Gasoline Vehicle Exhaust Research Articles

Volatile organic compounds in typical coal chemical industrial park in China and their environmental and health impacts

The coal chemical industry produces a large amount of volatile organic compounds (VOCs), and the emission characteristics and associated impact on the environment and health of the residents are still unclear. This study determined the VOC concentrations and compositions in the Jinjie Coal Chemical Industry Park which is located in northern China. The average concentrations of total measured VOCs (TVOCs) in the industrial areas in summer and winter were 231.5 and 103.2 μg/m3, which were higher than those in the residential areas (123.7 and 70.3 μg/m3), respectively. Aromatics, Oxygenated volatile organic compounds (OVOCs), and alkanes were the dominant VOC classes in the industrial areas, while halocarbons, OVOCs, and alkenes had higher compositions in the residential areas where were not only affected by industrial emissions and also other anthropogenic sources. OVOCs contributed over 43% of ozone formation potential (OFP), while aromatics contributed over 61% of secondary organic aerosol (SOA) formation in the Park in both seasons. Using the source apportionment method, biogenic emission and anthropogenic source (gasoline production, coking emission, fuel combustion, solvent coating, and vehicle exhaust) were major contributors to VOCs in residential areas. The industrial-related emissions were the main components of anthropogenic source, accounting for 53.5%–58.7% of the overall VOCs. With reliable estimations of the health aspects, exposures to acrolein (HQ: 7.4–126.6) and formaldehyde (ILCR: 5.5 × 10−3-5.7 × 10−2) posed the highest non-carcinogenic and carcinogenic risks, accounting for 94.3%–98.6% and 55.8%–93.8% of the total HQ and ILCR, respectively. The results demonstrated that substantial environmental and health co-benefits to the residents could be achieved by reducing the industrial emissions from gasoline production, coking process, and diesel-fueled vehicles in the Jinjie Coal Chemical Industry Park. Prioritizing the establishment of efficient air pollution measures and tightening industrial emission standards, especially for hazardous VOCs, are recommended according to the findings of the valuable work.

Effects of Ammonia Mitigation on Secondary Organic Aerosol and Ammonium Nitrate Particle Formation in Photochemical Reacted Gasoline Vehicle Exhausts

Gaseous air pollutants emitted primarily by anthropogenic sources form secondary products through photochemical reactions, complicating the regulatory analysis of anthropogenic emissions in the atmosphere. We used an environmental chassis dynamometer and a photochemical smog chamber to conduct a parameter sensitivity experiment to investigate the formation of secondary products from a gasoline passenger car. To simulate the mitigation of ammonia emissions from gasoline vehicle exhausts assuming future emission controls and to allow photochemical oxidation and aging of the vehicle exhaust, ammonia was selectively removed by a series of five denuders installed between the vehicle and photochemical smog chamber. Overall, there were no differences in the formation of secondary organic aerosols and ozone with or without ammonia mitigation. However, the potential for ammonium nitrate particle formation was significantly reduced with ammonia mitigation. In addition, ammonia mitigation resulted in increased aerosol acidity due to nitric acid in the gas phase not being neutralized by ammonia and condensing onto the liquid particle phase, indicating a potentially important secondary effect associated with ammonia mitigation. Thus, we provide new insights into the effects of ammonia mitigation on secondary emissions from gasoline vehicle exhaust and into a potentially useful experimental approach for determining primary and secondary emissions.

Characteristics, source analysis, and health risk of PM2.5 in the urban tunnel environment associated with E10 petrol usage.

The increase in the number of motor vehicles has intensified the impact of traffic sources on air quality. Our aim was to illustrate the characteristics of PM2.5 emissions from vehicles fueled with E10 (a blend of 10% ethanol and 90% gasoline). A 21-day PM2.5 sampling in a fully enclosed urban tunnel and the component analysis were completed, and the characteristics, sources, and health risks of tunnel PM2.5 were studied. Moreover, the PM2.5 pH and its sensitivity were investigated by the thermodynamic model (ISORROPIA-II). In addition, exposure models were used to assess the health risks of different heavy metals in PM2.5 to humans through respiratory pathways. The two-point Cu/Sb ratio (entrance: 4.0 ± 1.4; exit: 4.4 ± 1.7) was close to the diagnostic criteria indicating a significant impact from brake wear. NO3-, NH4+, and SO42- constituted the main components of water-soluble ions in PM2.5 of the tunnel, accounting for 83.0-84.6% of the total concentration of inorganic ions. The organic carbon/elemental carbon ratio of the tunnel was greater than 2, indicating that the contribution of gasoline vehicle exhaust was significant. The average emission factors of PM2.5 in the fleet was 31.4 ± 16.6 mg/(veh·km). The pH value of PM2.5 in a tunnel environment (4.6 ± 0.3) was more acidic than that in an urban environment (4.9 ± 0.6). The main sensitive factors of PM2.5 pH in the urban atmosphere and tunnel environment were total ammonia (sum of gas and aerosol, NH3) and temperature, respectively. The results of the health risk assessment showed that Pb posed a potential carcinogenic risk, while As and Cd presented unacceptable risks for tunnel workers. The non-carcinogenic risk index of heavy metals of PM2.5 in the tunnel environment exceeded the safety threshold.

Characteristics and Formation Mechanism of Ozone Pollution in Demonstration Zone of the Yangtze River Delta, China

Emerging research indicates that ground-level ozone (O3) has become a leading contributor to air quality concerns in many Chinese cities, with the Yangtze River Delta (YRD) region facing particular challenges. This study investigated the characterization of air pollutants in Wujiang, which is located within the YRD demonstration zone, during the warm season (April–September) of 2022. The contributions of emission and meteorology to O3 were identified, the O3-NOX-VOC sensitivities were discussed, and the VOC sources and their contributions to O3 formation were analyzed. A random forest model revealed that the high O3 concentration was mainly caused by a combination of increased emission intensity due to the resumption of work and production after the COVID-19 pandemic, along with adverse meteorological conditions. The results revealed more than 92% of the pollution days were related to O3 during the warm season, and the impact of O3 precursor emissions was slightly greater than that of the meteorological conditions. O3 formation was in the VOC-limited regime, and emission reduction strategies targeting VOCs, particularly aromatics such as toluene and xylene, have been identified as the most effective approach for mitigating O3 pollution. Changes in O3-NOX-VOC sensitivity were also observed from the VOC-limited regime to the transitional regime, which was primarily driven by variations in the NOX concentrations. The VOC source analysis results showed that the contributions of gasoline vehicle exhaust and diesel engine exhaust (mobile source emissions) were significantly greater than those of the other sources, accounting for 20.8% and 16.5% of the total VOC emissions, respectively. This study highlights the crucial role of mobile source emission control in mitigating O3 pollution. Furthermore, prioritizing the control of VOC emission sources with minimal NOX contributions is highly recommended within the VOC-limited regime.

Ozone Pollution in Suzhou During Early Summertime: Formation Mechanism and Interannual Variation

This study investigated the concentrations of atmospheric pollutants in the urban area of Suzhou from May to June, 2017-2021. The variation characteristics and annual changes of ozone (O3), nitrogen oxide (NOx), total oxidant (Ox), carbon monoxide (CO), and volatile organic compounds (VOCs) were analyzed. The O3 formation mechanism and its annual changes were studied using an Observation-Based Model (OBM), and VOCs source apportionments and their trends were discussed. The results indicated that ① The volume fractions of Ox and the concentrations of NOx and CO have decreased in the urban area of Suzhou in recent years, while the volume fractions of VOCs have increased, and sufficient photochemical conditions for O3 formation still existed during polluted days. ② The O3-NOx-VOCs sensitivity in Suzhou was in the VOCs-limited regime. The long-term reduction ratio between VOCs and NOx should not be less than 5:1, and aromatics and alkenes were the critical VOCs for mitigating O3 pollution. ③ The results of VOCs source apportionment revealed that industrial emissions, gasoline vehicle exhaust, and diesel engine exhaust were the major sources of VOC emissions in Suzhou. Industrial emissions and solvent usage declined from 2017 to 2021; however, gasoline vehicle exhaust and gasoline evaporation, which possess higher O3 formation potential(OFP), increased significantly. ④ The OFP source apportionments results indicated that controlling VOC emissions from solvent usage and gasoline vehicle exhaust is crucial for O3 pollution control in Suzhou.

Spatial Variability and Source Apportionment of PM2.5 Carbon Components in Tianjin

The contents of eight carbonaceous subfractions were determined by simultaneously collecting PM2.5 samples from four sites in different functional areas of Tianjin in 2021. The results showed that the organic carbon (OC) concentration was 3.7 μg·m-3 to 4.4 μg·m-3, and the elemental carbon (EC) concentration was 1.6 μg·m-3 to 1.7 μg·m-3, with the highest OC concentration in the central urban area. There was no significant difference in EC concentration. The concentration of PM2.5 showed the distribution characteristics of the surrounding city>central city>peripheral area. The OC/EC minimum ratio method was used to estimate the concentrations of secondary organic carbon (SOC) in PM2.5, and the results showed that the secondary pollution was more prominent in the surrounding city, with SOC accounting for 48.8%. The correlation between carbon subcomponents in each functional area showed the characteristics of the peripheral area>central area>surrounding area, all showing the strongest correlation between EC1 and OC2 and EC1 and OC4. By including the carbon component concentration into the positive definite matrix factorization (PMF) model for source apportionment, the results showed that road dust sources(9.7%-23.5%), coal-combustion sources (10.2%-13.3%), diesel vehicle exhaust (12.6%-20.2%)and gasoline vehicle exhaust (18.9%-38.8%)were the main sources of carbon components in PM2.5 in Tianjin. The pollution sources of carbon components were different in different functional areas, with the central city and peripheral areas mainly affected by gasoline vehicle exhaust; the surrounding city was more prominently affected by the secondary pollution and diesel vehicle exhaust.

Microstructure and chemical composition of deposited particulate matter from gasoline and diesel vehicle exhaust emissions

A comprehensive physicochemical characterization of transport-emitted aerosols containing in vehicle exhaust emissions derived from the combustion of fuels such as diesel, premium gasoline, and unleaded gasoline was performed in this study by employing a range of analytical techniques (Laser granulometry, X-ray Fluorescence (XRF), Fourier Transform Infrared (FTIR), X-ray diffraction (DRX), Scanning Electron Microscopy (SEM), and Thermogravimetry). The X-ray diffractogram of diesel (D) derived aerosols showed an amorphous structure while those of unleaded gasoline (UG) and premium gasoline (PG), showed amorphous crystalline phases. The chemical composition of D, PG and UG derived particles was dominated by aliphatic C-H groups of alkanes with relatively low C=O groups of carboxylic acids, ketones, aldehydes, esters, lactones, and sulphate (SO4 2-) inorganic salts. The nitrogen-containing functionality (NO3-) was specific to particles of PG and UG. Laser particle size analysis showed fine particle sizes (Range) generated from diesel exhausts, thus making them dangerous when inhaled, as they can penetrate deeply into the human airways and become incorporated into the blood stream damaging other viscera.

Reduced Carbon Intensity of Ethanol Blend Gasoline

<div>Tank-to-wheels (TTW) CO<sub>2</sub> reduction for ethanol blends is determined from either gasoline composition or vehicle exhaust measurements. Fuels are characterized using a carbon intensity (CI), which is the ratio of carbon (as CO<sub>2</sub> mass) in the fuel to the net heating value. Our objective is to assess changes in CI of market gasoline with varying ethanol content that can be used to appreciate change in vehicle tailpipe greenhouse gases (GHG) in response to policy controlling the ethanol level in market fuels. Ethanol has both a reduced carbon content and a reduced net (lower) heating value relative to petroleum species, with a CI slightly lower than that of typical petroleum gasoline. However, ethanol blending offers additional CI reduction because it enables a reduction of aromatics in the petroleum blendstock for oxygenate blending (BOB) while maintaining octane rating of the blend. Aromatics have a CI about 20% higher than paraffins. The primary refinery option for aromatic reduction is through lower severity or throughput for the gasoline reformer, which ultimately reduces CI in the BOB and the finished blend. Expected gasoline market blends were projected by developing a model that addressed US refining and blending in response to octane requirements. A TTW blending CI, or BCI, for ethanol is proposed to describe the total CI reduction in the finished blend enabled by the ethanol. The ethanol BCI was found to average at 59 gCO<sub>2</sub>/MJ for E10, E15, and E20 (10%, 15%, and 20% ethanol by volume) market fuels in this study. This is substantially below the ethanol chemical CI of 71.0 gCO<sub>2</sub>/MJ and petroleum CI of 73.5 g CO<sub>2</sub>/MJ due to the enabling of aromatic reduction. E10 in comparison to E0 (purely petroleum) is estimated to offer a national US tailpipe CO<sub>2</sub> reduction of 16.6 billion kg annually.</div>

A comprehensive observation on the pollution characteristics of peroxyacetyl nitrate (PAN) in Beijing, China

Peroxyacetyl nitrate (PAN) is a typical secondary photochemical product in the atmospheric environment with significant adverse effects on human health and plant growth. In this study, PAN and other pollutants, as well as meteorological conditions were observed intensively from August to September in 2022 at a typical urban sampling site in Beijing, China. The mean and maximum PAN concentrations during the observation period were 1.00 ± 0.97 ppb and 4.84 ppb, respectively. Severe photochemical pollution occurred during the observation period, with the mean PAN concentration about 3.1 times higher than that during the clean period. There was a good positive correlation between O3 and PAN, and their correlation was higher during the O3 exposure period than that during the clean period. The simulated results by box-model coupled with the Master Chemical Mechanism (MCM v3.3.1) showed that the O3-related reactions were the largest sources of OH radicals during O3 exposure period, which was conducive to the co-contamination of PAN and O3. Acetaldehyde (CH3CHO) and methylglyoxal (MGLY) were the largest OVOCs precursors of peroxyacetyl radicals (PA), with the contributions to the total PA generated by OVOCs about 67 % – 83 % and 17 % – 30 %, respectively. The reduction of emissions from liquefied petroleum gas (LPG) and solvent usage has the highest reduction effect on PAN and O3, followed by the control of gasoline vehicle exhaust emissions. This study deepens the understanding of the PAN photochemistry in urban areas with high O3 background conditions and the impact of anthropogenic activities on the photochemical pollution. Meanwhile, the findings of this study highlight the necessity of strengthening anthropogenic emissions control to effectively reduce the co-contamination of PAN and O3 in Beijing in the future.

Pollution Characteristics of Carbonaceous Components in PM10 and PM2.5 of Road Dust Fall and Soil Dust in Xi'an

To investigate the pollution characteristics of carbonaceous components in PM10 and PM2.5 of road dust fall and soil dust in Xi'an and enrich their source profiles, samples from five sites of road dust fall and 16 sites of soil dust were collected in Xi'an from April to May 2015. The ZDA-CY01 particulate matter resuspension sampler was used to obtain PM10 and PM2.5 samples, and the Model5L-NDIR OC and EC analyzer were used to determine the concentrations of organic carbon (OC) and elemental carbon (EC) in PM10 and PM2.5. The pollution and sources of carbonaceous aerosol in PM10 and PM2.5 were investigated by analyzing OC and EC characteristics, ratio, and the principal component analysis statistical model. The results showed that the proportions of OC in PM10 and PM2.5 at the various dust fall sites differed, ranging from 6.0% to 19.4% and 7.6% to 29.8%, respectively. The ratios of EC in PM10 and PM2.5at the different dust fall sites were relatively small, accounting for 0.6%-2.2% and 0.2%-3.6% in urban sites, respectively; however, EC was almost undetectable in most peripheral soil dust. The proportions of carbonaceous components in PM10 and PM2.5 followed the order of urban road dust fall>external control dust>river beach soil dust>soil dust and urban road dust fall>soil dust>external control dust>river beach soil dust, respectively. OC dominated the carbonaceous aerosols at the different sites, which was relatively low in urban road dust fall. The OC to total carbon (TC) ratios in PM10 and PM2.5 at urban road dust fall were 85.2%-95.3% and 87.9%-98.9%, respectively. The OC to TC ratios in PM10 and PM2.5 of soil dust were relatively high, exceeding 99%. Carbonaceous components were primarily concentrated in fine particles. The pollution distribution of carbonaceous components in the urban road dust fall sites was consistent, whereas that in the different soil dust sites were quite different. The carbonaceous components in urban road dust fall and soil dust were primarily affected by pollutant source emissions such as biomass burning, coal burning, gasoline, and diesel vehicle exhaust. There were differences in the source contribution rates of carbonaceous aerosols in PM10 and PM2.5.

Highlights on the key roles of interfaces between CeO2-based oxide and perovskite (LaMnO3/LaFeO3) in creating active oxygen species for soot oxidation

Design efficient catalyst which can activate oxygen molecules or supply active oxygen species is a key challenge for soot abatement under the much lower concentration of oxygen from gasoline vehicle exhaust. Herein, combining with the advantages of both CeO2-based oxide (CeO2–ZrO2–Y2O3–La2O3, CZ for short) and perovskite (LaMnO3 and LaFeO3) in oxygen storage/release, two hybrids catalysts, CZ-LaMnO3 (LM) and CZ-LaFeO3 (LF), with more oxygen vacancies and enhanced lattice oxygen transport at lower temperatures due to the heterointerface effects have been successfully synthesized for soot oxidation. Combining with X-ray diffraction (XRD), high-resolution transmission electron microscopy (HRTEM), X-ray photoelectron spectroscopy (XPS), oxygen temperature-programmed desorption (O2-TPD) and H2temperature-programmed reduction (H2-TPR), it was found that electrons transfer from Ce3+ to Fe3+ and an interfacial La diffusion from LM to CZ may have been occurred in LF-CZ and LM-CZ, respectively, which leads to the increased unsaturated sites and oxygen vacancies. More importantly, the obvious enhancement of active surface lattice oxygen transport at low temperatures due to interfacial interaction has also been demonstrated in LM-CZ, which highly promotes the soot oxidation. And consequently, 5LM-CZ (with 5 wt% content of LM) showed the highest soot conversion activity, whose T50 (50 % soot conversion temperature) (379 °C) was lower than 5LF-CZ (395 °C) and CZ (401°C) at tight contact mode in 1 %O2/N2 atmosphere, indicating that the activation of lattice oxygen at the interface plays an important role in soot oxidation. Furthermore, when further varying the content of LM in xLM-CZ (x = 5 wt%, 10 wt%, 15 wt%, 20 wt%), it was found that 10LM-CZ, whose content of LM reached the monolayer dispersion capacity of CZ, exhibited the most abundant active surface lattice oxygen species due to the optimized interface area. As a result, 10LM-CZ displayed superior activity even than pure LM in both loose and tight contact with/without NO, indicating that the composite catalyst has a wide application environment. This work has a certain guiding significance for the utilization of heterointerface effect among different components to prepare effective soot oxidation catalyst with multi-components.

Mengurangi Karbon Monoksida dari Emisi Kendaraan untuk Melindungi Lingkungan dan Meningkatkan Efisiensi Energi

Gasoline vehicle exhaust emissions certainly contain CO gas. This gas in the air can be dangerous for humans and can even be deadly. The presence of CO gas emissions indicates incomplete combustion of fuel in the engine. How to reduce CO gas released from vehicle engines without changing anything and power can also increase. This research was conducted experimentally by examining CO gas levels with the influence of the type of spark plug material, fuel and engine speed. The test was carried out on gasoline vehicles with an engine capacity of 1,500 cc. The results showed that the spark plugs that are good for producing low CO gas are Iridium spark plugs and fuels with an octane number of 92 and above. A good engine speed to produce small CO gas is between 1000 rpm to 3000 rpm. With the combination of the three can reduce CO gas and energy can be increased. This research is good for gasoline vehicle users so that CO gas emissions are low and energy efficiency is high, so use Iridium spark plugs, gasoline with octane 92 or more and the engine rotation speed between 1000 rpm to 3000 rpm.

Differences in compositions and effects of VOCs from vehicle emission detected using various methods

Vehicle exhaust and oil fuel evaporation emit volatile organic compounds (VOCs). The differences in VOC compositions and their effects determined using different methods have not been addressed sufficiently. In this study, VOC samples are obtained from single gasoline and diesel vehicle exhausts using a portable emission measurement system, from a tunnel in Yichang City, and from gasoline and diesel evaporation at gas stations. A total of 107 VOCs are analysed. The calculated VOC source profiles (based on VOC source profiles of single-vehicle type and vehicle fleet composition in the tunnel) and the tested source profiles (from a tunnel test) are compared. The results show that gasoline burning can reduce alkenes from a mass fraction of 53.1% (for evaporation) to 3.6% (for burning), as well as increase the mass fraction of alkenes from 1.3% (for diesel evaporation) to 34.0% (for diesel burning). The calculated VOC source profiles differed from the tested VOC source profiles, with a coefficient of divergence of 0.6. Ethane, ethylene, n-undecane, and n-dodecane are used to distinguish VOCs in gasoline and diesel exhausts. Cis-2-butene, 2-methylpentane, m/p-xylene, o-xylene, and n-decane can be used to separate gasoline from diesel. The xylene/ethylbenzene ratios accurately reveal the photochemical age. Gasoline burning increases health risks associated with VOCs compared with gasoline evaporation. Furthermore, it modifies the main contributor to ozone formation potential. This study is expected to facilitate refined VOC source apportionment and studies pertaining to speciated emission inventories.

Identify the key emission sources for mitigating ozone pollution: A case study of urban area in the Yangtze River Delta region, China

Ozone (O3) has become the most critical air pollutant in the Yangtze River Delta (YRD) region of China. Research on the O3 formation mechanism and its precursor sources (including nitrogen oxides (NOX) and volatile organic compounds (VOCs)) could provide a theoretical basis for mitigating O3 pollution in this region. In this study, simultaneous field experiments were conducted for air pollutants in a typical urban area (Suzhou) in the YRD region in 2022. The capacity of in-situ O3 formation, O3-NOX-VOCs sensitivities and sources of O3 precursors were analyzed. The results showed that in-situ formation contributed 20.8 % of the O3 concentration in the warm season (April to October) of the Suzhou urban area. Compared with the warm season average, the concentrations of various O3 precursors increased on pollution days. The O3-NOX-VOCs sensitivity was the VOCs-limited regime based on the average concentrations during the warm season. O3 formation was most sensitive to anthropogenic VOCs, of which oxygenated VOCs, alkenes and aromatics were the key species. There was a VOCs-limited regime in spring and autumn, while a transitional regime in summer due to the changes in NOX concentrations. This study considered NOX emission from VOCs sources and calculated the contribution of various sources to O3 formation. The results of VOCs source apportionment showed that diesel engine exhaust and fossil fuel combustion had a dominant proportion, but O3 formation presented significant negative sensitivities to the above two sources because of their high NOX emissions. There were significant sensitivities of O3 formation to gasoline vehicle exhaust and VOCs evaporative emissions (gasoline evaporation and solvent usage). The contribution of VOCs evaporative emissions during the O3 pollution episode was significantly higher than the average; therefore, controlling VOCs evaporative emissions during the O3 pollution episode is critical. These results provide feasible strategies to mitigate O3 pollution.

Characteristics and Source Apportionment of Volatile Organic Compounds in Zhanjiang in Summer

Ozone pollution is intensifying in China, and its related studies are weak in non-focus regions and non-focus cities. Here, we investigated the characteristics and sources of volatile organic compounds (VOCs) at three sampling sites in Zhanjiang. We analyzed 101 VOCs using a gas chromatography-mass spectrometry/hydrogen ion flame detector (GC-MS/FID) and high-performance liquid chromatography (HPLC) using a Summa canister and DNPH adsorption tube. We calculated the ozone formation potential (OFP) of VOCs and used the positive matrix factorization (PMF) model for source apportionment. The results showed that the mean φ(TVOCs) was 1.28×10-7, and the dominant contributors were OVOCs (52%), followed by alkanes (36%), alkenes (7%), halogenated hydrocarbons (2.42%), aromatic hydrocarbons (1.61%), and alkynes (0.78%). The diurnal variation in VOCs was influenced by photochemical reactions; the ratio of aromatic hydrocarbons and alkanes was high in the morning and evening and low at noon, whereas OVOCs had a low ratio in the morning and noon and high in the evening, influenced by primary emissions and the upwind transport of pollutants. The OFP was 3.28×10-7, and the dominant species were formaldehyde, butene, n-butane, butanone, and acetaldehyde.The analysis of X/E values (characterizing the aging degree of air masses) and backward trajectories of air masses showed that during the sampling, when influenced by air masses from the south or southwest, X/E was small, and the aging degree of air masses was high, indicating the influence of regional transport; when influenced by air masses from the east or southeast direction, X/E was large, and the air masses were fresh, and VOCs were mainly from local emissions. Six emission sources of VOCs, including industrial emissions, gasoline vehicle exhaust and gasoline evaporation, regional background and transport sources, biomass combustion, diesel vehicles and marine shipping emissions, and solvent use emission sources, were resolved using the PMF model, with contributions of 36.05%, 28.99%, 13.84%, 10.13%, 7.05%, and 3.95%, respectively.Zhanjiang should strengthen the supervision of formaldehyde, butene, n-butane and butanone, industry sources, and mobile sources as the focus of control.

Soot oxidation over Pt-loaded CeO2-ZrO2 catalysts under gasoline exhaust conditions: Soot-catalyst contact efficiency and Pt chemical state

Decreasing the ignition temperature of soot combustion is a key of the improved catalyst performances, but a much lower concentration of oxygen from gasoline vehicle exhaust makes the research of the catalyst extremely challenging. Improving the adsorption and activation of oxygen molecules on the catalyst surface and the effective migration rate of active oxygen species are the key factors to enhance soot oxidation. In this work, Pt/CeO2-ZrO2-re catalyst was synthesized by synergistically adjusting CeO2-ZrO2 pore structure and Pt chemical state, as a result, the conversion temperature (T50, 50% soot was oxidized) was reduced by 113 ℃ in 1% O2/N2. The pore structure of CeO2-ZrO2 was optimized by copolymerization microsphere template assisted method, and better soot-contact efficiency and intrinsic properties were obtained, resulting in a higher availability of reactive oxygen species. In addition, adjusting Pt chemical state by using the liquid phase reduction method is significant for the adsorption and activation of oxygen molecules and catalytic cycle of soot oxidation. Structure-activity relationship studies showed that soot oxidation performance is highly related to the initial oxidation state of Pt and pore structure in 1% O2/N2. Better soot-contact efficiency, improved intrinsic properties and the existence of metallic Pt are responsible for the higher soot oxidation activity of Pt/CeO2-ZrO2-re catalyst.

Measurement report: Ambient volatile organic compound (VOC) pollution in urban Beijing: characteristics, sources, and implications for pollution control

Abstract. The increasing ozone (O3) pollution and high fraction of secondary organic aerosols (SOA) in fine particle mass has highlighted the importance of volatile organic compounds (VOCs) in air pollution control. In this work, four intensive field measurements of VOCs during winter of 2018 (from 1 December 2018 to 17 January 2019), spring (15 April to 27 May), summer (17 June to 13 July), and autumn (22 September to 27 November) of 2019 were conducted at an urban site in Beijing to characterize VOC sources and their contributions to air pollution. The total mixing ratio of the 95 quantified VOCs (TVOC) observed in this study ranged from 5.5–118.7 ppbv with the mean value of 34.9 ppbv. Alkanes, OVOCs, and halocarbons were the dominant chemical groups, accounting for 75 %–81 % of the TVOC across the sampling months. The molar ratios of VOCs to NOx indicated that O3 formation was limited by VOCs during the whole sampling period. Positive matrix factorization (PMF) analysis showed that diesel vehicle exhaust, gasoline vehicle exhaust, and industrial emissions were the main VOC sources during both the O3-polluted and PM2.5-polluted months. On the basis of O3 formation impact, VOCs from fuel evaporation and diesel exhaust, particularly toluene, xylenes, trans-2-butene, acrolein, methyl methacrylate, vinyl acetate, 1-butene, and 1-hexene, were the main contributors, illustrating the necessity of conducting emission controls on these pollution sources and species to alleviate O3 pollution. Instead, VOCs from diesel exhaust as well as coal and biomass combustion were found to be the dominant contributors to secondary organic aerosol formation potential (SOAFP), particularly the VOC species of toluene, 1-hexene, xylenes, ethylbenzene, and styrene, and top priority should be given to these for the alleviation of haze pollution. This study provides insights for the government to formulate effective VOC control measures for air pollution in Beijing.

Direct identification of total and missing OH reactivities from light-duty gasoline vehicle exhaust in China based on LP-LIF measurement

Considerable efforts have been devoted to characterising the chemical components of vehicle exhaust. However, these components may not accurately reflect the contribution of vehicle exhaust to atmospheric reactivity because of the presence of species not accounted for (“missing species”) given the limitations of analytical instruments. In this study, we improved the laser photolysis–laser-induced fluorescence (LP–LIF) technique and applied it to directly measure the total OH reactivity (TOR) in exhaust gas from light-duty gasoline vehicles in China. The TOR for China I to VI-a vehicles was 15.6, 16.3, 8.4, 2.6, 1.5, and 1.6 × 104 sec−1, respectively, reflecting a notable drop as emission standards were upgraded. The TOR was comparable between cold and warm starts. The missing OH reactivity (MOR) values for China I to IV vehicles were close to zero with a cold start but were much higher with a warm start. The variations in oxygenated volatile organic compounds (OVOCs) under different emission standards and for the two start conditions were similar to those of the MOR, indicating that OVOCs and the missing species may have similar production processes. Online measurement revealed that the duration of the stable driving stage was the primary factor leading to the production of OVOCs and missing species. Our findings underscore the importance of direct measurement of TOR from vehicle exhaust and highlight the necessity of adding OVOCs and other organic reactive gases in future upgrades of emission standards, such that the vehicular contribution to atmospheric reactivity can be more effectively controlled.

Impact of Vehicle Light on Physical Properties of Particulate Matters Emitted from Vehicles

Gasoline and diesel vehicles are one of the main sources of PMs generation which are harmful to human health and the environment. The light emitted from the headlights of these vehicles may cause to make the PMs more/less/not dangerous than the raw PMs to human health and the environment by changing their properties. However, there is no information available in this field. Therefore, this research is presented to investigate the effect of light emitted from one of the most common vehicle headlights (Halogen type) on the physical properties of PMs. Three PM samples taken directly from one diesel vehicle operating at an idle condition, and inside of a diesel particulate filter and gasoline vehicle exhaust pipe (engine was off) were exposed to the vehicle headlight for 6 hrs at 10 cm distance. It is observed that the vehicle light has the potential to change the structure, shape, and size of the PMs, while the fresh PMs from diesel vehicle receives more changes (43.5% increase in particle diameter) compared with the other two samples containing mature/aged PMs (increases of 3.6 and 9.9%, respectively). Also, the effect of the beam from the scanning electron microscope on the PM physical properties is presented.

Characterization of VOCs during Nonheating and Heating Periods in the Typical Suburban Area of Beijing, China: Sources and Health Assessment

In recent years, the “coal to electricity” project (CTEP) using clean energy instead of coal for heating has been implemented by Beijing government to cope with air pollution. However, VOC pollution after CTEP was rarely studied in suburbs of Beijing. To fill this exigency, 116 volatile organic compounds (VOCs) were observed during nonheating (P1) and heating (P2) periods in suburban Beijing. The results showed that the total of VOCs (TVOCs) was positively correlated with PM2.5, PM10, NO2, CO, and SO2 but negatively correlated with O3 and wind speed. The average TVOCs concentration was 19.43 ± 12.41 ppbv in P1 and 16.25 ± 8.01 ppbv in P2. Aromatics and oxygenated VOCs (OVOCs) were the main contributors to ozone formation potential (OFP). Seven sources of VOCs identified by the positive matrix factorization (PMF) model were industrial source, coal combustion, fuel evaporation, gasoline vehicle exhaust, diesel vehicle exhaust, background and biogenic sources, and solvent usage. The contribution of coal combustion to VOCs increased significantly during P2, whereas industrial sources, fuel evaporation, and solvent usage exhibited opposite trends. The potential source contribution function (PSCF) and concentration weighted trajectory (CWT) were used to analyze the source distributions. The results showed that VOC pollution was caused mainly by air mass from southern Hebei during P1 but by local emissions during P2. Therefore, although the contribution of coal combustion after heating increased, TVOCs concentration during P2 was lower than that during P1. Chronic noncarcinogenic risks of all selected VOC species were below the safe level, while the carcinogenic risks of most selected VOC species were above the acceptable risk level, especially for tetrachloromethane and 1,2-dichloroethane. The cancer risks posed by gasoline vehicle emissions, industrial enterprises, and coal combustion should be paid more attention.