Assessment of Traffic Contribution to Hydrocarbons Using 2,2-Dimethylbutane as a Vehicular Indicator

Chang, Chih-Chung; Chen, Tai-Yih; Chou, Charles C.‐K.; Liu, Shaw-Chen

doi:10.3319/tao.2004.15.4.697(a)

Cited by 13 publications

(5 citation statements)

References 15 publications

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“…Figure 6 shows the hourly average diurnal profiles for 2,2-dimethylbutane (2,2-DMB) and acetylene before, during, and after the control. 2,2-DMB is considered a typical tracer for vehicular emissions (Chang et al, 2004), and acetylene is a tracer for vehicular and other combustion processes (Baker et al, 2008). Before the control period, the highest-/lowest-value ratios (the highest average hourly mixing ratio of one VOC species divided by the lowest average hourly mixing ratio of this species) of acetylene and 2,2-DMB were very similar with the values of 2.32 and 2.13, respectively.…”

Section: Temporal Distribution Of Ambient Vocsmentioning

confidence: 84%

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Characterization of ambient volatile organic compounds and their sources in Beijing, before, during, and after Asia-Pacific Economic Cooperation China 2014

Li¹,

Xie²,

Zeng³

et al. 2015

Preprint

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Abstract. Ambient volatile organic compounds (VOCs) were measured using an online system, gas chromatography–mass spectrometry/flame ionization detector (GC-MS/FID), in Beijing, China, before, during and after Asia-Pacific Economic Cooperation (APEC) China 2014, when stringent air quality control measures were implemented. Positive matrix factorization (PMF) was applied to identify the major VOC contributing sources and their temporal variations. The secondary organic aerosols potential (SOAP) approach was used to estimate variations of precursor source contributions to SOA formation. The average VOC mixing ratios during the three periods were 86.17, 48.28, and 72.97 ppbv, respectively. The mixing ratios of total VOC during the control period were reduced by 44%, and the mixing ratios of acetonitrile, halocarbons, oxygenated VOCs (OVOCs), aromatics, acetylene, alkanes, and alkenes decreased by approximately 65, 62, 54, 53, 37, 36, and 23%, respectively. The mixing ratios of all measured VOC species decreased during control, and the most affected species were chlorinated VOCs (chloroethane, 1,1-dichloroethylene, chlorobenzene). PMF analysis indicated eight major sources of ambient VOCs, and emissions from target control sources were clearly reduced during the control period. Contributions of vehicular exhaust were most reduced (19.65 ppbv, the contributions before the control period minus the values after the control period), followed by industrial manufacturing (10.29 ppbv) and solvent utilization (6.20 ppbv). Contributions of evaporated or liquid gasoline and industrial chemical feedstock were slightly reduced, with values of 2.85 and 0.35 ppbv, respectively. Contributions of secondary and long-lived species were relatively stable. Due to central heating, emissions from fuel combustion kept on increasing during the whole campaign; because of weak control of liquid petroleum gas (LPG), the highest emissions of LPG occurred in the control period. Vehicle-related sources were the most important precursor sources likely responsible for the reduction in SOA formation during this campaign.

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Section: Temporal Distribution Of Ambient Vocsmentioning

confidence: 84%

“…Tracers of industrial sources decreased most, including some halocarbons and esters. 2,2- Dimethylbutane, a tracer of motor vehicle exhaust (Chang et al, 2004), was 1 of the top 20 most decreased species.…”

Section: Mixing Ratios and Chemical Speciationmentioning

confidence: 99%

Characterization of ambient volatile organic compounds and their sources in Beijing, before, during, and after Asia-Pacific Economic Cooperation China 2014

Li¹,

Xie²,

Zeng³

et al. 2015

Preprint

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“…Factor 1 has high values of MTBE and C 5 -C 6 alkanes. MTBE is a common gasoline additive in China, and 2,2dimethylbutane is used to enhance the octane levels of gasoline (Chang et al, 2004;Song et al, 2007;Cai et al, 2010). Ethyne can be formed during fuel combustion (Blake and Rowland, 1995;Song et al, 2007;Suthawaree et al, 2010).…”

Section: Source Apportionment By Pmfmentioning

confidence: 99%

“…A recent study revealed that even in Beijing and its surrounding regions, residential use of solid fuels might be a major and underappreciated ambient pollution source for PM 2.5 (particularly black carbon, BC, and organic carbon, OC) during the winter heating period . Since substantial quantities of VOCs are released from poor-technology burning of coal and biomass/biofuels (Yokelson et al, 2008;Shrivastava et al, 2015;Fang et al, 2017;Liu et al, 2017;Cheng et al, 2018), it is of wide concern how residential use of solid fuels, particularly for wintertime household heating, would influence ambient levels and composition of VOCs. In residential areas of Izmir, Turkey, for example, household burning of coal on uncontrolled burners for domestic heating during winter was found to be a larger source of VOCs than the local traffic (Sari and Bayram, 2014).…”

Section: Introductionmentioning

confidence: 99%

Volatile organic compounds at a rural site in Beijing: influence of temporary emission control and wintertime heating

et al. 2018

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Abstract. While residential coal/biomass burning might be a major and underappreciated emission source for PM2.5, especially during winter, it is not well constrained whether burning solid fuels contributes substantially to ambient volatile organic compounds (VOCs), which are precursors to secondary organic aerosols (SOAs) that typically have a higher contribution to particulate matter during winter haze events. In this study, ambient air samples were collected in 2014 from 25 October to 31 December at a rural site on the campus of the University of Chinese Academy of Sciences (UCAS) in northeastern Beijing for the analysis of VOCs. Since temporary intervention measures were implemented on 3–12 November to improve the air quality for the Asian-Pacific Economic Cooperation (APEC) summit held on 5–11 November in Beijing, and wintertime central heating started on 15 November in Beijing after the APEC summit, this sample collection period provided a good opportunity to study the influence of temporary control measures and wintertime heating on ambient VOCs. As a result of the temporary intervention measures implemented during 3–12 November (period II), the total mixing ratios of non-methane hydrocarbons averaged 11.25 ppb, approximately 50 % lower than the values of 23.41 ppb in period I (25 October–2 November) and 21.71 ppb in period III (13 November–31 December). The ozone and SOA formation potentials decreased by ∼50 % and ∼70 %, respectively, during period II relative to period I, with the larger decrease in SOA formation potentials attributed to more effective control over aromatic hydrocarbons mainly from solvent use. Back trajectory analysis revealed that the average mixing ratios of VOCs in southerly air masses were 2.3, 2.3 and 2.9 times those in northerly air masses during periods I, II and III, respectively; all VOC episodes occurred under the influence of southerly winds, suggesting much stronger emissions in the southern urbanized regions than in the northern rural areas. Based on a positive matrix factorization (PMF) receptor model, the altered contributions from traffic emissions and solvent use could explain 47.9 % and 37.6 % of the reduction in ambient VOCs, respectively, during period II relative to period I, indicating that the temporary control measures on vehicle emissions and solvent use were effective at lowering the ambient levels of VOCs. Coal/biomass burning, gasoline exhaust and industrial emissions were among the major sources, and they altogether contributed 60.3 %, 78.6 % and 78.7 % of the VOCs during periods I, II and III, respectively. Coal/biomass burning, mostly residential coal burning, became the dominant source, accounting for 45.1 % of the VOCs during the wintertime heating period, with a specifically lower average contribution percentage in southerly air masses (38.2 %) than in northerly air masses (48.8 %). The results suggest that emission control in the industry and traffic sectors is more effective in lowering ambient reactive VOCs in non-heating seasons; however, during the winter heating season reducing emissions from residential burning of solid fuels would be of greater importance and would have health co-benefits from lowering both indoor and outdoor air pollution.

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“…Factor 3 contained a large amount of C6 alkanes and alkenes as well as toluene and was identified as gasoline vehicle emissions. Gasoline vehicle exhaust contains large amounts of 2,2‐dimethyl butane (Chang et al., 2004), and it was found that gasoline vehicle emissions increased the toluene content of roadsides in Guangzhou (Y. Zhang et al., 2018; Zhao et al., 2004), while the 2‐methyl pentane and 3‐methyl pentane usually emitted from motor vehicle emission (Chan et al., 2006). The high concentrations of propane, i‐butane, and n‐butane in Factor 4 suggest that it is the liquefied petroleum gas (LPG) emissions (Cai et al., 2010; Feng et al., 2020).…”

Section: Resultsmentioning

confidence: 99%

Contribution of Ship Emission to Volatile Organic Compounds Based on One‐Year Monitoring at a Coastal Site in the Pearl River Delta Region

Tong,

Zhang,

Zhang

et al. 2024

JGR Atmospheres

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Ship emission impacts ambient air quality, especially in coastal regions, by emitting air pollutants such as fine particles, nitrogen oxides (NOx), and sulfur dioxide (SO2), yet its contributions to volatile organic compounds (VOCs) and the formation of secondary organic aerosol (SOA) and ozone (O3) are much less constrained with the challenge in distinguish ship emission from land diesel emission. In this study, we conducted a 1‐year online measurement of VOCs with a 1‐hr resolution at a coastal site in south China's Pearl River Delta region, which holds three of the world's top 10 container ports. The results revealed that C10–C12 n‐alkanes, as typical diesel‐related emission tracers, were significantly enhanced and strongly related to oceanic air masses. Receptor modeling revealed two diesel‐related sources of land diesel emission and ship emission, which could be differentiated based on their source profiles, seasonal trends and air mass back trajectories. Ship emissions contributed 6.4%, 5.0%, and 13.6% of total VOC mixing ratios, ozone formation potentials (OFPs), and secondary organic aerosol formation potentials (SOAFPs), while these percentages were 3.4%, 14.7%, and 15.9% for land diesel emission, respectively. In particular, in July, ship emissions could contribute 21.7%, 14.6%, and 31.2% of VOCs, OFPs, and SOAFPs, respectively. Our results highlight the important contribution of diesel‐related emission VOCs in forming O3 and SOA in coastal regions, and ship emission is a non‐negligible source of VOCs, particularly after the strict control of land emission sources.

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Assessment of Traffic Contribution to Hydrocarbons Using 2,2-Dimethylbutane as a Vehicular Indicator

Cited by 13 publications

References 15 publications

Characterization of ambient volatile organic compounds and their sources in Beijing, before, during, and after Asia-Pacific Economic Cooperation China 2014

Characterization of ambient volatile organic compounds and their sources in Beijing, before, during, and after Asia-Pacific Economic Cooperation China 2014

Volatile organic compounds at a rural site in Beijing: influence of temporary emission control and wintertime heating

Contribution of Ship Emission to Volatile Organic Compounds Based on One‐Year Monitoring at a Coastal Site in the Pearl River Delta Region

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