Evaluation of PVC and PTFE filters for direct-on-filter crystalline silica quantification by FTIR.

Direct-on-Filter (DoF) analysis of respirable crystalline silica (RCS) by Fourier Transform Infrared (FTIR) spectroscopy is a useful tool for assessing exposure risks. With the RCS exposure limits becoming lower, it is important to characterize and reduce measurement uncertainties. This study systematically evaluated two filter types (i.e., polyvinyl chloride [PVC] and polytetrafluoroethylene [PTFE]) for RCS measurements by DoF FTIR spectroscopy, including the filter-to-filter and day-to-day variability of blank filter FTIR reference spectra, particle deposition patterns, filtration efficiencies, and pressure drops. For PVC filters sampled at a flow rate of 2.5 L/min for 8 h, the RCS limit of detection (LOD) was 7.4 µg/m3 when a designated laboratory reference filter was used to correct the absorption by the filter media. When the spectrum of the pre-sample filter (blank filter before dust sampling) was used for correction, the LOD could be up to 5.9 µg/m3. The PVC absorption increased linearly with reference filter mass, providing a means to correct the absorption differences between the pre-sample and reference filters. For PTFE, the LODs were 12 and 1.2 µg/m3 when a designated laboratory blank or the pre-sample filter spectrum was used for blank correction, respectively, indicating that using the pre-sample blank spectrum will reduce RCS quantification uncertainty. Both filter types exhibited a consistent radially symmetric deposition pattern when particles were collected using 3-piece cassettes, indicating that RCS can be quantified from a single measurement at the filter center. The most penetrating aerodynamic diameters were around 0.1 µm with filtration efficiencies ≥ 98.8% across the measured particle size range with low-pressure drops (0.2-0.3 kPa) at a flow rate of 2.5 L/min. This study concludes that either the PVC or the PTFE filters are suitable for RCS analysis by DoF FTIR, but proper methods are needed to account for the variability of blank absorption among different filters.

Contributions of non-tailpipe emissions to near-road PM2.5 and PM10: A chemical mass balance study.

As the importance of non-tailpipe particles (NTP) over tailpipe emissions from urban traffic has been increasing, there is a need to evaluate NTP contributions to ambient particulate matter (PM) using representative source profiles. The Brake and Tire Wear Study conducted in Los Angeles, California in the winter of 2020 collected 64 PM2.5 and 64 PM10 samples from 32 pairs of downwind-upwind measurements at two near-road locations (I-5 in Anaheim and I-710 in Long Beach). These samples were characterized for inorganic and organic markers and, along with locally-developed brake wear, tire wear, and road dust source profiles, subject to source apportionment using the effective-variance chemical mass balance (EV-CMB) model. Model results highlighted the dominance of resuspended dust in both PM2.5 (23-33%) and PM10 (32-53%). Brake and tire wear contributed more to PM2.5 than tailpipe exhausts (diesel + gasoline) for I-5 (29-30% vs. 19-21%) while they were comparable for I-710 (15-17% vs. 15-19%). For PM10, the brake and tire wear contributions were 2-3 times the exhaust contributions. Different fleet compositions on and near I-5 and I-710 appeared to influence the relative importance of NTP and exhaust sources. The downwind-upwind differences in source contributions were often insignificant, consistent with small and/or nearly equal impacts of adjacent highway traffic emissions on the downwind and upwind sites. The utility of sole markers, such as barium and zinc, to predict brake and tire wear abundances in ambient PM is evaluated.

Evidence of non-tailpipe emission contributions to PM2.5 and PM10 near southern California highways.

Particulate Matter (PM) concentrations near highways are influenced by vehicle tailpipe and non-tailpipe emissions, other emission sources, and urban background aerosols. This study collected PM2.5 and PM10 filter samples near two southern California highways (I-5 and I-710) over two weeks in winter 2020. Samples were analyzed for chemical source markers. Mean PM2.5 and PM10 concentrations were approximately 10-15 and 30 µg/m3, respectively. Organic matter, mineral dust, and elemental carbon (EC) were the most abundant PM components. EC and polycyclic aromatic hydrocarbons at I-710 were 19-26% and 47% higher than those at the I-5 sites, respectively, likely due to a larger proportion of diesel vehicles. High correlations were found for elements with common sources, such as markers for brake wear (e.g., Fe, Ba, Cu, and Zr) and road dust (e.g., Al, Si, Ca, and Mn). Based on rubber abundances, the contributions of tire tread particles to PM2.5 and PM10 mass were approximately 8.0% at I-5 and 5.5% at I-710. Two different tire brands showed significantly different Si, Zn, carbon, and natural rubber abundances.

Review of Filters for Air Sampling and Chemical Analysis in Mining Workplaces.

This review considers the use of filters to sample air in mining workplace environments for dust concentration measurement and subsequent analysis of hazardous contaminants, especially respirable crystalline silica (RCS) on filters compatible with wearable personal dust monitors (PDM). The review summarizes filter vendors, sizes, costs, chemical and physical properties, and information available on filter modeling, laboratory testing, and field performance. Filter media testing and selection should consider the characteristics required for mass by gravimetry in addition to RCS quantification by Fourier-transform infrared (FTIR) or Raman spectroscopic analysis. For mass determination, the filters need to have high filtration efficiency (≥99% for the most penetrable particle sizes) and a reasonable pressure drop (up to 16.7 kPa) to accommodate high dust loading. Additional requirements include: negligible uptake of water vapor and gaseous volatile compounds; adequate particle adhesion as a function of particle loading; sufficient particle loading capacity to form a stable particle deposit layer during sampling in wet and dusty environments; mechanical strength to withstand vibrations and pressure drops across the filter; and appropriate filter mass compatible with the tapered element oscillating microbalance. FTIR and Raman measurements require filters to be free of spectral interference. Furthermore, because the irradiated area does not completely cover the sample deposit, particles should be uniformly deposited on the filter.

Brownness of Organic Aerosol over the United States: Evidence for Seasonal Biomass Burning and Photobleaching Effects.

Light-absorptivity of organic aerosol may play an important role in visibility and climate forcing, but it has not been assessed as extensively as black carbon (BC) aerosol. Based on multiwavelength thermal/optical analysis and spectral mass balance, this study quantifies BC for the U.S. Interagency Monitoring of Protected Visual Environments (IMPROVE) network while developing a brownness index (γBr) for non-BC organic carbon (OC*) to illustrate the spatiotemporal trends of light-absorbing brown carbon (BrC) content. OC* light absorption efficiencies range from 0 to 3.1 m2 gC-1 at 405 nm, corresponding to the lowest and highest BrC content of 0 and 100%, respectively. BC, OC*, and γBr explain >97% of the variability of measured spectral light absorption (405-980 nm) across 158 IMPROVE sites. Network-average OC* light absorptions at 405 nm are 50 and 28% those for BC over rural and urban areas, respectively. Larger organic fractions of light absorption occur in winter, partially due to higher organic brownness. Winter γBr exhibits a dramatic regional/urban-rural contrast consistent with anthropogenic BrC emissions from residential wood combustion. The spatial differences diminish to uniformly low γBr in summer, suggesting effective BrC photobleaching over the midlatitudes. An empirical relationship between BC, ambient temperature, and γBr is established, which can facilitate the incorporation of organic aerosol absorptivity into climate and visibility models that currently assume either zero or static organic light absorption efficiencies.

Spatial distribution of PM2.5-bound elements in eighteen cities over China: policy implication and health risk assessment.

In this study, 30 elements in fine particulate matter (PM2.5) were measured in 18 Chinese cities in 2013. Elemental pollution in northern, southwest, and central China were severe, attributing to excessive coal and biomass combustion in these regions. The concentrations of S, Cl, and K in these areas were 8.21 ± 3.90, 4.03 ± 1.96, and 1.59 ± 0.613 µg/m3, respectively, which were 1.6-2.7 times higher than those in other regions of China. In addition, the industrial emissions in northeast and north China were large, leading to the elevated heavy metal concentration of 1.32 ± 1.17 µg/m3, especially Zn, Pb, Cr, Cd, and Br. Soil dust was the highest in northwest China among the five regions with the concentration of crustal elements of 6.37 ± 4.51 µg/m3. Moreover, although the levels of elemental concentration in east and southeast China were relatively acceptable, regulators must pay attention to elevated level of V (0.009 ± 0.006 µg/m3) in these areas. Compared with 2003, several elements have deteriorated in some cities. For example, As increased by 70%, 18%, and 155% in Changchun, Beijing, and Jinchang, respectively. However, ~ 77% measured elements, e.g., Ti, Fe, and Pb markedly reduced in 2013, with reduction rates of 13-81%. These indicate that the government's policies related to particle-bound elements have shown certain positive environmental effects. For the health risks from the heavy metals in 2013, the non-cancer risks of As and Cd must not be neglected. The cancer risks of As and Pb were much higher than the international safety limit (10-4). More prominent health risks were found in southwest, central, and northwest China. Therefore, the government should accelerate the shift to cleaner energy in underdeveloped areas of China to obtain more environmental and health benefits.

Polycyclic aromatic compounds (PAHs, oxygenated PAHs, nitrated PAHs, and azaarenes) in air from four climate zones of China: Occurrence, gas/particle partitioning, and health risks.

Polycyclic aromatic compounds (PACs) such as polycyclic aromatic hydrocarbons (PAHs) and their derivatives [oxygenated PAHs (OPAHs), nitrated PAHs (NPAHs), and azaarenes (AZAs)] are toxic and ubiquitous air pollutants. In this study, the concentrations of these PACs were determined in air obtained in spring and autumn of 2012 from urban and rural areas of the Tibetan Plateau, temperate, subtropical, and tropical climate zones in China. Average concentrations (gaseous + particulate) of ∑29PAHs, ∑15OPAHs, ∑11NPAHs, and ∑4AZAs were 928 ± 658, 54 ± 45, 5.3 ± 4.4, 14 ± 11 ng m-3 and 995 ± 635, 67 ± 38, 8.4 ± 6.1, 24 ± 16 ng m-3 in spring and autumn, respectively. Various C fractions and latitude correlated significantly with the concentrations and ratios of PACs. The slopes of the regression of gas-particle partition coefficients (Kp) of PACs on their sub-cooled liquid vapor pressures (PL0), indicated both adsorption and absorption to total suspended particles (TSP) for PAHs, OPAHs, and NPAHs in the four studied climatic zones. This result was further supported by comparing the fractions of PACs in TSP calculated from field data with those predicted by the Junge-Pankow adsorption and KOA absorption models. The concentration ratios of most OPAHs or NPAHs to their parent PAHs and of benzo[e]pyrene/benzo[a]pyrene were higher in autumn than in spring and increased with remoteness from point sources. This suggests enhanced secondary formation of PAH derivatives due to the elevated photochemical activity in autumn and longer ageing of air and associated transformation of PACs during their long-distance transport from source regions (urban sites) to rural sites. Lifetime lung cancer risk estimated from PACs ranged from 0.8 ± 0.6 to 3.1 ± 1.0 (×10-3), exceeding the value (10-5) recommended by the WHO. Gaseous PACs contributed substantially to the estimated cancer risks and their contributions increased with decreasing latitude in China.

PM2.5 pollution in China's Guanzhong Basin and the USA's San Joaquin Valley mega-regions.

The Guanzhong Basin (GZB) of northwest China is examined as a mega-region containing the mega-city of Xi'an. The concept of a "mega-region" is more accurate than that of a "mega-city" for air quality management as there is an interaction between urban and non-urban emissions. Parallels are drawn between the GZB and the San Joaquin Valley (SJV) mega-region of central California for excessive wintertime PM2.5 concentrations. Long-term chemical composition measurements show the usual high levels of organic and elemental carbon, minerals, sulfate, nitrate, and ammonium. Wintertime provides prolonged high pressure systems in both areas punctuated by unstable precipitation events. Sluggish nighttime winds allow pollutants such as ammonia from distant agricultural operations, to mix with urban pollutants, sometimes serving as a reactor to create secondary sulfates and nitrates, and possibly some secondary organic compounds. A shallow surface layer forms at night in the SJV and GZB that couples to an upper level inversion after sunrise, allowing pollutants accumulated aloft to mix to the surface. Although current air quality management strategies have focused on urban emissions, and PM2.5 levels are on a downward trend, future management efforts must consider reducing emissions from a variety of sources in the larger region of these basins. Agricultural emissions are important in the SJV, but are just being addressed in the GZB. Tactics developed for the SJV would probably be effective in other areas of the world with similar emissions, topography, and meteorology. Experiments related to agricultural NOx emissions, emission inventory enhancements, source apportionment, and estimates of precursor limitations for ammonium nitrate formation, have been conducted in the SJV that can be tested in the GZB.

Decreasing concentrations of carbonaceous aerosols in China from 2003 to 2013.

Carbonaceous aerosols were characterized in 19 Chinese cities during winter and summer of 2013. Measurements of organic carbon (OC) and elemental carbon (EC) levels were compared with those from 14 corresponding cities sampled in 2003 to evaluate effects of emission changes over a decade. Average winter and summer OC and EC decreased by 32% and 17%, respectively, from 2003 to 2013, corresponding to nationwide emission control policies implemented since 2006. The extent of carbon reduction varied by season and by location. Larger reductions were found for secondary organic carbon (SOC, 49%) than primary organic carbon (POC, 25%). PM2.5 mass and total carbon concentrations were three to four times higher during winter than summer especially in the northern cities that use coal combustion for heating.

Quantification of carboxyl-functionalized multiwall carbon nanotubes in plant tissues with programmed thermal analysis.

In this study, carboxyl functionalized multiwall carbon nanotubes (c-MWCNTs) in plant (lettuce [Lactuca sativa Bionda Ricciolina]) tissues were quantitatively analyzed with programmed thermal analysis coupled with a sequential digestion. Programmed thermal analysis evidenced a linear relationship between c-MWCNT-bound C and elemental C detected. A detection limit of 114-708 µg C g-1 plant tissues (dry mass) was achieved for analysis of c-MWCNTs. The method was demonstrated using the tissues of lettuce cultured hydroponically for 3 wk with c-MWCNTs at an exposure of 10 and 20 µg ml-1 . This quantitative analysis can be used to provide insights into carbon nanotube exposure through agricultural products and promote its sustainable application.

Volatility Distribution of Organic Compounds in Sewage Incineration Emissions.

Intermediate volatility and semivolatile organic compounds (IVOC/SVOC) are important precursors of secondary organic aerosol (SOA) while SVOC is an important contributor to primary organic aerosol (POA). However, combustion emissions data for volatility classes are limited. This study reports the gas and particle emissions that were sampled with various dilution factors from a sewage sludge incinerator burning fuel oil. Volatility distributions were determined using measurements from online mass spectrometry and offline organic compound analyses. In the low volatility organic compound (LVOC) to IVOC range, volatility bins with organic saturation concentrations of 10-100 µg m-3 were most abundant, which was due to organic acids generated from sludge burning. Organic aerosol (OA) emission factors (EFOA) increased 1.4 times after cooling to ambient temperatures in comparison to those of the samples from the hot stack. Upon further isothermal dilution at 25 °C, the EFOA decreased while organic gas phase EFs increased with increasing dilution. Phase partitioning in volatility bins with saturation concentrations of 10-100 µg m-3 was sensitive to isothermal dilution that influenced the EFs. Therefore, gas- and particle-phase measurements alone cannot constrain EFs for these volatility classes. Low dilution factors may overestimate the particle phase and underestimate the gas phase EFs compared with real-world emission conditions.

Effects of indoor activities and outdoor penetration on PM2.5 and associated organic/elemental carbon at residential homes in four Chinese cities during winter.

There is increasing public attention on exposure to PM2.5 and its related health impacts. It is essential to study the pollution levels, sources, and health implications of indoor PM2.5, especially for residential homes, as people tend to spend most of their time indoors. The indoor PM2.5 mass and organic/elemental carbon (OC/EC) during winter and early spring period of 2016-2017 at 68 residential households in four large Chinese cities (i.e. Hong Kong, Guangzhou, Shanghai, and Xi'an) were studied. Average indoor PM2.5 varied by two-fold, lowest in Hong Kong (34.0 ± 14.6 µg m-3) and highest in Xi'an (78.7 ± 49.3 µg m-3), with comparable levels for Guangzhou (47.2 ± 5.4 µg m-3) and Shanghai (50.3 ± 17.9 µg m-3). Lowest air exchange rate (AER, 0.8 ± 0.8 h-1) and PM2.5 indoor/outdoor (I/O) ratio (0.72 ± 0.23) were found for Xi'an households, indicating the limited influence from indoor sources, while importance of indoor PM2.5 sources is signified with the highest PM2.5 I/O ratio (1.32 ± 0.43) identified for Shanghai households. For households in four cities, OC and EC accounted for 29.5%-38.5% and 7.5%-8.9% of the indoor PM2.5 mass, indicating the significance of carbonaceous aerosols. Larger differences between indoor and outdoor OC (2.6-8.4%) than EC (-2.2-1.5%) indicate the presence of indoor OC sources. Decreasing trends of PM2.5 I/O ratio and indoor OC proportion were found as the worsening ambient air quality. On average, 11.8 µg m-3 (23.1%) and 3.02 µg m-3 (18.7%) higher indoor PM2.5 and OC concentrations were identified for households with other indoor combustions (e.g., tobacco smoking, incense burning) compared to those with only cooking activities. For Hong Kong and Shanghai households, increments of 13.2 µg m-3 (54.1%) of PM2.5 and 4.1 µg m-3 (45.4%) of OC were found at households with cooking activities as compared to households with no specific indoor combustion.

Cytotoxicity of PM2.5 vehicular emissions in the Shing Mun Tunnel, Hong Kong.

Associations between human exposures to vehicular emissions (VE) and cardiopulmonary diseases have been found, with a dearth of information on particle cytotoxicity. This study exposes human lung alveolar epithelial (A549) cells to PM2.5 (particulate matter with aerodynamic diameter <2.5 µm) samples collected in a tunnel and investigates the oxidative and inflammatory responses. The cytotoxicity factor (CF) is used to normalize the VE cytotoxicity. The emission factors (EFs) were 27.2 ± 12.0 mg vehicle-1 km-1 for PM2.5 and 4.93 ± 1.67 µg vehicle-1 km-1 for measured polycyclic aromatic hydrocarbons (PAHs). Higher EFs were found for high (4-6 rings) than low (2-3 rings) molecular-weight particulate PAHs. PM2.5 VE caused oxidative stress and inflammation of human lung cells. Organic carbon (OC), element carbon (EC), and several PAHs were significantly (p < 0.05) correlated with bioreactivity. Higher CFs were found when diesel vehicle counts were highest during the morning rush hour, implying that diesel-fueled VE were major contributors to cytotoxic effects. This study provides a broader understanding of the toxicity in an engine-exhaust dominated environment.

Spatial and temporal variability of brown carbon in United States: implications for direct radiative effects.

A newly developed dataset from the Interagency Monitoring of PROtected Visual Environments (IMPROVE) observation network, combined with a 3-D chemical transport model, is used to evaluate the spatial and temporal variability of brown carbon (BrC) in the United States. The model with BrC emitted from biomass burning and biofuel emissions agrees with the seasonal and spatial variability of BrC planetary boundary layer (PBL) absorption aerosol optical depth (AAOD) observations within a factor of 2. The model without whitening, the tendency for absorption to decrease with aerosol aging, overestimates the observed BrC PBL AAOD, and does not reflect the measured BrC PBL AAOD spatial variability. The model shows higher absorption direct radiative effects (DRE) from BrC at northern high latitudes than at mid-latitudes in spring and summer, due to boreal fire emissions, long whitening lifetimes and high surface albedos. These findings highlight the need to study BrC over the Arctic region.

Real-World Vehicle Emissions Characterization for the Shing Mun Tunnel in Hong Kong and Fort McHenry Tunnel in the United States.

INTRODUCTION: Motor vehicle exhaust is an important source of air pollutants and greenhouse gases. Concerns over the health and climate effects of mobile-source emissions have prompted worldwide efforts to reduce vehicle emissions. Implementation of more stringent emission standards have driven advances in vehicle, engine, and exhaust after-treatment technologies as well as fuel formulations. On the other hand, vehicle numbers and travel distances have been increasing because of population and economic growth and changes in land use. These factors have resulted in changes to the amount and chemical composition of vehicle emissions.Roadway tunnel studies are a practical way to characterize real-world emissions from the on-road vehicle fleet in an environment isolated from other combustion pollution sources. Measurements in the same tunnel over time allow evaluation of vehicle emission changes and the effectiveness of emission reduction measures. Tunnel studies estimate the impacts of vehicle emissions on air quality and traffic-related exposures, generate source profile inputs for receptor-oriented source apportionment models, provide data to evaluate emission models, and serve as a baseline for future comparisons.The present study characterized motor vehicle emission factors and compositions in two roadway tunnels that were first studied over a decade ago. The specific aims were to (1) quantify current fleet air pollutant emission factors, (2) evaluate emission change over time, (3) establish source profiles for volatile organic compounds (VOCs) and particulate matter ≤2.5 µm in aerodynamic diameter (PM2.5), (4) estimate contributions of fleet components and non-tailpipe emissions to VOCs and PM2.5, and (5) evaluate the performance of the latest versions of mobile-source emission models (i.e., the EMission FACtors vehicle emission model used in Hong Kong [EMFAC-HK] and the MOtor Vehicle Emission Simulator used in the United States [MOVES]). METHODS: Measurements were conducted in the Shing Mun Tunnel (SMT) in Hong Kong and the Fort McHenry Tunnel (FMT) in Baltimore, Maryland, in the United States, representing the different fleet compositions, emission controls, fuels, and near-road exposure levels found in Hong Kong and the United States. These tunnels have extensive databases acquired in 2003-2004 for the SMT and 1992 for the FMT. The SMT sampling was conducted during the period from 1/19/2015 to 3/31/2015, and the FMT sampling occurred during the periods from 2/8/2015 to 2/15/2015 (winter) and 7/31/2015 to 8/7/2015 (summer). Concentrations of criteria pollutants (e.g., carbon monoxide [CO], nitrogen oxides [NOx], and particulate matter [PM]) were measured in real time, and integrated samples of VOCs, carbonyls, polycyclic aromatic hydrocarbons (PAHs), and PM2.5 were collected in canisters and sampling media for off-line analyses. Emission factors were calculated from the tunnel measurements and compared with previous studies to evaluate emission changes over time. Emission contributions by different vehicle types were assessed by source apportionment modeling or linear regression. Vehicle emissions were modeled by EMFAC-HK version 3.3 and MOVES version 2014a for the SMT and the FMT, respectively, and compared with measured values. The influences of vehicle fleet composition and environmental parameters (i.e., temperature and relative humidity) on emissions were evaluated. RESULTS: In the SMT, emissions of PM2.5, sulfur dioxide (SO2), and total non-methane hydrocarbons (NMHCs) markedly decreased from 2003-2004 to 2015: SO2 and PM2.5 were reduced by ~80%, and total NMHCs was reduced by ~44%. Emission factors of ethene and propene, key tracers for diesel vehicle (DV) emissions, decreased by ~65%. These reductions demonstrate the effectiveness of control measures, such as the implementation of low-sulfur fuel regulations and the phasing out of older DVs. However, the emission factors of isobutane and n-butane, markers for liquefied petroleum gas (LPG), increased by 32% and 17% between 2003-2004 and 2015, respectively, because the number of LPG vehicles increased. Nitrogen dioxide (NO2) to NOx volume ratios increased between 2003-2004 and 2015, indicating an increased NO2 fraction in primary exhaust emissions. Although geological mineral concentrations were similar between the 2003-2004 and 2015 studies, the contribution of geological materials to PM2.5 increased from 2% in 2003-2004 to 5% in 2015, signifying the continuing importance of non-tailpipe PM emissions as tailpipe emissions decrease. Emissions of CO, ammonia (NH3), nitric oxide (NO), NO2, and NOx, as well as carbonyls and PAHs in the SMT did not show statistically significant (at P < 0.05 based on Student's t-test) decreases from 2003-2004 to 2015. The reason for this is not clear and requires further investigation.A steady decrease in emissions of all measured pollutants during the past 23 years has been observed from tunnel studies in the United States, reflecting the effect of emission standards and new technologies that were introduced during this period. Emission reductions were more pronounced for the light-duty (LD) fleet than for the heavy-duty (HD) fleet. In comparison with the 1992 FMT study, the 2015 FMT study demonstrated marked reductions in LD emissions for all pollutants: emission factors for naphthalene were reduced the most, by 98%; benzene, toluene, ethylbenzene, and xylene (BTEX), by 94%; CO, NMHCs, and NOx, by 87%; and aldehydes by about 71%. Smaller reductions were observed for HD emission factors: naphthalene emissions were reduced by 95%, carbonyl emissions decreased by about 75%, BTEX by 60%, and NOx 58%.The 2015 fleet-average emission factors were higher in the SMT for CO, NOx, and summer PM2.5 than those in the FMT. The higher CO emissions in the SMT were possibly attributable to a larger fraction of motorcycles and LPG vehicles in the Hong Kong fleet. DVs in Hong Kong and the United States had similar emission factors for NOx. However, the non-diesel vehicles (NDVs), particularly LPG vehicles, had higher emission factors than those of gasoline cars, contributing to higher NOx emissions in the SMT. The higher PM2.5 emission factors in the SMT were probably attributable to there being more double-deck buses in Hong Kong.In both tunnels, PAHs were predominantly in the gas phase, with larger (four and more aromatic rings) PAHs mostly in the particulate phase. Formaldehyde, acetaldehyde, crotonaldehyde, and acetone were the most abundant carbonyl compounds in the SMT. In the FMT, the most abundant carbonyls were formaldehyde, acetone, acetaldehyde, and propionaldehyde. HD vehicles emitted about threefold more carbonyl compounds than LD vehicles did. In the SMT, the NMHC species were enriched with marker species for LPG (e.g., n-butane, isobutane, and propane) and gasoline fuel vapor (e.g., toluene, isopentane, and m/p-xylene), indicating evaporative losses. Source contributions to SMT PM2.5 mass were diesel exhaust (51.5 ± 1.8%), gasoline exhaust (10.0 ± 0.8%), LPG exhaust (5.0 ± 0.5%), secondary sulfate (19.9 ± 1.0%), secondary nitrate (6.3 ± 0.9%), and road dust (7.3 ± 1.3%). In the FMT, total NMHC emissions were 14% and 8% higher in winter than in summer for LD and HD vehicles, respectively. Elemental carbon (EC) and organic carbon (OC) were the major constituents of tunnel PM2.5. De-icing salt contributions to PM2.5 were observed in the FMT in winter.Emission estimates by the EMFAC-HK agreed with SMT measurements for CO2; the modeled emission factors for CO, NOx, and NMHCs were 1.5, 1.6, and 2.2 times the measurements, respectively; and the modeled emission factor for PM2.5 was 61% of the measured value in 2003. The EMFAC-HK estimates and SMT measurements for 2015 differed by less than 35%. The MOVES2014a model generally overestimated emissions of most of the pollutants measured in the FMT. No pollutants were significantly underestimated. The largest overestimation was observed for emissions measured during HD-rich driving conditions in winter. CONCLUSIONS: Significant reductions in SO2 and PM2.5 emissions between 2003 and 2015 were observed in the SMT, indicating the effectiveness of control measures on these two pollutants. The total NMHC emissions in the SMT were reduced by 44%, although isobutane and n-butane emissions increased because of the increase in the size of the LPG fleet. No significant reductions were observed for CO and NOx, results that differed from those for roadside ambient concentrations, emission inventory estimates, and EMFAC-HK estimates. In contrast, there was a steady decrease in emissions of most pollutants in the tunnels in the United States.