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Continuous monitoring of PM2.5, NO2, and other pollutants occurs at near-road air quality monitoring locations throughout the United States, as required by Environmental Protection Agency (EPA) regulations. Near-road monitoring sites were set up from 2014 through 2016, with 68 NO2 monitors in 2016, 31 of which also monitored PM2.5. Annual and multi-year statistics of NO2 and PM2.5 concentrations were compared with the National Ambient Air Quality Standards. A PM2.5“increment”—the difference between concentrations measured in the near-road environment and those concentrations measured at nearby sites—was estimated. Several methods were used to select nearby sites from which to calculate “background” concentrations: (1) sites within 25 km, 50 km, and 100 km of the near-road site, and sites whose 24 h PM2.5 concentrations were well correlated with those at the near-road site; (2) sites within 40 km of the near-road site, where PM2.5 concentrations were interpolated using an inverse distance weighting; and (3) a site in the “upwind” direction from the near-road site. The mean PM2.5 increment across all near-road sites ranged from +0.6 to +1.1 μg/m3 (or 6–10% of the average PM2.5), depending on the method. Understanding the variation in the PM2.5 increment can be useful to assess calculations of PM2.5 background, which is required by EPA under various regulatory frameworks. The PM2.5 increment generally decreased with increasing distance from monitoring site to roadway, and increased with increasing traffic volume.

Air pollutant concentrations are often higher near major roadways than in the surrounding environments owing to emissions from on-road mobile sources. In this study, we quantified the gradient in black carbon (BC) and air toxics concentrations from the I-70 freeway in the Elyria-Swansea environmental justice neighborhood in Denver, Colorado, during three measurement campaigns in 2017–2018. The average hourly upwind-downwind gradient of BC concentrations from the roadway was 500–800 ng/m3, equal to an increment of approximately 30-80% above local background levels within 180 m of the freeway. When integrated over all wind directions, the gradients were smaller, approximately 150–300 ng/m3 (~11-18%) over the course of nearly four months of measurements. No statistically significant gradient in air toxics (e.g., benzene, formaldehyde, etc.) was found, likely because the uncertainties in the mean concentrations were larger than the magnitude of the gradient (Implications: Gradients of near-road pollution may be declining in the near-road environment as tailpipe emissions from the vehicle fleet continue to decrease. Near-road concentration gradients of mobile source air toxics, including benzene, 1,3-butadiene, and ethylbenzene, will require higher sample sizes to quantify as emissions continue to decline.

Exposure to particulate matter containing toxic metal species can have negative health implications. The community of Eden Park, Delaware, is surrounded by numerous industrial facilities, the Port of Wilmington, and a highly trafficked freeway, all of which can be sources of toxic metals. The U.S. Environmental Protection Agency's EJ Screen ranks the community in the 88th percentile nationally for the Environmental Justice (EJ) index of cancer risk and the 90th percentile for the EJ index of PM2.5 exposure. To understand the ambient concentrations and sources of toxic metals and particulate matter, we collected hourly PM10 metals measurements using an Xact 625i at a temporary monitoring site in the community. Additionally, PM2.5, wind speed and direction, NOx, SO2, and black carbon were monitored. Conditional bivariate probability function maps and time variation maps were constructed using the OpenAir statistical analysis package, and EPA Positive Matrix Factorization was used to determine the sources of the measured metals. We found that transient concentration events, where arsenic and lead concentrations were more than an order of magnitude larger than the study average, occurred intermittently, but concentrations were generally below health benchmarks. Chromium and nickel had common sources, including a metal plating facility and a chemical additive facility, and unidentified sources were responsible for spikes in chromium levels up to 17 times above average. With Positive Matrix Factorization, three sources were identified: soil/dust, concrete manufacturing dust, and brake wear. During periods of moderate air quality (PM10 = 55–154 μg/m3) concrete dust contributes 32% to PM10 concentrations, while soil dust contributes 12%. Overall, the local industry and intermodal traffic emissions are large contributors to the ambient air pollution in the community, though transient high-concentration events from other sources are also present.

Ambient air monitoring and phone survey data were collected in three environmental justice (EJ) and three non-EJ communities in Sacramento County during winter 2016&ndash, 2017 to understand the differences in air toxics and in wood smoke pollution among communities. Concentrations of six hazardous air pollutants (HAPs) and black carbon (BC) from fossil fuel (BCff) were significantly higher at EJ communities versus non-EJ communities. BC from wood burning (BCwb) was significantly higher at non-EJ communities. Correlation analysis indicated that the six HAPs were predominantly from fossil fuel combustion sources, not from wood burning. The HAPs were moderately variable across sites (coefficient of divergence (COD) range of 0.07 for carbon tetrachloride to 0.28 for m- and p-xylenes), while BCff and BCwb were highly variable (COD values of 0.46 and 0.50). The BCwb was well correlated with levoglucosan (R2 of 0.68 to 0.95), indicating that BCwb was a robust indicator for wood burning. At the two permanent monitoring sites, wood burning comprised 29&ndash, 39% of the fine particulate matter (PM2.5) on nights when PM2.5 concentrations were forecasted to be high. Phone survey data were consistent with study measurements, the only significant difference in the survey results among communities were that non-EJ residents burn with indoor devices more often than EJ residents.

In 2010, the U.S. Environmental Protection Agency (EPA) revised the National Ambient Air Quality Standards (NAAQS) for NO2 to include a primary health-based standard for hourly NO2, and required air quality monitoring next to major roadways in urban areas in the U.S. Requirements for near-road measurements also include carbon monoxide (CO) and particulate matter smaller than 2.5 μm in diameter (PM2.5). We performed a national-scale assessment of air pollutants measured at 81 sites in the near-road environment during the first two years (2014 and 2015) of the new measurement program. We evaluated how concentrations at these locations compared to the NAAQS, to concentrations measured at other sites within the same urban areas, and when considering their site characteristics (distance of monitor to road, traffic volume, and meteorology). We also estimated the contribution of emissions from adjacent roadways at each near-road site to the PM2.5 concentrations above the local urban background concentrations, i.e., the near-road “increment.” Hourly values of CO reached a maximum of 4.8 ppm across 31 sites in 2014 and 9.6 ppm across 47 sites in 2015, and were well below the NAAQS levels for both the 1-hr (35 ppm) and 8-hr (9 ppm) standards. Hourly concentrations of near-road NO2 reached 258 ppb across 40 sites in 2014; however, there were only two occurrences of a daily 1-hr maximum NO2 concentration above 100 ppb (the level of the hourly NO2 standard). In 2015, hourly concentrations of near-road NO2, monitored at 61 sites in 55 urban areas, reached 154 ppb. Only 0.0015% (n = 5) of hourly NO2 observations in 2015 exceeded 100 ppb. The highest annual NO2 average recorded in 2015 (29.9 ppb) occurred at the Ontario site located along I-10 in the Los Angeles, California, area and was below the level of the NO2 annual standard (53 ppb); in 2014, the highest annual mean NO2 was also observed in Los Angeles at the Anaheim site (27.1 ppb). In 2014, sites in Cincinnati, Indianapolis, and Louisville recorded annual average PM2.5 concentrations at or above 12 μg/m3 (the level of the annual standard). There were 15 occurrences in 2014 of 24-hr PM2.5 concentrations above the NAAQS level of 35 μg/m3. Annual average PM2.5 exceeded 12 μg/m3 at near-road sites in five urban areas in 2015, and there were 33 days across 12 near-road locations with 24-hr PM2.5 concentrations above 35 μg/m3. Across the near-road monitoring network, annual average PM2.5 concentrations did not have a significant relationship with traffic volume or distance between the monitor and the adjacent roadway; rather, variations in PM2.5 were mostly driven by urban-scale PM2.5, with a typically small “increment” above urban-scale concentrations due to a site's proximity to the roadway. We estimated this increment, i.e., the difference between near-road PM2.5 concentrations and the concentrations at sites in the urban area of each near-road monitor, to be on average 1.2 μg/m3 (σ = 0.3 μg/m3), with a range of −1.2 μg/m3 to 3.1 μg/m3 across the 26 sites (four of which had a negative increment). The near-road increment is on average 13% of the near-road PM2.5, and 15% of the near-road PM2.5 for sites within 20 m of the roadway.

As part of two separate studies aimed to characterize ambient pollutant concentrations at schools in urban areas, we compare black carbon and particle count measurements at Adcock Elementary in Las Vegas, NV (April–June 2013), and Hunter High School in the West Valley City area of greater Salt Lake City, UT (February 2012). Both schools are in urban environments, but Adcock Elementary is next to the U.S. 95 freeway. Black carbon (BC) concentrations were 13% higher at Adcock compared to Hunter, while particle count concentrations were 60% higher. When wind speeds were low—less than 2 m/sec—both BC and particle count concentrations were significantly higher at Adcock, while concentrations at Hunter did not have as strong a variation with wind speed. When wind speeds were less than 2 m/sec, emissions from the adjacent freeway greatly affected concentrations at Adcock, regardless of wind direction. At both sites, BC and particle count concentrations peaked in the morning during commute hours. At Adcock, particle count also peaked during midday or early afternoon, when BC was low and conditions were conducive to new particle formation. While this midday peak occurred at Adcock on roughly 45% of the measured days, it occurred on only about 25% of the days at Hunter, since conditions for particle formation (higher solar radiation, lower wind speeds, lower relative humidity) were more conducive at Adcock. Thus, children attending these schools are likely to be exposed to pollution peaks during school drop-off in the morning, when BC and particle count concentrations peak, and often again during lunchtime recess when particle count peaks again. Implications: Particle count concentrations at two schools were shown to typically be independent of BC or other pollutants. At a school in close proximity to a major freeway, particle count concentrations were high during the midday and when wind speeds were low, regardless of wind direction, showing a large area of effect from roadway emissions even when the school was not downwind of the roadway. At the second school, which sits in an urban neighborhood away from freeways, high particle counts occurred even though solar radiation was low during wintertime conditions, meaning that exposure to high particle counts can occur throughout the year.

To evaluate the feasibility of the Sunset semicontinuous organic and elemental carbon (OC/EC) monitor, the U.S. Environmental Protection Agency (EPA) sponsored the deployment of this monitor at Chemical Speciation Network (CSN) sites with OC and EC measurements via quartz fiber filter collection in Chicago, Illinois, Houston, Texas, Las Vegas, Nevada, St. Louis, Missouri, Rubidoux, California, and Washington, D.C. Houston, St. Louis, and Washington also had collocated Aethalometer black carbon (BC) measurements. Sunset OC generally compared well with the CSN OC (r2 = 0.73 across five sites), the Sunset/CSN OC ratio was, on average, 1.06, with a range among sites of 0.96 to 1.12. Sunset thermal EC and CSN EC did not compare as well, with an overall r2 of 0.22, in part because 26% of the hourly Sunset EC measurements were below the detection limit. Sunset optical EC had a much better correlation to CSN EC (r2 = 0.67 across all sites), with an average Sunset/CSN ratio of 0.90 (range of 0.7 to 1.08). There was also a high correlation of Sunset optical EC with Aethalometer BC (r2 = 0.77 across all sites), though with a larger bias (average Sunset/Aethalometer ratio of 0.56). When the Sunset instrument was working well, OC and OptEC data were comparable to CSN OC and EC.

We examined two near-road monitoring sites where the daily PM2.5 readings were among the highest of any near-road monitoring location in the U.S. during 2014&ndash, 2016: Denver, Colorado, in February 2014 and Indianapolis, Indiana, in November 2016. At the Denver site, which had the highest measured U.S. near-road 24-hr PM2.5 concentrations in 2014, concentrations exceeded the daily National Ambient Air Quality Standards (NAAQS) on three days during one week in 2014, the Indianapolis site had the second-highest number of daily exceedances of any near-road site in 2016 and the highest 3-year average PM2.5 of any near-road site during 2014&ndash, 2016. Both sites had hourly pollutant, meteorological, and traffic data available, making them ideal for case studies. For both locations, we compared air pollution observations at the near-road site to observations at other sites in the urban area to calculate the near-road PM2.5 &ldquo, increment&rdquo, and evaluated the effects of changes in meteorology and traffic. The Denver near-road site consistently had the highest PM2.5 values in the Denver area, and was typically highest when winds were near-downwind, rather than directly downwind, to the freeway. Complex Denver site conditions (near-road buildings and roadway alignment) likely contributed to higher PM2.5 concentrations. The increment at Indianapolis was also highest under near-downwind, rather than directly downwind, conditions. At both sites, while the near-road site often had higher PM2.5 concentrations than nearby sites, there was no clear correlation between traffic conditions (vehicle speed, fleet mix) and the high PM2.5 concentrations.

Transportation projects must undergo a transportation conformity hot-spot analysis if they are designated as projects of local air quality concern (POAQC). We examined particulate matter 2.5 µm in aerodynamic diameter or smaller (PM2.5) concentrations measured in 2017 from 48 near-road monitoring sites across the U.S. Annual average PM2.5 increments, the difference between near-road and background PM2.5, were between 0.1 ± 0.2 µg/m3 and 2.0 ± 0.2 µg/m3 for sites without noted confounding factor(s). The highest PM2.5 increment from monitors 10 or more meters from the roadway was 1.4 ± 0.2 µg/m3. Using modeled national average exhaust emissions, and associated near-road contribution to PM2.5, the upper bound of 2.0 ± 0.2 µg/m3 is projected to decrease 30% from 2017 to 2040, for the types of highways assessed here, assuming a roadway with 8% heavy-duty vehicles and constant traffic volumes. These results can help inform transportation conformity POAQC designations.

Near-roadway ambient black carbon (BC) and carbon monoxide (CO) concentrations were measured at two schools adjacent to a freeway and at an urban background school 2 km from the freeway to determine the change in concentrations attributable to vehicle emissions after the three-lane expansion of U.S. Highway 95 (US 95) in Las Vegas, Nevada. Between summer 2007 and summer 2008, average weekday small-vehicle volume increased by 40% ± 2% (standard error). Average weekday large-vehicle volume decreased by 17% ± 5%, due to a downturn in the economy and an associated decline in goods movement. Average vehicle speed increased from 58 to 69 mph, a 16% ± 1% increase. The authors compared BC and CO concentrations in summer 2007 with those in summer 2008 to understand what effect the expansion of the freeway may have had on ambient concentrations: BC and CO were measured 17 m north of the freeway sound wall, CO was measured 20 m south of the sound wall, and BC was measured at an urban background site 2 km south of the freeway. Between summer 2007 and summer 2008, median BC decreased at the near-road site by 40% ± 2% and also decreased at the urban background site by 24% ± 4%, suggesting that much of the change was due to decreases in emissions throughout Las Vegas, rather than only on US 95. CO concentrations decreased by 14% ± 2% and 10% ± 3% at the two near-road sites. The decrease in BC concentrations after the expansion is likely due to the decrease in medium- and heavy-duty-vehicle traffic resulting from the economic recession. The decrease in CO concentrations may be a result of improved traffic flow, despite the increase in light-duty-vehicle traffic. ImplicationsMonitoring of BC and CO at near-road locations in Las Vegas demonstrated the impacts of changes in traffic volume and vehicle speed on near-road concentrations. However, urban-scale declines in concentrations were larger than near-road changes due to the impacts of the economic recession that occurred contemporaneously with the freeway expansion. Monitoring of BC and CO at near-road locations in Las Vegas demonstrated the impacts of changes in traffic volume and vehicle speed on near-road concentrations. However, urban-scale declines in concentrations were larger than near-road changes due to the impacts of the economic recession that occurred contemporaneously with the freeway expansion.

From 2003 to 2009, whole air samples were collected at two sites in Edmonton and analyzed for over 77 volatile organic compounds (VOCs). VOCs were sampled in the downtown area (Central site) and an industrial area on the eastern side of the city (East site). Concentrations of most VOCs were highest at the East site, with an average total VOC mass concentration of 221 μg m−3. The average total VOC mass concentration at the Central site was 65 μg m−3. The United States Environmental Protection Agency's positive matrix factorization receptor model (EPA PMF) was used to apportion ambient concentrations of VOCs into eleven factors, which were associated with emissions sources. On average, 94 and 99% of the measured mass were apportioned by PMF at the East and Central site, respectively. Factors include transportation combustion (gasoline and diesel), industrial sources (industrial evaporative, industrial feedstock, gasoline production/storage, industrial chemical use), mixed mobile and industrial (gasoline evaporative, fugitive butane), a biogenic source, a natural gas related source, and a factor that was associated with global background pollutants transported into the area. Transportation sources accounted for more than half of the reconstructed VOC mass concentration at the Central site, but less than 10% of the reconstructed mass concentration at the East site. By contrast, industrial sources accounted for ten times more of the reconstructed VOC mass concentration at the East site than at the Central site and were responsible for approximately 75% of the reconstructed VOC mass concentration observed at the East site. Of the six industrial factors identified at the East site, four were linked to petrochemical industry production and storage. The two largest contributors to the reconstructed VOC mass concentration at the East site were associated with fugitive emissions of volatile species (butanes, pentanes, hexane, and cyclohexane); together, these two factors accounted for more than 50% of the reconstructed VOC mass concentration at the East site in contrast to less than 2% of the reconstructed mass concentration at the Central site. Natural gas related emissions accounted for 10%–20% of the reconstructed mass concentration at both sites. Biogenic emissions and VOCs associated with well-mixed global background were less than 10% of the reconstructed VOC mass concentration at the Central site and less than 3% of the reconstructed mass concentration at the East site.

Growing evidence suggests that inhalation exposure to diesel exhaust, including diesel particulate matter (DPM), causes acute and chronic health effects. As a result, interest in monitoring diesel exhaust has increased. Maps of emissions sources, emissions activity data, and meteorology were combined within a geographic information system (GIS) suitability model to produce a composite map identifying areas where DPM emissions are likely to be high. The results of the GIS model were compared with (i) the locations of existing monitoring sites in Phoenix, Arizona, and (ii) the spatial distribution of population. The results indicate that two existing sites are located in areas where DPM emissions are predicted to be high; however, incorporating meteorology as a factor showed that one site is located upwind of a predicted high DPM area. Consideration of population density showed high density in two areas that appear to be moderately influenced by DPM.

Understanding the organic matter/organic carbon (OM/OC) ratio in ambient particulate matter (PM) is critical to achieve mass closure in routine PM measurements, to assess the sources of and the degree of chemical processing organic aerosol particles have undergone, and to relate ambient pollutant concentrations to health effects. Of particular interest is how the OM/OC ratio varies in the urban environment, where strong spatial and temporal gradients in source emissions are common. We provide results of near-roadway high-time-resolution PM1 OM concentration and OM/OC ratio observations during January 2008 at Fyfe Elementary School in Las Vegas, NV, 18 m from the U.S. 95 freeway soundwall, measured with an Aerodyne high-resolution time-of-flight aerosol mass spectrometer (HR-AMS). The average OM/OC ratio was 1.54 (+/- 0.20 standard deviation), typical of environments with a low amount of secondary aerosol formation. The 2-min average OM/OC ratios varied between 1.17 and 2.67, and daily average OM/OC ratios varied between 1.44 and 1.73. The ratios were highest during periods of low OM concentrations and generally low during periods of high OM concentrations. OM/OC ratios were low (1.52 +/- 0.14, on average) during the morning rush hour (average OM = 2.4 microg/m3), when vehicular emissions dominate this near-road measurement site. The ratios were slightly lower (1.46 +/- 0.10) in the evening (average OM = 6.3 microg/m3), when a combination of vehicular and fresh residential biomass burning emissions was typically present during times with temperature inversions. The hourly averaged OM/OC ratio peaked at 1.66 at midday. OM concentrations were similar regardless of whether the monitoring site was downwind or upwind of the adjacent freeway throughout the day, though they were higher during stagnant conditions (wind speed < 0.5 m/sec). The OM/OC ratio generally varied more with time of day than with wind direction and speed.

Concentrations of 13 organic source markers (10 polycyclic aromatic hydrocarbons and 3 hopanes) are reported from time-integrated samples (24-h and sub-daily) collected near a highway in Las Vegas, NV. Sample selection for assessing source impacts from the roadway was completed using the wind regression model Air Pollution Transport to Receptor model (EPA APTR 1.0). The model uses a kernel smoothing method for estimating source sectors (sector apportionment) of chemicals across wind speeds and wind directions. The model was applied using semi-continuous (5-min averaging time) pollutant data (black carbon (BC), CO, NO2, and NOx) and meteorological data. Using simple screening criteria to identify source impacts (>30% sector apportionment from the roadway and errors in the estimated sector apportionment

Ambient non-refractory PM1 aerosol particles were measured with an Aerodyne High Resolution Time-of-Flight Aerosol Mass Spectrometer (HR-AMS) at an elementary school 20 m from the US 95 freeway in Las Vegas, Nevada, during January 2008. Additional collocated continuous measurements of black carbon (BC), carbon monoxide (CO), nitrogen oxides (NOx), and meteorological data were collected. The US Environmental Protection Agency's (EPA) positive matrix factorization (PMF) data analysis tool was used to apportion organic matter (OM) as measured by HR-AMS, and rotational tools in EPA PMF were used to better characterize the solution space and pull resolved factors toward known source profiles. Three- to six-factor solutions were resolved. The four-factor solution was the most interpretable, with the typical AMS PMF factors of hydrocarbon-like organic aerosol (HOA), low-volatility oxygenated organic aerosol (LV-OOA), biomass burning organic aerosol (BBOA), and semi-volatile oxygenated organic aerosol (SV-OOA). When the measurement site was downwind of the freeway, HOA composed about half the OM, with SV-OOA and LV-OOA accounting for the rest. Attempts to pull the PMF factor profiles toward source profiles were successful but did not qualitatively change the results, indicating that these factors are very stable. Oblique edges were present in G-space plots, suggesting that the obtained rotation may not be the most plausible one. Since solutions found by pulling the profiles or using Fpeak retained these oblique edges, there appears to be little rotational freedom in the base solution. On average, HOA made up 26 % of the OM, and it made up nearly half of the OM when the monitoring site was downwind of US 95 during morning rush hour. LV-OOA was highest in the afternoon and accounted for 26 % of the OM. BBOA occurred in the evening hours, was predominantly from the residential area to the north, and on average constituted 12 % of the OM; SV-OOA accounted for the remaining third of the OM. Use of the pulling techniques available in EPA PMF and ME-2 suggested that the four-factor solution was very stable.

The impact of a highway expansion on a school adjacent to the highway is investigated with a novel method called the Sustained Wind Incidence Method (SWIM). SWIM falls under the broad group of environmental forensics methods where measured concentration data are used to identify possible contributors such as a point, line or a sectional source. SWIM helps to identify potential sources by highlighting spatial domains associated with the markers unique to potential contributors. In this study, SWIM is used to identify sources of traffic related emissions. The marker used to measure the impact of the traffic due to expansion is black carbon (BC), a key traffic related emission mostly associated with large vehicles (>12m in length), collected both before and after the expanded lanes were open for use. Using this method, multiple source domains may be simultaneously identified. For this study, the data collection site was situated at the school about 20 meters from the sound wall (7 meters high) separating the school and the highway. SWIM results show that the road expansions may have impacted the traffic patterns of the nearby non–highway feeder road and on–ramp (adjacent to the sound wall) traffic to the highway. This sector showed a surprisingly larger change than the highway in the observed increase in their relative contribution to the receptor site. Some domains (apportioned sector) show a dramatic increase ranging roughly from 10% to 50% in relative contributions. Using the output from SWIM and knowledge of local contributors, a local source landscape is painted.

Growing evidence suggests that inhalation exposure to diesel exhaust, including diesel particulate matter (DPM), causes acute and chronic health effects. As a result, interest in monitoring diesel exhaust has increased. Maps of emissions sources, emissions activity data, and meteorology were combined within a geographic information system (GIS) suitability model to produce a composite map identifying areas where DPM emissions are likely to be high. The results of the GIS model were compared with (i) the locations of existing monitoring sites in Phoenix, Arizona, and (ii) the spatial distribution of population. The results indicate that two existing sites are located in areas where DPM emissions are predicted to be high; however, incorporating meteorology as a factor showed that one site is located upwind of a predicted high DPM area. Consideration of population density showed high density in two areas that appear to be moderately influenced by DPM.

Speciated fine particulate matter (PM2.5) data collected as part of the Speciation Trends Network at four sites in the Midwest (Detroit, MI; Cincinnati, OH; Indianapolis, IN; and Northbrook, IL) and as part of the Interagency Monitoring of Protected Visual Environments program at the rural Bondville, IL, site were analyzed to understand sources contributing to organic carbon (OC) and PM2.5 mass. Positive matrix factorization (PMF) was applied to available data collected from January 2002 through March 2005, and seven to nine factors were identified at each site. Common factors at all of the sites included mobile (gasoline)/secondary organic aerosols with high OC, diesel with a high elemental carbon/OC ratio (only at the urban sites), secondary sulfate, secondary nitrate, soil, and biomass burning. Identified industrial factors included copper smelting (Northbrook, Indianapolis, and Bondville), steel/manufacturing with iron (Northbrook), industrial zinc (Northbrook, Cincinnati, Indianapolis, and Detroit), metal plating with chromium and nickel (Detroit, Indianapolis, and Bondville), mixed industrial with copper and iron (Cincinnati), and limestone with calcium and iron (Bondville). PMF results, on average, accounted for 96% of the measured PM2.5 mass at each site; residuals were consistently within tolerance (+/-3), and goodness-of-fit (Q) was acceptable. Potential source contribution function analysis helped identify regional and local impacts of the identified source types. Secondary sulfate and soil factors showed regional characteristics at each site, whereas industrial sources typically appeared to be locally influenced. These regional factors contributed approximately one third of the total PM2.5 mass, on average, whereas local mobile and industrial sources contributed to the remaining mass. Mobile sources were a major contributor (55-76% at the urban sites) to OC mass, generally with at least twice as much mass from nondiesel sources as from diesel. Regional OC associated with secondary sulfate and soil was generally low.

Eight 3-h speciated hydrocarbon measurements were collected daily by the South Coast Air Quality Management District (SCAQMD) as part of the Photochemical Assessment Monitoring Stations (PAMS) program during the summers of 2001–03 at two sites in the Los Angeles air basin, Azusa and Hawthorne. Over 30 hydrocarbons from over 500 samples at Azusa and 600 samples at Hawthorne were subsequently analyzed using the multivariate receptor model positive matrix factorization (PMF). At Azusa and Hawthorne, five and six factors were identified, respectively, with a good comparison between predicted and measured mass. At Azusa, evaporative emissions (a median of 31% of the total mass), motor vehicle exhaust (22%), liquid/unburned gasoline (27%), coatings (17%), and biogenic emissions (3%) factors were identified. Factors identified at Hawthorne were evaporative emissions (a median of 34% of the total mass), motor vehicle exhaust (24%), industrial process losses (15%), natural gas (13%), liquid/unburned gasoline (13%), and biogenic emissions (1%). Together, the median contribution from mobile source-related factors (exhaust, evaporative emissions, and liquid/unburned gasoline) was 80% and 71% at Azusa and Hawthorne, respectively, similar to previous source apportionment results using the chemical mass balance (CMB) model. There is a difference in the distribution among mobile source factors compared to the CMB work, with an increase in the contribution from evaporative emissions, though the cause (changes in emissions or differences between models) is unknown.

Air quality data collected in the California Regional PM10/ PM(2.5) Air Quality Study (CRPAQS) are analyzed to qualitatively assess the processes affecting secondary aerosol formation in the San Joaquin Valley (SJV). This region experiences some of the highest fine particulate matter (PM(2.5)) mass concentrations in California (or = 188 microg/m3 24-hr average), and secondary aerosol components (as a group) frequently constitute over half of the fine aerosol mass in winter. The analyses are based on 15 days of high-frequency filter and canister measurements and several months of wintertime continuous gas and aerosol measurements. The phase-partitioning of nitrogen oxide (NO(x))-related nitrogen species and carbonaceous species shows that concentrations of gaseous precursor species are far more abundant than measured secondary aerosol nitrate or estimated secondary organic aerosols. Comparisons of ammonia and nitric acid concentrations indicate that ammonium nitrate formation is limited by the availability of nitric acid rather than ammonia. Time-resolved aerosol nitrate data collected at the surface and on a 90-m tower suggest that both the daytime and nighttime nitric acid formation pathways are active, and entrainment of aerosol nitrate formed aloft at night may explain the spatial homogeneity of nitrate in the SJV. NO(x) and volatile organic compound (VOC) emissions plus background O3 levels are expected to determine NO(x) oxidation and nitric acid production rates, which currently control the ammonium nitrate levels in the SJV. Secondary organic aerosol formation is significant in winter, especially in the Fresno urban area. Formation of secondary organic aerosol is more likely limited by the rate of VOC oxidation than the availability of VOC precursors in winter.

Air quality monitoring was conducted at a rural site with a tower in the middle of California's San Joaquin Valley (SJV) and at elevated sites in the foothills and mountains surrounding the SJV for the California Regional PM10/ PM2.5 Air Quality Study. Measurements at the surface and n a tower at 90 m were collected in Angiola, CA, from December 2000 through February 2001 and included hourly black carbon (BC), particle counts from optical particle counters, nitric oxide, ozone, temperature, relative humidity, wind speed, and direction. Boundary site measurements were made primarily using 24-hr integrated particulate matter (PM) samples. These measurements were used to understand the vertical variations of PM and PM precursors, the effect of stratification in the winter on concentrations and chemistry aloft and at the surface, and the impact of aloft-versus-surface transport on PM concentrations. Vertical variations of concentrations differed among individual species. The stratification may be important to atmospheric chemistry processes, particularly nighttime nitrate formation aloft, because NO2 appeared to be oxidized by ozone in the stratified aloft layer. Additionally, increases in accumulation-mode particle concentrations in the aloft layer during a fine PM (PM2.5) episode corresponded with increases in aloft nitrate, demonstrating the likelihood of an aloft nighttime nitrate formation mechanism. Evidence of local transport at the surface and regional transport aloft was found; transport processes also varied among the species. The distribution of BC appeared to be regional, and BC was often uniformly mixed vertically. Overall, the combination of time-resolved tower and surface measurements provided important insight into PM stratification, formation, and transport.

Non-methane volatile organic compounds (NMOC) that were most likely to contribute to ozone formation in the Houston, Texas area were measured by Texas Commission on Environmental Quality using AutoSystem Gas Chromatograph. Hourly, integrated NMOC measured between 9 pm and 6 am at the three monitoring sites (Deer Park, Haden Rd., and Clinton Dr.) in Houston were analyzed with Positive Matrix Factorization (PMF). Only NMOC data collected during the nighttime was utilized to minimize the influence of photochemistry, motor vehicles, and biogenic sources. A total of 401–883 samples and 38 to 40 NMOC species measured between July 2001 and October 2001 were analyzed. PMF identified seven sources at Deer Park (flare emissions, industrial source, petrochemical source, natural gas/propane, refinery, isoprene source, and motor vehicle), Haden Rd. (flare emissions, petrochemical source, industrial source, solvent, natural gas/propane, refinery, and motor vehicle), and Clinton Dr. (flare emissions, two industrial sources, refinery, natural gas/propane, motor vehicle, and isoprene source). Five similar source types were found among three sites although the sources were differently located. Conditional probability function analysis using surface wind data and identified source contributions aided the identifications of local point sources by providing indications of likely directions for the sources. The results agreed well with the locations of known local NMOC sources.

The Big Bend Regional Aerosol and Visibility Observational (BRAVO) Study was conducted in Big Bend National Park, Texas, July through October 1999. Daily PM2.5 organic aerosol samples were collected on pre-fired quartz fiber filters. Daily concentrations were too low for detailed organic analysis by gas chromatography-mass spectrometry (GC-MS) and were grouped based on their air mass trajectories. A total of 12 composites, each containing 3–10 daily samples, were analyzed. Alkane carbon preference indices suggest primary biogenic emissions were small contributors to primary PM2.5 organic matter (OM) during the first 3 months, while in October air masses advecting from the north and south were more strongly influenced by biogenic sources. A series of trace organic compounds previously shown to serve as particle phase tracers for various carbonaceous aerosol source types were examined. Molecular tracer species were generally at or below detection limits, except for the wood smoke tracer levoglucosan in one composite, so maximum possible source influences were calculated using the detection limit as an upper bound to the tracer concentration. Wood smoke was found not to contribute significantly to PM2.5 OM, with contributions for most samples at

The new version of EPA's positive matrix factorization (EPA PMF) software, 5.0, includes three error estimation (EE) methods for analyzing factor analytic solutions: classical bootstrap (BS), displacement of factor elements (DISP), and bootstrap enhanced by displacement (BS-DISP). These methods capture the uncertainty of PMF analyses due to randomerrors and rotational ambiguity. To demonstrate the utility of the EEmethods, results are presented for three data sets: (1) speciated PM2.5 data froma chemical speciation network (CSN) site in Sacramento, California (2003-2009); (2) trace metal, ammonia, and other species inwater quality samples taken at an inline storage system (ISS) in Milwaukee, Wisconsin (2006); and (3) an organic aerosol data set from high- resolution aerosolmass spectrometer (HR-AMS) measurements in Las Vegas, Nevada (January 2008). We present an interpretation of EE diagnostics for these data sets, results fromsensitivity tests of EE diagnostics using additional and fewer factors, and recommendations for reporting PMF results. BS-DISP and BS are found useful in understanding the uncertainty of factor profiles; they also suggest if the data are over-fitted by specifying toomany factors. DISP diagnosticswere consistently robust, indicating its use for understanding rotational uncertainty and as a first step in assessing a solution's viability. The uncertainty of each factor's identifying species is shown to be a useful gauge for evaluating multiple solutions, e.g., with a different number of factors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

The EPA PMF (Environmental Protection Agency positive matrix factorization) version 5.0 and the underlying multilinear engine-executable ME-2 contain three methods for estimating uncertainty in factor analytic models: classical bootstrap (BS), displacement of factor elements (DISP), and bootstrap enhanced by displacement of factor elements (BS-DISP). The goal of these methods is to capture the uncertainty of PMF analyses due to random errors and rotational ambiguity. It is shown that the three methods complement each other: depending on characteristics of the data set, one method may provide better results than the other two. Results are presented using synthetic data sets, including interpretation of diagnostics, and recommendations are given for parameters to report when documenting uncertainty estimates from EPA PMF or ME-2 applications.

We characterized residential biomass burning contributions to fine particle concentrations via multiple methods at Fyfe Elementary School in Las Vegas, Nevada, during January 2008: with levoglucosan on quartz fiber filters; with water soluble potassium (K+) measured using a particle-into-liquid system with ion chromatography (PILS-IC); and with the fragment C2H4O2+ from an Aerodyne High Resolution Aerosol Mass Spectrometer (HR-AMS). A Magee Scientific Aethalometer was also used to determine aerosol absorption at the UV (370 nm) and black carbon (BC, 880 nm) channels, where UV-BC difference is indicative of biomass burning (BB). Levoglucosan and AMS C2H4O2+ measurements were strongly correlated (r2 = 0.92); K+ correlated well with C2H4O2+ (r2 = 0.86) during the evening but not during other times. While K+ may be an indicator of BB, it is not necessarily a unique tracer, as non-BB sources appear to contribute significantly to K+ and can change from day to day. Low correlation was seen between UV-BC difference and other indicators, possibly because of an overwhelming influence of freeway emissions on BC concentrations. Given the sampling location—next to a twelve-lane freeway—urban-scale biomass burning was found to be a surprisingly large source of aerosol: overnight BB organic aerosol contributed between 26% and 33% of the organic aerosol mass.