Intensification of ice nucleation observed in ocean ship emissions

Phenomenology of ultrafine particle concentrations and size distribution across urban Europe

The 2017-2019 hourly particle number size distributions (PNSD) from 26 sites in Europe and 1 in the US were evaluated focusing on 16 urban background (UB) and 6 traffic (TR) sites in the framework of Research Infrastructures services reinforcing air quality monitoring capacities in European URBAN & industrial areaS (RI-URBANS) project. The main objective was to describe the phenomenology of urban ultrafine particles (UFP) in Europe with a significant air quality focus. The varying lower size detection limits made it difficult to compare PN concentrations (PNC), particularly PN_10-25, from different cities. PNCs follow a TR > UB > Suburban (SUB) order. PNC and Black Carbon (BC) progressively increase from Northern Europe to Southern Europe and from Western to Eastern Europe. At the UB sites, typical traffic rush hour PNC peaks are evident, many also showing midday-morning PNC peaks anti-correlated with BC. These peaks result from increased PN_10-25, suggesting significant PNC contributions from nucleation, fumigation and shipping. Site types to be identified by daily and seasonal PNC and BC patterns are: (i) PNC mainly driven by traffic emissions, with marked correlations with BC on different time scales; (ii) marked midday/morning PNC peaks and a seasonal anti-correlation with PNC/BC; (iii) both traffic peaks and midday peaks without marked seasonal patterns. Groups (ii) and (iii) included cities with high insolation. PNC, especially PN_25-800, was positively correlated with BC, NO₂, CO and PM for several sites. The variable correlation of PNSD with different urban pollutants demonstrates that these do not reflect the variability of UFP in urban environments. Specific monitoring of PNSD is needed if nanoparticles and their associated health impacts are to be assessed. Implementation of the CEN-ACTRIS recommendations for PNSD measurements would provide comparable measurements, and measurements of <10 nm PNC are needed for full evaluation of the health effects of this size fraction.

Quantification and physical analysis of nanoparticle emissions from a marine engine using different fuels and a laboratory wet scrubber

A marine test-bed diesel engine was used to study how international fuel sulfur content (FSC) regulations and wet scrubbing can affect physical properties of submicron exhaust particles. Particle size distributions, particle number and mass emission factors as well as effective densities of particulate emissions were measured for three distillate fuels of varying FSC and a laboratory wet scrubber. While particle number concentrations were reduced by up to 9% when switching to low FSC fuels, wet scrubbing led to increased ultrafine particulate emissions (<30 nm). Exhaust processed through the scrubber was also found to have particles with greater effective densities, a result that directly contradicts the particulate characteristics of low FSC fuel emissions. The results demonstrate that alternative pathways to comply with marine FSC regulations can have opposing effects and thus may have very different implications for important atmospheric processes. The relevance for air quality, and the potential implications for cloud and climate interactions are discussed.

Annual cycle observations of aerosols capable of ice formation in central Arctic clouds

The Arctic is warming faster than anywhere else on Earth, prompting glacial melt, permafrost thaw, and sea ice decline. These severe consequences induce feedbacks that contribute to amplified warming, affecting weather and climate globally. Aerosols and clouds play a critical role in regulating radiation reaching the Arctic surface. However, the magnitude of their effects is not adequately quantified, especially in the central Arctic where they impact the energy balance over the sea ice. Specifically, aerosols called ice nucleating particles (INPs) remain understudied yet are necessary for cloud ice production and subsequent changes in cloud lifetime, radiative effects, and precipitation. Here, we report observations of INPs in the central Arctic over a full year, spanning the entire sea ice growth and decline cycle. Further, these observations are size-resolved, affording valuable information on INP sources. Our results reveal a strong seasonality of INPs, with lower concentrations in the winter and spring controlled by transport from lower latitudes, to enhanced concentrations of INPs during the summer melt, likely from marine biological production in local open waters. This comprehensive characterization of INPs will ultimately help inform cloud parameterizations in models of all scales.

The Arctic is changing faster than anywhere else on Earth. Interactions between clouds and aerosols play a role in these changes. We report how the quantities and origins of aerosols that affect cloud ice formation change over a full sea ice cycle

Highly Active Ice-Nucleating Particles at the Summer North Pole

The amount of ice versus supercooled water in clouds is important for their radiative properties and role in climate feedbacks. Hence, knowledge of the concentration of ice-nucleating particles (INPs) is needed. Generally, the concentrations of INPs are found to be very low in remote marine locations allowing cloud water to persist in a supercooled state. We had expected the concentrations of INPs at the North Pole to be very low given the distance from open ocean and terrestrial sources coupled with effective wet scavenging processes. Here we show that during summer 2018 (August and September) high concentrations of biological INPs (active at >-20°C) were sporadically present at the North Pole. In fact, INP concentrations were sometimes as high as those recorded at mid-latitude locations strongly impacted by highly active biological INPs, in strong contrast to the Southern Ocean. Furthermore, using a balloon borne sampler we demonstrated that INP concentrations were often different at the surface versus higher in the boundary layer where clouds form. Back trajectory analysis suggests strong sources of INPs near the Russian coast, possibly associated with wind-driven sea spray production, whereas the pack ice, open leads, and the marginal ice zone were not sources of highly active INPs. These findings suggest that primary ice production, and therefore Arctic climate, is sensitive to transport from locations such as the Russian coast that are already experiencing marked climate change.

Shipping Remains a Globally Significant Source of Anthropogenic PN Emissions Even after 2020 Sulfur Regulation

Shipping is the main source of anthropogenic particle emissions in large areas of the globe, influencing climate, air quality, and human health in open seas and coast lines. Here, we determined, by laboratory and on-board measurements of ship engine exhaust, fuel-specific particle number (PN) emissions for different fuels and desulfurization applied in shipping. The emission factors were compared to ship exhaust plume observations and, furthermore, exploited in the assessment of global PN emissions from shipping, utilizing the STEAM ship emission model. The results indicate that most particles in the fresh ship engine exhaust are in ultrafine particle size range. Shipping PN emissions are localized, especially close to coastal lines, but significant emissions also exist on open seas and oceans. The global annual PN produced by marine shipping was 1.2 × 10²⁸ (±0.34 × 10²⁸) particles in 2016, thus being of the same magnitude with total anthropogenic PN emissions in continental areas. The reduction potential of PN from shipping strongly depends on the adopted technology mix, and except wide adoption of natural gas or scrubbers, no significant decrease in global PN is expected if heavy fuel oil is mainly replaced by low sulfur residual fuels. The results imply that shipping remains as a significant source of anthropogenic PN emissions that should be considered in future climate and health impact models.

Emission factors of particulate and gaseous compounds from a large cargo vessel operated under real-world conditions

On-board emissions measurements were performed on a Handysize-class bulk carrier operating under real-world conditions. Emission factors (EFs) were determined for criteria pollutants such as NO_x, CO, total hydrocarbons (THC), and PM; PM composition, including organic and elemental carbon (OC and EC), inorganic species, and a variety of organic compounds and VOC species (including alkanes, alkenes, single-ring aromatics, and oxygenated VOCs) were also analyzed. To investigate the impacts of engine type, fuel, and operating conditions on emissions, measurements were conducted on one main and one auxiliary engines using low- and high-sulfur fuels (LSF and HSF) under actual operating conditions, including at-berth, maneuvering, and cruising at different engine loads. OC was the most abundant PM component (contributing 45-65%), followed by sulfate (2-15%) and EC (1-20%). Compounds with 3 or 4 aromatic rings, including phenanthrene, fluoranthene, pyrene, and benzo[b+k]fluoranthene, dominated the particulate polycyclic aromatic hydrocarbons (PAHs) emitted from the ship, accounting for 69-89% of the total PAHs. Single-ring aromatics constituted 50-78% of the emitted VOCs and were dominated by toluene. In this study, switching from HSF (1.12% S) to LSF (0.38% S) reduced emitted PM by 12%, OC by 20%, sulfate by 71%, and particulate PAHs by 94%, but caused an increase in single-ring aromatics. The power-based EFs generally decreased with increasing engine loads. However, decreasing the ship engine load also reduced the vessel speed and, thus, decreased emissions over a given voyage distance. Herein, a Vessel Speed Reduction (VSR) from 11 to 8-9 knots decreased NO_x and PM emissions by approximately 33% and 36%, respectively, and OC, EC, sulfate, and particulate PAHs in PM emissions by 34%, 83%, 29%, and 11%. These data can be used to minimize uncertainty in the emission factors used in ship emissions calculations.