Complementary molecular and atomic signatures obtained from Fourier transform ion cyclotron resonance (FTICR) mass spectra and NMR spectra provided unequivocal attribution of CHO, CHNO, CHOS, and CHNOS molecular series in secondary organic aerosols (SOA) and high-resolution definition of carbon chemical environments. Sulfate esters were confirmed as major players in SOA formation and as major constituents of its water-soluble fraction (WSOC). Elevated concentrations of SO(2), sulfate, and photochemical activity were shown to increase the proportion of SOA sulfur-containing compounds. Sulfonation of CHO precursors by means of heterogeneous reactions between carbonyl derivatives and sulfuric acid in gas-phase photoreactions was proposed as a likely formation mechanism of CHOS molecules. In addition, photochemistry induced oligomerization processes of CHOS molecules. Methylesters found in methanolic extracts of a SOA subjected to strong photochemical exposure were considered secondary products derived from sulfate esters by methanolysis. The relative abundance of nitrogen-containing compounds (CHNO and CHNOS series) appeared rather dependent on local effects such as biomass burning. Extensive aliphatic branching and disruption of extended NMR spin-systems by carbonyl derivatives and other heteroatoms were the most significant structural motifs in SOA. The presence of heteroatoms in elevated oxidation states suggests a clearly different SOA formation trajectory in comparison with established terrestrial and aqueous natural organic matter.

The advantage of employing this parameter is that X(c) would have a constant value for each proposed core structure regardless of the degree of alkylation, and thus visual representation and structural interpretations of the spectra become advantageous for characterizing and comparing complex samples. In addition, the proposed parameter complements the AI classification and identification of aromatic and condensed aromatic structures in complex matrices.

The chemical composition of Toronto PM2.5 was measured daily from Feb 2000 to Feb 2001, and source apportionment was undertaken using positive matrix factorization (PMF). In Toronto, PM2.5 levels were influenced both by local urban activities and also by regional-scale transport. Although several PMF solutions were possible, an eight-source model for explaining the observed Toronto PM2.5 was found to provide realistic results and interesting insights into sources. The four main sources were coal combustion related to regional transport and secondary sulfate (26%), secondary nitrate related to both local and upwind sources of NOx and NH3 (36%), secondary organic aerosols (SOA) formed from a variety of precursor organic emissions (15%), and motor vehicle traffic (10%). The other detectable sources were road salt (winter) and three types of primary PM2.5 hypothesized to be associated with smelters, coal and oil combustion, industry, and local construction. Overall, motor vehicle-related emissions (including road salt and nitrate) were estimated to be responsible for about 40% of the PM2.5. In the summer, the SOA mass was estimated to contribute approximately 20% to the PM2.5. Inclusion of water-soluble, low-molecular-weight organic acids led to identification of this component, thus providing a significant improvement in PMF's ability to resolve sources. Without organic acid measurements the SOA portion of the observed PM2.5 was assigned to the secondary coal component, increasing its contribution and resulting in a source profile with an unrealistic amount of organic mass. This suggests that in the northeastern part of North America, there are physical and/or chemical processes that lead to close interaction between secondary organic and inorganic aerosols.

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This paper reports the chemical composition of exhaust emissions from the main engines of five ocean going cargo vessels, as they traveled in Canadian waters. The emission factors (EFs) of PM2.5 and SO2 for vessels tested on various intermediate fuel oils (IFO), ranged from 0.4 to 2.2 g kW(-1) hr(-1) and 4.7 to 10.3 g kW(-1) hr(-1), respectively, and were mainly dependent on the content of sulfur in the fuel. Average NOx, CO, and CO2 EFs for these tests were 12.7, 0.45, and 618 g kW(-1) hr(-1), respectively and were generally below benchmark values commonly used by regulatory agencies. The composition of PM2.5 was dominated by hydrated sulfates, organic carbon and trace metals which accounted for 80-97% of total PM2.5 mass. A substantial decrease of measured emission factors for PM2.5 and SO2 was observed when the fuel was changed from IFO to marine diesel oil (MDO), in one of the tested vessels. The main component of PM2.5 in this case was organic carbon accounting for 65% of PM2.5 mass. In addition to commonly reported pollutants, this study presents EFs of the lanthanoid elements and showed that their distribution patterns in ship-exhaust PM2.5 were very similar to the PM2.5 emitted by oil refining facilities. Hence, using La:Ce:V tertiary diagrams and La/V ratios is necessary to distinguish ship plumes from primary emissions related to accidental and/or routine operation of oil-refining industry.

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