Secondary organic aerosol (SOA) constitutes a substantial fraction of fine particulate matter and has important impacts on climate and human health. The extent to which human activities alter SOA formation from biogenic emissions in the atmosphere is largely undetermined. Here, we present direct observational evidence on the magnitude of anthropogenic influence on biogenic SOA formation based on comprehensive ambient measurements in the southeastern United States (US). Multiple high-time-resolution mass spectrometry organic aerosol measurements were made during different seasons at various locations, including urban and rural sites in the greater Atlanta area and Centreville in rural Alabama. Our results provide a quantitative understanding of the roles of anthropogenic SO2 and NOx in ambient SOA formation. We show that isoprene-derived SOA is directly mediated by the abundance of sulfate, instead of the particle water content and/or particle acidity as suggested by prior laboratory studies. Anthropogenic NOx is shown to enhance nighttime SOA formation via nitrate radical oxidation of monoterpenes, resulting in the formation of condensable organic nitrates. Together, anthropogenic sulfate and NOx can mediate 43–70% of total measured organic aerosol (29–49% of submicron particulate matter, PM1) in the southeastern US during summer. These measurements imply that future reduction in SO2 and NOx emissions can considerably reduce the SOA burden in the southeastern US. Updating current modeling frameworks with these observational constraints will also lead to more accurate treatment of aerosol formation for regions with substantial anthropogenic−biogenic interactions and consequently improve air quality and climate simulations.

Motor vehicles are a significant source of polycyclic aromatic hydrocarbon (PAH) emissions. Improved understanding of the relationship between fuel composition and PAH emissions is needed to determine whether fuel reformulation is a viable approach for reducing PAH emissions. PAH concentrations were quantified in gasoline and diesel fuel samples collected in summer 1997 in northern California. Naphthalene was the predominant PAH in both fuels, with concentrations of up to 2600 mg L-1 in gasoline and 1600 mg L-1 in diesel fuel. Particle-phase PAH size distributions and exhaust emission factors were measured in two bores of a roadway tunnel. Emission factors were determined separately for light-duty vehicles and for heavy-duty diesel trucks, based on measurements of PAHs, CO, and CO2. Particle-phase emission factors, expressed per unit mass of fuel burned, ranged up to 21 μg kg-1 for benzo[ghi]perylene for light-duty vehicles and up to ∼1000 μg kg-1 for pyrene for heavy-duty diesel vehicles. Light-duty vehicles were found to be a significant source of heavier (four- and five-ring) PAHs, whereas heavy-duty diesel engines were the dominant source of three-ring PAHs, such as fluoranthene and pyrene. While no correlation between heavy-duty diesel truck PAH emission factors and PAH concentrations in diesel fuel was found, light-duty vehicle PAH emission factors were found to be correlated with PAH concentrations in gasoline, suggesting that gasoline reformulation may be effective in reducing PAH emissions from motor vehicles.

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Motor vehicles are a significant source of fine carbonaceous particle emissions. Fuels have been reformulated and vehicle technologies have advanced, so an updated assessment of vehicular emissions is needed. Gas- and particle-phase pollutant concentrations were measured in the Caldecott Tunnel in the San Francisco Bay Area during the summer of 1996. Separate samples were collected for uphill traffic in two tunnel bores:  one bore was influenced by heavy-duty diesel truck emissions; a second bore was reserved for light-duty vehicles. Fine particle black carbon and PAH concentrations were normalized to fuel consumption to compute emission factors. Light-duty vehicles and heavy-duty diesel trucks emitted, respectively, 30 ± 2 and 1440 ± 160 mg of fine black carbon particles per kg of fuel burned. Diesel trucks were the major source of lighter PAH, whereas light-duty gasoline vehicles were the dominant source of higher molecular weight PAH such as benzo[a]pyrene and dibenz[a,h]anthracene. Size-resolved measurements of particulate PAH showed significant fractions of diesel-derived PAH to be present in both the ultrafine size mode (<0.12 μm) and the ac cumulation mode (0.12−2 μm). In contrast, gasoline engine-derived PAH emissions were found almost entirely in the ultrafine mode.

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