 ± 0.5%/yr, 8.9% population). Decomposition of these changes by chemical composition elucidates that sulfate exhibits the fastest reductions among all components in 2720 counties (76% of population), mostly over Regions 1-3, with the 1998-2019 mean sulfate mass fraction in PM2.5 decreasing from Region 1 (29.5%) to Region 4 (11.8%). Complete elimination of the remaining sulfate may be insufficient to meet the new standard for many regions in exceedance. Additional measures are needed to reduce other PM2.5 sources and components for further progress.

Investigation of Earth-Abundant Metal Salts for the Inhibition of Asphalt-Derived Volatile Organic Compounds

Asphalt is used globally in construction for roads, pavements, and buildings; however, as a fossil-derived material, it is known to generate volatile organic compounds (VOCs) upon exposure to heat and light that can be harmful to human health. Several heterogeneous strategies have been reported for the inhibition of these VOCs; however, the direct use of inexpensive, accessible Earth-Abundant metals has not been extensively explored. In this study, simple metal salts are examined for their coordination capability toward asphalt-derived VOCs. From UV-visible (UV-vis) spectroscopic studies, FeCl3 emerged relative to other metal salts (metal = Mn, Co, Ni, Cu, Zn) as a promising candidate for the adsorption and retention of Lewis basic compounds. Coordination of an example oxygen-containing VOC, benzofuran (Bf), to Fe yielded a paramagnetic semi-octahedral complex Fe(Bf)3Cl3. Evaluation by thermal gravimetric analysis (TGA) coupled to infrared spectroscopy (IR) demonstrated that the complex was stable up to 360 °C. Spectroscopic evaluation demonstrated the stability of the complex upon visible light irradiation and in the presence of a variety of organic pollutants. The potential application of Fe was demonstrated by subjecting biochar to FeCl3 followed by the addition of Bf. It was discovered that this Fe-rich biochar was successful at adsorbing Bf suggesting the possibility of introducing Fe to biochar late-stage in processing to deter asphalt degradation and VOC emissions. An understanding of the binding and stability of Fe salts to VOCs provides insight into how a sustainable infrastructure can be achieved.

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

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

Leaching characteristics of metals and Polycyclic Aromatic Hydrocarbons (PAHs) from asphalt paving materials

Asphalt pavement, a major type of road surface, may contain hazardous elements depending on its specific composition. A growing concern has developed regarding the potential leaching of these hazardous constituents from asphalt pavements, particularly when incorporating waste materials and additives. This study investigates the presence of heavy metals and polycyclic aromatic hydrocarbons (PAHs) in leachates from six commonly employed asphalt paving materials. A comprehensive laboratory leaching experiment was conducted on three key sample scales: asphalt binder, asphalt mortar, and asphalt mixture. The impact of the leachates was assessed by the heavy metal pollution index and the toxic equivalency factor based on the benzo[a]pyrene equivalent concentration. The results reveal that leaching tests at the binder and mortar scales provided fundamental insights into leaching characteristics within a relatively short timeframe, while the mixture-scale test was more capable of representing pollutant leaching in near-true scenarios. In addition, the results indicate potential adverse health implications associated with the incorporation of hazardous waste, such as bottom ash, into asphalt pavement. These findings hold significant implications for promoting environmentally responsible practices of asphalt pavement.

Total organic carbon measurements reveal major gaps in petrochemical emissions reporting

Anthropogenic organic carbon emissions reporting has been largely limited to subsets of chemically speciated volatile organic compounds. However, new aircraft-based measurements revealed total gas-phase organic carbon emissions that exceed oil sands industry-reported values by 1900% to over 6300%, the bulk of which was due to unaccounted-for intermediate-volatility and semivolatile organic compounds. Measured facility-wide emissions represented approximately 1% of extracted petroleum, resulting in total organic carbon emissions equivalent to that from all other sources across Canada combined. These real-world observations demonstrate total organic carbon measurements as a means of detecting unknown or underreported carbon emissions regardless of chemical features. Because reporting gaps may include hazardous, reactive, or secondary air pollutants, fully constraining the impact of anthropogenic emissions necessitates routine, comprehensive total organic carbon monitoring as an inherent check on mass closure.

Roadside habitat: Boon or bane for pollinating insects?

Pollinators, which provide vital services to wild ecosystems and agricultural crops, are facing global declines and habitat loss. As undeveloped land becomes increasingly scarce, much focus has been directed recently to roadsides as potential target zones for providing floral resources to pollinators. Roadsides, however, are risky places for pollinators, with threats from vehicle collisions, toxic pollutants, mowing, herbicides, and more. Although these threats have been investigated, most studies have yet to quantify the costs and benefits of roadsides to pollinators and, therefore, do not address whether the costs outweigh the benefits for pollinator populations using roadside habitats. In this article, we address how, when, and under what conditions roadside habitats may benefit or harm pollinators, reviewing existing knowledge and recommending practical questions that managers and policymakers should consider when planning pollinator-focused roadside management.

Primary and Secondary Organic Aerosol Formation from Asphalt Pavements

Asphalt is ubiquitous across cities and a source of organic compounds spanning a wide range of volatility and may be an overlooked source of urban organic aerosols. The emission rate and composition depend strongly on temperature, but emissions have been observed at both application temperatures and surface temperatures during warm sunny days. Here we report primary organic aerosol (POA) emissions and secondary organic aerosol (SOA) production from asphalt. We reheated real-world asphalt samples to application-relevant temperatures (∼130 °C) and typical summertime road-surface temperatures (∼55 °C) and then flushed the emitted vapors into an environmental oxidation chamber containing ammonium sulfate seed particles. SOA was then formed following the photo-oxidation of emissions under high-NOx conditions typical of urban atmospheres. We find that POA only forms at application temperature as it does not require further oxidation, whereas SOA forms under both conditions; with the resulting POA and SOA both being semi-volatile. While total OA formation rates were substantially greater under the limited time spent under application conditions, SOA formation from passive asphalt heating presents a potential long-term source, as heating continues for the lifetime of the road surface. This suggests that persistent asphalt solar heating is likely a considerable and continued source of summertime SOA in urban environments.

Effect of blending of medium-temperature phase change material on the bitumen storage heat

This study aims to investigate the feasibility of using D-Mannitol as a phase-change material (PCM) to increase the energy storage capacity and improve the thermomechanical characteristics of the modified bitumen. D-mannitol (Dm) was incorporated into Bitumen (Bm) using a high-speed shearing method. The results showed that the integration of PCM enhanced the physical characteristics of the basic bitumen, with the modified bitumen having a melting point close to that of D-mannitol (Tm = 164 °C). The D-mannitol was found to crystallize during cooling, indicating that it can store or release heat in the latent form. The specific heat capacity of the modified bitumen was proven to increase gradually as the PCM content (2, 4, and 8 wt%) increased. The maximum temperature regulation effect of the modified bitumen was observed when the PCM content reached 8 wt%, resulting in a temperature reduction of up to 9 °C. This study provides a basis for the utilization of D-Mannitol as a form of energy storage in bitumen-based pavement applications.

Research on air pollutants and odour emissions from paving hot-mix asphalt with end-of-life tyre rubber

This article discusses different types of pollution from the paving process and the influence of using hot mix asphalt without and including end-of-life tyre rubber. This new composition type is one of the possible solutions to reduce the amount of used transport tyres and a new way to use less valuable raw materials. The research carried out involved analyzers applied under conditions of a mobile laboratory and handheld particle counters. Odour samples were taken using a vacuum chamber in Tedlar containers, and the level of odours was analyzed adopting the olfactometric method. Exposure to gaseous carbon, nitrogen and sulphur oxides and particulate matter up to 10 µm, fractions from 0.3 µm to 10 µm, as well as the odours emitted that cover the soil surface with the hot-mix asphalt-rubber mixture was examined. The average decrease in pollution using the asphalt-rubber mixture is about 3.8-4 % of nitrogen oxides, 10 % of particulate matter of 1.5-10, and an increase is approximately 9 % for particulate matter of 0.8-1 µm and 15 % for sulphur dioxide. The level of odour of compacted asphalt is around 2.8times lower than that in the case of level asphalt.

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.

Atmospheric gaseous aromatic hydrocarbons in eastern China based on mobile measurements: Spatial distribution, secondary formation potential and source apportionment

Monocyclic aromatic hydrocarbons (MAHs) and polycyclic aromatic hydrocarbons (PAHs) are both well known as hazardous air pollutants and also important anthropogenic precursors of tropospheric ozone (O₃) and secondary organic aerosols (SOA). In recent years, there have been intensive studies covering MAHs emission from various sources and their behavior under stimulated photochemical conditions. Yet in-situ measurements of PAHs presence and variations in ambient air are sparse. Herein we conducted large geometrical scale mobile measurements for 16 aromatic hydrocarbons (AHs, including 7 MAHs and 9 PAHs) in eastern China between October 27 and November 8, 2019. This unique dataset has allowed for some insights in terms of AHs concentration variations, accompanying chemical composition, source contributions and spatial distributions in eastern China. In general, AHs showed a clear concentration variability between the south and the north of the Yangtze River Delta (YRD). The concentrations of PAHs were approximately 9% of AHs, but contributed 23% of SOA formation potential. Source apportionment via positive matrix factorization (PMF) model revealed that industrial processes as the largest source (44%) of observed AHs, followed by solvent usage (21%), vehicle exhaust (19%), coal combustion (11%) and coking processes (6%). In the perspective of PAHs sources, coal combustion emissions were identified as the dominating factor of a share of 41%-52% in eastern China. Our findings complemented the simultaneously monitoring information of PAHs and MAHs in eastern China, revealed the importance of PAHs to SOA formation and highlighted the necessity of formulating strategies to reduce emissions from anthropogenic sources and reduce risks to human health.

Policy-Related Gains in Urban Air Quality May Be Offset by Increased Emissions in a Warming Climate

Air quality policies have made substantial gains by reducing pollutant emissions from the transportation sector. In March 2020, New York City's activities were severely curtailed in response to the COVID-19 pandemic, resulting in 60-90% reductions in human activity. We continuously measured major volatile organic compounds (VOCs) during January-April 2020 and 2021 in Manhattan. Concentrations of many VOCs decreased significantly during the shutdown with variations in daily patterns reflective of human activity perturbations, resulting in a temporary ∼28% reduction in chemical reactivity. However, the limited effect of these dramatic measures was outweighed by larger increases in VOC-related reactivity during the anomalously warm spring 2021. This emphasizes the diminishing returns from transportation-focused policies alone and the risk of increased temperature-dependent emissions undermining policy-related gains in a warming climate.

Toxicological Effects of Secondary Air Pollutants

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

Phytoremediation as a potential technique for vehicle hazardous pollutants around highways

With the synchronous development of highway construction and the urban economy, automobiles have entered thousands of households as essential means of transportation. This paper reviews the latest research progress in using phytoremediation technology to remediate the environmental pollution caused by automobile exhaust in recent years, including the prospects for stereoscopic forestry. Currently, most automobiles on the global market are internal combustion vehicles using fossil energy sources as the primary fuel, such as gasoline, diesel, and liquid or compressed natural gas. The composition of vehicle exhaust is relatively complex. When it enters the atmosphere, it is prone to a series of chemical reactions to generate various secondary pollutants, which are very harmful to human beings, plants, animals, and the eco-environment. Despite improving the automobile fuel quality and installing exhaust gas purification devices, helping to reduce air pollution, the treatment costs of these approaches are expensive and cannot achieve zero emissions of automobile exhaust pollutants. The purification of vehicle exhaust by plants is a crucial way to remediate the environmental pollution caused by automobile exhaust and improve the environment along the highway by utilizing the ecosystem's self-regulating ability. Therefore, it has become a global trend to use phytoremediation technology to restore the automobile exhaust pollution. Now, there is no scientific report or systematic review about how plants absorb vehicle pollutants. The screening and configuration of suitable plant species is the most crucial aspect of successful phytoremediation. The mechanisms of plant adsorption, metabolism, and detoxification are reviewed in this paper to address the problem of automobile exhaust pollution.

Bio-grafted silica to make an asphalt road a sink for reactive environmental pollutants

Asphalt-surfaced areas such as roads have been reported as major non-combustion sources of reactive organic compounds in urban areas. Emission of latter compounds from asphalt is exacerbated due to exposure to sunlight and high temperature, contributing to negative human and environmental health outcomes. Furthermore, loss of asphalt components over time is linked to bitumen's aging that reduces service life of roads. Here, we introduce a designed bio-grafted-silica nano-filler derived from wood pellet as a sink for latter volatile compounds in an asphalt mixture. Molecular modeling calculations showed the remarkable adsorptive activity of the bio-grafted silica for trapping select asphalt volatiles, especially for the sulfur-containing aromatics and the oxygen-containing aromatics. Laboratory experiment revealed that the bitumen modified with bio-grafted silica exhibited up to 23% lower signs of aging. Thermogravimetric analysis proved that the modified bitumen exhibited a 16% reduction in mass loss compared to neat bitumen. Dynamic vapor sorption analysis also showed bio-grafted silica adsorbed higher amounts of a candidate volatile than pristine silica. The study outcomes highlights the advantages of a bio-derived modifier in asphalt to address concerns associated with the loss of hazardous compounds.

Exposure of construction workers to hazardous emissions in highway rehabilitation projects measured with low-cost sensors

Construction workers on highway rehabilitation projects can be exposed to a combination of traffic- and construction-related emissions. To assess the personal exposure a worker experiences, a portable battery-operated Air Quality Device (AQD) was utilised to measure emissions during normal construction operations of a major road rehabilitation project. Emissions measured were nitrogen dioxide (NO₂), Total Volatile Organic Compounds (TVOCs) and Particulate Matter (PM₁₀, PM_2.5, and PM₁). The objective of the paper is to document the hazardous emissions that construction workers may be exposed to and allow for a basis of informed decision making to mitigate the risks of a road construction project. Most critically, this article is designed to raise awareness of the potential impact to a worker's wellbeing as well as highlight the need for further research. Through statistical analysis, asphalt paving was identified as the most hazardous activity in terms of exposure relative to other activities. This activity was further assessed using discrete-time Markov chain Monte Carlo simulations with results indicating a high probability that workers may be exposed to greater hazardous emission concentrations than measured. Limiting the distance to the source of emissions, large-scale use of warm-mix asphalt and reducing the idling times of construction vehicles were identified as practical mitigation measures to reduce exposure and aid in achieving zero-harm objectives. Finally, it is found that males are more susceptible to long-term implications of hazardous emission inhalation and should be more aware if the scenarios they might work in expose them to this.

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.

Ammonium-adduct chemical ionization to investigate anthropogenic oxygenated gas-phase organic compounds in urban air

Volatile chemical products (VCPs) and other non-combustion-related sources have become important for urban air quality, and bottom-up calculations report emissions of a variety of functionalized compounds that remain understudied and uncertain in emissions estimates. Using a new instrumental configuration, we present online measurements of oxygenated organic compounds in a U.S. megacity over a 10-day wintertime sampling period, when biogenic sources and photochemistry were less active. Measurements were conducted at a rooftop observatory in upper Manhattan, New York City, USA using a Vocus chemical ionization time-of-flight mass spectrometer with ammonium (NH4 +) as the reagent ion operating at 1 Hz. The range of observations spanned volatile, intermediate-volatility, and semi-volatile organic compounds with targeted analyses of ~150 ions whose likely assignments included a range of functionalized compound classes such as glycols, glycol ethers, acetates, acids, alcohols, acrylates, esters, ethanolamines, and ketones that are found in various consumer, commercial, and industrial products. Their concentrations varied as a function of wind direction with enhancements over the highly-populated areas of the Bronx, Manhattan, and parts of New Jersey, and included abundant concentrations of acetates, acrylates, ethylene glycol, and other commonly-used oxygenated compounds. The results provide top-down constraints on wintertime emissions of these oxygenated/functionalized compounds with ratios to common anthropogenic marker compounds, and comparisons of their relative abundances to two regionally-resolved emissions inventories used in urban air quality models.

The Investigation of Volatile Organic Compounds (VOCs) Emissions in Environmentally Friendly Modified Asphalt

Asphalt pavements are increasingly used in road engineering; however, the release of volatile organic compounds (VOCs) from asphalt can harm the environment and humans. In this study, different types of modifiers are added to 70# virgin asphalt to prepare environmentally friendly modified asphalt, and its performance is analyzed. Through the self-designed simple asphalt heating-emission collection and detection device, the inhibition effect of different types of modifier combinations on VOCs in the asphalt emmissions was explored. Then, VOCs emission curves of modified asphalt at different temperatures were studied, and finally the basic physical properties of the environmentally friendly modified asphalt were tested. The test results showed that the optimal modifier combination was 5% activated carbon and 3% surfactant, in which the VOCs and the peak value of asphalt heating emissions were only 1385 min·ppm and 86 ppm, respectively, which represented the best VOCs suppression effect of other groups. At the same time, the modified asphalt with optimal additives improved the high-temperature performance of 70# base asphalt and did not affect the storage stability.

Watching Paint Dry: Organic Vapor Emissions from Architectural Coatings and their Impact on Secondary Organic Aerosol Formation

Emissions from volatile chemical products (VCPs) are emerging as a major source of anthropogenic secondary organic aerosol (SOA) precursors. Paints and coatings are an important class of VCPs that emit both volatile and intermediate volatility organic compounds (VOCs and IVOCs). In this study, we directly measured I/VOC emissions from representative water- (latex) and oil-based paints used in the U.S. Paint I/VOC emissions vary by several orders of magnitude by both the solvent and gloss level. Oil-based paints had the highest emissions (>10⁵ μg/g-paint), whereas low-gloss interior paints (Flat, Satin, and Semigloss) all emitted ∼10² μg/g-paint. Emissions from interior paints are dominated by VOCs, whereas exterior-use paints emitted a larger fraction of IVOCs. Extended emission tests showed that most I/VOC emissions occur within 12-24 h after paint application, though some paints continue to emit IVOCs for 48 h or more. We used our data to estimate paint I/VOC emissions and the subsequent SOA production in the U.S. Total annual paint I/VOC emissions are 48-155 Gg (0.15-0.48 kg/person). These emissions contribute to the formation of 2.2-7.5 Gg of SOA annually. Oil-based paints contribute 70-98% of I/VOC emissions and 61-99% of SOA formation, even though they only account for a minority of paint usage.

Self-Healing Properties of Asphalt Concrete with Calcium Alginate Capsules Containing Different Healing Agents

Calcium alginate capsules encapsulating rejuvenator are a promising self-healing technology for asphalt pavement, but the effects of different healing agents on the self-healing performance of asphalt concrete has not been considered. In view of this, this paper aimed at exploring the effects of calcium alginate capsules containing different healing agents on the self-healing properties of asphalt concrete. Three types of capsules with sunflower oil, waste cooking oil and commercial rejuvenator were fabricated via the orifice-coagulation bath method and the interior structure, mechanical strength, thermal stability and oil content of the prepared capsules were characterized. The healing levels of asphalt mixtures with different capsules under different loading cycles and stress levels were evaluated. Furthermore, the saturates, aromatics, resins and asphaltenes (SARA) fractions and rheological property of extracted asphalt binder within test beams with different capsules after different loading conditions were assessed. The results indicated that all the three types of capsules meet the mechanical and thermal requirement of mixing and compaction of asphalt mixtures. The healing levels of test beams containing vegetable oil capsules were higher than that of waste cooking oil capsules and industrial rejuvenator capsules. The strength recovery ratio and fracture energy recovery ratio of test beams with vegetable oil capsules reached 82.8% and 96.6%, respectively, after 20,000 cycles of compressive loading at 1.4 MPa. The fracture energy recovery ratio of the waste cooking oil capsules also reached as high as 90%, indicating that waste cooking oil can be used as the healing agent of calcium alginate capsules to improve the self-healing property of asphalt mixture. This work provides a significant guide for the selection of healing agent for self-healing capsules in the future.

Recycled plastic modified bitumen: Evaluation of VOCs and PAHs from laboratory generated fumes

A key aspect when investigating the use of recycled plastics in bitumen relates considerably to the issues relating to occupational, health and safety for humans and the environment from a fuming and emissions perspective. This research investigates laboratory-generated fumes in the forms of volatile organic compounds (VOCs), and polycyclic aromatic hydrocarbons (PAHs) generated from producing polymer modified bitumen using five different types of recycled plastics. A comparative analysis of recycled plastic modified bitumen fumes was conducted based on a series of optimized parameters, including working temperatures (160 °C, 180 °C and 200 °C) and polymer contents (1%, 2%, 4% and 6% by weight of bitumen) against neat bitumen and polymer-modified bitumen. Forty-eight volatile organic compounds (VOCs) and sixteen polycyclic aromatic hydrocarbons (PAHs) were quantified using gas chromatography-mass spectrometry (GC-MS). The results from the comparative analysis revealed that the incorporation of recycled plastics could reduce overall emissions from both VOCs and PAHs perspectives. The reduction in emissions can be attributed to the enhancement in thermal stability of the bitumen blend when recycled plastics are added. The reduction rate is heavily dependent on the type and source of recycled plastics used in the blending process. Furthermore, a specific compound concentration analysis of the top-four weighted compounds emitted reveals that the total concentration of emissions can be deceiving as specific compounds can spike when adding recycled plastics in bitumen despite a reduction trend for the overall concentration.

Emissions of Carbonaceous Particulate Matter and Ultrafine Particles from Vehicles—A Scientific Review in a Cross-Cutting Context of Air Pollution and Climate Change

Airborne particulate matter (PM) is a pollutant of concern not only because of its adverse effects on human health but also on visibility and the radiative budget of the atmosphere. PM can be considered as a sum of solid/liquid species covering a wide range of particle sizes with diverse chemical composition. Organic aerosols may be emitted (primary organic aerosols, POA), or formed in the atmosphere following reaction of volatile organic compounds (secondary organic aerosols, SOA), but some of these compounds may partition between the gas and aerosol phases depending upon ambient conditions. This review focuses on carbonaceous PM and gaseous precursors emitted by road traffic, including ultrafine particles (UFP) and polycyclic aromatic hydrocarbons (PAHs) that are clearly linked to the evolution and formation of carbonaceous species. Clearly, the solid fraction of PM has been reduced during the last two decades, with the implementation of after-treatment systems abating approximately 99% of primary solid particle mass concentrations. However, the role of brown carbon and its radiative effect on climate and the generation of ultrafine particles by nucleation of organic vapour during the dilution of the exhaust remain unclear phenomena and will need further investigation. The increasing role of gasoline vehicles on carbonaceous particle emissions and formation is also highlighted, particularly through the chemical and thermodynamic evolution of organic gases and their propensity to produce particles. The remaining carbon-containing particles from brakes, tyres and road wear will still be a problem even in a future of full electrification of the vehicle fleet. Some key conclusions and recommendations are also proposed to support the decision makers in view of the next regulations on vehicle emissions worldwide.

Modeling secondary organic aerosol formation from volatile chemical products

Volatile chemical products (VCPs) are commonly-used consumer and industrial items that are an important source of anthropogenic emissions. Organic compounds from VCPs evaporate on atmospherically relevant time scales and include many species that are secondary organic aerosol (SOA) precursors. However, the chemistry leading to SOA, particularly that of intermediate volatility organic compounds (IVOCs), has not been fully represented in regional-scale models such as the Community Multiscale Air Quality (CMAQ) model, which tend to underpredict SOA concentrations in urban areas. Here we develop a model to represent SOA formation from VCP emissions. The model incorporates a new VCP emissions inventory and employs three new classes of emissions: siloxanes, oxygenated IVOCs, and nonoxygenated IVOCs. VCPs are estimated to produce 1.67 μg m^-3 of noontime SOA, doubling the current model predictions and reducing the SOA mass concentration bias from -75% to -58% when compared to observations in Los Angeles in 2010. While oxygenated and nonoxygenated intermediate volatility VCP species are emitted in similar quantities, SOA formation is dominated by the nonoxygenated IVOCs. Formaldehyde and SOA show similar relationships to temperature and bias signatures indicating common sources and/or chemistry. This work suggests that VCPs contribute up to half of anthropogenic SOA in Los Angeles and models must better represent SOA precursors from VCPs to predict the urban enhancement of SOA.

Stakeholders' perceptions and preferences towards industrial water sensitive development in New Zealand

Understanding stakeholders' perceptions and preferences is key to promoting Industrial Water Sensitive Design (IWSD). A questionnaire was distributed to stakeholders in a conventional New Zealand industrial area. The results showed that technological feasibility limitation, institutional inertia, and cognitive shortage were the main barriers to IWSD application, though stakeholders supported IWSD and preferred the vegetation-based measures. IWSD should focus on achieving the enhancement of environmental quality, greening functions, community well-being, traffic and driving convenience, and balancing the aesthetic demand and attractiveness of IWSD projects. Improving the threshold of IWSD measures' pollutant removal capacity and optimizing infiltration places and flow paths are also vital. Results suggest IWSD implementation requires the transformation of public awareness, the establishment of sound regulations, plus IWSD guidance, practitioner training guidance, and incentive mechanisms. The findings facilitate public acceptance, strategic planning, the formulation of regulations for future IWSD application, and achievement of sustainable industrial development. The study concludes by providing recommendations for future work. PRACTITIONER POINTS: Industrial Sustainable Stormwater Management is a research and practice gap. The main barriers of IWSD are technological feasibility limitation, institutional inertia, and cognitive shortage. Traffic and driving convenience, greening functions, aesthetic value balance, and health improvement are vital for improving social acceptance of IWSD. IWSD requires sound policy, awareness transformation, and reasonable design for capacity of IWSD measures and stormwater infiltration and flow.

Air pollutant emissions from the asphalt industry in Beijing, China

Improving our understanding of air pollutant emissions from the asphalt industry is critical for the development and implementation of pollution control policies. In this study, the spatial distribution of potential maximum emissions of volatile organic compounds (VOCs) in the complete life cycle of asphalt mixtures, as well as the particulate matter (PM), asphalt fume, nonmethane hydrocarbons (NMHCs), VOCs, and benzoapyrene (BaP) emissions from typical processes (e.g., asphalt and concrete mixing stations, asphalt heating boilers, and asphalt storage tanks) in asphalt mixing plants, were determined in Beijing in 2017. The results indicated that the potential maximum emissions of VOCs in the complete life cycle of asphalt mixtures were 18,001 ton, with a large contribution from the districts of Daxing, Changping, and Tongzhou. The total emissions of PM, asphalt fume, NMHC, VOCs, and BaP from asphalt mixing plants were 3.1, 12.6, 3.1, 23.5, and 1.9 × 10^-3 ton, respectively. The emissions of PM from asphalt and concrete mixing stations contributed the most to the total emissions. The asphalt storage tank was the dominant emission source of VOCs, accounting for 96.1% of the total VOCs emissions in asphalt mixing plants, followed by asphalt heating boilers. The districts of Daxing, Changping, and Shunyi were the dominant regions for the emissions of PM, asphalt fume, NMHC, and BaP, while the districts of Shunyi, Tongzhou, and Changping contributed the most emissions of VOCs.

Evolution of Atmospheric Total Organic Carbon from Petrochemical Mixtures

Reactive organic compounds play a central role in the formation of ozone and secondary organic aerosols. The ability to accurately predict their fate, in part, relies upon quantitative knowledge of the chemical and physical parameters associated with the total organic carbon (TOC), which includes both precursors and oxidation products that evolve in the atmosphere over short to long time scales. However, such knowledge, obtained via limited carbon closure experiments, has not been attained for complex anthropogenic emissions. Here we present the first comprehensive characterization of TOC in the atmospheric oxidation of organic vapors from light and heavy oil mixtures associated with oil sand operations. Despite the complexity of the investigated oil mixtures, we are able to achieve carbon closure (83-116%) within the uncertainties (±20%), with the degree of the closure being dependent upon the vapor composition and NO_x levels. In contrast to biogenic precursors (e.g., α-pinene), the photochemical time scale required for a largely complete oxidation and evolution of chemical parameters is very long for the petrochemical vapors (i.e., ∼7-10 days vs ∼1 day), likely due to the lower initial precursor reactivity. This suggests that petrochemical emissions and their impacts are likely to extend further spatially than biogenic emissions, and retain more of their complex composition and reactivity for many days. The results of this work provide key parameters to regional models for further improving the representation of the chemical evolution of petrochemical emissions.

Gas-Phase Chlorine Radical Oxidation of Alkanes: Effects of Structural Branching, NOx, and Relative Humidity Observed during Environmental Chamber Experiments

Chlorine-initiated oxidation of alkanes has been shown to rapidly form secondary organic aerosol (SOA) at higher yields than OH-alkane reactions. However, the effects of alkane volatile organic compound precursor structure and the reasons for the differences in SOA yield from OH-alkane reactions remain unclear. In this work, we investigated the effects of alkane molecular structure on oxidation by chlorine radical (Cl) and resulting formation of SOA through a series of laboratory chamber experiments, utilizing data from an iodide chemical ionization mass spectrometer and an aerosol chemical speciation monitor. Experiments were conducted with linear, branched, and branched cyclic C₁₀ alkane precursors under different NO_x and RH conditions. Observed product fragmentation patterns during the oxidation of branched alkanes demonstrate the abstraction of primary hydrogens by Cl, confirming a key difference between OH- and Cl-initiated oxidation of alkanes and providing a possible explanation for higher SOA production from Cl-initiated oxidation. Low-NO_x conditions led to higher SOA production. SOA formed from butylcyclohexane under low NO_x conditions contained higher fractions of organic acids and lower volatility molecules that were less prone to oligomerization relative to decane SOA. Branched alkanes produced less SOA, and branched cycloalkanes produced more SOA than linear n-alkanes, consistent with past work on OH-initiated reactions. Overall, our work provides insights into the differences between Cl- and OH-initiated oxidation of alkanes of different structures and the potential significance of Cl as an atmospheric oxidant.

Assessment of heavy metal pollution in soils and health risk consequences of human exposure within the vicinity of hot mix asphalt plants in Rivers State, Nigeria

This study evaluated the level of heavy metal pollution in soils within the vicinity of hot mix asphalt (HMA) plants and the health risk consequences of human exposure to the heavy metals. Soil samples collected from two asphalt plants during dry and rainy seasons were analyzed for Cr, Co, Cu, Ni, Mn, Cd, Pb, and Zn with atomic absorption spectrophotometer (AAS). Health risk indices were assessed as chronic daily intake (CDI), hazard quotient (HQ), hazard index (HI), and carcinogenic risk (CR) while the degree of pollution was assessed with geo-accumulation index (Igeo) and contamination factor (CF). The pollution assessment revealed that the soil samples were moderately to highly polluted with Cd. In both seasons, Zn and Mn, respectively, had the highest CDI values for ingestion, inhalation, and dermal route for both asphalt plants while Cd has the least CDI values for all the routes in both plants. The HQ and HI values for all the metals were less than 1.00E + 00 indicating no non-carcinogenic risk from exposure to any of the metals. Furthermore, the dermal route was found to be the least likely model for health risks associated with human exposure to soil heavy metals within the vicinity of the plants. The CR values for the metals were also within threshold value indicating non-significant cancer risk from exposure to the metals. Though no significant health risks were observed in the study, clean and efficient production of hot mix asphalt should be encouraged to minimize health risks and environmental pollution during production and usage.

Chemical source profiles of fine particles for five different sources in Delhi

Increasing emissions from sources such as construction and burning of biomass from crop residues, roadside and municipal solid waste have led to a rapid increase in the atmospheric concentrations of fine particulate matter (≤2.5 μm; PM_2.5) over many Indian cities. Analyses of their chemical profiles are important for receptor models to accurately estimate the contributions from different sources. We have developed chemical source profiles for five important pollutant sources - construction (CON), paved road dust (PRD), roadside biomass burning (RBB), solid waste burning (SWB), and crop residue burning (CPB) - during three intensive campaigns (winter, summer and post-monsoon) in and around Delhi. We obtained chemical characterisations of source profiles incorporating carbonaceous material such as organic carbon (OC) and elemental carbon (EC), water-soluble ions (F^-, Cl^-, NO₂^-, NO₃^-, SO₄^2-, PO₄^3-, Na⁺ and NH₄⁺), and elements (Mg, Al, Si, P, S, Cl, K, Ca, Ti, V, Cr, Mn, Fe, Co, Ni, Cu, Zn, As, Br, Rb, Sr, Ba, and Pb). CON was dominated by the most abundant elements, K, Si, Fe, Al, and Ca. PRD was also dominated by crustal elements, accounting for 91% of the total analysed elements. RBB, SWB and CPB profiles were dominated by organic matter, which accounted for 94%, 86.2% and 86% of the total PM_2.5, respectively. The database of PM emission profiles developed from the sources investigated can be used to assist source apportionment studies for accurate quantification of the causes of air pollution and hence assist governmental bodies in formulating relevant countermeasures.

Enhancing the Functional and Environmental Properties of Asphalt Binders and Asphalt Mixtures Using Tourmaline Anion Powder Modification

Due to its good piezoelectric and thermoelectrical properties, tourmaline anion powder (TAP) can be used as a potential modifier to improve the piezoelectric, thermoelectric, rheological, and mechanical properties of asphalt binders and asphalt mixtures, respectively. This study was conducted to investigate the functional, piezoelectric, and thermoelectric properties of a TAP-modified asphalt binder (TAPMA) and the corresponding asphalt mixtures. In the study, the TAPMA’s environmental friendliness, such as the volatile organic compound (VOC) adsorption and metal immobilization, were investigated. Compared to TAP at 3.95 pC/N, the piezoelectric constant of TAPMA was found to be 3.42 pC/N. In general, the results indicated that TAP could potentially improve the functional properties of asphalt binders and asphalt mixtures, including the piezoelectric and thermoelectrical properties. With respect to environmental enhancement, the asphalt binder VOC emission reduced to 50% after TAP addition. In terms of metal immobilization, the heavy metals Fe and Ti exhibited the best stability followed by the alkali metals Li, K and Na, and lastly, Ca and Mg, respectively. Nonetheless, the emission concentrations of all the metals were below the regulatory threshold. Furthermore, the study findings also indicated that TAPMA can potentially adsorb the tail gas emissions of vehicles and heavy metals.

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.

Non-exhaust traffic emissions: Sources, characterization, and mitigation measures

Non-exhaust emissions (NEE) of particulate matter (PM) from brake, tyre, road pavement and railway wear, as well as resuspension of already deposited road dust, account for up to 90% by mass of total traffic-related PM emitted. This review aims at analysing the current knowledge on road traffic NEE regarding sources, particle generation processes, chemical and physical characterization, and mitigation strategies. The literature on this matter often presents highly variable and hardly comparable results due to the heterogeneity of NEE sources and the absence of standardized sampling and measurement protocols. As evidence, emission factors (EFs) were found to range from 1 mg km^-1 veh^-1 to 18.5 mg km^-1 veh^-1 for brake wear, and from 0.3 mg km^-1 veh^-1 to 7.4 mg km^-1 veh^-1 for tyre wear. Resuspended dust, which varies in even wider ranges (from 5.4 mg km^-1 veh^-1 to 330 mg km^-1 veh^-1 for cars), is considered the prevailing NEE source. The lack of standardized monitoring approaches resulted in the impossibility of setting international regulations to limit NEE. Therefore, up until now the abatement of NEE has only been achieved by mitigation and prevention strategies. However, the effectiveness of these measures still needs to be improved and further investigated. As an example, mitigation strategies, such as street washing or sweeping, proved effective in reducing PM levels, but only in the short term. The replacement of internal combustion engines vehicles with electric ones was instead proposed as a prevention strategy, but there are still concerns regarding the increase of NEE deriving from the extra weight of the batteries. The data reported in this review highlighted the need for future studies to broaden their research area, and to focus not only on the standardization of methods and the introduction of regulations, but also on improving already existing technologies and mitigating strategies.

Impact of OA on the Temperature Dependence of PM 2.5 in the Los Angeles Basin

Air quality policy in the Los Angeles megacity is a guidepost for other megacities. Over the last 2 decades, the policy has substantially reduced aerosol (OA) concentrations and the frequency of high aerosol events in the region. During this time, the emissions contributing to, and the temperature associated with, high aerosol events have changed. Early in the record, aerosol concentrations responded to a variety of different sources. We show that emission control has been effective with a strong decrease in temperature-independent sources. As a result, the response of aerosol to temperature has become a dominant feature of high aerosol events in the basin. The organic fraction of the aerosol (OA) increases with the temperature approaching 35% at 40 °C. We describe a simple conceptual model of aerosol in Los Angeles, illustrating how benzene, toluene, ethylbenzene, and xylenes (BTEX) and isoprene, along with molecules for which these are plausible surrogates such as monoterpenes, are sufficient to explain the observed temperature dependence of PM 2.5.