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Background: Black carbon (BC) encompasses a range of carbonaceous materials––including soot, char, and charcoal––derived from the incomplete combustion of fossil fuels and biomass. Urban soils can become enriched in BC due to proximity to these combustion sources. We conducted a literature review of BC in urban soils globally and found 26 studies reporting BC and total organic carbon (TOC) content collected to a maximum of 578 cm depth in urban soils across 35 cities and 10 countries. We recorded data on city, climate, and land use/land cover characteristics to examine drivers of BC content and contribution to TOC in soil. Results: All studies were conducted in the northern hemisphere, with 68% of the data points collected in China and the United States. Surface samples (0–20 cm) accounted for 62% of samples in the dataset. Therefore, we focused our analysis on 0–10 cm and 10–20 cm depths. Urban soil BC content ranged from 0–124 mg/g (median = 3 mg/g) at 0–10 cm and from 0–53 mg/g (median = 2.8 mg/g) at 10–20 cm depth. The median proportional contribution of BC to TOC was 23% and 15% at 0–10 cm and 10–20 cm, respectively. Surface soils sampled in industrial land use and near roads had the highest BC contents and proportions, whereas samples from residential sites had among the lowest. Soil BC content decreased with mean annual soil temperature. Conclusions: Our review indicates that BC comprises a major fraction (nearly one quarter) of the TOC in urban surface soils, yet sampling bias towards the surface could hide the potential for BC storage at depth. Land use emerged as an importer driver of soil BC contents and proportions, whereas land cover effects remain uncertain. Warmer and wetter soils were found to have lower soil BC than cooler and drier soils, differences that likely reflect soil BC loss mechanisms. Additional research on urban soil BC at depth and from diverse climates is critical to better understand the role of cities in the global carbon cycle. [ABSTRACT FROM AUTHOR]

Black carbon (BC) aerosol measured at the WMO/GAW Station Mt. Waliguan from 1994 to 2017 has been analyzed. The 24 years long-term results showed that the average annual concentration ranges from 1.9 × 102 ng m−3 to 5.1 × 102 ng m−3 from 2001 to 2012, with a growth rate of 29%. However, the concentration of black carbon decreased from 2012 to 2016, with a decline rate of 64%. The monthly average concentration over the 24 years ranged from 90 ng m−3 to 7.0 × 102 ng m−3, with the peak value occurring in April and the lowest value occurring in November. The diurnal variation presented two peak types in different seasons, the first occurred at 20:00 a.m.~23:00 a.m. in the evening, and another around 06:00 a.m.~08:00 a.m. In addition, we found that the transport of black carbon aerosol is closely related to wind transport. The annual maximum black carbon concentration occurred in the east-northeast (ENE) wind direction, with a value of 4.6 × 102 ng m−3, and the second peak value occurred in the E wind direction, with a value of 3.9 × 102 ng m−3. The black carbon concentration of Waliguan was relatively high under the three wind directions of Northeast (NE), ENE, and east (E), which represented the influence of black carbon aerosol generated by human activities located on the east of the station. The 96-h backward trajectory analysis indicated that the sources in the southwest direction made a greater contribution to the black carbon concentration. the pollutants mainly came from the northwest and west sides according to the analysis of potential sources using the CWT approach. The study of black carbon evolution and contribution area is of great significance to further improve the capacity and level of global climate change research and prediction. [ABSTRACT FROM AUTHOR]

Abstract: This paper reports findings of a recent field study that characterized the on-road emissions of individual diesel vehicles in and around Beijing, China during November and December of 2009. We successfully sampled 230 individual trucks on 4 major expressways around the city as well as 57 individual buses in the city using refined mobile chasing techniques and fast response instruments. Emission factors (EF) for carbon monoxide (CO), black carbon (BC) and particulate matter with diameters less than 0.5 μm (PM0.5) are derived from the measurements, which are consistent with the results from laboratory dynamometer tests. The PM0.5 number emission factor distributions demonstrate consistent bimodal modes with peaks around 10 nm and 80 nm, while the mass emission factor distributions demonstrate a unimodal maximum around 110 nm for a majority of the trucks. The BC emissions are shown to be highly correlated with the mass emission of particles with 100–250 nm diameters, which are in good agreement with the results from previous studies. A number of important policy implications are discussed based on the results from this study. First, we identified “heavy emitters” in the on-road fleet we encountered, finding that 5% of diesel trucks in this sample are responsible for 50% of total BC emissions, and 20% of the trucks are responsible for 50% CO and PM0.5 number emissions, 60% PM0.5 mass emissions and over 70% of BC emissions. This suggests that emissions control programs should include identifying and removing heavy emitters from the road or improving their emissions. Second, the BC and PM0.5 number emission factors of trucks registered in regions outside Beijing are significantly higher than those of Beijing-registered trucks, suggesting that improving engine and fuel standards in Beijing alone is not sufficient in reducing the traffic-related air pollution in Beijing. Third, the significantly lower emissions from Euro IV and CNG buses compared to the Euro II and Euro III buses support that introducing clean-burning buses is an effective way to reduce the overall vehicle emissions for the pollutants studied. Fourth, our refined chasing method demonstrates a cost-effective approach to characterize the emissions from a large number of on-road diesel vehicles. Further studies with large sample sizes are critical to constructing more accurate mobile emission inventories to represent the on-road vehicle population. [Copyright &y& Elsevier]

Abstract: The aggressive traffic interventions and emission control measures implemented to improve air quality during the 2008 Beijing Olympic Games created a valuable case study to evaluate the effectiveness of these measures on mitigating air pollution and protecting public health. In this paper, we report the results from our field campaign in summer 2008 on the on-road emission factors of carbon monoxide, black carbon (BC) and ultrafine particles (UFP) as well as the ambient BC concentrations. The fleet average emission factors for light-duty gasoline vehicles (LDGV) showed considerable reduction in the Olympic year (2008) compared to the pre-Olympic year (2007). Our measurement of Black Carbon (BC), a primary pollutant, at different elevations at the ambient site suggests consistent decrease in BC concentrations as the height increased near the ground level, which indicates that the nearby ground level sources, probably dominated by traffic, contributed to a large portion of BC concentrations in the lower atmospheric layer in Beijing during summertime. These observations indicate that people living in near ground levels experience higher exposures than those living in higher floors in Beijing. The BC diurnal patterns on days when traffic control were in place during the Olympic Games were compared to those on non-traffic-control days in both 2007 and in 2008. These patterns strongly suggest that diesel trucks are a major source of summertime BC in Beijing. The median BC concentration on Olympic days was 3.7 μg m−3, which was dramatically lower than the value on non-traffic-control days, indicating the effectiveness of traffic control regulations in BC reduction in Beijing. [Copyright &y& Elsevier]

The Modern-Era Retrospective analysis for Research and Applications, Version 2 (MERRA-2) is widely used as an advanced model dataset for the understanding of global climate change. However, independent validation and comparison of MERRA-2 are both insufficient and always desired. Therefore, in this study, the quantitative evaluation of MERRA-2 aerosol products was conducted over China for Aerosol Optical Depth (AOD), Angstrom exponent (AE), absorbing AOD (AAOD) and chemical components (black carbon (BC) and dust (DU)) using Sun sky radiometer Observation NETwork (SONET) ground-based measurements and POLDER-3/PARASOL satellite products generated by the GRASP algorithm. The available MERRA-2 monthly dataset and PARASOL/GRASP monthly and seasonal products were intercompared over China. MERRA-2 AOD (550 nm) show general good agreement with SONET and PARASOL/GRASP. For example, the correlation coefficients are usually 0.6–0.85 with SONET and 0.75–0.85 with PARASOL/GRASP, the bias is usually −0.293 to +0.008 with SONET. For AE and AAOD, the agreement is still reasonable. MERRA-2 is found to overestimate fine mode AE and to display a general underestimation of aerosol absorption over China. In addition, MERRA-2 BC and DU mass concentrations show spatial and quantitative consistency with PARASOL/GRASP components climatological products. The relatively high columnar BC mass concentration is observed around 1.5–2 mg/m3 over the East China industrial region and high DU mass concentration is around 150 mg/m3 near Taklimakan desert. MERRA-2 shows slightly higher BC and lower DU concentration than PARASOL/GRASP over East China. The evaluations with in situ BC measurements near surface verify the overestimation (MAE = +0.44 µg/m2) of MERRA-2 and underestimation (MAE = −0.38 µg/m2) of PARASOL/GRASP. The analysis demonstrates multi-source datasets, such as ground-based, space-borne remote sensing, in situ measurements, model simulation as well as reanalysis data, complement each other and can be used to refine aerosol characterization. [ABSTRACT FROM AUTHOR]