Suchergebnisse

Each year, all Member States (MS) have to deliver their national emissions inventory to the European Union for all activity sectors, following the requirements of the CLRTAP programme. Recently, the specifications of this emissions report changed, MS emissions data had to be reported in grid cells with a resolution of 0.5° × 0.5°, and now, from 2015 forward, they must use a higher resolution grid (0.1° × 0.1°). The purpose of this study is to investigate the main differences found between these two emissions inventories for Europe, focusing on Portugal as a case study, using their available common year (2015). Differences on emissions values and their spatial distribution were analysed per sector and pollutant. Additionally, to evaluate and compare the accuracy of both datasets, air quality modelling simulations were performed, and the resulting pollutant concentrations were validated using data from observations. The results found indicated major differences in several MS (e.g. France, Italy, Germany and Spain). Portugal was not one of the delta hotspots but significant differences were still found, mainly for NOx emissions for the transport sectors, both emissions and concentrations in urban areas, as well as NO2 concentrations throughout the study domain. The analysis of the air quality modelling outputs indicates that the EMEP0.1 inventory does not improve model performance, which suggests that the methodology to build EMEP0.1 was not adequate. This work highlights the importance of accurately estimating emissions data and confirms what other studies already indicated regarding uncertainties: solely improving the emissions inventory resolution does not necessarily imply higher accuracy in the results. ; published

In Poland, high concentrations of particulate matter (with a diameter smaller than 2.5 or 10 μm) exceeding the WHO threshold values are often measured in winter, while ozone (O3) concentrations are high in spring. In winter high PM2.5 and PM10 concentrations are linked to high residential combustion and road transport. The main objective of this study was to assess performance of the Weather Research and Forecasting model with Chemistry (WRF-Chem) model in reproducing observations for a period of 2017–2018 covering various meteorological conditions. We compare modelled and observed exposure metrics for PM2.5, PM10 and O3 for two sets of the WRF-Chem model runs: with coarse and fine resolution emission inventory (European Monitoring and Evaluation Programme (EMEP) and Chief Inspectorate of Environmental Protection (CIEP), respectively). CIEP run reduces the negative bias of PM2.5 and PM10 and improves the model performance for number of days with exceedance of WHO (World Health Organization) threshold for PM2.5 and PM10 24-h mean concentration. High resolution emission inventory for primary aerosols helps to better distinguish polluted urban areas from non-urban ones. There are no large differences for the model performance for O3 and secondary inorganic aerosols, and high-resolution emission inventory does not improve the results in terms of 8-h rolling mean concentrations of ozone. ; This work was supported by the Polish National Science Centre grant no UMO-2017/25/B/ST10/01041. The research was supported by the European Union's Horizon 2020 research and innovation program under grant agreement No 856599.

Bis 2020 ermittelte und berichtete das Umweltbundesamt (UBA) die Emissionen aus dem Abbrand von Feuerwerk nach der im EMEP/EEA air pollutant emission inventory guidebook beschriebenen Methode. Diese verwendet Emissionsfaktoren, die auf Expertenschätzungen beruhen. Nun liegen experimentell bestimmte Messwerte zu Feinstaubemissionen aus Feuerwerk vor, die der Verband der pyrotechnischen Industrie bei einem unabhängigen Prüfinstitut beauftragt hat. Zusammen mit der gleichzeitig präzisierten Ermittlung der Aktivitätsraten ergibt sich eine novellierte Methodik zur Berechnung von Feinstaubemissionen von Feuerwerk. Es zeigt sich, dass die EMEP/EEA-Methode die Emissionen stark überschätzt. Darüber hinaus stellt diese Arbeit die Auswirkungen der Feuerwerksemissionen auf die Luftqualität zu Silvester dar. Ergänzend zur neuen Methodik werden technische und gesetzliche Rahmenbedingungen aus dem deutschen Sprengstoff- und europäischen Pyrotechnik- und Chemikalienrecht erläutert. Mit diesem Artikel wird das komplexe Thema "Emissionen aus dem Abbrand von Feuerwerk" wissenschaftlich und umfassend analysiert.

Aerosols play a key role in air quality (health aspects) and climate. In this thesis atmospheric chemistry transport models are used to study the uncertainties in aerosol modelling and to evaluate the effects of emission reduction scenarios on air quality. Uncertainties in: the emissions of gas and aerosol species in the inventories, in meteorological parameters, in the impact of orography on meteorology, all contribute to the uncertainties in gas and aerosol modelling and require high priority in order to estimate better the gas and aerosol concentrations for scientific research and policy making. The overall objectives of this thesis are to identify and quantify a few key uncertainties related to gas and aerosol regional and global scale modelling. These are: I. The impact of using two different emission inventories on gas and aerosol calculated concentrations. II. The role of the temporal and vertical distribution of emissions on gas and aerosol calculations. III. The impact of model resolution on aerosol calculations. IV. The impact of using two different meteorological driver models on gas and aerosol calculations. V. The impact of emission reduction scenarios on calculated air quality. VI. Strategies to evaluate model results with atmospheric measurements. In Chapter 1 an introduction to aerosols and aerosol modelling is given. In the following chapters, the subjects regarding the uncertainties in aerosol modelling are described. The first and the second subject of this thesis, the sensitivity in aerosol modelling to two different emission inventories, injection altitude and temporal variations of anthropogenic emissions, is described in chapter 2. We use the two-way nested global transport chemistry model TM5 focusing on Europe in June and December 2000. Two widely used emission inventories were available for this study. The EMEP inventory is a policy relevant European scale inventory which contains reported emissions by the member countries (http://www/emep.int), with more detailed information on the vertical, temporal and spatial distribution of the emissions. The AEROCOM inventory (Dentener et al., 2006) is a compilation of global scale aerosol and precursor emissions for the year 2000, and was used in the IPCC AR5 assessment report. The simulations of gas, aerosol concentrations and aerosol optical depth (AOD) with the two emission inventories are compared with EMEP gas and aerosol surface based measurements, AERONET sun photometer retrievals and MODIS satellite data. We evaluated the impact of the EMEP and AEROCOM emission inventories on aerosol concentrations and aerosol optical depth (AOD) in Europe for June and December 2000. There are substantial differences between annual emissions included in the two inventories. It also appears that differences are found in the vertical distribution of the SO2 and NOx emissions. Despite these differences, for most aerosol species and aerosol precursor gases TM5 simulates the spatial and temporal distribution over Europe relatively well when compared to observations. Spatial correlations, based on monthly mean surface concentrations, are often quite high (> 0.7) and many EMEP measurement stations show high temporal correlation with the simulations using EMEP and AEROCOM. However, from the comparison with surface observations, we conclude that the AEROCOM inventory overestimates the emissions of aerosol precursor gases SO2 and NOx and NH3 emissions, especially in June. Furthermore, a lack in seasonal varia tion in the AEROCOM inventory and uncertainty in the vertical distribution of emissions (SO2 and NOx), contributes to disagreement of model and surface observations. For NH3 it seems that the inclusion of recent abatement measures in the EMEP inventory indeed leads to a better agreement with measured concentrations. The large differences in surface concentrations between the simulations are not equally reflected in corresponding differences in computed column aerosol and AOD. Model AOD computations using the AEROCOM and EMEP emission inventories reveal good agreement with surface based AERONET sun photometer observations and AOD retrieved from MODIS. Spatial patterns over Europe of AOD differ due to the varying contributions of mineral dust and inorganic aerosol, as observed by satellite and confirmed by model simulations. An evaluation of the impact on aerosol of the temporal distribution (daily, weekly and seasonal) of emissions reveals that the concentrations of most aerosol components are not strongly influenced by introduction of a high temporal resolution of emissions. The exception is aerosol nitrate and its precursor gases NOx, and NH3. However, seasonal temporal variation of the emissions do play an important role for all gas and aerosol calculations, and need to be included to accurately calculate aerosol concentrations and it's influence on air quality and climate change. The third subject of this thesis is to study the model resolution dependency on aerosol calculations, see chapter 3. For this work the mesoscale Transport of Atmospheric Pollutants Model (TAPOM) is used. Firstly, we evaluated the TAPOM performance in calculated aerosol surface concentrations and aerosol optical depth (AOD) values for the greater Milan area in Italy during June 2001. Secondly, we used the model to study scale issues in aerosol modelling at three horizontal resolutions (5x5 km, 10x10 km and 20x20 km) through calculations of AOD and other aerosol properties for the same area and period. Model calculations of sulphate aerosol concentrations on a 5x5 km horizontal resolution show a reasonable agreement with measurements, i.e. within a factor 1.5 of the measurements. A comparison of aerosol optical depth calculated with the model and surface based sun photometer measurements revealed some discrepancies, which can be roughly divided in two clusters: 1. On clear, dry sky days there is a relatively good correlation between model and sun photometer AOD and satellite AOD. 2. A second group of model calculated AOD and measurements appear to be uncorrelated. The discrepancies of model results and measurements are for some days related to the underestimation of PM emissions and the lack of natural dust at the boundaries. Another reason could be related to the presence of cirrus clouds appearing as AOD in the measurements. Model calculations at 5x5 and 10x10 km horizontal resolution show a good internal agreement, whereas a model version using 20x20 km resolution loses some details regarding the spatial distribution of AOD. Daily mean and maximum coinciding model 5x5 km AOD values with MODIS and MISR AOD agree better with the observations than the computed AOD using the 20x20 km resolution. The largest differences in aerosol calculated concentrations between the different resolutions are associated with high RH (relative humidity) conditions leading to large amounts of computed aerosol water and higher AOD values. A further scale related issue is the non-linearity of aerosol formation at especially high relative humidity. These uncertainties are expected to be even more uncertain in large scale models that use fairly simplified parameterization relating relative humidity to cloud formation. Given the uncertainties in cloud screening of the satellite products, the reliability of these satellite products is often questionable and it has turned out to be difficult to make comparisons to model results at the mesoscale (like in this study). This problem is even larger for global scale models, with resolutions higher than 100x100km and less detailed emission inventories, where local and regional information are not taken into account. This study also showed the importance of accurate model boundary conditions for realistic gas, aerosol and AOD computations in regional/urban scale air quality modelling. In chapter 4, the fourth subject of thesis is described, i.e. studying the impact of two different meteorological models (MM5 and WRF) on aerosol and O3 calculations with the chemistry transport model CHIMERE. The area and period of interest is the Po valley region (Italy) for January and June 2005. The meteorological data sets used for the study were created in the frame of the Po valley air quality Model Inter-comparison (POMI) exercise, which is coordinated by the Institute of Environment and Sustainability, JRC, Ispra, Italy (http://aqm.jrc.it/POMI/). First we evaluate for January, June and the whole year the calculated meteorological parameters by MM5 and WRF (temperature, wind speed, wind direction, relative humidity and precipitation) with observations. The analysis shows that the overall performance of both models is similar, however some small differences are still noticeable. On a yearly basis, the temperatures are mainly underestimated (less by WRF) when compared to observations and the values of relative humidity are in general overestimated (less by MM5). WRF output follows better the hourly pattern of relative humidity. We had only two stations available with wind data. The wind speed is well reproduced for Ispra monitoring site (especially by WRF) but for Mantova is largely overestimated by both models (less by MM5). Both models do not reproduce well the wind direction. The rainfall is in general overestimated, however the MM5 output shows lower rainfall values. Secondly, we analyze the impact of using MM5 and WRF on calculated PM10 and O3 concentrations. In general the model underestimates the observed PM10 concentrations with both the MM5 and WRF meteorology, from now on denoted as CHIMERE/MM5, CHIMERE/WRF respectively. The PM10 concentrations for January are a factor 1.6 higher for CHIMERE/MM5 than CHIMERE/WRF. The concentrations of gases and aerosols at ground level strongly depend on the profile of the planetary boundary layer. Therefore we examined the PBL profiles and the latent and sensible heat fluxes which are responsible for the PBL formation. The difference and the larger underestimation in PM10 concentrations by CHIMERE/WRF are related to the differences in heat fluxes and the resulting PBL heights calculated by WRF. In general the PBL height by WRF meteorology is a factor 2.8 higher at noon in January than calculated by MM5. This could result in a better vertical mixing of the aerosols than CHIMERE/MM5, causing lower aerosol concentrations at the surface. Changing the Noah LSM scheme in our WRF pre-processing for the 5-layer soil temperature model, leads to an increase of the calculated PM10 concentrations of 30% for January 2005 when compared to the simulation using Noah LSM. This study also showed that the difference in microphysics scheme has an impact on the profile of cloud liquid water (CLW) calculated by the meteorological driver and therefore on the production and removal of SO4 = aerosol. For June the differences in PM10 concentrations between the model simulations using MM5 and WRF are small. Analyzing the heat fluxes and the diurnal behaviour of the PBL height we observe small differences between the two meteorological models. In the previous chapters, three major uncertainties which contribute to modelled aerosol calculations are described. It is crucial to understand how important these sources of uncertainties contribute to the model outcome, especially when the model results are used for policy relevant studies. In the last chapter of this thesis (chapter 5) we performed a case study to evaluate the impact of emission reduction scenarios on PM2.5 and O3 calculated concentrations for the Po valley area, by using the chemistry transport model CHIMERE. Comparing calculated surface aerosol concentrations by the model for the standard case (no emission reductions) with observations for January and June 2005 shows that the monthly mean PM10 concentrations are in general underestimated by a factor 1.4. To evaluate the impact of emission reduction scenarios we reduced the emissions of NOx, PM2.5, SO2, VOC or NH3 by 50% separately for each component and for different source sectors, together with 5 additional scenarios. The 50% reduction of the emissions corresponds to the application of the current legislation for PM2.5 for Italy which should be met in 2010 in respect to the emissions of the base year 2000 (EURODELTA exercise: http://aqm.jrc.it/eurodelta/, which is carried out in the frame of the Clean Air For Europe programme, CAFE). The most effective scenarios to abate PM2.5 concentration are based on the nonindustrial combustion plants, i.e. domestic heating (SNAP2) and road traffic (SNAP7) sectors, for which the NOx and PM2.5 emissions are reduced by 50%. These scenarios reduce the monthly calculated PM2.5 concentrations for the Po valley area for January on average by 1-6µg/m3. However, these emission reduction scenarios for domestic heating and traffic do not have an effect on lowering the number of days for which the planned European limit value (Directive 2008/50/EC) of 25µg/m3 is exceeded. Only by combining the emission reductions of NOx, PM25, SO2, VOC and NH3 for domestic heating, road traffic and agriculture (SNAP10) results in a larger reduction of PM2.5 calculated concentrations over the larger area in the Lombardy region (~20%), which corresponds with the findings of a similar study performed by APAT (the Italian National Agency for environmental protection and technical services). In the APAT study more than one species was reduced for different activity sectors. Our study also showed that a more effective pollutant reduction (emissions) per tonne of pollutant reduced (concentrations) for the greater Milan area is obtained by reducing the primary PM2.5 emissions for road traffic. The most effective scenario on (secondary) PM2.5 decrease for which precursor emissions are reduced is achieved by reducing SO2 emissions by 50% for road traffic. Our study showed that during summer, the largest reductions in O3 concentrations are achieved for SNAP 7 emission reductions, when volatile organic compounds (VOCs) are reduced by 50%. It appears that around 40% of the PM2.5 concentration for Milan is caused by the emissions from surroundings of the Lombardy region as well as by longrange transport from elsewhere (as reflected as model boundary conditions). Therefore effective abatement of air pollution does need the consideration of the transboundary aspects of air pollution. Our study showed that differences may occur between measurement (ground based and space born) data sets for the same variable and time period. This complicates the use of observations for model evaluation purposes. The main conclusions of this thesis can be summarized as: • The amounts and the temporal and vertical distributions of the emissions are important for gas and aerosol calculations, especially when calculations are compared to surface measurements. • Going to a finer model resolution results in better agreement between calculated aerosol and AOD values and observations. • The PBL height and vertical mixing of the lower troposphere determine to a large extend the surface gas and aerosol concentrations. These boundary layer characteristics are strongly determined by the sensible and latent heat fluxes at the surface. • Local emission reductions result in a local improvement in air quality.Longrange transport is however also very important for reducing local pollution. • Surface and space born measurements of gas phase and aerosol components are crucial for evaluating model results. However inconsistencies in measurement data sets make it complicated for reliable comparisons with model simulations.

The largest source of ammonia (NH3) emissions to the atmosphere is NH3 from agriculture, the majority of which arise from livestock manure. The NH3 emitted is a threat to human health through the formation of fine particles, causes eutrophication of natural ecosystems and is a loss of fertilizer nitrogen (N). The Convention on Long-Range Transboundary Air Pollution (CLRTP) and the European Union National Emission Ceilings Directive (NECD) sets limits for national NH3 emissions and require the reporting of annual emission inventories to demonstrate compliance. The EMEP/EEA Air Pollutant Emission Inventory Guidebook provides emission factors (EFs) to support inventory compilation. Here we report the development of revised NH3 EFs for livestock housing, anure storage, field-applied manure and excreta deposited during grazing. Data from 276 studies were used with more than 70% of these data from peer reviewed journals, the remaining being from conference proceedings and scientific reports. For most sources, the new EFs are the weighted means of the emissions reported. The empirical ALFAM model was used to develop EFs for field-applied slurry. The standard deviation of the EFs were substantial, due to the breadth of the categories of livestock and management systems and because of variations in manure management and climate. The data collected will be available at http://www.alfam.dk.

The city of Madrid keeps not meeting the GHG and air pollutant limits set by the European legislation. A broad range of strategies have being taken into account to reduce both types of emissions; however traffic management meas ures are usually consigned to the sidelines. In 2004, Madrid City Council launched a plan to re-design its inner ring-road supported by a socioeconomic study that evaluated the environmental and operational benefits of the project. For safety reasons the planned speed limit for the tunnel section was finally reduced from 90km/h to 70km/h. Using a Macroscopic Traffic Model and the European Air Pollutant and Emissions Inventory Guidebook (EMEP/EEA), this paper examines the environmental and traffic performance consequences of this decision. Results support the thesis that reduced speed limits leads to GHG and air pollution reductions in the area affected by the measure without substantially altering traffic performance. The implementation of the new speed limit policy brings about a 15% and 16% reduction in both CO2 and NOx emissions respectively. Emissions' reduction during off-peak hours is larger than during peak hours.

This paper explains the new Danish 1985-2020 emission inventory for non road machinery. Stock and operational data are from different statistical sources, research institutes, relevant professional bodies and machinery manufacturers. Updated fuel use and emission factors originate from various measurement programmes. Future factors are tailored to the current EU emission legislation. Beyond the basic calculation approach, the emission computations take into account the effects from engine deterioration, transient loads and gasoline evaporation. The major source of NOx and PM emissions are diesel engines. Most of the HC and CO emissions come from gasoline machinery. From 1985 to 2020, the total fuel use and the emissions of HC, NOx and PM decrease by 7, 43, 62 and 87%, respectively, whereas the CO emissions increase by 7%. In the forecast period from 2005-2020, the percentage NOx and PM emission reductions are almost the same as for road traffic. For HC, the reduction percentage is somewhat smaller, whereas for CO the emission development is so poor, that non road machinery ends up being the largest source of emissions by the end of the forecast period. The availability of new non road emission factors is very useful for other European countries, and work should be done to include these data in the European EMEP/CORINAIR guidebook.

This paper explains the new Danish 1985-2020 emission inventory for non road machinery. Stock and operational data are from different statistical sources, research institutes, relevant professional bodies and machinery manufacturers. Updated fuel use and emission factors originate from various measurement programmes. Future factors are tailored to the current EU emission legislation. Beyond the basic calculation approach, the emission computations take into account the effects from engine deterioration, transient loads and gasoline evaporation. The major source of NOx and PM emissions are diesel engines. Most of the HC and CO emissions come from gasoline machinery. From 1985 to 2020, the total fuel use and the emissions of HC, NOx and PM decrease by 7, 43, 62 and 87%, respectively, whereas the CO emissions increase by 7%. In the forecast period from 2005-2020, the percentage NOx and PM emission reductions are almost the same as for road traffic. For HC, the reduction percentage is somewhat smaller, whereas for CO the emission development is so poor, that non road machinery ends up being the largest source of emissions by the end of the forecast period. The availability of new non road emission factors is very useful for other European countries, and work should be done to include these data in the European EMEP/CORINAIR guidebook.

In the article, trends of lead content in atmospheric air of background territories and cities of Belarus according to NSEM data and their correlation with trends of lead content in the atmospheric air of cities and background territories of Europe and the USA are analyzed. Clear downward trends in lead content in the atmospheric air of the background territories of Belarus are shown: the average annual concentration of lead has decreased over the period from 1990 to 2015 by 77 %. According to EMEP stations measuring data having a continuous series of lead observations in atmospheric air since 1990, the mean annual lead content in atmospheric air at these stations decreased till 2013 on average by 86 %. A downward trend in the lead content was observed in the air of Belarusian cities and of some countries of Europe. The most significant decrease in lead content occurred in the USA, where the average annual maximum 3-month concentration decreased from 1990 to 2016 by 99 %. The relationship between trends in lead levels with trends of anthropogenic emissions is analyzed. Differences between the measured lead concentrations and calculated values by dispersion models are shown, which may be due to the incompleteness of the inventory of lead emissions in a number of countries, as well as the significant contribution of other sources of emission in addition to anthropogenic sources of lead emission into the atmosphere. To identify the reasons for these discrepancies, which may be related to the presence of unrecorded anthropogenic sources, secondary and natural sources, and other factors, additional research is needed.

Aquest treball a fi de Màster, conté l'inventari d'emissions de diòxid de carboni, òxids de nitrogen, òxids de sofre, monòxid de carboni i hidrocarburs totals i combustible consumit, dels vols que parteixen des de l'aeroport internacional El Dorada en Bogotà Colòmbia durant els anys 2009 a 2019 d'acord a lo establer per al document EMEP/EEA air pollutant emission inventory guidebook 2019, específicament el volum 1.A.3. a Aviation, addicionalment es va realitzar una projecció del consum de combustible i emissions de diòxid de carboni fins l'any 2050 d'acord a cinc escenaris plantejats pel Comitè de Protecció Ambiental pertanyent a l'Organització Internacional d'Aviació Civil. La informació que s'ha utilitzat per a l'inventari d'emissions, va se la base de dades tràfic per equip de la Aeronàutica Civil, aquesta base de dades conté el registre d'operacions de tots els aeroports de Colòmbia, tan de vols comercials com privats a diferents nacionals i internacionals. Cada base de dades pot contenir més d'un milió d'observacions anuals dels registres aeris colombians i per poder fer l'inventari d'emissions, va ser necessari fer una desagregació de les dades i una agrupació de les variables rellevants utilitzant els software lliure RStudio. Els resultats del inventari d'emissions són reportats per a vols nacionals i internacionals de manera separada, tal com ho estableix la metodologia de la guia. La informació obtinguda del inventari d'emissions, va ser utilitzada com a línia base per a la projecció de tendències de les emissions de diòxid de carboni i consum de combustible fins l'any 2050 per cinc escenaris diferents, tenint en compte diferents pronòstics del creixement de la operació aèria colombiana i establint metes anuals d'estalvi de combustible i eficiència operacional, les quals són claus per aconseguir la reducció de les emissions de diòxid de carboni. El principal gas emès d'acord al inventari d'emissions és el diòxid de carboni, durant els anys 2009 a 2019 es van emetre 25689 kt de CO2, seguidament de 121 kt de NOX, 28 kt de CO, 16 kt de SOX i 7,3 kt de HC, els vols internacionals van emetre el 74% del total del diòxid de carboni, a pesar que el nombre de vols és inferior respecte als vols a destins nacionals. Les emissions de diòxid de carboni tenen una correlació positiva de 0,99 amb el consum de combustible i la distància recorreguda de les aeronaus. Els avions amb destins internacionals recorren majors distàncies que els avions amb destins nacionals, per lo tant, les seves emissions de CO2 son més altes. Els destins turístics a Colòmbia i les capitals de Departament, són els trajectes que més CO2 emeten, en quant destins internacionals, els trajectes a Bogotà-Miami, Bogotà-Mèxic D.F. són els que més emissions de CO2 presenten. En quant a les tendències de les emissions de CO2, es van realitzar d'acord a cinc escenaris, l'escenari 1 o escenari base, mostra les emissions de diòxid de carboni fins al 2050 quan l'operació aèria no realitza millores operacionals o de eficiència de combustible i per altra banda, l'escenari 5 o escenari optimista te metes ambicioses per aconseguir una alta eficiència en el combustible i millores operacionals. Els escenaris 2 i 3 són els que millor poden predir el comportament que tindrà les emissions de CO2, degut a que les metes proposades són les implementades actualment per una línia aèria colombiana i no suposen grans inversions econòmiques o modificacions considerables en l'operació. Aquest inventari conté les emissions generals per vols privats i comercials de transport de passatgers, carga i correspondència realitzats des del aeroport el Dorado, i inclouen destins a aeroports principals, però també aeròdroms i pistes d'aterratge privades, les emissions són calculades per al trajecte realitzat per cada aeronau, des de la porta de la sortida d'abordatge de passatgers a l'aeroport d'origen, fins al punt d'arribada on s'apaga motors a l'aeroport de destí, però no inclou les emissions generades per les operacions auxiliars com la càrrega de combustible, transport per pistes de passatgers en autobusos o manteniment de les aeronaus, així com tampoc les emissions generades per l'aviació militar o vols d'helicòpters, ja que aquestes emissions s'han de reportar per separat mitjançant un altra metodologia. ; This Master's thesis contains the inventory of emissions of carbon dioxide, nitrogen oxides, sulfur oxides, carbon monoxide, total hydrocarbons and fuel consumed, of the flights that departed from the El Dorado International Airport in Bogotá Colombia during years 2009 to 2019 according with the document EMEP / EEA air pollutant emission inventory guidebook 2019, specifically volume 1.A.3.a Aviation, additionally a projection of fuel consumption and carbon dioxide emissions was made until 2050 according to five scenarios established by the Environmental Protection Committee belonging to the International Civil Aviation Organization. The information that was used for the emissions inventory was the traffic database by the Aeronautica Civil, this database contains the operation records of all Colombian airports, both commercial and private flights to national destinations and international. Each database contains more than one million observations per year from the Colombian air registers and in order to make the emissions inventory, it was necessary to disaggregate the data and group the relevant variables using RStudio software. The results of the emissions inventory are reported for national and international flights separately, as stated in the guide's methodology. The information obtained from the emissions inventory was used as a baseline for the projection of trends in carbon dioxide emissions and fuel consumption until 2050 for five different scenarios, taking into account different forecasts of the growth of the Colombian air operation. and establishing annual goals for fuel savings and operational efficiency, which are key to achieving the reduction of carbon dioxide emissions. The main gas emitted according to the emissions inventory is carbon dioxide, during the years 2009 to 2019 25689 ktCO2 were emitted, followed by 121 ktNOx, 28 ktCO, 16 ktSOx and 7.3 ktHC, international flights emitted 74% of total carbon dioxide, although that the number of flights is lower compared to flights to domestic destinations. Carbon dioxide emissions have a positive correlation of 0.99 with fuel consumption and distance traveled by aircraft. Airplanes with international destinations travel longer distances than airplanes with national destinations, therefore, their CO2 emissions are higher. The tourist destinations in Colombia and the capitals of the Department are the routes that emit the most CO2, in terms of international destinations, the routes to Bogotá-Miami, Bogotá-Madrid and Bogotá-México D.F. they are the ones with the most CO2 emissions. Regarding CO2 emission trends, they were carried out according to five scenarios, scenario 1 or baseline scenario, shows carbon dioxide emissions until 2050 when the air operation does not make operational or fuel efficiency improvements and Moreover, scenario 5 or optimistic scenario has ambitious goals to achieve high fuel efficiency and improved operations. Scenarios 2 and 3 are the ones that can best predict the behavior that CO2 emissions will have, since the proposed goals are those currently implemented by an airline in Colombia and do not involve large economic investments or considerable modifications in the operation. This inventory contains the emissions generated by private and commercial flights for the transport of passengers, cargo and correspondence made from El Dorado airport, and include destinations to major airports, but also private airfields and airstrips, emissions are calculated for the journey made for each aircraft, from the departure gate for passenger boarding at the origin airport, to the arrival point where the aircraft turns off the engines at the destination airport, but does not include emissions generated by auxiliary operations such as fuel loading, transportation by passenger lanes in buses or aircraft maintenance, as well as emissions generated by military aviation or helicopter flights, since these emissions must be reported separately using another methodology Keywords: Atmospheric emissions, aviation, emission trends, scenarios, emissions ; Este trabajo de fin de Máster, contiene el inventario de emisiones de dióxido de carbono, óxidos de nitrógeno, óxidos de azufre, monóxido de carbono e hidrocarburos totales y combustible consumido, de los vuelos que partieron desde el aeropuerto internacional El Dorado en Bogotá Colombia durante los años 2009 a 2019 de acuerdo a lo establecido por el documento EMEP/EEA air pollutant emission inventory guidebook 2019, específicamente el volumen 1.A.3.a Aviation, adicionalmente se realizó una proyección del consumo de combustible y emisiones de dióxido de carbono hasta el año 2050 de acuerdo a cinco escenarios planteados por el Comité de Protección Ambiental perteneciente a la Organización Internacional de la Aviación Civil. La información que se utilizó para el inventario de emisiones, fue la base de datos tráfico por equipo de la Aeronautica Civil, esta base de datos contiene los registro de operaciones de todos los aeropuertos de Colombia, tanto de vuelos comerciales como privados a destinos nacionales e internacionales. Cada base de datos puede contener más de un millón de observaciones anuales de los registros aéreos colombianos y para poder hacer el inventario de emisiones, fue necesario hacer una desagregación de los datos y una agrupación de las variables relevantes utilizando el software libre RStudio. Los resultados del inventario de emisiones son reportados para vuelos nacionales e internacionales de forma separada, tal como lo establece la metodología de la guía. La información obtenida del inventario de emisiones, fue utilizada como linea base para la proyección de tendencias de las emisiones de dióxido de carbono y consumo de combustible hasta el año 2050 para cinco escenarios diferentes, teniendo en cuenta diferentes pronósticos del crecimiento de la operación aérea colombiana y estableciendo metas anuales de ahorro de combustible y eficiencia operacional, las cuales son claves para lograr la reducción de las emisiónes de dióxido de carbono. El principal gas emitido de acuerdo al inventario de emisiones es el dióxido de carbono, durante los años 2009 a 2019 se emitieron 25689 kt de CO2, seguido de 121 kt de NOx, 28 kt de CO, 16 kt de SOx y 7,3 kt de HC, los vuelos internacionales emitieron el 74% del total del dióxido de carbono, pese a que el número de vuelos es inferior con respecto a los vuelos a destinos nacionales. Las emisiones de dióxido de carbono tienen una correlación positiva de 0,99 con el consumo de combustible y la distancia recorrida de las aeronaves. Los aviones con destinos internacionales recorren mayores distancias que los aviones con destinos nacionales, por lo tanto, sus emisiones de CO2 son más altas. Los destinos turísticos en Colombia y las capitales de Departamento, son los trayectos que más CO2 emiten, en cuanto a destinos internacionales, los trayectos a Bogotá-Miami, Bogotá-Madrid y Bogotá-México D.F. son los que más emisiones de CO2 presentan. En cuanto a las tendencias de las emisiones de CO2, se realizaron de acuerdo a cinco escenarios, el escenario 1 o escenario base, muestra las emisiones de dióxido de carbono hasta el 2050 cuando la operación aérea no realiza mejoras operacionales o de eficiencia de combustible y por otra parte, el escenario 5 o escenario optimista tiene metas ambiciosas para lograr un alta eficiencia en el combustible y mejoras operaciones. Los escenarios 2 y 3 son los que mejor pueden predecir el comportamiento que tendrán las emisiones de CO2, debido a que las metas propuestas son las implementadas actualmente por una aerolínea en Colombia y no suponen grandes inversiones económicas o modificaciones considerables en la operación. Este inventario contiene las emisiones generadas por vuelos privados y comerciales de transporte de pasajeros, carga y correspondencia realizados desde el aeropuerto el Dorado, e incluyen destinos a aeropuertos principales, pero también aeródromos y pistas de aterrizaje privadas, las emisiones son calculadadas para el trayecto realizado por cada aeronave, desde la puerta de salida de abordaje de pasajeros en el aeropuerto de origen, hasta el punto de llegada donde apaga motores la aeronave en el aeropuerto de destino, pero no incluye las emisiones generadas por las operaciones auxiliares como cargue de combustible, transporte por pistas de pasajeros en autobuses o mantenimiento de las aeronaves, así como tampoco las emisiones generadas por la aviación militar o vuelos de helicópteros, ya que estas emisiones se deben reportar por separado mediante otra metodología.

We scrutinize the importance of aerosol water for the aerosol optical depth (AOD) calculations using a long-term evaluation of the EQuilibrium Simplified Aerosol Model v4 for climate modeling. EQSAM4clim is based on a single solute coefficient approach that efficiently parameterizes hygroscopic growth, accounting for aerosol water uptake from the deliquescence relative humidity up to supersaturation. EQSAM4clim extends the single solute coefficient approach to treat water uptake of multicomponent mixtures. The gas–aerosol partitioning and the mixed-solution water uptake can be solved analytically, preventing the need for iterations, which is computationally efficient. EQSAM4clim has been implemented in the global chemistry climate model EMAC and compared to ISORROPIA II on climate timescales. Our global modeling results show that (I) our EMAC results of the AOD are comparable to modeling results that have been independently evaluated for the period 2000–2010, (II) the results of various aerosol properties of EQSAM4clim and ISORROPIA II are similar and in agreement with AERONET and EMEP observations for the period 2000–2013, and (III) the underlying assumptions on the aerosol water uptake limitations are important for derived AOD calculations. Sensitivity studies of different levels of chemical aging and associated water uptake show larger effects on AOD calculations for the year 2005 compared to the differences associated with the application of the two gas–liquid–solid partitioning schemes. Overall, our study demonstrates the importance of aerosol water for climate studies. ; This work was supported by the European Research Council under the European Union's Seventh Framework Programme (FP7/2007-2013)–ERC grant agreement no. 226144 through the C8 Project, and by the Energy oriented Centre of Excellence (EoCoE), grant agreement number 676629, funded within the Horizon 2020 framework of the European Union. EMAC simulations have been carried out on the supercomputer of the German Climate Research Center and on the Cy-Tera cluster, operated by the Cyprus Institute (CyI) and co-funded by the European Regional Development Fund and the Republic of Cyprus through the Research Promotion Foundation (Project Cy-Tera NEA-YΠOΔOMH/ΣTPATH/0308/31). Model emissions were kindly provided by the anthropogenic emission inventory EDGAR Climate Change and Impact Research (CIRCE) through the EU FP6 project no. 036961. We thank the measurement and model development teams for providing the observations, numerical models, and many useful codes that have been used in this study.