Abstract. A number of campaigns have been carried out to establish the emission factors of pollutants from fuel combustion in West Africa, as part of work package 2 (“Air Pollution and Health”) of the DACCIWA (Dynamics-Aerosol-Chemistry-Cloud Interactions in West Africa) FP7 program. Emission sources considered here include wood (hevea and iroko) and charcoal burning, charcoal making, open trash burning, and vehicle emissions, including trucks, cars, buses and two-wheeled vehicles. Emission factors of total particulate matter (TPM), elemental carbon (EC), primary organic carbon (OC) and volatile organic compounds (VOCs) have been established. In addition, emission factor measurements were performed in combustion chambers in order to reproduce field burning conditions for a tropical hardwood (hevea), and obtain particulate emission factors by size (PM0.25, PM1, PM2.5 and PM10). Particle samples were collected on quartz fiber filters and analyzed using gravimetric method for TPM and thermal methods for EC and OC. The emission factors of 58 VOC species were determined using offline sampling on a sorbent tube. Emission factor results for two species of tropical hardwood burning of EC, OC and TPM are 0.98 ± 0.46 g kg−1 of fuel burned (g kg−1), 11.05 ± 4.55 and 41.12 ± 24.62 g kg−1, respectively. For traffic sources, the highest emission factors among particulate species are found for the two-wheeled vehicles with two-stroke engines (2.74 g kg−1 fuel for EC, 65.11 g kg−1 fuel for OC and 496 g kg−1 fuel for TPM). The largest VOC emissions are observed for two-stroke two-wheeled vehicles, which are up to 3 times higher than emissions from light-duty and heavy-duty vehicles. Isoprene and monoterpenes, which are usually associated with biogenic emissions, are present in almost all anthropogenic sources investigated during this work and could be as significant as aromatic emissions in wood burning (1 g kg−1 fuel). EC is primarily emitted in the ultrafine fraction, with 77 % of the total mass being emitted as particles smaller than 0.25 µm. The particles and VOC emission factors obtained in this study are generally higher than those in the literature whose values are discussed in this paper. This study underlines the important role of in situ measurements in deriving realistic and representative emission factors.

Dust generation and transportation from North Africa are thought to modulate the West African Monsoon (WAM) features. In this study, we investigated the relationship between the Saharan Air Layer located above Atlantic Ocean (OSAL) and WAM features, including Monsoon flow, African Easterly Jet (AEJ) and Tropical Easterly Jet (TEJ) over West Africa using the RegCM4 regional model at 30 km grid resolution. Two sets of experiments with and without dust load were performed between 2007 and 2013 over the simulation domain, encompassing the whole of West Africa and a large part of the adjacent Atlantic Ocean. An intercomparison of the two simulations shows that dust load into the atmosphere greatly influences both the wind and temperature structure at different levels, resulting in the observed changes in the main features of the WAM system during summer. These changes lead to a westward shift with a slight strengthening of AEJ core over tropical Atlantic and weakening of both TEJ and monsoon flux penetration over land. In addition, despite running the RegCM4 with prescribed sea surface temperature, a correlation has been found between Aerosol Optical Depths in OSAL and WAM dynamics suggesting a mechanistic link between dust and WAM well reproduced by RegCM4.

Traffic source emission inventories for the rapidly growing West African urban cities are necessary for better characterization of local vehicle emissions released into the atmosphere of these cities. This study is based on local field measurements in Yopougon (Abidjan, Côte d’Ivoire) in 2016; a site representative of anthropogenic activities in West African cities. The measurements provided data on vehicle type and age, traveling time, fuel type, and estimated amount of fuel consumption. The data revealed high traffic flow of personal cars on highways, boulevards, and backstreets, whereas high flows of intra-communal sedan taxis were observed on main and secondary roads. In addition, the highest daily fuel consumption value of 56 L·day−1 was recorded for heavy vehicles, while the lowest value of 15 L·day−1 was recorded for personal cars using gasoline. This study is important for the improvement of uncertainties related to the different databases used to estimate emissions either in national or international reports. This work provides useful information for future studies on urban air quality, climate, and health impact assessments in African cities. It may also be useful for policy makers to support implementation of emission reduction policies in West African cities.

This modeling study is conducted to examine the potential impact of the reforestation (greenbelt) location (either in Sahel or in Guinean region) on West African summer climate system. To this end, three simulations using the regional climate model RegCM4 driven by ERA-Interim reanalysis were performed at 50 km horizontal resolution over a West African domain for the period 2000-2011. The first experiment, namely the control (CTRL), uses the standard vegetation cover, while the two others incorporate throughout the model integration, a zonal reforestation band of evergreen broadleaf over different locations: (i) over a 13°N-17°N band latitudes in a Sahel-Sahara region (experiment hereafter referred to as GB15N) and (ii) between 8. 5°N-11.5°N in the Guinea Coast region (experiment hereafter referred to as GB10N). A comparison of the CTRL experiment with observation reveals a faithful reproduction of the mean boreal and summer seasonal precipitation pattern, though substantial dry/wet biases remain, especially in the Atlantic Ocean. In addition, the seasonal cycle over sub-regions matches satisfactory the observed pattern. The GB15N reforestation leads to a precipitation increase in the range of 2-4 mm/day over the forested areas, whereas in the GB10N reforestation, precipitation increase is weaker and not necessarily located in the forested areas. Temperature cooling is observed over the reforested area and may be explained by a decrease of ground heat flux related to a reduction of the surface albedo.

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Road traffic emission inventories based on bottom-up methodology, are calculated for each road segment from fuel consumption and traffic volume data obtained during field measurements in Yopougon. High emissions of black carbon (BC) from vehicles are observed at major road intersections, in areas surrounding industrial zones and on highways. Highest emission values from road traffic are observed for carbon monoxide (CO) (14.8 t/d) and nitrogen oxides (NOx) (7.9 t/d), usually considered as the major traffic pollution tracers. Furthermore, peak values of CO emissions due to personal cars (PCs) are mainly linked to the old age of the vehicle fleet with high emission factors. The highest emitting type of vehicle for BC on the highway is PC (70.2%), followed by inter-communal taxis (TAs) (13.1%), heavy vehicles (HVs) (9.8%), minibuses (GBs) (6.4%) and intra-communal taxis (WRs) (0.4%). While for organic carbon (OC) emissions on the main roads, PCs represent 46.7%, followed by 20.3% for WRs, 14.9% for TAs, 11.4% for GB and 6.7% for HVs. This work provides new key information on local pollutant emissions and may be useful to guide mitigation strategies such as modernizing the vehicle fleet and reorganizing public transportation, to reduce emissions and improve public health.

Abstract. 15A number of campaigns have been carried out to establish the emission factors of pollutants from fuel combustion in West Africa, as part of work package 2 ('Air Pollution and Health') of the DACCIWA (Dynamics-Aerosol-Chemistry-Cloud Interactions in West Africa) FP7 program. Emission sources considered here include wood and charcoal burning, charcoal making, open waste burning, and vehicles including trucks, cars, buses and two-wheeled vehicles. Emission factors of total particulate matter, black carbon, primary organic carbon and non-methane volatile organic compounds (NMVOC) have been 20established. In addition, emission factor measurements were performed in combustion chambers in order to reproduce field burning conditions for tropical hardwood, and obtain particulate emission factors by size (PM0.25, PM1, PM2.5 and PM10).Aerosol samples were collected on quartz filters and analysed using gravimetric and thermal methods. The emission factors of 50 NMVOC species were determined using systematic off-line sampling. Emission factors from wood burning for black carbon, organic carbon and total particulate matter were 0.8 ± 0.4 g/kg of dry matter (dm), 9.29 ± 3.82 g/kg dm and 34.54 ± 25 20.6 g/kg dm, respectively. From traffic sources, the highest emission factors for all particulate species were emitted from two wheeled vehicles with two-stroke engines (2.74 g/kg fuel for black carbon, 65.11 g/kg fuel for organic carbon and 496 g/kg fuel for total particulate matter). The emissions of NMVOCs were lower than those of particles for all sources aside from traffic. The largest NMVOC emissions were observed for two-stroke two-wheeled vehicles, which were up to three times higher than emissions from light-duty and heavy-duty vehicles. Isoprene and monoterpenes, which are usually associated with 30 biogenic emissions, were present in almost all anthropogenic source categories and could be as significant as aromatic emissions in wood burning (1 g/kg dm). Black carbon was primarily emitted in the ultrafine fraction, with 77% of the total mass being emitted as particles smaller than 0.25 µm. This study observed higher particle and NMVOC emission factors than Atmos. Chem. Phys. Discuss., https://doi

Traffic source emissions inventories for the rapidly growing West African urban cities are necessary for better local characterization of vehicle emissions released into these cities atmosphere. This study based on local field campaign in a representative site of anthropogenic activities over West African cities such as Yopougon (Abidjan, Côte d'Ivoire) during 2016, provided useful information on vehicle type and age, traveling time, fuel type and amount for fuel consumption estimation. Also, high traffic flow of personal car were recorded on highway, boulevard and backstreet whereas high flows of intra-communal sedan taxi are recorded on main and secondary roads. In addition, the highest daily fuel consumption value of 56 L.day-1 was recorded in heavy vehicle while the lowest value of 15 L.day-1 is recorded for personal car using gasoline. This study will be useful for the improvement of uncertainties related to the different databases used to estimate inventories emissions either national or international reports.   This work provides useful information for future studies on urban air quality, climate and health impacts assessment in African cities. It may also be useful for policy makers to support implementation of emission reduction policy in West African cities.