Pollution Gradients and Chemical Characterization of Particulate Matter from Vehicular Traffic near Major Roadways: Results from the 2009 Queens College Air Quality Study in NYC

Massoli, P.; Fortner, Edward C.; Canagaratna, Manjula R.; Williams, Leah R.; Zhang, Qi; Sun, Yele; Schwab, James J.; Trimborn, A.; Onasch, T. B.; Demerjian, Kenneth L.; Kolb, C. E.; Worsnop, Douglas R.; Jayne, John T.

doi:10.1080/02786826.2012.701784

Cited by 114 publications

(131 citation statements)

References 104 publications

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“…The average ratio drops to about 1.05 if the three major oxygenated organic fragments, including CO + , CO + 2 , and C 2 H 3 O + , are also excluded in the calculation. Using the same measurement approach and R BC -dependent CE, Massoli et al (2012Massoli et al ( , 2015 reported that 81 and 87 % of HOA was associated with rBC particles near vehicular emissions and in a polluted offshore environment.…”

Section: Comparisons Of Nr-pm Rbc and Nr-pm Componentsmentioning

confidence: 99%

“…Real-time and mass-based chemical compositions of organic coatings on ambient BC particles were seldom reported until the recent development of an Aerodyne soot-particle aerosol mass spectrometer (SP-AMS; Cappa et al, 2012;Massoli et al, 2012Massoli et al, , 2015Onasch et al, 2012;Liu et al, 2015;Lee et al, 2016;Willis et al, 2016). In this study, we investigate formation of organic coatings on BC particles by deploying a SP-AMS in Fontana, California, which is located in the broader South Coast Air Basin and includes the greater Los Angeles area.…”

Section: Introductionmentioning

confidence: 99%

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Formation of secondary organic aerosol coating on black carbon particles near vehicular emissions

Lee

Chen

et al. 2017

Atmos. Chem. Phys.

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Abstract. Black carbon (BC) emitted from incomplete combustion can result in significant impacts on air quality and climate. Understanding the mixing state of ambient BC and the chemical characteristics of its associated coatings is particularly important to evaluate BC fate and environmental impacts. In this study, we investigate the formation of organic coatings on BC particles in an urban environment (Fontana, California) under hot and dry conditions using a soot-particle aerosol mass spectrometer (SP-AMS). The SP-AMS was operated in a configuration that can exclusively detect refractory BC (rBC) particles and their coatings. Using the −log(NO x / NO y ) ratio as a proxy for photochemical age of air masses, substantial formation of secondary organic aerosol (SOA) coatings on rBC particles was observed due to active photochemistry in the afternoon, whereas primary organic aerosol (POA) components were strongly associated with rBC from fresh vehicular emissions in the morning rush hours. There is also evidence that cooking-related organic aerosols were externally mixed from rBC. Positive matrix factorization and elemental analysis illustrate that most of the observed SOA coatings were freshly formed, providing an opportunity to examine SOA coating formation on rBCs near vehicular emissions. Approximately 7-20 wt % of secondary organic and inorganic species were estimated to be internally mixed with rBC on average, implying that rBC is unlikely the major condensation sink of SOA in this study. Comparison of our results to a co-located standard high-resolution time-offlight aerosol mass spectrometer (HR-ToF-AMS) measurement suggests that at least a portion of SOA materials condensed on rBC surfaces were chemically different from oxygenated organic aerosol (OOA) particles that were externally mixed with rBC, although they could both be generated from local photochemistry.

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Section: Comparisons Of Nr-pm Rbc and Nr-pm Componentsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Formation of secondary organic aerosol coating on black carbon particles near vehicular emissions

Lee

Chen

et al. 2017

Atmos. Chem. Phys.

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“…To characterize this spatial variation, dense networks of stationary monitors can be deployed, but mobile monitoring is often preferred because of the increased spatial flexibility (Baldauf et al, 2008;Choi et al, 2012;Durant et al, 2010;Hagler et al, 2012;Kozawa et al, 2009;Zwack et al, 2011a;Rooney et al, 2012;Westerdahl et al, 2005;Drewnick et al, 2012;Massoli et al, 2012). Broader surveys of ambient air quality are also frequently conducted using mobile monitoring on a scale ranging from neighborhood to country in order to characterize regional concentrations or locate previously unknown hotspots (Hagler et al, , 2010Arku et al, 2008;Adams et al, 2012;Farrell et al, 2013;Drewnick et al, 2012;Van Poppel et al, 2013;Hu et al, 2012).…”

Section: Recreational Vehiclementioning

confidence: 99%

Mobile air monitoring data-processing strategies and effects on spatial air pollution trends

et al. 2014

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Abstract. The collection of real-time air quality measurements while in motion (i.e., mobile monitoring) is currently conducted worldwide to evaluate in situ emissions, local air quality trends, and air pollutant exposure. This measurement strategy pushes the limits of traditional data analysis with complex second-by-second multipollutant data varying as a function of time and location. Data reduction and filtering techniques are often applied to deduce trends, such as pollutant spatial gradients downwind of a highway. However, rarely do mobile monitoring studies report the sensitivity of their results to the chosen data-processing approaches. The study being reported here utilized 40 h (> 140 000 observations) of mobile monitoring data collected on a roadway network in central North Carolina to explore common data-processing strategies including local emission plume detection, background estimation, and averaging techniques for spatial trend analyses. One-second time resolution measurements of ultrafine particles (UFPs), black carbon (BC), particulate matter (PM), carbon monoxide (CO), and nitrogen dioxide (NO 2 ) were collected on 12 unique driving routes that were each sampled repeatedly. The route with the highest number of repetitions was used to compare local exhaust plume detection and averaging methods. Analyses demonstrate that the multiple local exhaust plume detection strategies reported produce generally similar results and that utilizing a median of measurements taken within a specified route segment (as opposed to a mean) may be sufficient to avoid bias in near-source spatial trends.A time-series-based method of estimating background concentrations was shown to produce similar but slightly lower estimates than a location-based method. For the complete data set the estimated contributions of the background to the mean pollutant concentrations were as follows: BC (15 %), UFPs (26 %), CO (41 %), PM 2.5−10 (45 %), NO 2 (57 %), PM 10 (60 %), PM 2.5 (68 %). Lastly, while temporal smoothing (e.g., 5 s averages) results in weak pair-wise correlation and the blurring of spatial trends, spatial averaging (e.g., 10 m) is demonstrated to increase correlation and refine spatial trends.

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“…The general operation of the AMS (Jayne et al 2000;Drewnick et al 2005;Canagaratna et al 2007) and AMS particle focusing (Liu et al 1995;Liu et al 2007) have been described previously in the literature and used for a wide range of emissions sources (Canagaratna et al 2004;Herndon et al 2005c;Lack et al 2009;Massoli et al 2012). Onasch et al (2009), Timko et al (2010b, 2011, 2013, and Yu et al (2010) have described the use of the AMS specifically to characterize aircraft exhaust PM.…”

Section: The Aerosol Mass Spectrometermentioning

confidence: 99%

Composition and Sources of the Organic Particle Emissions from Aircraft Engines

Timko

Albo

Onasch

et al. 2013

Aerosol Science and Technology

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We report a positive matrix factorization (PMF) analysis of organic particulate material (PM) emissions of aircraft engine exhaust that includes data from five different aircraft engines and two different fuels (petroleum jet fuel and a Fischer-Tropsch fuel) collected over three field missions. PMF of aerosol mass spectrometer (AMS) data was used to identify six distinct factors: two lubrication oil factors, two aliphatic factors, an aromatic factor, and a siloxane factor. Of these, the lubrication oil factors and the siloxane factor were noncombustion sources. The siloxane factor was attributed to silicone tubing used in the sampling system deployed in one of the three missions included in this study, but not the other two. The two lubrication oil factors correlate with the two different lubrication oils used by the aircraft engines evaluated in this study (Mobil II and Air BP) as well as minor differences presumably due to variation in the blend stocks, temperature history, and analytical factors. Overall, the sum of the aliphatic and aromatic factors decreased with increasing power, as expected based on known trends in VOC emissions. The aliphatic #1 factor correlated with soot emissions, especially at power conditions where EI m -soot was greater than Received 26 June 2013; accepted 11 October 2013. The authors thank NASA for leading the APEX-3 and AAFEX measurement activities and for supporting our participation in AAFEX-1 (NRA # NNC07CB57C). FAA (via Missouri University of Science and Technology) supported our participation in AAFEX-2. NASA DAOF and Cleveland Hopkins Airport were gracious hosts for the field measurement campaigns. Discussions with Kathy Tacina, Chris Heath, Bruce Anderson, and Andreas Beyersdorf helped guide our analysis and discussion of our results. Scott Herndon's efforts made sure that Aerodyne's involvement in the APEX-3 and AAFEX campaigns were successful. Berk Knighton generously shared his PTR-MS benzene measurement data. Ezra Wood (APEX-3 and AAFEX) and Jon Franklin (AAFEX-2) were valuable team members who contributed to preparation, execution, and analysis efforts. John Jayne developed AMS operating procedures used in this study and advised the team during the data analysis effort.Address correspondence to Richard C. . The aliphatic factor #2 mass spectrum shared some similarities with ambient aerosol organic PM present during the tests and correlated most strongly with dilution levels, two observations that suggest that aliphatic #2 contains components found in ambient aerosol. The aromatic factor correlated with benzene emissions, especially at low power conditions were EI m -benzene was greater than 0.03 mg kg ?1 . Our results improve the current understanding of aircraft PM composition.

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Pollution Gradients and Chemical Characterization of Particulate Matter from Vehicular Traffic near Major Roadways: Results from the 2009 Queens College Air Quality Study in NYC

Cited by 114 publications

References 104 publications

Formation of secondary organic aerosol coating on black carbon particles near vehicular emissions

Formation of secondary organic aerosol coating on black carbon particles near vehicular emissions

Mobile air monitoring data-processing strategies and effects on spatial air pollution trends

Composition and Sources of the Organic Particle Emissions from Aircraft Engines

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