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Black carbon (BC) aerosols are important for absorbing aerosols, affecting global climate change and regional air quality, and potentially harming human health. From March to May 2023, we investigated black carbon aerosol levels and air pollution in Beijing. Employing methods such as linear regression, Potential Source Contribution Function (PSCF) and Concentration-Weighted Trajectory (CWT), we analyzed the characteristics and sources of black carbon aerosols in the region. Results indicate that the light absorption coefficients of BC and BrC decrease with increasing wavelength, with BrC accounting for less than 40% at 370 nm. Daily variations in BC and PM2.5 concentrations exhibit similar trends, peaking in March, and BC displays a distinct bimodal hourly concentration structure during this period. Aethalometer model results suggest that liquid fuel combustion contributes significantly to black carbon (1.08 ± 0.71 μg·m−3), surpassing the contribution from solid fuel combustion (0.31 ± 0.2 μg·m−3). Furthermore, the significant positive correlation between BC and CO suggests that BC emissions in Beijing predominantly result from liquid fuel combustion. Potential source area analysis indicates that air masses of spring in Beijing mainly originate from the northwest (40.93%), while potential source areas for BC are predominantly distributed in the Beijing–Tianjin–Hebei region, as well as parts of the Shandong, Shanxi and Henan provinces. Moreover, this study reveals that dust processes during spring in Beijing have a limited impact on black carbon concentrations. This study's findings support controlling pollution in Beijing and improving regional air quality. [ABSTRACT FROM AUTHOR]

Extreme weather events are happening more frequently as a result of global climate change. Dust storms broke out in the spring of 2017 in China and drastically impacted the local air quality. In this study, a variety of data, including aerosol vertical profiles, surface particle concentration, meteorological parameters, and MODIS–derived aerosol optical depth, as well as backward trajectory analysis, were employed to analyze two dust events from April to May in Beijing. The dust plumes were mainly concentrated below 0.8 km, with peak PM10 values of 1000 μg·m−3 and 300 μg·m−3 in the two cases. The aerosols showed different vertical distribution characteristics. The pure dust in case 1 from 4 to 5 May 2017 had a longer duration (2 days) and presented a larger aerosol extinction coefficient (2.27 km−1 at 355 nm and 1.25 km−1 at 532 nm) than that of the mixed dust in case 2 on 17 April 2017 (2.01 km−1 at 355 nm and 1.33 km−1 at 532 nm). The particle depolarization ratio (PDR) remained constant (0.24 ± 0.03 in case 1) from the surface to 0.8 km in height. In contrast, the PDR profile in the mixed dust (case 2) layer was split into two regions—large values exceeding 0.15 above 0.6 km and small values of 0.11 ± 0.03 below 0.6 km. The influence of meteorological information on aerosol distribution was also investigated, and wind was predominant through the observing period. The pure dust in case 1 was mainly from Mongolia, with strong northwest winds, while the near-surface mixed pollution was caused by the combination of long-transported sand and local emission. Furthermore, lidar-derived profiles of dust mass concentrations in the two cases were presented. This study reveals the vertical characteristics of dust aerosols in the production and dissipation of localized dust events and confirms the efficacy of thorough observations with multiple approaches from the ground to space to monitor dust events in real time. [ABSTRACT FROM AUTHOR]

In this paper, we report the results and analysis of a recent field campaign in August 2007 investigating the impacts of emissions from transportation on air quality and community concentrations in Beijing, China. We conducted measurements in three different environments, on-road, roadside and ambient. The carbon monoxide, black carbon and ultrafine particle number emission factors for on-road light-duty vehicles are derived to be 95gkg−1-fuel, 0.3gkg−1-fuel and 1.8×1015 particleskg−1-fuel, respectively. The emission factors for on-road heavy-duty vehicles are 50gkg−1-fuel, 1.3gkg−1-fuel and 1.1×1016 particleskg−1-fuel, respectively. The carbon monoxide emission factors from this study agree with those derived from remote sensing and on-board vehicle emission testing systems in China. The on-road black carbon and particle number emission factors for Chinese vehicles are reported for the first time in the literature. Strong traffic impacts can be observed from the concentrations measured in these different environments. Most clear is a reflection of diesel truck traffic activity in black carbon concentrations. The comparison of the particle size distributions measured at the three environments suggests that the traffic is a major source of ultrafine particles. A four-day traffic control experiment conducted by the Beijing Government as a pilot to test the effectiveness of proposed controls was found to be effective in reducing extreme concentrations that occurred at both on-road and ambient environments. [Copyright &y& Elsevier]

PAL satellite dataset which have long temporal span is used in the study. Relationship between cold cloud reflectivity and aerosol concentration in Beijing is analyzed as an example. From analysis, cold cloud reflectivity is found to be well correlated with aerosol optical depth. Meanwhile, it is retro-correlated with surface visibility. The results mean that cold cloud reflectivity is possibly influenced by ice nucleus concentration changes. Analysis about cold cloud reflectivity changes during the period 1982–1999 in Beijing shows that reflectivity increases in earlier years and decreases in later years. The data of cold cloud reflectivity in China show that reflectivity in some regions has changed. For the reason that cold cloud is very important in global climate system, those changes of cold cloud reflectivity can lead to climate changes finally. [ABSTRACT FROM AUTHOR]