On the contribution of black carbon to the composite aerosol radiative forcing over an urban environment

This paper discusses the extent of Black Carbon (BC) radiative forcing in the total aerosol atmospheric radiative forcing over Pune, an urban site in India. Collocated measurements of aerosol optical properties, chemical composition and BC were carried out for a period of six months (during October 2004 to May 2005) over the site. Observed aerosol chemical composition in terms of water soluble, insoluble and BC components were used in Optical Properties of Aerosols and Clouds (OPAC) to derive aerosol optical properties of composite aerosols. The BC fraction alone was used in OPAC to derive optical properties of BC aerosols. The aerosol optical properties for composite and BC aerosols were separately used in SBDART model to derive direct aerosol radiative forcing due to composite and BC aerosols. The atmospheric radiative forcing for composite aerosols were found to be +35.5, +32.9 and +47.6 Wm^?2 during post-monsoon, winter and pre-monsoon seasons, respectively. The average BC mass fraction found to be 4.83, 6.33 and 4 μg m^?3 during the above seasons contributing around 2.2 to 5.8% to the total aerosol load. The atmospheric radiative forcing estimated due to BC aerosols was +18.8, +23.4 and +17.2 Wm^?2, respectively during the above seasons. The study suggests that even though BC contributes only 2.2–6% to the total aerosol load; it is contributing an average of around 55% to the total lower atmospheric aerosol forcing due to strong radiative absorption, and thus enhancing greenhouse warming.     

The longitudinal dependence of black carbon concentration on traffic volume in an urban environment

The purpose of this study was to evaluate the effect of traffic volume on ambient black carbon (BC) concentration in an inner-city neighborhood "hot spot" while accounting for modifying effects of weather and time. Continuous monitoring was conducted for 12 months at the Baltimore Traffic Study site surrounded by major urban streets that together carry over 150,000 vehicles per day. Outdoor BC concentration was measured with an Aethalometer; vehicles were counted pneumatically on two nearby streets. Meteorological data were also obtained. Missing data were imputed and all data were normalized to a 5-min observational interval (n = 105,120). Time-series modeling accounted for autoregressively (AR) correlated errors. This study found that outdoor BC was positively correlated at a statistically significant level with neighborhood-level vehicle counts, which contributed at a rate of 66 +/- 10 (SE) ng/m3 per 100 vehicles every 5 min. Winds from the SW-S-SE quarter were associated with the greatest increases in BC (376-612 ng/m3). These winds would have entrained BC from Baltimore's densely trafficked central business district, as well as a nearby interstate highway. The strong influence of wind direction implicates atmospheric transport processes in determining BC exposure. Dew point, mixing height, wind speed, season, and workday were also statistically significant predictors. Background exposure to BC was estimated to be 905 ng/m3. The optimal, statistically significant representation of BC's autocorrelation was AR([1:6]) x 288 x 2016, where the short-term AR factor (lags 1-6) indicated that BC concentrations are correlated for up to 30 min, and the AR factors for lags 288 and 2016 indicate longer-term autocorrelations at diurnal and weekly cycles, respectively. It was concluded that local exposure to BC from mobile sources is substantially modified by meteorological and temporal conditions, including atmospheric transport processes. BC concentration also demonstrates statistically significant autocorrelation at several time scales.     

Spatial distribution of aerosol black carbon over India during pre-monsoon season

Aerosol black carbon (BC) mass concentrations ([BC]), measured continuously during a mutli-platform field experiment, Integrated Campaign for Aerosols gases and Radiation Budget (ICARB, March–May 2006), from a network of eight observatories spread over geographically distinct environments of India, (which included five mainland stations, one highland station, and two island stations (one each in Arabian Sea and Bay of Bengal)) are examined for their spatio-temporal characteristics. During the period of study, [BC] showed large variations across the country, with values ranging from 27 μg m^?3 over industrial/urban locations to as low as 0.065 μg m^?3 over the Arabian Sea. For all mainland stations, [BC] remained high compared to highland as well as island stations. Among the island stations, Port Blair (PBR) had higher concentration of BC, compared to Minicoy (MCY), implying more absorbing nature of Bay of Bengal aerosols than Arabian Sea. The highland station Nainital (NTL), in the central Himalayas, showed low values of [BC], comparable or even lower than that of the island station PBR, indicating the prevalence of cleaner environment over there. An examination of the changes in the mean temporal features, as the season advances from winter (December–February) to pre-monsoon (March–May), revealed that: (a) Diurnal variations were pronounced over all the mainland stations, with an afternoon low and a nighttime high; (b) At the islands, the diurnal variations, though resembled those over the mainlands, were less pronounced; and (c) In contrast to this, highland station showed an opposite pattern with an afternoon high and a late night or early morning low. The diurnal variations at all stations are mainly caused by the dynamics of local Atmospheric Boundary Layer (ABL). At the entire mainland as well as island stations (except HYD and DEL), [BC] showed a decreasing trend from January to May. This is attributed to the increased convective mixing and to the resulting enhanced vertical dispersal of species in the ABL. In addition, large short-period modulations were observed at DEL and HYD, which appeared to be episodic. An examination of this in the light of the MODIS-derived fire count data over India along with the back-trajectory analysis revealed that advection of BC from extensive forest fires and biomass-burning regions upwind were largely responsible for this episodic enhancement in BC at HYD and DEL.     

Effects of radiative forcing by black carbon aerosol on spring rainfall decrease over Southeast Asia

The effects of black carbon (BC) aerosol radiative forcing on spring rainfall in Southeast Asia are studied using numerical simulations with the NASA finite-volume General Circulation Model (fvGCM) forced with monthly varying three-dimensional aerosol distributions from the Goddard Ozone Chemistry Aerosol Radiation and Transport model (GOCART).During the boreal spring, March–April–May (MAM), BC from local emissions accumulates over Southeast Asia. The BC aerosol layer, which extends from the surface to higher elevation above planetary boundary layer (PBL), absorbs solar radiation and heats the mid-troposphere through a semi-direct effect over regions of large aerosol optical thickness (AOT) and thereby significantly perturbs large-scale and meridional circulations. Results show that anomalous precipitation patterns and associated large-scale circulations induced by radiative forcing by BC aerosol can explain observed precipitation reductions, especially over Southeast Asia. Therefore, BC aerosol forcing may be one of the important factors affecting the spring rainfall trend over Southeast Asia.     

Carbonaceous aerosol in urban and rural European atmospheres: estimation of secondary organic carbon concentrations

Aerosol samples from urban, rural and coastal areas in Europe were analysed for carbonaceous content by a thermaloptical transmission method. The fraction of particulate organic carbon with a secondary origin in gas/particle conversion of volatile organic compounds was estimated from the minimum ratio between particulate organic and black carbon, which occurred during periods of reduced photochemical activity. Values calculated by this method ranged from a minimum of 17%, in Birmingham, UK, during winter, to a maximum of 78% at a rural coastal area, in Portugal, with air masses transported directly from the ocean. A clear seasonal dependence was observed at both rural and urban environments, with minimum secondary organic carbon production during winter.     

Seasonal variation of black carbon aerosols over a tropical urban city of Pune,India

Black carbon (BC) aerosols were monitored continuously at Pune, a tropical urban location in southwest India, using aethalometer AE-42 model. Results of the data for the 1-year period (January to December 2005) have been discussed here. Seasonal and diurnal variations of BC in relation to changes in the regional meteorological conditions and local boundary layer characteristics have been studied along with the mass fraction of BC to the total suspended particulates (TSP) in different months. Also, using the Hysplit model, back-trajectories are studied to assess the sources for transported BC particles. The data collected during January to December 2005 indicated that annual average BC concentration (4.1 μg m⁻³) at Pune was comparable to that reported for other urban locations in southern Indian region. During winter season, BC concentrations were maximum (about 80% more than annual mean), mainly due to prevailing meteorological conditions like low wind speeds and low ventilation coefficients; as well as due to the transport from northeast regions. Minimum BC concentrations were observed during monsoon season (about 68% less than annual mean), which could be attributed to the wash-out effects due to precipitation as well as due to southwesterly winds coming from marine areas. Diurnal variation of BC showed two peaks, one in morning and another in the evening, which are mostly related to the daily changes in the local boundary layer. However, the intensity of local traffic emissions could have some impact on the magnitude of these peaks. BC aerosols formed about 2.3% of the total aerosol mass fraction at Pune.     

Street level versus rooftop concentrations of submicron aerosol particles and gaseous pollutants in an urban street canyon

Gaseous air pollutants and aerosol particle concentrations were monitored in an urban street canyon for two weeks. The measurements were performed simultaneously at two different heights: at street level (gases 3 m, aerosol particles 1.5 m) and at a rooftop 25 m above the ground. The main objective of the study was to investigate the vertical changes in concentrations of pollutants and the factors leading to the formation of the differences. The physical parameters controlling the concentration gradients (e.g. the flow and micrometeorology) were not directly measured and the conclusions of the study rely mostly on the high time resolution concentration measurements. It was concluded that dilution and dispersion decreases the concentrations of pollutants emitted at street level by a factor of roughly 5 between the two sampling heights. However, for some compounds the chemical reactions were seen to be of more importance when the vertical gradient is formed. In order to determine the processes leading to gradients in aerosol particle concentrations the photochemical formation of submicrometer aerosol particles was investigated using a theoretical expression based on the measured data. It was clearly seen that most of the particles originate from traffic in the vicinity of the measurement site. Also a few events were detected which might have been due to local gas-to-particle conversion.     

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.     

Comparison of manufactured and black carbon nanoparticle concentrations in aquatic sediments

In this paper, we show that concentrations of manufactured carbon-based nanoparticles (MCNPs) in aquatic sediments will be negligible compared to levels of black carbon nanoparticles (BCNPs). This is concluded from model calculations accounting for MCNP sedimentation fluxes, removal rates due to aggregation or degradation, and MCNP burial in deeper sediment layers. The resultant steady state MCNP levels are compared with BCNP levels calculated from soot levels in sediments and weight fractions of nanosized fractions of these soot particles. MCNP/BCNP ratios range from 10⁻⁷ to 10⁻⁴ (w:w). This suggests that the often acclaimed effect of MCNPs on organic pollutant binding and bioavailability will likely be below the level of detection if natural BCNPs are present, even if binding to MCNP is one to two orders of magnitude stronger than to BCNPs. Furthermore, exposure and toxic effects of MCNPs in sediments and soils will be negligible compared to that of BCNPs.     

Influence of a slight urban pollution on the size distribution of a marine aerosol

Size measurements of atmospheric aerosol, using impactors and Nuclepore filters have been carried out. Analysis were made by electron and optic microscopy. Thus we obtain a size distribution from D_p = 10^?2μm to D_p = 70 μm over the Atlantic Ocean and at urban location. The statistical analysis of the curves allows to compare the results and to point out the effect of an urban pollution on a marine aerosol.     

道路环境黑碳变化特征及影响因素

为了分析道路环境黑碳浓度变化规律及影响因素,在北京APEC会议期间及前后对道路环境黑碳（BC）、NOx及PM2.5浓度进行测量,同时调查道路车流信息及气象数据,应用相关性分析、多元线性回归模型和排放强度计算等方法分析了机动车限行和气象条件对路边BC浓度的影响。结果显示：监测期间北土城东路路边的BC平均浓度为7.44 μg·m-3,限行期间10 d的平均浓度为4.43 μg·m-3,非限行期间21天的平均浓度为8.87 μg·m-3,机动车限行期间BC浓度下降50%。道路环境BC浓度高峰值分别出现在06：00-09：00和18：00-21：00,路边BC浓度与NOx和PM2.5浓度具有正线性相关性。限行期间总车流量下降52%,重型车辆流量变化不大,由于车流量下降和车速升高机动车尾气BC排放强度降低约15%。多元线性回归模型和情景分析结果显示限行期间气象条件和限行措施对BC浓度下降的贡献率分别为56%和30%,非限行期间如果采取限行措施可以使路边BC浓度下降34%。     

重庆市核心区黑碳气溶胶浓度特征以及影响因素分析

2013年4月至2014年2月期间利用重庆市大气超级站的黑碳气溶胶(black carbon,BC)、气态污染物(SO2、NOx和O3)和颗粒物观测数据,分析了重庆市BC浓度的变化特征及与能见度、颗粒物以及SO2、NOx和O3气态污染物的相关性。观测期间BC年日均值为(4.86±2.37)μg/m3,浓度范围为1.32~11.54μg/m3。秋冬季BC日均浓度及相对偏差比春夏季高。BC和能见度呈负相关性。4个季度的BC与PM10、PM2.5和PM1日均值显著正相关,相关系数最小在夏季,最大在秋季。BC与O3日均值呈负相关性。BC与SO2,NOx日均值显著正相关,表明重庆市BC与SO2,NOx来源相近,即为燃煤和机动车尾气排放。     

The effect of EURO-0 vehicle substitution on polycyclic aromatic hydrocarbon and carbon monoxide concentrations in an urban area

From 1994 to 2003, daily air concentrations of particle-bound polycyclic aromatic hydrocarbons (PAHs) and carbon monoxide (CO) were regularly monitored at two traffic-oriented sampling sites (A and B) in urban Genoa, Italy. The data were used to estimate effects on air quality in real situations due to progressive substitution of EURO-0 vehicles, started in 1993, with less-polluting vehicles (EURO-1, EURO-2), mainly gasoline vehicles with a catalyst. PAH profile classification and diagnostic PAH ratios were used to identify 345 samples of predominantly traffic origin. At both sites, CO and PAH daily concentrations decreased exponentially with time and the apparent half-life values calculated were 6.3 and 5.5 for CO and 3.7 and 3.5 years for PAHs at sites A and B, respectively. At site A, monitored for traffic intensity, multiple regression analyses confirmed that daily PAH and CO concentrations were positively correlated with the number of non-catalytic vehicles estimated to cross this site during sampling and negatively correlated with seasonal variables (air temperature, ozone concentration, relative air humidity). The reduction in air pollution estimated for complete substitution of non-catalytic gasoline vehicles was 89% for BaP, 85% for total PAHs and 69% for CO.     

A semi-empirical box modeling approach for predicting the carbon monoxide concentrations at an urban traffic intersection

Emissions generated roadside and at intersections are observed to be affected when there is a sudden change in the traffic flow pattern or increase in the vehicular population, particularly, during peak hours and during special events. The vehicles that queue up at traffic intersections spend a longer amount of time in idle driving mode generating more pollutant emissions per unit time. Other driving patterns (i.e., acceleration, deceleration and cruising) are also observed at intersections, affecting the emission pattern and therefore the resulting pollutant concentrations. The emission rate is not only affected by the increase in the vehicular population but also by the constantly changing traffic flow patterns and vehicles’ driving modes. The nature of the vehicle flows also affects the rate and nature of the dispersion of pollutants in the vicinity of the road, influencing the pollutant concentration. It is, therefore, too complex to simulate the effect of such dynamics on the resulting emission rates using conventional deterministic causal models.In view of this, a simple semi-empirical box model based on the ‘traffic flow rate’, is demonstrated in the present study for estimating the hourly average carbon monoxide (CO) concentrations on a 1-week data at one of the busiest traffic intersections in Delhi. The index of agreement for a whole week, was found to be 0.84, suggesting that the semi-empirical model is 84% error free. A value of 0.87 was found for weekdays and 0.75 for weekend days. The correlation coefficient for the whole week was found to be 0.75, with 0.78 for the weekdays and 0.62 for the weekend days. The RMSE and RRMSE were found to be 1.87% and 41% for a whole week, with 1.81% and 39.93% for the weekdays and 2.0% and 43.47% for the weekend days, respectively. Specific vehicle emission rates are optimized in this study for individual vehicle category, which may be useful in assessing their impacts on the air quality when there is a significant change in a specific vehicular population and the traffic pattern.     

添加剂对炭黑颗粒润湿和沉降性能的影响

为提高湿式除尘装置对炭黑颗粒物的去除效率,通过向吸收液中添加复配表面活性剂以提高吸收液对炭黑的润湿性,投加絮凝剂使进入吸收液的炭黑颗粒发生凝聚和沉降,从而使吸收液得以循环利用。其中表面活性剂的复配以非离子表面活性剂月桂醇聚氧乙烯（9）醚（AEO-9）为主,与十二烷基苯磺酸钠（SDBS）、十六烷基三甲基溴化胺（CTAB）和壬酚基聚氧乙烯醚（TX-10）分别复配,筛选出复配效果最好的一组复配液;然后投加絮凝剂,探讨絮凝剂的加入对吸收液中炭黑颗粒物絮凝沉降的影响。结果表明,在AEO-9浓度为0．05mmol／L,TX-10浓度为0．09mmol／L时,吸收液的表面张力最小,为36．75mN／m;投加无机絮凝剂聚合氯化铝（PAC）浓度为100mg／L时,经15min沉降,炭黑的沉降率可达88．1％,上清液中悬浮颗粒的平均粒径为6．36μm。     

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.