A number-based inventory of size-resolved black carbon particle emissions by global civil aviation

Zhang, Xiaole; Chen, Xi; Wang, Jing

doi:10.1038/s41467-019-08491-9

Cited by 64 publications

(48 citation statements)

References 44 publications

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“…If real aircraft aggregates behave like the propane flame soot studied here, the enhanced ice nucleation activity of such soot particles resulting from contrail processing could impact subsequent cirrus cloud formation. The caveat here is that the majority of aircraft emitted soot aggregates have diameters around 30 nm (Moore et al., ; Zhang et al., ). There is, however, some observational evidence of larger soot aggregates associated with aviation emissions (Petzold et al., ) and from contrail residuals (Petzold et al., ; Twohy & Gandrud, ).…”

Section: Atmospheric Implicationsmentioning

confidence: 99%

The Impact of Cloud Processing on the Ice Nucleation Abilities of Soot Particles at Cirrus Temperatures

et al. 2020

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Soot particles are generally considered to be poor ice nucleating particles. Involvement of soot in clouds and their release back into the atmosphere can form residual particles with altered cloud forming potential. The impact and extent of such different cloud processing scenarios on ice nucleation is, however, not well understood. In this work, we present the impact of cloud processing of soot aerosols on subsequent ice nucleation cycles at T≤233 K. Coupling of two continuous flow diffusion chambers allows the simulation of different cloud processing scenarios and investigation of subsequent ice nucleation activity of the processed particles. The processing scenarios presented here encompass contrail, cirrus, and mixed‐phase cloud processing, mimicking typical pathways that soot particles can be exposed to in the atmosphere. For all scenarios tested, the processed particles showed an enhanced ice active fraction for T<233 K. The relative humidity with respect to water for the ice nucleation onset was observed to be on average approximately 10% (relative humidity with respect to ice, RHi≈16%) lower for the cloud‐processed particles compared to the unprocessed soot for which ice nucleation was observed close to or at homogeneous freezing conditions of solution droplets. We attribute the enhanced ice nucleation abilities of the cloud‐processed soot to a pore condensation and freezing mechanism and have identified key parameters governing these changes. Enhanced ice nucleation abilities of soot in cirrus clouds can have significant impacts, given the importance of the atmospheric ice phase for precipitation formation and global climate.

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Section: Atmospheric Implicationsmentioning

confidence: 99%

The Impact of Cloud Processing on the Ice Nucleation Abilities of Soot Particles at Cirrus Temperatures

et al. 2020

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“…The median values of the total and non-volatile particle number EIs listed in Table 4 of Moore et al (2017a) were calculated to be 3.4×10 16 and 1.9×10 15 kg-fuel -1 , which were comparable to the median values of the total and non-volatile EI(N10) from our measurements. Zhang et al (2019) reported an average nonvolatile particle number EI (diameter >10 nm) of 6.06×10 14 kg-fuel -1 for various conditions of engine thrust. The average value from Zhang et al (2019) is significantly smaller than the median non-volatile particle number EIs from Moore et al…”

Section: Particle Emission Indices For Take-off Plumesmentioning

confidence: 99%

“…Secondly, non-volatile particles, which are assumed to be equivalent to soot or BC particles, primarily have sizes in the range larger than ~10 nm (geometric mean diameter (GMD) of ~20-50 nm) under various operating conditions, with largest GMDs under ~100% engine-thrust conditions (Petzold et al, 1999;Lobo et al, 2015aLobo et al, , 2015bDurdina et al, 2019). Zhang et al (2019) recently proposed a global-scale aviation emission inventory for BC particles by integrating existing datasets of non-volatile particle emission indices (EIs).…”

Section: Introductionmentioning

confidence: 99%

Characteristics of sub-10 nm particle emissions from in-use commercial aircraft observed at Narita International Airport

Takegawa¹,

Murashima²,

Fushimi³

et al. 2020

Preprint

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Abstract. Civil aviation is undergoing rapid growth as a result of global economic development. Characterizing ultrafine particle emissions from jet aircraft equipped with turbofan engines, which are commonly used in civil aviation, is an important issue for the assessment of the impacts of aviation on climate and on human health. Previous studies have reported that particle number emissions from jet aircraft are dominated by volatile particles (mainly sulphate and organics) with mode diameters of 10–20 nm and that non-volatile particles (mainly soot) exhibit mode diameters of ~20–60 nm, depending on the engine types and thrust conditions. However, there are significant uncertainties in measuring particles with diameters smaller than ~10 nm, especially when fresh aircraft exhaust plumes are measured near the emission sources. We conducted field observations of aerosols and carbon dioxide (CO2) near a runway of Narita International Airport, Japan, in February 2018, with specific focuses on the contributions of sub-10 nm size ranges to total and non-volatile particles. Spiked increases in particle number concentrations and CO2 were observed to be associated with wind directions from the runway, which can be attributed to diluted aircraft exhaust plumes. We estimated the particle number emission indices (EIs) for discrete take-off plumes. The median total particle number EI with diameters larger than 2.5 nm was ~60 times greater than the median non-volatile particle number EI with diameters larger than 10 nm for take-off plumes. This value can be interpreted as the difference between total particle number emissions under real-world conditions and non-volatile particle number emissions regulated by standard engine tests. More than half of particle numbers in the plumes were found in the size range smaller than ~10 nm on average for both total and non-volatile particles. The mode diameters of the size distributions of particle number EIs were found to be smaller than ~10 nm in most cases, and the peak EI values were larger than those previously reported under real-world operating conditions. This study provides new insights into the significance of sub-10 nm particles in aircraft exhaust plumes under real-world conditions, which is important in understanding aviation impacts on human health and also in developing aviation emission inventories for regional and global models.

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“…The inventory provides new data for assessing the aviation impacts. More details about the emission inventory can be found in our recent article (Zhang et al, 2019). 3 Emission at Zurich Airport At the airport scale, the emission is normally estimated using the ICAO default LTO cycle.…”

Section: Nonvolatile Particle Number Emission Inventorymentioning

confidence: 99%

“…As a preliminary study, here we utilized the scheduled flight data from Official Aviation Guide (OAG) in conjunction with the International Civil Aviation Organization (ICAO) engine emission databank (ICAO, 2019) and our proposed nonvolatile particle number emission estimation method (Zhang et al, 2019)…”

Section: Emission Estimationmentioning

confidence: 99%

A number-based inventory of particle emissions by civil aviation and the influences on the particle number concentration near Zurich airport

Zhang¹,

Chen²,

Zhang³

et al.

EPiC Series in Computing

Self Cite

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With the rapidly growing global air traffic, the impacts of the particulate matter (PM) in the aviation exhaust on climate, environment and public health are likely rising. The particle number and size distribution are crucial metrics for toxicological analysis and aerosol-cloud interactions. The modern aircraft engines are characterized by decreasing levels of mass emissions of particulate matter, leading to little contribution to the mass concentration. However, the abundant ultrafine particles in the aviation exhaust with diameters less than 100 nm may significantly increase the particle number concentration (PNC). Here we will introduce our recent studies on utilizing the Automatic Dependent Surveillance-Broadcast (ADS-B) from OpenSky network to develop the black carbon (BC) particle number emission inventory for global civil aviation and to investigate the influences of aviation emissions on the particle number concentration near Zurich airport.The developed inventory indicated that the BC particle number emission was approximately (10.9±2.1)×1025 per year with an average emission index of (6.06±1.18)×1014 per kg of burned fuel, which was about 1.3% of the total ground anthropogenic emissions, and 3.6% of the road transport emission.The preliminary dispersion results showed that the number concentration of volatile particles emitted by aviation was about 2 orders of magnitude higher than that of non-volatile particles. The annual mean contributions of the Zurich airport to the particle number concentrations ranged from about 105 cm-3 at the airport entrance to about 103 cm-3 at ETH Honggerberg (about 6 km away). There were about 1000 hours per year for the investigated locations to have more than 1000 cm-3 from the airport, with medians of about 104 cm-3.The OpenSky network ADS-B database provides a new opportunity to estimate the aviation emission using the detailed flight trajectory data. The dataset will contribute to reducing the uncertainties in the development of emission inventory, and improve the air quality simulation in the vicinities of airports.

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A number-based inventory of size-resolved black carbon particle emissions by global civil aviation

Cited by 64 publications

References 44 publications

The Impact of Cloud Processing on the Ice Nucleation Abilities of Soot Particles at Cirrus Temperatures

The Impact of Cloud Processing on the Ice Nucleation Abilities of Soot Particles at Cirrus Temperatures

Characteristics of sub-10 nm particle emissions from in-use commercial aircraft observed at Narita International Airport

A number-based inventory of particle emissions by civil aviation and the influences on the particle number concentration near Zurich airport

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