Particulate matter emissions from on-road vehicles in a freeway tunnel study

Particulate matter, including coarse particles (PM_2.5–10, aerodynamic diameter of particle between 2.5 and 10 μm) and fine particles (PM_2.5, aerodynamic diameter of particle lower than 2.5 μm) and their compositions, including elemental carbon, organic carbon, and 11 water-soluble ionic species, and elements, were measured in a tunnel study. A comparison of the six-hour average of light-duty vehicle (LDV) flow of the two sampling periods showed that the peak hours over the weekend were higher than those on weekdays. However, the flow of heavy-duty vehicles (HDVs) on the weekdays was significant higher than that during the weekend in this study. EC and OC content were 49% for PM_2.5–10 and 47% for PM_2.5 in the tunnel center. EC content was higher than OC content in PM_2.5–10, but EC was about 2.3 times OC for PM_2.5. Sulfate, nitrate, ammonium were the main species for PM_2.5–10 and PM_2.5. The element contents of Na, Al, Ca, Fe and K were over 0.8 μg m^?3 in PM_2.5–10 and PM_2.5. In addition, the concentrations of S, Ba, Pb, and Zn were higher than 0.1 μg m^?3 for PM_2.5–10 and PM_2.5. The emission factors of PM_2.5–10 and PM_2.5 were 18 ± 6.5 and 39 ± 11 mg km^?1-vehicle, respectively. The emission factors of EC/OC were 3.6/2.7 mg km^?1-vehicle for PM_2.5–10 and 15/4.7 mg km^?1-vehicle for PM_2.5 Furthermore, the emission factors of water-soluble ions were 0.028(Mg²⁺)–0.81(SO₄^2?) and 0.027(NO₂^?)–0.97(SO₄^2?) mg km^?1-vehicle for PM_2.5–10 and PM_2.5, respectively. Elemental emission factors were 0.003(V)–1.6(Fe) and 0.001(Cd)–1.05(Na) mg km^?1-vehicle for PM_2.5–10 and PM_2.5, respectively.     

Revisiting nitrous acid (HONO) emission from on-road vehicles: A tunnel study with a mixed fleet

Nitrous acid (HONO) is an important precursor of OH radicals in the atmosphere. In urban areas, emissions from vehicles are the main source of air pollutants, including reactive nitrogen. Previously reported emission ratios of HONO (HONO/NO_x) from vehicles were measured in the late 1990s and need to be updated due to the significant changes in emission control technologies. We measured the emission ratio of a fleet of vehicles (38% diesel on average) from March 11 to 21, 2015, in a road tunnel in Hong Kong. The emission ratio of 1.24% (±0.35%) obtained is greater than the commonly adopted 0.8% or 0.3%. The elevated emission ratio is found to be related to the presence of vehicles equipped with diesel particle filters (DPFs). Positive correlation between HONO and black carbon (BC) shows that HONO and BC were emitted together, while the lack of correlation or even anticorrelation between HONO/NO_x and BC indicates that the BC-mediated conversion of NO₂ to HONO in the dark was insignificant in the immediate vicinity of the emission sources.

Implications: Vehicular emission is a key source for HONO in the urban atmosphere. However, the most commonly used emission ratio HONO/NO_x in modeling studies was measured more than 15 years ago. Our tunnel study suggests that a mixed fleet nowadays has a higher emission ratio, possibly because of the diesel particle filter (DPF) retrofit program and the growing share of Euro IV or more advanced diesel vehicles. Our study also provides new insight into the role of black carbon in HONO formation from vehicles.     

Chemical characterization and source identification/apportionment of fine and coarse air particles in Thessaloniki,Greece

The distribution of air particulate mass and selected particle components (trace elements and polycyclic aromatic hydrocarbons (PAHs)) in the fine and the coarse size fractions was investigated at a traffic-impacted urban site in Thessaloniki, Greece. 76±6% on average of the total ambient aerosol mass was distributed in the fine size fraction. Fine-sized trace elemental fractions ranged between 51% for Fe and 95% for Zn, while those of PAHs were between 95% and 99%. A significant seasonal effect was observed for the size distribution of aerosol mass, with a shift to larger fine fractions in winter. Similar seasonal trend was exhibited by PAHs, whereas larger fine fractions in summer were shown by trace elements. The compositional signatures of fine and coarse particle fractions were compared to that of local paved-road dust. A strong correlation was found between coarse particles and road dust suggesting strong contribution of resuspended road dust to the coarse particles. A multivariate receptor model (multiple regression on absolute principal component scores) was applied on separate fine and coarse aerosol data for source identification and apportionment. Results demonstrated that the largest contribution to fine-sized aerosol is traffic (38%) followed by road dust (28%), while road dust clearly dominated the coarse size fraction (57%).     

Chemical composition of fine particles in the Tennessee Valley region

Fine particles in the atmosphere have elicited new national ambient air quality standards (NAAQS) because of their potential role in health effects and visibility-reducing haze. Since April 1997, Tennessee Valley Authority (TVA) has measured fine particles (PM2.5) in the Tennessee Valley region using prototype Federal Reference Method (FRM) samplers, and results indicate that the new NAAQS annual standard will be difficult to meet in this region. The composition of many of these fine particle samples has been determined using analytical methods for elements, soluble ions, and organic and elemental carbon. The results indicate that about one-third of the measured mass is SO4(-2), one-third is organic aerosol, and the remainder is other materials. The fraction of SO4(-2) is highest at rural sites and during summer conditions, with greater proportions of organic aerosol in urban areas throughout the year. Additional measurements of fine particle mass and composition have been made to obtain the short-term variability of fine mass as it pertains to human exposure. Measurements to account for semi-volatile constituents of fine mass (nitrates, semi-volatile organics) indicate that the FRM may significantly under-measure organic constituents. The potentially controllable anthropogenic fraction of organic aerosols is still largely unknown.     

Chemical coupling between ammonia, acid gases, and fine particles

The concentrations of inorganic aerosol components in the fine particulate matter (PM(fine)< or =2.5 microm) consisted of primarily ammonium, sodium, sulfate, nitrate, and chloride are related to the transfer time scale between gas to particle phase, which is a function of the ambient temperature, relative humidity, and their gas phase constituent concentrations in the atmosphere. This study involved understanding the magnitude of major ammonia sources; and an up-wind and down-wind (receptor) ammonia, acid gases, and fine particulate measurements; with a view to accretion gas-to-particle conversion (GTPS) process in an agricultural/rural environment. The observational based analysis of ammonia, acid gases, and fine particles by annular denuder system (ADS) coupled with a Gaussian dispersion model provided the mean pseudo-first-order k(S-1) between NH(3) and H(2)SO(4) aerosol approximately 5.00 (+/-3.77)x10(-3) s(-1). The rate constant was found to increase as ambient temperature, wind speed, and solar radiation increases, and decreases with increasing relative humidity. The observed [NH(3)][HNO(3)] products exceeded values predicted by theoretical equilibrium constants, due to a local excess of ammonia concentration.     

Chemical composition of fine particles from incense burning in a large environmental chamber

 This study is aimed to characterize the major chemical compositions of PM_2.5 from incense burning in a large environmental chamber. Chemical analyses, including X-ray fluorescence for elemental species, ion chromatography for water soluble inorganic species (chloride, nitrate, sulfate, sodium, potassium, ammonium) and thermal/optical reflectance analysis for carbon species were carried out for combustion of three incense categories (traditional, aromatic and church incense). The average concentrations from incense burning ranged from 139.8 to 4414.7 μg m⁻³ for organic carbon (OC), and from 22.8 to 74.0 μg m⁻³ for elemental carbon (EC), respectively. The average OC and EC concentrations in PM_2.5 of three incense categories were in the order of church incense>traditional incense>aromatic incense. OC/EC ratios ranged from 7.0 to 39.1 for the traditional incense, with an average of 21.7; from 3.2 to 11.9 for the aromatic incense, with an average of 7.7. The concentrations of Cl⁻, SO₄²⁻, Na⁺ and K⁺ were highly variable. On average, the inorganic ion concentration sequence was traditional incense>church incense>aromatic incense. The profiles for elements were dominated by Na, Cl and K. In general, the major components in PM_2.5 fraction from incense burning are OC (especially OC2, OC3 and OC4), EC and K.     

机动车细微颗粒物及气体污染物排放的隧道实测研究

利用隧道实验法对澳洲Vulturestreet公交专用隧道的细微颗粒物和气体污染物进行连续4d实测,分析了自然通风和纵向通风下隧道内NOX、细微颗粒物数目浓度以及细微颗粒物粒度分布特征。结果表明,隧道内细微颗粒物粒径谱呈双峰分布,峰值区段细微颗粒物粒径分别在19～25、70～105nm,判定为低硫柴油公交车和CNG公交车共同作用结果。隧道内NO2/NOX比值与NOX具有很强的相关性(R2=0.8320),当NOX大于1.000×10-6时,NO2/NOX渐进于(0.088±0.001),同时,NOX与细微颗粒物数目浓度、细微颗粒物总体积(VFP)呈明显的线性相关关系。柴油公交车和CNG公交车的混合条件下,细微颗粒物数目浓度、NOX平均排放因子分别为(2.48±1.53)×1014个/km、(12.8±5.1)g/km,柴油车和CNG公交车细微颗粒物数目浓度排放因子和NO排放因子没有明显差异。     

Summer and winter nonmethane hydrocarbon emissions from on-road motor vehicles in the Midwestern United States

On-road vehicle emission rates of nonmethane hydrocarbons (NMHCs) were measured in two tunnels in Milwaukee, WI, in summer 2000 and winter 2001. Seasonal ambient temperatures in the Midwestern United States vary more widely than in locations where most studies of NMHC emissions from vehicle fleets have been conducted. Ethanol is the added fuel oxygenate in the area, and, thus, emissions measured here are of interest as other regions phase out methyl tertiary butyl ether and increase the use of ethanol. Total emissions of NMHCs in three types of tunnel tests averaged 4560 +/- 800 mg L(-1) fuel burned (average +/- standard error). To investigate the impact of cold start on vehicle emissions, samples were collected as vehicles exited a parking structure in subzero temperatures. NMHC emissions in the subzero cold-start test were 8830 +/- 190 mg L(-1) fuel-nearly double the tunnel emissions. Comparison of ambient data for the Milwaukee area with tunnel emissions showed the impact of seasonal differences in fuels and emissions on the urban atmosphere. Composition of fuel samples collected from area gas stations in both seasons was correlated with vehicle emissions; the predominant difference was increased winter emissions of lighter hydrocarbons present in winter gasoline. A chemical mass balance model was used to determine the contributions of whole gasoline and gasoline headspace vapors to vehicle emissions in the tunnel and cold-start tests, which were found to vary with season. Results of the mass balance model also indicate that partially combusted components of gasoline are a major contributor to emissions of aromatic compounds and air toxic compounds, including benzene, toluene, xylenes, napthalene, and 1,3-butadiene, whereas air toxics hexane and 2,2,4-trimethylpentane are largely attributed to gasoline and headspace vapors.     

Emissions of organic compounds and trace metals in fine particulate matter from motor vehicles: a tunnel study in Houston, Texas

Fine particulate matter (PM) samples collected in a highway tunnel in Houston, TX, were analyzed to quantify the concentrations of 14 n-alkanes, 12 polycyclic aromatic hydrocarbons, and nine petroleum biomarkers, as well as 21 metals, with the ultimate aim of identifying appropriate tracers for diesel engines. First, an exploratory multivariate dimensionality reduction technique called principal component analysis (PCA) was employed to identify all potential candidates for tracers. Next, emission indices were calculated to interpret PCA results physically. Emission indices of n-heneicosane, n-docosane, n-tricosane, n-tetracosane, n-pentacosane, fluoranthene, and pyrene were correlated highly and increased strongly with percentage carbon present in the tunnel emanating from diesel vehicles. This suggests that these organic compounds are useful molecular markers to separate emissions from diesel and gasoline engines. Additionally, the results are the first quantification of the metal composition of PM with aerodynamic diameters smaller than 2.5 microm (PM2.5) emissions from mobile sources in Houston. PCA of trace metal concentrations followed by emission index calculations revealed that barium in fine airborne particles can be linked quantitatively to diesel engine emissions, demonstrating its role as an elemental tracer for heavy-duty trucks.     

Seasonal variation of ionic species in fine particles at Qingdao,China

Totally nine measurement campaigns for ambient particles and SO₂ have been conducted during the period of 1997–2000 in Qingdao in order to understand the characteristics of the particulate matter in coastal areas of China. The mass fractions of PM_2.5, PM_2.5−10 and PM_>10 in TSP are 49%, 25% and 26%, respectively. The size distribution of particles mass concentrations in Qingdao shows bi-modal distribution. Mass fraction percentages of water-soluble ions in PM_2.5, PM_2.5−10 and PM_>10 decreased from 62% to 35% and 21%. In fine particles, sulfate, nitrate and ammonium, secondary formed compounds, are major components, totally accounting for 50% of PM_2.5 mass concentration.The ratios of sulfate, chloride, ammonium and potassium in PM_2.5 for heating versus non-heating periods are 1.34, 1.80, 1.56 and 1.44, respectively. The ratio of nitrate is 3.02 and this high ratio could be caused by reduced volatilization at lower temperature. Sulfate concentrations are higher than nitrate in PM_2.5. The chemical forms of sulfate and nitrate are probably (NH₄)₂SO₄ and NH₄NO₃ and chloride depletion was observed.Backward trajectory analysis reflected possible influence of air pollutant transport to Qingdao local aerosol pollution.     

Chemical characterization of particles in winter-night smog in Tokyo

Continuous measurement of PM₁₀, PM_2.5 and carbon (organic, elemental composition) concentrations, and samples of PM₁₀ and PM_2.5 collected on a polycarbonate membrane filter (Nuclepore^®, pore size: 0.8 μm), were carried out during a period from December 1998 to January 1999 at Shinjuku in Tokyo in order to investigate the chemical characterization of particles in winter-night smog within a large area of the Japan Kanto Plain including the Tokyo Metropolitan area. These were measured using an ambient particulate monitor (tapered element oscillating microbalance—TEOM) and a carbon particulate monitor. Elemental compositions in the filter samples of PM₁₀ and PM_2.5 were determined by means of particle-induced X-ray emission (PIXE) analysis. Ionic species (anion: F⁻, Cl⁻, NO₃⁻, SO₄²⁻ and C₂O₄²⁻; cation: Na⁺, NH₄⁺, K⁺, Ca²⁺ and Mg²⁺) in the filter samples were analyzed by ion chromatography. The temporal variation patterns of PM_2.5 were similar to those of PM₁₀ and carbon. PM_2.5 made up 90% of the PM₁₀ at a high concentration, and 70% at a low concentration. Concentrations of 22 elements in both the PM₁₀ and PM_2.5 samples were consistently determined by PIXE, and Na, Mg, Al, Si, S, Cl, K, Ca, Fe, Zn and Pb were found to be the major components. Among these S and Cl were the most dominant elements of the PM_2.5 and PM₁₀ at high concentrations. Ionic species were mainly composed of Cl⁻, NO₃⁻, SO₄²⁻ and NH₄⁺. The component proportion of carbon, the other elements (total amount of measured elements other than S and Cl) and secondary-formed particles of PM_2.5 was similar to that of PM₁₀. The major component was carbon particles at a low concentration and secondary-formed particles at a high concentration. The proportion of NH₄NO₃ and NH₄Cl plus HCl in secondary-formed particles at a high concentration, in particular, was as high as 90%.     

Source characterization of ambient fine particles at multiple sites in the Seattle area

To identify major PM_2.5 (particulate matter ≤2.5 μm in aerodynamic diameter) sources with a particular emphasis on the ship engine emissions from a major port, integrated 24 h PM_2.5 speciation data collected between 2000 and 2005 at five United State Environmental Protection Agency's Speciation Trends Network monitoring sites in Seattle, WA were analyzed. Seven to ten PM_2.5 sources were identified through the application of positive matrix factorization (PMF). Secondary particles (12–26% for secondary nitrate; 17–20% for secondary sulfate) and gasoline vehicle emissions (13–31%) made the largest contributions to the PM_2.5 mass concentrations at all of the monitoring sites except for the residential Lake Forest site, where wood smoke contributed the most PM_2.5 mass (31%). Other identified sources include diesel vehicle emissions, airborne soil, residual oil combustion, sea salt, aged sea salt, metal processing, and cement kiln. Residual oil combustion sources identified at multiple monitoring sites point clearly to the Port of Seattle suggesting ship emissions as the source of oil combustion particles. In addition, the relationship between sulfate concentrations and the oil combustion emissions indicated contributions of ship emissions to the local sulfate concentrations. The analysis of spatial variability of PM_2.5 sources shows that the spatial distributions of several PM_2.5 sources were heterogeneous within a given air shed.     

Characterization of carbon fractions for atmospheric fine particles and nanoparticles in a highway tunnel

Fine particles (PM_2.5) and nanoparticles (PM_0.1) were sampled using Dichotomous sampler and MOUDI, respectively, in Xueshan Tunnel, Taiwan. Eight carbon fractions were analyzed using IMPROVE thermal-optical reflectance (TOR) method. The concentrations of different temperature carbon fractions (OC1–OC4, EC1–EC3) in both PM_2.5 and PM_0.1 were measured and the correlations between OC and EC were discussed. Results showed that the ratios of OC/EC were 1.26 and 0.67 for PM_2.5 and PM_0.1, respectively. The concentration of EC1 was found to be more abundant than other elemental carbon fractions in PM_2.5, while the most abundant EC fraction in PM_0.1 was found to be EC2. The variation of contributions for elemental carbon fractions was different among PM_2.5 and PM_0.1 samples, which was partly owing to the metal catalysts for soot oxidation. The correlations between char-EC and soot-EC showed that char-EC dominated EC in PM_2.5 while soot-EC dominated EC in PM_0.1. Using eight individual carbon fractions, the gasoline and diesel source profiles of PM_0.1 and PM_2.5 were extracted and analyzed with the positive matrix factorization (PMF) method.     

Source characterization of fine and coarse particles at the East Mediterranean coast

Fine and coarse atmospheric particles were collected in Ashdod—a midsize industrial city on the southeastern Mediterranean coast, and in Gedera—a rural site, to characterize ambient particles and to determine their long-range transport during two major seasons—winter and summer. Manual PM2.5 and PM10 samplers, dichotomous samplers, continuous automated PM10 samplers, and denuders were used to sample particulate and gaseous pollutants.Fine and coarse concentrations in Ashdod were 21.2 and 39.6 μg m⁻³, and 23.9 and 30.5 μg m⁻³ in the fall–winter and summer campaigns, respectively. Crustal material, as calcites or dolomites mixed with silicates, dominated the coarse fraction and also the fine fraction on dusty days. In the fall–winter, S, P, and Ni were coupled with minerals. Coarse Ni was associated with crustal material during dust storms, while P originated from shipping and deposition of phosphates in the urban area around.Sulfates dominated the fine fractions in the summer season averaging 12 μg m⁻³. Multivariate analysis indicated that S was associated with As and Se, V and Ni, both associated with heavy fuel combustion, and Zn and Pb. In winter, those mixed sources were local, but in summer they were part of long-range transport. In the fall–winter, Zn and Pb were strongly associated with Mn, Ga, and Cu—elements emitted from either traffic or metal processing plants.Although the influence of crustal material on both size fractions was significant, most heavy metals were associated with PM2.5. Higher concentrations were linked to a larger number of particles in this fraction, to a larger surface area available for biochemical reaction [Harrison, R., Shi, J., Xi, S., Khan, A., Mark, D., Kinnersley, R., Yin, J., Philos, T., 2000. Measurement of number, mass and size distribution of particles in the atmosphere. Philosophical Transactions of the Royal Society 358, 2567–2579], and finally to a larger concern in regards to health effects.     

Chemical characterization and source apportionment of fine and coarse particulate matter in Lahore,Pakistan

Lahore, Pakistan is an emerging megacity that is heavily polluted with high levels of particle air pollution. In this study, respirable particulate matter (PM_2.5 and PM₁₀) were collected every sixth day in Lahore from 12 January 2007 to 19 January 2008. Ambient aerosol was characterized using well-established chemical methods for mass, organic carbon (OC), elemental carbon (EC), ionic species (sulfate, nitrate, chloride, ammonium, sodium, calcium, and potassium), and organic species. The annual average concentration (±one standard deviation) of PM_2.5 was 194 ± 94 μg m^?3 and PM₁₀ was 336 ± 135 μg m^?3. Coarse aerosol (PM_10?2.5) was dominated by crustal sources like dust (74 ± 16%, annual average ± one standard deviation), whereas fine particles were dominated by carbonaceous aerosol (organic matter and elemental carbon, 61 ± 17%). Organic tracer species were used to identify sources of PM_2.5 OC and chemical mass balance (CMB) modeling was used to estimate relative source contributions. On an annual basis, non-catalyzed motor vehicles accounted for more than half of primary OC (53 ± 19%). Lesser sources included biomass burning (10 ± 5%) and the combined source of diesel engines and residual fuel oil combustion (6 ± 2%). Secondary organic aerosol (SOA) was an important contributor to ambient OC, particularly during the winter when secondary processing of aerosol species during fog episodes was expected. Coal combustion alone contributed a small percentage of organic aerosol (1.9 ± 0.3%), but showed strong linear correlation with unidentified sources of OC that contributed more significantly (27 ± 16%). Brick kilns, where coal and other low quality fuels are burned together, are suggested as the most probable origins of unapportioned OC. The chemical profiling of emissions from brick kilns and other sources unique to Lahore would contribute to a better understanding of OC sources in this megacity.     

Sources of fine particles in the South Coast area,California

PM_2.5 (particulate matter less than 2.5 μm in aerodynamic diameter) speciation data collected between 2003 and 2005 at two United State Environmental Protection Agency (US EPA) Speciation Trends Network monitoring sites in the South Coast area, California were analyzed to identify major PM_2.5 sources as a part of the State Implementation Plan development. Eight and nine major PM_2.5 sources were identified in LA and Rubidoux, respectively, through PMF2 analyses. Similar to a previous study analyzing earlier data (Kim and Hopke, 2007a), secondary particles contributed the most to the PM_2.5 concentrations: 53% in LA and 59% in Rubidoux. The next highest contributors were diesel emissions (11%) in LA and Gasoline vehicle emissions (10%) in Rubidoux. Most of the source contributions were lower than those from the earlier study. However, the average source contributions from airborne soil, sea salt, and aged sea salt in LA and biomass smoke in Rubidoux increased.To validate the apportioned sources in this study, PMF2 results were compared with those obtained from EPA PMF (US EPA, 2005). Both models identified the same number of major sources and the resolved source profiles and contributions were similar at the two monitoring sites. The minor differences in the results caused by the differences in the least square algorithm and non-negativity constraints between two models did not affect the source identifications.     

Chemical and strontium isotope characterization of rainwater in Beijing,China

Major ion concentrations and Sr isotope ratios (⁸⁷Sr/⁸⁶Sr) were measured in rainwater samples collected at an urban site in Beijing over a period of one year. The pH value and major ion concentrations of samples varied considerably, and about 50% of the rainwater studied here were acidic rain with pH values less than 5.0. Ca²⁺ and NH₄⁺ were the dominant cations in rainwaters and their volume weighted mean (VWM) values were 608 μeq l^?1 (14–1781 μeq l^?1) and 186 μeq l^?1 (48–672 μeq l^?1), respectively. SO₄^2? was the predominant anion with VWM value of 316 μeq l^?1 (65–987 μeq l^?1), next was NO₃^? with VWM value of 109 μeq l^?1 (30–382 μeq l^?1).Using Na as an indicator of marine origin, and Al for the terrestrial inputs, the proportions of sea salt and terrestrial elements were estimated from elemental ratios. More than 99% of Ca²⁺ and 98% of SO₄^2? in rainwater samples are non-sea-salt origin. The ⁸⁷Sr/⁸⁶Sr ratios were used to characterize the different sources based on the data sets of this study and those from literatures. Such sources include sea salts (⁸⁷Sr/⁸⁶Sr～0.90917), soluble soil dust minerals originating from either local or the desert and loess areas (～0.7111), and anthropogenic sources (fertilizers, coal combustion and automobile exhausts). The high concentrations of alkaline ions (mainly Ca²⁺) in Beijing atmosphere have played an important role to neutralize the acidity of rainwater. However, it is worth noting that there is a remarkable acidification trend of rainwater in Beijing recent years.     

Large PAHs detected in fine particulate matter emitted from light-duty gasoline vehicles

Emission factors of large PAHs with 6–8 aromatic rings with molecular weights (MW) of 300–374 were measured from 16 light-duty gasoline-powered vehicles (LDGV) and one heavy-duty diesel-powered vehicle (HDDV) operated under realistic driving conditions. LDGVs emitted PAH isomers of MW 302, 326, 350, and 374, while the HDDV did not emit these compounds. This suggests that large PAHs may be useful tracers for the source apportionment of gasoline-powered motor vehicle exhaust in the atmosphere. Emission rates of MW 302, 326, and 350 isomers from LDGVs equipped with three-way catalysts (TWCs) ranged from 2 to 10 (μg L⁻¹ fuel burned), while emissions from LDGVs classified as low emission vehicles (LEVs) were almost a factor of 10 lower. MW 374 PAH isomers were not quantified due to the lack of a quantification-grade standard. The reduced emissions associated with the LEVs are likely attributable to improved vapor recovery during the “cold-start” phase of the Federal Test Procedure (FTP) driving cycle before the catalyst reaches operating temperature. Approximately 2 (μg g⁻¹ PM) of MW 326 and 350 PAH isomer groups were found in the National Institute of Standards and Technology standard reference material (SRM)#1649 (Urban Dust). The pattern of the MW 302, 326, and 350 isomers detected in SRM#1649 qualitatively matched the ratio of these compounds detected in the exhaust of TWC LDGVs suggesting that each gram of Urban Dust SRM contained 5–10 mg of PM originally emitted from gasoline-powered motor vehicles.Large PAHs made up 24% of the total LEV PAH emissions and 39% of the TWC PAH emissions released from gasoline-powered motor vehicles. Recent studies have shown certain large PAH isomers have greater toxicity than benzo[a]pyrene. Even though the specific toxicity measurements on PAHs with MW >302 have yet to be performed, the detection of significant amounts of MW 326 and 350 PAHs in motor vehicle exhaust in the current study suggests that these compounds may pose a significant public health risk.     

Characterization of exhaust particles from military vehicles fueled with diesel,gasoline, and JP-8

Diluted exhaust from selected military aircraft ground-support equipment (AGE) was analyzed for particulate mass, elemental carbon (EC) and organic carbon (OC), SO4(2-), and size distributions. The experiments occurred at idle and load conditions and utilized a chassis dynamometer. The selected AGE vehicles operated on gasoline, diesel, and JP-8. These military vehicles exhibited concentrations, size distributions, and emission factors in the same range as those reported for nonmilitary vehicles. The diesel and JP-8 emission rates for PM ranged from 0.092 to 1.1 g/kg fuel. The EC contributed less and the OC contributed more to the particulate mass than reported in recent studies of vehicle emissions. Overall, the particle size distribution varied significantly with engine condition, with the number of accumulation mode particles and the count median diameter (CMD) increasing as engine load increased. The SO4(2-) analyses showed that the distribution of SO4(2-) mass mirrored the distribution of particle mass.