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Ambient ultrafine particles have gained attention with recent evidence showing them to be more toxic than larger ambient particles. Few studies have investigated the distribution of chemical constituents within the ultrafine range. The current study explores the size-fractionated ultratine (10-180 nm) chemical composition at urban source sites (USC and Long Beach) and inland receptor sites (Riverside and Upland) in the Los Angeles basin over three different seasons. Size-fractionated ultrafine particles were collected by a NanoMOUDI over a period of 2 weeks at each site. Measurements of ultrafine mass concentrations varied from 0.86 to 3.5 μ/m³ with the highest concentrations observed in the fall. The chemical composition of ultrafine particles ranged from 32 to 69% for organic carbon (OC), 1-34% for elemental carbon (EC), 0-24% for sulfate, and 0-4% for nitrate. A distinct DC mode was observed between 18 and 56 nm in the summer, possibly indicating photochemical secondary organic aerosol formation. The EC levels are higher in winter at the source sites due to lower inversion heights and are higher in summer at the receptor sites due to increased long-range transport from upwind source areas. Nitrate and sulfate were measurable only in the larger particle size ranges of ultrafine PM. Collocated continuous measurements of particle size distributions and gaseous pollutants helped to differentiate ultrafine particle sources at each site. [ABSTRACT FROM AUTHOR]

Individual organic compounds can be used as tracers for primary sources of ambient particulate matter (PM) in chemical mass balance receptor models. Previous work has examined PM2.5 only and usually over long sampling periods encompassing entire days or longer. In this study, a high-flow-rate, low-pressure-drop ultrafine particle separator was deployed to collect sufficient mass for organic speciation of ultrafine and accumulation mode aerosol on a diurnal basis. Particles between 0.18 and 2.5 4 μm in diameter were collected on a quartz-fiber impaction substrate, and ultrafine particles below 0.18 μm were collected downstream on a high-volume filter. Four daily time period samples (morning, midday, evening, and overnight) were sampled over five weekdays to form a weekly average composite for each diurnal period. Sampling was conducted at two sites over two seasons; summer (August) and winter (January) samples were collected at both an urban site near downtown Los Angeles (University of Southern California) and a downwind, inland site in Riverside, CA. Hopanes, used as organic markers for vehicular emissions, were found to exist primarily in the ultrafine mode. Levoglucosan, an indicator of wood combustion, was quantified in both size ranges, but more was present in the accumulation mode particles. An indicator of photochemical secondary organic aerosol formation, 1,2- benzenedicarboxylic acid, was found primarily in the accumulation mode and varied with site, season, and time of day as one would expect for a photochemical product The atmospheric variations of particulate cholesterol and other organic acids were also considered. By examining the diurnal variation, size-fractionation, and intercorrelations of individual organic compounds, the sources and atmospheric fate of these tracers can be better understood and their utility as molecular markers can be assessed. [ABSTRACT FROM AUTHOR]

Focuses on the chemical characterization of fine particle emissions from the fireplace combustion of woods grown in the U.S. Contribution of wood smoke to ambient fine particle levels; Conduction of fire place source test; List of emission factors for bulk chemical analysis.

Examines the chemical characterization of fine particle emissions from fireplace combustion of woods in the United States. Identification of wood species; Efficacy of compounds as source-specific tracers; Differences in emission rates of specific substituted phenols and resin acids.

Simultaneous measurements of gas- and aerosol-phase hydrogen peroxide (H2O2) have been made at two sites in Los Angeles, one near the Pacific coast at the University of California at Los Angeles (UCLA), and the other in downtown Los Angeles with close proximity to a heavily traveled freeway (freeway site). At both the freeway and UCLA sites, gas-phase H2O2 levels were similar, averaging 1.17 ± 1.0 and 1.05 ± 0.6 ppb, respectively. The particle-associated H2O2 in both fine (PM2.5) and coarse (>PM2.5) modes was higher at the freeway site, as compared to UCLA, by a factor of 2. However, when aerosol-phase H2O2 is normalized to particle mass loadings, the fine-mode H2O2 levels are very similar at the two sites: 0.42 ± 0.3 and 0.58 ± 0.3 ng H2O2/μ particle mass at the freeway and UCLA sites, respectively. The normalized coarse-mode H2O2 levels were significantly higher at the freeway site than at UCLA, 1.05 ± 0.3 and 0.51 ± 0.3 ng/μg, respectively. Estimating aerosol liquid water content on the basis of relative humidity and aerosol mass, a calculated equivalent H2O2 in aerosol liquid water averages 70 mM, more than 2 orders of magnitude higher than concentrations predicted by gas-particle partitioning (Henry's law), which averages 0.1 mM. This indicates that the sampled particles are capable of generating H2O2 in aqueous solution. These corresponding aqueous-phase H2O2 concentrations in aerosol liquid water exceed levels that have been observed to produce cellular damage to lung epithelial cells in laboratory experiments by at least 3 orders of magnitude. Although most measurements of H2O2 in particles were made using an extraction solution adjusted to pH 3.5, a set of measurements indicates that H2O2 from fine-mode particles extracted in the physiologically relevant pH range 5–7.5 also generate H2O2 with only slightly lowered efficiency; coarse-mode H2O2 production dropped by 75% at the upper end of this range. Finally, a small set of measurements was performed to investigate the degree to which the recently developed Versatile Aerosol Concentrator Enrichment System (VACES) affects H2O2 levels in concentrated ambient aerosols. The VACES appeared to a have minimal impact on particulate H2O2. [ABSTRACT FROM AUTHOR]

Individual organic compounds found in particulate emissions from vehicles have proven useful in source apportionment of ambient particulate matter. Species of interest include the hopanes, originating in lube oil, and selected PAHs generated via combustion. Most efforts to date have focused on emissions and apportionment PM10 or PM2.5. However, examining how these compounds are segregated by particle size in both emissions and ambient samples will help efforts to apportion size-resolved PM, especially ultrafine particles which have been shown to be more potent toxicologically. To this end, high volume size-resolved (coarse, accumulation, and ultrafine) PM samples were collected inside the Caldecott tunnel in Orinda, California to determine the relative emission factors for these compounds in different size ranges. Sampling occurred in two bores, one off-limits to heavy-duty diesel vehicles, which allows determination of the different emissions profiles for diesel and gasoline vehicles. Although tunnel measurements do not measure emissions over a full engine duty cycle, they do provide an average emissions profile over thousands of vehicles that can be considered characteristic of ‘freeway’ emissions. Results include size-fractionated emission rates for hopanes, PAHs, elemental carbon, and other potential organic markers apportioned to diesel and gasoline vehicles. The results are compared to previously conducted PM2.5 emissions testing using dynamometer facilities and other tunnel environments. [ABSTRACT FROM AUTHOR]

The carbonaceous component of atmospheric particulate matter (PM) is considered very important with respect to the observed adverse health effects of PM. Particulate organic and elemental carbon have traditionally been measured off-line after daily, time-integrated particle collection on filters. However, the subdaily or hourly variability of elemental carbon (EC) and organic carbon (OC) can help to assess the variability of sources, ambient levels, and human exposure. In this study, the performance of the Sunset Laboratory Inc. semicontinuous EC/OC monitor was assessed in a Los Angeles location representing typical urban pollution. An intermonitor comparison showed high precision (R² of 0.98 and 0.97 for thermal OC and EC, respectively). By changing the inlet configurations of one of the monitors (adding a denuder, a Teflon filter, or both), the influences of positive and negative sampling artifacts were investigated. The positive artifact was found to be relatively large (7.59 μg/m³ on average), more than 50% of measured OC, but it was practically eliminated with a denuder. The negative artifact was much smaller (less than 20% of the positive artifact) and may be neglected in most cases. A comparison of different temperature profiles, including a fast 4-mm analysis using optical EC correction, showed good agreement among methods. Finally, a novel configuration using a size selective inlet impactor removing particles greater than 250 nm in diameter allowed for semicontinuous size-fractionated EC/OC measurements. Evolution of OC at different temperatures of the thermal analysis showed higher volatility OC in larger particles. [ABSTRACT FROM AUTHOR]

The impact of primary fine particulate matter (PM2.5) from ship emissions within the Southern California Air Basin is quantified by comparing in-stack vanadium (V) and nickel (Ni) measurements from in-use ocean-going vessels (OGVs) with ambient measurements made at 10 monitoring stations throughout Southern California. V and Ni are demonstrated as robust markers for the combustion of heavy fuel oil in OGVs, and ambient measurements of fine particulate V and Ni within Southern California are shown to decrease inversely with increased distance from the ports of Los Angeles and Long Beach (ports). High levels of V and Ni were observed from in-stack emission measurements conducted on the propulsion engines of two different in-use OGVs. The in-stack V and Ni emission rates (g/h) normalized by the V and Ni contents in the fuel tested correlates with the stack total PM emission rates (g/h). The normalized emission rates are used to estimate the primary PM2.5 contributions from OGVs at 10 monitoring locations within Southern California. Primary PM2.5 contributions from OGVs were found to range from 8.8% of the total PM2.5 at the monitoring location closest to the port (West Long Beach) to 1.4% of the total PM2.5 at the monitoring location 80 km inland (Rubidoux). The calculated OGV contributions to ambient PM2.5 measurements at the 10 monitoring sites agree well with estimates developed using an emission inventory based regional model. Results of this analysis will be useful in determining the impacts of primary particulate emissions from OGVs upon worldwide communities downwind of port operations. [ABSTRACT FROM AUTHOR]

Particulate matter emissions were measured in two bores of the Caldecott Tunnel in Northern California during August and September 2004. One bore (Bore 1) is open to both heavy- and light-duty vehicles while heavy-duty vehicles are prohibited from entering the second bore (Bore 2). Particulate matter number and mass size distributions, chemical composition, and gaseous copollutants were recorded for four consecutive days near the entrance and exit of each bore. Size-resolved emission factors were determined for particle number, particle mass, elemental carbon, organic carbon (OC), sulfate, nitrate, and selected elements. The size distributions in both the bores showed a single large mode at roughly 15-20 nm in mobility diameter, with occasional smaller modes around 100 nm. The PM10 mass emission factor for heavy-duty vehicles was 14.5 times higher than that of light-duty vehicles. The particles derived from diesel are more abundant in elemental carbon, 70.9% of PM10 emissions, as compared to the light-duty vehicles. Conversely, a greater percentage of OC was found in light-duty emissions than heavy-duty emissions. In comparison to previous studies at the Caldecott Tunnel, less particle mass but more particle numbers are emitted by vehicles than was the case 7 years ago. [ABSTRACT FROM AUTHOR]