A gap in emission inventories of urban volatile organic compound (VOC) sources, which contribute to regional ozone and aerosol burdens, has increased as transportation emissions in the United States and Europe have declined rapidly. A detailed mass balance demonstrates that the use of volatile chemical products (VCPs)-including pesticides, coatings, printing inks, adhesives, cleaning agents, and personal care products-now constitutes half of fossil fuel VOC emissions in industrialized cities. The high fraction of VCP emissions is consistent with observed urban outdoor and indoor air measurements. We show that human exposure to carbonaceous aerosols of fossil origin is transitioning away from transportation-related sources and toward VCPs. Existing U.S. regulations on VCPs emphasize mitigating ozone and air toxics, but they currently exempt many chemicals that lead to secondary organic aerosols.

Emissions from gasoline and diesel vehicles are predominant anthropogenic sources of reactive gas-phase organic carbon and key precursors to secondary organic aerosol (SOA) in urban areas. Their relative importance for aerosol formation is a controversial issue with implications for air quality control policy and public health. We characterize the chemical composition, mass distribution, and organic aerosol formation potential of emissions from gasoline and diesel vehicles, and find diesel exhaust is seven times more efficient at forming aerosol than gasoline exhaust. However, both sources are important for air quality; depending on a region's fuel use, diesel is responsible for 65% to 90% of vehicular-derived SOA, with substantial contributions from aromatic and aliphatic hydrocarbons. Including these insights on source characterization and SOA formation will improve regional pollution control policies, fuel regulations, and methodologies for future measurement, laboratory, and modeling studies.motor vehicle emission factors | photochemical oxidation | urban air quality | volatile organic compound emissions | petroleum fuel composition O rganic aerosol (OA) in the atmosphere is detrimental to human health and represents a highly uncertain forcing of climate change (1). The use of petroleum-derived fuels is an important source of reactive gas-phase organic carbon that provides key precursors to the formation of secondary OA (SOA) and tropospheric ozone (1). Controlling these emissions from gasoline and diesel vehicles is central to air quality mitigation policies in urban areas (2). Previous work has concluded that further research is necessary to elucidate all organic sources of SOA precursors (3, 4). Significant controversy exists over the contributions of precursors from gasoline and diesel vehicles, and the relative importance of each for SOA formation remains in question, in part because of insufficient chemical characterization of fuels and emissions, and the difficulty of ambient measurements of gasphase compounds emitted from diesel sources (1, 4-8).In the United States, diesel fuel accounts for 21% of on-road fuel use (by volume), with off-road sources increasing total use to 28% diesel. In California, the diesel share of on-road use ranges from approximately 10% in coastal cities to more than 30% in agricultural regions (SI Appendix, Table S1) (2, 9, 10). Noncombusted hydrocarbons from the fuels are emitted in the exhaust of gasoline and diesel engines, and also via evaporation from gasoline vehicles and service stations. These compounds in unburned gasoline and diesel fuel dominate vehicular emissions of reactive gas-phase carbon that have the potential to form SOA (11,12). Previous work has shown nontailpipe emissions account for ∼30% of gasoline-related emissions in urban regions, but limited work exists constraining the emissions and SOA formation potential of gas-phase organic carbon from gasoline and diesel sources (13). By using extensive fuel analyses and field data from two sites that include ...

[1] Methane (CH 4 ), carbon dioxide (CO 2 ), carbon monoxide (CO), and C 2 -C 5 alkanes were measured throughout the Los Angeles (L.A.) basin in May and June 2010. We use these data to show that the emission ratios of CH 4 /CO and CH 4 /CO 2 in the L.A. basin are larger than expected from population-apportioned bottom-up state inventories, consistent with previously published work. We use experimentally determined CH 4 /CO and CH 4 /CO 2 emission ratios in combination with annual State of California CO and CO 2 inventories to derive a yearly emission rate of CH 4 to the L.A. basin. We further use the airborne measurements to directly derive CH 4 emission rates from dairy operations in Chino, and from the two largest landfills in the L.A. basin, and show these sources are accurately represented in the California Air Resources Board greenhouse gas inventory for CH 4 . We then use measurements of C 2 -C 5 alkanes to quantify the relative contribution of other CH 4 sources in the L.A. basin, with results differing from those of previous studies. The atmospheric data are consistent with the majority of CH 4 emissions in the region coming from fugitive losses from natural gas in pipelines and urban distribution systems and/or geologic seeps, as well as landfills and dairies. The local oil and gas industry also provides a significant source of CH 4 in the area. The addition of CH 4 emissions from natural gas pipelines and urban distribution systems and/or geologic seeps and from the local oil and gas industry is sufficient to account for the differences between the top-down and bottom-up CH 4 inventories identified in previously published work.

Secondary organic aerosol (SOA) is formed from the atmospheric oxidation of gas-phase organic compounds leading to the formation of particle mass. Gasoline- and diesel-powered motor vehicles, both on/off-road, are important sources of SOA precursors. They emit complex mixtures of gas-phase organic compounds that vary in volatility and molecular structure-factors that influence their contributions to urban SOA. However, the relative importance of each vehicle type with respect to SOA formation remains unclear due to conflicting evidence from recent laboratory, field, and modeling studies. Both are likely important, with evolving contributions that vary with location and over short time scales. This review summarizes evidence, research needs, and discrepancies between top-down and bottom-up approaches used to estimate SOA from motor vehicles, focusing on inconsistencies between molecular-level understanding and regional observations. The effect of emission controls (e.g., exhaust aftertreatment technologies, fuel formulation) on SOA precursor emissions needs comprehensive evaluation, especially with international perspective given heterogeneity in regulations and technology penetration. Novel studies are needed to identify and quantify "missing" emissions that appear to contribute substantially to SOA production, especially in gasoline vehicles with the most advanced aftertreatment. Initial evidence suggests catalyzed diesel particulate filters greatly reduce emissions of SOA precursors along with primary aerosol.

Worldwide heavy oil and bitumen deposits amount to 9 trillion barrels of oil distributed in over 280 basins around the world, with Canada home to oil sands deposits of 1.7 trillion barrels. The global development of this resource and the increase in oil production from oil sands has caused environmental concerns over the presence of toxic compounds in nearby ecosystems and acid deposition. The contribution of oil sands exploration to secondary organic aerosol formation, an important component of atmospheric particulate matter that affects air quality and climate, remains poorly understood. Here we use data from airborne measurements over the Canadian oil sands, laboratory experiments and a box-model study to provide a quantitative assessment of the magnitude of secondary organic aerosol production from oil sands emissions. We find that the evaporation and atmospheric oxidation of low-volatility organic vapours from the mined oil sands material is directly responsible for the majority of the observed secondary organic aerosol mass. The resultant production rates of 45-84 tonnes per day make the oil sands one of the largest sources of anthropogenic secondary organic aerosols in North America. Heavy oil and bitumen account for over ten per cent of global oil production today, and this figure continues to grow. Our findings suggest that the production of the more viscous crude oils could be a large source of secondary organic aerosols in many production and refining regions worldwide, and that such production should be considered when assessing the environmental impacts of current and planned bitumen and heavy oil extraction projects globally.