Suchergebnisse

The focus of this modeling study is on the role of ammonia in European air quality in the past as well as in the future. Ammonia emissions have not decreased as much as the other secondary inorganic aerosol (SIA) precursors – nitrogen oxides ( NO x ) and sulfur dioxide ( SO 2 ) – since the 1990s and are still posing problems for air quality and the environment. In this study, air quality simulations were performed with a regional chemical transport model at decadal intervals between 1990 and 2030 to understand the changes in the chemical species associated with SIA under varying land and ship emissions. We analyzed the changes in air concentrations of ammonia, nitric acid, ammonium, particulate nitrate and sulfate as well as changes in the dry and wet deposition of ammonia and ammonium. The results show that the approximately 40 % decrease in SIA concentrations between 1990 and 2010 was mainly due to reductions in NO x and SO 2 emissions. The ammonia concentrations on the other hand decreased only near the high-emission areas such as the Netherlands and northern Italy by about 30 %, while there was a slight increase in other parts of Europe. Larger changes in concentrations occurred mostly during the first period (1990–2000). The model results indicate a transition period after 2000 for the composition of secondary inorganic aerosols due to a larger decrease in sulfate concentrations than nitrate. Changes between 2010 and 2030 – assuming the current legislation (CLE) scenario – are predicted to be smaller than those achieved earlier for all species analyzed in this study. The scenario simulations suggest that if ship emissions will be regulated more strictly in the future, SIA formation will decrease especially around the Benelux area, North Sea, Baltic Sea, English Channel and the Mediterranean region, leaving more ammonia in the gas phase, which would lead to an increase in dry deposition. In the north of the domain, the decrease in SIA would be mainly due to reduced formation of particulate nitrate, while the change around the Mediterranean would be caused mainly by decreased sulfate aerosol concentrations. One should also keep in mind that potentially higher temperatures in the future might increase the evaporation of ammonium nitrate to form its gaseous components NH 3 and HNO 3 . Sensitivity tests with reduced NO x and NH 3 emissions indicate a shift in the sensitivity of aerosol formation from NH 3 towards NO x emissions between 1990 and 2030 in most of Europe except the eastern part of the model domain.

The focus of this modeling study is on the role of ammonia in European air quality in the past as well as in the future. Ammonia emissions have not decreased as much as the other secondary inorganic aerosol (SIA) precursors nitrogen oxides (NO x ) and sulfur dioxide (SO 2 ) since 1990s, and are still posing problems for air quality and the environment. In this study, air quality simulations were performed with a regional chemical transport model at decadal intervals between 1990 and 2030 to understand the changes in the chemical species associated with SIA under varying land and ship emissions. We analyzed the changes in air concentrations of ammonia, nitric acid, ammonium, particulate nitrate and sulfate as well as changes in the dry and wet deposition of ammonia and ammonium. The results show that the approximately 40 % decrease in SIA concentrations between 1990 and 2010 was mainly due to reductions of NO x and SO 2 emissions. The ammonia concentrations on the other hand decreased only near the high emission areas such as the Netherlands and northern Italy by about 30 % while there was a slight increase in other parts of Europe. Larger changes in concentrations occurred mostly during the first period (1990–2000). The model results indicate a transition period after 2000 for the composition of secondary inorganic aerosols due to a larger decrease in sulfate concentrations than nitrate. Changes between 2010 and 2030 – assuming the current legislation (CLE) scenario – are predicted to be smaller than those achieved earlier for all species analyzed in this study. The scenario simulations suggest that if ship emissions will be regulated more strictly in the future, SIA formation will decrease especially around the Benelux area, North Sea, Baltic Sea, English Channel and the Mediterranean region, leaving more ammonia in the gas phase which would lead to an increase in dry deposition. In the North, the decrease in SIA would be mainly due to reduced formation of particulate nitrate while the change around the Mediterranean would be caused mainly by decreased sulfate aerosol concentrations. Sensitivity tests with reduced NO x and NH 3 emissions indicate a shift in the sensitivity of aerosol formation from NH 3 towards NO x emissions between 1990 and 2030 in most of Europe except the eastern part of the model domain.

The focus of this modeling study is on the role of ammonia in European air quality in the past as well as in the future. Ammonia emissions have not decreased as much as the other secondary inorganic aerosol (SIA) precursors – nitrogen oxides (NOx) and sulfur dioxide (SO2) – since the 1990s and are still posing problems for air quality and the environment. In this study, air quality simulations were performed with a regional chemical transport model at decadal intervals between 1990 and 2030 to understand the changes in the chemical species associated with SIA under varying land and ship emissions. We analyzed the changes in air concentrations of ammonia, nitric acid, ammonium, particulate nitrate and sulfate as well as changes in the dry and wet deposition of ammonia and ammonium. The results show that the approximately 40 % decrease in SIA concentrations between 1990 and 2010 was mainly due to reductions in NOx and SO2 emissions. The ammonia concentrations on the other hand decreased only near the high-emission areas such as the Netherlands and northern Italy by about 30 %, while there was a slight increase in other parts of Europe. Larger changes in concentrations occurred mostly during the first period (1990–2000). The model results indicate a transition period after 2000 for the composition of secondary inorganic aerosols due to a larger decrease in sulfate concentrations than nitrate. Changes between 2010 and 2030 – assuming the current legislation (CLE) scenario – are predicted to be smaller than those achieved earlier for all species analyzed in this study. The scenario simulations suggest that if ship emissions will be regulated more strictly in the future, SIA formation will decrease especially around the Benelux area, North Sea, Baltic Sea, English Channel and the Mediterranean region, leaving more ammonia in the gas phase, which would lead to an increase in dry deposition. In the north of the domain, the decrease in SIA would be mainly due to reduced formation of particulate nitrate, while the change around the Mediterranean would be caused mainly by decreased sulfate aerosol concentrations. One should also keep in mind that potentially higher temperatures in the future might increase the evaporation of ammonium nitrate to form its gaseous components NH3 and HNO3. Sensitivity tests with reduced NOx and NH3 emissions indicate a shift in the sensitivity of aerosol formation from NH3 towards NOx emissions between 1990 and 2030 in most of Europe except the eastern part of the model domain.

Mobile measurements of PM 1 (particulate matter with an aerodynamic diameter <1 μm) chemical composition using a quadrupole aerosol mass spectrometer and a multi-angle absorption photometer were performed using the PSI mobile laboratory during winter 2007/2008 and December 2008 in the metropolitan area of Zurich, Switzerland. Positive matrix factorization (PMF) applied to the organic fraction of PM 1 yielded 3 factors: Hydrocarbon-like organic aerosol (HOA) related to traffic emissions; organic aerosol from wood burning for domestic heating purposes (WBOA); and oxygenated organic aerosol (OOA), assigned to secondary organic aerosol formed by oxidation of volatile precursors. The chemical composition of PM 1 was assessed for an urban background site and various sites throughout the city. The background site is dominated by secondary inorganic and organic species (57 %), BC, HOA, and WBOA account for 15 %, 6 %, and 12 %, respectively. As for the other sites, HOA is important along major roads (varying between 7 and 14 % of PM 1 for different sites within the city, average all sites 8 %), domestic wood burning makes up between 8–15 % of PM 1 for different sites within the city (average all sites 10.5 %). OOA makes up the largest fraction of organic aerosol (44 % on average). A new method allows for the separation and quantification of the local fraction of PM 1 emitted or rapidly formed in the city, and the fraction of PM 1 originating from the urban background. The method is based on simultaneous on-road mobile and stationary background measurements and the correction of small-scale meteorological effects using the ratio of on-road sulfate to stationary sulfate. Especially during thermal inversions over the Swiss plateau, urban background concentrations contribute substantially to particulate number concentrations (between 40 and 80 % depending on meteorological conditions and emissions, 60 % on average) as well as to the mass concentrations of PM 1 components measured on road in downtown Zurich (between 30 and 90 %, on average 60 % for black carbon and HOA, and between 90 and 100 % for WBOA, OOA, and the measured inorganic components). The results emphasize, on a scientific level, the advantage of mobile measurements for distinguishing local from regional air pollution research, and on a political level, the importance of regional collaboration for mitigating air pollution issues.

Mobile measurements of PM1 (particulate matter with an aerodynamic diameter <1 μm) chemical composition using a quadrupole aerosol mass spectrometer and a multi-angle absorption photometer were performed using the PSI mobile laboratory during winter 2007/2008 and December 2008 in the metropolitan area of Zurich, Switzerland. Positive matrix factorization (PMF) applied to the organic fraction of PM1 yielded 3 factors: Hydrocarbon-like organic aerosol (HOA) related to traffic emissions; organic aerosol from wood burning for domestic heating purposes (WBOA); and oxygenated organic aerosol (OOA), assigned to secondary organic aerosol formed by oxidation of volatile precursors. The chemical composition of PM1 was assessed for an urban background site and various sites throughout the city. The background site is dominated by secondary inorganic and organic species (57 %), BC, HOA, and WBOA account for 15 %, 6 %, and 12 %, respectively. As for the other sites, HOA is important along major roads (varying between 7 and 14 % of PM1 for different sites within the city, average all sites 8 %), domestic wood burning makes up between 8–15 % of PM1 for different sites within the city (average all sites 10.5 %). OOA makes up the largest fraction of organic aerosol (44 % on average). A new method allows for the separation and quantification of the local fraction of PM1 emitted or rapidly formed in the city, and the fraction of PM1 originating from the urban background. The method is based on simultaneous on-road mobile and stationary background measurements and the correction of small-scale meteorological effects using the ratio of on-road sulfate to stationary sulfate. Especially during thermal inversions over the Swiss plateau, urban background concentrations contribute substantially to particulate number concentrations (between 40 and 80 % depending on meteorological conditions and emissions, 60 % on average) as well as to the mass concentrations of PM1 components measured on road in downtown Zurich (between 30 and 90 %, on average 60 % for black carbon and HOA, and between 90 and 100 % for WBOA, OOA, and the measured inorganic components). The results emphasize, on a scientific level, the advantage of mobile measurements for distinguishing local from regional air pollution research, and on a political level, the importance of regional collaboration for mitigating air pollution issues.

Carbon monoxide in the atmosphere is originating from various combustion and oxidation processes. Recently, the proportion of CO resulting from the combustion of wood for domestic heating may have increased due to political measures promoting this renewable energy source. Here, we used the stable isotope composition of CO (δ 13 C and δ 18 O) for the characterization of different CO sources in Switzerland, along with other indicators for traffic and wood combustion (NO x -concentration, aerosol light absorption at different wavelengths). We assessed diurnal variations of the isotopic composition of CO at 3 sites during winter: a village site dominated by domestic heating, a site close to a motorway and a rural site. The isotope ratios of wood combustion emissions were studied at a test facility, indicating significantly lower δ 18 O of CO from wood combustion compared to traffic emissions. At the village and the motorway site, we observed very pronounced diurnal δ 18 O-variations of CO with an amplitude of up to 8‰. Solving the isotope mass balance equation for three distinct sources (wood combustion, traffic, clean background air) resulted in diurnal patterns consistent with other indicators for wood burning and traffic. The average night-time contribution of wood-burning to total CO was 70% at the village site, 49% at the motorway site and 29% at the rural site based on the isotope mass balance. The results, however, depend strongly on the pure source isotope values, which are not very well known. We therefore additionally applied a combined CO/NO x -isotope model for verification. Here, we separated the CO emissions into different sources based on distinct CO/NO x emissions ratios for wood combustion and traffic, and inserted this information in the isotope mass balance equation. Accordingly, a highly significant agreement between measured and calculated δ 18 O-values of CO was found ( r =0.67, p <0.001). While different proxies for wood combustion all have their uncertainties, our results indicate that the oxygen isotope ratio of CO (but not the carbon isotope ratio) is an independent sensitive tool for source attribution studies.

Carbon monoxide in the atmosphere is originating from various combustion and oxidation processes. Recently, the proportion of CO resulting from the combustion of wood for domestic heating may have increased due to political measures promoting this renewable energy source. Here, we used the stable isotope composition of CO (δ13C and δ18O) for the characterization of different CO sources in Switzerland, along with other indicators for traffic and wood combustion (NOx-concentration, aerosol light absorption at different wavelengths). We assessed diurnal variations of the isotopic composition of CO at 3 sites during winter: a village site dominated by domestic heating, a site close to a motorway and a rural site. The isotope ratios of wood combustion emissions were studied at a test facility, indicating significantly lower δ18O of CO from wood combustion compared to traffic emissions. At the village and the motorway site, we observed very pronounced diurnal δ18O-variations of CO with an amplitude of up to 8‰. Solving the isotope mass balance equation for three distinct sources (wood combustion, traffic, clean background air) resulted in diurnal patterns consistent with other indicators for wood burning and traffic. The average night-time contribution of wood-burning to total CO was 70% at the village site, 49% at the motorway site and 29% at the rural site based on the isotope mass balance. The results, however, depend strongly on the pure source isotope values, which are not very well known. We therefore additionally applied a combined CO/NOx-isotope model for verification. Here, we separated the CO emissions into different sources based on distinct CO/NOx emissions ratios for wood combustion and traffic, and inserted this information in the isotope mass balance equation. Accordingly, a highly significant agreement between measured and calculated δ18O-values of CO was found (r=0.67, p<0.001). While different proxies for wood combustion all have their uncertainties, our results indicate that the oxygen isotope ratio of CO (but not the carbon isotope ratio) is an independent sensitive tool for source attribution studies.

The spread of COVID-19 has posed serious challenges for the global communities. To reduce the circulation of the infection, governmental bodies have imposed different lockdown measures at various levels of complexity and duration. As a result, a substantial reduction in mobility might have important, yet unknown, implications for air quality. In this study, we applied the Comprehensive Air quality Model with eXtensions (CAMx) to investigate potential changes in air quality and its chemical composition over northern Italy and Switzerland during periods when lockdown measures were enforced. Our results indicated that lockdown measures reduced nitrogen dioxide (NO(2)) air concentrations by up to 46% and 25% in the Po Valley and Swiss Plateau regions, respectively, whereas fine particulate matter (PM(2.5)) air concentrations were reduced only by up to 10% and 6%. This highlights the importance of other emission categories other than traffic for the total PM(2.5) levels. The analysis of the PM(2.5) components indicated that elemental carbon (EC) and particulate nitrate (NO(3)(−)) were the species most affected by the lockdown measures, whereas a mild increase in the secondary organic aerosol (SOA) concentrations occurred in the Po Valley, and specifically over the metropolitan area of Milan. Our results indicated that an increase in the oxidation capacity of the atmosphere, i.e. in the ˙OH and ˙NO(3) radicals, was mainly responsible for the mild increase in SOA concentrations.

17 páginas, 8 figuras. ; PM1 (particulate matter with an aerodynamic diameter <1 µm) non-refractory components and black carbon were measured continuously together with additional air quality and atmospheric parameters at an urban background site in Barcelona, Spain, during March 2009 (campaign DAURE, Determination of the sources of atmospheric Aerosols in Urban and Rural Environments in the western Mediterranean). Positive matrix factorization (PMF) was conducted on the organic aerosol (OA) data matrix measured by an aerosol mass spectrometer, on both unit mass (UMR) and high resolution (HR) data. Five factors or sources could be identified: LV-OOA (low-volatility oxygenated OA), related to regional, aged secondary OA; SVOOA (semi-volatile oxygenated OA), a fresher oxygenated OA; HOA (hydrocarbon-like OA, related to traffic emissions); BBOA (biomass burning OA) from domestic heating or agricultural biomass burning activities; and COA (cooking OA). LV-OOA contributed 28 % to OA, SV-OOA 27 %, COA 17 %, HOA 16 %, and BBOA 11 %. The COA HR spectrum contained substantial signal from oxygenated ions (O:C: 0.21) whereas the HR HOA spectrum had almost exclusively contributions from chemically reduced ions (O:C: 0.03). If we assume that the carbon in HOA is fossil while that in COA and BBOA is modern, primary OA in Barcelona contains a surprisingly high fraction (59 %) of non-fossil carbon. This paper presents a method for estimating cooking organic aerosol in ambient datasets based on the fractions of organic mass fragments at m/z 55 and 57: their data points fall into a V-shape in a scatter plot, with strongly influenced HOA data aligned to the right arm and strongly influenced COA data points aligned to the left arm. HR data show that this differentiation is mainly driven by the oxygen-containing ions C3H3O + and C3H5O + , even though their contributions to m/z 55 and 57 are low compared to the reduced ions C4H + 7 and C4H + 9 . A simple estimation method based on the markers m/z 55, 57, and 44 is developed here and allows for a first-order-estimation of COA in urban air. This study emphasizes the importance of cooking activities for ambient air quality and confirms the importance of chemical composition measurements with a high mass and time resolution. ; We thank the organizers of the DAURE project, including Mar Viana and everybody else at ICTJA for their work and help. We acknowledge the CCES project IMBALANCE and the EU-FP7 project EUCAARI for financial support and 'Accion Complementaria DAURE' from the Spanish Ministry of Science and Innovation (CGL2007-30502-E/CLI) for infrastructure support. P. F. DeCarlo is grateful for the postdoctoral support from the US-NSF (IRFP# 0701013). J. Penuelas and R. Seco were sup- ˜ ported by the Spanish Government projects CGL2010-17172 and Consolider Ingenio Montes CSD2008-00040, and by a postdoctoral grant from Fundacion Ram ´ on Areces to R. Seco. The National ´ Center for Atmospheric Research is sponsored by the National Science Foundation. J. L. Jimenez was supported by NSF ATM- 0919189 and DOE (BER, ASR program) DE-FG02-11ER65293. ; Peer reviewed

In many large cities of Europe standard air quality limit values of particulate matter (PM) are exceeded. Emissions from road traffic and biomass burning are frequently reported to be the major causes. As a consequence of these exceedances a large number of air quality plans, most of them focusing on traffic emissions reductions, have been implemented in the last decade. In spite of this implementation, a number of cities did not record a decrease of PM levels. Thus, is the efficiency of air quality plans overestimated? Do the road traffic emissions contribute less than expected to ambient air PM levels in urban areas? Or do we need a more specific metric to evaluate the impact of the above emissions on the levels of urban aerosols? This study shows the results of the interpretation of the 2009 variability of levels of PM, Black Carbon (BC), aerosol number concentration (N) and a number of gaseous pollutants in seven selected urban areas covering road traffic, urban background, urban-industrial, and urban-shipping environments from southern, central and northern Europe. The results showed that variations of PM and N levels do not always reflect the variation of the impact of road traffic emissions on urban aerosols. However, BC levels vary proportionally with those of traffic related gaseous pollutants, such as CO, NO2 and NO. Due to this high correlation, one may suppose that monitoring the levels of these gaseous pollutants would be enough to extrapolate exposure to traffic-derived BC levels. However, the BC/CO, BC/NO2 and BC/NO ratios vary widely among the cities studied, as a function of distance to traffic emissions, vehicle fleet composition and the influence of other emission sources such as biomass burning. Thus, levels of BC should be measured at air quality monitoring sites. During morning traffic rush hours, a narrow variation in the N/BC ratio was evidenced, but a wide variation of this ratio was determined for the noon period. Although in central and northern Europe N and BC levels tend to vary simultaneously, not only during the traffic rush hours but also during the whole day, in urban background stations in southern Europe maximum N levels coinciding with minimum BC levels are recorded at midday in all seasons. These N maxima recorded in southern European urban background environments are attributed to midday nucleation episodes occurring when gaseous pollutants are diluted and maximum insolation and O3 levels occur. The occurrence of SO2 peaks may also contribute to the occurrence of midday nucleation bursts in specific industrial or shipping-influenced areas, although at several central European sites similar levels of SO2 are recorded without yielding nucleation episodes. Accordingly, it is clearly evidenced that N variability in different European urban environments is not equally influenced by the same emission sources and atmospheric processes. We conclude that N variability does not always reflect the impact of road traffic on air quality, whereas BC is a more consistent tracer of such an influence. However, N should be measured since ultrafine particles (<100 nm) may have large impacts on human health. The combination of PM10 and BC monitoring in urban areas potentially constitutes a useful approach for air quality monitoring. BC is mostly governed by vehicle exhaust emissions, while PM10 concentrations at these sites are also governed by non-exhaust particulate emissions resuspended by traffic, by midday atmospheric dilution and by other non-traffic emissions. ; This work was funded by the Spanish Ministry of Science and Innovation (VAMOS CGL2010-19464/CLI; DAURE CGL2007-30502-E/CLI, GRACCIE-CSD2007-00067), Department of Inovation, Science and Enterprise of the Andalusian Autonomous Government (AER-REG-P07-RNM-03125), the Ministry of the Environment and Rural and Marine Affairs, and the 7th FP from the EC project SAPUSS (Marie Curie intra-European Fellowship). The authors acknowledge the Departament de Territori i Sostenibilitat from Generalitat de Catalunya, Gobierno de Canarias and Junta de Andalucia (Spain), DEFRA (UK) and the Swiss Federal Office for the Environment (FOEN) for providing the data.