Intermediate-Volatility Organic Compound Emissions from Nonroad Construction Machinery under Different Operation Modes

Qi, Lijuan; Liu, Huan; Shen, Xiue; Fu, Mingliang; Huang, Feifan; Man, Hanyang; Deng, Fusheng; Shaikh, Asad Ali; Wang, Xiaotong; Rui, Dong; Song, Cheng; He, Kebin

doi:10.1021/acs.est.9b01316

Cited by 57 publications

(64 citation statements)

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“…The model domain covered California and Nevada with a 4 km (325 × 225) grid resolution and 35 vertical layers. The input meteorology and NEI emission inventory are very similar to those used by Baker et al (2015), Woody et al 2016, and Murphy et al (2017) and are identical to Qin et al (2020). Meteorological inputs were generated using the Weather Research and Forecasting Model (WRF) Advanced Research WRF core version 3.8.1 (Skamarock et al, 2008) with one additional model layer at the surface compared to previous studies (i.e., the lowest layer of approximately 40 m depth has been split into two 20 m deep layers to better resolve surface gradients).…”

Section: Model Configurationmentioning

confidence: 75%

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Simulation of organic aerosol formation during the CalNex study: updated mobile emissions and secondary organic aerosol parameterization for intermediate-volatility organic compounds

et al. 2020

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Abstract. We describe simulations using an updated version of the Community Multiscale Air Quality model version 5.3 (CMAQ v5.3) to investigate the contribution of intermediate-volatility organic compounds (IVOCs) to secondary organic aerosol (SOA) formation in southern California during the CalNex study. We first derive a model-ready parameterization for SOA formation from IVOC emissions from mobile sources. To account for SOA formation from both diesel and gasoline sources, the parameterization has six lumped precursor species that resolve both volatility and molecular structure (aromatic versus aliphatic). We also implement new mobile-source emission profiles that quantify all IVOCs based on direct measurements. The profiles have been released in SPECIATE 5.0. By incorporating both comprehensive mobile-source emission profiles for semivolatile organic compounds (SVOCs) and IVOCs and experimentally constrained SOA yields, this CMAQ configuration best represents the contribution of mobile sources to urban and regional ambient organic aerosol (OA). In the Los Angeles region, gasoline sources emit 4 times more non-methane organic gases (NMOGs) than diesel sources, but diesel emits roughly 3 times more IVOCs on an absolute basis. The revised model predicts all mobile sources (including on- and off-road gasoline, aircraft, and on- and off-road diesel) contribute ∼1 µg m−3 to the daily peak SOA concentration in Pasadena. This represents a ∼70 % increase in predicted daily peak SOA formation compared to the base version of CMAQ. Therefore, IVOCs in mobile-source emissions contribute almost as much SOA as traditional precursors such as single-ring aromatics. However, accounting for these emissions in CMAQ does not reproduce measurements of either ambient SOA or IVOCs. To investigate the potential contribution of other IVOC sources, we performed two exploratory simulations with varying amounts of IVOC emissions from nonmobile sources. To close the mass balance of primary hydrocarbon IVOCs, IVOCs would need to account for 12 % of NMOG emissions from nonmobile sources (or equivalently 30.7 t d−1 in the Los Angeles–Pasadena region), a value that is well within the reported range of IVOC content from volatile chemical products. To close the SOA mass balance and also explain the mildly oxygenated IVOCs in Pasadena, an additional 14.8 % of nonmobile-source NMOG emissions would need to be IVOCs (assuming SOA yields from the mobile IVOCs apply to nonmobile IVOCs). However, an IVOC-to-NMOG ratio of 26.8 % (or equivalently 68.5 t d−1 in the Los Angeles–Pasadena region) for nonmobile sources is likely unrealistically high. Our results highlight the important contribution of IVOCs to SOA production in the Los Angeles region but underscore that other uncertainties must be addressed (multigenerational aging, aqueous chemistry and vapor wall losses) to close the SOA mass balance. This research also highlights the effectiveness of regulations to reduce mobile-source emissions, which have in turn increased the relative importance of other sources, such as volatile chemical products.

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Section: Model Configurationmentioning

confidence: 75%

“…-VCPs are likely a major source of IVOCs and future research is needed to constrain their emissions using ambient observations, bottom-up emission inventory methods and computational models (McDonald et al, 2018;Qin et al, 2020). Measurements of both the volatility distribution and chemical composition of VCP emissions are needed.…”

Section: Discussionmentioning

confidence: 99%

Simulation of organic aerosol formation during the CalNex study: updated mobile emissions and secondary organic aerosol parameterization for intermediate-volatility organic compounds

et al. 2020

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“…Among all of the factors, acceleration rate has the largest influence on the IVOC EFs. As the acceleration rate increases, the IVOC EF decreases, with the median IVOC EF of ACR6.0 being one order of magnitude lower than that at idling Qi et al (2019). andZhao et al (2016) report similar results for non-road construction machinery and on-road diesel vehicles,…”

mentioning

confidence: 66%

“…Suggested controlling ways include upgrading the fuel quality and engine-after treatment system, and reducing the traffic congestion. and a large cargo vessel (Qi et al, 2019;Huang et al, 2018;Zhao et al, 2016). The between China and US on road gasoline vehicles (Zhao et al, 2016;May et al, https://doi.org/10.5194/acp-2020-976 Preprint.…”

Section: Atmospheric Implicationsmentioning

confidence: 99%

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Measurement report: Distinct Emissions and Volatility Distribution of Intermediate Volatility Organic Compounds from on-road Chinese Gasoline Vehicle: Implication of High Secondary Organic Aerosol Formation Potential

Tang¹,

Guo²,

Wang³

et al. 2020

Preprint

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Abstract. In the present work, we performed chassis dynamometer experiments to investigate the emissions and secondary organic aerosol (SOA) formation potential of intermediate volatility organic compounds (IVOCs) from an on-road Chinese gasoline vehicle. High IVOCs emission factors (EFs) and distinct volatility distribution were recognized. The IVOCs EFs for the China V vehicle ranged from 12.1 to 226.3 mg · kg-fuel−1, with a median value of 83.7 mg · kg-fuel−1, which is higher than that from US vehicles. Besides, large discrepancy in volatility distribution and chemical composition of IVOCs from Chinese gasoline vehicle exhaust is discovered, with larger contributions of B14-B16 compounds and higher percentage of n-alkanes. Further we investigated the possible reasons that influence the IVOCs EFs and volatility distribution and found that fuel type, starting mode, operating cycles and acceleration rates could have an impact on the IVOCs EF. When using E10 (ethanol volume ratio of 10 %, v / v) as fuel, the IVOCs EF of the tested vehicle was lower than that using commercial China standard V fuel. Cold-start operation has higher IVOCs EF than hot-start operation. Chinese Light vehicles Test Cycle (CLTC) produced 70 % higher IVOCs than those from the World-wide harmonized Light-duty Test Cycle (WLTC). We found that vehicle emitted more IVOCs at lower acceleration rates, which leads to high EFs under CLTC. The only factor that may influence the volatility distribution and compound composition is the engine-aftertreatment system, which has compound and volatility selectivity in exhaust purification. These distinct characteristics in EFs and volatility may result in higher SOA formation potential in China. Using published yield data and surrogate equivalent method, we estimated SOA formation under different OA loading and NOx conditions. Results showed that under low and high NOx conditions at different OA loadings, IVOCs contributes more than 80% of the predicted SOA. Furthermore, we built up a parameterization method to simply estimate the vehicular SOA based on our bottom-up measurement of VOCs and IVOCs, which would provide another dimension of information when considering the vehicular contribution to the ambient OA. Our results indicate that vehicular IVOCs contribute significantly to SOA, implying that the importance of reducing IVOCs when making air pollution controlling policies in urban area of China.

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Real-world emission for in-use non-road construction machinery in Wuhan, China

Zhang

Liu

et al. 2023

Environ Sci Pollut Res

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Intermediate-Volatility Organic Compound Emissions from Nonroad Construction Machinery under Different Operation Modes

Cited by 57 publications

References 50 publications

Simulation of organic aerosol formation during the CalNex study: updated mobile emissions and secondary organic aerosol parameterization for intermediate-volatility organic compounds

Simulation of organic aerosol formation during the CalNex study: updated mobile emissions and secondary organic aerosol parameterization for intermediate-volatility organic compounds

Measurement report: Distinct Emissions and Volatility Distribution of Intermediate Volatility Organic Compounds from on-road Chinese Gasoline Vehicle: Implication of High Secondary Organic Aerosol Formation Potential

Real-world emission for in-use non-road construction machinery in Wuhan, China

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