Characteristics of roadside volatile organic compounds in an urban area dominated by gasoline vehicles, a case study in Hanoi

Chemosphere ◽  
2020 ◽  
Vol 254 ◽  
pp. 126749 ◽  
Author(s):  
Bich-Thuy Ly ◽  
Yoshizumi Kajii ◽  
Thi-Yen-Lien Nguyen ◽  
Koki Shoji ◽  
Dieu-Anh Van ◽  
...  
Atmosphere ◽  
2018 ◽  
Vol 9 (10) ◽  
pp. 390 ◽  
Author(s):  
Fenjuan Wang ◽  
Zhenyi Zhang ◽  
Costanza Acciai ◽  
Zhangxiong Zhong ◽  
Zhaokai Huang ◽  
...  

The positive matrix factorization (PMF) model is widely used for source apportionment of volatile organic compounds (VOCs). The question about how to select the proper number of factors, however, is rarely studied. In this study, an integrated method to determine the most appropriate number of sources was developed and its application was demonstrated by case study in Wuhan. The concentrations of 103 ambient volatile organic compounds (VOCs) were measured intensively using online gas chromatography/mass spectrometry (GC/MS) during spring 2014 in an urban residential area of Wuhan, China. During the measurement period, the average temperature was approximately 25 °C with very little domestic heating and cooling. The concentrations of the most abundant VOCs (ethane, ethylene, propane, acetylene, n-butane, benzene, and toluene) in Wuhan were comparable to other studies in urban areas in China and other countries. The newly developed integrated method to determine the most appropriate number of sources is in combination of a fixed minimum threshold value for the correlation coefficient, the average weighted correlation coefficient of each species, and the normalized minimum error. Seven sources were identified by using the integrated method, and they were vehicular emissions (45.4%), industrial emissions (22.5%), combustion of coal (14.7%), liquefied petroleum gas (LPG) (9.7%), industrial solvents (4.4%), and pesticides (3.3%) and refrigerants. The orientations of emission sources have been characterized taking into account the frequency of wind directions and contributions of sources in each wind direction for the measurement period. It has been concluded that the vehicle exhaust contribution is greater than 40% distributed in all directions, whereas industrial emissions are mainly attributed to the west southwest and south southwest.


2014 ◽  
Vol 960-961 ◽  
pp. 595-598 ◽  
Author(s):  
Lian You Xiong ◽  
Wen Hai Lu ◽  
Zhi Yong Huo ◽  
Nan Peng

Volatile organic compounds (VOCs) are emitted from the refueling of gasoline vehicles and trucks. Controlling these emissions has been an important issue since the late 2000s in China. We have recently developed a condensation refueling gas recovery system to recover the VOCs from gaseous wastes at a bulk gasoline terminal. In this system VOC vapor is condensed by a reversed turbo-Brayton cycle refrigerator. The recovery system has a capacity of 100 Nm3/hr at the lowest condensation temperature of 190K. It has been put into use since 2008. The achieved recovery efficiency is 96% and the emission of VOCs is less than 8 g/m3 at the exit of the recovery system.


2018 ◽  
Vol 18 (12) ◽  
pp. 9011-9023 ◽  
Author(s):  
Zhuofei Du ◽  
Min Hu ◽  
Jianfei Peng ◽  
Wenbin Zhang ◽  
Jing Zheng ◽  
...  

Abstract. Gasoline vehicles significantly contribute to urban particulate matter (PM) pollution. Gasoline direct injection (GDI) engines, known for their higher fuel efficiency than that of port fuel injection (PFI) engines, have been increasingly employed in new gasoline vehicles. However, the impact of this trend on air quality is still poorly understood. Here, we investigated both primary emissions and secondary organic aerosol (SOA) formation from a GDI and a PFI vehicle under an urban-like driving condition, using combined approaches involving chassis dynamometer measurements and an environmental chamber simulation. The PFI vehicle emits slightly more volatile organic compounds, e.g., benzene and toluene, whereas the GDI vehicle emits more particulate components, e.g., total PM, elemental carbon, primary organic aerosols and polycyclic aromatic hydrocarbons. Strikingly, we found a much higher SOA production (by a factor of approximately 2.7) from the exhaust of the GDI vehicle than that of the PFI vehicle under the same conditions. More importantly, the higher SOA production found in the GDI vehicle exhaust occurs concurrently with lower concentrations of traditional SOA precursors, e.g., benzene and toluene, indicating a greater contribution of intermediate volatility organic compounds and semi-volatile organic compounds in the GDI vehicle exhaust to the SOA formation. Our results highlight the considerable potential contribution of GDI vehicles to urban air pollution in the future.


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