Total Black Carbon Emissions Research Articles

High emission of black carbon in heavy-duty diesel vehicles: Insights from microscopic operating conditions

The in-depth investigation of the high black carbon (BC) emission scenarios of heavy-duty diesel vehicles (HDDVs) is a crucial step toward developing effective control strategies. Chassis dynamometer tests were conducted for three in-use HDDVs, namely, vehicle #1, #2, and #3, focusing on the instantaneous BC characterizations during multiple driving conditions, i.e., speed phases and acceleration intervals. BC emission was found to increase with positive acceleration, and high acceleration could result in instantaneous BC spikes. The total BC emissions during velocity-acceleration interval 15–60 km h−1 and 0.1–0.9 m s−2 contributed to 43.4 ± 10.2 % of the whole-cycle emissions, while the proportions of time spent in the velocity-acceleration interval to the whole cycle were 23.1 ± 7.6 %. The cold-start microscopic operating condition was assessed by the cold-start extra emissions (CSEEs). Under various pre-defined cold-start durations, the proportions of CSEEs in the total cycle emissions were 9.4–21.0 %, 0–9.1 %, and 6.8–39.4 % for vehicles #1, #2, and #3, respectively. The CSEEs exhibited an initial rise, followed by a plateau as the assumed cold-start durations extended. A uniform cold-start duration of 600 s was established based on the criterion that the relative standard deviation (RSD) of CSEEs during the plateau period was <10 %. We proposed that the updated cold-start duration can enhance the accuracy and consistency of cold-start corrections in emission inventory models.

Characterization of on-road nitrogen oxides and black carbon emissions from high emitters of heavy-duty diesel vehicles in China

Heavy-duty diesel vehicles (HDDVs) significantly contribute to atmospheric nitrogen oxides (NOX) and black carbon (BC), with high emitters within the HDDV fleet impacting the total emissions. However, emission patterns and contributions of high emitters are rarely explored from a fleet-perspective. We investigated NOX and BC emission factors (EFs) from 1925 HDDVs in Shenzhen by the plume-chasing method, and found that the fleet-average EFs decreased with stricter emission standards. Unexpectedly, the average NOX EF for the China IV fleet was comparable with that for the China III fleet due to possible ineffective aftertreatment in high-emitter sectors of China IV HDDVs. Decreasing trend in average NOX EF since 2017 reflected the effective emission controls by the implementation of China V standard. Besides, semi-trailer tractors exhibited a higher incidence of NOX over-emissions, whereas BC high emitters were more pronounced in box trucks. Total NOX and BC emissions from HDDVs in Shenzhen were revisited, reaching 54.0 and 1.1 Gg·yr−1, with updated NOX EF correcting a 26.2 % underestimation in national guidelines. Notably, eliminating high emitters yields greater emission reduction benefits than merely retiring old HDDVs, with BC reduction outpacing NOX. This study provides new insights into the implementation of targeted emission reduction measures for HDDVs.

Real-world black carbon emissions of gasoline vehicles at urban intersections

To gain insight into the real-world black carbon (BC) emission patterns at urban intersections, we employed a portable emission measurement system (PEMS) to assess the BC emissions from three light-duty gasoline vehicles along a designated urban route. The BC emission factors were evaluated, and the contributions of vehicle operating conditions at the intersections to the total BC emissions were quantified. The results show that the BC emission factors in an intersection area range from 0.045 to 0.291 mg/km, higher than those at an intersection's connecting sections. The average BC emission factor at signalized intersections is 17.07% higher than at roundabouts. Emission contribution analysis of driving conditions showed that in a state of non-free traffic flow, acceleration and deceleration conditions are responsible for 39% ∼ 56% and 24% ∼ 33% of BC emissions at intersections, respectively. We also found that vehicle specific power (VSP) and delay time are almost equally crucial for BC emissions from vehicles at intersections in the multiple linear regression. Our research reveals the significant impact of vehicle delay time and acceleration conditions on black carbon emissions at urban intersections, further emphasizing the importance of smooth (congestion-free) intersection operation and steady driving in reducing urban black carbon emissions.

Influence of pollution control measures on the reduction of black carbon in an urban site of megacity, Tianjin, China based on ground-monitored and MERRA-2 reanalysis data

The concentration of particulate matter (PM) has been reduced significantly with the implementation of air pollution control plans in Tianjin. However, as an important component of PM that can lead to global warming and adverse health effects, the influence of pollution control measures (PCM) on black carbon (BC) has been less studied. In this study, ten years of BC concentration satellite-based reanalysis data were collected from MERRA-2 (Modern-Era Retrospective Analysis for Research and Applications, Version 2), and their reliability was verified using ground-monitored BC data. Using the proposed Kolmogorov-Zurbenko and artificial neural network (KZ-ANN) model, the influences of meteorology and emission measures were separated. The results indicated that the overall meteorological conditions were not conducive to BC diffusion, especially in autumn and winter with low temperature, surface solar radiation, boundary layer height, and high atmospheric pressure, all of which increased the BC concentration. This study also found that although a significant reduction in BC emissions was observed in Tianjin (the total emissions of BC in 2020 dropped by 52 % compared with the level in 2013), the change in emission-influenced BC was relatively low (the concentration of emission-influenced BC in 2022 dropped by only 2.39 % compared to that in 2013). The reduction of emission-influenced BC concentration during the air pollution prevention control and action plan (APPC) was higher than the level during of the three-year action plan for winning the blue sky defense war (abbreviated as the Blue Sky Defense War). In addition, the lockdown measures during the Corona Virus Disease 2019 (COVID-19) did not have beneficial effect on the reduction of emission-influenced BC concentration. This phenomenon can be explained by the long-range transport of BC from surrounding areas, which was also proven by the results of the backward trajectory analysis. Therefore, efforts on emissions reduction in Tianjin were diminished. It is necessary to cooperate with the governments in surrounding areas to implement joint BC control measures, especially in autumn and winter.

Black carbon emissions inventory and scenario analysis for Pakistan

Black carbon (BC) emissions, resulting from the incomplete combustion of carbonaceous fuels, have been extensively linked to adverse impacts on air quality, climate change, and public health. Nevertheless, there is currently a lack of a comprehensive analysis that integrates activity-based BC emissions inventory and scenario analysis at the national/regional, sectoral, and sub-sectoral levels in Pakistan. This study aims to fill this gap by conducting a comprehensive evaluation of Pakistan's BC emissions inventory for 2021 along projecting emissions until 2050 under the reference emission scenario (RES) and the accelerated reduction scenario (ARS) using the GAINS modeling framework to assess the potential impact of mitigation measures. This study takes a unique approach by considering commonly overlooked sources of BC emissions, such as kerosene lighting, brick kilns, diesel generator sets, and natural gas flaring, which are not typically included in conventional analyses. National BC emissions in 2021 were estimated at 181 kt, with residential combustion being the major contributor, accounting for more than half (108 kt) of the total emissions. The transport, industry, waste, agriculture, power plants, and fuel conversion sectors contributed 26.1 kt, 20.1 kt, 10.7 kt, 8.9 kt, 6.0 kt, and 0.9 kt, respectively. We anticipate that the total BC emissions in Pakistan will reach 201 kt under the RES and 41 kt under the ARS scenario by the year 2050. The ARS achieves substantial BC reductions by the adoption of cleaner fuels, improved biomass stoves, end-of-pipe emission control technologies with higher removal efficiencies, and implementing a ban on the open burning of waste and crop residues. This study underscores the considerable potential for reducing BC emissions across various sectors in Pakistan over the next three decades.

Pollution characteristics of black carbon based on MERRA-2 reanalysis data in core city of Central Plains Economic Zone, China: Historical trend and potential sources

Black carbon (BC) is one of the main factors in global climate change and human health. Based on reanalysis data from the Modern-Era Retrospective Analysis for Research and Applications Version 2 (MERRA-2), the historical trends in the variation of BC and the factors affecting this were investigated in core city of Central Plains Economic Zone in China-Zhengzhou. Based on correlation analysis with ground measurements of BC concentration, it was determined that the MERRA-2 reanalysis data could be used to reveal the variations in ground-level BC concentrations. According to the variation trends of BC concentration in 1980–2020 and typical fossil fuel consumption in 2008–2017, two periods of rapidly increasing BC concentration were identified in 1980–1989 and 1999–2006. The increase in BC concentration then slowed from 2007. Since 2012, due to the adjustment of the Zhengzhou strategy and the implementation of an emission control strategy throughout Henan Province, the consumption of coal and coke decreased by 4% every year, resulting in a downward trend in the total BC emissions. However, coal and coke were still the main factors affecting the BC concentration in Zhengzhou. The contribution of transportation to BC in Zhengzhou has been particularly important since 2016. Analysis of BC seasonal variation revealed that the highest BC concentration was in winter, mainly due to the increase in industry and residential emissions. Additionally, based on the local and regional emission inventories and combined with potential source contribution function (PSCF), concentration weighted trajectory (CWT), this study revealed the potential sources regions and source types of BC in Zhengzhou, and found that the intensification of energy consumption and BC emissions in Zhengzhou and the surrounding regions of Henan Province might be the reasons for the high BC loading in Zhengzhou through regional transport.

Multi-type emission factors quantification of black carbon from agricultural machinery based on the whole tillage processes in China

Black carbon (BC), as one of the short-lived climate pollutants, is becoming more prominent contribution from non-road mobile source, especially for agricultural machinery (AM) in China. However, the understanding of BC emissions from AM is still not clear, and the BC emission factors (EFs) are also limited. In this study, we conducted real-world measurements on twenty AM to investigate the instantaneous BC emission characteristics and quantify BC EFs under the whole tillage processes. We find the instantaneous BC emissions and fuel consumptions are obvious differences and present good synchronization under different tillage processes. Multi-type (CO2-, fuel-, distance-, time-, and area-based) EFs of BC are developed, which are significantly affected by different tillage processes and emission standards of the used AM. While AM conducting rotary tillage, ploughing, harvest corn and harvest wheat on the same area of land, total BC emissions by using the China III emission standard AM will be reduced by 56%, 36%, 88%, and 87% than those by using China II emission standard AM, respectively. Furthermore, for corn and wheat production under the whole tillage processes, BC EFs are 16.90 (6.03–39.12) g/hm2 and 18.18 (5.91–38.69) g/hm2, CO2 EFs are 112.64 (72.07–195.98) g/hm2 and 103.72 (71.47–167.02) g/hm2, respectively. We estimate the BC and CO2 emissions from wheat and corn productions based on the average area-based EFs. The large fluctuation ranges of BC and CO2 emissions in different tillage processes and the whole processes can reflect that the use of AM in China is uneven. It also indicates that there is a large space for BC and CO2 emission reduction and optimization. Therefore, more attention should be paid to the control of BC and CO2 emissions from AM. We believe that the recommended multi-type EFs are applicable for the quantification of BC emissions from AM in China and other countries.

Estimating Emissions from Crop Residue Open Burning in Central China from 2012 to 2020 Using Statistical Models Combined with Satellite Observations

Crop residue open burning has significant adverse effects on regional air quality, climate change, and human health. Emissions from crop residue open burning estimated by satellites are underestimated in central China due to long-term cloud cover and the limitation of spatial-temporal resolution of satellites. In this study, we used a statistical-based method to investigate the crop residue open burning emissions in central China from 2012 to 2020. The open burning proportion (OBP) of residue, updated annually by the Visible Infrared Imaging Radiometer Suite (VIIRS) 375 m active fire product (VNP14IMG), and the latest observed emission factors (EFS) were used to improve the accuracy of the estimated emissions. Annual emissions of pollutants were allocated into 0.1° × 0.1° spatial grid cells using fire counts and land cover data. The results showed that the total emissions of black carbon (BC), organic carbon (OC), sulfur dioxide (SO2), nitric oxide (NOX), carbon monoxide (CO), carbon dioxide (CO2), fine particles (PM2.5), coarse particles (PM10), ammonia (NH3), methane (CH4) and non-methane volatile organic compound (NMVOC) were 34.84, 149.72, 41.06, 90.11, 2640.97, 78,094.91, 485.17, 481.05, 35.21, 246.38 and 499.59 Gg, respectively. The largest contributor of crop residue open burning was rice, followed by wheat, rapeseed and corn, with the contribution rates of 35.34–64.07%, 15.78–34.71%, 9.12–25.56%, and 5.69–14.06%, respectively. The pollutants emissions exhibit large annual variation, with the highest emissions in 2013 and a remarkable decrease from 2013 to 2015 under strict control measures. Since 2015, the emissions remained at a low level, which shows that air quality control policies play a role in recent years. The result indicates that using OBP updated by satellite active fire product in a statistical-based method can help to get more accurate and reliable multi-year emissions.

Quantification of organic carbon and black carbon emissions, distribution, and carbon variation in diverse vegetative ecosystems across India

Black Carbon (BC) and Organic Carbon (OC) are the principal chemical aerosol components generated during combustion, both of which play a key role in air pollution, human health and climate change. Several studies of OC and BC have been conducted over India to assess the contribution from household and fossil fuel-based sources; however, studies on their emissions and their contribution from forest and cropland fires are quite limited. To address this issue, as part of this research, we derived a vegetation burning-based inventory of BC and OC aerosols over India at a resolution of 250 m × 250 m. Using a consumed biomass technique, we estimated emissions based on updated emission factor estimates. During the fire season in India (March–June), the mean OC and BC emissions were 2.1 ± 5.2 × 1013 kg per year and 1.8 ± 4.4 × 1012 kg per year, respectively. Andhra Pradesh had the highest total carbonaceous aerosol emissions during the study period. Forest fires were prevalent in the northeastern states, while agricultural fires were prevalent in Gujarat, Chhattisgarh, Odisha, Madhya Pradesh, Bihar, Tripura, Uttar Pradesh, and Andhra Pradesh. The previous inventory, conducted at a coarser resolution (25 km × 25 km), overestimated open burning by 5 Mt. Our results were highly correlated with global bottom-up model values, especially the Fire Inventory (FINN). Our analysis showed that vegetative burning contributed 80.32% of the total carbon stock, with agricultural burning being the largest source of vegetative burning. Based on these findings, measures and strategies to control agricultural burning which would reduce significantly the total emissions of BC and OC with implications to improvement in air quality, human health and climate should be planned.

Disparities in driving forces behind energy-related black carbon emission changes across China's provinces

Black carbon (BC) is one of the most important factors affecting the uncertainty of global climate change, as well as affecting human health by absorbing harmful substances in the environment. Understanding how human activities drive BC emissions can help formulate effective emission reduction policies. However, regional differences in social and economic activities determine the factors driving BC emission change in different regions/provinces, leading to the non-applicability of national-level emission reduction policies among the provinces. Therefore, it is necessary to develop a provincial-level analysis to shape refined policies for BC emission reduction. Here, we subdivided China's total BC emissions into 30 provinces based on previous work and used the multi-regional input-output model and complete average decomposition analysis to explore how BC emission intensity, intermediate inputs structural adjustment, local final demand, inter-provincial trade, and international exports drive BC emissions during 2007–2017. The results showed that BC emission intensity was an important emission reduction factor for all provinces in China. As for the effect of intermediate inputs structural adjustment, it had a negative effect during 2007–2012. However, during 2012–2017, as the tertiary industry had become the biggest factor in promoting economic development, the impact of the intermediate input structure on BC emissions had become a positive contribution, which showed that current industrial structure adjustment was not conducive to BC emissions reduction. Local final demand, inter-provincial trade, and international exports were the main factors causing the increase in BC emissions in each province as well. Southwestern regions and heavy industrial provinces emitted additional high BC emissions due to the huge final demand in the Eastern coastal regions. More targeted policies can be formulated by determining BC emission reduction responsibilities based on their driving factors at the provincial and sectoral levels and the development of emission reduction measures for each province.

Mitigation potential of black carbon emissions from on-road vehicles in China.

Black carbon (BC) is the most potent light-absorbing component of particulate matter and can have a significant warming impact. On-road vehicles are a major source of BC and a significant contributor to global warming. This paper establishes an updated inventory to quantify the mitigation potential of efforts to control BC emissions from on-road transportation in China. The total emissions of BC from on-road vehicles in China were 152.1 thousand tons in 2017. Heavy-duty diesel fleets accounted for a large percentage of emissions, whereas light-duty gasoline fleets presented a gradually increasing trend of emissions. Historically, comprehensive control policies for on-road vehicle emissions have achieved substantial BC reductions, with a 45% decrease in 2017 compared to 2000. With the implementation of stringent control policies and the development of advanced control technologies, BC emissions from the on-road sector may have a greater reduction potential in the future. By 2035, three various future scenarios representing different stringency levels of emission controls will reduce BC emissions by 58%, 90%, and 93% relative to 2017. The major benefits in reducing BC emissions result from more stringent emission standards and the accelerated retirement of older heavy-duty diesel vehicles. The shorter lifetime of BC than that of CO2 implies that the mitigation of BC emissions would offer an important opportunity to contribute to alleviating global warming in the short term. Our assessment reveals that in 2035, the most stringent scenario, Scenario PC3, could deliver a CO2-equivalent emission reduction on a 20-year scale of 234.2 (GWP20-yr) million tons compared with the NAP Scenario, which is equivalent to reducing the oil consumption in China's transportation sector by nearly 20% from a climate impact perspective.

The impact of urbanization and consumption patterns on China's black carbon emissions based on input-output analysis and structural decomposition analysis.

Urbanization in China has dramatically increased from 39.10 in 2002 to 58.52% in 2017. Studies have discussed the impacts of urbanization and its corresponding changes in consumption patterns on carbon dioxide emissions; however, little is known about their impacts on black carbon (BC). Therefore, we collected data on the BC emissions of various sectors to calculate the consumption-based BC emissions in China, and we used an input-output analysis (IOA) and structural decomposition analysis (SDA) to explore the impacts of urbanization and changes in consumption patterns on BC emissions from 2002 to 2017, focusing on sectoral BC emissions. The total BC emissions of various sectors first increased and then decreased. BC emissions increased from 1083.47 in 2002 to 2550.83Gg in 2012. They were then reduced to 2478.63Gg in 2017. Additionally, with the rise in the urbanization rate, household consumption BC emissions increased from 446.18 in 2002 to 1080.12Gg in 2017. Urban consumption, rural consumption, and BC emission intensity were the three main contributing factors to household consumption BC emission changes. Transport, storage, postal, and telecommunications services (TSP); farming, forestry, animal husbandry, and fishery (FFA); and residential and other industries (RES) contributed the most to the urbanization-related BC emission increase. In particular, the TSP sector contributed the most to the BC emission increase because of the increasing TSP needs related to urbanization. Therefore, it is necessary to formulate mitigation policies for the TSP sector.

Establishment and evaluation of anthropogenic black and organic carbon emissions over Central Plain, China

The Central China represented by Henan Province is one of the most haze-polluted regions in China with high levels of black carbon (BC) and organic carbon (OC) emissions. In this study, a 2016-based BC and OC emission inventory of Henan Province was developed based on detailed activity data and latest emission factors from different sources involving particulate matter. The total annual emissions of BC and OC were estimated to be 117.6 kt and 162.8 kt, respectively. Industrial process (44.2%) and industrial combustion (17.0%) were the top two contributors for BC emission, whereas OC emission was mainly from biomass burning (36.8%). Typical industrial cities were the major contributors to BC emission, by contrast, relatively higher OC emission was concentrated on agricultural cities in the southeast of Henan Province. The OC/BC ratios of industrial cities were generally lower than those of southeastern agricultural cities. The monthly variations presented that the highest BC and OC emissions were concentrated in January and June, respectively. Overall, in this study, the quantitative uncertainty ranges on the 95% confidence interval were approximately −30%–47% for BC and −38%–65% for OC. The emission inventory was also verified by qualitative comparison with other studies and indirect evaluation of OCpri/EC ratios, and the result was within a reasonable range. The ways of discussion and evaluation in this study can provide reference for other regions.

The direct effects of black carbon aerosols from different source sectors in East Asia in summer

Black carbon (BC) aerosol is a significant, short-lived climate forcing agent. To further understand the effects of BCs on the regional climate, the warming effects of BCs from residential, industrial, power and transportation emissions are investigated in Asian regions during summer using the state-of-the-art regional climate model RegCM4. BC emissions from these four sectors have very different rates and variations. Residential and industrial BCs account for approximately 85% of total BC emissions, while power BCs account for only approximately 0.19% in Asian regions during summer. An investigation suggests that both the BC aerosol optical depth (AOD) and direct radiative forcing (DRF) are highly dependent on emissions, while the climate effects show substantial nonlinearity to emissions. The total BCs AOD and clear-sky top of the atmosphere DRF averaged over East Asia (100–130°E, 20–50°N) are 0.02 and + 1.34 W/m2, respectively, during summer. Each sector’s BC emissions may result in a warming effect over the region, leading to an enhanced summer monsoon circulation and a subsequent local decrease (e.g., northeast China) or increase (e.g., south China) in rainfall in China and its surrounding regions. The near surface air temperature increased by 0.2 K, and the precipitation decreased by approximately 0.01 mm/day in east China due to the total BC emissions. The regional responses to the BC warming effects are highly nonlinear to the emissions, which may be linked to the influences of the perturbed atmospheric circulations and climate feedback. The nonuniformity of the spatial distribution of BC emissions may also have significant influences on climate responses, especially in south and east China. The results of this study could aid us in better understanding BC effects under different emission conditions and provide a scientific reference for developing a better BC reduction strategy over Asian regions.

China's black carbon emission from fossil fuel consumption in 2015, 2020, and 2030

Black carbon (BC) emissions in China have been changing significantly due to rapid evolution of fuel consumption. In this study, BC emissions from fossil fuel consumption in different sectors were estimated in 2015 based on up-to-date activity data and emission factors (EFs). While for the future scenarios in 2020 and 2030, it was estimated according to relative changes in the activity level and EFs. In 2015, total BC emissions were estimated to be 1.48 Tg, mostly from the industrial, residential, and transportation sectors. Emission fluxes were found to have remarkable spatial features, where high fluxes generally located in eastern China. About 25% of the terrestrial area of China showed an annual flux above 0.2 t km−2. Total BC emissions will be decreased to 1.33 (2020) and 1.16 Tg (2030). Most reduction will occur in the industrial and residential sectors, while the transportation sector will see an obvious increase. The dramatic reduction of BC emissions in future is a new indication to our current understanding of the emission and its effects as well, and it may provide guidance for future scientific research and policy making in the field of climate change and air quality control.

Black Carbon Emissions from Light-duty Passenger Vehicles Using Ethanol Blended Gasoline Fuels

ABSTRACT Vehicular emissions of soot vary with the driving conditions and fuel properties. In 2017, China’s central government released a policy to promote ethanol blended gasoline fuels, and this policy will be rolled out nationwide in 2020. It is necessary to characterize the emission differences between traditional vehicular fuels used in China and ethanol blended fuels. In this study, black carbon (BC) emissions from three gasoline light-duty passenger vehicles (LDPVs) were measured using the New European Driving Cycle (NEDC) and the Worldwide harmonized Light vehicles Test Cycle (WLTC) . This study utilized three fuels, namely, two E10 fuels and a traditional gasoline (E0). The experimental results showed that the use of E10 blends (gasoline containing 10% ethanol) reduced BC emissions by 7–38%. Based on phase-separated analysis, BC emissions in the initial driving phase and the high-speed phase (e.g., the 1st ECE-15 phase in the NEDC and the extra-high speed phase in the WLTC) represented the majority (86–96%) of the total BC emissions, and the emission factors during the 1st ECE-15 phase (NEDC) and the low-speed phase (WLTC) were 0.36 mg km–1 and 0.37 mg km–1 lower, respectively, for the ethanol-blended fuels than the ethanol-free fuel. Furthermore, we found that using ethanol-blended fuels could reduce the mass concentration of the BC emitted during cold starts, which lasted 53–95 s for the tested vehicles, by 4.28 ± 4.19 mg km–1 and 2.06 ± 0.17 mg km–1 in the NEDC and the WLTC, respectively.

Retrieval of desert dust and carbonaceous aerosol emissions over Africa from POLDER/PARASOL products generated by the GRASP algorithm

Abstract. Understanding the role atmospheric aerosols play in the Earth–atmosphere system is limited by uncertainties in the knowledge of their distribution, composition and sources. In this paper, we use the GEOS-Chem based inverse modelling framework for retrieving desert dust (DD), black carbon (BC) and organic carbon (OC) aerosol emissions simultaneously. Aerosol optical depth (AOD) and aerosol absorption optical depth (AAOD) retrieved from the multi-angular and polarimetric POLDER/PARASOL measurements generated by the GRASP algorithm (hereafter PARASOL/GRASP) have been assimilated. First, the inversion framework is validated in a series of numerical tests conducted with synthetic PARASOL-like data. These tests show that the framework allows for retrieval of the distribution and strength of aerosol emissions. The uncertainty of retrieved daily emissions in error free conditions is below 25.8 % for DD, 5.9 % for BC and 26.9 % for OC. In addition, the BC emission retrieval is sensitive to BC refractive index, which could produce an additional factor of 1.8 differences for total BC emissions. The approach is then applied to 1 year (December 2007 to November 2008) of data over the African and Arabian Peninsula region using PARASOL/GRASP spectral AOD and AAOD at six wavelengths (443, 490, 565, 670, 865 and 1020 nm). Analysis of the resulting retrieved emissions indicates 1.8 times overestimation of the prior DD online mobilization and entrainment model. For total BC and OC, the retrieved emissions show a significant increase of 209.9 %–271.8 % in comparison to the prior carbonaceous aerosol emissions. The model posterior simulation with retrieved emissions shows good agreement with both the AOD and AAOD PARASOL/GRASP products used in the inversion. The fidelity of the results is evaluated by comparison of posterior simulations with measurements from AERONET that are completely independent measurements and more temporally frequent than PARASOL observations. To further test the robustness of our posterior emissions constrained using PARASOL/GRASP, the posterior emissions are implemented in the GEOS-5/GOCART model and the consistency of simulated AOD and AAOD with other independent measurements (MODIS and OMI) demonstrates promise in applying this database for modelling studies.

The traffic emission-dispersion model for a Central-European city agrees with measured black carbon apportioned to traffic

The bottom-up traffic emission model EMISENS is used to calculate hourly black carbon (BC) and nitrogen oxides (NOx) emission rates on an average workday in Maribor (Slovenia), using emission factors that were previously determined with the on-road chasing measurements in Slovenia. From modeled NOx emission rates and in-situ NOx measurements we empirically determined the hourly dispersion of traffic emissions and applied it to model BC concentrations using BC emission rates. We compared the modeled BC concentrations with in-situ BC concentration measurements over three periods in winters 2011–2012 and 2012–2013, a total of 67 workdays. Measured BC concentrations were first apportioned to traffic using the top-down Aethalometer model. We found that the bottom-up modeled BC concentrations overestimated the top-down apportioned values by only 19%, 32% and 6% in each of the three investigated time periods, respectively. We did not find any influence of meteorology on the performance of the model. This is the first time that BC source apportionment results were used to evaluate traffic emissions calculated using the bottom-up modeling approach. We demonstrate that the two independent approaches yield similar results. We use thus validated emission inventory for evaluating different emission reduction scenarios. We show that excluding 10% of vehicles that are highest BC or NOx emitters would reduce the total BC or NOx emissions from traffic in Maribor by 39% and 33% respectively.

Characteristics of black carbon emissions from in-use light-duty passenger vehicles

Mitigating black carbon (BC) emissions from various combustion sources has been considered an urgent policy issue to address the challenges of climate change, air pollution and health risks. Vehicles contribute considerably to total anthropogenic BC emissions and urban BC concentrations. Compared with heavy-duty diesel vehicles, there is much larger uncertainty in BC emission factors for light-duty passenger vehicles (LDPVs), in particular for gasoline LDPVs, which warrants further studies. In this study, we employed the dynamometer and the Aethalometer (AE-51) to measure second-by-second BC emissions from eight LDPVs by engine technology and driving cycle. The average BC emission factors under transient cycles (e.g., ECE-15, New European Driving Cycle, NEDC, Worldwide Harmonized Light Vehicles Test Cycle, WLTC) are 3.6–91.5 mg/km, 7.6 mg/km and 0.13–0.58 mg/km, respectively, for diesel (N = 3), gasoline direct injection (GDI) (N = 1) and gasoline port-fuel injection (PFI) engine categories (N = 4). For gasoline PFI LDPVs, the instantaneous emission profiles show a strong association of peak BC emissions with cold-start and high-speed aggressive driving. Such impacts lead to considerable BC emission contributions in cold-start periods (e.g., the first 47 s–94 s) over the entire cycle (e.g., 18–76% of the NEDC and 13–36% of the WLTC) and increased BC emission factors by 80–440% under the WLTC compared to the NEDC. For diesel BC emissions, the size distribution exhibits a typical unimodal pattern with one single peak appearing approximately from 120 to 150 nm, which is largely consistent with previous studies. Nevertheless, the average mass ratios of BC to particle mass (PM) range from 0.38 to 0.54 for three diesel samples, representing substantial impacts from both driving and engine conditions. The significant discrepancy between gasoline BC emission factors obtained from tailpipe exhaust versus ambient conditions suggest that more comparative measurements and fine-grained simulations should be designed and implemented to address this discrepancy.

Black carbon cookstove emissions: A field assessment of 19 stove/fuel combinations

Black carbon (BC) emissions from household cookstoves consuming solid fuel produce approximately 25 percent of total anthropogenic BC emissions. The short atmospheric lifetime of BC means that reducing BC emissions would result in a faster climate response than mitigating CO2 and other long-lived greenhouse gases. This study presents the results of optical BC measurements of two new cookstove emissions field assessments and 17 archived cookstove datasets. BC was determined from attenuation of 880 nm light, which is strongly absorbed by BC, and linearly related between 1 and 125 attenuation units. A relationship was experimentally determined correlating BC mass deposition on quartz filters determined via thermal optical analysis (TOA) and on PTFE and quartz filters using transmissometry, yielding an attenuation cross-section (σATN) for both filter media types. σATN relates TOA measurements to optical measurements on PTFE and quartz (σATN(PTFE) = 13.7 cm−2 μg, R2 = 0.87, σATN(Quartz) = 15.6 cm−2 μg, R2 = 0.87). These filter-specific σATN, optical measurements of archived filters were used to determine BC emission factors and the fraction of particulate matter (PM) in the form of black carbon (BC/PM). The 19 stoves measured fell into five stove classes; simple wood, rocket, advanced biomass, simple charcoal, and advanced charcoal. Advanced biomass stoves include forced- and natural-draft gasifiers which use wood or biomass pellets as fuel. Of these classes, the simple wood and rocket stoves demonstrated the highest median BC emission factors, ranging from 0.051 to 0.14 g MJ−1. The lowest BC emission factors were seen in charcoal stoves, which corresponds to the generally low PM emission factors observed during charcoal combustion, ranging from 0.0084 to 0.014 g MJ−1. The advanced biomass stoves generally showed an improvement in BC emissions factors compared to simple wood and rocket stoves, ranging from 0.0031 to 0.071 g MJ−1. BC/PM ratios were highest for the advanced and rocket stoves. Potential relative climate impacts were estimated by converting aerosol emissions to CO2-equivalent, and suggest that some advanced stove/fuel combinations could provide substantial climate benefits.