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首页> 外文期刊>Atmospheric chemistry and physics >What can we learn about ship emission inventories from measurements of air pollutants over the Mediterranean Sea?
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What can we learn about ship emission inventories from measurements of air pollutants over the Mediterranean Sea?

机译：通过测量地中海上的空气污染物，我们可以了解有关船舶排放清单的哪些信息？

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Ship emission estimates diverge widely for all chemical compounds for several reasons: use of different methodologies (bottom-up or top-down), activity data and emission factors can easily result in a difference ranging from a factor of 1.5 to even an order of magnitude. Combining three sets of observational data - ozone and black carbon measurements sampled at three coastal sites and on board of a Mediterranean cruise ship, as well as satellite observations of atmospheric NO_2 column concentration over the same area - we assess the accuracy of the three most commonly used ship emission inventories, EDGAR FT (Olivier et al., 2005), emissions described by Eyring et al. (2005) and emissions reported by EMEP (Vestreng et al., 2007). Our tool is a global atmospheric chemistry transport model which simulates the chemical state of the Mediterranean atmosphere applying different ship emission inventories. The simulated contributions of ships to air pollutant levels in the Mediterranean atmosphere are significant but strongly depend on the inventory applied. Close to the major shipping routes relative contributions vary from 10 to 50% for black carbon and from 2 to 12% for ozone in the surface layer, as well as from 5 to 20% for nitrogen dioxide atmospheric column burden. The relative contributions are still significant over the North African coast, but less so over the South European coast because densely populated regions with significant human activity contribute relatively more to air pollution than ships, even if these regions attract a lot of ship traffic. The observations poorly constrain the ship emission inventories in the Eastern Mediterranean where the influence of uncertain land based emissions, the model transport and wet deposition are at least as important as the signal from ships. In the Western Mediterranean, the regional EMEP emission inventory gives the best match with most measurements, followed by Eyring for NO_2 and ozone and by EDGAR for black carbon. Given the uncertainty of the measurements and the model, each of the three emission inventories could actually be right, implying that large uncertainties in ship emissions need to be considered for future scenario analysis.
机译：对于所有化合物，船舶排放估算值差异很大，原因有几个：使用不同的方法（自下而上或自上而下），活动数据和排放因子可以很容易地导致差异在1.5到一个数量级之间。结合三组观测数据-在三个沿海站点以及一艘地中海游轮上采样的臭氧和黑碳测量值，以及同一地区大气NO_2柱浓度的卫星观测结果-我们评估了这三种最常见的准确性使用的船舶排放清单，EDGAR FT（Olivier等，2005），排放量由Eyring等描述。 （2005年）和EMEP报告的排放量（Vestreng等，2007）。我们的工具是一个全球大气化学运输模型，它使用不同的船舶排放清单模拟了地中海大气的化学状态。船舶对地中海大气中空气污染物水平的模拟影响很大，但在很大程度上取决于所应用的清单。靠近主要的运输路线，黑碳的相对贡献在表层中为10％到50％，臭氧在2％到12％之间，而二氧化氮在大气层中的负担为5％到20％。在北非海岸，相对贡献仍然很大，但在南欧海岸，相对贡献却不那么大，因为人口稠密，人类活动活跃的地区比船舶对空气污染的贡献相对更大，即使这些地区吸引了大量的船舶交通。观测结果对东地中海的船舶排放清单的约束不力，在该地区，不确定的陆基排放，模型运输和湿沉降的影响至少与船舶发出的信号一样重要。在地中海西部，区域EMEP排放清单可与大多数测量值最匹配，其次是Eyring（NO_2和臭氧）和EDGAR（黑碳）。考虑到测量值和模型的不确定性，三个排放清单中的每一个实际上都是正确的，这意味着在未来的情景分析中需要考虑船舶排放中​​的巨大不确定性。

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