Black carbon aerosol number and mass concentration measurements by picosecond short-range elastic backscatter lidar

Black carbon aerosol emissions are recognized as contributors to global warming and air pollution. There remains, however, a lack of techniques to remotely measure black carbon aerosol particles with high range and time resolution. This article presents a direct and contact-free remote technique to estimate the black carbon aerosol number and mass concentration at a few meters from the emission source. This is done using the Colibri instrument based on a novel technique, referred to here as Picosecond Short-Range Elastic Backscatter Lidar (PSR-EBL). To address the complexity of retrieving lidar products at short measurement ranges, we apply a forward inversion method featuring radiometric lidar calibration. Our method is based on an extension of a well-established light-scattering model, the Rayleigh-Debye-Gans for Fractal-Aggregates (RDG-FA) theory, which computes an analytical expression of lidar parameters. These parameters are the backscattering cross-sections and the lidar ratio for black carbon fractal aggregates. Using a small-scale Jet A-1 kerosene pool fire, we demonstrate the ability of the technique to quantify the aerosol number and mass concentration with centimetre range-resolution and millisecond time-resolution.

Biofuel blending reduces particle emissions from aircraft engines at cruise conditions

Aviation-related aerosol emissions contribute to the formation of contrail cirrus clouds that can alter upper tropospheric radiation and water budgets, and therefore climate. The magnitude of air-traffic-related aerosol-cloud interactions and the ways in which these interactions might change in the future remain uncertain. Modelling studies of the present and future effects of aviation on climate require detailed information about the number of aerosol particles emitted per kilogram of fuel burned and the microphysical properties of those aerosols that are relevant for cloud formation. However, previous observational data at cruise altitudes are sparse for engines burning conventional fuels, and no data have previously been reported for biofuel use in-flight. Here we report observations from research aircraft that sampled the exhaust of engines onboard a NASA DC-8 aircraft as they burned conventional Jet A fuel and a 50:50 (by volume) blend of Jet A fuel and a biofuel derived from Camelina oil. We show that, compared to using conventional fuels, biofuel blending reduces particle number and mass emissions immediately behind the aircraft by 50 to 70 per cent. Our observations quantify the impact of biofuel blending on aerosol emissions at cruise conditions and provide key microphysical parameters, which will be useful to assess the potential of biofuel use in aviation as a viable strategy to mitigate climate change.

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

Civil aviation is fast-growing (about +5% every year), mainly driven by the developing economies and globalisation. Its impact on the environment is heavily debated, particularly in relation to climate forcing attributed to emissions at cruising altitudes and the noise and the deterioration of air quality at ground-level due to airport operations. This latter environmental issue is of particular interest to the scientific community and policymakers, especially in relation to the breach of limit and target values for many air pollutants, mainly nitrogen oxides and particulate matter, near the busiest airports and the resulting consequences for public health. Despite the increased attention given to aircraft emissions at ground-level and air pollution in the vicinity of airports, many research gaps remain. Sources relevant to air quality include not only engine exhaust and non-exhaust emissions from aircraft, but also emissions from the units providing power to the aircraft on the ground, the traffic due to the airport ground service, maintenance work, heating facilities, fugitive vapours from refuelling operations, kitchens and restaurants for passengers and operators, intermodal transportation systems, and road traffic for transporting people and goods in and out to the airport. Many of these sources have received inadequate attention, despite their high potential for impact on air quality. This review aims to summarise the state-of-the-art research on aircraft and airport emissions and attempts to synthesise the results of studies that have addressed this issue. It also aims to describe the key characteristics of pollution, the impacts upon global and local air quality and to address the future potential of research by highlighting research needs.

Uptake of HNO3 on aviation kerosene and aircraft engine soot: influences of H2O or/and H2SO4

The uptake of HNO3 on aviation kerosene soot (TC-1 soot) was studied in the absence and presence of water vapor at 295 and 243 K. The influence of H2SO4 coating of the TC-1 soot surface on HNO3 uptake was also investigated. Only reversible uptake of HNO3 was observed. HONO and NO2, potential products of reactive uptake of HNO3, were not observed under any conditions studied here. The uptake of nitric acid increased slightly with relative humidity (RH). Coating of the TC-1 soot surface with sulfuric acid decreased the uptake of HNO3 and did not lead to displacement of H2SO4 from the soot surface. A limited set of measurements was carried out on soot generated by aircraft engine combustor (E-soot) with results similar to those on TC-1 soot. The influence of water on HNO3 uptake on E-soot appeared to be more pronounced than on TC-1 soot. Our results suggest that HNO3 loss in the upper troposphere due to soot is not significant except perhaps in aircraft exhaust plumes. Our results also suggest that HNO3 is not converted to either NO2 or HONO upon its uptake on soot in the atmosphere.

Measurement of naphthalene uptake by combustion soot particles

In this study, we designed and constructed an experimental laboratory apparatus to measure the uptake of volatile organic compounds (VOCs) by soot particles. Results for the uptake of naphthalene (C10H8) by soot particles typical of those found in the exhaust of an aircraft engine are reported in this paper. The naphthalene concentration in the gas phase and naphthalene attached to the particles were measured simultaneously by a heated flame ionization detector (HFID) and a time-of-flight aerosol mass spectrometer (ToF AMS), respectively. The uptake coefficient for naphthalene on soot of (1.11 ± 0.06) × 10(-5) at 293 K was determined by fitting the HFID and AMS measurements of gaseous and particulate naphthalene to a kinetic model of uptake. When the gaseous concentration of naphthalene is kept below the saturation limit during these experiments, the uptake of naphthalene can be considered the dry mass accommodation coefficient.

Uptake of HNO3 on Hexane and Aviation Kerosene Soots

The uptake of HNO(3) on aviation kerosene (TC-1) soot was measured as a function of temperature (253-295 K) and the partial pressure of HNO(3), and the uptake of HNO(3) on hexane soot was studied at 295 K and over a limited partial pressure of HNO(3). The HNO(3) uptake was mostly reversible and did not release measurable amounts of gas-phase products such as HONO, NO(3), NO(2) or N(2)O(5). The heat of adsorption of HNO(3) on soot was dependent on the surface coverage. The isosteric heats of adsorption, Delta(0)H(isosteric), were determined as a function of coverage. Delta(0)H(isosteric) values were in the range -16 to -13 kcal mol(-1). The heats of adsorption decrease with increasing coverage. The adsorption data were fit to Freundlich and to Langmuir-Freundlich isotherms. The heterogeneity parameter values were close to 0.5, which suggested that a HNO(3) molecule can occupy two sites on the surface with or without being dissociated and that the soot surface could be nonuniform. Surface FTIR studies on the interaction of soot with HNO(3) did not reveal formation of any minor product such as organic nitrate or nitro compound on the soot surface. Using our measured coverage, we calculate that the partitioning of gas-phase nitric acid to black carbon aerosol is not a significant loss process of HNO(3) in the atmosphere.

Efficient Low-Temperature Oxidation of Carbon-Cluster Anions by SO2

Carbon-cluster anions, CN-, are very reactive toward SO2 (sticking probability of 0.012 +/- 0.005 for C27- at 25 degrees C), in contrast to their inertness toward other common atmospheric gases and pollutants. In flow reactor experiments at ambient temperature and near atmospheric pressure, primary adsorption of SO2 by the carbon cluster anions, N = 4-60, yields CNSO2- or CN-1S-. The inferred elimination of neutral CO2 is also detected as meta-stable decay in collision-induced dissociation. At higher temperatures, the reaction of SO2 with nascent carbon clusters yields CN-1SO- as well as undetected CO. The size-dependent initial reactivity reflects the previously established structural transitions (i.e., from chain to cyclic to cage structures). Such carbon clusters are formed in sooting flames and may act as nuclei for the formation of primary soot particles and serve as models for the local structural features of active soot particle sites for black-carbon soot. The facile generation of reactive carbon-sulfide and -sulfinate units may therefore have implications for understanding the health and environmental effects attributed to the coincidence of soot and SO2.

Chemistry and microphysics of polar stratospheric clouds and cirrus clouds

Ice particles found within polar stratospheric clouds (PSCs) and upper tropospheric cirrus clouds can dramatically impact the chemistry and climate of the Earth's atmosphere. The formation of PSCs and the subsequent chemical reactions that occur on their surfaces are key components of the massive ozone hole observed each spring over Antarctica. Cirrus clouds also provide surfaces for heterogeneous reactions and significantly modify the Earth's climate by changing the visible and infrared radiation fluxes. Although the role of ice particles in climate and chemistry is well recognized, the exact mechanisms of cloud formation are still unknown, and thus it is difficult to predict how anthropogenic activities will change cloud abundances in the future. This article focuses on the nucleation, chemistry, and microphysical properties of ice particles composing PSCs and cirrus clouds. A general overview of the current state of research is presented along with some unresolved issues facing scientists in the future.

Analysis of aircraft exhausts with Fourier-transform infrared emission spectroscopy

Because of the worldwide growth in air traffic and its increasing effects on the atmospheric environment, it is necessary to quantify the direct aircraft emissions at all altitudes. In this study Fourier-transform infrared emission spectroscopy as a remote-sensing multi-component-analyzing technique for aircraft exhausts was investigated at ground level with a double pendulum interferometer and a line-by-line computer algorithm that was applied to a multilayer radiative transfer problem. Initial measurements were made to specify the spectral windows for traceable compounds, to test the sensitivity of the system, and to develop calibration and continuum handling procedures. To obtain information about the radial temperature and concentration profiles, we developed an algorithm for the analysis of an axial-symmetric multilayered plume by use of the CO(2) hot band at approximately 2400 cm(-1). Measurements were made with several in-service engines. Effects that were due to engine aging were detected but have to be analyzed systematically in the near future. Validation measurements were carried out with a conventional propane gas burner to compare the results with those obtained with standard measurement equipment. These measurements showed good agreement to within +/-20% for the CO and NO(x) results. The overall accuracy of the system was found to be +/-30%. The detection limits of the system for a typical engine plume (380 degrees C, ? = 50 cm) are below 0.1% for CO(2), ~0.7% for H(2)O, ~20 ppmv (parts per million by volume) for CO, and ~90 ppmv for NO.