Pub Date : 2025-11-29DOI: 10.1016/j.aeaoa.2025.100403
Leandro B. Magalhães , Luís F.F.M. Santos , Ana F. Ferreira , André R. Silva
With global air traffic projected to grow annually by approximately 3.8%, the aviation sector faces increasing pressure to implement effective strategies for mitigating its environmental impact, particularly with respect to greenhouse gas emissions. Sustainable Aviation Fuels represent a critical pathway for decarbonizing aviation by offering a lower-emission alternative to conventional jet fuels. This study evaluates the environmental impact of SAFs on specific operational phases of flight, with a focus on the landing and take-off cycle. A case study was conducted at Lisbon Airport using real aircraft movement data over a one-week period. Emissions were calculated by correlating aircraft engine types with data from the ICAO Engine Exhaust Emissions Databank. The analysis identifies the most emission-intensive flight phase, the most polluting fleet, and evaluates the potential GHG reductions achievable through the use of various SAF pathways. Additionally, operational alternatives for reducing emissions during the taxi phase, including APU management strategies, are examined. The results provide actionable insights into the role of SAFs in reducing airport-level emissions and support targeted interventions for more sustainable airport operations.
{"title":"Sustainable Aviation Fuels and their impact in commercial airport operation","authors":"Leandro B. Magalhães , Luís F.F.M. Santos , Ana F. Ferreira , André R. Silva","doi":"10.1016/j.aeaoa.2025.100403","DOIUrl":"10.1016/j.aeaoa.2025.100403","url":null,"abstract":"<div><div>With global air traffic projected to grow annually by approximately 3.8%, the aviation sector faces increasing pressure to implement effective strategies for mitigating its environmental impact, particularly with respect to greenhouse gas emissions. Sustainable Aviation Fuels represent a critical pathway for decarbonizing aviation by offering a lower-emission alternative to conventional jet fuels. This study evaluates the environmental impact of SAFs on specific operational phases of flight, with a focus on the landing and take-off cycle. A case study was conducted at Lisbon Airport using real aircraft movement data over a one-week period. Emissions were calculated by correlating aircraft engine types with data from the ICAO Engine Exhaust Emissions Databank. The analysis identifies the most emission-intensive flight phase, the most polluting fleet, and evaluates the potential GHG reductions achievable through the use of various SAF pathways. Additionally, operational alternatives for reducing emissions during the taxi phase, including APU management strategies, are examined. The results provide actionable insights into the role of SAFs in reducing airport-level emissions and support targeted interventions for more sustainable airport operations.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"29 ","pages":"Article 100403"},"PeriodicalIF":3.4,"publicationDate":"2025-11-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145737857","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-25DOI: 10.1016/j.aeaoa.2025.100402
S. Prasanna Raj Yadav , Seetharaman Sathyanarayanan , C.G. Saravanan , D. Damodharan , S. Balasaraswathy , Femilda Josephin JS , Edwin Geo Varuvel , Jonas Matijošius , Artūras Kilikevičius , Haiter Lenin Allasi
Research on alternative fuels has received increased attention in recent years because they not only address the sustainability issues associated with fossil fuels but also mitigate the harmful gases released during combustion. This study focuses on the use of recycled transformer oil (WTO) in diesel engines, aiming to harness its energy content, which is typically discarded as waste. The WTO was recycled via catalytic cracking, and CCWTO50 (a 50 % CCWTO and 50 % neat diesel blend) was used as the test fuel. Furthermore, a re-entrant combustion chamber (RCC) and a hemispherical open-type combustion chamber (HCC) were employed to investigate the combustion and emission characteristics of WTO. The combustion characteristics, engine performance, and exhaust gas emission levels were recorded when the CCWTO50 powered the engine for both HCC and RCC geometries. The results indicate that CCWTO50 improved engine performance and reduced emissions compared to diesel fuel. Further improvements were observed when RCC was employed. A higher heat release rate of 169.3 kJ/m3/°C and a peak pressure of 61.54 bar were observed for CCWTO50-RCC. CCWTO50-RCC improved brake thermal efficiency by 3 % compared to diesel-HCC. In addition, CCWTO50-RCC reduced emissions of hydrocarbons (HC), carbon monoxide (CO), and smoke by 8 %, 6 %, and 5 %, respectively, compared to diesel-HCC. Thus, the authors suggest that CCWTO50 with RCC can be effectively used in diesel engines to enhance engine performance and reduce exhaust gas emissions.
{"title":"Utilization of catalytically cracked waste transformer oil in compression ignition engines: Effects of combustion chamber geometry on efficiency and emission characteristics","authors":"S. Prasanna Raj Yadav , Seetharaman Sathyanarayanan , C.G. Saravanan , D. Damodharan , S. Balasaraswathy , Femilda Josephin JS , Edwin Geo Varuvel , Jonas Matijošius , Artūras Kilikevičius , Haiter Lenin Allasi","doi":"10.1016/j.aeaoa.2025.100402","DOIUrl":"10.1016/j.aeaoa.2025.100402","url":null,"abstract":"<div><div>Research on alternative fuels has received increased attention in recent years because they not only address the sustainability issues associated with fossil fuels but also mitigate the harmful gases released during combustion. This study focuses on the use of recycled transformer oil (WTO) in diesel engines, aiming to harness its energy content, which is typically discarded as waste. The WTO was recycled via catalytic cracking, and CCWTO50 (a 50 % CCWTO and 50 % neat diesel blend) was used as the test fuel. Furthermore, a re-entrant combustion chamber (RCC) and a hemispherical open-type combustion chamber (HCC) were employed to investigate the combustion and emission characteristics of WTO. The combustion characteristics, engine performance, and exhaust gas emission levels were recorded when the CCWTO50 powered the engine for both HCC and RCC geometries. The results indicate that CCWTO50 improved engine performance and reduced emissions compared to diesel fuel. Further improvements were observed when RCC was employed. A higher heat release rate of 169.3 kJ/m<sup>3</sup>/°C and a peak pressure of 61.54 bar were observed for CCWTO50-RCC. CCWTO50-RCC improved brake thermal efficiency by 3 % compared to diesel-HCC. In addition, CCWTO50-RCC reduced emissions of hydrocarbons (HC), carbon monoxide (CO), and smoke by 8 %, 6 %, and 5 %, respectively, compared to diesel-HCC. Thus, the authors suggest that CCWTO50 with RCC can be effectively used in diesel engines to enhance engine performance and reduce exhaust gas emissions.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"29 ","pages":"Article 100402"},"PeriodicalIF":3.4,"publicationDate":"2025-11-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145737856","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-22DOI: 10.1016/j.aeaoa.2025.100401
Aner Martinez-Soto , Mark F. Jentsch , Victoria Martinez-Gallegos , Jonas Duchêne , Alexander Zipf
Understanding how meteorological conditions influence fine particulate matter (PM2.5) is crucial in cities where residential biomass combustion is a dominant emission source. This study analyses the effects of temperature, wind speed, relative humidity, atmospheric pressure and precipitation on PM2.5 concentrations during the 2019 winter heating season in Temuco, Chile — a city largely dependent on wood for space heating. Data from 11 monitoring stations reveal that PM2.5 levels increase with low temperatures and wind speeds, showing inverse correlations with both, temperature (r = −0.36 to −0.09) and wind speed (r = −0.30 to −0.24). Atmospheric pressure displays a weak positive correlation (r = 0.03–0.30), while humidity and precipitation show variable, site-specific effects. Extreme pollution episodes with PM2.5 >500 μg/m3 coincide with periods of meteorological stability and an increased need for space heating. These results demonstrate that high PM2.5 concentrations arise from the combined effect of strong local emissions and meteorological conditions that inhibit dispersion. The findings provide quantitative evidence to support weather-based air quality forecasting and targeted emission reduction strategies for biomass-dependent urban areas.
{"title":"Influence of meteorological variables on PM2.5 concentrations in cities heated with solid fuels: A case study from Temuco, Chile","authors":"Aner Martinez-Soto , Mark F. Jentsch , Victoria Martinez-Gallegos , Jonas Duchêne , Alexander Zipf","doi":"10.1016/j.aeaoa.2025.100401","DOIUrl":"10.1016/j.aeaoa.2025.100401","url":null,"abstract":"<div><div>Understanding how meteorological conditions influence fine particulate matter (PM<sub>2.5</sub>) is crucial in cities where residential biomass combustion is a dominant emission source. This study analyses the effects of temperature, wind speed, relative humidity, atmospheric pressure and precipitation on PM<sub>2.5</sub> concentrations during the 2019 winter heating season in Temuco, Chile — a city largely dependent on wood for space heating. Data from 11 monitoring stations reveal that PM<sub>2.5</sub> levels increase with low temperatures and wind speeds, showing inverse correlations with both, temperature (r = −0.36 to −0.09) and wind speed (r = −0.30 to −0.24). Atmospheric pressure displays a weak positive correlation (r = 0.03–0.30), while humidity and precipitation show variable, site-specific effects. Extreme pollution episodes with PM<sub>2.5</sub> >500 μg/m<sup>3</sup> coincide with periods of meteorological stability and an increased need for space heating. These results demonstrate that high PM<sub>2.5</sub> concentrations arise from the combined effect of strong local emissions and meteorological conditions that inhibit dispersion. The findings provide quantitative evidence to support weather-based air quality forecasting and targeted emission reduction strategies for biomass-dependent urban areas.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"29 ","pages":"Article 100401"},"PeriodicalIF":3.4,"publicationDate":"2025-11-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145692200","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-21DOI: 10.1016/j.aeaoa.2025.100398
Mojibul Sajjad , Thuy Chu-Van , G.M. Hasan Shahariar , Kabir Adewale Suara , Nicholas Surawski , Timothy A. Bodisco , Zoran D Ristovski , Richard J. Brown , Ali Zare
Ship engine loading typically follows the propeller law, with fuel consumption models primarily using engine load as a predictor. However, this study highlights the limitations of propeller laws in accurately representing engine behaviour in port and coastal areas under transient operational conditions (e.g. manoeuvring/running under partial loading at slower speeds). This study presents a comparative analysis of on-board ship measurements and a laboratory study using a testbed diesel engine operating under a custom-designed propeller law transient cycle. Results indicate that the test engine's measured load profile lagged during acceleration and led during deceleration, with this effect intensifying at higher ramp rates. Brake-specific fuel consumption (BSFC) peaked at low loads and decreased at higher loads in departure/arrival scenarios, highlighting the critical role of engine speed under partial loading in operational safety, asset life, and emissions. Additionally, ship EFs (g/kg of fuel) were disproportionately high at low operating loads under partial loading, reflecting increased fuel-specific emissions due to unstable operating conditions. Particle number (PN) and particulate mass (PM1) EFs are over-estimation at loads <5 % and <4 % respectively, and underestimation for loads >5 % and >4 %, respectively. Low load (≤20 %) correction factors overestimate NOx, CO, and PM1 at <5 % load. Above 5 % load, NOx is underestimated but aligns during approaching to Port of Gladstone (POGL). CO is overestimated leaving Port of Brisbane (POB) but aligns during approaching to POGL. Testbed findings of emissions for different ramps match modelled low load correction factor values, though deceleration EFs (during 8–15 % load) exceed predictions. At ≤10 % load for both acceleration and deceleration states, the low load correction factors differ significantly; at higher loads, they align with the modelled predictions. Testbed engine results align with standard low load correction factors through transient cycle studies, highlighting the need to account for partial loading and dynamic conditions in emission estimates. With the aid of the propeller law drive cycle, the ship activity during the port manoeuvring demonstrated in a testbed engine. Testbed responses under acceleration-deceleration transient run, identified significance differences in specific emissions, and this study bridges a key gap in emission modelling with real-world data and empirical models.
{"title":"Ship fuel consumption and emissions during low load manoeuvring conditions","authors":"Mojibul Sajjad , Thuy Chu-Van , G.M. Hasan Shahariar , Kabir Adewale Suara , Nicholas Surawski , Timothy A. Bodisco , Zoran D Ristovski , Richard J. Brown , Ali Zare","doi":"10.1016/j.aeaoa.2025.100398","DOIUrl":"10.1016/j.aeaoa.2025.100398","url":null,"abstract":"<div><div>Ship engine loading typically follows the propeller law, with fuel consumption models primarily using engine load as a predictor. However, this study highlights the limitations of propeller laws in accurately representing engine behaviour in port and coastal areas under transient operational conditions (e.g. manoeuvring/running under partial loading at slower speeds). This study presents a comparative analysis of on-board ship measurements and a laboratory study using a testbed diesel engine operating under a custom-designed propeller law transient cycle. Results indicate that the test engine's measured load profile lagged during acceleration and led during deceleration, with this effect intensifying at higher ramp rates. Brake-specific fuel consumption (BSFC) peaked at low loads and decreased at higher loads in departure/arrival scenarios, highlighting the critical role of engine speed under partial loading in operational safety, asset life, and emissions. Additionally, ship EFs (g/kg of fuel) were disproportionately high at low operating loads under partial loading, reflecting increased fuel-specific emissions due to unstable operating conditions. Particle number (PN) and particulate mass (PM<sub>1</sub>) EFs are over-estimation at loads <5 % and <4 % respectively, and underestimation for loads >5 % and >4 %, respectively. Low load (≤20 %) correction factors overestimate NO<sub>x</sub>, CO, and PM<sub>1</sub> at <5 % load. Above 5 % load, NO<sub>x</sub> is underestimated but aligns during approaching to Port of Gladstone (POGL). CO is overestimated leaving Port of Brisbane (POB) but aligns during approaching to POGL. Testbed findings of emissions for different ramps match modelled low load correction factor values, though deceleration EFs (during 8–15 % load) exceed predictions. At ≤10 % load for both acceleration and deceleration states, the low load correction factors differ significantly; at higher loads, they align with the modelled predictions. Testbed engine results align with standard low load correction factors through transient cycle studies, highlighting the need to account for partial loading and dynamic conditions in emission estimates. With the aid of the propeller law drive cycle, the ship activity during the port manoeuvring demonstrated in a testbed engine. Testbed responses under acceleration-deceleration transient run, identified significance differences in specific emissions, and this study bridges a key gap in emission modelling with real-world data and empirical models.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"29 ","pages":"Article 100398"},"PeriodicalIF":3.4,"publicationDate":"2025-11-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145625000","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-20DOI: 10.1016/j.aeaoa.2025.100399
Rajat Sharma, Erwann Rayssac, Andry Razakamanantsoa, Agnès Jullien
A territorial Emission Inventory combined with Economic Weightage to quantify regional pollutant emissions in low-income countries is presented. The study covers the 5 regions of Fianarantsoa city in Madagascar and is analyzing the dominant sectors of activities and pollutant concentrations for BC, PM10, PM2.5, CO2, CO, and NOx. Ground based surveys are used to assess regional emission related activities. The findings corresponding to residential, hotels and restaurant, open waste burning and transport sectors reveal high levels of total pollutant emissions that is 88.98 T/y of PM, 3.5 T/y of BC, 1375.6 T/y of CO, 158.2 T/y of NOx and 7614 T/y of CO2. The emission estimation combined with economic weightage reveals that despite the residential sector being the primary emitter, hotels and restaurants disproportionately influence emissions and hotspot zones, highlighting the significance of economic activity on emissions. The study highlights significant gaps between regional results from our study when compared to global datasets available in literature, revealing NOx emissions of 158.2 T/y, 6–63 times higher than EDGAR (2.5–25 T/y), alongside BC, PM, CO (2–36 times high), and CO2 (2–8 times high). This study identifies sectoral hotspots and regional emission drivers often overlooked by global top-down inventories. This study highlights a territorial approach that enhances sectoral emission quantification, considering fuel types, sectoral contributions, and economic weightage.
{"title":"A sectoral model for territorial emission inventory in a low income country - a case study from Madagascar","authors":"Rajat Sharma, Erwann Rayssac, Andry Razakamanantsoa, Agnès Jullien","doi":"10.1016/j.aeaoa.2025.100399","DOIUrl":"10.1016/j.aeaoa.2025.100399","url":null,"abstract":"<div><div>A territorial Emission Inventory combined with Economic Weightage to quantify regional pollutant emissions in low-income countries is presented. The study covers the 5 regions of Fianarantsoa city in Madagascar and is analyzing the dominant sectors of activities and pollutant concentrations for BC, PM<sub>10</sub>, PM<sub>2.5</sub>, CO<sub>2</sub>, CO, and NO<sub>x</sub>. Ground based surveys are used to assess regional emission related activities. The findings corresponding to residential, hotels and restaurant, open waste burning and transport sectors reveal high levels of total pollutant emissions that is 88.98 T/y of PM, 3.5 T/y of BC, 1375.6 T/y of CO, 158.2 T/y of NO<sub>x</sub> and 7614 T/y of CO<sub>2</sub>. The emission estimation combined with economic weightage reveals that despite the residential sector being the primary emitter, hotels and restaurants disproportionately influence emissions and hotspot zones, highlighting the significance of economic activity on emissions. The study highlights significant gaps between regional results from our study when compared to global datasets available in literature, revealing NO<sub>x</sub> emissions of 158.2 T/y, 6–63 times higher than EDGAR (2.5–25 T/y), alongside BC, PM, CO (2–36 times high), and CO<sub>2</sub> (2–8 times high). This study identifies sectoral hotspots and regional emission drivers often overlooked by global top-down inventories. This study highlights a territorial approach that enhances sectoral emission quantification, considering fuel types, sectoral contributions, and economic weightage.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"28 ","pages":"Article 100399"},"PeriodicalIF":3.4,"publicationDate":"2025-11-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145568377","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Climate change is a key factor determining changes in plant phenology. The start and end dates of the pollen season, as well as its duration, are closely linked to shifting meteorological conditions. Rising air temperatures have a particularly strong impact, but changes in other meteorological factors, such as precipitation, are also important. This study analyses two genera within the Betulaceae family, alder (Alnus) and birch (Betula) pollen seasons from 2005 to 2023 in Lithuania, focusing on season dates, duration, pollen concentration, and their relationships with meteorological parameters. The dates and duration of the pollen season were evaluated using two definitions. The analysis is based on daily aerobiological observation data from Vilnius, Siauliai, and Klaipeda.
The alder pollen season typically begins in March and lasts, on average, from 24 to 36 days in different study sites. Over the past two decades, a significant trend toward an earlier start of the season has been observed, with the beginning date moving up by 13–34 days, depending on the location and calculation method. The duration of the season varied slightly, and the end dates did not show statistically significant differences. The increase in air temperature during February and March was the primary factor driving the season's earlier start.
The birch pollen season in Lithuania usually begins in mid-April and lasts about 30 days. Changes are statistically insignificant, despite minor shifts in the start and end dates. A weak but significant correlation exists between February–March temperatures and the beginning of the birch pollen season, while a weak negative correlation was observed between April–May temperatures and the season-end dates.
{"title":"Changes in pollen season duration and their relationship with meteorological conditions in Lithuania","authors":"Silvija Pipiraitė-Januškienė , Egidijus Rimkus , Ingrida Šaulienė , Laura Šukienė","doi":"10.1016/j.aeaoa.2025.100397","DOIUrl":"10.1016/j.aeaoa.2025.100397","url":null,"abstract":"<div><div>Climate change is a key factor determining changes in plant phenology. The start and end dates of the pollen season, as well as its duration, are closely linked to shifting meteorological conditions. Rising air temperatures have a particularly strong impact, but changes in other meteorological factors, such as precipitation, are also important. This study analyses two genera within the Betulaceae family, alder (<em>Alnus</em>) and birch (<em>Betula)</em> pollen seasons from 2005 to 2023 in Lithuania, focusing on season dates, duration, pollen concentration, and their relationships with meteorological parameters. The dates and duration of the pollen season were evaluated using two definitions. The analysis is based on daily aerobiological observation data from Vilnius, Siauliai, and Klaipeda.</div><div>The alder pollen season typically begins in March and lasts, on average, from 24 to 36 days in different study sites. Over the past two decades, a significant trend toward an earlier start of the season has been observed, with the beginning date moving up by 13–34 days, depending on the location and calculation method. The duration of the season varied slightly, and the end dates did not show statistically significant differences. The increase in air temperature during February and March was the primary factor driving the season's earlier start.</div><div>The birch pollen season in Lithuania usually begins in mid-April and lasts about 30 days. Changes are statistically insignificant, despite minor shifts in the start and end dates. A weak but significant correlation exists between February–March temperatures and the beginning of the birch pollen season, while a weak negative correlation was observed between April–May temperatures and the season-end dates.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"28 ","pages":"Article 100397"},"PeriodicalIF":3.4,"publicationDate":"2025-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145568327","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-12DOI: 10.1016/j.aeaoa.2025.100392
Jiading Li , Jianping Huang , Yeqi Huang , Chang Liu , Xuguo Zhang , Yiang Chen , Vincent Tsz Fai Cheung , M.B. Sobnack , Jimmy Fung
Improving model forecasting capability of high surface ozone (O3) concentrations is critical for air quality management. Accurate predictions of O3 and other criteria air pollutants depend heavily on the chemical mechanisms used in models. In this study, the Weather Research Forecast/Community Multiscale Air Quality (WRF/CMAQ) modeling system is utilized to quantify the impact of two chemical mechanisms, the Carbon Bond Mechanism 6 revision 3 (CB6r3) and the State Air Pollution Research Center Version 07 with toluene (T), iodine (I) and chlorine (C) chemistry (SAPRC07) on O3 predictions in the Guangdong-Hong Kong-Macau Greater Bay Area of China (GBA). Three-month simulations were conducted with the two gas-phase mechanisms over the four nested domains in the GBA for July, August, and September 2021. The simulations are evaluated extensively with observations from surface meteorology and air quality monitoring networks, including three volatile organic compounds (VOC) observational sites in Hong Kong. The evaluations show that the SAPRC07 mechanism has a stronger capability than the CB6r3 mechanism in predicting O3 peak concentrations during exceedance events with mean bias (MB) of −2.15 ppbv, correlation coefficient (CR) of 0.86, and hit rate of 0.58, which are higher than CB6r3 with MB of −11.54 ppbv, CR of 0.81, and hit rate of 0.35. The improvement of O3 predictions is largely attributed to the more detailed treatment of VOC species by SAPRC07 mechanisms, as evidenced by our evaluation showing its superior performance in reproducing VOC concentration changes compared to CB6r3 during O3 episodes. The study highlights the potential of implementing detailed VOC chemical mechanisms, such as SAPRC07, in real-time forecast and sensitivity studies to support the development of effective emission reduction strategies, given the rapid advancement of computer technologies.
{"title":"Improving ozone episode predictions in the Great Bay Area: An evaluation of the contribution of gas-phase chemical mechanisms","authors":"Jiading Li , Jianping Huang , Yeqi Huang , Chang Liu , Xuguo Zhang , Yiang Chen , Vincent Tsz Fai Cheung , M.B. Sobnack , Jimmy Fung","doi":"10.1016/j.aeaoa.2025.100392","DOIUrl":"10.1016/j.aeaoa.2025.100392","url":null,"abstract":"<div><div>Improving model forecasting capability of high surface ozone (O<sub>3</sub>) concentrations is critical for air quality management. Accurate predictions of O<sub>3</sub> and other criteria air pollutants depend heavily on the chemical mechanisms used in models. In this study, the Weather Research Forecast/Community Multiscale Air Quality (WRF/CMAQ) modeling system is utilized to quantify the impact of two chemical mechanisms, the Carbon Bond Mechanism 6 revision 3 (CB6r3) and the State Air Pollution Research Center Version 07 with toluene (T), iodine (I) and chlorine (C) chemistry (SAPRC07) on O<sub>3</sub> predictions in the Guangdong-Hong Kong-Macau Greater Bay Area of China (GBA). Three-month simulations were conducted with the two gas-phase mechanisms over the four nested domains in the GBA for July, August, and September 2021. The simulations are evaluated extensively with observations from surface meteorology and air quality monitoring networks, including three volatile organic compounds (VOC) observational sites in Hong Kong. The evaluations show that the SAPRC07 mechanism has a stronger capability than the CB6r3 mechanism in predicting O<sub>3</sub> peak concentrations during exceedance events with mean bias (MB) of −2.15 ppbv, correlation coefficient (CR) of 0.86, and hit rate of 0.58, which are higher than CB6r3 with MB of −11.54 ppbv, CR of 0.81, and hit rate of 0.35. The improvement of O<sub>3</sub> predictions is largely attributed to the more detailed treatment of VOC species by SAPRC07 mechanisms, as evidenced by our evaluation showing its superior performance in reproducing VOC concentration changes compared to CB6r3 during O<sub>3</sub> episodes. The study highlights the potential of implementing detailed VOC chemical mechanisms, such as SAPRC07, in real-time forecast and sensitivity studies to support the development of effective emission reduction strategies, given the rapid advancement of computer technologies.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"28 ","pages":"Article 100392"},"PeriodicalIF":3.4,"publicationDate":"2025-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145568315","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-12DOI: 10.1016/j.aeaoa.2025.100396
Hiroya Uchida , Koga Yamazaki , Satoshi Sekizawa , Shinichiro Fujimori , Ken Oshiro , Thanapat Jansakoo
Climate change mitigation policies can enhance health by improving air quality. Previous studies have evaluated historical years lived with disability (YLDs) for cardiovascular and respiratory diseases attributable to particulate matter (PM2.5). However, the impact of dementia, which can significantly affect YLDs, has not been thoroughly examined in the context of climate change mitigation. In this study, we estimated global YLDs attributable to PM2.5 using health impact assessment models and PM2.5 concentrations simulated by a global chemical transport model under two scenarios: with and without climate change mitigation. To address appropriately the issue of dementia, we explicitly considered future demographic patterns, particularly the aging population. YLDs are projected to increase globally by 2100 in both scenarios due to global aging, increasing from 7.1 million years in 2015 to 18 million years without mitigation and to 12.5 million years with it. Mitigation measures could reduce global YLDs by 5.33 million years, by 2100, limiting the increase from 2.5 times to 1.8 times. Although mitigation measures can reduce the health impacts attributable to PM2.5, the role of population aging remains critical for the future.
{"title":"Morbidity changes induced by future air quality and demographic structure changes","authors":"Hiroya Uchida , Koga Yamazaki , Satoshi Sekizawa , Shinichiro Fujimori , Ken Oshiro , Thanapat Jansakoo","doi":"10.1016/j.aeaoa.2025.100396","DOIUrl":"10.1016/j.aeaoa.2025.100396","url":null,"abstract":"<div><div>Climate change mitigation policies can enhance health by improving air quality. Previous studies have evaluated historical years lived with disability (YLDs) for cardiovascular and respiratory diseases attributable to particulate matter (PM<sub>2.5</sub>). However, the impact of dementia, which can significantly affect YLDs, has not been thoroughly examined in the context of climate change mitigation. In this study, we estimated global YLDs attributable to PM<sub>2.5</sub> using health impact assessment models and PM<sub>2.5</sub> concentrations simulated by a global chemical transport model under two scenarios: with and without climate change mitigation. To address appropriately the issue of dementia, we explicitly considered future demographic patterns, particularly the aging population. YLDs are projected to increase globally by 2100 in both scenarios due to global aging, increasing from 7.1 million years in 2015 to 18 million years without mitigation and to 12.5 million years with it. Mitigation measures could reduce global YLDs by 5.33 million years, by 2100, limiting the increase from 2.5 times to 1.8 times. Although mitigation measures can reduce the health impacts attributable to PM<sub>2.5</sub>, the role of population aging remains critical for the future.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"28 ","pages":"Article 100396"},"PeriodicalIF":3.4,"publicationDate":"2025-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145520100","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-12DOI: 10.1016/j.aeaoa.2025.100395
Lara Noppen , Lieven Clarisse , Marie-Thérèse El Kattar , Frederik Tack , Mary Langsdale , Martin Van Damme , Lorenzo Genesio , Franco Miglietta , Valerio Capecchi , Martin Wooster , Simon Hook , Michel Van Roozendael , Dirk Schuettemeyer , Pierre Coheur
Livestock farming is the dominant source of atmospheric ammonia (NH3) in large parts of the world. However, its emissions remain difficult to quantify because of the complex and diverse nature of farms, and the technical and practical challenges involved in measuring NH3. Emission estimates from individual farms are traditionally obtained from in situ measurements, while regional to global distributions are provided by infrared satellite sounders. Airborne hyperspectral infrared imaging can be used to map NH3 over large areas () and at high spatial resolution (), therefore providing measurements at a scale between in situ and satellite data.
During a joint ESA-NASA funded campaign in the summer of 2023 near Grosseto, Italy, a cattle farm and its surroundings were overflown by a research aircraft 69 times in five days. Airborne hyperspectral longwave infrared imagery was collected using the NASA-JPL Hyperspectral Thermal Emission Spectrometer (HyTES). We developed an efficient lookup table approach to derive NH3 abundances and associated uncertainties from the HyTES radiance data. The resulting distributions reveal a diversity of small and large NH3 plumes emanating from the farm. Lagoons and barns were identified as the main emission hotspots. From these distributions and with the help of a box model, total farm fluxes were estimated for each overflight. The emission fluxes range from to for the first three days, in line with emission factors reported by other studies. Much larger emissions are seen on the last two days, between and , likely caused by specific farm activities. Overall, this case study demonstrates that airborne hyperspectral infrared imaging is a valuable complement to existing methods for quantifying NH3 emissions at the farm scale.
{"title":"Airborne measurements of agricultural ammonia emissions: A case study over a livestock farm in Grosseto, Italy","authors":"Lara Noppen , Lieven Clarisse , Marie-Thérèse El Kattar , Frederik Tack , Mary Langsdale , Martin Van Damme , Lorenzo Genesio , Franco Miglietta , Valerio Capecchi , Martin Wooster , Simon Hook , Michel Van Roozendael , Dirk Schuettemeyer , Pierre Coheur","doi":"10.1016/j.aeaoa.2025.100395","DOIUrl":"10.1016/j.aeaoa.2025.100395","url":null,"abstract":"<div><div>Livestock farming is the dominant source of atmospheric ammonia (NH<sub>3</sub>) in large parts of the world. However, its emissions remain difficult to quantify because of the complex and diverse nature of farms, and the technical and practical challenges involved in measuring NH<sub>3</sub>. Emission estimates from individual farms are traditionally obtained from in situ measurements, while regional to global distributions are provided by infrared satellite sounders. Airborne hyperspectral infrared imaging can be used to map NH<sub>3</sub> over large areas (<span><math><mrow><mo>></mo><mn>10</mn><mspace></mspace><msup><mrow><mstyle><mi>k</mi><mi>m</mi></mstyle></mrow><mrow><mn>2</mn></mrow></msup></mrow></math></span>) and at high spatial resolution (<span><math><mrow><mo><</mo><mn>5</mn><mspace></mspace><mstyle><mi>m</mi></mstyle></mrow></math></span>), therefore providing measurements at a scale between in situ and satellite data.</div><div>During a joint ESA-NASA funded campaign in the summer of 2023 near Grosseto, Italy, a cattle farm and its surroundings were overflown by a research aircraft 69 times in five days. Airborne hyperspectral longwave infrared imagery was collected using the NASA-JPL Hyperspectral Thermal Emission Spectrometer (HyTES). We developed an efficient lookup table approach to derive NH<sub>3</sub> abundances and associated uncertainties from the HyTES radiance data. The resulting distributions reveal a diversity of small and large NH<sub>3</sub> plumes emanating from the farm. Lagoons and barns were identified as the main emission hotspots. From these distributions and with the help of a box model, total farm fluxes were estimated for each overflight. The emission fluxes range from <span><math><mrow><mn>3</mn><mo>±</mo><mn>1</mn></mrow></math></span> to <span><math><mrow><mn>7</mn><mo>±</mo><mn>5</mn><mspace></mspace><mstyle><mi>g</mi></mstyle><mspace></mspace><msup><mrow><mstyle><mi>h</mi><mi>d</mi></mstyle></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup><mspace></mspace><msup><mrow><mstyle><mi>h</mi></mstyle></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup></mrow></math></span> for the first three days, in line with emission factors reported by other studies. Much larger emissions are seen on the last two days, between <span><math><mrow><mn>13</mn><mo>±</mo><mn>8</mn></mrow></math></span> and <span><math><mrow><mn>59</mn><mo>±</mo><mn>42</mn><mspace></mspace><mstyle><mi>g</mi></mstyle><mspace></mspace><msup><mrow><mstyle><mi>h</mi><mi>d</mi></mstyle></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup><mspace></mspace><msup><mrow><mstyle><mi>h</mi></mstyle></mrow><mrow><mo>−</mo><mn>1</mn></mrow></msup></mrow></math></span>, likely caused by specific farm activities. Overall, this case study demonstrates that airborne hyperspectral infrared imaging is a valuable complement to existing methods for quantifying NH<sub>3</sub> emissions at the farm scale.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"29 ","pages":"Article 100395"},"PeriodicalIF":3.4,"publicationDate":"2025-11-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145624999","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-11-07DOI: 10.1016/j.aeaoa.2025.100393
Betsy Sandoval Guzmán, Mathias Huber, Philippe Zimmermann, Barbara Zeps, Christian Bach, Miriam Elser
Plug-in Hybrid Electric Vehicles (PHEVs) play an important role in the transition to sustainable transportation, but their real-world performance often deviates from type-approval values. These deviations stem from factors not captured in standard test procedures, including driving dynamics, ambient temperature, and use of auxiliary systems. As a result, real-world fuel consumption for PHEVs in Europe is, on average, up to five times higher than certified values. To address this gap, the present study provides an empirical evaluation of the performance of eight PHEV passenger cars using controlled test-bench measurements under various conditions. The analyses focus on the influence of low ambient temperature, dynamic driving, and auxiliary heating on electric range, energy consumption (fuel and electric energy demand), and carbon dioxide and key pollutants emissions. Results show a substantial reduction in electric range under demanding conditions, increasing reliance on the combustion engine and leading to higher fuel consumption and emissions. These findings underscore the limitations of current type-approval procedures and the importance of considering real-world usage conditions in environmental assessments.
{"title":"Environmental performance of plug-in hybrid electric vehicles: Impacts of driving cycles, ambient temperature, and auxiliary loads","authors":"Betsy Sandoval Guzmán, Mathias Huber, Philippe Zimmermann, Barbara Zeps, Christian Bach, Miriam Elser","doi":"10.1016/j.aeaoa.2025.100393","DOIUrl":"10.1016/j.aeaoa.2025.100393","url":null,"abstract":"<div><div>Plug-in Hybrid Electric Vehicles (PHEVs) play an important role in the transition to sustainable transportation, but their real-world performance often deviates from type-approval values. These deviations stem from factors not captured in standard test procedures, including driving dynamics, ambient temperature, and use of auxiliary systems. As a result, real-world fuel consumption for PHEVs in Europe is, on average, up to five times higher than certified values. To address this gap, the present study provides an empirical evaluation of the performance of eight PHEV passenger cars using controlled test-bench measurements under various conditions. The analyses focus on the influence of low ambient temperature, dynamic driving, and auxiliary heating on electric range, energy consumption (fuel and electric energy demand), and carbon dioxide and key pollutants emissions. Results show a substantial reduction in electric range under demanding conditions, increasing reliance on the combustion engine and leading to higher fuel consumption and emissions. These findings underscore the limitations of current type-approval procedures and the importance of considering real-world usage conditions in environmental assessments.</div></div>","PeriodicalId":37150,"journal":{"name":"Atmospheric Environment: X","volume":"28 ","pages":"Article 100393"},"PeriodicalIF":3.4,"publicationDate":"2025-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145520098","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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