Résumé
Volatile organic compounds (VOCs) have direct influences on air quality and climate. They indeed play a key role in atmospheric chemistry as precursors of secondary pollutants, such as ozone (O3) and secondary organic aerosols (SOA). In this respect, long-term datasets of in situ atmospheric measurements are crucial for characterizing the variability of atmospheric chemical composition, its sources, and trends. The ongoing establishment of the Aerosols, Cloud, and Trace gases Research InfraStructure (ACTRIS) allows implementation of the collection and provision of such high-quality datasets. In this context, online and continuous measurements of O3, nitrogen oxides (NOx), and aerosols have been carried out since 2012 at the SIRTA (Site Instrumental de Recherche par Télédétection Atmosphérique) observatory, located in the Paris region, France. Within the last decade, VOC measurements were conducted offline at SIRTA, until the implementation of real-time monitoring which started in January 2020 using a proton-transfer-reaction quadrupole mass spectrometer (PTR-Q-MS).The dataset acquired during the first 2 years of online VOC measurements provides insights into their seasonal and diurnal variabilities. The additional long-term datasets obtained from co-located measurements (NOx, aerosol physical and chemical properties, meteorological parameters) are used to better characterize the atmospheric conditions and to further interpret the obtained results. Results also include insights into VOC main sources and the influence of meteorological conditions and air mass origin on their levels in the Paris region. Due to the COVID-19 pandemic, the year 2020 notably saw a quasi-total lockdown in France in spring and a lighter one in autumn. Therefore, the focus is placed on the impact of these lockdowns on the VOC variability and sources. A change in the behaviour of VOC markers for anthropogenic sources was observed during the first lockdown, reflecting a change in human activities. A comparison with gas chromatography data from the Paris city centre consolidates the regional representativity of the SIRTA station for benzene, while differences are observed for shorter-lived compounds with a notable impact of their local sources. This dataset could be further used as input for atmospheric models and can be found at 10.14768/f8c46735-e6c3-45e2-8f6f-26c6d67c4723 (Simon et al., 2022a).
Résumé
Aerosol pollution in urban areas is highly variable due to numerous single emission sources such as automobiles, industrial and commercial activities as well as domestic heating, but also due to complex building structures redirecting air mass flows, producing leeward and windward turbulences and resuspension effects. In this publication, it is shown that one or even few aerosol monitoring sites are not able to reflect these complex patterns. In summer 2019, aerosol pollution was recorded in high spatial resolution during six night and daytime tours with a mobile sensor platform on a trailer pulled by a bicycle. Particle mass loadings showed a high variability with PM10 values ranging from 1.3 to 221 µg m-3 and PM2.5 values from 0.7 to 69.0 µg m-3. Geostatistics were used to calculate respective models of the spatial distributions of PM2.5 and PM10. The resulting maps depict the variability of aerosol concentrations within the urban space. These spatial distribution models delineate the distributions without cutting out the built-up structures. Elsewise, the overall spatial patterns do not become visible because of being sharply interrupted by those outcuts in the resulting maps. Thus, the spatial maps allow to identify most affected urban areas and are not restricted to the street space. Furthermore, this method provides an insight to potentially affected areas, and thus can be used to develop counter measures. It is evident that the spatial aerosol patterns cannot be directly derived from the main wind direction, but result far more from an interplay between main wind direction, built-up patterns and distribution of pollution sources. Not all pollution sources are directly obvious and more research has to be carried out to explain the micro-scale variations of spatial aerosol distribution patterns. In addition, since aerosol load in the atmosphere is a severe issue for health and well-being of city residents more attention has to be paid to these local inhomogeneities.
Résumé
In most cities of the world, air pollution reaches critical levels. The air masses circulating over the Crimean Peninsula bring a significant amount of mineral dust, which contains soil particles, emissions from industrial enterprises, gases, etc. The purpose of this research is to study the processes and the factors influencing atmospheric pollution in Sevastopol (Crimea). Air pollutant concentration data, including elemental carbon, nutrients (inorganic fixed nitrogen, inorganic fixed phosphorus and silicon), PM10, and PM2.5, were collected during this research. Samples were collected at the station that is located at a distance from sources of pollution (background station). Our study has shown that even at the background site the daily-averaged concentrations of PM10 and PM2.5 particles in the atmosphere of Sevastopol reach and even exceed the maximum permissible concentrations in the case of dust transported from deserts. Values of the daily-averaged concentrations of microparticles have exceeded the European maximum permissible concentration (MPC) values in 17 cases for PM2.5 particles and in 6 cases for PM10. The impact of both local sources and long-distance atmospheric transport depends on weather conditions. Concentrations of elemental carbon in air samples have never exceeded the maximum allowed by regulations concentration limits during our research. However, the elemental carbon concentration in air samples collected near highways with a traffic intensity of approximately 500–1000 cars per hour has exceeded the background values by 30–50 times.
Résumé
The paper studies variability in mass concentration and elemental composition of near-surface aerosol in Moscow in March-April 2020. During the study period, noticeable fluctuations in concentration of surface aerosol caused by atypical synoptic and meteorological conditions were revealed. Sharp increase in PM10 particle concentration (March 25-29, April 13) is associated with anticyclonic activity and advection of air containing combustion aerosols from the areas with biomass fires. In April as a whole, anomalously low values of aerosol particle concentrations were recorded in comparison with the long-term average. The prevailing dry Arctic air masses significantly decreased the atmospheric aerosol pollution. The decrease of anthropogenic load during COVID-19 non-proliferation actions affected on daily variations of the surface aerosol, smoothing out its typical daily maximal concentration values. Results of spring experiment at the IAP RAS showed good agreement with the data of the Obuchi nearest station of State Budgetary Institution "Mosecomonitoring". We analyzed geochemical spectrum of chemical elements in aerosol and its variability under different synoptic and weather conditions in Moscow. Possible sources and sinks of aerosols are discussed taking into account both abnormal weather conditions and decreased anthropogenic load during a lockdown period in the spring of 2020.
Résumé
We studied the impact of COVID-19 (coronavirus disease 2019) lockdown on the air quality over the Atlanta area using satellite and ground-based observations, meteorological reanalysis data and traffic information. Unlike other cities, we found the air quality has improved slightly over the Atlanta area during the 2020 COVID-19 lockdown period (March 14–April 30, 2020), compared to the analogous period of 2019 (March 14-April 30, 2019). Ground NO2 concentrations have decreased slightly 10.8% and 8.2% over the near-road (NR) and urban ambient (UA) stations, respectively. Tropospheric NO2 columns have reduced 13%-49% over the Atlanta area from space-borne observations of TROPOspheric Monitoring Instrument (TROPOMI). Ground ozone and PM2.5 have decreased 15.7% an ~5%, respectively. This slight air quality improvement is primarily caused by the reduced human activities, as COVID-19 lockdowns have reduced ~50% human activities, measured by traffic volume. Higher wind speed and precipitations also make the meteorological conditions favorable to this slight air quality improvement. We have not found a significant improvement in Atlanta amid the lockdown when human activities have reduced ~50%. Further studies are needed to understand the impacts of reduced human activities on atmospheric chemistry. We also found TROPOMI and ground measurements have disagreements on NO2 reductions, as collocated TROPOMI observations revealed ~23% and ~21% reductions of tropospheric NO2 columns over NR and UA stations, respectively. Several factors may explain this disagreement: First, tropospheric NO2 columns and ground NO2 concentrations are not necessarily the same, although they are highly correlated in the afternoon;Second, meteorological conditions may have different impacts on TROPMI and ground measurements. Third, TROPOMI may underestimate tropospheric NO2 due to uncertainties from air mass factors. Fourth, the uncertainties of chemiluminescence NO2 measurements used by ground stations. Consequently, studies using space-borne tropospheric NO2 column and ground NO2 measurements should take these factors into account.
Résumé
Climate change is regarded as a global scale process in which an increase of magnitude and intensity of severe weather events is observed, thus affecting both air travel as well as airport infrastructure. Although the COVID-19 crisis has a significant negative impact on air travel and thus on the further development of airport infrastructure, the demand for air travel will continue to rise as the crisis nears the end. The aim of this paper is to analyse and highlight the climate change associated hazards for the airport infrastructure as well as for the safety of passengers and goods in the Western part of Romania, mainly Traian Vuia International Airport from Timişoara. Throughout this analysis, aviation related severe weather events, such as thunderstorms, hail events, fog, icing, squalls, low level wind shear, snow falls and heavy precipitation, which affect airport infrastructure and thus air travel, are highlighted. By analysing meteorological parameters from the time scale 1980-2010 together with climate change scenarios, and thus developing weather hazard maps, a better perspective of area-related hazards and therefore customized mitigation measures and adaptation strategies are to be developed. The implementation of modern forecasting equipment such as dual polarization Terminal Doppler Weather Radar (TDWR) is thus necessary in order to prevent loss of human lives, to reduce financial losses and to protect the airport infrastructure and the aeronautical navigation and communication facilities. Long term changes in meteorological parameters include an increase in air temperature, an increase in speed for both horizontal and vertical windshear during severe weather events, an increasing number of air mass thunderstorms and an increase of situations with limited visibility especially during the late autumn and early spring time.