Seasonal and diurnal variations of carbonyl compounds were investigated in the ambient air of a mountainous city in China, from September 2014 to July 2015. The most abundant carbonyl compounds are formaldehyde, acetaldehyde and acetone, propionaldehyde and methacryladehyde (MACR), which were all measured in most samples. The average concentrations of formaldehyde, acetaldehyde, acetone, propionaldehyde and MACR in the atmosphere in Changsha were broken down into each season: 6.57, 3.29, 3.66, 0.67 and 0.54 μg/m³ respectively during Spring, 14.09, 8.28, 9.02, 1.28 and 0.6 μg/m³, respectively during Summer, 9.24, 5.48, 8.62, 0.73 and 0.62 μg/m³, respectively during Autumn, and 5.88, 4.84, 7.84, 0.87 and 0.26 μg/m³ respectively during Winter. And majority of the species had higher concentration during noon, showing photochemical oxidation and human activities played an important role in diurnal variation. The highest average C1/C2 (formaldehyde/acetaldehyde) ratio was observed in summer (2.10) compared to those (1.33–2.03) in other seasons, implying the photochemical activities had a positive effect on increasing the ratio of C1/C2. In this study, the monthly concentration of formaldehyde produced from isoprene accounts for 4.8%–39.1% of formaldehyde in ambient air. Strong correlation among some carbonyl compounds means that they came from the same sources. Photochemical reaction was the main source of carbonyl compounds in summer and vehicular exhaust (gasoline and diesel engines) in winter. Changsha is not a completely urbanized city and it is rich in vegetation of broadleaf evergreen shrubs. Both atmospheric photochemical reactions and anthropogenic sources, including vehicular exhaust and industrial processes, dominate the levels of carbonyls. The ILTCR and HQ values of formaldehyde and acetaldehyde are 1.23E-04 and 1.34E-05, 2.80E-01 and 1.86E-01, respectively.

Emissions from passenger cars are one of major sources that deteriorate urban air quality. This study presents characterization of real-drive emissions from three Euro 6 emission level passenger cars (two gasoline and one diesel) in terms of fresh particles and secondary aerosol formation. The gasoline vehicles were also characterized by chassis dynamometer studies. In the real-drive study, the particle number emissions during regular driving were 1.1–12.7 times greater than observed in the laboratory tests (4.8 times greater on average), which may be caused by more effective nucleation process when diluted by real polluted and humid ambient air. However, the emission factors measured in laboratory were still much higher than the regulatory value of 6 × 1011 particles km−1. The higher emission factors measured here result probably from the fact that the regulatory limit considers only non-volatile particles larger than 23 nm, whereas here, all particles (also volatile) larger than 3 nm were measured. Secondary aerosol formation potential was the highest after a vehicle cold start when most of the secondary mass was organics. After the cold start, the relative contributions of ammonium, sulfate and nitrate increased. Using a novel approach to study secondary aerosol formation under real-drive conditions with the chase method resulted mostly in emission factors below detection limit, which was not in disagreement with the laboratory findings.

The air pollutant species and concentrations in taxis' cabins can present significant health impacts on health. This study measured the concentrations of benzene, toluene, ethylbenzene, xylene (BTEX), formaldehyde, and acetaldehyde in the cabins of four different taxi models. The effects of taxi's age, fuel type, and refueling were investigated. Four taxi models in 3 age groups were fueled with 3 different fuels (gas, compressed natural gas (CNG), and liquefied petroleum gas (LPG)), and the concentrations of 6 air pollutants were measured in the taxi cabins before and after refueling. BTEX, formaldehyde, and acetaldehyde sampling were actively sampled using NIOSH methods 1501, 2541, and 2538, respectively. The average BTEX concentrations for all taxi models were below guideline values. The average concentrations (±SD) of formaldehyde in Model 1 to Model 4 taxis were 889 (±356), 806 (±323), 1144 (±240), and 934 (±167) ppbv, respectively. Acetaldehyde average concentrations (±SD) in Model 1 to Model 4 taxis were 410 (±223), 441 (±241), 443 (±210), and 482 (±91) ppbv, respectively. Refueling increased the in-vehicle concentrations of pollutants primarily the CNG and LPG fuels. BTEX concentrations in all taxi models were significantly higher for gasoline. Taxi age inversely affected formaldehyde and acetaldehyde. In conclusion, it seems that refueling process and substitution of gasoline with CNG and LPG can be considered as solutions to improve in-vehicle air concentrations for taxis.

The bioremediation of historic industrial contaminated sites is a complex process. Co-contamination, often with lead which was commonly added to gasoline until 16 years ago is one of the biggest challenges affecting the clean-up of these sites. In this study, the effect of heavy metals, as co-contaminant, together with total petroleum hydrocarbons (TPH) is reported, in terms of remaining soil toxicity and the structure of the microbial communities. Contaminated soil samples from a relatively hot and dry climate in Western Australia were collected (n = 27). Analysis of soils showed the presence of both contaminants, TPHs and heavy metals. The Microtox test confirmed that their co-presence elevated the remaining ecotoxicity. Toxicity was correlated with the presence of lead, zinc and TPH (0.893, 0.599 and 0.488), respectively, assessed using Pearson Correlation coefficient factor. Next Generation Sequencing of soil bacterial 16S rRNA, revealed a lack of dominate genera; however, despite the variation in soil type, a few genera including Azospirillum spp. and Conexibacter were present in most soil samples (85% and 82% of all soils, respectively). Likewise, many genera of hydrocarbon-degrading bacteria were identified in all soil samples. Streptomyces spp. was presented in 93% of the samples with abundance between 7% and 40%. In contrast, Acinetobacter spp. was found in only one sample but was a dominant member of (45%) of the microbial community. In addition, some bacterial genera were correlated to the presence of the heavy metals, such as Geodermatophilus spp., Rhodovibrio spp. and Rubrobacter spp. which were correlated with copper, lead and zinc, respectively. This study concludes that TPH and heavy metal co-contamination significantly elevated the associated toxicity. This is an important consideration when carrying out risk assessment associated with natural attenuation. This study also improves knowledge about the dynamics of microbial communities in mixed contamination scenarios.

Heavy metals deposited on urban road surfaces can be washed-off by stormwater runoff, undermining stormwater reuse safety due to their high toxicity to ecological and human health. Heavy metals on urban road surfaces come from diverse sources and tracking these sources is essential to effectively manage stormwater and hence its reuse safety. This research study developed an innovative approach to tracking sources of heavy metals using data collected in Shenzhen, China. This approach developed was based on a “flag element ratio” theory, where each source generally corresponds to a specific ratio of targeted pollutants to the flag element. It is noted that Cr, Cu, Pb, Ni, and Zn on urban roads were 19.05 mg/kg to 152.01 mg/kg, 25.66 mg/kg to 310.75 mg/kg, 15.61 mg/kg to 220.35 mg/kg, 10.65 mg/kg to 100.28 mg/kg, and 138.14 mg/kg to 1047.05 mg/kg, respectively. Gasoline emission was the main source for Cr, Ni and Pb, while braking wear and tyre wear were the major sources of Cu and Zn, respectively. Furthermore, the rankings of sources of each heavy metal in terms of their contributions were obtained by using this approach. Vehicle exhaust was found as the main contributor for all the heavy metals on urban road surfaces. This highlighted that vehicle exhaust should be seriously considered in terms of controlling heavy metal pollution on urban road surfaces and hence resulting urban road stormwater runoff.

This study investigates trace element concentrations (arsenic (As), manganese (Mn), lead (Pb) and zinc (Zn)) and Pb isotopic compositions in an Australian native bee species, Tetragonula carbonaria, and its products of honey and wax. Co-located soil and dust samples were simultaneously analysed with the objective of determining if the bees or their products had potential application as a proxy for monitoring environmental contamination. The most significant relationships were found between Pb concentrations in honey (r = 0.814, p = 0.014) and wax (r = 0.883, p = 0.004) and those in co-located dust samples. In addition, Zn concentrations in honey and soil were significantly associated (r = 0.709, p = 0.049). Lead isotopic compositions of native bee products collected from background sites adjacent to Sydney national parks (²⁰⁶Pb/²⁰⁷Pb = 1.144, ²⁰⁸Pb/²⁰⁷Pb = 2.437) corresponded to local geogenic rock and soil values (²⁰⁶Pb/²⁰⁷Pb = 1.123–1.176, ²⁰⁸Pb/²⁰⁷Pb = 2.413–2.500). By contrast, inner Sydney metropolitan samples, including native bees and wax (²⁰⁶Pb/²⁰⁷Pb = 1.072–1.121, ²⁰⁸Pb/²⁰⁷Pb = 2.348–2.409), co-located soil and dust (²⁰⁶Pb/²⁰⁷Pb = 1.090–1.122, ²⁰⁸Pb/²⁰⁷Pb = 2.368–2.403), corresponded most closely to aerosols collected during the period of leaded petrol use (²⁰⁶Pb/²⁰⁷Pb = 1.067–1.148, ²⁰⁸Pb/²⁰⁷Pb = 2.341–2.410). A large range of Pb isotopic compositions in beehive samples suggests that other legacy sources, such as Pb-based paints and industrials, may have also contributed to Pb contamination in beehive samples. Native bee data were compared to corresponding samples from the more common European honey bee (Apis mellifera). Although Pb isotopic compositions were similar in both species, significant differences in trace element concentrations were evident across the trace element suite, the bees and their products. The statistical association between T. carbonaria and co-located environmental contaminant concentrations were stronger than those in European honey bees, which may be attributable to its smaller foraging distance (0.3–0.7 km versus 5–9 km, respectively). This implies that T. carbonaria may be more suitable for assessing small spatial scale variations of trace element concentrations than European honey bees.

Hydrocarbons, CO, NOx, NH₃, N₂O, CO₂ and particulate matter emissions affect air quality, global warming and human health. Transport sector is an important source of these pollutants and high pollution episodes are often experienced during the cold season. However, EU vehicle emissions regulation at cold ambient temperature only addresses hydrocarbons and CO vehicular emissions. For that reason, we have studied the impact that cold ambient temperatures have on Euro 6 diesel and spark ignition (including: gasoline, ethanol flex-fuel and hybrid vehicles) vehicle emissions using the World-harmonized Light-duty Test Cycle (WLTC) at −7 °C and 23 °C. Results indicate that when facing the WLTC at 23 °C the tested vehicles present emissions below the values set for type approval of Euro 6 vehicles (still using NEDC), with the exception of NOx emissions from diesel vehicles that were 2.3–6 times higher than Euro 6 standards. However, emissions disproportionally increased when vehicles were tested at cold ambient temperature (−7 °C). High solid particle number (SPN) emissions (>1 × 10¹¹ # km⁻¹) were measured from gasoline direct injection (GDI) vehicles and gasoline port fuel injection vehicles. However, only diesel and GDI SPN emissions are currently regulated. Results show the need for a new, technology independent, procedure that enables the authorities to assess pollutant emissions from vehicles at cold ambient temperatures.Harmful pollutant emissions from spark ignition and diesel vehicles are strongly and negatively affected by cold ambient temperatures. Only hydrocarbon, CO emissions are currently regulated at cold temperature. Therefore, it is of great importance to revise current EU winter vehicle emissions regulation.

Although organic compounds in marine atmospheric aerosols have significant effects on climate and marine ecosystems, they have rarely been studied, especially in the coastal regions of East China. To assess the origins of the organic aerosols in the East China coastal atmosphere, PM2.5 samples were collected from the atmospheres of the Yellow Sea, the East China Sea, and Changdao Island during the CAPTAIN (Campaign of Air PolluTion At INshore Areas of Eastern China) field campaign in the spring of 2011. The marine atmospheric aerosol samples that were collected were grouped based on the backward trajectories of their air masses. The organic carbon concentrations in the PM2.5 samples from the marine and Changdao Island atmospheres were 5.5 ± 3.1 μgC/m3 and 6.9 ± 2.4 μgC/m3, respectively, which is higher than in other coastal water atmospheres. The concentration of polycyclic aromatic hydrocarbons (PAHs) in the marine atmospheric PM2.5 samples was 17.0 ± 20.2 ng/m3, indicating significant continental anthropogenic influences. The influences of fossil fuels and biomass burning on the composition of organic aerosols in the coastal atmosphere of East China were found to be highly dependent on the origins of the air masses. Diesel combustion had a strong impact on air masses from the Yangtze River Delta (YRD), and gasoline emissions had a more significant impact on the “North China” marine atmospheric samples. The “Northeast China” marine atmospheric samples were most impacted by biomass burning. Coal combustion contributed significantly to the compositions of all of the atmospheric samples. The proportions of secondary compounds increased as samples aged in the marine atmosphere indicating that photochemical oxidation occured during transport. Our results quantified ecosystem effects on marine atmospheric aerosols and highlighted the uncertainties that arise when modeling marine atmospheric PM2.5 without considering high spatial resolution source data and meteorological parameters.

Exposure to air pollutants such as volatile organic compounds (VOCs) and fine particulate matter (PM2.5) are associated with adverse health effects. This study applied multiple time resolution data of hourly VOCs and 24-h PM2.5 to a constrained Positive Matrix Factorization (PMF) model for source apportionment in Taipei, Taiwan. Ninety-two daily PM2.5 samples and 2208 hourly VOC measurements were collected during four seasons in 2014 and 2015. With some a priori information, we used different procedures to constrain retrieved factors toward realistic sources. A total of nine source factors were identified as: natural gas/liquefied petroleum gas (LPG) leakage, solvent use/industrial process, contaminated marine aerosol, secondary aerosol/long-range transport, oil combustion, traffic related, evaporative gasoline emission, gasoline exhaust, and soil dust. Results showed that solvent use/industrial process was the largest contributor (19%) to VOCs while the largest contributor to PM2.5 mass was secondary aerosol/long-range transport (57%). A robust regression analysis showed that secondary aerosol was mostly contributed by regional transport related factor (25%).

Although leaded gasoline has been banned in some megacities in China since 1997 and nationally since 2000, atmospheric lead (Pb) pollution is still an important issue in China, as its concentration in megacities such as Beijing remains high. To measure the Pb concentration and identify sources of Pb-containing particles in Beijing during January 2013, both an online Single Particle Aerosol Mass Spectrometer (SPAMS) and offline filters analyzed by inductively coupled plasma-mass spectrometer (ICP-MS) were used at a monitoring site on the Peking University (PKU) campus. The average Pb concentration in PM2.5 was 370 ng/m3 in January 2013 and the highest daily concentration was as high as 1.3 μg/m³ during our sampling period. Based on the mass spectra from the SPAMS, these particles were classified into 4 major types, including NO3-rich (61%), ECOC-rich (18%), Fe-rich (14%), and SO4-rich (7%). Results from this study suggest that combustion processes and the iron/steel industry were the major primary sources of Pb in Beijing. On clean days, the importance of the primary combustion particle type (ECOC-rich) increased, while during severe haze episodes, Pb-containing particles mixed with secondary ions and Fe were dominant. Based on estimates from the CMAQ model, on average 45% of Pb in PM2.5 in urban Beijing was transported in January 2013, with a much higher percent transported during the haze episodes. The percentage of transported Pb increased with the concentration of Pb and PM2.5, indicating that emissions from the surrounding areas need to be controlled during high Pb episodes in Beijing in winter.