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.     

Characterization of carbonaceous aerosols over Delhi in Ganga basin: seasonal variability and possible sources

The mass concentration of carbonaceous species, organic carbon (OC), and elemental carbon (EC) using a semicontinuous thermo-optical EC-OC analyzer, and black carbon (BC) using an Aethalometer were measured simultaneously at an urban mega city Delhi in Ganga basin from January 2011 to May 2012. The concentrations of OC, EC, and BC exhibit seasonal variability, and their concentrations were ～2 times higher during winter (OC 38.1?±?17.9 μg m^?3, EC 15.8?±?7.3 μg m^?3, and BC 10.1?±?5.3 μg m^?3) compared to those in summer (OC 14.1?±?4.3 μg m^?3, EC 7.5?±?1.5 μg m^?3, and BC 4.9?±?1.5 μg m^?3). A significant correlation between OC and EC (R?=?0.95, n?=?232) indicate their common emission sources with relatively lower OC/EC ratio (range 1.0–3.6, mean 2.2?±?0.5) suggests fossil fuel emission as a major source of carbonaceous aerosols over the station. On average, mass concentration of EC was found to be ～38 % higher than BC during the study period. The measured absorption coefficient (b_abs) was significantly correlated with EC, suggesting EC as a major absorbing species in ambient aerosols at Delhi. Furthermore, the estimated mass absorption efficiency (σ_abs) values are similar during winter (5.0?±?1.5 m² g^?1) and summer (4.8?±?2.8 m² g^?1). Significantly high aerosol loading of carbonaceous species emphasize an urgent need to focus on air quality management and proper impact assessment on health perspective in these regions.     

Levels of black carbon and their relationship with particle number levels—observation at an urban roadside in Taipei City

Information on the relationship between black carbon (BC) and particle number levels in urban areas is limited. Therefore, investigating the relationship between BC and particle number levels in different particle size ranges at an urban area is worthwhile. This study used an aethalometer and scanning mobility particle sizer to measure the levels of BC and particle number simultaneously at an urban roadside in Taipei City. Measurement results show that hourly BC levels are 0.62–8.80 μg m^?3 (mean?=?3.50 μg m^?3) and hourly particle number levels are 4.21?×?10³–4.64?×?10⁴ particles cm^?3 (mean?=?2.00?×?10⁴ particles cm^?3) in Taipei urban area. The BC and particle number levels peak during morning (7:00–9:00) and evening (16:00–18:00) rush hours on weekdays. Low BC and particle number levels exist in the early morning hours. Time variations in BC levels are the same as those of particle number levels in this study, clearly indicating that BC and particles are likely released from the same emission source. Additionally, BC levels in the urban area are more strongly associated with ultrafine particle levels than with total particle number levels, particularly in the size range of 56–180 nm. According to measurement results, most BC in aerosols in urban areas can be in the ultrafine size range.     

A contribution of brown carbon aerosol to the aerosol light absorption and its radiative forcing in East Asia

Brown carbon aerosols were recently found to be ubiquitous and effectively absorb solar radiation. We use a 3-D global chemical transport model (GEOS-Chem) together with aircraft and ground based observations from the TRACE-P and the ACE-Asia campaigns to examine the contribution of brown carbon aerosol to the aerosol light absorption and its climatic implication over East Asia in spring 2001. We estimated brown carbon aerosol concentrations in the model using the mass ratio of brown carbon to black carbon (BC) aerosols based on measurements in China and Europe. The comparison of simulated versus observed aerosol light absorption showed that the model accounting for brown carbon aerosol resulted in a better agreement with the observations in East Asian-Pacific outflow. We then used the model results to compute the radiative forcing of brown carbon, which amounts up to ?2.4 W m^?2 and 0.24 W m^?2 at the surface and at the top of the atmosphere (TOA), respectively, over East Asia. Mean radiative forcing of brown carbon aerosol is ?0.43 W m^?2 and 0.05 W m^?2 at the surface and at the TOA, accounting for about 15% of total radiative forcing (?2.2 W m^?2 and 0.33 W m^?2) by absorbing aerosols (BC + brown carbon aerosol), having a significant climatic implication in East Asia.     

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.     

Evaluation of thermal optical analysis method of elemental carbon for marine fuel exhaust

The awareness of black carbon (BC) as the second largest anthropogenic contributor in global warming and an ice melting enhancer has increased. Due to prospected increase in shipping especially in the Arctic reliability of BC emissions and their invented amounts from ships is gaining more attention. The International Maritime Organization (IMO) is actively working toward estimation of quantities and effects of BC especially in the Arctic. IMO has launched work toward constituting a definition for BC and agreeing appropriate methods for its determination from shipping emission sources. In our study we evaluated the suitability of elemental carbon (EC) analysis by a thermal-optical transmittance (TOT) method to marine exhausts and possible measures to overcome the analysis interferences related to the chemically complex emissions. The measures included drying with CaSO_4, evaporation at 40–180ºC, H₂O treatment, and variation of the sampling method (in-stack and diluted) and its parameters (e.g., dilution ratio, Dr). A reevaluation of the nominal organic carbon (OC)/EC split point was made. Measurement of residual carbon after solvent extraction (TC-C_SOF) was used as a reference, and later also filter smoke number (FSN) measurement, which is dealt with in a forthcoming paper by the authors. Exhaust sources used for collecting the particle sample were mainly four-stroke marine engines operated with variable loads and marine fuels ranging from light to heavy fuel oils (LFO and HFO) with a sulfur content range of <0.1–2.4% S. The results were found to be dependent on many factors, namely, sampling, preparation and analysis method, and fuel quality. It was found that the condensed H₂SO₄ + H₂O on the particulate matter (PM) filter had an effect on the measured EC content, and also promoted the formation of pyrolytic carbon (PyC) from OC, affecting the accuracy of EC determination. Thus, uncertainty remained regarding the EC results from HFO fuels.

Implications: The work supports one part of the decision making in black carbon (BC) determination methodology. If regulations regarding BC emissions from marine engines will be implemented in the future, a well-defined and at best unequivocal method of BC determination is required for coherent and comparable emission inventories and estimating BC effects. As the aerosol from marine emission sources may be very heterogeneous and low in BC, special attention to the effects of sampling conditions and sample pretreatments on the validity of the results was paid in developing the thermal-optical analysis methodology (TOT).     

Contribution of carbonaceous material to cloud condensation nuclei concentrations in European background (Mt. Sonnblick) and urban (Vienna) aerosols

During four intensive measurement campaigns (two on Mt. Sonnblick, European background aerosol, and two in Vienna, urban aerosol), cloud condensation nuclei (CCN) were measured at supersaturations of 0.5%. Impactor measurements of the mass size distribution in the size range 0.1–10 μm were performed and later analyzed for Cl^-, NO^-₃, SO^2-₄, Na⁺, NH⁺₄, K⁺, Ca²⁺ and Mg²⁺ by ion chromatography, for total carbon (TC) using a combustion method, and for black carbon (BC) by an optical method (integrating sphere). Organic carbon (OC) was defined as the difference between TC (minus carbonate carbon) and BC. At all sites, the mass fraction of BC in the submicron aerosol was comparable (4–5%). CCN concentrations on Mt. Sonnblick were found to be 10–30% of those measured in Vienna, although high Mt. Sonnblick concentrations were comparable to low Vienna concentrations (around 800 cm^-3). The contribution of organic material was estimated from the mass concentrations of the chemical species sampled on the impactor stage with the lowest cut point (0.1–0.215 μm aerodynamic equivalent diameter). On Mt. Sonnblick, TC material contributed 11% to the total mass in fall 1995, and 67% in summer 1996, while the OC fraction was 6 and 61%. The combined electrolytes and mineral material contributed 18 and 16% in fall and summer. During the Vienna spring campaign, the contributions of OC and electrolytes to the total mass concentration in this size range were 48 and 36%, respectively.     

Historical record of black carbon in urban soils and its environmental implications

Energy use in urbanization has fundamentally changed the pattern and fluxes of carbon cycling, which has global and local environmental impacts. Here we have investigated organic carbon (OC) and black carbon (BC) in six soil profiles from two contrast zones in an ancient city (Nanjing) in China. BC in soils was widely variable, from 0.22 to 32.19 g kg⁻¹. Its average concentration in an ancient residential area (Zone 1) was, 0.91 g kg⁻¹, whereas in Zone 2, an industrial and commercial area, the figure was 8.62 g kg⁻¹. The ratio of BC/OC ranged from 0.06 to 1.29 in soil profiles, with an average of 0.29. The vertical distribution of BC in soil is suggested to reflect the history of BC formation from burning of biomass and/or fossil fuel. BC in the surface layer of soils was mainly from traffic emission (especially from diesel vehicles). In contrast, in cultural layers BC was formed from historical coal use. The contents of BC and the ratio of BC/OC may reflect different human activities and pollution sources in the contrasting urban zones. In addition, the significant correlation of heavy metals (Cu, Pb, and Zn) with BC contents in some culture layers suggests the sorption of the metals by BC or their coexistence resulted from the coal-involved smelting.     

On radiative effects of black carbon and sulphate aerosols

Most aerosol particles, such as sulphate and sea-salt particles, mainly scatter solar radiation, whilst soot (in the form of elemental carbon or “black” carbon, BC) in addition leads to considerable absorption. This scattering and absorption by the aerosol particles constitute the so-called direct aerosol effect. In this paper, we present results from a study of possible direct effects of tropospheric BC and sulphate aerosols, with an emphasis on BC aerosols, along a line from North Africa through Europe into the Arctic. Radiative budgets in a cloud-free atmosphere are estimated. Based on model-calculated distributions of BC and sulphate (provided by Seland and Iversen, 1998) and assumed size distributions of the background aerosol, new size distributions are obtained by adding natural, biomass burning and fossil fuel contributions to the background aerosol. Added nucleation mode particles are assumed externally mixed, whereas added accumulation mode BC and sulphate is internally mixed with the background according to condensational growth and Brownian coagulation theory. Humidity effects are taken into account by use of the Köhler equation. Mie calculations provide the resulting optical parameters, and the forcing is finally estimated by use of a radiative transfer model. A reference run and a series of eleven test-runs are performed to investigate the sensitivity of various assumptions on the contribution to upward TOA irradiance from BC and non-sea-salt sulphate. The tests suggest a high sensitivity to presence of BC and to particle swelling due to humidity. The sensitivity to assumed distribution of BC on particle size is more moderate. The same is true for the vertical resolution and the number concentration of the background aerosol. The effect of mixing organic carbon (OC) internally with biomass burning BC nucleation mode particles is characterized as moderate. The role of OC is, however, still uncertain. The same holds true for the optical thickness of the background atmosphere, for which we found a high sensitivity in this study. Other assumptions that were investigated had only small effects on the forcing. For the reference run we find a minimum in the aerosol forcing of approximately −5 W m^-2 near the most polluted areas in Europe, and a maximum of approximately 2 W m^-2 over North Africa. A warming effect is also found for the Arctic region, with forcing values up to 0.4 W m^-2.     

Determination of the emissions from an aircraft auxiliary power unit (APU) during the Alternative Aviation Fuel Experiment (AAFEX)

The emissions from a Garrett-AiResearch (now Honeywell) Model GTCP85–98CK auxiliary power unit (APU) were determined as part of the National Aeronautics and Space Administration's (NASA's) Alternative Aviation Fuel Experiment (AAFEX) using both JP-8 and a coal-derived Fischer Tropsch fuel (FT-2). Measurements were conducted by multiple research organizations for sulfur dioxide (SO₂), total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), speciated gas-phase emissions, particulate matter (PM) mass and number, black carbon, and speciated PM. In addition, particle size distribution (PSD), number-based geometric mean particle diameter (GMD), and smoke number were also determined from the data collected. The results of the research showed PM mass emission indices (EIs) in the range of 20 to 700 mg/kg fuel and PM number EIs ranging from 0.5?×?10¹⁵ to 5?×?10¹⁵ particles/kg fuel depending on engine load and fuel type. In addition, significant reductions in both the SO₂ and PM EIs were observed for the use of the FT fuel. These reductions were on the order of ～90% for SO₂ and particle mass EIs and ～60% for the particle number EI, with similar decreases observed for black carbon. Also, the size of the particles generated by JP-8 combustion are noticeably larger than those emitted by the APU burning the FT fuel with the geometric mean diameters ranging from 20 to 50 nm depending on engine load and fuel type. Finally, both particle-bound sulfate and organics were reduced during FT-2 combustion. The PM sulfate was reduced by nearly 100% due to lack of sulfur in the fuel, with the PM organics reduced by a factor of ～5 as compared with JP-8.

Implications: The results of this research show that APUs can be, depending on the level of fuel usage, an important source of air pollutant emissions at major airports in urban areas. Substantial decreases in emissions can also be achieved through the use of Fischer Tropsch (FT) fuel. Based on these results, the use of FT fuel could be a viable future control strategy for both gas- and particle-phase air pollutants.     

Multi-year hourly PM2.5 carbon measurements in New York: Diurnal,day of week and seasonal patterns

Multi-year hourly measurements of PM_2.5 elemental carbon (EC) and organic carbon (OC) from a site in the South Bronx, New York were used to examine diurnal, day of week and seasonal patterns. The hourly carbon measurements also provided temporally resolved information on sporadic EC spikes observed predominantly in winter. Furthermore, hourly EC and OC data were used to provide information on secondary organic aerosol formation. Average monthly EC concentrations ranged from 0.5 to 1.4 μg m^?3 with peak hourly values of several μg m^?3 typically observed from November to March. Mean EC concentrations were lower on weekends (approximately 27% lower on Saturday and 38% lower on Sunday) than on weekdays (Monday to Friday). The weekday/weekend difference was more pronounced during summer months and less noticeable during winter. Throughout the year EC exhibited a similar diurnal pattern to NO_x showing a pronounced peak during the morning commute period (7–10 AM EST). These patterns suggest that EC was impacted by local mobile emissions and in addition by emissions from space heating sources during winter months. Although EC was highly correlated with black carbon (BC) there was a pronounced seasonal BC/EC gradient with summer BC concentrations approximately a factor of 2 higher than EC. Average monthly OC concentrations ranged from 1.0 to 4.1 μg m^?3 with maximum hourly concentrations of 7–11 μg m^?3 predominantly in summer or winter months. OC concentrations generally correlated with PM_2.5 total mass and aerosol sulfate and with NO_x during winter months. OC showed no particular day of week pattern. The OC diurnal pattern was typically different than EC except in winter when OC tracked EC and NO_x indicating local primary emissions contributed significantly to OC during winter at the urban location. On average secondary organic aerosol was estimated to account for 40–50% of OC during winter and up to 63–73% during summer months.     

Characterisation of fresh particulate vehicular exhausts near a Paris high flow road

Simultaneous continuous measurements of PM_2.5, PM₁₀, black carbon mass (BCae), Black smoke (BS) and particle number density (N) were conducted in the close vicinity of a high traffic road around Paris during a three-month period beginning in August 1997. In parallel some aerosol collection was performed on filters in order to assess the black carbon (BC), organic carbon (OC) and water soluble organic fractions (WSOC) of the freshly emitted traffic aerosols. The high hourly concentrations of PM_2.5 (39±20 μg m⁻³), BCae (14±7 μg m⁻³), and N (220,000±115,000 cm⁻³), were found to be well correlated with each other. On average PM_2.5 represented 66±13% of PM₁₀ and appears to be composed primarily of BC (43±20%). On the contrary no correlation was found between PM_2.5 and the coarse (PM₁₀–PM_2.5) mass fractions which was attributed to resuspension processes by vehicles. Black carbon mass concentrations obtained from both filter analyses (BC) and Aethalometre data (BCae) show a good agreement suggesting that the Aethalometre calibration based on a black carbon specific attenuation coefficient (σ) of 19 m² g⁻¹ is well adapted to nearby roadside measurements. Daily BC (used as a surrogate for fine particles) concentrations and wind speed were found to be anti-correlated. Average daily variations of BC could be related to traffic intensity and regime as well as to the boundary layer height. As expected for freshly emitted traffic aerosols, filter analyses indicated a high BC/TC ratio (29±5%) and a low mean WSOC/OC ratio (12.5±5%) for the bulk aerosol. For these two ratios no day/night differences were observed, the sampling station being probably too close to traffic to evidence photochemical modification of the aerosol phase. Finally, a linear relationship was found between BC and BS hourly concentrations (BC=0.10×BS+1.18; r²=0.93) which offers interesting perspectives to retrieve BC concentrations from existing BS archives.     

Comparison of black carbon (BC) aerosols in two urban areas – concentrations and size distributions

In this study, the BC aerosol measured at two very different urban sites is compared in terms of concentration, seasonal variation, and size distribution. During a 14 month study, one impactor sample was performed each month on a day with typical meteorological conditions. One (Vienna) or three (Uji) filter samples were obtained during the sampling time of the impactors. BC concentration in both the filter and impactor samples was analyzed with an optical technique (integrating sphere technique), where a calibration curve obtained from commercial carbon black is used to convert the optical signal to BC mass. Gravimetric mass concentration was measured at both sites. The gravimetric mass size distribution was measured only in Vienna. At both sites, the yearly average of the BC concentration on the sampling days was around 5 μg m⁻³. In Vienna, some seasonal trend with high concentrations during the cold season was observed, while in Uji, no pronounced seasonal trend was found. The BC size distribution in Uji was distinctly bimodal in the submicron size range. Log-normal distributions were fitted through the impactor data. The average BC mass median diameters (MMD) of the two submicron modes were 0.15 and 0.39 μm. Each mode contained about the same amount of BC mass. In Vienna only one submicron BC mode (average MMD 0.3 μm) was found because of the low size resolution of the impactor. An analysis of humidity effects on the MMDs of BC (both sites) and gravimetric mass (Vienna only) indicates that the Vienna aerosol is partly mixed internally with respect to BC, while the Uji aerosol seems to be externally mixed.     

Characterization of on-road vehicle emission factors and microenvironmental air quality in Beijing,China

In this paper, we report the results and analysis of a recent field campaign in August 2007 investigating the impacts of emissions from transportation on air quality and community concentrations in Beijing, China. We conducted measurements in three different environments, on-road, roadside and ambient. The carbon monoxide, black carbon and ultrafine particle number emission factors for on-road light-duty vehicles are derived to be 95 g kg^?1-fuel, 0.3 g kg^?1-fuel and 1.8 × 10¹⁵ particles kg^?1-fuel, respectively. The emission factors for on-road heavy-duty vehicles are 50 g kg^?1-fuel, 1.3 g kg^?1-fuel and 1.1 × 10¹⁶ particles kg^?1-fuel, respectively. The carbon monoxide emission factors from this study agree with those derived from remote sensing and on-board vehicle emission testing systems in China. The on-road black carbon and particle number emission factors for Chinese vehicles are reported for the first time in the literature. Strong traffic impacts can be observed from the concentrations measured in these different environments. Most clear is a reflection of diesel truck traffic activity in black carbon concentrations. The comparison of the particle size distributions measured at the three environments suggests that the traffic is a major source of ultrafine particles. A four-day traffic control experiment conducted by the Beijing Government as a pilot to test the effectiveness of proposed controls was found to be effective in reducing extreme concentrations that occurred at both on-road and ambient environments.     

Black Carbon and Polycyclic Aromatic Hydrocarbon Emissions from Vehicles in the United States–Mexico Border Region: Pilot Study

The investigators developed a system to measure black carbon (BC) and particle-bound polycyclic aromatic hydrocarbon (PAH) emission factors during roadside sampling in four cities along the United States–Mexico border, Calexico/Mexicali and El Paso/Juárez. The measurement system included a photoacoustic analyzer for BC, a photoelectric aerosol sensor for particle-bound PAHs, and a carbon dioxide (CO₂) analyzer. When a vehicle with measurable emissions passed the system probe, corresponding BC, PAH, and CO₂ peaks were evident, and a fuel-based emission factor was estimated. A picture of each vehicle was also recorded with a digital camera. The advantage of this system, compared with other roadside methods, is the direct measurement of particulate matter components and limited interference from roadside dust. The study revealed some interesting trends: Mexican buses and all medium-duty trucks were more frequently identified as high emitters of BC and PAH than heavy-duty trucks or passenger vehicles. In addition, because of the high daily mileage of buses, they are good candidates for additional study. Mexican trucks and buses had higher average emission factors compared with U.S. trucks and buses, but the differences were not statistically significant. Few passenger vehicles had measurable BC and PAH emissions, although the highest emission factor came from an older model passenger vehicle licensed in Baja California.     

Sources and characteristics of carbonaceous aerosols at Agra “World heritage site” and Delhi “capital city of India”

Agra, one of the oldest cities “World Heritage site”, and Delhi, the capital city of India are both located in the border of Indo-Gangetic Plains (IGP) and heavily loaded with atmospheric aerosols due to tourist place, anthropogenic activities, and its topography, respectively. Therefore, there is need for monitoring of atmospheric aerosols to perceive the scenario and effects of particles over northern part of India. The present study was carried out at Agra (AGR) as well as Delhi (DEL) during winter period from November 2011 to February 2012 of fine particulate (PM_2.5: d?<?2.5 μm) as well as associated carbonaceous aerosols. PM_2.5 was collected at both places using medium volume air sampler (offline measurement) and analyzed for organic carbon (OC) and elemental carbon (EC). Also, simultaneously, black carbon (BC) was measured (online) at DEL. The average mass concentration of PM_2.5 was 165.42?±?119.46 μg m^?3 at AGR while at DEL it was 211.67?±?41.94 μg m^?3 which is ~27 % higher at DEL than AGR whereas the BC mass concentration was 10.60 μg m^?3. The PM_2.5 was substantially higher than the annual standard stipulated by central pollution control board and United States Environmental Protection Agency standards. The average concentrations of OC and EC were 69.96?±?34.42 and 9.53?±?7.27 μm m^?3, respectively. Total carbon (TC) was 79.01?±?38.98 μg m^?3 at AGR, while it was 50.11?±?11.93 (OC), 10.67?±?3.56 μg m^?3 (EC), and 60.78?±?14.56 μg m^?3 (TC) at DEL. The OC/EC ratio was 13.75 at (AGR) and 5.45 at (DEL). The higher OC/EC ratio at Agra indicates that the formation of secondary organic aerosol which emitted from variable primary sources. Significant correlation between PM_2.5 and its carbonaceous species were observed indicating similarity in sources at both sites. The average concentrations of secondary organic carbon (SOC) and primary organic carbon (POC) at AGR were 48.16 and 26.52 μg m^?3 while at DEL it was 38.78 and 27.55 μg m^?3, respectively. In the case of POC, similar concentrations were observed at both places but in the case of SOC higher over AGR by 24 in comparison to DEL, it is due to the high concentration of OC over AGR. Secondary organic aerosol (SOA) was 42 % higher at AGR than DEL which confirms the formation of secondary aerosol at AGR due to rural environment with higher concentrations of coarse mode particles. The SOA contribution in PM_2.5 was also estimated and was ~32 and 12 % at AGR and DEL respectively. Being high loading of fine particles along with carbonaceous aerosol, it is suggested to take necessary and immediate action in mitigation of the emission of carbonaceous aerosol in the northern part of India.     

Present and potential future contributions of sulfate,black and organic carbon aerosols from China to global air quality,premature mortality and radiative forcing

Aerosols are harmful to human health and have both direct and indirect effects on climate. China is a major contributor to global emissions of sulfur dioxide (SO₂), a sulfate (SO₄^2?) precursor, organic carbon (OC), and black carbon (BC) aerosols. Although increasingly examined, the effect of present and potential future levels of these emissions on global premature mortality and climate change has not been well quantified. Through both direct radiative effects and indirect effects on clouds, SO₄^2? and OC exert negative radiative forcing (cooling) while BC exerts positive forcing (warming). We analyze the effect of China's emissions of SO₂, SO₄^2?, OC and BC in 2000 and for three emission scenarios in 2030 on global surface aerosol concentrations, premature mortality, and radiative forcing (RF). Using global models of chemical transport (MOZART-2) and radiative transfer (GFDL RTM), and combining simulation results with gridded population data, mortality rates, and concentration–response relationships from the epidemiological literature, we estimate the contribution of Chinese aerosols to global annual premature mortality and to RF in 2000 and 2030. In 2000, we estimate these aerosols cause approximately 470 000 premature deaths in China and an additional 30 000 deaths globally. In 2030, aggressive emission controls lead to a 50% reduction in premature deaths from the 2000 level to 240 000 in China and 10 000 elsewhere, while under a high emissions scenario premature deaths increase 50% from the 2000 level to 720 000 in China and to 40 000 elsewhere. Because the negative RF from SO₄^2? and OC is larger than the positive forcing from BC, Chinese aerosols lead to global net direct RF of ?74 mW m^?2 in 2000 and between ?15 and ?97 mW m^?2 in 2030 depending on the emissions scenario. Our analysis indicates that increased effort to reduce greenhouse gases is essential to address climate change as China's anticipated reduction of aerosols will result in the loss of net negative radiative forcing.     

Black carbon (BC) in alpine aerosols and cloud water—concentrations and scavenging efficiencies

During April 1999 and March 2000, intensive field campaigns were performed on a mid-level mountain (Rax, 1644 m a.s.l.) in Central Europe both under out-of-cloud and in-cloud conditions. The black carbon (BC) content of both aerosol and cloud water as well as BC scavenging efficiencies of Rax clouds were measured. As a tracer for the non-carbonaceous aerosol, sulfate was used. Although BC concentrations on Rax were low (April 1999 out-of-cloud average: 0.43 μg/m³, March 2000: 0.72 μg/m³), the BC mass fraction of the aerosol was fairly high (1999: 3.5%, 2000: 6.4%). Average BC concentrations in cloud water were 1.09 μg/ml (1999) and 1.4 μg/ml (2000). These values are far higher than literature values, but comparable to those found in an earlier study (J. Geophys. Res. 105 (D20) (2000) 24637) at a high-level mountain (Sonnblick, 3106 m a.s.l.) some 200 km distant from Rax. The average BC scavenging efficiency of the Rax clouds in March 2000 was 0.54. The increase of scavenging efficiency with increasing liquid water content of the clouds found earlier on Sonnblick for sulfate and aerosol carbon (J. Atmos. Chem 35 (2000) 33), organic carbon (J. Geophys. Res. 105 (2000) 19857), and BC (J. Geophys. Res. 105 (D20) (2000) 24637) was also confirmed on Rax.     

Black carbon aerosols in urban air in South Asia

We report data from a yearlong (2006–2007) study of black carbon concentrations ([BC]) measured at 5-min intervals with an Aethalometer in Karachi, Pakistan. Daily mean [BC] varied from about 1 to 15 μg m^?3. However, short-term spikes exceeding 40 μg m^?3 were common, occurring primarily during the morning and evening rush-hour periods. The [BC] values were highest during November through February, ～10 μg m^?3, and lowest during June through September, ～2 μg m^?3. Diurnal, seasonal, and day-of-the-week trends are discussed. It is demonstrated that these trends are strongly affected by meteorological patterns. A simple expression is applied to the concentration profiles to separate the effects of meteorological conditions and elucidate the underlying emissions patterns. Daily emissions varied from 14,000 to 22,000 kg of BC per day. When integrated over the year emissions for Karachi Proper were estimated at 6.7 kilometric tons per year and emissions for greater Karachi were 17.5 kilometric tons per year. Folding in the populations of each area yields BC emissions of 0.74 and 1.1 kg per person per year, respectively. Applying the model to previously collected data at Lahore, Pakistan yields emissions during November–January that are around a factor of two higher than those in Karachi, but because the BC measurements in Lahore covered only three months, no estimates of annual emissions were attempted. Given the large populations of these cities the local health impact from PM alone is expected to be severe but because of the high [BC] emissions the impact on the global climate may be equally significant.     

Link between aerosol optical,microphysical and chemical measurements in an underground railway station in Paris

Measurements carried out in Paris Magenta railway station in April–May 2006 underlined a repeatable diurnal cycle of aerosol concentrations and optical properties. The average daytime PM₁₀ and PM_2.5 concentrations in such a confined space were approximately 5–30 times higher than those measured in Paris streets. Particles are mainly constituted of dust, with high concentrations of iron and other metals, but are also composed of black and organic carbon. Aerosol levels are linked to the rate at which rain and people pass through the station. Concentrations are also influenced by ambient air from the nearby streets through tunnel ventilation. During daytime approximately 70% of aerosol mass concentrations are governed by coarse absorbing particles with a low Angström exponent (～0.8) and a low single-scattering albedo (～0.7). The corresponding aerosol density is about 2 g cm^?3 and their complex refractive index at 355 nm is close to 1.56–0.035 i. The high absorption properties are linked to the significant proportion of iron oxides together with black carbon in braking systems. During the night, particles are mostly submicronic, thus presenting a greater Angström exponent (～2). The aerosol density is lower (1.8 g cm^?3) and their complex refractive index presents a lower imaginary part (1.58–0.013 i), associated to a stronger single-scattering albedo (～0.85–0.90), mostly influenced by the ambient air. For the first time we have assessed the emission (deposition) rates in an underground station for PM₁₀, PM_2.5 and black carbon concentrations to be 3314 ± 781(?1164 ± 160), 1186 ± 358(?401 ± 66) and 167 ± 46(?25 ± 9) μg m^?2 h^?1, respectively.