Emission of intermediate, semi and low volatile organic compounds from traffic and their impact on secondary organic aerosol concentrations over Greater Paris. (May 2018)

• Record Type: Journal Article
• Authors: Sartelet, K.; Zhu, S.; Moukhtar, S.; André, M.; André, J.M.; Gros, V.; Favez, O.; Brasseur, A.; Redaelli, M.
• Is Part Of: Atmospheric environment. Volume 180(2018)
• Page Start: 126
• Page End: 137
• Publication Date: 2018-05
• Subjects: Intermediate volatile organic compounds -- Secondary organic aerosols -- Particles -- Emissions -- Traffic; Air -- Pollution -- Periodicals; Air -- Pollution -- Meteorological aspects -- Periodicals; 551.51
• DOI: 10.1016/j.atmosenv.2018.02.031
• Languages: English
• ISSNs: 1352-2310

Abstract

Abstract: Exhaust particle emissions are mostly made of black carbon and/or organic compounds, with some of these organic compounds existing in both the gas and particle phases. Although emissions of volatile organic compounds (VOC) are usually measured at the exhaust, emissions in the gas phase of lower volatility compounds (POAvapor ) are not. However, these gas-phase emissions may be oxidised after emission and enhance the formation of secondary organic aerosols (SOA). They are shown here to contribute to most of the SOA formation in Central Paris. POAvapor emissions are usually estimated from primary organic aerosol emissions in the particle phase (POA). However, they could also be estimated from VOC emissions for both gasoline and diesel vehicles using previously published measurements from chamber measurements. Estimating POAvapor from VOC emissions and ageing exhaust emissions with a simple model included in the Polyphemus air-quality platform compare well to measurements of SOA formation performed in chamber experiments. Over Greater Paris, POAvapor emissions estimated using POA and VOC emissions are compared using the HEAVEN bottom-up traffic emissions model. The impact on the simulated atmospheric concentrations is then assessed using the Polyphemus/Polair3D chemistry-transport model. Estimating POAvapor emissions from VOC emissions rather than POA emissions lead to lower emissions along motorway axes (between −50% and −70%) and larger emissions in urban areas (up to between +120% and +140% in Central Paris). The impact on total organic aerosol concentrations (gas plus particle) is lower than the impact on emissions: between −8% and 25% along motorway axes and in urban areas respectively. Particle-phase organic concentrations are lower when POAvapor emissions are estimated from VOC than POA emissions, even in Central Paris where the total organic aerosol concentration is higher, because of different assumptions on the emission volatility distribution, stressing the importance of characterizing not only the emission strength, but also the emission volatility distribution. Highlights: A simple model represents SOA formation from diesel and gasoline vehicle emissions, as observed in chamber experiments. Intermediate, semi and low VOCs contribute to most of SOA formation in central Paris. Anthropogenic single aromatic VOCs have low contribution to SOA formation over Greater Paris. Large differences in emissions of intermediate, semi and low VOCs lead to smaller differences in SOA concentrations. SOA concentrations are very sensitive to the volatility of emissions of intermediate, semi and low VOCs.