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Aviation emissions are continuously increasing along with the rapid development of air transportation, and results in the deterioration in regional air quality and the global climate. Accurate emission estimation is of great importance for relevant policies promotion and the sustainable development of the environment. Previous studies focused on the total emissions of a flight and lacked high precision in both spatial and temporal resolutions, especially aviation activities near ground. In this research, we propose an open-sourced emission calculation framework based on actual flight trajectories (TrajEmission), which calculates both the ground and airborne emissions simultaneously according to the configuration parameters, trajectory characteristics, and ambient conditions. We compare the emission results with five emission inventory methods. The results indicate that pollutant (nitrogen oxides, carbon monoxide, and unburned hydrocarbons) emissions in the landing and takeoff (LTO) cycle might usually be underestimated due to a lack of trajectory-based methods. In addition, in the overall results, the method based on the great circle route leads to an overestimation of 56.8% of pollutant emissions compared to the method based on actual routes. We also investigate the extent to which other factors could influence the emission results. To summarize, the TrajEmission framework can build inventories for the whole process of flight movements with high spatial–temporal resolutions and provide solid data support for environmental science and other related fields. [ABSTRACT FROM AUTHOR]

The projected increase of civil aviation activity, the degradation of air quality and the location of Beirut Airport embedded in a very urbanized area, in addition to the special geography and topography surrounding the airport which plays a significant role in drawing emissions to larger distances, demanded anassessment of the spatial impact of the airport activities on the air quality of Beirut and its suburbs. This is the first study in the Middle East region that model pollutant concentrations resulting from an international airport's activities using an advanced atmospheric dispersion modelling system in a country with no data. This followed validation campaigns showing very strong correlations (r = 0.85) at validation sites as close as possible to emission sources. The modelling results showed extremely high NO2 concentrations within the airport vicinity, i.e., up to 110 μg∙m-3 (which is greater than the World Health Organization annual guidelines) posing a health hazard to the workers in the ramp. The major contribution of Beirut–Rafic Hariri International Airport to the degradation of air quality was in the airport vicinity; however, it extended to Beirut and its suburbs in addition to affecting the seashore area due to emissions along the aircraft trajectory; this isan aspect rarely considered in previous studies. On the other hand, elevated volatile organic compound levels were observed near the fuel tanks and at the aerodrome center. This study provides (ⅰ) a methodology to assess pollutant concentrations resulting from airport emissions through the use of an advanced dispersion model in a country with no data; and (ⅱ) a tool for policy makers to better understand the contribution of the airport's operations to national pollutant emissions, which is vital for mitigation strategies and health impact assessments.

The projected increase of civil aviation activity, the degradation of air quality and the location of Beirut Airport embedded in a very urbanized area, in addition to the special geography and topography surrounding the airport which plays a significant role in drawing emissions to larger distances, demanded an assessment of the spatial impact of the airport activities on the air quality of Beirut and its suburbs. This is the first study in the Middle East region that model pollutant concentrations resulting from an international airport's activities using an advanced atmospheric dispersion modelling system in a country with no data. This followed validation campaigns showing very strong correlations (r = 0.85) at validation sites as close as possible to emission sources. The modelling results showed extremely high NO2 concentrations within the airport vicinity, i.e., up to 110 μg∙m-3 (which is greater than the World Health Organization annual guidelines) posing a health hazard to the workers in the ramp. The major contribution of Beirut–Rafic Hariri International Airport to the degradation of air quality was in the airport vicinity; however, it extended to Beirut and its suburbs in addition to affecting the seashore area due to emissions along the aircraft trajectory; this is an aspect rarely considered in previous studies. On the other hand, elevated volatile organic compound levels were observed near the fuel tanks and at the aerodrome center. This study provides (ⅰ) a methodology to assess pollutant concentrations resulting from airport emissions through the use of an advanced dispersion model in a country with no data; and (ⅱ) a tool for policy makers to better understand the contribution of the airport's operations to national pollutant emissions, which is vital for mitigation strategies and health impact assessments. [ABSTRACT FROM AUTHOR]

PM2.5‐bound polycyclic aromatic hydrocarbons (PAHs), nitrated PAHs (NPAHs) and oxygenated PAHs (OPAHs) around roadside, port and airport areas were investigated to evaluate the impacts of vehicle, ship and aviation emissions on PAHs and their derivatives in relevant receptor environments. The PAHs concentrations in fuels increased in the following order: jet fuel < heavy fuel oil for vessel < automobile diesel fuel. However, the average mass ratio concentrations of PM2.5‐bound PAHs in roadside, port and airport areas were 42.9, 158.7 and 260.4 μg/g, respectively. The low PAHs concentrations in fuel were relevant to the high PAHs emissions. The composition of the molecular species showed that 5‐ and 6‐rings PAHs were dominated in roadside area, while 3‐ and 4‐rings PAHs were major proportions in port and airport areas. The average mass ratio concentrations of PM2.5‐bound NPAHs and OPAHs concentrations in roadside, port and airport areas were 23.5 and 115.2, 4.8 and 39.9, and 26.4 and 284.2 μg/g, respectively. The different variation tendencies between PAHs and their derivates, dominant individual NPAHs, diagnostic ratios of NPAH isomers and principal component analysis revealed that primary emission was the major contributor to NPAHs and OPAHs in three receptor environments, and secondary formation played non‐negligible roles in NPAHs formation in roadside and airport areas. In addition, 9‐nitroanthracene (9‐NAnt) and anthraquinone (ATQ) were found to be the indicatory compounds for traffic emission. Taken together, these results may provide a basic information for assessing the impact of traffic emission sources on PAC emissions to the related receptor environment. Plain Language Summary: There are three main traffic emission sources in urban areas, including vehicle, ship and airplane. To gain an insight into the impact of the vehicle, ship and aviation emission on pollution level in relevant receptor environments, PM2.5‐bound polycyclic aromatic hydrocarbons (PAHs), nitrated PAHs (NPAHs) and oxygenated PAHs (OPAHs) in the ambient air in roadside, port and airport areas were investigated. The concentrations of PM2.5–bound PAHs in three typical receptor environments revealed a low PAHs concentration in the fuels, which were relevant to the high PAHs emission. While the high molecular weight PAHs manifested in roadside area, the PAHs exhibiting a medium molecular weight PAHs constituted the major proportions in port and airport areas. Combined with the results of the diagnostic ratios of PAH isomers, their correlation with meteorological conditions and principal component analysis, PAHs emission in traffic‐related receptor environment was directly influenced by type of fuel and combustion mode of engine; the secondary formation and gas‐particulate phase partition played non‐negligible roles in the formation of PAHs derivates. Moreover, our study suggested that some specific PAC species (9‐NAnt and ATQ) could be used as the indicatory compounds for traffic emission, and can be applied in statistic models for source identification. Key Points: Fuel type and combustion mode of engine were responsible for polycyclic aromatic compounds emission in traffic‐related receptor environmentLow concentrations of polycyclic aromatic hydrocarbons in fuel were relevant to high polycyclic aromatic hydrocarbons emission in receptor environmentThe 9‐nitroanthracene and anthraquinone could be used as the indicatory compounds for traffic emission [ABSTRACT FROM AUTHOR]

Air traffic is rapidly growing, raising concerns about the air pollution in the surroundings of airports and its impact on public health. However, little is known about the impact of air pollution sources on air quality and health in the vicinity of airports. In this study, the sources and adverse health effects of airport-related particulate matter (PM) were investigated and compared to those of urban traffic emissions. Ambient PM 0.25 were collected at the Los Angeles International Airport (LAX) and at a central Los Angeles site (USC campus), along with PM 2.5 collected directly from turbine and diesel engines. The particle chemical composition, oxidative potential (OP) (ascorbic acid (AA), and electron spin resonance (ESR) assay) as well as their reactive oxygen species (ROS) activity, inflammatory potential (interleukin (IL) 6 and 8 and tumor necrosis factor (TNF)–α) and cytotoxicity on human bronchial epithelial (16HBE) cells were assessed. Chemical composition measurements confirmed that aircraft emissions were the major source to LAX PM 0.25 , while the sources of the USC samples were more complex, including traffic emissions, suspended road and soil dust, and secondary aerosols. The traffic-related transition metals (Fe and Cu) in LAX and USC samples mainly affected OP values of particles, while multiple factors such as composition, size distribution and internalized amount of particles contributed to the promotion of ROS generation in 16HBE cells during 4 h exposure. Internalized particles in cells might also play an important role in activating inflammatory responses during cell recovery period, with LAX particles being more potent. Our results demonstrated considerable toxicity of airport-related particles, even at low exposure concentrations, suggesting that airport emission as source of PM 0.25 may also contribute to the adverse effects on public health attributable to PM. The potency of such particles is in the same range as those collected at a site in urban area impacted heavily by traffic emissions. [ABSTRACT FROM AUTHOR]

In Lebanon, the steady growth of aircraft movements at Beirut-Rafic Hariri International Airport (RHIA) and its geographical characteristics, signifies the necessity to assess the impact of Beirut airport on air quality. Up till now, no study has assessed the impact of Beirut-Rafic Hariri International Airport (RHIA) on the air quality of Beirut. Hence, we produce the first emissions inventory of Beirut airport activities (2012) - including emissions from aircraft landing and take-off (LTO) operations, ground support equipment, stationary sources, as well as airside and landside vehicles. This study, in which the first comprehensive emissions inventory in the Middle East region is conducted, provides a methodology to assess airport emissions in a country with no data. We estimated that in 2012, Beirut airport emitted 454.8 t of NO x , 50.7 t of NO 2 , 404.1 t of NO, and 24.4 t of VOCs. Results showed that aircraft emissions (Landing/Take-off cycle and auxiliary power units) dominate the airport emissions for NO x (91%), NO 2 (92%), NO (91%), and VOCs (58%). Our emissions estimates will be used in identifying the contribution of Beirut airport emissions to national emissions and in order to assess the airport's compliance with environmental legislations and to assess mitigation options. [ABSTRACT FROM AUTHOR]

The WeCare project (Utilizing Weather information for Climate efficient and eco efficient future aviation), an internal project of the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt, DLR), aimed at finding solutions for reducing the climate impact of aviation based on an improved understanding of the atmospheric impact from aviation by making use of measurements and modeling approaches. WeCare made some important contributions to advance the scientific understanding in the area of atmospheric and air transportation research. We characterize contrail properties, show that the aircraft type significantly influences these properties, and how contrail-cirrus interacts with natural cirrus. Aviation NOx emissions lead to ozone formation and we show that the strength of the ozone enhancement varies, depending on where within a weather pattern NOx is emitted. These results, in combination with results on the effects of aerosol emissions on low cloud properties, give a revised view on the total radiative forcing of aviation. The assessment of a fleet of strut-braced wing aircraft with an open rotor is investigated and reveals the potential to significantly reduce the climate impact. Intermediate stop operations have the potential to significantly reduce fuel consumption. However, we find that, if only optimized for fuel use, they will have an increased climate impact, since non-CO2 effects compensate the reduced warming from CO2 savings. Avoiding climate sensitive regions has a large potential in reducing climate impact at relatively low costs. Taking advantage of a full 3D optimization has a much better eco-efficiency than lateral re-routings, only. The implementation of such operational measures requires many more considerations. Non-CO2 aviation effects are not considered in international agreements. We showed that climate-optimal routing could be achieved, if market-based measures were in place, which include these non-CO2 effects. An alternative measure to foster climate-optimal routing is the closing of air spaces, which are very climate-sensitive. Although less effective than an unconstrained optimization with respect to climate, it still has a significant potential to reduce the climate impact of aviation. By combining atmospheric and air transportation research, we assess climate mitigation measures, aiming at providing information to aviation stakeholders and policy-makers to make aviation more climate compatible. [ABSTRACT FROM AUTHOR]

Abstract: An up to date and accurate aviation emission inventory is a prerequisite for any detailed analysis of aviation emission impact on greenhouse gases and local air quality around airports. In this paper we present an aviation emission inventory using real time air traffic trajectory data. The reported inventory is in the form of a 4D database which provides resolution of 1°×1°×1000ft for temporal and spatial emission analysis. The inventory is for an ongoing period of six months starting from October 2008 for Australian Airspace. In this study we show 6 months of data, with 492,936 flights (inbound, outbound and over flying). These flights used about 2515.83kt of fuel and emitted 114.59kt of HC, 200.95kt of CO, 45.92kt of NO x , 7929.89kt of CO2, and 2.11kt of SO x . From the spatial analysis of emissions data, we found that the CO2 concentration in some parts of Australia is much higher than other parts, especially in some major cities. The emission results also show that NO x emission of aviation may have a significant impact on the ozone layer in the upper troposphere, but not in the stratosphere. It is expected that with the availability of this real time aviation emission database, environmental analysts and aviation experts will have an indispensable source of information for making timely decisions regarding expansion of runways, building new airports, applying route charges based on environmentally congested airways, and restructuring air traffic flow to achieve sustainable air traffic growth. [Copyright &y& Elsevier]