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Emissions of short-lived species contribute significantly to the climate impact of transportation. The magnitude of the effects varies over time for each transport mode. This paper compares first the absolute climate impacts of current passenger and freight transportation. Second, the impacts are normalized with the transport work performed and modes are compared. Calculations are performed for the integrated radiative forcing and mean temperature change, for different time horizons and various measures of transport work. An unambiguous ranking of the specific climate impact can be established for freight transportation, with shipping and rail having lowest and light trucks and air transport having highest specific impact for all cases calculated. Passenger travel with rail, coach or two- and three-wheelers has on average the lowest specific climate impact also on short time horizons. Air travel has the highest specific impact on short-term warming, while on long-term warming car travel has an equal or higher impact per passenger-kilometer.

The article focuses on the paper "Air Quality Impacts of Climate Mitigation: U. K. Policy and Passenger Vehicle Choice," by Eric A. Mazzi and Hadi Dowlatabadi. This paper was awarded with the top paper award under the environmental policy category for the Best Paper Awards of the journal "Environmental Science & Technology." It analyzes the increasing number of diesel cars which unintentionally released higher amounts of ambient particular matter. The study found that this ambient air pollution is capable to create climate change issues with air quality. Furthermore, this study concludes that carbon tax will happen when policy makers will only focus on climate change.

Aerosols have been associated with large uncertainties in estimates of the radiation budget and cloud formation processes in the Arctic. This paper reports the results of a study of in situ measurements of hygroscopicity, fraction of volatile species, mixing state, and off-line morphological and elemental analysis of Aitken and accumulation mode particles in the Arctic (Ny-Ålesund, Svalbard) in May and September 2012. The accumulation mode particles were more abundant in May than in September. This difference was due to more air mass flow from lower latitude continental areas, weaker vertical mixing, and less wet scavenging in May than in September, which may have led to a higher amount of long-range transport aerosols entering the Arctic in the spring. The Aitken mode particles observed intermittently in May were produced by nucleation, absent significant external mixing, whereas the accumulation mode particles displayed significant external mixing. The occurrence of an external mixing state was observed more often in May than in September and more often in accumulation mode particles than in Aitken mode particles, and it was associated more with continental air masses (Siberian) than with other air masses. The external mixing of the accumulation mode particles in May may have been caused by multiple sources (i.e., long-range transport aerosols with aging and marine aerosols). These groups of externally mixed particles were subdivided into different mixing structures (internal mixtures of predominantly sulfates and volatile organics without nonvolatile species and internal mixtures of sulfates and nonvolatile components, such as sea salts, minerals, and soot). The variations in the mixing states and chemical species of the Arctic aerosols in terms of their sizes, air masses, and seasons suggest that the continuous size-dependent measurements observed in this study are useful for obtaining better estimates of the effects of these aerosols on climate change. [ABSTRACT FROM AUTHOR]

Dhaka had recently experienced rapid conversion of its motor vehicle fleet to run on compressed natural gas (CNG). This paper quantifies ex-post the air quality and climate benefits of the CNG conversion policy, including monetary valuations, through an impact pathway approach. Around 2045 (1665) avoided premature deaths in greater Dhaka (City Corporation) can be attributed to air quality improvements from the CNG conversion policy in 2010, resulting in a saving of around USD 400 million. Majority of these health benefits resulted from the conversion of high-emitting diesel vehicles. CNG conversion was clearly detrimental from climate change perspective using the changes in CO2 and CH4 only (CH4 emissions increased); however, after considering other global pollutants (especially black carbon), the climate impact was ambiguous. Uncertainty assessment using input distributions and Monte Carlo simulation along with a sensitivity analysis show that large uncertainties remain tor climate impacts. For our most likely estimate. there were some climate costs, valued at USD 17.7 million, which is an order of magnitude smaller than the air quality benefits. This indicates that such policies can and should be undertaken on the grounds of improving local air pollution alone and that precautions should be taken to reduce the potentially unintended increases in GHG emissions or other unintended effects. [ABSTRACT FROM AUTHOR]

In contrast to conventional carbon capture systems for power plants and other large point sources, the system described in this paper captures CO2 directly from ambient air. This has the advantages that emissions from diffuse sources and past emissions may be captured. The objective of this research is to determine the feasibility of a NaOH spray-based contactor for use in an air capture system by estimating the cost and energy requirements per unit CO2 captured. A prototype system is constructed and tested to measure CO2 absorption, energy use, and evaporative water loss and compared with theoretical predictions. A numerical model of drop collision and coalescence is used to estimate operating parameters for a full- scale system, and the cost of operating the system per unit CO2 captured is estimated. The analysis indicates that CO2 capture from air for climate change mitigation is technically feasible using off-the-shelf technology. Drop coalescence significantly decreases the CO2 absorption efficiency; however, fan and pump energy requirements are manageable. Water loss is significant (20 mol H2O/mol CO2 at 15 °C and 65% RH) but can be lowered by appropriately designing and operating the system. The cost of CO2 capture using NaOH spray (excluding solution recovery and CO2 sequestration, which may be comparable) in the full-scale system is 96 $/ton-CO2 in the base case, and ranges from 53 to 127 $/ton-CO2 under alternate operating parameters and assumptions regarding capital costs and mass transfer rate. The low end of the cost range is reached by a spray with 50 µm mean drop diameter, which is achievable with commercially available spray nozzles. [ABSTRACT FROM AUTHOR]