Modeling Emissions from Concentrated Sources into Large-Scale Models: Theory and apriori Testing

This paper presents a general procedure to incorporate the effects emissions from localized sources, such as aircraft or ship engines, into chemical transport models (CTM). In this procedure, the species concentrations in each grid box of a CTM are split into plume or small-scale concentrations and background concentrations, respectively, and the corresponding conservation equations are derived. The plume concentrations can be interpreted as subgrid contributions for the CTM grid-box averaged concentrations. The chemical reactions occurring inside the plume are parameterized by introducing suitable “effective” reaction rates rather than modifying the emission indices of the species inside the plume. Various methods for implementation into large-scale models are discussed that differ by the accuracy of the description of plume process. The mathematical consistency of the method is verified on simple idealized setting consisting of a reactive plume in homogeneous turbulence.

Enhanced secondary pollution offset reduction of primary emissions during COVID-19 lockdown in China

To control the spread of the 2019 novel coronavirus (COVID-19), China imposed nationwide restrictions on the movement of its population (lockdown) after the Chinese New Year of 2020, leading to large reductions in economic activities and associated emissions. Despite such large decreases in primary pollution, there were nonetheless several periods of heavy haze pollution in eastern China, raising questions about the well-established relationship between human activities and air quality. Here, using comprehensive measurements and modeling, we show that the haze during the COVID lockdown was driven by enhancements of secondary pollution. In particular, large decreases in NO_x emissions from transportation increased ozone and nighttime NO₃ radical formation, and these increases in atmospheric oxidizing capacity in turn facilitated the formation of secondary particulate matter. Our results, afforded by the tragic natural experiment of the COVID-19 pandemic, indicate that haze mitigation depends upon a coordinated and balanced strategy for controlling multiple pollutants.

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.

Large-scale nitrogen oxide plumes in the tropopause region and implications for ozone

Continuous measurements of nitrogen oxide and ozone were performed from a commercial airliner during 1 year at cruising altitudes below and above the tropopause. The upper tropospheric nitrogen oxides distribution was found to be strongly influenced by large-scale plumes extending about 100 to 1300 kilometers along the flight track. The plumes were frequently observed downwind of thunderstorms and frontal systems, which most probably caused upward transport of polluted air from the continental boundary layer or nitrogen oxide production in lightning strokes, or both. Particularly in summer, average ozone concentrations in the plumes were enhanced compared to the tropospheric background levels.

Hydrogen radicals, nitrogen radicals, and the production of O3 in the upper troposphere

The concentrations of the hydrogen radicals OH and HO2 in the middle and upper troposphere were measured simultaneously with those of NO, O3, CO, H2O, CH4, non-methane hydrocarbons, and with the ultraviolet and visible radiation field. The data allow a direct examination of the processes that produce O3 in this region of the atmosphere. Comparison of the measured concentrations of OH and HO2 with calculations based on their production from water vapor, ozone, and methane demonstrate that these sources are insufficient to explain the observed radical concentrations in the upper troposphere. The photolysis of carbonyl and peroxide compounds transported to this region from the lower troposphere may provide the source of HOx required to sustain the measured abundances of these radical species. The mechanism by which NO affects the production of O3 is also illustrated by the measurements. In the upper tropospheric air masses sampled, the production rate for ozone (determined from the measured concentrations of HO2 and NO) is calculated to be about 1 part per billion by volume each day. This production rate is faster than previously thought and implies that anthropogenic activities that add NO to the upper troposphere, such as biomass burning and aviation, will lead to production of more O3 than expected.