Low Black Carbon Research Articles

The Imprint of the Southern Annular Mode on Black Carbon AOD in the Western Cape Province

This study examines the relationship between variations of the Southern Annular Mode (SAM) and black carbon (BC) at 550 nm aerosol optical depth (AOD) in the Western Cape province (WC). Variations of the positive (negative) phase of the SAM are found to be related to regional circulation types (CTs) in southern Africa, associated with suppressed (enhanced) westerly wind over the WC through the southward (northward) migration of Southern Hemisphere mid-latitude cyclones. The CTs related to positive (negative) SAM anomalies induce stable (unstable) atmospheric conditions over the southwestern regions of the WC, especially during the austral winter and autumn seasons. Through the control of CTs, positive (negative) SAM phases tend to contribute to the build-up (dispersion and dilution) of BC in the study region because they imply dry (wet) conditions which favor the build-up (washing out) of pollutant particles in the atmosphere. Indeed, recent years with an above-average frequency of CTs related to positive (negative) SAM anomalies are associated with a high (low) BC AOD over southwesternmost Africa.

Does urban greenway design affect air pollution exposure? A case study of Seoul, South Korea

This study investigates whether different urban greenway designs can influence personal exposure to air pollutants in highly urbanized environments in Seoul, Korea. Mobile and in-situ measurements of ultrafine particles (UFP) and black carbon (BC) concentrations were conducted on three different types of urban greenway designs: 1) an at-grade greenway next to traffic; 2) an elevated greenway above (10−14 m) traffic; and 3) a sunken greenway below (2.5−3 m) traffic. Results from the mobile measurements showed that the UFP and BC concentrations were up to 30 % lower on all types of greenway than on sidewalks. This result was further confirmed by the in-situ measurement, which showed 47 % lower UFP concentrations in the sunken greenway and 80 % lower BC concentrations in the elevated greenway compared to the sidewalk. Pollutant concentrations also varied according to microenvironmental factors, such as land uses, height of surrounding buildings, nearby traffic, and vegetation. Our findings highlight the importance of considering air pollution exposure when designing urban greenways in highly urbanized environments. In particular, greenway designs that promote vertical separation from traffic sources might be crucial in mitigating air pollution exposure. The results of this study are based on data gathered over a six-day field measurement, and further studies over a longer time period are warranted to confirm our findings.

Effect of aerosol-induced snow darkening on the direct radiative effect of aerosols over the Himalayan region

Regional heterogeneity in direct and snow albedo forcing of aerosols over the Himalayan cryosphere was investigated using a regional climate model coupled with the community land model having snow, ice and aerosol radiation module. Deposition of absorbing aerosols like dust (natural) and black carbon (BC) (anthropogenic) decreases the snow albedo (snow darkening) over the Himalayas. Western Himalayas experiences a large reduction in the snow albedo (0.037) despite having lower BC mass concentration compared to central (0.014) and eastern (0.005) Himalayas. The contribution of BC and dust to the snow albedo reduction is comparable over the western and eastern Himalayas. The inclusion of aerosol-induced snow darkening in to the model reduces its bias with respect to the satellite derived surface albedo by 59%, 53% and 35% over western, central and eastern Himalayas respectively during the spring season. Since surface albedo decides the sign and magnitude of aerosol direct radiative forcing, aerosol induced snow darkening significantly affects the direct radiative effects of aerosols. Hence, the aerosol-induced decrease in snow albedo causes an early reversal in the sign of aerosol direct radiative forcing at the top of the atmosphere from warming to cooling over the western and central Himalayas, which can have implications in the radiation balance and water security over the region.

Black Carbon Contributes Substantially to Allochthonous Carbon Storage in Deltaic Vegetated Coastal Habitats

Vegetated coastal habitats (VCHs) rank among the most intense carbon sinks in natural ecosystems, playing an important role in the global carbon cycle. A significant part of the organic carbon (OC) they store may be allochthonous OC that has been sequestered elsewhere. Yet, the compositions of allochthonous OC are largely unknown. Here, we present concentrations and carbon isotopic (13C and 14C) compositions and accumulation rates of carbon in the VCHs from major temperate-subtropical deltas of China: Yellow, Yangtze, and Pearl river deltas. We find that black carbon (BC) amounts to 9-25% of OC across sites. Temperate VCHs exhibit lower BC contents but higher BC contributions than subtropical VCHs. This seemingly counterintuitive result can be explained by increased accumulation of long-term, stable, allochthonous OC in temperate VCHs. BC in temperate VCHs contains 1.5-2 times more fossil BC than that in subtropical VCHs in the 1 m depth soil, which is likely influenced by atmospheric input and the aging effect. We estimate an accumulation rate of BC in China's VCHs of 33.1 ± 14.5 g m-2 year-1, acting as a hotspot for BC burial. These results point to a substantial and hitherto unquantified contribution of BC components to blue carbon storage, as well as the VCHs to global BC storage. Preservation of this old-aged, stable OC implies an important ecosystem service of the VCHs for climate change mitigation.

Optically Measured Black and Particulate Brown Carbon Emission Factors from Real-World Residential Combustion Predominantly Affected by Fuel Differences

Residential solid fuel use is an important source of black carbon (BC) but also a main source of uncertainty in BC emission inventories, as reliable real-world emission factors (EFs) and data on consumption of noncommercial household fuels are limited. In this study, particulate BC and brown carbon (BrC) for real-world indoor coal and biomass burning were evaluated using a SootScan model OT21 optical transmissometer from a field campaign including 343 biomass/coal combustion events. The highest BC EF from the burning of coal cake (a mixed fuel locally made from coal and clay) was 1.6-6.4 higher than that of other fuels, and BC EFs were higher for coal combustion than for biomass burning. The highest particulate BrC EF was from charcoal burning and was 1.5-4.3 times higher than that from other biomass and coals. Burning fuel in iron stoves had lower BC and BrC EFs, at approximately 15-66% and 40-54%, respectively, compared with burning in other stove types. The difference between heating and cooking activities was statistically insignificant (p > 0.05). A generalized linear model coupled with dominance analysis evidenced that the EFs were significantly associated with fuel and stove types, with the fuel difference being a major influencing factor explaining 68% of the variation. This suggests that a clean fuel transition would have beneficial impacts on air pollution associated with the residential sector in China. The absorption EFs differed by 2-3 orders of magnitude across different fuel-stove combinations. The Absorption Ångström Exponent values for the particulate from residential solid fuel combustions ranged from 0.92 to 3.7.

Comparing the Use of High- to Low-Cost Black Carbon and Carbon Dioxide Sensors for Characterizing On-Road Diesel Truck Emissions.

The exhaust plume capture method is a commonly used approach to measure pollutants emitted by in-use heavy-duty diesel trucks. Lower cost sensors, if used in place of traditional research-grade analyzers, could enable wider application of this method, including use as a monitoring tool to identify high-emitting trucks that may warrant inspection and maintenance. However, low-cost sensors have for the most part only been evaluated under ambient conditions as opposed to source-influenced environments with rapidly changing pollutant concentrations. This study compared black carbon (BC) emission factors determined using different BC and carbon dioxide (CO2) sensors that range in cost from $200 to $20,000. Controlled laboratory experiments show that traditional zero and span steady-state calibration checks are not robust indicators of sensor performance when sampling short duration concentration peaks. Fleet BC emission factor distributions measured at two locations at the Port of Oakland in California with 16 BC/CO2 sensor pairs were similar, but unique sensor pairs identified different high-emitting trucks. At one location, the low-cost PP Systems SBA-5 agreed on the classification of 90% of the high emitters identified by the LI-COR LI-7000 when both were paired with the Magee Scientific AE33. Conversely, lower cost BC sensors when paired with the LI-7000 misclassified more than 50% of high emitters when compared to the AE33/LI-7000. Confidence in emission factor quantification and high-emitter identification improves with larger integrated peak areas of CO2 and especially BC. This work highlights that sensor evaluation should be conducted under application-specific conditions, whether that be for ambient air monitoring or source characterization.

The black carbon content variations in the Arctic region during 2011 - 2018

Data on black carbon (BC) concentrations obtained from the board of research vessels (R/V), “Acad. Mstislav Keldysh”, “Acad. M. A. Lavrentyev” and “Prof. Molchanov” in 2011–2018. They were used to study the quantitative distribution of black carbon in the driving air layer over the seas of the Russian Arctic in the summer-autumn period and to determine its main source regions. Variations in the BC content in the near water layer of the atmosphere at the North Pole, in the Norwegian, Barents, Kara, East Siberian Seas and the Laptev Sea are obtained. As a result of 12 marine expeditions in the summer-autumn period of 2011 - 2018 the BC concentration in the atmospheric drive layer in the Arctic was mainly at the background level and averaged 47 ng/m3 (9-95 ng/m3). An increase in the BC concentration by several times, as shown by trajectory analysis, occurs occasionally upon receipt of air masses from the mainland, from areas of associated gas combustion. Low BC values were observed when air masses passed over the water surface from the northern regions of the Arctic. The BC concentration above the water surface depends on the state of the atmosphere in the region of soot sources on the mainland.

Characterizing Black Carbon Emissions from Gasoline, LPG, and Diesel Vehicles via Transient Chassis-Dynamometer Tests

With global anthropogenic black carbon (BC) emissions increasing, automobiles are significantly contributing as the major source of emissions. However, the appropriate regulations of BC emissions from vehicles are not in place. This study examined BC emissions following fuel types (gasoline, liquefied petroleum gas (LPG), and diesel) and engine combustion (gasoline direct injection (GDI) and multi-port injection (MPI) for gasoline vehicles) with emission regulations. To this end, chassis dynamometer and aethalometer (AE33) were used. Driving modes created by the National Institute of Environmental Research (NIER) and emission certification modes (CVS-75 and NEDC) for vehicles in Korea were used to determine BC emissions for various vehicle speeds. In addition, the contributions of biomass and coal combustion to the data of AE33 were analyzed to determine the possibility of tracking the BC sources. MPI, LPG, and EURO 6 with diesel particulate filter (DPF) vehicles emitted the lowest BC emissions in NIER modes. Among gasoline vehicles, MPI vehicles showed the lower BC content in PM emissions. Also, older vehicles in MPI vehicles emitted the high PM and BC emissions. The BC emissions of EURO 3 vehicles without DPF were the highest as the results of previous studies, and it was found that as emissions regulations were tightened, the level of BC results of diesel vehicles became similar with MPI vehicles. The average absorption Ångström exponent (AAE) from difference emissions sources were biomass combustion (oak wood) > coal combustion (the power plant stack) > automobile emissions (gasoline, LPG, diesel).

An Overview of Snow Albedo Sensitivity to Black Carbon Contamination and Snow Grain Properties Based on Experimental Datasets Across the Northern Hemisphere

Black carbon (BC) deposition in snow can trigger a significant reduction in snow albedo and accelerate snowmelt. As a result, numerous snow surveys have performed to measure BC concentrations in snow across the polar regions, the Tibetan Plateau, and other high-mountain regions. This review is aimed to synthesize the current progresses of the potential feedbacks of snow albedo and its sensitivity by BC in snow across the Northern Hemisphere. Generally, BC concentrations in snow are highest in the mid-latitudes of Northern China and North America, and reduce toward higher latitudes (e.g., Greenland and the rest of the Arctic). We found that the snow albedo reduction attributed to low BC contamination (< 20 ng g−1) in older snow (200 μm snow grains) is 1.2%, compared with 0.6% in fresh snow (50 μm snow grains). Non-spherical snow grains exhibit a significantly lower snow albedo reduction (2–6%) due to BC contamination compared with spherical snow grains with 100–500 ng g−1 of BC in the snowpack. Snow–BC–internal mixing reduces the snow albedo (< 10%) more substantially than does external mixing in the case of 50–200 μm snow grains and a given BC concentration (< 2000 ng g−1). Besides the BC and other light-absorbing particles (LAPs), the mixing state of LAPs in snow, snow grain properties, and the scavenging\washing effects are also major challenges in determining snow albedo, which need to be further investigated on a global scale.

Combining atmospheric and snow radiative transfer models to assess the solar radiative effects of black carbon in the Arctic

Abstract. The magnitude of solar radiative effects (cooling or warming) of black carbon (BC) particles embedded in the Arctic atmosphere and surface snow layer was explored on the basis of case studies. For this purpose, combined atmospheric and snow radiative transfer simulations were performed for cloudless and cloudy conditions on the basis of BC mass concentrations measured in pristine early summer and more polluted early spring conditions. The area of interest is the remote sea-ice-covered Arctic Ocean in the vicinity of Spitsbergen, northern Greenland, and northern Alaska typically not affected by local pollution. To account for the radiative interactions between the black-carbon-containing snow surface layer and the atmosphere, an atmospheric and snow radiative transfer model were coupled iteratively. For pristine summer conditions (no atmospheric BC, minimum solar zenith angles of 55∘) and a representative BC particle mass concentration of 5 ng g−1 in the surface snow layer, a positive daily mean solar radiative forcing of +0.2 W m−2 was calculated for the surface radiative budget. A higher load of atmospheric BC representing early springtime conditions results in a slightly negative mean radiative forcing at the surface of about −0.05 W m−2, even when the low BC mass concentration measured in the pristine early summer conditions was embedded in the surface snow layer. The total net surface radiative forcing combining the effects of BC embedded in the atmosphere and in the snow layer strongly depends on the snow optical properties (snow specific surface area and snow density). For the conditions over the Arctic Ocean analyzed in the simulations, it was found that the atmospheric heating rate by water vapor or clouds is 1 to 2 orders of magnitude larger than that by atmospheric BC. Similarly, the daily mean total heating rate (6 K d−1) within a snowpack due to absorption by the ice was more than 1 order of magnitude larger than that of atmospheric BC (0.2 K d−1). Also, it was shown that the cooling by atmospheric BC of the near-surface air and the warming effect by BC embedded in snow are reduced in the presence of clouds.

Impacts of Two East Asian Atmospheric Circulation Modes on Black Carbon Aerosol Over the Tibetan Plateau in Winter

AbstractLight‐absorbing particles over the Tibetan Plateau (TP) can accelerate glacial retreat, thus causing a series of serious environmental and social problems. Previous studies mainly focus on seasonal transport of aerosols over the TP, while the potential factors influencing the subseasonal variation in airborne black carbon (BC) are almost ignored. In this study, the Weather Research and Forecasting coupled with chemistry (WRF‐Chem) model and multiple observations are used to investigate the impacts of East Asian atmospheric circulation on BC aerosol over the TP in winter. Results show that the weakness of westerly wind over northern TP, acceleration of westerly wind over southern TP, and eastward shift of East Asia major trough are responsible for the high BC concentration over east slope of the TP. In this circumstance, more BC from northern India can be transported to eastern TP and the south slopes of the TP by the enhanced westerly wind. The intensified southwesterly wind over eastern TP brings more BC from the Sichuan Basin to northeastern TP. The BC can also penetrate to eastern TP in planetary boundary layer. Subsequently, the weakened westerly wind over northern TP and positive anomalous updrafts over east slope of the TP support the accumulation and uplift of BC. Another circulation mode is opposite to the pattern above and results in low BC concentration over the TP. These two circulation modes are possibly associated with the low‐level meridional temperature anomaly over East Asia, which modulates the upper level atmospheric circulation through the transient eddy feedback.

Study on the characteristics of black carbon during atmospheric pollution conditions in Beijing

Black carbon (BC), not only has a negative impact on human health, but also contributes to visibility degradation and the attenuation of solar radiation due to light absorption. In this paper, we investigated the variations of BC concentration, BC optical characteristics and its effects on the physical and optical properties of atmospheric aerosols based on AERONET data during atmospheric pollution conditions in Beijing from 2012 to 2017. The results indicated that the average annual ground-level BC concentration and BC/PM2.5 were 8.9 μg m−3 and 6.7%, respectively, from 2012 to 2017 during atmospheric pollution conditions in Beijing. The annual mean ground-level BC concentration showed weak variation, but the monthly variation was pronounced during atmospheric pollution conditions. Moreover, the BC column concentration had a higher correlation with absorptive aerosol optical thickness (AAOT) at 870 nm (R2 = 0.93) than 440 nm (R2 = 0.73). The difference in AAOT between 440 nm and 870 nm was more significant under high BC column concentration. The seasonal variation of the BC column concentration that contributed to the AAOT at 870 nm displayed a consistent monthly average variation tendency. The BC column concentrations were divided into three segments of low, moderate, and high according to the results of the approximately normal distribution of the BC column concentration. Compared with high BC concentration, the single scattering albedo (SSA) and asymmetry parameter were enhanced by 0.05 and 0.04 in low BC concentrations, respectively. On the contrary, the fine mode fraction (FMF) was dropped by 12.5% in low BC concentrations. A higher BC concentration contributed to the enhancement in the AAOT and the extinction ratio of the fine mode aerosol. Meanwhile, the atmospheric particles' forward scattering ability was also attenuated under a high BC concentration.

Bus commuter exposure and the impact of switching from diesel to biodiesel for routes of complex urban geometry

We report on commuters’ exposure to black carbon (BC), PM2.5 and particle number (PN, with aerodynamic diameter, da, in the range 0.01 <da< 1.0 μm) collected on-board diesel- and biodiesel-fuelled buses of the Bus Rapid Transit (BRT) system of the city of Curitiba, Brazil. Particulate concentrations measured at high sampling rates allowed the capture of fine gradients along the route and the comparison of in-cabin air pollution on buses of different technologies.Of all metrics, BC showed the largest discrepancies, with mean concentrations of 20.1 ± 20.0 μg m−3 and 3.9 ± 26.0 μg m−3 on diesel- and biodiesel-fuelled buses, respectively. Mean PM2.5 concentrations were similar (31.6 ± 28.5 μg m−3 and 29.0 ± 17.8 μg m−3), whilst mean PN concentrations were larger on the biodiesel buses (56,697 ± 26,800 # cm−3vs. 43,322 ± 32,243 # cm−3). The results are in line with studies on biodiesel emission factors that reported lower BC mass but more particles with smaller diameters. Our hypothesis is that different emission factors of diesel and biodiesel engines reflected in differences of in-cabin particulate concentrations. We found that the passenger exposure during the bus commutes was affected not only by the fuel used but also by the street geometry along the route, with segments with canyon configurations resulting in peak exposure to particulates. The results suggest that i) switching from diesel to biodiesel may help abate commuters’ exposure to BC particles on-board buses of the BRT system, whilst it would need to be complemented with after-treatment technologies to reduce emissions; ii) further reductions in exposure (to peaks in particular) could be achieved by changing bus routes to ones that avoid passing through narrow urban street canyons.

Morphology, Mechanical and Neutron attenuating properties of carbon black filled EPDM / HDPE composites

Flexible polymer composites have been the focus of demanding interest in classical studies of neutron radiation shielding applications. The influence of varied loading of carbon black on the morphology, mechanical and neutron shielding properties of Ethylene Diene Monomer Rubber/High-Density Polyethylene (100/30) blends are observed through this experimental work. EPDM and HDPE were blended in a Brabender type internal mixer and other functional additives were dispersed using two roll mill and later cured using a compression molding, on determining the cure time on rubber rheometer. The carbon black addition enhanced HDPE dispersion in the EPDM matrix, as evidenced through morphological and mechanical analysis. The improvement in the tensile parameters indicates the reinforcing efficiency of the carbon black in EPDM/HDPE blends. Lower tear resistance suggests a weak interface within the EPDM / HDPE blend at low black carbon concentration. Carbon black filled EPDM/HDPE composites displayed a total neutron macroscopic cross-section of 0.28 cm−1 for 2 MeV energy neutrons.

A transition of atmospheric emissions of particles and gases from on-road heavy-duty trucks

Abstract. The transition, in extent and characteristics, of atmospheric emissions caused by the modernization of the heavy-duty on-road fleet was studied utilizing roadside measurements. Emissions of particle number (PN), particle mass (PM), black carbon (BC), nitrogen oxides (NOx), carbon monoxide (CO), hydrocarbon (HC), particle size distributions, and particle volatility were measured from 556 individual heavy-duty trucks (HDTs). Substantial reductions in PM, BC, NOx, CO, and to a lesser extent PN were observed from Euro III to Euro VI HDTs by 99 %, 98 %, 93 %, and 57 % for the average emission factors of PM, BC, NOx, and CO, respectively. Despite significant total reductions in NOx emissions, the fraction of NO2 in the NOx emissions increased continuously from Euro IV to Euro VI HDTs. Larger data scattering was evident for PN emissions in comparison to solid particle number (SPN) for Euro VI HDTs, indicating a highly variable fraction of volatile particle components. Particle size distributions of Euro III to enhanced environmentally friendly vehicle (EEV) HDTs were bimodal, whereas those of Euro VI HDTs were nucleation mode dominated. High emitters disproportionately contributed to a large fraction of the total emissions with the highest-emitting 10 % of HDTs in each pollutant category being responsible for 65 % of total PM, 70 % of total PN, and 44 % of total NOx emissions. Euro VI HDTs, which accounted for 53 % of total kilometres driven by Swedish HDTs, were estimated to only contribute to 2 %, 6 %, 12 %, and 47 % of PM, BC, NOx, and PN emissions, respectively. A shift to a fleet dominated by Euro VI HDTs would promote a transition of atmospheric emissions towards low PM, BC, NOx, and CO levels. Nonetheless, reducing PN, SPN, and NO2 emissions from Euro VI HDTs is still important to improve air quality in urban environments.

Long-term variability, source apportionment and spectral properties of black carbon at an urban background site in Athens, Greece

This study aims to delineate the characteristics of Black Carbon (BC) in the atmosphere over Athens, Greece, using 4-year (May 2015–April 2019) Aethalometer (AE-33) measurements. The average BC concentration is 1.9 ± 2.5 μg m−3 (ranging from 0.1 to 32.7 μg m−3; hourly values), with a well-defined seasonality from 1.3 ± 1.1 μg m−3 in summer to 3.0 ± 4.0 μg m−3 in winter. Pronounced morning and evening/night peaks are found in the BC concentrations in winter, while during the rest of the seasons, this diurnal cycle appears to flatten out, with the exception of the morning traffic peak. On an annual basis, the biomass-burning fraction (BB%) of BC accounts for 22 ± 12%, while the fossil-fuel combustion (BCff) component (traffic emissions and domestic heating) dominates during summer (83%) and in the morning hours. BCwb exhibits higher contribution in winter (32%), especially during the night hours (39%). BC levels are effectively reduced by precipitation, while they significantly build-up for wind speeds <3 m s−1 and mixing-layer height (MLH) < 500 m. Normalizing the BC diurnal course by the MLH variations on a seasonal basis reveals that the residential wood-burning emissions are mostly responsible for the large BC increase during winter nights, whereas the low BC levels during daytime in the warm season are mainly attributed to dilution into a deeper MLH. BCwb is highly correlated with other BB tracers during winter nights (e.g. levoglucosan, non-sea-salt-K+, m/z 60 fragment), as well as with the fine fraction (PM2.5) OC and EC. The Delta-C, which represents the spectral dependence of BC as the absorption difference between 370 and 880 nm, is analyzed for the first time in Athens. It exhibits a pronounced seasonality with maximum values in winter night-time, and it appears as a valid qualitative marker for wood combustion.

Investigation of distribution, transportation, and impact factors of atmospheric black carbon in the Arctic region based on a regional climate-chemistry model

Black carbon (BC) as the main component of pollutants in the Arctic plays an important role on regional climate change. In this study, we applied the regional climate-chemistry model, WRF-Chem, to investigate the spatial distribution, transportation, and impact factors of BC in the Arctic. Compared with reanalysis data and observations, the WRF-Chem performed well in terms of the seasonal variations of meteorological parameters and BC concentrations, indicating the applicability of this model on Arctic BC simulation works. Our results showed that the BC concentrations in the Arctic had an obviously seasonalvariation pattern. Surface BC concentrations peaked during winter and spring seasons, while the minimum occurred during summer and autumn seasons. For the vertical distribution, BC aerosols mainly concentrated in the Arctic lower troposphere, and most of BC distributed near the surface during winter and spring seasons and in the higher altitude during other seasons. The seasonality of BC was associated with the seasonal change of meteorological field. During winter, the significant northward airflow prevailing in northern Eurasia caused the transport of accumulated pollutants from this region into the Arctic. The similar but weakened northward airflow pattern and the anticyclone activity during spring can allow pollutants to be transported to the Arctic lower troposphere. Moreover, the more stable atmosphere during winter and spring seasons made BC accumulated mainly near the surface. During summer and autumn seasons, the less stable boundary layer and the cyclone activity in the Arctic facilitated the diffusion of pollutants into the higher altitude. Meanwhile, the higher relative humidity can promote the wet removal process and lead to the relatively lower BC concentrations near the surface. Compared with the seasonal change of emission, our analysis showed that the seasonal variation of meteorological field was the main contributor for the seasonality of BC in the Arctic.

Black carbon in Xiamen, China: Temporal variations, transport pathways and impacts of synoptic circulation.

Black carbon (BC) plays a vital role in atmospheric environment and climate change. Temporal variations and transport pathways of BC in Xiamen, China with the impacts of synoptic circulation were investigated in 2014 with Aethalometer. Annual mean BC concentration was 4270 ng m-3. BC exhibited clear diurnal (seasonal) variations, with the maximum of 6182 (4755) ng m-3 at 6:00 (in spring) and minimum of 2847 (3774) ng m-3 at 13:00 (in summer). Conditional probability function analysis indicated that high BC concentrations were associated with northwesterly winds with low wind speed. Air masses originating from the East China Sea and passing along with East China Coast had the highest BC concentrations. Potential source contribution function and concentration weighted trajectory analysis suggested that major sources for BC included the surrounding region, southwestern Fujian and eastern Guangdong to the southwest, Hubei, Hunan and Jiangxi to the northwest, the East China Sea and the South China Sea. Of the nine synoptic circulation patterns, three cyclone-related patterns were associated with low BC concentrations and small biomass burning (BCbb) contributions. Of the six anticyclone-related patterns, the three cold-high circulations around winter were associated with moderate BC concentrations and large BCbb contributions. The two cold-high patterns in spring and autumn were associated with high BC concentrations and small BCbb contributions, while the warm-high pattern was associated with moderate BC concentration and small BCbb contribution. The findings provide insights into the transport mechanisms of BC with the impacts of synoptic pattern in China.

Black Carbon in the Atmospheric Boundary Layer Over the North Atlantic and the Russian Arctic Seas in June–September 2017

The article presents the results of a study of black carbon concentrations in the atmospheric boundary layer over the Baltic and North seas, the North Atlantic, and Norwegian, Barents, Kara, and Laptev seas from June 30 to September 29, 2017, on cruises 68 and 69 of the R/V Akademik Mstislav Keldysh. Black carbon has a significant impact on climate change and pollution in the Arctic. It forms as a result of incomplete combustion of fossil fuels (primarily coal and oil) and biomass or biofuels. It consists of submicron particles and their aggregates and can be transported long distances from their source. Samples were taken by pumping air for 4–6 h through Hahnemule quartz filters at a height of 10 m above sea level in a headwind to prevent exhaust from the smokestack from entering the filters. The black carbon content was subsequently determined in a laboratory with an aethalometer. The backward trajectories of air mass transfer and the transported black carbon particles to the sampling points were calculated by the HYSPLIT (Hybrid Single-Particle Lagrangian Integrated Trajectory) model on the NOAA website at http://www.arl.noaa.gov/ready.html. Studies show low black carbon concentrations (<50 ng/m3) along the expedition’s route when the air masses came from background regions of the North Atlantic and Arctic. High black carbon concentrations (100–200 ng/m3 or more) are characteristic of active shipping areas (southwestern Baltic, North Sea) and near ports (e.g., Reykjavik), as well as the arrival of air masses from industrialized areas of Europe in the southeastern Baltic and from oil and gas field areas where gas flaring is carried out (North, Norwegian, and Kara seas).

Potential of renewable fuel to reduce diesel exhaust particle emissions

The use of fossil fuels in traffic is a significant source of air pollutants and greenhouse gases in rapidly growing and densely populated cities. Diesel exhaust emissions including particle number concentration and size distribution along with the particles’ chemical composition and NOx were investigated from a Euro 4 passenger car with a comprehensive set of high time-resolution instruments. The emissions were compared with three fuel standards – European diesel (EN590), Indian diesel (BS IV) and Finnish renewable diesel (Neste MY) – over the New European Driving Cycle (NEDC) and the Worldwide harmonized Light vehicles Test Cycle (WLTC). Fuel properties and driving conditions strongly affected exhaust emissions. The exhaust particulate mass emissions for all fuels consisted of BC (81–88%) with some contribution from organics (11–18%) and sulfate (0–3%). As aromatic-free fuel, the MY diesel produced around 20% lower black carbon (BC) emissions compared to the EN590 and 29–40% lower compared to the BS IV. High volatile nanoparticle concentrations at high WLTC speed conditions were observed with the BS IV and EN590 diesel, but not with the sulfur-free MY diesel. These nanoparticles were linked to sulfur-driven nucleation of new particles in cooling dilution of the exhaust. For all the fuels non-volatile nanoparticles in sub-10 nm particle sizes were observed during engine braking, and they were most likely formed from lubricant-oil-originated compounds. With all the fuels, the measured particulate and NOx emissions were significantly higher during the WLTC cycle compared to the NEDC cycle. This study demonstrated that renewable diesel fuels enable mitigations of particulate and climate-warming BC emissions of traffic, and will simultaneously help tackle urban air quality problems.