Contribution Of Vehicle Emissions Research Articles

Composition, sources and potential source regions of aerosols under contrasting environment conditions of Lanzhou, a valley city of western China: Observations by means of topographic relief

Chemical composition in PM2.5 (particulate matter with a diameter less than 2.5 μm) is essential information for evaluating their climate, environment and health effects. Concentrations of carbonaceous components and water-soluble ions in PM2.5 and the differences under varying environmental conditions in western China are poorly understood. During the period from July 2021 to July 2022, we conducted synchronous offline sampling of PM2.5 by deploying four identical sampling devices at altitudes ranging from 1500 m to 3600 m along the unique topography of the Lanzhou River Valley in western China. The major chemical components in PM2.5 are carbonaceous aerosols, NO3− and SO42− with the average concentrations of 28.07, 8.66 and 6.01 μg m−3 for the urban and surrounding rural areas, and 9.94, 2.45 and 3.11 μg m−3 for background site of Lanzhou. The concentrations of OC (organic carbon) and EC (elemental carbon) gradually decrease from urban area to suburban sites with increasing elevation. Coal combustion, vehicle emissions, secondary formation, salted aerosols and surface dust resuspension are found to be the primary sources of PM2.5 in both urban and rural areas of Lanzhou. The contribution of vehicle emissions decreases from urban areas to mountainous rural areas, contrary to the coal combustion and biomass burning. The study is significant for taking targeted measures to solve air pollution problem at different environmental conditions (urban, rural and background) over complex terrain.

Quantifying vehicle restriction related PM2.5 reduction using field observations in an isolated urban basin

Vehicle (related particulate matter) emissions, including primary vehicle (related particulate matter) emissions, secondary nitrate, and road dust, have become an important source of fine particulate matter (PM2.5) in many cities across the world. The relationship between vehicle emissions and PM2.5 during vehicle restrictions has not yet been revealed using field observational data. To address this issue, a three-month field campaign on physical and chemical characteristics of PM2.5 at hourly resolution was conducted in Lanzhou, an urban basin with a semi-arid climate. The Lanzhou municipal government implemented more strict vehicle restriction measure during the latter part of field campaign period. The concentration of nitrogen oxides (NO x ) and PM2.5 decreased by 15.6% and 10.6%, respectively during the strict vehicle restriction period. The daily traffic fluxes decreased by 11.8% due to the vehicle restriction measure. The vehicle emission reduction led to a decrease of 2.43 μg·m−3 in PM2.5, including the decrease of primary vehicle emissions, secondary nitrate, and road dust. The contribution of vehicle emissions to PM2.5 decreased by 9.0% based on the results derived from a positive matrix factorization model. The sources other than vehicle emissions increased by 0.2 μg·m−3. Combining all evidence from the observations, the reduction of vehicle emissions is almost equal to the observed reduction in PM2.5. A further extrapolation that 9.0% reduction in vehicle emissions led to the observed reduction in PM2.5 (2.32 μg·m−3). This study clearly quantifies the vehicle restriction related PM2.5 reduction using field observations. The results provide scientific support for the implementation of effective vehicle emission reduction measures.

Spatial Distribution and Inter-City Transport of PM2.5 Concentrations from Vehicles in the Guanzhong Plain in Winter

Regional atmospheric environmental problems have become increasingly prominent due to continuous urbanization in China. In this study, the Weather Research and Forecasting (WRF) model coupled with the California Puff (CALPUFF) air quality model was applied to analyze the spatial distribution and inter-city transport of primary and secondary PM2.5 concentrations from vehicles in the Guanzhong Plain (GZP) in January 2019. The results show that the secondary PM2.5 concentration emitted by vehicles was more easily dispersed than primary PM2.5. The maximum hourly average concentrations of primary PM2.5, secondary inorganic aerosol (SIA), and secondary organic aerosol (SOA) were about 18, 9, and 2 µg/m3, respectively. Exhaust emission and secondary NO3− were the main contributors to the total PM2.5 concentration from vehicles, accounting for about 52% and 32%, respectively. The maximum contribution of vehicle emissions to the ambient PM2.5 concentration was about 19%. Inter-city transport contributed about 33% of the total PM2.5 concentration from vehicles in cities in the GZP on average. Among the PM2.5 components transported in each city, SIA was the most abundant, followed by primary PM2.5, and SOA was the least. These findings will provide valuable insights for mitigating the regional PM2.5 pollution caused by near-surface sources in urban agglomerations.

Characterization of summertime single aerosol particles in Chengdu (China): Interannual evolution and impact of COVID-19 lockdown

To investigate the interannual evolution of air pollution in summer and the impact of the COVID-19 lockdown on local pollution in Chengdu, China, single aerosol particles were continuously measured in three summer periods: the regular period in 2020 (RP2020); the regular period in 2022 (RP2022); and the lockdown period in 2022 (LP2022). It was found that, from RP2020 to RP2022, the mass concentrations of PM2.5, PM10, SO2 and NO2 decreased by 25.6 %, 24.7 %, 28.8 % and 38.5 %, respectively, while the concentration of O3 increased by 11.0 %. Affected by regional transport, there was no significant decrease in the concentrations of various pollutants during LP2022. All single aerosol particles could be classified into seven categories: vehicle emissions (VE), dust, biomass burning (BB), coal combustion (CC), K mixed with sulfate (KSO4), K mixed with nitrate (KNO3) and K mixed with sulfate and nitrate (KSN) particles. From RP2020 to RP2022, the contributions of BB and CC particles decreased by 12.1 % and 0.9 %, respectively, while VE and dust particles increased by 3.6 % and 2.5 %, respectively; and compared to RP2022, the contributions of VE, dust and CC particles in LP2022 decreased by 22.2 %, 11.0 % and 12.7 %, respectively. The high PM2.5 pollution events in RP2020 and RP2022 were mainly caused by combustion sources (BB and CC, 51.6 %) and VE (38.3 %) particles, respectively, while the pollution event in LP2022 was contributed by BB (27.0 %) and secondary inorganic (KSO4, KNO3 and KSN, 60.2 %) particles. The formation mechanisms of different pollution events were further validated by WRF-Chem results. Although the potential source areas of particles showed a shrinking trend from RP2020 to RP2022, regional transport still caused high PM2.5 pollution events during LP2022. Photochemical processes dominated the formation of KSO4 particles, while the KNO3 and KSN particles were mainly generated by liquid-phase reactions, and this effect increased year by year.

Изменения кадастровых данных о выбросах в атмосферу загрязняющих веществ в московском регионе

For the planned modification of the air quality forecasting technology due to the transition to the new version of the CHIMERE chemical transport model, the updated EMEP-2020 emission data for the Moscow region were compared with the currently used EMEP-2013 data on emissions of priority pollutants into atmosphere. A 40 % decrease in the total volume of emissions has been revealed over the Moscow region in recent years, their spatial redistribution and changes in the contributions of industry sources to the total emission have been established. In EMEP-2020, as compared to EMEP-2013, the contribution of vehicle emissions and emissions from industrial combustion changed the most: it increased up to 58 and 27%, respectively. The comparison of 2019 and 2020 emissions is of particular interest: the inventory data revealed a slight decrease in total emissions (by 1–6 %) in 2020, which adequately correlates with restrictive measures during the COVID-19 pandemic. The results of comparisons of the data on emissions into the atmosphere on the territory of Moscow according to Rosprirodnadzor and EMEP-19 are presented and discussed. The coincidence of total emissions was established, with differences in spatial and sectoral distributions. The developed algorithms for the comparative analysis of EMEP and Rosprirodnadzor data are universal and can be used to analyze updated information in any regions. Keywords: EMEP emissions, chemical transport model, CHIMERE, Rosprirodnadzor, COVID-19 pandemic

Sources Causing Long-Term and Seasonal Changes in Combustion-Derived Particulate Matter in the Urban Air of Sapporo, Japan, from 1990 to 2002

Fifty-one samples were collected seasonally to estimate the amounts of total suspended particulate (TSP) in Sapporo, Japan, from 1990 to 2002. The atmospheric concentration of combustion-derived particulate (Pc) was calculated based on the NP method using 1-nitropyrene and pyrene. The atmospheric TSP and Pc concentration ranges were between 31–121 µg m−3 of air (Mean ± standard deviation (SD) = 58.2 ± 20.2 µg m−3) and 31–121 µg m−3 (Mean ± SD = 8.2 ± 6.0 µg m−3), respectively. First-order linear regression equations suggested that the Pc fraction decreased faster than TSP. The highest and lowest Pc concentrations were observed in winter and summer, respectively, whereas the highest and lowest TSP concentrations were observed in spring and winter, respectively. The largest and smallest Pc/TSP concentration ratios were observed in winter (0.324) and summer (0.075), respectively. The seasonal fractions of high-temperature combustion-derived particulate (Ph) in Pc ranged from 0.56 (winter) to 0.75 (summer), suggesting that the contribution of vehicle emissions to Pc was always larger than those of coal and biomass combustion. The sources of long-term and seasonal change in Pc were elucidated by analyzing organic source markers. Atmospheric concentrations of polycyclic aromatic hydrocarbons (PAHs), nitropolycyclic aromatic hydrocarbons (NPAHs) and hopanes showed long-term and seasonal changes similar to those of Pc, although biomarkers of biomass and coal combustion, such as levoglucosan, mannosan, and galactosan were not as strongly correlated. These results suggest that the change in the Pc concentration was mainly affected by vehicle emissions rather than by coal and biomass combustion or secondary pollutant formation. The decrease in the Pc over the study period was mainly a result of the Japanese particulate matter/NOx regulations on vehicle exhaust.

Major ions and potentially toxic elements in atmospheric precipitation during the COVID-19 lockdown in Moscow megacity

For the first time, the change in the physicochemical properties, ions composition, concentrations, and ratio of soluble and insoluble potentially toxic elements (PTEs), as well as sources contribution to the content of PTEs using principal component analysis with multiple linear regression (PCA-MLR) were determined in the Moscow precipitation before, during and after the lockdown (January–July 2020). The impact of the lockdown on the precipitation composition was ambivalent. The decrease in the precipitation pollution with PTEs (by 10–99% for soluble PTEs and 9–61% for insoluble ones) was caused by the purification of the atmosphere from aerosols during their long-term washing out by precipitation and a decrease in anthropogenic emissions. Air advection to Moscow from the suburbs, where wood, coal, household and agricultural wastes were burned, on the contrary, contributed to the growth of precipitation pollution with insoluble P, Pb, Cd, soluble P, Ag, Pb, Sb, As, Cd, as well as [Cl−] and [K+]. After the lockdown, the restoration of the level of precipitation pollution by PTEs occurred gradually due to the time lag between the increase in atmospheric pollution and the washing out of aerosols by precipitation, as well as dilution by exceptional rainfall amount. Faster restoration rates of insoluble PTEs compared to soluble ones are associated with the rapid increase in the activity of the urban source (road and construction dust, industrial and traffic emissions). The lifting lockdown restrictions reduced the contribution of industrial sources to the content of soluble PTEs forms (from 38–66% to 6%) due to an increase in the contribution of road dust and non-exhaust emissions, soil particles resuspension, waste and fuel combustion, and vehicle emissions. A decrease in the contribution of vehicle emissions, road dust resuspension, and construction dust to the content of insoluble PTEs from winter to summer due to the lockdown influence and a large amount of precipitation in late spring and early summer was confirmed. The results highlighted the need for further studies of the chemical composition and properties of precipitation in the city in similar periods for the correct separation of the influence of social, economic, emission, meteorological, and physicochemical factors on the content and the ratio of PTEs forms.

Evolution of PM2.5 Chemical Composition and Sources in Nanjing During the Implementation of the APPCAP

To acquire a deeper understanding about the impact of the Air Pollution Prevention and Control Action Plan (APPCAP) on ambient fine particulate matter (PM2.5), measurements of PM2.5 chemical components were conducted in the urban area of Nanjing during the implementation of the APPCAP. Evolution characteristics of several properties of the PM2.5 were studied, including the concentrations, proportions, and enrichment factors of major PM2.5 components and the acidity of the PM2.5. In addition, the source apportion of the PM2.5 was analyzed using the positive matrix factorization (PMF) model. The results showed that during the implementation of the APPCAP, the proportion of sulfate (SO42-) in PM2.5 decreased, whereas the proportions of nitrate (NO-3) and ammonium (NH+4) increased significantly together, from 25.58% in 2014 to 37.15% in 2017. The concentrations of carbon components (OC and EC) decreased in the early stage of the APPCAP; however, the decreasing trend slowed down in the later stage. In particular, the proportion of organic carbon (OC) increased, especially for the secondary organic carbon (SOC). The acidity of the PM2.5 decreased significantly, with the molar equivalent ratio of cations and anions increasing from 0.83 in 2014 to 1.13 in 2017. The contributions of coal combustion and the metallurgical and petrochemical industry to the PM2.5 generally showed a downward trend, whereas the contribution of vehicle emissions increased rapidly, from 8.78% in 2014 to 13.92% in 2017. The contribution of general fugitive dust fluctuated greatly, but that of soil fugitive dust showed an upward trend. This study suggested that the direct PM2.5 emissions, such as those from coal combustion and industries, were effectively controlled during the implementation of the APPCAP; however, the contribution of secondary aerosols became increasingly prominent, which indicates that future policies of PM2.5 pollution control should focus on emission reduction of the precursors such as NOx, NH3, and VOCs. In addition, the effects of increasing alkalization of the PM2.5 and enhanced oxidizability of the atmosphere on the PM2.5 pollution also require further attention.

Sedimentary records of polycyclic aromatic hydrocarbons from three enclosed lakes in China: Response to energy structure and economic development

Historical polycyclic aromatic hydrocarbon (PAH) pollution was explored through the sedimentary records of three lakes: Huguangyan Maar Lake (HGY) in South China, Mayinghai Lake (MYH) in North China, and Sihailongwan Lake (SHLW) in Northeast China. In these three lakes, the PAH concentrations in sediments are still rising, showing the different trend to lakes in developed countries. PAH pollution in South China occurred from 1850, much earlier than the increases since 1980 observed in North and Northeast China. The temporal trends of PAH concentrations in lake sediments are highly correlated with local economic development. Spatially, although the region where HGY is located has the highest gross domestic product, higher fluxes of PAHs were found in MYH sediments, indicating that atmospheric PAH pollution in North China might be more serious, and that PAH pollution is not fully correlated with economic development. Source analysis suggested that the PAHs in lake sediments are mainly derived from oil leaks, coal and biomass combustion, vehicle emissions, and diagenesis. Positive matrix factorization (PMF) model revealed that the contribution of vehicle emissions and coal combustion to PAHs has increased significantly in the past 40 years. Benzo(a)pyrene equivalent (BaPE) in the surface sediments of MYH and SHLW were similar and higher than in HGY. In HGY, vehicle emissions posed the highest toxic risk, followed by coal combustion. However, in MYH, the toxicity risk of vehicle emissions was close to that of coal and biomass combustion due to the highly developed coal industry in Shanxi Province. In SHLW, the contribution of fossil fuel combustion to BaPE was significantly higher than that of biomass combustion. This study provides important information for understanding PAH pollution affected by anthropogenic activities in the Anthropocene and provides a scientific basis for formulating PAH pollution control strategies.

Measurement report: Intra- and interannual variability and source apportionment of volatile organic compounds during 2018–2020 in Zhengzhou, central China

Abstract. Ambient volatile organic compounds (VOCs) were measured continuously from January 2018 to December 2020 at an urban site in Zhengzhou (China) to investigate their characteristics, sources, atmospheric oxidation capacity (AOC), and chemical reactivity. During the sampling period, the total concentration of observed VOCs was 94.3±53.1 µg m−3, and alkanes were the major VOC species, accounting for 58 % of the total. During the sampling period, the interannual variation in VOCs gradually reduced from 113.2±65.2 µg m−3 in 2018 to 90.7±52.5 µg m−3 in 2019 and 79.1±41.7 µg m−3 in 2020. Ethane and propane were the top two most abundant species during the 3-year observation period. Results showed that the total AOC, dominated by OH radical reactions, was 7.4×107 molec. cm−3 s−1. Total OH reactivity was 45.3 s−1, and it was mainly contributed by NOx. The AOC and ⚫OH reactivity both exhibited well-defined seasonal and interannual patterns. Therefore, control strategies should focus on the key species given their interannual and seasonal variations. Meanwhile, diagnostic ratios of VOC species indicated that VOCs in Zhengzhou were greatly affected by vehicle emissions and liquid petroleum gas/natural gas (LPG/NG). Positive matrix factorization analysis identified six sources: industrial sources, solvent use, vehicle emissions, LPG/NG, fuel burning, and biogenic sources. Vehicle emissions and industrial sources made the largest contributions to VOC emissions in each of the 3 years. The proportion of the contributions of vehicle emissions and LPG/NG increased with each passing year. However, the proportion of industrial and solvent sources presented a decreasing trend, which reflects the remarkable effect of control policies. The effect of VOCs on O3 formation suggests that vehicle emissions and solvent use remain key sources. Therefore, it is necessary to formulate effective strategies for reducing ground-level O3, and those sources mentioned above should be strictly controlled by the regulatory authorities.

Policy-driven variations in oxidation potential and source apportionment of PM2.5 in Wuhan, central China

China has implemented several control measures to mitigate PM2.5 pollution and improve air quality, such as the Action Plan for the Prevention and Control of Air Pollution (APPCAP). To comprehensively assess the changes in ambient PM2.5 concentrations and the corresponding health risk with the implementation of APPCAP, this study examined PM2.5 samples collected in Wuhan in 2012/2013 and 2018 for water-soluble ions, carbonaceous fractions, and elements, respectively. Dithiothreitol (DTT) assay was used to determine the oxidation potential (OP) of PM2.5. The positive matrix factorization (PMF) model and the multiple linear regression (MLR) model were used to analyze PM2.5 sources and the contribution of each source to the OP of PM2.5. The results showed that PM2.5 concentrations in Wuhan decreased significantly, however, there was little change in the health risk and a significant increase in intrinsic toxicity. DTTv (the volume-normalized dithiothreitol) showed high correlations (r > 0.5, p < 0.01) with water-soluble organic carbon (WSOC), organic carbon (OC), secondary ions (NO3−, SO42−, and NH4+), and elements. Compared to 2012/2013, the contribution of vehicle emissions and secondary aerosol sources to PM2.5 increased significantly in 2018. Biomass burning sources significantly contribute to DTTv in the summer and autumn, and secondary aerosol sources significantly contribute to DTTv in winter. The human health impacts from coal combustion sources remained high, while vehicle emission sources increased. In the context of decreasing PM2.5 concentrations, the role of vehicle emissions health impacts is increasingly significant due to the large increment in vehicle ownership and high inherent OP. Therefore, targeting vehicle emissions for control is of great importance for human health and needs to be given great attention in future policymaking.

Beyond Substituted p-Phenylenediamine Antioxidants: Prevalence of Their Quinone Derivatives in PM2.5.

Substituted para-phenylenediamine (PPD) antioxidants have been extensively used to retard oxidative degradation of tire rubber and were found to pervade multiple environmental compartments. However, there is a paucity of research on the environmental occurrences of their transformation products. In this study, we revealed the co-occurrence of six PPD-derived quinones (PPD-Qs) along with eight PPDs in fine particulate matter (PM2.5) from two Chinese megacities, in which N,N′-bis(1,4-dimethylpentyl)-p-phenylenediamine quinone (77PD-Q) was identified and quantified for the first time. Prevalent occurrences of these emerging PPD-Qs were found in Taiyuan (5.59–8480 pg/m3) and Guangzhou (3.61–4490 pg/m3). Significantly higher levels of PPDs/PPD-Qs were observed at a roadside site, implying the possible contribution of vehicle emissions. Correlation analysis implied potential consistencies in the fate of these PPD-Qs and suggested that most of them were originated from the transformation of their parent PPDs. For different subpopulation groups under different exposure scenarios, the estimated daily intakes of PPD-Qs (0.16–1.25 ng kgbw–1 day–1) were comparable to those of their parent PPDs (0.19–1.41 ng kgbw–1 day–1), suggesting an important but overlooked exposure caused by novel PPD-Qs. Given the prolonged exposure of these antioxidants and their quinone derivatives to traffic-relevant occupations, further investigations on their toxicological and epidemiological effects are necessary.

Changes in physical and chemical properties of urban atmospheric aerosols and ozone during the COVID-19 lockdown in a semi-arid region

The synergistic response of urban atmospheric aerosols and ozone (O3) to reduction of anthropogenic emissions is complicated and still needs further study. Thus, the changes in physical and chemical properties of urban atmospheric aerosols and O3 during the Coronavirus Disease 2019 (COVID-19) lockdown were investigated at three urban sites and one rural site in Lanzhou with semi-arid climate. Fine particulate matter (PM2.5) decreased at four sites by ∼ 20% while O3 increased by >100% at two urban sites during the COVID-19 lockdown. Both primary emissions and secondary formation of PM2.5 decreased during the lockdown. Significant increase in both sulfur and nitrogen oxidation ratios was found in the afternoon, which accounted for 48.7% of the total sulfate and 40.4% of the total nitrate, respectively. The positive matrix factorization source apportionment revealed increased contribution of secondary formation and decreased contribution of vehicle emissions. Aerosol scattering and absorption decreased by 33.6% and 45.3%, resulting in an increase in visibility by 30% and single scattering albedo (SSA) at 520 nm slightly increased by 0.02. The enhanced O3 production was explained by increased volatile organic compounds to nitrogen oxides ratio, decreased aerosol, as well as increased SSA. The primary emissions of secondary aerosol precursors significantly decreased while Ox (i.e., NO2 and O3) exhibited little change. Consequently, Ox to CO ratio, PM2.5 to elemental carbon (EC) ratio, secondary inorganic aerosols to EC ratio, and secondary organic carbon to EC ratio increased, confirming enhanced secondary aerosol production efficiency during the lockdown. Positive feedback among O3 concentration, secondary aerosol formation, and SSA was revealed to further promote O3 production and secondary aerosol formation. These results provide scientific guidance for collaborative management of O3 and particulate matter pollution for cities with semi-arid climate.

Urban and suburban variations in emission sources and quality-adjusted life year loss of PM2.5-bound PAHs in Beijing, China

Urban and suburban variations in PM2.5-bound PAH compositions, sources and their potential health risk in terms of quality-adjusted life year (QALY) loss were explored, taking Haidian and Fangshan as urban and suburban representatives in Beijing. The annual mean total concentration of 16 priority PAHs in Fangshan (26.95 ng/m3) was higher than that in Haidian (12.59 ng/m3). The concentration of PAHs was much higher during the heating season, with four-ring PAHs as the dominant species. The PMF-PSCF-CPF integrated source apportionment method identified the same three sources in both areas; however, the mass contribution of traffic emissions in Haidian (64.2%) was larger than that in Fangshan (54.7%), while the source of coal and natural gas combustion and the source of biomass combustion, petroleum volatilization and coke oven contributed less (26.4% and 9.3%) than those in Fangshan (32.1% and 13.2%). Potential risk contribution of vehicle emissions (Haidian: 2943.39 QALYs, 91.36%; Fangshan: 6360.58 QALYs, 83.25%) was much greater than its mass contribution because its emission contained more PAH species with high toxicity, such as BaP. QALY loss covers the content of mental health, integrates noncarcinogenic and carcinogenic effects, and can more comprehensively reflect the health loss of affected people, thus being a suitable indicator for determining priority control sources.

Real-time Composition and Sources of VOCs in Summer in Wuhan

The hourly concentrations of 102 volatile organic compounds (VOCs) in Wuhan from June to July in 2019 were obtained using an online monitoring instrument. The ρ(VOCs) varied from 24.9 to 254 μg·m-3, with a mean value of (67.7±32.2) μg·m-3. According to the air quality standard of ozone, the observation period was divided into clean and polluted episodes of O3. The differences in meteorological parameters, VOC concentrations, compositions, sources, and ozone formation potential (OFP) between clean and polluted episodes were analyzed and compared. The average mass concentrations of NOx, CO, and VOCs in polluted periods exceeded those of clean periods by 34.9%, 25.0%, and 27.8%, respectively. The mass concentrations of alkanes, alkenes, aromatic hydrocarbons, and oxygenated volatile organic compounds in polluted periods were higher than those in clean periods by 40.7%, 39.5%, 26.9%, and 21.5%, respectively. The average OFP in polluted periods[(102±69.6) μg·m-3] exceeded that of clean periods by 33.5%. The average contribution rates of LPG combustion, industrial sources, vehicle emissions, natural sources, and solvent usage to VOCs were 3.4%, 2.5%, 0.2%, 1.3%, and 1.4% lower than those of the clean periods, respectively, whereas the gasoline evaporation increased by 8.8% in polluted periods. The contributions of vehicle emissions and gasoline evaporation exhibited higher values in the morning and evening, with lower values in the afternoon, which may have been related to peak vehicles emissions. The contribution of LPG combustion peaked along with the cooking time. The concentration weighted trajectory showed that the main sources of VOCs in polluted periods were from local emissions and surrounding regions in the northeastern direction of Wuhan. In polluted periods, gasoline evaporation and LPG combustion should be emphasized for preventing O3 pollution in the summer in Wuhan.

Effects of changes in polycyclic aromatic hydrocarbons (PAHs) emissions and degradation on their concentrations in Tokyo from 2007 and 2016

The concentrations of polycyclic aromatic hydrocarbons (PAHs) in aerosol were measured in Shinjuku, which is central Tokyo, Japan, for 10 years from 2007 to 2016. The effects of changes in emission sources and their degradation by reaction with ozone were assessed in this study. There was no significant increasing or decreasing trend of the PAH concentrations during 10 years (P > 0.05). The average selected seven the PAH concentrations (0.88 ng m−3) during 10 years was lower than those in New York and Paris. However, the trend of ozone concentrations is increasing in central Tokyo. This inconsistency raises a question. Did the fact that the ozone concentration was higher than the PAH concentrations promote PAH degradation? To apportion the PAH sources, we used PAH concentration profiles and positive matrix factorization analysis. The contribution of vehicle emissions to the PAHs ranged from 40 to 80%. Ozone concentrations increased by 3.70%/year during 10 years. The theoretical degradation rates of PAHs by ozone, which were calculated using a pseudo-first-order rate equation, suggested that the lifetimes of benzo[a]pyrene (BaP) decreased by 1 min from 2007 to 2016. We investigated the aging of BaP using the profile of the isomer ratios. We found that the aging of BaP at the urban and roadside sites were nearly identical indicating aging regardless of the season. Although the decomposition of BaP is promoted by the photochemical oxidation reaction, this result suggests that a certain threshold value exists as the degree of the decomposition. This degradation of PAH can improve chemical loss processes in air quality model.

Morphological properties, chemical composition, cancer risks and toxicological potential of airborne particles from traffic and urban background sites

From a sampling campaign from December 2018 to June 2019, at a traffic and an urban background site in Coimbra, Portugal, two particulate matter (PM10) samples from each month were selected to characterise the morphology by scanning electron microscopy, to determine the organic and inorganic chemical composition by multiple analytical techniques and to assess the ecotoxicity by the Vibrio fischeri bioluminescence inhibition assay. PM10 concentrations in winter were approximately twice as high as those recorded in the spring. Biomass burning was the greatest contributor to air pollution in winter at both sites. The contribution of vehicle emissions to the PM10 at the roadside was, on average, 7 times higher than at the background location. Distinct particle morphologies were observed. Higher abundances of aggregates enriched in Fe, Ti, Ba, Cr, Co, Cu, Zr, Mn and soot particles were registered in samples from the roadside. Bivariate plots suggested common sources of PAHs, mostly traffic and biomass burning, across the city. Benzo[a]pyrene equivalent concentrations were within the values documented for other European cities. Cancer risks resulting from exposure to PAHs by inhalation were estimated to be low (10−6 ≤ to <10−4) for both sites. The noncarcinogenic risks from particulate trace elements were always higher than the target value of 1. Cancer risks for Cr were found to be higher than the acceptable level (10−6). The calculation of toxic units indicated that 64% of the samples from the roadside location were toxic and 14% very toxic, while the corresponding shares for the urban background site were 50% and 7%, respectively. Many PM10-bound constituents, especially markers of biomass burning (e.g. anhydrosugars) and traffic emissions (e.g. Fe, Cu, Zn), showed significant statistical correlations with toxicity.

High contribution of vehicle emissions to fine particulate pollutions in Lanzhou, Northwest China based on high-resolution online data source appointment

The quantitative estimation of urban particulate matter (PM) sources is essential but limited because of various reasons. The hourly online data of PM2.5, organic carbon (OC), elemental carbon (EC), water-soluble ions, and elements from December 2019 to November 2020 was used to conduct PM source appointment, with an emphasis on the contribution of vehicle emissions to fine PM pollution in downtown Lanzhou, Northwest China. Vehicle emissions, secondary formation, mineral dust, and coal combustion were found to be the major PM sources using the positive matrix factorization model. The seasonal mean PM2.5 were estimated to be 72.8, 39.2, 24.3, and 43.6 μg·m−3 and vehicle emissions accounted for 35.7%, 25.8%, 30.0%, and 56.6% in winter, spring, summer, and autumn, respectively. Vehicle emissions were the largest source of PM considering the high PM pollution in winter and its significantly large contribution in autumn. Furthermore, the contribution of vehicle emissions increased with increasing PM in winter and autumn. Vehicle emissions were also the most important source of EC, accounting for 70.3%, 91.0%, 83.5%, and 93.7% of the total EC in winter, spring, summer, and autumn, respectively. With the reduction in industrial emissions and increase in vehicle numbers in China in recent years, vehicle emissions are going to be the largest source of urban PM pollution. To sustainably improve air quality in Lanzhou and other Chinese cities, efforts should be made to control vehicle emissions such as promoting clean-energy vehicles and encouraging public transportation.

Concentrations and Sources of Atmospheric PM, Polycyclic Aromatic Hydrocarbons and Nitropolycyclic Aromatic Hydrocarbons in Kanazawa, Japan

PM2.5 (fine particles with diameters 2.5 micrometers and smaller) and PM&gt;2.5 were separately collected in Kanazawa, Japan in every season, from the spring of 2017 to the winter of 2018, and nine polycyclic aromatic hydrocarbons (PAHs) and six nitropolycyclic aromatic hydrocarbons (NPAHs) were respectively determined using high-performance liquid chromatography (HPLC) with fluorescence and chemiluminescence detections. The atmospheric concentrations of both the PAHs and NPAHs showed seasonal changes (highest in the winter and lowest in the summer), which differed from the variations in the total suspended particulate matter (TSP) and PM2.5 amounts (which were highest in the spring). The contributions of major sources to the combustion-derived particulate (Pc) in the PM2.5 were calculated using the 1-nitropyrene-pyrene (NP) method, using pyrene and 1-nitropyrene as the representative markers of PAHs and NPAHs, respectively. The annual average concentration of Pc accounted for only 2.1% of PM2.5, but showed the same seasonal variation as PAHs. The sources of Pc were vehicles (31%) and coal heating facilities/industries (69%). A backward trajectory analysis showed that the vehicle-derived Pc was mainly from Kanazawa and its surroundings, and that coal heating facilities/industry-derived Pc was transported from city areas in central and northern China in the winter, and during the Asian dust event in the spring. These results show that large amounts of PAHs were transported over a long range from China during the winter. Even in the spring, after the coal heating season was over in China, PAHs were still transported to Japan after Asian dust storms passed through Chinese city areas. By contrast, the main contributors of NPAHs were vehicles in Kanazawa and its surroundings. The recent Pc concentrations were much lower than those in 1999. This decrease was mostly attributed to the decrease in the contribution of vehicle emissions. Thus, the changes in the atmospheric concentrations of Pc, PAHs and NPAHs in Kanazawa were strongly affected not only by the local emissions but also by long-range transport from China.

Evaluation of OSPM against air quality measurements in Brazil – the case study of Fortaleza, Ceará

ABSTRACT The contribution of vehicle emissions to air pollution is considered a large environmental and health problem in big Brazilian cities caused, among other factors, by slow renewal of the old vehicle fleet. Brazilian studies usually only consider traffic-related issues in transportation analysis, with minor assessments of emissions and close to non-existent assessment of air quality. On this background, this research aimed to calibrate and evaluate the Operational Street Pollution Model (OSPM®) to Brazilian conditions by implementing Brazilian emission factors. The urban background concentrations were modeled with the Urban Background Model (UBM) as part of the air quality system (THOR–AirPAS). In this case, we used meteorological data from a ground meteorological station outside Fortaleza processed by meteorological pre-processor and regional background concentrations from the Integrated Forecast System (IFS) as input to UBM. New air quality measurements were collected in busy streets of the city of Fortaleza during the year of 2017. The study collected samples of daily NO2 and PM10 concentrations to evaluate OSPM daily estimations. In addition, a transportation travel demand model (TRANUS) has been calibrated to the case study area with observed traffic data collected, in order to provide Annual Average Daily Traffic (AADT) as inputs to OSPM®. Two sets of emission factors were evaluated. Official Brazilian emission factors were applied to OSPM®, as well as adjusted emission factors derived in the project based on calibration that were higher than the official emission factors. Data showed that concentrations are significantly influenced by meteorological factors (such as temperature, wind speeds, wind directions), and especially precipitation for PM10 concentrations. OSPM® simulated results showed concentration levels and patterns close to air quality measurements with default emission factors and calibrated emission for UBM but large underestimations if official emissions were used for both UBM and OSPM. Implications: Busy urban streets in Brazilian cities with intense flow of diesel vehicles (such as buses and trucks) can significantly increase air pollution, especially for NO2 and PM10. With OSPM calibrated and evaluated to Brazilian conditions, the model system can be used by authorities to assess the impact of policy measures, such as vehicle access restrictions in Low Emission Zones, in order to consider not only traffic related issues, but also air pollution due to mobile sources with outdated emission technologies.