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.     

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.     

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.     

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.     

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.     

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.     

The efficiency of cellulose fibre filters with respect to lead and black smoke in urban aerosol

Retention efficiencies have been empirically determined of three types of cellulose filter which have been widely used for sampling urban aerosol (Whatman Nos. 1. 4, and 541).Clean papers retained approx. 50, 30 and 15 per cent of lead, and 70, 40 and 30 per cent of “black smoke” respectively, at a face velocity of 6.5 cm s⁻¹. In each case, retention efficiency approached 100 per cent at a soiling value (100 — per cent Reflectance) of 40 per cent.     

Characteristics of puff dispersion in an urban environment

Instantaneous releases of sulfur hexafluoride tracer were carried out as part of the Joint Urban 2003 field campaign in Oklahoma City. Data from 10 fast-response tracer samplers were used to examine the crosswind and along-wind spread of the tracer, the decay of tracer concentrations, and the retention of tracer within approximately 1 km of the release locations. The time variation of the median values of the tracer concentrations, normalized by the peak value observed at a given sampler, could be approximately described by an exponential decay with characteristic decay times on the order of 1–2 min. The longer times were found for early morning releases and the shorter times were associated with later morning or afternoon releases, suggesting that atmospheric stability or the depth of the mixed layer may affect puff dispersion even in urban environments. The median retention times required for 99% of the exposure to be realized at a given location were found to be correlated reasonably well with the median decay times. These characteristic time scales should be regarded as lower limits for concentration decay because the analysis excluded a number of anomalous cases in which the decaying concentrations exhibited an extended tail that indicated a very slow ventilation rate. The median values of the along-wind dispersion parameter σ_x grouped into downwind distance ranges can be described by a linear variation with distance with an initial “hold up” contribution due to building effects of about 30–45 m, but there are considerable variations about this relationship. Downwind 0.5–1 km from the release point the lateral puff dispersion (σ_y) was roughly 70% of the along-wind dispersion.     

Estimating trace gas and aerosol emissions over South America: Relationship between fire radiative energy released and aerosol optical depth observations

Contemporary human activities such as tropical deforestation, land clearing for agriculture, pest control and grassland management lead to biomass burning, which in turn leads to land-cover changes. However, biomass burning emissions are not correctly measured and the methods to assess these emissions form a part of current research area. The traditional methods for estimating aerosols and trace gases released into the atmosphere generally use emission factors associated with fuel loading and moisture characteristics and other parameters that are hard to estimate in near real-time applications. In this paper, fire radiative power (FRP) products were extracted from Moderate Resolution Imaging Spectroradiometer (MODIS) and from the Geostationary Operational Environmental Satellites (GOES) fire products and new South America generic biomes FRE-based smoke aerosol emission coefficients were derived and applied in 2002 South America fire season. The inventory estimated by MODIS and GOES FRP measurements were included in Coupled Aerosol-Tracer Transport model coupled to the Brazilian developments on the Regional Atmospheric Modeling System (CATT-BRAMS) and evaluated with ground truth collected in Large Scale Biosphere–Atmosphere Smoke, Aerosols, Clouds, rainfall, and Climate (SMOCC) and Radiation, Cloud, and Climate Interactions (RaCCI). Although the linear regression showed that GOES FRP overestimates MODIS FRP observations, the use of a common external parameter such as MODIS aerosol optical depth product could minimize the difference between sensors. The relationship between the PM_2.5μm (Particulate Matter with diameter less than 2.5 μm) and CO (Carbon Monoxide) model shows a good agreement with SMOCC/RaCCI data in the general pattern of temporal evolution. The results showed high correlations, with values between 0.80 and 0.95 (significant at 0.5 level by student t test), for the CATT-BRAMS simulations with PM_2.5μm and CO.     

Carbon dioxide fluxes over an urban park area

From September 2006 to October 2007 turbulent fluxes of carbon dioxide were measured at an urban tower station (26 m above ground level, z/z_h = 1.73) in Essen, Germany, using the eddy covariance technique. The site was located at the border between a public park area (70 ha) in the south–west of the station and suburban/urban residential as well as light commercial areas in the north and east of the tower. Depending on the land-use two different sectors (park and urban) were identified showing distinct differences in the temporal evolution of the surface-atmosphere exchange of CO₂. While urban fluxes appear to be governed by anthropogenic emissions from domestic heating and traffic (average flux 9.3 μmol m^?2 s^?1), the exchange of CO₂ was steered by biological processes when the park contributed to the flux footprint. The diurnal course during the vegetation period exhibited negative daytime fluxes up to ?10 μmol m^?2 s^?1 on average in summer. Nevertheless, with a mean of 0.8 μmol m^?2 s^?1 park sector fluxes were slightly positive, thus no net carbon uptake by the surface occurred throughout the year.In order to sum the transport of CO₂ a gap-filling procedure was performed by means of artificial neural network generalisation. Using additional meteorological inputs the daily exchange of CO₂ was reproduced using radial basis function networks (RBF). The resulting yearly sum of 6031 g m^?2 a^?1 indicates the entire study site to be a considerable source of CO₂.     

Ground-based remote sensing measurements of aerosol and ozone in an urban area: A case study of mixing height evolution and its effect on ground-level ozone concentrations

We have estimated the mixing height (MH) and investigated the relationship between vertical mixing and ground-level ozone concentrations in Seoul, Korea, by using three ground-based active remote sensing instruments operating side by side: micro-pulse lidar (MPL), differential absorption lidar (DIAL), and differential optical absorption spectroscopy (DOAS). The MH is estimated from MPL measurements of aerosol extinction profiles by the gradient method under convective conditions. Comparisons of the MHs estimated from MPL and radiosonde measurements show a good agreement (r²=0.99). Continuous MPL measurements with high temporal and vertical resolution reveal the diurnal variations of the MH under convective conditions and the presence of a residual layer during the nighttime. Comprehensive measurements of ozone and aerosol by MPL, DIAL and DOAS during an high ozone episode (24–26 May 2000) in Seoul, Korea, reveal that (1) photochemical ozone production and advection from upwind regions (the western part of Seoul) contribute two peaks of ozone concentrations at the ground around 14:00 and 18:00 local time on 25 May 2000, respectively, and (2) the entrainment and the fumigation processes of ozone aloft in the nighttime residual layer into the ground is a major contributor of high concentrations of ground-level ozone observed on the following day (26 May 2000).     

Fine particulate matter and carbon monoxide exposure concentrations in urban street transport microenvironments

Personal exposure studies are crucial alongside microenvironment and ambient studies in order to get a better understanding of the health risks posed by fine particulate matter and carbon monoxide in the urban transport microenvironment and for making informed decisions to manage and reduce the health risks. Studies specifically assessing the PM_2.5, ultrafine particle count and carbon monoxide personal exposure concentrations of adults in an urban transport microenvironment have steadily increased in number over the last decade. However, no recent collective summary is available, particularly one which also considers ultrafine particles; therefore, we present a review of the personal exposure concentration studies for the above named pollutants on different modes of surface transportation (walking, cycling, bus, car and taxi) in the urban transport microenvironment. Comparisons between personal exposure measurements and concentrations recorded at fixed monitoring sites are considered in addition to the factors influencing personal exposure in the transport microenvironment.In general, the exposure studies examined revealed pedestrians and cyclists to experience lower fine particulate matter and CO exposure concentrations in comparison to those inside vehicles—the vehicle shell provided no protection to the passengers. Proximity to the pollutant sources had a significant impact on exposure concentration levels experienced, consequently individuals should be encouraged to use back street routes. Fixed monitoring stations were found to be relatively poor predictors of CO and PM_2.5 exposure concentration levels experienced by individuals in the urban transport microenvironment. Although the mode of transport, traffic and meteorology parameters were commonly identified as significant factors influencing exposure concentrations to the different pollutants under examination, a large amount of the exposure concentration variation in the exposure studies remained unexplained.