2002-2017 anthropogenic emissions data for air quality modeling over the United States

The United States Environmental Protection Agency (US EPA) has developed a set of annual North American emissions data for multiple air pollutants across 18 broad source categories for 2002 through 2017. The sixteen new annual emissions inventories were developed using consistent input data and methods across all years. When a consistent method or tool was not available for a source category, emissions were estimated by scaling data from the EPA's 2017 National Emissions Inventory with scaling factors based on activity data and/or emissions control information. The emissions datasets are designed to support regional air quality modeling for a wide variety of human health and ecological applications. The data were developed to support simulations of the EPA's Community Multiscale Air Quality model but can also be used by other regional scale air quality models. The emissions data are one component of EPA's Air Quality Time Series Project which also includes air quality modeling inputs (meteorology, initial conditions, boundary conditions) and outputs (e.g., ozone, PM_2.5 and constituent species, wet and dry deposition) for the Conterminous US at a 12 km horizontal grid spacing.

Volatile Chemical Product Enhancements to Criteria Pollutants in the United States

Volatile chemical products (VCPs) are a significant source of reactive organic carbon emissions in the United States with a substantial fraction (>20% by mass) serving as secondary organic aerosol (SOA) precursors. Here, we incorporate a new nationwide VCP inventory into the Community Multiscale Air Quality (CMAQ) model with VCP-specific updates to better model air quality impacts. Model results indicate that VCPs mostly enhance anthropogenic SOA in densely populated areas with population-weighted annual average SOA increasing 15-30% in Southern California and New York City due to VCP emissions (contribution of 0.2-0.5 μg m^-3). Annually, VCP emissions enhance total population-weighted PM_2.5 by ∼5% in California, ∼3% in New York, New Jersey, and Connecticut, and 1-2% in most other states. While the maximum daily 8 h ozone enhancements from VCP emissions are more modest, their influence can cause a several ppb increase on select days in major cities. Printing Inks, Cleaning Products, and Paints and Coatings product use categories contribute ∼75% to the modeled VCP-derived SOA and Cleaning Products, Paints and Coatings, and Personal Care Products contribute ∼81% to the modeled VCP-derived ozone. Overall, VCPs enhance multiple criteria pollutants throughout the United States with the largest impacts in urban cores.

Characterizing the Air Emissions, Transport, and Deposition of Per- and Polyfluoroalkyl Substances from a Fluoropolymer Manufacturing Facility

Per- and polyfluoroalkyl substances (PFASs) have been released into the environment for decades, yet contributions of air emissions to total human exposure, from inhalation and drinking water contamination via deposition, are poorly constrained. The atmospheric transport and fate of a PFAS mixture from a fluoropolymer manufacturing facility in North Carolina were investigated with the Community Multiscale Air Quality (CMAQ) model applied at high resolution (1 km) and extending ∼150 km from the facility. Twenty-six explicit PFAS compounds, including GenX, were added to CMAQ using current best estimates of air emissions and relevant physicochemical properties. The new model, CMAQ-PFAS, predicts that 5% by mass of total emitted PFAS and 2.5% of total GenX are deposited within ∼150 km of the facility, with the remainder transported out. Modeled air concentrations of total GenX and total PFAS around the facility can reach 24.6 and 8500 ng m-3 but decrease to ∼0.1 and ∼10 ng m-3 at 35 km downwind, respectively. We find that compounds with acid functionality have higher deposition due to enhanced water solubility and pH-driven partitioning to aqueous media. To our knowledge, this is the first modeling study of the fate of a comprehensive, chemically resolved suite of PFAS air emissions from a major manufacturing source.

Modeled Full-Flight Aircraft Emissions Impacts on Air Quality and Their Sensitivity to Grid Resolution

Aviation is a unique anthropogenic source with four-dimensional varying emissions, peaking at cruise altitudes (9-12 km). Aircraft emission budgets in the upper troposphere lower stratosphere region and their potential impacts on upper troposphere and surface air quality are not well understood. Our key objective is to use chemical transport models (with prescribed meteorology) to predict aircraft emissions impacts on the troposphere and surface air quality. We quantified the importance of including full-flight intercontinental emissions and increased horizontal grid resolution. The full-flight aviation emissions in the Northern Hemisphere contributed ~1.3% (mean, min-max: 0.46, 0.3-0.5 ppbv) and 0.2% (0.013, 0.004-0.02 μg/m³) of total O₃ and PM_2.5 concentrations at the surface, with Europe showing slightly higher impacts (1.9% (O₃ 0.69, 0.5-0.85 ppbv) and 0.5% (PM_2.5 0.03, 0.01-0.05 μg/m³)) than North America (NA) and East Asia. We computed seasonal aviation-attributable mass flux vertical profiles and aviation perturbations along isentropic surfaces to quantify the transport of cruise altitude emissions at the hemispheric scale. The comparison of coarse (108 × 108 km²) and fine (36 × 36 km²) grid resolutions in NA showed ~70 times and ~13 times higher aviation impacts for O₃ and PM_2.5 in coarser domain. These differences are mainly due to the inability of the coarse resolution simulation to capture nonlinearities in chemical processes near airport locations and other urban areas. Future global studies quantifying aircraft contributions should consider model resolution and perhaps use finer scales near major aviation source regions.

Creating locally-resolved mobile-source emissions inputs for air quality modeling in support of an exposure study in Detroit, Michigan, USA

This work describes a methodology for modeling the impact of traffic-generated air pollutants in an urban area. This methodology presented here utilizes road network geometry, traffic volume, temporal allocation factors, fleet mixes, and emission factors to provide critical modeling inputs. These inputs, assembled from a variety of sources, are combined with meteorological inputs to generate link-based emissions for use in dispersion modeling to estimate pollutant concentration levels due to traffic. A case study implementing this methodology for a large health study is presented, including a sensitivity analysis of the modeling results reinforcing the importance of model inputs and identify those having greater relative impact, such as fleet mix. In addition, an example use of local measurements of fleet activity to supplement model inputs is described, and its impacts to the model outputs are discussed. We conclude that with detailed model inputs supported by local traffic measurements and meteorology, it is possible to capture the spatial and temporal patterns needed to accurately estimate exposure from traffic-related pollutants.