An analysis of continuous black carbon concentrations in proximity to an airport and major roadways

Black carbon (BC), a constituent of particulate matter, is emitted from multiple combustion sources, complicating determination of contributions from individual sources or source categories from monitoring data. In close proximity to an airport, this may include aircraft emissions, other emissions on the airport grounds, and nearby major roadways, and it would be valuable to determine the factors most strongly related to measured BC concentrations. In this study, continuous BC concentrations were measured at five monitoring sites in proximity to a small regional airport in Warwick, Rhode Island from July 2005 to August 2006. Regression was used to model the relative contributions of aircraft and related sources, using real-time flight activity (departures and arrivals) and meteorological data, including mixing height, wind speed and direction. The latter two were included as a nonparametric smooth spatial term using thin-plate splines applied to wind velocity vectors and fit in a linear mixed model framework. Standard errors were computed using a moving-block bootstrap to account for temporal autocorrelation. Results suggest significant positive associations between hourly departures and arrivals at the airport and BC concentrations within the community, with departures having a more substantial impact. Generalized Additive Models for wind speed and direction were consistent with significant contributions from the airport, major highway, and multiple local roads. Additionally, inverse mixing height, temperature, precipitation, and at one location relative humidity, were associated with BC concentrations. Median contribution estimates indicate that aircraft departures and arrivals (and other sources coincident in space and time) contribute to approximately 24–28% of the BC concentrations at the monitoring sites in the community. Our analysis demonstrated that a regression-based approach with detailed meteorological and source characterization can provide insights about source contributions, which could be used to devise control strategies or to provide monitor-based comparisons with source-specific atmospheric dispersion models.     

Concentration and size distribution of ultrafine particles near a major highway

Motor vehicle emissions usually constitute the most significant source of ultrafine particles (diameter <0.1 microm) in an urban environment, yet little is known about the concentration and size distribution of ultrafine particles in the vicinity of major highways. In the present study, particle number concentration and size distribution in the size range from 6 to 220 nm were measured by a condensation particle counter (CPC) and a scanning mobility particle sizer (SMPS), respectively. Measurements were taken 30, 60, 90, 150, and 300 m downwind, and 300 m upwind, from Interstate 405 at the Los Angeles National Cemetery. At each sampling location, concentrations of CO, black carbon (BC), and particle mass were also measured by a Dasibi CO monitor, an aethalometer, and a DataRam, respectively. The range of average concentration of CO, BC, total particle number, and mass concentration at 30 m was 1.7-2.2 ppm, 3.4-10.0 microg/m3, 1.3-2.0 x 10(5)/cm3, and 30.2-64.6 microg/m3, respectively. For the conditions of these measurements, relative concentrations of CO, BC, and particle number tracked each other well as distance from the freeway increased. Particle number concentration (6-220 nm) decreased exponentially with downwind distance from the freeway. Data showed that both atmospheric dispersion and coagulation contributed to the rapid decrease in particle number concentration and change in particle size distribution with increasing distance from the freeway. Average traffic flow during the sampling periods was 13,900 vehicles/hr. Ninety-three percent of vehicles were gasoline-powered cars or light trucks. The measured number concentration tracked traffic flow well. Thirty meters downwind from the freeway, three distinct ultrafine modes were observed with geometric mean diameters of 13, 27, and 65 nm. The smallest mode, with a peak concentration of 1.6 x 10(5)/cm3, disappeared at distances greater than 90 m from the freeway. Ultrafine particle number concentration measured 300 m downwind from the freeway was indistinguishable from upwind background concentration. These data may be used to estimate exposure to ultrafine particles in the vicinity of major highways.     

Concentration and Size Distribution of Ultrafine Particles Near a Major Highway

Abstract

Motor vehicle emissions usually constitute the most significant source of ultrafine particles (diameter <0.1 μm) in an urban environment, yet little is known about the concentration and size distribution of ultrafine particles in the vicinity of major highways. In the present study, particle number concentration and size distribution in the size range from 6 to 220 nm were measured by a condensation particle counter (CPC) and a scanning mobility particle sizer (SMPS), respectively. Measurements were taken 30, 60, 90, 150, and 300 m downwind, and 300 m upwind, from Interstate 405 at the Los Angeles National Cemetery. At each sampling location, concentrations of CO, black carbon (BC), and particle mass were also measured by a Dasibi CO monitor, an aethalometer, and a DataRam, respectively. The range of average concentration of CO, BC, total particle number, and mass concentration at 30 m was 1.7?2.2 ppm, 3.4?10.0 μg/m³, 1.3?2.0 × 10⁵/cm³, and 30.2?64.6 μ/m³, respectively.

For the conditions of these measurements, relative concentrations of CO, BC, and particle number tracked each other well as distance from the freeway increased. Particle number concentration (6–220 nm) decreased exponentially with downwind distance from the freeway. Data showed that both atmospheric dispersion and coagulation contributed to the rapid decrease in particle number concentration and change in particle size distribution with increasing distance from the freeway. Average traffic flow during the sampling periods was 13,900 vehicles/hr. Ninety-three percent of vehicles were gasoline-powered cars or light trucks. The measured number concentration tracked traffic flow well. Thirty meters downwind from the freeway, three distinct ultrafine modes were observed with geometric mean diameters of 13, 27, and 65 nm. The smallest mode, with a peak concentration of 1.6 × 10⁵/cm³, disappeared at distances greater than 90 m from the freeway. Ultrafine particle number concentration measured 300 m downwind from the freeway was indistinguishable from upwind background concentration. These data may be used to estimate exposure to ultrafine particles in the vicinity of major highways.     

Real-time black carbon personal exposure levels in microenvironments: Home to home on a round-trip,Hanoi–Singapore

Little is known about personal exposure levels of black carbon (BC), a fraction of PM2.5, specifically in the transport microenvironments. In this study, real-time personal exposure to BC recorded by a portable microAeth AE51 was investigated in microenvironments in a round-trip from Hanoi (Vietnam) directly to Singapore. Personal exposure to BC was monitored in microenvironments at residential flat, in various surface modes of transport (taxi, bus, train), at the airports, and on the airplanes. The study found that personal exposure levels of BC in Singapore were higher than those in Hanoi for the same type of microenvironment in general for most of the microenvironments, except for smoking rooms. The highest exposures in each city were in smoking room in Noi Bai International Airport (NIA) and at bus station in Singapore, reached 98,709 ng/m3 and 44,513 ng/m3, respectively; the lowest personal exposure level was in-flight (approximately 250 ng/m3) for both trips. It is also remarkable that personal exposure to BC in indoor microenvironments was higher than outdoor levels.

Implications: Real-time personal exposure to BC was investigated in microenvironments in a round trip from Hanoi (Vietnam) directly to Singapore. BC personal exposure levels in Singapore were higher than those in Hanoi for the same type of microenvironment except for smoking rooms. Personal exposure to BC levels in indoor microenvironments was higher than in outdoor microenvironments. The highest levels of exposure were 98,709 ng/m3 in the smoking room at Noi Bai International Airport (Hanoi) and 44,513 ng/m3 at the bus station in Changi (Singapore). The lowest BC level was in-flight for both trips, at approximately 250 ng/m3.     

Distance-weighted traffic density in proximity to a home is a risk factor for leukemia and other childhood cancers

Occupational exposure to elevated concentrations of benzene is a known cause of leukemia in adults. Concentrations of benzene from motor vehicle exhaust could be elevated along highly trafficked streets. Several studies have reported significant associations between proximity to highly trafficked streets and the occurrence of childhood cancers and childhood leukemia. These associations may be due to chronic exposure to benzene or other carcinogenic components of vehicle exhaust from these nearby streets or to some other factor (e.g., noise, increased light exposure, or some unaccounted--for socioeconomic variable). We used data for homes studied in an earlier childhood cancer study conducted in Denver, CO, in the 1980s. No air pollution measurements were made in the original study. We identified the highest trafficked street near each study home and obtained the traffic density in 1979 and 1990. Traffic density was weighted for the distance from the street to the home using 3 different widths of Gaussian curves to approximate the decay of the emissions into the surrounding neighborhoods. The associations between the 750-ft-wide distance-weighted traffic density metrics and all childhood cancers and childhood leukemia are strongest in the highest traffic density category (> or = 20,000 vehicles per day [VPD]). The odds ratio is 5.90 (95% confidence interval [CI] 1.69-20.56) for all cancers and 8.28 (95% CI 2.09-32.80) for leukemia. The results are suggestive of an association between proximal high traffic streets with traffic counts > or = 20,000 VPD and childhood cancer, including leukemia.     

Biomonitoring of airborne mercury with perennial ryegrass cultures

A biomonitoring network with grass cultures was established near a chlor-alkali plant and the mercury concentration in the cultures were compared with the average atmospheric total gaseous mercury (TGM). Biomonitoring techniques based on different exposure periods were carried out. When comparing the mercury concentration in the grass cultures, both the average atmospheric TGM concentration during exposure and the exposure time determined to a large extent the accumulation rate of TGM. The maximum tolerable level of mercury in grass (approximately equal to 110 microg kg(-1) DM) corresponds with an average TGM concentration of 11 ng m(-3) for 28 days exposure. The background concentrations in grass were on an average 15 microg kg(-1) DM and the effect detection limit (EDL) was 30 microg kg(-1) DM. This value corresponds with an average TGM concentration of 3.2 and 4.2 ng m(-3) for 28 and 14 days exposure, respectively, which is in turn the biological detection limit (BDL) of ambient TGM. Exposures for 7 days were less appropriate for biomonitoring.     

Observation of carbonaceous aerosols during 2006–2009 in Nyainqêntanglha Mountains and the implications for glaciers

Atmospheric carbonaceous aerosols were sampled discontinuously from July 2006 to December 2009 at Nam Co Comprehensive Observation and Research Station (NCOS) in the central Tibetan Plateau (TP). The mean daily concentration of carbonaceous aerosols increased from 268 to 330 ng?m^?3, and pollution episodes could significantly increase the mean level of carbonaceous aerosols in the total mass concentration. Organic carbon was the main component of carbonaceous aerosols at NCOS, and black carbon (BC) accounted for 5.8 %. Seven-day air masses backward trajectories calculated by the Hybrid Single-Particle Lagrangian Integrated Trajectory model and the aerosol optical depth distribution in the TP and South Asia both suggested that atmospheric pollutants emitted from Northern India and South Asia could penetrate into central TP by southwest winds. Due to the seasonal variations of emission sources and regional atmospheric conditions, calculated BC deposition flux in the nonmonsoon season was higher than that in the monsoon season. Increased BC concentration in snowpack in winter from 2007 to 2009 indicated that the atmospheric environment in central TP became more polluted and the influences from human activities have strengthened. Pollution episodes could significantly increase BC concentrations in the snowpack on a seasonal scale, which would furthermore affect the surface albedo.     

Exposure of PM2.5 and EC from diesel and gasoline vehicles in communities near the Ports of Los Angeles and Long Beach,California

The Ports of Los Angeles and Long Beach are the entry point for almost half of all cargo containers entering the United States. The use of diesel trucks to move Port-related goods has raised significant public health concerns associated with black carbon and other air pollutants. It is difficult to reliably estimate people's exposure to vehicle-related pollutants due to the narrow impact zone of traffic, usually within 200–300 m downwind of major roadways. Previous studies suffer from the lack of traffic count data on surface streets and the lack of neighborhood-level population data. We examined seasonal and annual average exposures of particulate matter less than 2.5 μm (PM_2.5) and elemental carbon (EC) at a neighborhood scale for communities heavily impacted by diesel trucks near these ports. We assembled a traffic-activity database that distinguishes gasoline and diesel vehicles on both freeways and surface streets, by consolidating information from several sources, including our own field measurements. The CALINE4 model was used to estimate residential exposure of the study population to PM_2.5 and EC. Parcel property data were used to allocate Census block group (BG) population to increase spatial resolution. The annual average PM_2.5 and EC exposure due to local traffic was 3.8 and 0.4 μg m^?3, respectively. On average, surface streets contributed a little more than freeways (55% vs. 45% for EC and 57% and 43% for PM_2.5). Light-duty vehicles contributed significantly more than heavy-duty trucks for PM_2.5 (61% vs. 39%), but slightly less than heavy-duty trucks for EC (49% vs. 51%). Community mean population exposure was similar using parcel, census block, and BG population data, but extreme values and standard deviations varied significantly at different spatial resolutions. The intake fraction for the study population was in the range of 1.0–2.2 × 10^?5 by vehicle type, roadway type, and season.     

Human exposure to respirable suspended particulate and airborne lead in different roadside microenvironments

The aim of this study is to evaluate the particulate air pollution in selected roadside microenvironments of Hong Kong through an intensive field study dated from January 1997 to February 1997. The study employed the microenvironment monitoring technique to access the exposure of pedestrians to respirable suspended particulate and airborne lead (Pb) at heavily trafficked roadsides. A total of 62 roadside sites in 14 districts covering the most urbanized and densely populated areas were selected. It was found that pedestrians were exposed to a 24 h average of respirable suspended particulate, PM10, and airborne Pb (APb), typically ranged from 25.56 to 337.40 microg/m3 and 70.71 to 285.71 ng/m3, respectively. The average PM10 concentrations at different roadside microenvironments corresponding to urban residential, urban commercial, urban industrial and new town areas were 91.84, 129.08, 83.83, and 118.89 microg/m3 respectively. The corresponding values for APb were 130.01, 143.40, 127.40 and 173.17 ng/m3, respectively. It was found that measurement at EPD nearby rooftop monitoring stations might not reflect the actual roadside PM10 exposure. Most APb field study data was significantly higher than the nearby fixed station data.     

Carbonaceous aerosol in jet engine exhaust: emission characteristics and implications for heterogeneous chemical reactions

Characteristic parameters of black carbon aerosol (BC) emitted from jet engine were measured during ground tests and in-flight behind the same aircraft. Size distribution features were a primary BC mode at a modal diameter D≈0.045 μm, and a BC agglomeration mode at D<0.2 μm. The total BC number concentration at the engine exit was 2.9×10⁷ cm^-3 with good agreement between model results and in-flight measured number concentrations of non-volatile particles with D⩾0.014 μm. A comparison between total number concentration of BC particles and the non-volatile fraction of the total aerosol at the exit plane suggests that the non-volatile fraction of jet engine exhaust aerosol consists almost completely of BC. In-flight BC mass emission indices ranged from 0.11 to 0.15 g BC (kg fuel)^-1. The measured in-flight particle emission value was 1.75±0.15×10¹⁵ kg^-1 with corresponding ground test values of 1.0–8.7×10¹⁴ kg^-1. Both size distribution properties and mass emission indices can be scaled from ground test to in-flight conditions. Implications for atmospheric BC loading, BC and cirrus interaction and the potential of BC for perturbation of atmospheric chemistry are briefly outlined.     

一次光化学污染过程中O_3和NOx的垂直梯度观测研究

为了研究2008年北京奥运会前期污染物浓度变化特征,对北京气象塔3层高度上的大气污染物(NO2和O3)进行加强观测,分析其变化特征。观测结果表明,由于北京奥运会前期采取了严格的空气质量控制措施,NO2浓度相对车辆限行前下降了45.3%,且随着高度递增逐渐降低;O3浓度最大值和日均值有所降低,其最大值出现时间较10年前提前了1~2 h,且有4 h左右处于相对平稳状态。O3浓度峰值主要是受NO2的控制,O3浓度峰值出现时间提前反映出北京大气氧化效率不断提高。对于观测期间出现光化学污染事件,利用同期气象资料和大气污染监测数据分析,发现造成这次大气污染的主要原因是气象因子:地面多处于弱高压场控制中,大气层结稳定,风力较弱(小于2 m/s),并伴随着连续高温、强辐射和低湿。     

Particle count and black carbon measurements at schools in Las Vegas,NV and in the greater Salt Lake City,UT area

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.     

Partition and tempospatial variation of gaseous and particulate mercury at a unique mercury-contaminated remediation site

This study investigated the seasonal variation and spatial distribution of gaseous and particulate mercury at a unique mercury-contaminated remediation site located at the near-coastal region of Tainan City, Taiwan. Gaseous elemental mercury (GEM), particulate mercury (PTM), and dustfall mercury (DFM) were measured at six nearby sites from November 2009 to September 2010. A newly issued Method for Sampling and Analyzing Mercury in Air (National Institute of Environmental Analysis [NIEA] Method A304.10C) translated from U.S. Environmental Protection Agency (EPA) Method 10-5, was applied for the measurement of atmospheric mercury in this particular study. One-year field measurements showed that the seasonal averaged concentrations of GEM and PTM were in the range of 5.56-12.60 and 0.06-0.22 ng/m3, respectively, whereas the seasonal averaged deposition fluxes of DFM were in the range of 27.0-56.8 g/km2-month. The maximum concentrations of GEM and PTM were 38.95 and 0.58 ng/m3, respectively. The atmospheric mercury apportioned as 97.42-99.87% GEM and 0.13-2.58% PTM. As a whole, the concentrations of mercury species were higher in the springtime and summertime than those in the wintertime and fall. The southern winds generally brought higher mercury concentrations, whereas the northern winds brought relatively lower mercury concentrations, to the nearby fishing villages. This study revealed that the mercury-contaminated remediation site, an abandoned chlor-alkali manufacturing plant, was the major mercury emission source that caused severe atmospheric mercury contamination over the investigation region. The hot spot of mercury emissions was allocated at the southern tip of the abandoned chlor-alkali manufacturing plant. On-site continuous monitoring of GEM at the mercury-contaminated remediation site observed that GEM concentrations during the open excavation period were 2-3 times higher than those during the nonexcavation period.     

Multiple-year black carbon measurements and source apportionment using delta-C in Rochester, New York

Black carbon (BC), an important component ofthe atmospheric aerosol, has climatic, environmental, and human health significance. In this study, BC was continuously measured using a two-wavelength aethalometer (370 nm and 880 nm) in Rochester; New York, from January 2007 to December 2010. The monitoring site is adjacent to two major urban highways (I-490 and I-590), where 14% to 21% of the total traffic was heavy-duty diesel vehicles. The annual average BC concentrations were 0.76 microg/m3, 0.67 microg/m3, 0.60 microg/m3, and 0.52 microg/m3 in 2007, 2008, 2009, and 2010, respectively. Positive matrix factorization (PMF) modeling was performed using PM2.5 elements, sulfate, nitrate, ammonia, elemental carbon (EC), and organic carbon (OC) data from the US. Environmental Protection Agency (EPA) speciation network and Delta-C (UVBC370nm-BC880nm) data. Delta-C has been previously shown to be a tracer of wood combustion factor It was used as an input variable in source apportionment models for the first time in this study and was found to play an important role in separating traffic (especially diesel) emissions from wood combustion emissions. The result showed the annual average PM2.5 concentrations apportioned to diesel emissions in 2007, 2008, 2009, and 2010 were 1.34 microg/m3, 1.25 microg/m3, 1.13 microg/m3, and 0.97 microg/m3, respectively. The BC conditional probability function (CPF) plots show a large contribution from the highway diesel traffic to elevated BC concentrations. The measurements and modeling results suggest an impact of the US Environmental Protection Agency (EPA) 2007 Heavy-Duty Highway Rule on the decrease ofBC and PM2.5 concentrations during the study period.     

Black carbon aerosol at McMurdo Station, Antarctica

Aerosol light absorption as black carbon (BC) was measured from November 19, 1995, to February 6, 1996, at a location 0.65 km downwind of the center of McMurdo Station on the Antarctic coast. The results show a bimodal frequency distribution of BC concentrations. Approximately 65% of the measurements were found in a mode at a low range of concentrations centered at approximately 20 ng/m3. These concentrations are higher than those found at other remote Antarctic locations and probably represent contamination from the station. The remaining measurements were in a high-concentration mode (BC approximately 300 ng/m3), indicating direct impact of local emissions from combustion activities at the station. High values of BC were associated with winds from the direction of the station, and the BC flux showed a clear directionality. Maximum BC concentrations occurred between 7:00 and 11:00 a.m. The "polluted" mode accounted for more than 80% of the BC frequency-weighted impact at this location.     

Apportioning black carbon to sources using highly time-resolved ambient measurements of organic molecular markers in Pittsburgh

We present highly time-resolved measurements of organic molecular markers in downtown Pittsburgh, which are used to investigate sources contributing to atmospheric aerosols in the area. Two-hour average concentrations of condensed-phase and semivolatile organic species were measured using a Thermal Desorption Aerosol GC/MS (TAG). Concentrations for mobile source markers like hopanes had regular diurnal and day-of-week patterns. Pairing high time-resolved measurements with meteorological data helped identify contributions from known point sources for markers correlated with wind direction. Black carbon (BC), volatile organic compounds (VOCs) and organic molecular markers were apportioned to sources using the Chemical Mass Balance (CMB) and Positive Matrix Factorization (PMF) receptor models. Diesel and gasoline mobile source factors were identified as the main sources of BC in the downtown Pittsburgh area, contributing 67% and 20% of the study-average BC. 13% of the BC was associated with a source factor tentatively identified as an industrial or regional source. The high time resolution of the TAG has the potential to provide important new insight into source apportionment efforts using organic molecular marker measurements.     

Evaluating the air quality impacts of the 2008 Beijing Olympic Games: On-road emission factors and black carbon profiles

The aggressive traffic interventions and emission control measures implemented to improve air quality during the 2008 Beijing Olympic Games created a valuable case study to evaluate the effectiveness of these measures on mitigating air pollution and protecting public health. In this paper, we report the results from our field campaign in summer 2008 on the on-road emission factors of carbon monoxide, black carbon (BC) and ultrafine particles (UFP) as well as the ambient BC concentrations. The fleet average emission factors for light-duty gasoline vehicles (LDGV) showed considerable reduction in the Olympic year (2008) compared to the pre-Olympic year (2007). Our measurement of Black Carbon (BC), a primary pollutant, at different elevations at the ambient site suggests consistent decrease in BC concentrations as the height increased near the ground level, which indicates that the nearby ground level sources, probably dominated by traffic, contributed to a large portion of BC concentrations in the lower atmospheric layer in Beijing during summertime. These observations indicate that people living in near ground levels experience higher exposures than those living in higher floors in Beijing. The BC diurnal patterns on days when traffic control were in place during the Olympic Games were compared to those on non-traffic-control days in both 2007 and in 2008. These patterns strongly suggest that diesel trucks are a major source of summertime BC in Beijing. The median BC concentration on Olympic days was 3.7 μg m⁻³, which was dramatically lower than the value on non-traffic-control days, indicating the effectiveness of traffic control regulations in BC reduction in Beijing.     

The vertical profile of atmospheric heating rate of black carbon aerosols at Kanpur in northern India

Altitude profiles of the mass concentrations of aerosol black carbon (BC) and composite aerosols were obtained from the collocated measurements of these quantities onboard an aircraft, over the urban area of Kanpur, in the Ganga basin of northern India during summer, for the first time in India. The enhancement in the mean BC concentration was observed at ∼1200 m in the summer, but the vertical gradient of BC concentration is less than the standard deviation at that altitude. The difference in the BC altitude profile and columnar concentration in the winter and summer is attributed to the enhanced turbulent mixing within the boundary layer in summer. This effect is more conspicuous with BC than the composite aerosols, resulting in an increase in the BC mass fraction (F_BC) at higher levels in summer. This high BC fraction results in an increase in the lower atmospheric heating rate in both the forenoon, FN and afternoon, AN, but with contrasting altitude profile. The FN profile shows fluctuating trend with highest value (2.1 K day⁻¹) at 300 m and a secondary peak at 1200 m altitudes, whereas the AN profile shows increasing trend with highest value (1.82 K day⁻¹) at 1200 m altitude.     

Wind tunnel experiment of tracer gas diffusion within unstable boundary layer over coastal region

A wind tunnel experiment was carried out to simulate stack gas diffusion within an unstable atmospheric boundary layer over a coastal region. The wind tunnel floor, 4 m leeward of the entrance of the test section, was heated to 90°C over a length of 6 m in the streamwise direction, and wind tunnel experiments were performed under the flat plate condition with a prototype-to-model length scale ratio of 1200. Three similarity criteria of flow fields in the wind tunnel and in atmosphere, viz., bulk Richardson number, surface Reynolds number and the ratio of the Peclet number to the Richardson number, were considered in the wind tunnel experiment. Tracer gas was released along the coastline at a height of 10 cm, which corresponded to 120 m in height in atmosphere. The obtained wind tunnel experimental results of ground level concentration were compared with 30-min average values of the field experiments, viz., the data from the Tokai 82 field experiment. The maximum ground level concentration and its location were accurately simulated when there was close similarity between the wind tunnel and atmospheric flow conditions. The maximum concentration increased and occurred closer to the source when the level of convection was relatively stronger in atmosphere.     

Aerosol optical and physical properties during winter monsoon pollution transport in an urban environment

We analysed aerosol optical and physical properties in an urban environment (Kolkata) during winter monsoon pollution transport from nearby and far-off regions. Prevailing meteorological conditions, viz. low temperature and wind speed, and a strong downdraft of air mass, indicated weak dispersion and inhibition of vertical mixing of aerosols. Spectral features of WinMon aerosol optical depth (AOD) showed larger variability (0.68–1.13) in monthly mean AOD at short-wavelength (SW) channels (0.34–0.5 μm) compared to that (0.28–0.37) at long-wavelength (LW) channels (0.87–1.02 μm), thereby indicating sensitivity of WinMon AOD to fine aerosol constituents and the predominant contribution from fine aerosol constituents to WinMon AOD. WinMon AOD at 0.5 μm (AOD _{0. 5}) and Angstrom parameter ( α) were 0.68–0.82 and 1.14–1.32, respectively, with their highest value in December. Consistent with inference from spectral features of AOD, surface aerosol loading was primarily constituted of fine aerosols (size 0.23–3 μm) which was 60–70 % of aerosol 10- μm (size 0.23–10 μm) concentration. Three distinct modes of aerosol distribution were obtained, with the highest WinMon concentration at a mass median diameter (MMD) of 0.3 μm during December, thereby indicating characteristics of primary contribution related to anthropogenic pollutants that were inferred to be mostly due to contribution from air mass originating in nearby region having predominant emissions from biofuel and fossil fuel combustion. A relatively higher contribution from aerosols in the upper atmospheric layers than at the surface to WinMon AOD was inferred during February compared to other months and was attributed to predominant contribution from open burning emissions arising from nearby and far-off regions. A comparison of ground-based measurements with Moderate Resolution Imaging Spectroradiometer (MODIS) data showed an underestimation of MODIS AOD and α values for most of the days. Discrepancy in relative distribution of fine and coarse mode of MODIS AOD was also inferred.