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Asphalt-related emissions are an understudied source of reactive organic compounds with the potential to form organic aerosol (OA). Ambient aerosol mass spectrometry (AMS) measurements of asphalt-related aerosols near a month-long road paving project showed enhanced ambient OA concentrations with a mix of primary and secondary OA signatures. For comparison, gas-phase emissions from real-world road asphalt samples at application (e.g., 140 °C) and in-use (e.g., 60 °C) temperatures were injected into an environmental chamber and an oxidation flow reactor to simulate varying degrees of oxidative aging while measuring their gas- and aerosol-phase oxidation products. Secondary OA formation was observed via both self-nucleation and condensation, with chemical properties dependent on asphalt temperature and reaction conditions. The chemical composition of less-aged asphalt-related OA observed in outdoor and laboratory measurements was similar to OA from other petrochemical-based sources and hydrocarbon-like OA source factors observed via AMS in previous urban studies. The composition of aged OA varied with the degree of oxidation, similar to oxidized OA factors observed in ambient air. Taken together, these field and laboratory observations suggest that contributions to urban OA during and after application may be challenging to deconvolve from other traditional sources in ambient measurements. 

Liquid asphalt is a petroleum-derived substance commonly used in construction activities. Recent work has identified lower volatility, reactive organic carbon from asphalt as an overlooked source of secondary organic aerosol (SOA) precursor emissions. Here, we leverage potential emission estimates and usage data to construct a bottom-up inventory of asphalt-related emissions in the United States. In 2018, we estimate that hot-mix, warm-mix, emulsified, cutback, and roofing asphalt generated ∼380 Gg (317 Gg–447 Gg) of organic compound emissions. The impacts of these emissions on anthropogenic SOA and ozone throughout the contiguous United States are estimated using photochemical modeling. In several major cities, asphalt-related emissions can increase modeled summertime SOA, on average, by 0.1–0.2 μg m−3 (2–4% of SOA) and may reach up to 0.5 μg m−3 at noontime on select days. The influence of asphalt-related emissions on modeled ozone are generally small (∼0.1 ppb). We estimate that asphalt paving-related emissions are half of what they were nearly 50 years ago, largely due to the concerted efforts to reduce emissions from cutback asphalts. If on-road mobile emissions continue their multidecadal decline, contributions of urban SOA from evaporative and non-road mobile sources will continue to grow in relative importance. 

Anthropogenic organic carbon emissions reporting has been largely limited to subsets of chemically speciated volatile organic compounds. However, new aircraft-based measurements revealed total gas-phase organic carbon emissions that exceed oil sands industry–reported values by 1900% to over 6300%, the bulk of which was due to unaccounted-for intermediate-volatility and semivolatile organic compounds. Measured facility-wide emissions represented approximately 1% of extracted petroleum, resulting in total organic carbon emissions equivalent to that from all other sources across Canada combined. These real-world observations demonstrate total organic carbon measurements as a means of detecting unknown or underreported carbon emissions regardless of chemical features. Because reporting gaps may include hazardous, reactive, or secondary air pollutants, fully constraining the impact of anthropogenic emissions necessitates routine, comprehensive total organic carbon monitoring as an inherent check on mass closure. 

Volatile chemical products (VCPs) and other non-combustion-related sourceshave become important for urban air quality, and bottom-up calculationsreport emissions of a variety of functionalized compounds that remainunderstudied and uncertain in emissions estimates. Using a new instrumentalconfiguration, we present online measurements of oxygenated organiccompounds in a US megacity over a 10 d wintertime sampling period, whenbiogenic sources and photochemistry were less active. Measurements wereconducted at a rooftop observatory in upper Manhattan, New York City, USAusing a Vocus chemical ionization time-of-flight mass spectrometer, withammonium (NH4+) as the reagent ion operating at 1 Hz. The range ofobservations spanned volatile, intermediate-volatility, and semi-volatileorganic compounds, with targeted analyses of ∼150 ions, whoselikely assignments included a range of functionalized compound classes suchas glycols, glycol ethers, acetates, acids, alcohols, acrylates, esters,ethanolamines, and ketones that are found in various consumer, commercial,and industrial products. Their concentrations varied as a function of winddirection, with enhancements over the highly populated areas of the Bronx,Manhattan, and parts of New Jersey, and included abundant concentrations ofacetates, acrylates, ethylene glycol, and other commonly used oxygenatedcompounds. The results provide top-down constraints on wintertime emissionsof these oxygenated and functionalized compounds, with ratios to commonanthropogenic marker compounds and comparisons of their relative abundancesto two regionally resolved emissions inventories used in urban air qualitymodels. 

Asphalt-based materials are abundant and a major nontraditional source of reactive organic compounds in urban areas, but their emissions are essentially absent from inventories. At typical temperature and solar conditions simulating different life cycle stages (i.e., storage, paving, and use), common road and roofing asphalts produced complex mixtures of organic compounds, including hazardous pollutants. Chemically speciated emission factors using high-resolution mass spectrometry reveal considerable oxygen and reduced sulfur content and the predominance of aromatic (~30%) and intermediate/semivolatile organic compounds (~85%), which together produce high overall secondary organic aerosol (SOA) yields. Emissions rose markedly with moderate solar exposure (e.g., 300% for road asphalt) with greater SOA yields and sustained SOA production. On urban scales, annual estimates of asphalt-related SOA precursor emissions exceed those from motor vehicles and substantially increase existing estimates from noncombustion sources. Yet, their emissions and impacts will be concentrated during the hottest, sunniest periods with greater photochemical activity and SOA production.