Contamination assessment of mercury and arsenic in roadway dust from Baoji,China

The physicochemical properties and the contamination levels of mercury and arsenic in roadway dust from Baoji, NW China were investigated using an Atomic Fluorescence Spectrophotometer. Contamination levels were assessed based on the geoaccumulation index and the enrichment factor. The results show that magnetic susceptibilities of roadway dust were higher than Holocene loess–soil of central Shaanxi Loess Plateau. The mean contents of organic matter, PM10 and PM100 were 8.8%, 21.8% and 98.6%, respectively. Mercury concentration ranged from 0.48 to 2.32 μg g^?1, with a mean value of 1.11 μg g^?1, 17.1 times the Chinese soil mercury background value and 37 times the Shaanxi soil mercury background value. Arsenic concentration ranged from 9.0 to 42.8 μg g^?1, with a mean value of 19.8 μg g^?1, 1.8 times the Chinese and Shaanxi soil arsenic background values. The geoaccumlation index and enrichment factor indicate that mercury in the dust mainly originated from anthropogenic sources with ratings of “strongly polluted” and “strongly to extremely polluted”, whereas arsenic in dust originated from both natural and anthropogenic sources, with a ratings of “moderately to strongly polluted” and “strongly polluted”. Industrial activities, such as a coal-fired power station, coke-oven plant, and cement manufacturing plant, augmented by vehicular traffic, are the anthropogenic sources of mercury and arsenic in the roadway dust.     

Chemical fractionation of Cu and Zn in stormwater, roadway dust and stormwater pond sediments

This study evaluated the chemical fractionation of Cu and Zn from source to deposition in a stormwater system. Cu and Zn concentrations and chemical fractionation were determined for roadway dust, roadway runoff and pond sediments. Stormwater Cu and Zn concentrations were used to generate cumulative frequency distributions to characterize potential exposure to pond-dwelling organisms. Dissolved stormwater Zn exceeded USEPA acute and chronic water quality criteria in approximately 20% of storm samples and 20% of the storm duration sampled. Dissolved Cu exceeded the previously published chronic criterion in 75% of storm samples and duration and exceeded the acute criterion in 45% of samples and duration. The majority of sediment Cu (92-98%) occurred in the most recalcitrant phase, suggesting low bioavailability; Zn was substantially more available (39-62% recalcitrant). Most sediment concentrations for Cu and Zn exceeded published threshold effect concentrations and Zn often exceeded probable effect concentrations in surface sediments.     

Mobile sources of atmospheric polycyclic aromatic hydrocarbons in a roadway tunnel

Amounts of polycyclic aromatic hydrocarbons (PAHs) and oxygenated polycyclic aromatic hydrocarbons (oxy-PAHs) in samples collected from the air, from the dust on a guardrail, and from the soils on a tunnel roadway at five sampling sites in a regular roadway tunnel were chemically analyzed in order to determine their sources. Among the 23 PAHs found in the air samples, pyrene was found in the highest concentration (43±7.2 ng/m³), followed by fluoranthene (26±4.3 ng/m³). Among 20 oxy-PAHs found in the air samples, anthraquinone was found in the greatest amount (56±3.9 ng/m³). The average concentration of the major PAHs found in the guardrail dust samples were 6.9±0.77 μg/g for pyrene, 5.5±0.76 μg/g for fluoranthene, and 2.6±0.30 μg/g for phenanthrene. The average concentration of the major oxy-PAHs found in the guardrail dust samples were 9.2±3.5 μg/g for anthraquinone and 1.4±0.50 μg/g for 2-methylanthraquinone. The average concentration of the major PAHs found in the soil samples were 1.1±0.31 μg/g for fluoranthene, 0.92±0.21 μg/g for pyrene, and 0.72±0.16 μg/g for phenanthrene. The average concentration of the major oxy-PAHs found in the soil samples were 1.2±0.88 μg/g for anthraquinone, 0.18±0.04 μg/g for 4-biphenylcarboxaldehyde, and 0.13±0.08 μg/g for 2-methylanthraquinone. The BeP ratios calculated from the results suggest that most PAHs found in the samples collected from the roadway tunnel were from automobile exhaust gases.     

Testing Re-entrained Aerosol Kinetic Emissions from Roads : a new approach to infer silt loading on roadways

PM₁₀ and PM_2.5 emissions from roadways are currently estimated using the silt loading on the road surface as a surrogate for the emissions potential of road dust. While the United States Environmental Protection Agency prescribes this method in AP-42, there is considerable cost associated with silt loading measurements; it is feasible to sample only a small portion of a roadway network. A new approach for measuring the concentration of suspendable PM₁₀ above road surfaces has been developed to obtain a more spatially representative estimate of a road's potential to emit dust. The Testing Re-entrained Aerosols Kinetic Emissions from Roads (TRAKER) system uses real-time aerosol sensors mounted on a vehicle to measure the concentration of dust suspended from the road while the vehicle is in motion. When coupled with a Global Positioning System (GPS) instrument, TRAKER can be used to efficiently survey the changes in suspendable particles due to varying road conditions over a large spatial domain.In a recent study on paved roads in Las Vegas, the TRAKER system was compared with collocated silt loading measurements. The TRAKER system was also used to survey the relative amounts of suspendable road dust on approximately 300 miles of paved roads. The system provides a unique perspective on road dust sources and their spatial distribution.Results of this study indicated that the difference of the PM₁₀ concentrations measured behind the tire and on the hood is exponentially related to vehicle speed. This was an interesting finding because current AP-42 road dust emissions estimation methods do not include vehicle speed as a factor in the emissions calculations. The experiment also demonstrated that the distribution of suspendable material on roadways is highly variable and that a large number of samples are needed to represent road dust emissions potential on an urban scale for a variety of road and activity conditions.     

Size distribution of polycyclic aromatic hydrocarbons in a roadway tunnel in Lisbon, Portugal

Atmospheric aerosols of four aerodynamic size ranges were collected using high volume cascade impactors in an extremely busy roadway tunnel in Lisbon (Portugal). Dust deposited on the tunnel walls and guardrails was also collected. Average particle mass concentrations in the tunnel atmosphere were more than 30 times higher than in the outside urban background air, revealing its origins almost exclusively from fresh vehicle emissions. Most of the aerosol mass was concentrated in submicrometer fractions (65%), and polycyclic aromatic hydrocarbons (PAH) were even more concentrated in the finer particles with an average of 84% of total PAH present in sizes smaller than 0.49 μm. The most abundant PAH were methylated phenanthrenes, fluoranthene and pyrene. About 46% of the total PAH mass was attributed to lower molecular weight compounds (two and three rings), suggesting a strong influence of diesel vehicle emissions on the production of local particulate PAH. The application of diagnostic ratios confirmed the relevance of this source of PAH in the tunnel ambient air. Deposited dust presented PAH profiles similar to the coarser aerosol size range, in agreement with the predominant origin of coarser aerosol particles from soil dust resuspension and vehicle wear products.     

PM Emissions Emanating from Limited-Access Highways

ABSTRACT

Motor vehicle contributions to primary particulate matter (PM) emissions include exhaust, tire wear, brake and clutch wear, and resuspended road dust. Relatively few field studies have been conducted to quantify fleetaverage exhaust emissions for actual on-road conditions. Therefore, direct measurements of motor vehicle-related PM emissions are warranted. In this study, PM₁₀ and PM_2.5 mass concentrations were measured near two major highways in the St. Louis area over the period from February–April 1997. Samplers were deployed both upwind and downwind of the roadways to capture the transport and dispersion of PM with distance from the roadway. The observed microscale concentration fields were compared to estimates using the PART5 emission factor model together with the CALINE4 highway dispersion model. Traffic- induced PM mass concentrations observed downwind of the roadway were always less than PART5/CALINE4 predictions; average percent differences for observed traffic-induced mass concentrations compared to predicted values were ?34% for PM_2.5 and -70% for PM₁₀. In most cases, the observed PM concentration decay with increasing distance from the roadway was steeper than predicted by dispersion modeling. Motor vehicle-induced emission factors were reconstructed by fitting CALINE4 to the observed concentration data with the emission factor as the sole adjustable parameter. Reconstructed fleet-average motor vehicle emission factors for the urban interstate highway were 0.03–0.04 g/VMT for both PM_2.5 and PM₁₀, while the fleet-average emission factors for the rural interstate highway were 0.2 and 0.3 g/VMT for PM_2.5 and PM₁₀, respectively.     

A wind tunnel study of the effect of roadway configurations on the dispersion of traffic-related pollution

In this paper we examine the effect of different roadway configurations, including noise barriers and roadway elevation or depression relative to the surrounding terrain, on the dispersion of traffic-related pollutants for winds perpendicular to the roadway. A wind tunnel experiment modeling 12 different configurations was performed to study the flow fields and the concentration distributions resulting from emissions from a simulated six-lane highway. All of the configurations examined here reduced the downwind ground-level concentrations relative to that for a flat, unobstructed roadway; however, the degree to which the concentrations were reduced varied widely depending on the particular situation.Ground-level concentration data from the cases considered in this research indicate that a constant entrainment velocity can be used over the region beginning downwind of any initial disturbance to the flow resulting from the roadway configuration (e.g., a recirculation region behind a noise barrier) and extending at least to the end of our measurements. For example, for the case of a single noise barrier on the downwind side of the road, this region extends from approximately four barrier heights downwind of the roadway to 40 barrier heights. It was also found that the virtual origin concept is useful in describing the initial mixing created by the particular roadway configuration. To effectively model the influence of the roadway configuration on the dispersion, a combination of a virtual origin and an entrainment velocity may be effective. The magnitude of the virtual origin shift appears to depend on the particular roadway configuration, while the entrainment velocity appears to be a function of the friction velocity and the roadway geometry. These results suggest that road configuration must be taken into account in modeling near-road air quality.     

Distribution of lead in urban roadway grit and its association with elevated steel structures

In an effort to determine the source of exterior lead contamination, we investigated the concentration of lead in roadway grit along major thoroughfares in New York City and in certain areas under elevated steel structures supporting elevated rails. Such structures represent only one source of lead in roadway grit. While data revealed that the median lead concentration in roadway grit did not exceed the standard for a lead hazard in bare residential soil in any borough, the limit of 400 microg/g was exceeded 22%, 18%, 10.5%, and 7.7% of the time in Manhattan, Brooklyn, The Bronx, and Queens, respectively. The second part of the study revealed the presence of high concentrations of lead in roadway grit directly under elevated steel structures. The differences in the concentration of lead in roadway grit under steel structures in comparison to areas in NYC not near elevated rails was statistically significant. Of the eight sites studied from 225 total samples, the median roadway grit lead level was 340 ppm, while the level under steel structures was 1480 ppm. Preliminary efforts to determine particle size distribution revealed that 84% of the particles were in the range of 125-500 microm, but the highest concentration of lead was in the smallest fraction analyzed (<63 microm). Lead contamination of roadway grit from restoration of elevated painted steel structures is a public health problem as these lead particulates get re-suspended in the ambient environment and are wafted and tracked into residences.     

Predicting Airborne Particle Levels Aboard Washington State School Buses

School buses contribute substantially to childhood air pollution exposures yet they are rarely quantified in epidemiology studies. This paper characterizes fine particulate matter (PM(2.5)) aboard school buses as part of a larger study examining the respiratory health impacts of emission-reducing retrofits.To assess onboard concentrations, continuous PM(2.5) data were collected during 85 trips aboard 43 school buses during normal driving routines, and aboard hybrid lead vehicles traveling in front of the monitored buses during 46 trips. Ordinary and partial least square regression models for PM(2.5) onboard buses were created with and without control for roadway concentrations, which were also modeled. Predictors examined included ambient PM(2.5) levels, ambient weather, and bus and route characteristics.Concentrations aboard school buses (21 mug/m(3)) were four and two-times higher than ambient and roadway levels, respectively. Differences in PM(2.5) levels between the buses and lead vehicles indicated an average of 7 mug/m(3) originating from the bus's own emission sources. While roadway concentrations were dominated by ambient PM(2.5), bus concentrations were influenced by bus age, diesel oxidative catalysts, and roadway concentrations. Cross validation confirmed the roadway models but the bus models were less robust.These results confirm that children are exposed to air pollution from the bus and other roadway traffic while riding school buses. In-cabin air pollution is higher than roadway concentrations and is likely influenced by bus characteristics.     

Traffic exposure in a population with high prevalence type 2 diabetes – Do medications influence concentrations of C-reactive protein?

Type 2 Diabetes (T2D) and particulate air pollution are associated with inflammatory dysregulation. We assessed the modifying effects of diabetes medications on the association of C-reactive protein (CRP), a marker of inflammation, and traffic exposure in adults with T2D (n = 379). CRP concentrations were significantly positively associated with residence ≤100 m of a roadway, >100 m and ≤200 m of a roadway and increased traffic density for individuals using insulin. For individuals using oral hypoglycemic medications (OHAs), CRP was significantly negatively associated with residence >100 m - ≤200 m of a roadway and multiple roadway exposure in an interaction model. Among people with diabetes, individuals on insulin appear to be most vulnerable to the effects of traffic exposure. Disease severity among insulin users may promote the pro-inflammatory response to traffic exposure, though diabetes medications may also modify the response. Possible anti-inflammatory effects of OHAs with traffic exposure merit further evaluation.     

Inhalation of concentrated ambient particulate matter near a heavily trafficked road stimulates antigen-induced airway responses in mice

The goal of this study was to test the following hypotheses: (1) exposure to mobile emissions from mobile sources close to a heavily trafficked roadway will exacerbate airway inflammation and allergic airway responses in a sensitized mouse model, and (2) the magnitude of allergic airway disease responses will decrease with increasing distance from the roadway. A particle concentrator and a mobile exposure facility were used to expose ovalbumin (OVA)-sensitized BALB/c mice to purified air and concentrated fine and concentrated ultrafine ambient particles at 50 m and 150 m downwind from a roadway that was heavily impacted by emissions from heavy duty diesel-powered vehicles. After exposure, we assessed interleukin (IL)-5, IL-13, OVA-specific immunoglobulin E, OVA-specific immunoglobulin G1, and eosinophil influx as biomarkers of allergic responses and numbers of polymorphonuclear leukocytes as a marker of inflammation. The study was performed over a two-year period, and there were differences in the concentrations and compositions of ambient particulate matter across those years that could have influenced our results. However, averaged over the two-year period, exposure to concentrated ambient particles (CAPs) increased the biomarkers associated with airway allergies (IL-5, immunoglobulin E, immunoglobulin G1 and eosinophils). In addition, mice exposed to CAPs 50 m downwind of the roadway had, on the average, greater allergic responses and showed greater indications of inflammation than did mice exposed to CAPs 150 m downwind. This study is consistent with the hypothesis that exposure to CAPs close to a heavily trafficked roadway influenced allergic airway responses.     

Inhalation of Concentrated Ambient Particulate Matter near a Heavily Trafficked Road Stimulates Antigen-Induced Airway Responses in Mice

Abstract

The goal of this study was to test the following hypotheses:(1) exposure to mobile emissions from mobile sources close to a heavily trafficked roadway will exacerbate airway inflammation and allergic airway responses in a sensitized mouse model, and (2) the magnitude of allergic airway disease responses will decrease with increasing distance from the roadway. A particle concentrator and a mobile exposure facility were used to expose ovalbumin (OVA)-sensitized BALB/c mice to purified air and concentrated fine and concentrated ultrafine ambient particles at 50 m and 150 m downwind from a roadway that was heavily impacted by emissions from heavy duty diesel-powered vehicles. After exposure, we assessed interleukin (IL)-5, IL-13, OVA-specific immunoglobulin E, OVA-specific immunoglobulin G1, and eosinophil influx as biomarkers of allergic responses and numbers of polymorphonuclear leukocytes as a marker of inflammation. The study was performed over a two-year period, and there were differences in the concentrations and compositions of ambient particulate matter across those years that could have influenced our results. However, averaged over the two-year period, exposure to concentrated ambient particles (CAPs) increased the biomarkers associated with airway allergies (IL-5, immunoglobulin E, immunoglobulin G1 and eosinophils). In addition, mice exposed to CAPs 50 m downwind of the roadway had, on the average, greater allergic responses and showed greater indications of inflammation than did mice exposed to CAPs 150 m downwind. This study is consistent with the hypothesis that exposure to CAPs close to a heavily trafficked roadway influenced allergic airway responses.     

Comparison of life-cycle energy and emissions footprints of passenger transportation in metropolitan regions

A comparative life-cycle energy and emissions (greenhouse gas, CO, NO_X, SO₂, PM₁₀, and VOCs) inventory is created for three U.S. metropolitan regions (San Francisco, Chicago, and New York City). The inventory captures both vehicle operation (direct fuel or electricity consumption) and non-operation components (e.g., vehicle manufacturing, roadway maintenance, infrastructure operation, and material production among others). While urban transportation inventories have been continually improved, little information exists identifying the particular characteristics of metropolitan passenger transportation and why one region may differ from the next. Using travel surveys and recently developed transportation life-cycle inventories, metropolitan inventories are constructed and compared. Automobiles dominate total regional performance accounting for 86–96% of energy consumption and emissions. Comparing system-wide averages, New York City shows the lowest end-use energy and greenhouse gas footprint compared to San Francisco and Chicago and is influenced by the larger share of transit ridership. While automobile fuel combustion is a large component of emissions, diesel rail, electric rail, and ferry service can also have strong contributions. Additionally, the inclusion of life-cycle processes necessary for any transportation mode results in significant increases (as large as 20 times that of vehicle operation) for the region. In particular, emissions of CO₂ from cement production used in concrete throughout infrastructure, SO₂ from electricity generation in non-operational components (vehicle manufacturing, electricity for infrastructure materials, and fuel refining), PM₁₀ in fugitive dust releases in roadway construction, and VOCs from asphalt result in significant additional inventory. Private and public transportation are disaggregated as well as off-peak and peak travel times. Furthermore, emissions are joined with healthcare and greenhouse gas monetized externalities to evaluate the societal costs of passenger transportation in each region. Results are validated against existing studies. The dominating contribution of automobile end-use energy consumption and emissions is discussed and strategies for improving regional performance given private travel's disproportionate share are identified.     

Monitoring study of the near-road PM2.5 concentrations in Maryland

The Maryland State Highway Administration (SHA) monitoring program monitored the impact of vehicular emissions on the concentrations of the fine particles smaller than 2.5 microns (PM2.5). PM2.5 concentrations were monitored in close proximity to a highway in order to determine whether traffic conditions on the roadway impact concentrations at this location. The monitoring program attempted to connect monitored concentrations with the roadway traffic exhaust or with the other sources of PM2.5. PM2.5 concentrations were collected near the Capital Beltway (I-495/I-95) in Largo, Maryland. The monitoring program was launched on May 13, 2009 and continued through the end of 2012. Two co-located monitors, one for continuous PM2.5 measurements and the other for speciation measurements, were used in this program. Meteorological and traffic information was also continuously collected at or near the monitoring site. Additionally, data from the two other monitoring locations, one at the Howard University-Beltsville, MD and one at McMillan Reservoir, DC, was used for comparison with the data collected at the SHA monitoring location. The samples collected by the speciation monitor were analyzed at the RTI and DRI Laboratories to determine the composition and the sources of the collected PM2.5 samples. Based on the apportionment analysis, the contribution of roadway sources is about 12 to 17 percent of PM2.5 at the near-road site.

Implications: PM_2.5 monitoring at 150 m (approximately 500 feet) from a major highway in Maryland near Washington, DC, demonstrated that roadway traffic contributes to the total PM_2.5 concentration near the roadway, but the contribution at such distance is small, in the order of 12–17% of the total.     

以废纸为原料制备煤尘抑制剂的合成及应用

采用碱化、醚化法制备了以废纸为原料的煤尘抑制剂,借助FTIR、SEM、TG-DTA及XRF等手段对合成物进行了表征,并将其用于抑制煤尘进行性能测试。结果表明,羧甲基纤维素的取代度为0.69;选用羧甲基纤维素含量为0.5g/mL的煤尘抑制剂进行应用实验,效果最佳。9 h内,喷洒含有羧甲基纤维素的煤尘抑制剂的煤样表面已经结壳,抗七级风,抑尘率在130 h都可保持在99%以上。在较高温燃烧条件下,煤尘抑制剂以H2O和CO2的形式失去,不会产生有害物质。     

机动车单车扬尘浓度分布规律的模拟

为了掌握汽车扬尘中PM10污染分布特征,采用数值模拟的方法对汽车扬尘PM10浓度分布规律及其影响因素进行了研究,分析了车速、积尘负荷对汽车扬尘PM10浓度的影响.结果表明,车速与扬尘运移速率成正比,且车速在20～60 km/h范围内与扬尘高度近似成线性分布;积尘负荷与汽车扬尘PM10平均浓度同比例变化.     

输煤皮带转载点密闭罩流场模拟与结构优化

为了研究输煤皮带转载点密闭罩内流场对吸尘效果的影响,采用Fluent软件对某转载点密闭罩内气固两相流动情况进行了数值模拟。通过气流分布和煤尘浓度分布的分析,发现溜槽转折处较大的气流偏转会增加煤尘起尘量和导致局部煤尘积聚,吸尘罩的开口角度对吸尘效果也有较大影响。为了疏导气流并加强吸尘效果,提出了溜槽转折处和吸尘罩的结构优化设计方案。研究表明,改进后气流分布更加均匀,吸尘效果有所提高,从而为转载点密闭罩的优化设计提供了参考。     

Variation of dust layer height in the northern Taklimakan Desert in April 2002

LIDAR observations were conducted in the northern Taklimakan Desert to investigate the vertical distribution of dust in April 2002. During the observation period, a dust outbreak occurred on 13 April, remaining over the desert for several days. Despite only slight variations being observed in dust layer height before the dust event, marked diurnal variation in dust layer height was observed after the dust event. In this study, we conducted two numerical simulations to investigate differences in the variation exhibited by the dust layer heights before and after the dust event, and assessed the influence of meteorological conditions on this variation. The simulated results show that the clearly diurnal variation in dust layer height is strongly influenced by local circulation which is affected by the characteristic topography and synoptic conditions of the Tarim Basin.     

Modeling of dispersion near roadways based on the vehicle-induced turbulence concept

A mathematical model is developed for dispersion near roadways by incorporating vehicle-induced turbulence (VIT) into Gaussian dispersion modeling using computational fluid dynamics (CFD). The model is based on the Gaussian plume equation in which roadway is regarded as a series of point sources. The Gaussian dispersion parameters are modified by simulation of the roadway using CFD in order to evaluate turbulent kinetic energy (TKE) as a measure of VIT. The model was evaluated against experimental carbon monoxide concentrations downwind of two major freeways reported in the literature. Good agreements were achieved between model results and the literature data. A significant difference was observed between the model results with and without considering VIT. The difference is rather high for data very close to the freeways. This model, after evaluation with additional data, may be used as a framework for predicting dispersion and deposition from any roadway for different traffic (vehicle type and speed) conditions.     

Air pollutant concentrations near three Texas roadways, part II: Chemical characterization and transformation of pollutants

Spatial gradients of vehicular emitted air pollutants were measured in the vicinity of three roadways in the Austin, Texas area: (1) State Highway 71 (SH-71), a heavily traveled arterial highway dominated by passenger vehicles; (2) Interstate 35 (I-35), a limited access highway north of Austin in Georgetown; and (3) Farm to Market Road 973 (FM-973), a heavily traveled surface roadway with significant truck traffic. A mobile monitoring platform was used to characterize the gradients of CO and NO_x concentrations with increased distance from each roadway, while concentrations of carbonyls in the gas-phase and fine particulate matter mass and composition were measured at stationary sites upwind and at one (I-35 and FM-973) or two (SH-71) downwind sites. Regardless of roadway type or wind direction, concentrations of carbon monoxide (CO), nitric oxide (NO), and oxides of nitrogen (NO_x) returned to background levels within a few hundred meters of the roadway. Under perpendicular wind conditions, CO, NO and NO_x concentrations decreased exponentially with increasing distance perpendicular to the roadways. The decay rate for NO was more than a factor of two greater than for CO, and it comprised a larger fraction of NO_x closer to the roadways than further downwind suggesting the potential significance of near roadway chemical processing as well as atmospheric dilution. Concentrations of most carbonyl species decreased with distance downwind of SH-71. However, concentrations of acetaldehyde and acrolein increased farther downwind of SH-71, suggesting chemical generation from the oxidation of primary vehicular emissions. The behavior of particle-bound organic species was complex and further investigation of the size-segregated chemical composition of particulate matter (PM) at increasing downwind distances from roadways is warranted. Fine particulate matter (PM_2.5) mass concentrations, polycyclic aromatic hydrocarbons (PAHs), hopanes, and elemental carbon (EC) concentrations generally exhibited concentrations that decreased with distance downwind of SH-71. Concentrations of organic carbon (OC) increased from upwind concentrations immediately downwind of SH-71 and continued to increase further downwind from the roadway. This behavior may have primarily resulted from condensation of semi-volatile organic species emitted from vehicle sources with transport downwind of the roadway.