Nov 16, 2015 - ice breaking in Lancaster Sound (Photo credit: Maurice Levasseur). Methodology - Instruments: ⢠Aircraft: Polar 6 DC-3 -> Basler-67.
SHIP EMISSIONS MEASUREMENT IN THE ARCTIC FROM PLUME INTERCEPTS OF THE CANADIAN COAST GUARD AMUNDSEN ICEBREAKER FROM THE POLAR 6 AIRCRAFT PLATFORM
NETCARE Workshop 16-17 November, 2015 University of Toronto Toronto, Canada
A. A. Aliabadi1, J. L. Thomas2, A. Herber3, R. M. Staebler1, W. R. Leaitch1, K. S. Law2, L. Marelle2,4, J. Burkart5, M. Willis5, J. P. D. Abbatt5, H. Bozem6, P. Hoor6, F. Köllner6, and J. Schneider7 1
Environment Canada, Toronto, Canada, 2 Sorbonne Universités, UPMC Univ. Paris 06, Université Versailles St-Quentin, CNRS/INSU, LATMOS-IPSL, Paris, France, 3 Alfred Wegener Institute - Helmholtz Center for Polar and Marine Research, Bremerhaven, Germany, 4 TOTAL S.A, Direction Scientifique, Tour Michelet, 92069 Paris La Defanse, France, 5 Department of Chemistry, University of Toronto, Canada, 6 Institute for Atmospheric Physics, Johannes Gutenberg University of Mainz, Germany, 7 Particle Chemistry Department, Max Planck Institute for Chemistry, Germany
AAA Scientists
The Northern Routes:
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• Increasing shipping in the Arctic, co-incident with the declining sea ice in Canada (Pizzolato, 2014) • The Northwest Passage, the Arctic Bridge, and the Northern Sea Route to potentially divert traffic by mid century (Smith and Stephenson, 2013).
Methodology - Instruments: Amundsen
• Aircraft: Polar 6 DC-3 -> Basler-67 • State Parameters and Meteorology: AIMMS-20 • Gases: CO2 (LI-7200), CO (AL 5002), NOx (Thermo 42i), • Particles: CPC (TSI 3787), UHSAS (DMT), CCN (DMT 100), OPC (1.129), rBC (SP2),
Polar 6 Snapshot of Polar 6 aircraft while sampling CCGS Amundsen's plume during ice breaking in Lancaster Sound (Photo credit: Maurice Levasseur).
Research Objective: Introduction: • Quantify the spatial evolution of the Amundsen's plume in the Arctic marine boundary layer using the airborne plume interception • Estimate the Amundsen's emissions factors for various gaseous and particle pollutants. Compare these observations to other similar studies in mid latitudes • Three plumes during 2014 NETCARE Campaign: 19 July 2014 (open ocean), 20 and 21 July 2014 (ice-breaking) • Measurements near Resolute Bay, NU, Canada
• Emissions Control Areas (ECAs) regulated by International Maritime Organization (IMO) • ECAs in force globally: e.g. North Sea (2007), Gulfs Area (2008), Mediterranean Sea (2009), and Caribbean Region (2011) (www.imo.org) • No ECA for the Canadian Arctic Yet
Plume 1 Experiment
Plume 1 Top View
Plume 3 Experiment
Plume 2 Top View
Plume 3 Top View
Results – Plume Intercepts in Experiment and Model:
Plume 1 Model
Plume 3 Model
• Semi-ellipse (von Glasow 2003)
• Very stable Arctic marine boundary layer • Intercept with ship plume defined as an increase in NOx mixing ration above 2 ppb. • Time signature corrected for other instruments due to time shift by sampling line • All intercepts below 100 m altitude • Relatively good agreement between the experiment and the model
Plume 1 Experiment
Plume 2 Experiment
• Power law plume width: Plume 1 Side View
Plume 2 Side View
Plume 3 Side View
• Power law plume height: • Expansion rate: • Plume age estimation:
Plume 3 Experiment
Results – Plume Dispersion Model:
Results – Plume Expansion Rate: • Successfully calculated for plumes 1,3 • Expansion rate from experiment: γ=|m|=1.15±0.6, 1.16±0.38 • Expansion rate in mid latitudes: γ=|m|=1.50±0.06, 1.35±0.12 • Lower expansion rate compared to studies in mid latitude
Methodology – Plume Expansion Model:
Plume 1 Model
Plume 2 Model
• FLEXPART-WRF model • Tracers released on a vertical column located at stack latitude and longitude • Ship track (thick curve) and aircraft track (thin curve) shown on the figure • Time: middle of the first and last intercept by the aircraft • Plume under boundary layer height
Plume 3 Model
L, T(L) hpl dl wpl
• Effect of different quality of fuels on emission factors • Effect of different ships or engines on emission factors or plume growth
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Future Work in Arctic Plume Intercepts:
V(l)
• Effect of engine loads on emission factors or plume growth
Results – Ship Emissions Factors: • Plumes 1, 2, and 3 shown with open circles • Most emission factors agree with those in mid latitudes under low engine loading • Icebreaking increases EFNOX possibly due to high engine temperatures • EFCCN lower, likely due to unique pristine chemistry in the Arctic •
Diefenbaker (Concept)
L. St-Laurent
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Amundsen
HSD: High Speed Diesel (50000t)
References: Pizzolato et al., Environ. Sci. Technol., 2014, Smith and Stephenson, P. Natl. Acad. Sci., 2013, von Glassow et al., Atmos. Chem. Phys., 2003 Acknowledgements: Andrew Elford, Daniel Veber, Greg Wentworth, Kevin Elkes, John Bayes, Jim Hodgson, Jim Watson, John Ford, Julia Binder, Martin Gehrmann, Mike Harwood, Mohammad Wasey, Carrie Taylor, Bob Christensen, Kevin Riehl, Lukas Kandora, Jens Hermann, Desiree Toom, Sangeeta Sharma, Andrew Platt, Anne Marie Macdonald, Maurice Watt, Dieter Scharffe, Tim McCagherty, Jodi MacGregor Funding: Natural Science and Engineering Research Council of Canada (NSERC) CCAR Project, Alfred Wegener Institute, Environment Canada.