Urban Emissions of Nitrogen Oxides, Carbon Monoxide, and Methane Determined from Ground-Based Measurements in Philadelphia.

Nitrogen oxides (NOX) and methane impact air quality through the promotion of ozone formation, and methane is also a strong greenhouse gas. Despite the importance of these pollutants, emissions in urban areas are poorly quantified. We present measurements of NOX, CH4, CO, and CO2 made at Drexel University in Philadelphia along with NOX and CO observations at two roadside monitors. Because CO2 concentrations in the winter result almost entirely from combustion with negligible influence from photosynthesis and respiration, we are able to infer fleet-averaged fuel-based emission factors (EFs) for NOX and CO, similar in some ways to how EFs are determined from tunnel studies. Comparison of the inferred NOX and CO fuel-based EF to the National Emissions Inventory (NEI) suggests errors in NEI emissions of either NOX, CO, or both. From the measurements of CH4 and CO2, which are not emitted by the same sources, we infer the ratio of CH4 emissions (from leaks in the natural gas infrastructure) to CO2 emissions (from fossil fuel combustion) in Philadelphia. Comparison of the CH4/CO2 emission ratios to emission inventories from the Environmental Protection Agency suggests underestimates in CH4 emissions by almost a factor of 4. These results demonstrate the need for the addition of long-term observations of CH4 and CO2 to existing monitoring networks in urban areas to better constrain emissions and complement existing measurements of NOX and CO.

Ethylene glycol emissions from on-road vehicles.

Ethylene glycol (HOCH2CH2OH), used as engine coolant for most on-road vehicles, is an intermediate volatility organic compound (IVOC) with a high Henry's law coefficient. We present measurements of ethylene glycol (EG) vapor in the Caldecott Tunnel near San Francisco, using a proton transfer reaction mass spectrometer (PTR-MS). Ethylene glycol was detected at mass-to-charge ratio 45, usually interpreted as solely coming from acetaldehyde. EG concentrations in bore 1 of the Caldecott Tunnel, which has a 4% uphill grade, were characterized by infrequent (approximately once per day) events with concentrations exceeding 10 times the average concentration, likely from vehicles with malfunctioning engine coolant systems. Limited measurements in tunnels near Houston and Boston are not conclusive regarding the presence of EG in sampled air. Previous PTR-MS measurements in urban areas may have overestimated acetaldehyde concentrations at times due to this interference by ethylene glycol. Estimates of EG emission rates from the Caldecott Tunnel data are unrealistically high, suggesting that the Caldecott data are not representative of emissions on a national or global scale. EG emissions are potentially important because they can lead to the formation of secondary organic aerosol following oxidation in the atmospheric aqueous phase.

Chemical amplification--cavity attenuated phase shift spectroscopy measurements of atmospheric peroxy radicals.

We describe a new instrument for the quantification of atmospheric peroxy radicals (HO2, CH3O2, C2H5O2, etc.) using the chemical amplification method. Peroxy radicals are mixed with high concentrations of NO and CO, causing a chain reaction that produces a measurable increase in NO2 which is quantified by cavity attenuated phase shift (CAPS) spectroscopy, a highly sensitive spectroscopic detection technique. The instrument utilizes two identical reaction chambers, each with a dedicated CAPS NO2 sensor. Similar to all dual-channel chemical amplifiers, one reaction chamber operates in amplification or "ROx" mode and the other in background or "Ox" mode. The peroxy radical mixing ratio is determined by the difference between the two channels' NO2 readings divided by a laboratory-determined chain length. Each reaction chamber alternates between ROx and Ox mode on an anti-synchronized schedule, eliminating the effect of CAPS baseline offsets on the calculated peroxy radical concentrations. The chain length is determined by a new calibration method: peroxyacetyl and methyl peroxy radicals are produced by the photolysis of acetone and quantified as NO2 following reaction with excess NO. We demonstrate the performance of the instrument with results from ambient sampling in Amherst and several diagnostics of its precision. The detection limit while sampling ambient air at a relative humidity (RH) of 40% is 0.6 ppt (1 min average, signal-to-noise ratio =2), with an estimated accuracy of 25% (2σ).

Chemical composition of gas-phase organic carbon emissions from motor vehicles and implications for ozone production.

Motor vehicles are major sources of gas-phase organic carbon, which includes volatile organic compounds (VOCs) and other compounds with lower vapor pressures. These emissions react in the atmosphere, leading to the formation of ozone and secondary organic aerosol (SOA). With more chemical detail than previous studies, we report emission factors for over 230 compounds from gasoline and diesel vehicles via two methods. First we use speciated measurements of exhaust emissions from on-road vehicles in summer 2010. Second, we use a fuel composition-based approach to quantify uncombusted fuel components in exhaust using the emission factor for total uncombusted fuel in exhaust together with detailed chemical characterization of liquid fuel samples. There is good agreement between the two methods except for products of incomplete combustion, which are not present in uncombusted fuels and comprise 32 ± 2% of gasoline exhaust and 26 ± 1% of diesel exhaust by mass. We calculate and compare ozone production potentials of diesel exhaust, gasoline exhaust, and nontailpipe gasoline emissions. Per mass emitted, the gas-phase organic compounds in gasoline exhaust have the largest potential impact on ozone production with over half of the ozone formation due to products of incomplete combustion (e.g., alkenes and oxygenated VOCs). When combined with data on gasoline and diesel fuel sales in the U.S., these results indicate that gasoline sources are responsible for 69-96% of emissions and 79-97% of the ozone formation potential from gas-phase organic carbon emitted by motor vehicles.

On-road measurement of gas and particle phase pollutant emission factors for individual heavy-duty diesel trucks.

Pollutant concentrations in the exhaust plumes of individual diesel trucks were measured at high time resolution in a highway tunnel in Oakland, CA, during July 2010. Emission factors for individual trucks were calculated using a carbon balance method, in which pollutants measured in each exhaust plume were normalized to measured concentrations of carbon dioxide. Pollutants considered here include nitric oxide, nitrogen dioxide (NO(2)), carbon monoxide, formaldehyde, ethene, and black carbon (BC), as well as optical properties of emitted particles. Fleet-average emission factors for oxides of nitrogen (NO(x)) and BC respectively decreased 30 ± 6 and 37 ± 10% relative to levels measured at the same location in 2006, whereas a 34 ± 18% increase in the average NO(2) emission factor was observed. Emissions distributions for all species were skewed with a small fraction of trucks contributing disproportionately to total emissions. For example, the dirtiest 10% of trucks emitted half of total NO(2) and BC emissions. Emission rates for NO(2) were found to be anticorrelated with all other species considered here, likely due to the use of catalyzed diesel particle filters to help control exhaust emissions. Absorption and scattering cross-section emission factors were used to calculate the aerosol single scattering albedo (SSA, at 532 nm) for individual truck exhaust plumes, which averaged 0.14 ± 0.03.

Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX).

The emissions from a Garrett-AiResearch (now Honeywell) Model GTCP85-98CK auxiliary power unit (APU) were determined as part of the National Aeronautics and Space Administration's (NASA's) Alternative Aviation Fuel Experiment (AAFEX) using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). Measurements were conducted by multiple research organizations for sulfur dioxide (SO2, total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOx), speciated gas-phase emissions, particulate matter (PM) mass and number, black carbon, and speciated PM. In addition, particle size distribution (PSD), number-based geometric mean particle diameter (GMD), and smoke number were also determined from the data collected. The results of the research showed PM mass emission indices (EIs) in the range of 20 to 700 mg/kg fuel and PM number EIs ranging from 0.5 x 10(15) to 5 x 10(15) particles/kg fuel depending on engine load and fuel type. In addition, significant reductions in both the SO2 and PM EIs were observed for the use of the FT fuel. These reductions were on the order of approximately 90% for SO2 and particle mass EIs and approximately 60% for the particle number EI, with similar decreases observed for black carbon. Also, the size of the particles generated by JP-8 combustion are noticeably larger than those emitted by the APU burning the FT fuel with the geometric mean diameters ranging from 20 to 50 nm depending on engine load and fuel type. Finally, both particle-bound sulfate and organics were reduced during FT-2 combustion. The PM sulfate was reduced by nearly 100% due to lack of sulfur in the fuel, with the PM organics reduced by a factor of approximately 5 as compared with JP-8.

Measurements of nitrous acid in commercial aircraft exhaust at the Alternative Aviation Fuel Experiment.

The Alternative Aviation Fuel Experiment (AAFEX), conducted in January of 2009 in Palmdale, California, quantified aerosol and gaseous emissions from a DC-8 aircraft equipped with CFM56-2C1 engines using both traditional and synthetic fuels. This study examines the emissions of nitrous acid (HONO) and nitrogen oxides (NO(x) = NO + NO(2)) measured 145 m behind the grounded aircraft. The fuel-based emission index (EI) for HONO increases approximately 6-fold from idle to takeoff conditions but plateaus between 65 and 100% of maximum rated engine thrust, while the EI for NO(x) increases continuously. At high engine power, NO(x) EI is greater when combusting traditional (JP-8) rather than Fischer-Tropsch fuels, while HONO exhibits the opposite trend. Additionally, hydrogen peroxide (H(2)O(2)) was identified in exhaust plumes emitted only during engine idle. Chemical reactions responsible for emissions and comparison to previous measurement studies are discussed.

Aircraft emissions of methane and nitrous oxide during the alternative aviation fuel experiment.

Given the predicted growth of aviation and the recent developments of alternative aviation fuels, quantifying methane (CH(4)) and nitrous oxide (N(2)O) emission ratios for various aircraft engines and fuels can help constrain projected impacts of aviation on the Earth's radiative balance. Fuel-based emission indices for CH(4) and N(2)O were quantified from CFM56-2C1 engines aboard the NASA DC-8 aircraft during the first Alternative Aviation Fuel Experiment (AAFEX-I) in 2009. The measurements of JP-8 fuel combustion products indicate that at low thrust engine states (idle and taxi, or 4% and 7% maximum rated thrusts, respectively) the engines emit both CH(4) and N(2)O at a mean ± 1σ rate of 170 ± 160 mg CH(4) (kg Fuel)(-1) and 110 ± 50 mg N(2)O (kg Fuel)(-1), respectively. At higher thrust levels corresponding to greater fuel flow and higher engine temperatures, CH(4) concentrations in engine exhaust were lower than ambient concentrations. Average emission indices for JP-8 fuel combusted at engine thrusts between 30% and 100% of maximum rating were -54 ± 33 mg CH(4) (kg Fuel)(-1) and 32 ± 18 mg N(2)O (kg Fuel)(-1), where the negative sign indicates consumption of atmospheric CH(4) in the engine. Emission factors for the synthetic Fischer-Tropsch fuels were statistically indistinguishable from those for JP-8.

Evolution of vehicle exhaust particles in the atmosphere.

Aerosol mass spectrometer (AMS) measurements are used to characterize the evolution of exhaust particulate matter (PM) properties near and downwind of vehicle sources. The AMS provides time-resolved chemically speciated mass loadings and mass-weighted size distributions of nonrefractory PM smaller than 1 microm (NRPM1). Source measurements of aircraft PM show that black carbon particles inhibit nucleation by serving as condensation sinks for the volatile and semi-volatile exhaust gases. Real-world source measurements of ground vehicle PM are obtained by deploying an AMS aboard a mobile laboratory. Characteristic features of the exhaust PM chemical composition and size distribution are discussed. PM mass and number concentrations are used with above-background gas-phase carbon dioxide (CO2) concentrations to calculate on-road emission factors for individual vehicles. Highly variable ratios between particle number and mass concentrations are observed for individual vehicles. NRPM1 mass emission factors measured for on-road diesel vehicles are approximately 50% lower than those from dynamometer studies. Factor analysis of AMS data (FA-AMS) is applied for the first time to map variations in exhaust PM mass downwind of a highway. In this study, above-background vehicle PM concentrations are highest close to the highway and decrease by a factor of 2 by 200 m away from the highway. Comparison with the gas-phase CO2 concentrations indicates that these vehicle PM mass gradients are largely driven by dilution. Secondary aerosol species do not show a similar gradient in absolute mass concentrations; thus, their relative contribution to total ambient PM mass concentrations increases as a function of distance from the highway. FA-AMS of single particle and ensemble data at an urban receptor site shows that condensation of these secondary aerosol species onto vehicle exhaust particles results in spatial and temporal evolution of the size and composition of vehicle exhaust PM on urban and regional scales.

Aircraft hydrocarbon emissions at Oakland International Airport.

To help airports improve emission inventory data, speciated hydrocarbon emission indices have been measured from in-use commercial, airfreight, and general aviation aircraft at Oakland International Airport. The compounds reported here include formaldehyde, acetaldehyde, ethene, propene, and benzene. At idle, the magnitude of hydrocarbon emission indices was variable and reflected differences in engine technology, actual throttle setting, and ambient temperature. Scaling the measured emission indices to the simultaneously measured formaldehyde (HCHO) emission index eliminated most of the observed variability. This result supports a uniform hydrocarbon emissions profile across engine types when the engine is operating near idle, which can greatly simplify how speciated hydrocarbons are handled in emission inventories. The magnitude of the measured hydrocarbon emission index observed in these measurements (ambient temperature range 12-22 degrees C) is a factor of 1.5-2.2 times larger than the certification benchmarks. Using estimates of operational fuel flow rates at idle, this analysis suggests that current emission inventories at the temperatures encountered at this airport underestimate hydrocarbon emissions from the idle phase of operation by 16-45%.

A practical alternative to chemiluminescence-based detection of nitrogen dioxide: cavity attenuated phase shift spectroscopy.

We present results obtained from a greatly improved version of a previously reported nitrogen dioxide monitor (Anal Chem. 2005, 77, 724-728) that utilizes cavity attenuated phase shift spectroscopy (CAPS). The sensor, which detects the optical absorption of nitrogen dioxide within a 20 nm bandpass centered at 440 nm, comprises a blue light emitting diode, an enclosed stainless steel measurement cell (26 cm length) incorporating a resonant optical cavity of near-confocal design and a vacuum photodiode detector. An analog heterodyne detection scheme is used to measure the phase shift in the waveform of the modulated light transmitted through the cell induced by the presence of nitrogen dioxide within the cell. The sensor, which operates at atmospheric pressure, fits into a 19 in.-rack-mounted instrumentation box, weighs 10 kg, and utilizes 70 W of electrical power with pump included. The sensor response to nitrogen dioxide (calculated as the cotangent of the phase shift) is demonstrated to be linear (r2 > 0.9999) within +/- 1 ppb over a range of 0-320 ppb (by volume). The device exhibits a detection limit (3sigma precision) of less than 60 parts per trillion (0.060 ppb) with 10 s integration, a value derived from measurements at NO2 concentration levels of both 0 and 20 ppb; the detection limit improves as the integration time is increased to several hundred seconds. The observed baseline drift is less than +/- 0.5 ppb overthe course of a month. An intercomparison of measurements of ambient NO2 concentrations over several days using this sensor with a quantum cascade laser-based infrared absorption spectrometer and a standard chemiluminescence-based NOx analyzer is presented. The data from the CAPS sensor are highly correlated (r2 > 0.99) with the other two instruments. The absolute agreement between the CAPS and each of the two other instruments is within the expected statistical noise associated with the infrared laser-based absorption spectrometer (+/- 0.3 ppb with 10 s sampling) and chemiluminescence analyzer (+/- 0.4 ppb with 60 s averaging). The major limitation concerning accuracy is a direct spectral interference with phototchemically produced 1,2-dicarbonyl species (e.g., glyoxal, methylglyoxal). However, this interference can be readily removed by shifting the detection band to a slightly longer wavelength and ensuring that the lower edge of the detection band is greater than 455 nm.

Speciation and chemical evolution of nitrogen oxides in aircraft exhaust near airports.

Measurements of nitrogen oxides from a variety of commercial aircraft engines as part of the JETS-APEX2 and APEX3 campaigns show that NOx (NOx [triple bond] NO + NO2) is emitted primarily in the form of NO2 at idle thrust and NO at high thrust. A chemical kinetics combustion model reproduces the observed NO2 and NOx trends with engine power and sheds light on the relevant chemical mechanisms. Experimental evidence is presented of rapid conversion of NO to NO2 in the exhaust plume from engines at low thrust. The rapid conversion and the high NO2/NOx emission ratios observed are unrelated to ozone chemistry. NO2 emissions from a CFM56-3B1 engine account for approximately 25% of the NOx emitted below 3000 feet (916 m) and 50% of NOx emitted below 500 feet (153 m) during a standard ICAO (International Civil Aviation Organization) landing-takeoff cycle. Nitrous acid (HONO) accounts for 0.5% to 7% of NOy emissions from aircraft exhaust depending on thrust and engine type. Implications for photochemistry near airports resulting from aircraft emissions are discussed.

Prototype for in situ detection of atmospheric NO3 and N2O5 via laser-induced fluorescence.

We describe a prototype designed for in situ detection of the nitrate radical (NO3) by laser-induced fluorescence (LIF) and of N2O5 by thermal dissociation followed by LIF detection of NO3. An inexpensive 36 mW continuous wave multi-mode diode laser at 662 nm is used to excite NO3 in the B2E'(0000) <-- X2A'2(0000) band. Fluorescence is collected from 700 to 750 nm. The prototype has a sensitivity to NO3 of 76 ppt for a 60 s integration with an accuracy of 8%. Although this sensitivity is adequate for studies of N205 in many environments, it is much less sensitive (about 300 times) than expected based on a comparison of previously measured photophysical properties of NO2 and NO3. This implies much stronger nonradiative coupling of electronic states in NO3 than in NO2.