Nonmethane hydrocarbon measurements in the North Atlantic Flight Corridor during the Subsonic Assessment Ozone and Nitrogen Oxide Experiment

Simpson, Isobel J.; Sive, B. C.; Blake, D. R.; Blake, N. J.; Chen, T.-Y.; Lopez, Jimena P.; Anderson, B. E.; Sachse, G. W.; Vay, S. A.; Fuelberg, Henry E.; Kondo, Yasuyuki; Thompson, A. M.; Rowland, F. S.

doi:10.1029/1999jd900750

Cited by 12 publications

(7 citation statements)

References 18 publications

(11 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Most measurements of HCs have been made at ground conditions (Anderson et al, 2006;Herndon et al, 2006;Knighton et al, 2007;Yelvington et al, 2007), whereas only a very limited number of measurements have been made at cruise conditions (Simpson et al, 2000;Slemr et al, 2001) or in test rigs (Kurtenbach et al, 2003). All studies, including older ones (e.g.…”

Section: Carbon Containing Speciesmentioning

confidence: 99%

Transport impacts on atmosphere and climate: Aviation

Lee

Pitari

Grewe

et al. 2010

Atmospheric Environment

629

474

View full text Add to dashboard Cite

a b s t r a c tAviation alters the composition of the atmosphere globally and can thus drive climate change and ozone depletion. The last major international assessment of these impacts was made by the Intergovernmental Panel on Climate Change (IPCC) in 1999. Here, a comprehensive updated assessment of aviation is provided. Scientific advances since the 1999 assessment have reduced key uncertainties, sharpening the quantitative evaluation, yet the basic conclusions remain the same. The climate impact of aviation is driven by long-term impacts from CO 2 emissions and shorter-term impacts from non-CO 2 emissions and effects, which include the emissions of water vapour, particles and nitrogen oxides (NO x ). The presentday radiative forcing from aviation (2005) is estimated to be 55 mW m À2 (excluding cirrus cloud enhancement), which represents some 3.5% (range 1.3-10%, 90% likelihood range) of current anthropogenic forcing, or 78 mW m À2 including cirrus cloud enhancement, representing 4.9% of current forcing (range 2-14%, 90% likelihood range). According to two SRES-compatible scenarios, future forcings may increase by factors of 3-4 over 2000 levels, in 2050. The effects of aviation emissions of CO 2 on global mean surface temperature last for many hundreds of years (in common with other sources), whilst its non-CO 2 effects on temperature last for decades. Much progress has been made in the last ten years on characterizing emissions, although major uncertainties remain over the nature of particles. Emissions of NO x result in production of ozone, a climate warming gas, and the reduction of ambient methane (a cooling effect) although the overall balance is warming, based upon current understanding. These NO x emissions from current subsonic aviation do not appear to deplete stratospheric ozone. Despite the progress made on modelling aviation's impacts on tropospheric chemistry, there remains a significant spread in model results. The knowledge of aviation's impacts on cloudiness has also improved: a limited number of studies have demonstrated an increase in cirrus cloud attributable to aviation although the magnitude varies: however, these trend analyses may be impacted by satellite artefacts. The effect of aviation particles on clouds (with and without contrails) may give rise to either a positive forcing or a negative forcing: the modelling and the underlying processes are highly uncertain, although the overall effect of contrails and enhanced cloudiness is considered to be a positive forcing and could be substantial, compared with other effects. The debate over quantification of aviation impacts has also progressed towards studying potential mitigation and the technological and atmospheric tradeoffs. Current studies are still relatively immature and more work is required to determine optimal technological development paths, which is an aspect that atmospheric science has much to contribute. In terms of alternative fuels, liquid hydrogen represents a possibility and may reduce some of aviation's impacts on clim...

show abstract

Section: Carbon Containing Speciesmentioning

confidence: 99%

Transport impacts on atmosphere and climate: Aviation

Lee

Pitari

Grewe

et al. 2010

Atmospheric Environment

629

474

View full text Add to dashboard Cite

show abstract

“…The DB5ms/MS, DB1/FID, PLOT-DB1/FID, Restek1701/ECD, and DB5-Restek1701/ECD combinations received 10.1, 15.1, 60.8, 7.2 and 6.8% of the sample flow, respectively. Additional analytical details are given by Simpson et al (2000) and Colman et al (2001).…”

Section: Gas Sampling and Analysismentioning

confidence: 99%

Emission characteristics of nonmethane hydrocarbons from private cars and taxis at different driving speeds in Hong Kong

Guo

Zou

Tsai

et al. 2011

Atmospheric Environment

108

View full text Add to dashboard Cite

a b s t r a c tVehicular emissions are the major sources of a number of air pollutants including nonmethane hydrocarbons (NMHCs) in urban area. The emission composition and emission factors of NMHCs from vehicles are currently lacking in Hong Kong. In this study, speciation and emission factors of NMHCs emitted from gasoline-fuelled private cars and liquefied petroleum gas (LPG)-fuelled taxis at different driving speeds were constructed using a chassis dynamometer. Large variations in the contributions of individual NMHC species to total emission were observed for different private cars at different driving speeds. The variations of individual NMHC emissions were relatively smaller for taxis due to their relatively homogeneous year of manufacture and mileages. Incomplete combustion products like ethane, ethene and propene were the major component of both types of vehicles, while unburned fuel component was also abundant in the exhausts of private cars and taxis (i.e. i-pentane and toluene for private car, and propane and butanes for taxi). Emission factors of major NMHCs emitted from private cars and taxis were estimated. High emission factors of ethane, n-butane, i/n-pentanes, methylpentanes, trimethylpentanes, ethene, propene, i-butene, benzene, toluene and xylenes were found for private cars, whereas propane and i/n-butanes had the highest values for taxis. By evaluating the effect of vehicular emissions on the ozone formation potential (OFP), it was found that the contributions of olefinic and aromatic hydrocarbons to OFP were higher than that from paraffinic hydrocarbons for private car, whereas the contributions of propane and i/n-butanes were the highest for taxis. The total OFP value was higher at lower speeds ( 50 km h À1 ) for private cars while a minimum value at driving speed of 100 km h À1 was found for taxis. At the steady driving speeds, the total contribution of NMHCs emitted from LPG-fuelled taxis to the OFP was much lower than that from gasoline-fuelled private cars. However, at idling state, the contribution of NMHCs from LPG-fuelled vehicles to OFP was comparable to that from gasoline-fuelled vehicles. The findings obtained in this study can be used to mitigate the air pollution caused by vehicles in highly dense urban areas.

show abstract

“…Sample filling time ranged from 0.5 to 3 minutes and samples were collected every 2–5 minutes on average. The detection limit of the whole air measurements is summarized by Simpson et al [2000]. The values of J(NO 2 ) and J(O 1 D) were measured using two sets of the filter radiometers; one set looked upward and the other looked downward from the aircraft (Meteorologie Consult, Glashutte, Germany) [ Kita et al , 2002].…”

Section: Measurementsmentioning

confidence: 99%

Reactive nitrogen over the tropical western Pacific: Influence from lightning and biomass burning during BIBLE A

Koike¹,

Kondo²,

Kita³

et al. 2002

J.‐Geophys.‐Res.

Self Cite

View full text Add to dashboard Cite

[1] The Biomass Burning and Lightning Experiment phase A (BIBLE A) aircraft campaign was carried out over the tropical western Pacific in September and October 1998. During this period, biomass burning activity in Indonesia was quite weak. Mixing ratios of NO x and NO y in air masses that had crossed over the Indonesian islands within 3 days prior to the measurement (Indonesian air masses) were systematically higher than those in air masses originating from the central Pacific (tropical air masses). Sixty percent of the Indonesian air masses at 9-13 km (upper troposphere, UT) originated from the central Pacific. The differences in NO y mixing ratio between these two types of air masses were likely due to processes that occurred while air masses were over the Islands. Evidence presented in this paper suggests convection carries material from the surface, and NO is produced from lightning. At altitudes below 3 km (lower troposphere, LT), typical gradient of NO x and NO y to CO (dNO y /dCO and dNO x /dCO) was smaller than that in the biomass burning plumes and in urban areas, suggesting that neither source has a dominant influence. When the CO-NO x and CO-NO y relationships in the UT are compared to the reference relationships chosen for the LT, the NO x and NO y values are higher by 40-60 pptv (80% of NO x ) and 70-100 pptv (50% of NO y ). This difference is attributed to in situ production of NO by lightning. Analyses using air mass trajectories and geostationary meteorological satellite (GMS) derived cloud height data show that convection over land, which could be accompanied by lightning activity, increases the NO x values, while convection over the ocean generally lowers the NO x level. These processes are found to have a significant impact on the O 3 production rate over the tropical western Pacific.

show abstract

Nonmethane hydrocarbon measurements in the North Atlantic Flight Corridor during the Subsonic Assessment Ozone and Nitrogen Oxide Experiment

Cited by 12 publications

References 18 publications

Transport impacts on atmosphere and climate: Aviation

Transport impacts on atmosphere and climate: Aviation

Emission characteristics of nonmethane hydrocarbons from private cars and taxis at different driving speeds in Hong Kong

Reactive nitrogen over the tropical western Pacific: Influence from lightning and biomass burning during BIBLE A

Contact Info

Product

Resources

About