scholarly journals Modeling the effect of reduced traffic due to COVID-19 measures on air quality using a chemical transport model: impacts on the Po Valley and the Swiss Plateau regions

2021 ◽  
Author(s):  
Giancarlo Ciarelli ◽  
Jianhui Jiang ◽  
Imad El Haddad ◽  
Alessandro Bigi ◽  
Sebnem Aksoyoglu ◽  
...  
Keyword(s):  
Air Quality ◽  
Nitrogen Dioxide ◽  
Secondary Organic Aerosol ◽  
Transport Model ◽  
Chemical Transport ◽  
Organic Aerosol ◽  
Chemical Transport Model ◽  
Po Valley ◽  
Swiss Plateau

Our results indicate that lockdown measures induced a mild increase in secondary organic aerosol (SOA) concentrations in areas with substantial reductions in nitrogen dioxide (NO2) concentrations, i.e. the “Greater Milan” area.

scholarly journals Mixing times of organic molecules within secondary organic aerosol particles: a global planetary boundary layer perspective

2017 ◽  
Author(s):  
Adrian M. Maclean ◽  
Christopher L. Butenhoff ◽  
James W. Grayson ◽  
Kelley Barsanti ◽  
Jose L. Jimenez ◽  
...  
Keyword(s):  
Organic Molecules ◽  
Secondary Organic Aerosol ◽  
Transport Model ◽  
Laboratory Data ◽  
Chemical Transport ◽  
Organic Aerosol ◽  
Mixing Times ◽  
Chemical Transport Model ◽  
Transport Models ◽  
Lack Of Information

Abstract. When simulating the formation and life cycle of secondary organic aerosol (SOA) with chemical transport models, it is often assumed that organic molecules are well mixed within SOA particles on the time scale of 1 h. While this assumption has been debated vigorously in the literature, the issue remains unresolved in part due to a lack of information on the mixing times within SOA particles as a function of both temperature and relative humidity. Using laboratory data, meteorological fields and a chemical transport model, we determine how often mixing times are

scholarly journals Chemical transport model simulations of organic aerosol in southern California: model evaluation and gasoline and diesel source contributions

2017 ◽  
Vol 17 (6) ◽  
pp. 4305-4318 ◽  
Author(s):  
Shantanu H. Jathar ◽  
Matthew Woody ◽  
Havala O. T. Pye ◽  
Kirk R. Baker ◽  
Allen L. Robinson
Keyword(s):  
Particulate Matter ◽  
Air Quality ◽  
Southern California ◽  
Transport Model ◽  
Chemical Transport ◽  
Organic Aerosol ◽  
Production Model ◽  
Anthropogenic Sources ◽  
Chemical Transport Model ◽  
Mobile Sources

Abstract. Gasoline- and diesel-fueled engines are ubiquitous sources of air pollution in urban environments. They emit both primary particulate matter and precursor gases that react to form secondary particulate matter in the atmosphere. In this work, we updated the organic aerosol module and organic emissions inventory of a three-dimensional chemical transport model, the Community Multiscale Air Quality Model (CMAQ), using recent, experimentally derived inputs and parameterizations for mobile sources. The updated model included a revised volatile organic compound (VOC) speciation for mobile sources and secondary organic aerosol (SOA) formation from unspeciated intermediate volatility organic compounds (IVOCs). The updated model was used to simulate air quality in southern California during May and June 2010, when the California Research at the Nexus of Air Quality and Climate Change (CalNex) study was conducted. Compared to the Traditional version of CMAQ, which is commonly used for regulatory applications, the updated model did not significantly alter the predicted organic aerosol (OA) mass concentrations but did substantially improve predictions of OA sources and composition (e.g., POA–SOA split), as well as ambient IVOC concentrations. The updated model, despite substantial differences in emissions and chemistry, performed similar to a recently released research version of CMAQ (Woody et al., 2016) that did not include the updated VOC and IVOC emissions and SOA data. Mobile sources were predicted to contribute 30–40 % of the OA in southern California (half of which was SOA), making mobile sources the single largest source contributor to OA in southern California. The remainder of the OA was attributed to non-mobile anthropogenic sources (e.g., cooking, biomass burning) with biogenic sources contributing to less than 5 % to the total OA. Gasoline sources were predicted to contribute about 13 times more OA than diesel sources; this difference was driven by differences in SOA production. Model predictions highlighted the need to better constrain multi-generational oxidation reactions in chemical transport models.

scholarly journals Secondary organic aerosol in the global aerosol – chemical transport model Oslo CTM2

2007 ◽  
Vol 7 (21) ◽  
pp. 5675-5694 ◽  
Author(s):  
C. R. Hoyle ◽  
T. Berntsen ◽  
G. Myhre ◽  
I. S. A. Isaksen
Keyword(s):  
Ammonium Sulphate ◽  
Secondary Organic Aerosol ◽  
Transport Model ◽  
Chemical Transport ◽  
Organic Aerosol ◽  
Oxidation Products ◽  
Formation Mechanisms ◽  
Total Production ◽  
Chemical Transport Model ◽  
Sulphate Aerosol

Abstract. The global chemical transport model Oslo CTM2 has been extended to include the formation, transport and deposition of secondary organic aerosol (SOA). Precursor hydrocarbons which are oxidised to form condensible species include both biogenic species such as terpenes and isoprene, as well as species emitted predominantly by anthropogenic activities (toluene, m-xylene, methylbenzene and other aromatics). A model simulation for 2004 gives an annual global SOA production of approximately 55 Tg. Of this total, 2.5 Tg is found to consist of the oxidation products of anthropogenically emitted hydrocarbons, and about 15 Tg is formed by the oxidation products of isoprene. The global production of SOA is increased to about 69 Tg yr−1 by allowing semi-volatile species to partition to ammonium sulphate aerosol. This brings modelled organic aerosol values closer to those observed, however observations in Europe remain significantly underestimated. Allowing SOA to partition into ammonium sulphate aerosol increases the contribution of anthropogenic SOA from about 4.5% to 9.4% of the total production. Total modelled organic aerosol (OA) values are found to represent a lower fraction of the measured values in winter (when primary organic aerosol (POA) is the dominant OA component) than in summer, which may be an indication that estimates of POA emissions are too low. Additionally, for measurement stations where the summer OA values are higher than in winter, the model generally underestimates the increase in summertime OA. In order to correctly model the observed increase in OA in summer, additional SOA sources or formation mechanisms may be necessary. The importance of NO3 as an oxidant of SOA precursors is found to vary regionally, causing up to 50%–60% of the total amount of SOA near the surface in polluted regions and less than 25% in more remote areas, if the yield of condensible oxidation products for β-pinene is used for NO3 oxidation of all terpenes. Reducing the yield for α-pinene and limonene oxidation in line with recent measurements reduces the global fraction of SOA formed from NO3 oxidation products from 27% to about 21%. This study underscores the need for SOA to be represented in a more realistic way in global aerosol models in order to better reproduce observations of organic aerosol burdens in industrialised and biomass burning regions.

scholarly journals Sudden changes in nitrogen dioxide emissions over Greece due to lockdown after the outbreak of COVID-19

2021 ◽  
Vol 21 (3) ◽  
pp. 1759-1774
Author(s):  
Maria-Elissavet Koukouli ◽  
Ioanna Skoulidou ◽  
Andreas Karavias ◽  
Isaak Parcharidis ◽  
Dimitris Balis ◽  
...  
Keyword(s):  
Air Quality ◽  
Nitrogen Dioxide ◽  
Transport Model ◽  
Chemical Transport ◽  
Capital City ◽  
Optical Absorption Spectroscopy ◽  
Chemical Transport Model ◽  
Ozone Monitoring Instrument ◽  
Transport Modelling ◽  
Monitoring Instrument

Abstract. The unprecedented order, in modern peaceful times, for a near-total lockdown of the Greek population as a means of protection against severe acute respiratory syndrome coronavirus 2, commonly known as COVID-19, has generated unintentional positive side-effects with respect to the country's air quality levels. Sentinel-5 Precursor/Tropospheric Monitoring Instrument (S5P/TROPOMI) monthly mean tropospheric nitrogen dioxide (NO2) observations show an average change of −34 % to +20 % and −39 % to −5 % with an average decrease of −15 % and −11 % for March and April 2020 respectively, compared with the previous year, over the six larger Greek metropolitan areas; this is mostly attributable to vehicular emission reductions. For the capital city of Athens, weekly analysis was statistically possible for the S5P/TROPOMI observations and revealed a marked decline in the NO2 load of between −8 % and −43 % for 7 of the 8 weeks studied; this is in agreement with the equivalent Ozone Monitoring Instrument (OMI)/Aura observations as well as the ground-based estimates of a multi-axis differential optical absorption spectroscopy ground-based instrument. Chemical transport modelling of the NO2 columns, provided by the Long Term Ozone Simulation European Operational Smog (LOTOS-EUROS) chemical transport model, shows that the magnitude of these reductions cannot solely be attributed to the difference in meteorological factors affecting NO2 levels during March and April 2020 and the equivalent time periods of the previous year. Taking this factor into account, the resulting decline was estimated to range between ∼ −25 % and −65 % for 5 of the 8 weeks studied, with the remaining 3 weeks showing a positive average of ∼ 10 %; this positive average was postulated to be due to the uncertainty of the methodology, which is based on differences. As a result this analysis, we conclude that the effect of the COVID-19 lockdown and the restriction of transport emissions over Greece is ∼ −10 %. As transport is the second largest sector (after industry) affecting Greece's air quality, this occasion may well help policymakers to enforce more targeted measures to aid Greece in further reducing emissions according to international air quality standards.

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