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.

Aethalometer measurements in a road tunnel: A step forward in the characterization of black carbon emissions from traffic

A sampling campaign was conducted in the Liberdade Avenue tunnel (Braga, Portugal) during a week (with 56,000 vehicles) to monitor black carbon (eBC-equivalent black carbon) by means of an Aethalometer AE-31, and gaseous pollutants (CO₂, CO, NO_x). Inside the tunnel, the mean eBC mass concentration was 21 ± 10 μg m^-3, reaching a maximum hourly value of 49.0 μg m^-3. An hourly and weekday-weekend study was carried out. Regarding the Absorption Ångström exponent (AAE), a mean value of 0.97 ± 0.10 was obtained, for a source of practically pure traffic. There was a positive significant correlation between eBC and the number of light vehicles (r = 0.47; p < 0.001) and between eBC and the gaseous emissions: CO (r = 0.67; p < 0.001), CO₂ (r = 0.71; p < 0.001), NO (r = 0.63; p < 0.001) and NO₂ (r = 0.70; p < 0.001). The mean black carbon emission factors (EF_BC) inside the tunnel were 0.31 ± 0.08 g (kg fuel)^-1 and 0.11 ± 0.08 mg veh^-1 km^-1, similar to those found in other studies for gasoline and diesel vehicles in road tunnels.

Fault tree analysis of the causes of urban smog events associated with vehicle exhaust emissions: A case study in Jinan, China

The excessive consumption of fuels associated with rapid industrialization, urbanization, and modernization has caused serious smog events in many Chinese cities. Vehicle exhaust is one of the primary causes of smog events due to the rapid growth of motor vehicle ownership and increased fuel consumption. In this study, fault tree analysis (FTA) was used as a relatively simple but effective way to analyze the causes of smog associated with vehicle exhaust emissions in Jinan, China. First, after the identification of the top event, intermediate events, and basic events, a comprehensive fault tree system for urban smog associated with vehicle exhaust emissions was constructed. Then, during the qualitative analysis stage, minimal cut sets (MCSs) were grouped using Boolean algebra operations, and the original fault tree was simplified to an equivalent tree based on 6 MCSs. Finally, during the quantitative analysis stage, the effects of the 12 basic events on the top event were evaluated and ranked according to the structural importance, probabilistic importance, and critical importance of their analytical measures. Our results indicated that traffic congestion, superabundance of vehicles, poor supervision, and yellow-label vehicles with long use ages had the greatest impact on smog events, with importance degrees of 0.52930, 0.52920, 0.22719, and 0.22716, respectively. These results are consistent with common sense. Although different basic events exert different influences, all of the basic events should be comprehensively taken into consideration and corresponding precautionary measures developed. This research provides a good case study of the application of FTA in the analysis of the causes of urban smog events associated with vehicle exhaust emissions. Our study further demonstrates that FTA is a relatively simple but effective method for the causal analysis of smog, as well as an effective tool for environmental risk management.

In-vehicle airborne fine and ultra-fine particulate matter exposure: The impact of leading vehicle emissions

Airborne particulate matter (PM) concentrations inside vehicle cabins are often extremely high compared to background levels. The present study was motivated by the fact that in the last few decades, the implementation of new emission standards has led to the reduction of vehicle particle emissions. This study addresses for the first time the relationship between leading vehicle (LV) emissions and in-cabin PM exposure levels in the immediately following vehicle (henceforth called the study vehicle - SV), with particular emphasis on the role of the LV's emission reduction technologies (e.g., diesel particulate filter-DPF) as an effective risk management measure. The study was performed using an instrumented study vehicle (always to be considered as the following vehicle) on a 26-km fixed route where 10 repeated tests were conducted during 60-minute trips. On-line monitoring of the fine 0.3-1 μm and 1-2.5 μm (PM_0.3-1 and PM_1-2.5) and ultra-fine particle (UFP) concentrations was performed inside the SV's car cabin with fixed ventilation settings (i.e., windows closed, air conditioning off, and recirculation fan off). Simultaneously, the license plate numbers of the LVs along the route were recorded to retrieve information pertaining to their fuel type and Euro emission standard category. The results clearly showed that the in-cabin PM levels were significantly affected by the LV's Euro emission standard. Regarding petrol-fuelled LVs, the median in-cabin particle exposure levels were statistically lower (e.g., -34% for PM_0.3-1) when following vehicles with stricter emission standards (in particular, Euro 6) than when following a low-emission standard vehicle (i.e., Euro 0-2). Concerning diesel-fuelled LVs, a strong and significant decrease in the in-cabin median exposure levels (up to -62%, -44%, and -48% for UFPs, PM_0.3-1, and PM_1-2.5, respectively) was observed for recent-emission standards LVs (i.e., Euro 5-6) with respect to older-emission standard LVs (i.e., Euro 0-4). A specific analysis revealed that the in-cabin median exposure concentrations of PM were highly and significantly reduced by DPF-equipped LVs. For UFPs, this resulted in a 47% reduction compared to diesel-fuelled (non-DPF) LVs. For PM_0.3-1, an approximate 80% reduction was observed compared to both petrol-fuelled and diesel-fuelled (non-DPF) LVs. For PM_1-2.5, an approximate 38% reduction was observed compared to petrol-fuelled LVs and a 46% reduction compared to non-DPF LVs.

Chemical composition and redox activity of PM0.25 near Los Angeles International Airport and comparisons to an urban traffic site

To investigate the relative impacts of emissions from Los Angeles International Airport (LAX), as well as the impacts of traffic emissions from freeways, on the oxidative potential of particulate matter (PM), PM_0.25 were collected at two urban background locations in Los Angeles. Redox activity of the PM samples was measured by means of an in vitro alveolar macrophage assay that quantifies the formation of reactive oxygen species (ROS) in cells, and detailed chemical analyses were performed to determine the speciated chemical composition of collected PM. A molecular marker-based chemical mass balance (MM-CMB) model was applied to estimate the relative contributions from the following primary sources to the organic carbon (OC) component of PM: mobile sources (combined gasoline and diesel vehicles), wood smoke, vegetative detritus, road dust and ship emissions. A source profile of aircraft emissions was not included in the model; however its contribution was estimated from un-apportioned primary OC in the MM-CMB model ("other OC") after accounting for the contribution of secondary organic carbon (SOC) to OC. The contribution of mobile sources to OC was 82% and 28% at the central Los Angeles site (freeway emissions) and the LAX site, respectively. The estimated contribution of aircraft emissions to PM_0.25 OC was 36% at the LAX site. ROS activity levels showed little spatial variability, with no statistically significant difference between the averages observed at LAX (24.75±4.01μgZymosan/m³) and central Los Angeles (27.77±2 0.32μgZymosan/m³), suggesting similar levels of inhalation exposure to redox active species of PM_0.25. A multiple linear regression analysis indicated that the variability in ROS activity is best explained by the chemical markers of major identified sources: EC emitted by traffic, and sulfur, considered in our study as a potential tracer of aircraft emissions, with statistically significantly higher concentrations of sulfur at the LAX site (p<0.001).