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- ItemA case of extreme particulate matter concentrations over Central Europe caused by dust emitted over the southern Ukraine(München : European Geopyhsical Union, 2008) Birmili, W.; Schepanski, K.; Ansmann, A.; Spindler, G.; Tegen, I.; Wehner, B.; Nowak, A.; Reimer, E.; Mattis, I.; Müller, K.; Brüggemann, E.; Gnauk, T.; Herrmann, H.; Wiedensohler, A.; Althausen, D.; Schladitz, A.; Tuch, T.; Löschau, G.On 24 March 2007, an extraordinary dust plume was observed in the Central European troposphere. Satellite observations revealed its origins in a dust storm in Southern Ukraine, where large amounts of soil were resuspended from dried-out farmlands at wind gusts up to 30 m s−1. Along the pathway of the plume, maximum particulate matter (PM10) mass concentrations between 200 and 1400 μg m−3 occurred in Slovakia, the Czech Republic, Poland, and Germany. Over Germany, the dust plume was characterised by a volume extinction coefficient up to 400 Mm−1 and a particle optical depth of 0.71 at wavelength 0.532 μm. In-situ size distribution measurements as well as the wavelength dependence of light extinction from lidar and Sun photometer measurements confirmed the presence of a coarse particle mode with diameters around 2–3 μm. Chemical particle analyses suggested a fraction of 75% crustal material in daily average PM10 and up to 85% in the coarser fraction PM10–2.5. Based on the particle characteristics as well as a lack of increased CO and CO2 levels, a significant impact of biomass burning was ruled out. The reasons for the high particle concentrations in the dust plume were twofold: First, dust was transported very rapidly into Central Europe in a boundary layer jet under dry conditions. Second, the dust plume was confined to a relatively stable boundary layer of 1.4–1.8 km height, and could therefore neither expand nor dilute efficiently. Our findings illustrate the capacity of combined in situ and remote sensing measurements to characterise large-scale dust plumes with a variety of aerosol parameters. Although such plumes from Southern Eurasia seem to occur rather infrequently in Central Europe, its unexpected features highlights the need to improve the description of dust emission, transport and transformation processes needs, particularly when facing the possible effects of further anthropogenic desertification and climate change.
- ItemSpatio-temporal variability and principal components of the particle number size distribution in an urban atmosphere(München : European Geopyhsical Union, 2009) Costabile, F.; Birmili, W.; Klose, S.; Tuch, T.; Wehner, B.; Wiedensohler, A.; Franck, U.; König, K.; Sonntag, A.A correct description of fine (diameter <1 μm) and ultrafine (<0.1 μm) aerosol particles in urban areas is of interest for particle exposure assessment but also basic atmospheric research. We examined the spatio-temporal variability of atmospheric aerosol particles (size range 3–800 nm) using concurrent number size distribution measurements at a maximum of eight observation sites in and around Leipzig, a city in Central Europe. Two main experiments were conducted with different time span and number of observation sites (2 years at 3 sites; 1 month at 8 sites). A general observation was that the particle number size distribution varied in time and space in a complex fashion as a result of interaction between local and far-range sources, and the meteorological conditions. To identify statistically independent factors in the urban aerosol, different runs of principal component (PC) analysis were conducted encompassing aerosol, gas phase, and meteorological parameters from the multiple sites. Several of the resulting PCs, outstanding with respect to their temporal persistence and spatial coverage, could be associated with aerosol particle modes: a first accumulation mode ("droplet mode", 300–800 nm), considered to be the result of liquid phase processes and far-range transport; a second accumulation mode (centered around diameters 90–250 nm), considered to result from primary emissions as well as aging through condensation and coagulation; an Aitken mode (30–200 nm) linked to urban traffic emissions in addition to an urban and a rural Aitken mode; a nucleation mode (5–20 nm) linked to urban traffic emissions; nucleation modes (3–20 nm) linked to photochemically induced particle formation; an aged nucleation mode (10–50 nm). Additional PCs represented only local sources at a single site, or infrequent phenomena. In summary, the analysis of size distributions of high time and size resolution yielded a surprising wealth of statistical aerosol components occurring in the urban atmosphere over one single city. A paradigm on the behaviour of sub-μm urban aerosol particles is proposed, with recommendations how to efficiently monitor individual sub-fractions across an entire city.
- ItemCorrelation between traffic density and particle size distribution in a street canyon and the dependence on wind direction(München : European Geopyhsical Union, 2006) Voigtländer, J.; Tuch, T.; Birmili, W.; Wiedensohler, A.Combustion of fossil fuel in gasoline and diesel powered vehicles is a major source of aerosol particles in a city. In a street canyon, the number concentration of particles smaller than 300 nm in diameter, which can be inhaled and cause serious health effects, is dominated by particles originating from this source. In this study we measured both, particle number size distribution and traffic density continuously in a characteristic street canyon in Germany for a time period of 6 months. The street canyon with multistory buildings and 4 traffic lanes is very typical for larger cities. Thus, the measurements also are representative for many other street canyons in Europe. In contrast to previous studies, we measured and analyzed the particle number size distribution with high size resolution using a Twin Differential Mobility Analyzer (TDMPS). The measured size range was from 3 to 800 nm, separated into 40 size channels. Correlation coefficients between particle number concentration for integrated size ranges and traffic counts of 0.5 were determined. Correlations were also calculated for each of the 40 size channels of the DMPS system, respectively. We found a maximum of the correlation coefficients for nucleation mode particles in the size range between 10 and 20 nm in diameter. Furthermore, correlations between traffic and particles in dependence of meteorological data were calculated. Relevant parameters were identified by a multiple regression method. In our experiment only wind parameters have influenced the particle number concentration significantly. High correlation coefficients (up to 0.8) could be observed in the lee side of the street canyon for particles in the range between 10 and 100 nm in diameter. These values are significantly higher than correlation coefficients for other wind directions and other particle sizes. A minimum was found in the luff side of the street. These findings are in good agreement with theory of fluid dynamics in street canyons.
- ItemSize distributions of non-volatile particle residuals (Dp<800 nm) at a rural site in Germany and relation to air mass origin(München : European Geopyhsical Union, 2007) Engler, C.; Rose, D.; Wehner, B.; Wiedensohler, A.; Brüggemann, E.; Gnauk, T.; Spindler, G.; Tuch, T.; Birmili, W.Atmospheric aerosol particle size distributions at a continental background site in Eastern Germany were examined for a one-year period. Particles were classified using a twin differential mobility particle sizer in a size range between 3 and 800 nm. As a novelty, every second measurement of this experiment involved the removal of volatile chemical compounds in a thermodenuder at 300°C. This concept allowed to quantify the number size distribution of non-volatile particle cores – primarily associated with elemental carbon, and to compare this to the original non-conditioned size distribution. As a byproduct of the volatility analysis, new particles originating from nucleation inside the thermodenuder can be observed, however, overwhelmingly at diameters below 6 nm. Within the measurement uncertainty, every particle down to particle sizes of 15 nm is concluded to contain a non-volatile core. The volume fraction of non-volatile particulate matter (non-conditioned diameter < 800 nm) varied between 10 and 30% and was largely consistent with the experimentally determined mass fraction of elemental carbon. The average size of the non-volatile particle cores was estimated as a function of original non-conditioned size using a summation method, which showed that larger particles (>200 nm) contained more non-volatile compounds than smaller particles (<50 nm), thus indicating a significantly different chemical composition. Two alternative air mass classification schemes based on either, synoptic chart analysis (Berliner Wetterkarte) or back trajectories showed that the volume and number fraction of non-volatile cores depended less on air mass than the total particle number concentration. In all air masses, the non-volatile size distributions showed a more and a less volatile ("soot") mode, the latter being located at about 50 nm. During unstable conditions and in maritime air masses, smaller values were observed compared to stable or continental conditions. This reflects the significant emission of non-volatile material over the continent and, depending on atmospheric stratification, increased concentrations at ground level.
- ItemDispersion of traffic-related exhaust particles near the Berlin urban motorway – estimation of fleet emission factors(München : European Geopyhsical Union, 2009) Birmili, W.; Alaviippola, B.; Hinneburg, D.; Knoth, O.; Tuch, T.; Borken-Kleefeld, J.; Schacht, A.Atmospheric particle number size distributions of airborne particles (diameter range 10–500 nm) were collected over ten weeks at three sites in the vicinity of the A100 urban motorway in Berlin, Germany. The A100 carries about 180 000 vehicles on a weekday. The roadside particle distributions showed a number maximum between 20 and 60 nm clearly related to the motorway emissions. The average total number concentration at roadside was 28 000 cm−3 with a total range of 1200–168 000 cm−3. At distances of 80 and 400 m from the motorway the concentrations decreased to mean levels of 11 000 and 9000 cm−3, respectively. An obstacle-resolving dispersion model was applied to simulate the 3-D flow field and traffic tracer transport in the urban environment around the motorway. By inverse modelling, vehicle emission factors were derived that are representative of a fleet with a relative share of 6% lorry-like vehicles, and driving at a speed of 80 km h−1. Three different calculation approaches were compared, which differ in the choice of the experimental winds driving the flow simulation. The average emission factor per vehicle was 2.1 (±0.2) · 1014 km−1 for particle number and 0.077 (±0.01) · 1014 cm3 km−1 for particle volume. Regression analysis suggested that lorry-like vehicles emit 123 (±28) times more particle number than passenger car-like vehicles, and lorry-like vehicles account for about 91% of particulate number emissions on weekdays. Our work highlights the increasing applicability of 3-D flow models in urban microscale environments and their usefulness for determining traffic emission factors.
- ItemNew-particle formation events in a continental boundary layer: First results from the SATURN experiment(München : European Geopyhsical Union, 2003) Stratmann, F.; Siebert, H.; Spindler, G.; Wehner, B.; Althausen, D.; Heintzenberg, J.; Hellmuth, O.; Rinke, R.; Schmieder, U.; Seidel, C.; Tuch, T.; Uhrner, U.; Wiedensohler, A.; Wandinger, U.; Wendisch, M.; Schell, D.; Stohl, A.During the SATURN experiment, which took place from 27 May to 14 June 2002, new particle formation in the continental boundary layer was investigated. Simultaneous ground-based and tethered-balloon-borne measurements were performed, including meteorological parameters, particle number concentrations and size distributions, gaseous precursor concentrations and SODAR and LIDAR observations. Newly formed particles were observed inside the residual layer, before the break-up process of the nocturnal inversion, and inside the mixing layer throughout the break-up of the nocturnal inversion and during the evolution of the planetary boundary layer.
- ItemAtmospheric number size distributions of soot particles and estimation of emission factors(München : European Geopyhsical Union, 2006) Rose, D.; Wehner, B.; Ketzel, M.; Engler, C.; Voigtländer, J.; Tuch, T.; Wiedensohler, A.Number fractions of externally mixed particles of four different sizes (30, 50, 80, and 150 nm in diameter) were measured using a Volatility Tandem DMA. The system was operated in a street canyon (Eisenbahnstrasse, EI) and at an urban background site (Institute for Tropospheric Research, IfT), both in the city of Leipzig, Germany as well as at a rural site (Melpitz (ME), a village near Leipzig). Intensive campaigns of 3–5 weeks each took place in summer 2003 as well as in winter 2003/04. The data set thus obtained provides mean number fractions of externally mixed soot particles of atmospheric aerosols in differently polluted areas and different seasons (e.g. at 80 nm on working days, 60% (EI), 22% (IfT), and 6% (ME) in summer and 26% (IfT), and 13% (ME) in winter). Furthermore, a new method is used to calculate the size distribution of these externally mixed soot particles from parallel number size distribution measurements. A decrease of the externally mixed soot fraction with decreasing urbanity and a diurnal variation linked to the daily traffic changes demonstrate, that the traffic emissions have a significant impact on the soot fraction in urban areas. This influence becomes less in rural areas, due to atmospheric mixing and transformation processes. For estimating the source strength of soot particles emitted by vehicles (veh), soot particle emission factors were calculated using the Operational Street Pollution Model (OSPM). The emission factor for an average vehicle was found to be (1.5±0.4)·1014 #(km·veh). The separation of the emission factor into passenger cars ((5.8±2)·1013} #(km·veh)) and trucks ((2.5±0.9)·1015 #(km·veh)) yielded in a 40-times higher emission factor for trucks compared to passenger cars.