ALBERT

Description: In general, regional and global chemistry transport models apply instantaneous mixing of emissions into the model's finest resolved scale. In case of a concentrated source, this could result in erroneous calculation of the evolution of both primary and secondary chemical species. Several studies discussed this issue in connection with emissions from ships and aircrafts. In this study, we present an approach to deal with the non-linear effects during dispersion of NOx emissions from ships. It represents an adaptation of the original approach developed for aircraft NOx emissions, which uses an exhaust tracer to trace the amount of the emitted species in the plume and applies an effective reaction rate for the ozone production/destruction during the plume's dilution into the background air. In accordance with previous studies examining the impact of international shipping on the composition of the troposphere, we found that the contribution of ship induced surface NOx to the total reaches 90% over remote ocean and makes 10–30% near coastal regions. Due to ship emissions, surface ozone increases by up to 4–6 ppbv making 10% contribution to the surface ozone budget. When applying the ship plume parameterization, we showed that the large scale NOx decreases and the ship NOx contribution is reduced by up to 20–25%. Similar decrease was found in case of O3. The plume parameterization suppressed the ship induced ozone production by 15–30% over large areas of the focused region. To evaluate the presented parameterization, nitrogen oxide measurements over the English Channel were compared with modeled values and it was found that after activating the parameterization the model accuracy increases.

Description: The space and time variabilities of methane (CH4) total column and upper tropospheric mixing ratios are analysed above the Mediterranean Basin (MB) as part of the Chemical and Aerosol Mediterranean Experiment (ChArMEx) programme. Since the analysis of the mid-to-upper tropospheric CH4 distribution from spaceborne sensors and model outputs is challenging, we have adopted a climatological approach and have used a wide variety of data sets. We have combined spaceborne measurements from the Thermal And Near infrared Sensor for carbon Observations – Fourier Transform Spectrometer (TANSO-FTS) instrument on the Greenhouse gases Observing SATellite (GOSAT) satellite, the Atmospheric InfraRed Spectrometer (AIRS) on the AURA platform and the Infrared Atmospheric Sounder Interferometer (IASI) instrument aboard the MetOp-A platform with model results from the Chemical Transport Model (CTM) MOCAGE, and the Chemical Climate Models (CCMs) CNRM-AOCCM and LMDz-OR-INCA (according to different emission scenarios). In order to minimize systematic errors in the spaceborne measurements, we have only considered maritime pixels over the MB. The period of interest spans from 2008 to 2011 considering satellite and MOCAGE data and, regarding the CCMs, from 2001 to 2010. Although CH4 is a long-lived tracer with lifetime of ~12 years and is supposed to be well mixed in the troposphere, an east–west gradient in CH4 is observed and modelled in the mid-to-upper troposphere with a maximum in the Western MB in all seasons except in summer when CH4 accumulates above the Eastern MB. The peak-to-peak amplitude of the east–west seasonal variation in CH4 above the MB in the upper troposphere (300 hPa) is weak but almost twice as great in the satellite measurements (~25 ppbv) as in the model data (~15 ppbv). The maximum of CH4 in summer above the eastern MB can be explained by a series of dynamical processes only occurring in summer. The Asian monsoon traps and uplifts high amounts of CH4 to the upper troposphere where they build up. The Asian Monsoon Anticyclone redistributes these elevated CH4 amounts towards North Africa and the Middle East to finally reach and descend in the eastern MB. In the lower troposphere, the CH4 variability is mainly driven by the local sources of emission in the vicinity of the MB.

Description: Regional climate-air quality decadal simulations over Europe were carried out with the RegCM3/CAMx modeling system for the time slice 1991–2000, in order to study the impact of different meteorological forcing on surface ozone. The RegCM3 regional climate model was firstly constrained by the ERA40 reanalysis dataset which is considered as an experiment with perfect meteorological boundary conditions and then it was constrained by the global circulation model ECHAM5. A number of meteorological parameters were examined including the 500 mb geopotential height, solar radiation, temperature, cloud liquid water path, planetary boundary layer height and surface wind. The different RegCM meteorological forcing resulted in changes of near surface ozone over Europe ranging between ± 4 ppb for winter and summer. The area showing the greatest sensitivity in O3 during winter is central and southern Europe while in summer central north continental Europe. The different meteorological forcing impacts on the atmospheric circulation, which in turn affects cloudiness and solar radiation, temperature, wind patterns and the meteorology depended biogenic emissions. For comparison reasons, the impact of chemical boundary conditions on surface ozone was additionally examined with a series of sensitivity studies, indicating that surface ozone changes are comparable to those caused by the different meteorological forcing. These findings suggest that, when it comes to regional climate-air quality simulations, the selection of external meteorological forcing can be as important as the selection of adequate chemical lateral boundary conditions.

Description: In general, regional and global chemistry transport models apply instantaneous mixing of emissions into the model's finest resolved scale. In case of a concentrated source, this could result in erroneous calculation of the evolution of both primary and secondary chemical species. Several studies discussed this issue in connection with emissions from ships and aircraft. In this study, we present an approach to deal with the non-linear effects during dispersion of NOx emissions from ships. It represents an adaptation of the original approach developed for aircraft NOx emissions, which uses an exhaust tracer to trace the amount of the emitted species in the plume and applies an effective reaction rate for the ozone production/destruction during the plume's dilution into the background air. In accordance with previous studies examining the impact of international shipping on the composition of the troposphere, we found that the contribution of ship induced surface NOx to the total reaches 90% over remote ocean and makes 10–30% near coastal regions. Due to ship emissions, surface ozone increases by up to 4–6 ppbv making 10% contribution to the surface ozone budget. When applying the ship plume parameterization, we show that the large scale NOx decreases and the ship NOx contribution is reduced by up to 20–25%. A similar decrease was found in the case of O3. The plume parameterization suppressed the ship induced ozone production by 15–30% over large areas of the studied region. To evaluate the presented parameterization, nitrogen monoxide measurements over the English Channel were compared with modeled values and it was found that after activating the parameterization the model accuracy increases.

Description: Our work is among the first that use an atmosphere-ocean general circulation model (AOGCM) with online chemistry to evaluate the impact of future aviation emissions on temperature. Other particularities of our study include non-scaling to the aviation emissions, and the analysis of models' transient response using ensemble simulations. The model we use is the Météo-France CNRM-CM5.1 earth system model extended with the REPROBUS chemistry scheme. The time horizon of our interest is 1940–2100, assuming the A1B SRES scenario. We investigate the present and future impact of aviation emissions of CO2, NOx and H2O on climate, taking into account changes in greenhouse gases, contrails and contrail-induced cirrus (CIC). As in many transport-related impact studies, we distinguish between the climate impacts of CO2 emissions and those of non-CO2 emissions. Aviation-produced aerosol is not considered in the study. Our modeling system simulated a notable sea-ice bias in the Arctic, and therefore results concerning the surface should be viewed with caution. The global averaged near-surface CO2 impact reaches around 0.1 K by the end of the 21st century, while the non-CO2 impact reaches 0.2 K in the second half of the century. The NOx emissions impact is almost negligible in our simulations, as our aviation-induced ozone production is small. As a consequence, the non-CO2 signal is very similar to the CIC signal. The seasonal analysis shows that the strongest warming due to aviation is modeled for the late summer and early autumn. In the stratosphere, a significant cooling is attributed to aviation CO2 emissions (−0.25 K by 2100). A −0.3 K temperature decrease is modeled when considering all the aviation emissions, but no significant signal appears from the CIC or NOx forcings in the stratosphere.

Description: The space and time variabilities of methane (CH4) total column and upper tropospheric mixing ratios are analyzed above the Mediterranean Basin (MB) as part of the Chemical and Aerosol Mediterranean Experiment (ChArMEx) programme. Spaceborne measurements from the Thermal And Near infrared Sensor for carbon Observations-Fourier Transform Spectrometer (TANSO-FTS) instrument on the Greenhouse gases Observing SATellite (GOSAT) satellite, the Atmospheric InfraRed Spectrometer (AIRS) on the AURA platform and the Infrared Atmospheric Sounder Interferometer (IASI) instrument aboard the MetOp-A platform are used in conjunction with model results from the Chemical Transport Model (CTM) MOCAGE, and the Chemical Climate Models (CCMs) CNRM-AOCCM and LMDz-OR-INCA (according to different emission scenarios). In order to minimize systematic errors in the spaceborne measurements, we have only considered maritime pixels over the MB. The period under interest spans from 2008 to 2011 considering satellite and MOCAGE data and, regarding the CCMs, from 2001 to 2010. An East-West gradient in CH4 is observed and modelled whatever the season considered. In winter, air masses mainly originating from Atlantic Ocean and Europe tend to favour an elevated amount of mid-to-upper tropospheric CH4 in the West vs. the East of the MB, with a general upward transport above the MB. In summer, the meteorological state of the MB is changed, favouring air from Northern Africa and Middle East together with Atlantic Ocean and Europe, with a general downward motion above the MB. The Asian Monsoon traps and uplifts high amounts of CH4 that are transported towards North Africa and Middle East by the Asian Monsoon Anticyclone to finally reach and descent in the East of the MB. Consequently, the mid-to-upper tropospheric CH4 is much greater in the East than in the West of the MB. The seasonal variation of the difference in CH4 between the East and the West MB does show a maximum in summer for pressures from 500 to 100 hPa considering both spaceborne measurements and model results whatever the emission scenarios used. From this study, we can conclude that CH4 in the mid-to-upper troposphere over the MB is mainly affected by long-range transport, particularly intense in summer from Asia. In the low-to-mid troposphere, the local sources of emission in the vicinity of the MB mainly affect the CH4 variability.

Description: This work assesses the impact of emissions from global aviation on climate, while focus is given on the temperature response. Our work is among the first that use an Atmosphere Ocean General Circulation Model (AOGCM) online coupled with stratospheric chemistry and the chemistry of mid-troposphere relevant for aviation emissions. Compared to previous studies where either the chemical effects of aviation emissions were investigated using global chemistry transport models or the climate impact of aviation was under focus implementing prescribed perturbation fields or simplified chemistry schemes, our study uses emissions as inputs and provides the climate response as output. The model we use is the Météo-France CNRM-CM5.1 earth system model extended with the REPROBUS stratospheric scheme. The timehorizon of our interest is 1940–2100 assuming the A1B SRES scenario. We investigate the present and future impact of the most relevant aviation emissions (CO2, NOx, contrail and contrail induced cirrus – CIC) as well as the impact of the non-CO2 emissions and the "Total" aviation impact. Aviation produced aerosol is not considered in the study. The general conclusion is that the aviation emissions result in a less pronounced climate signal than previous studies suggest. Moreover this signal is more unique at higher altitudes (above the mid-troposphere) than near the surface. The global averaged near surface CO2 impact reaches around 0.1 °C by the end of the 21st century and can be even negative in the middle of the century. The non-CO2 impact remains positive during the whole 21st century reaching 0.2 °C in its second half. A similar warming is calculated for the CIC effect. The NOx emissions impact is almost negligible in our simulations, as the aviation induced ozone production was small in the model's chemical scheme. As a consequence the non-CO2 signal is very similar to the CIC signal. The seasonal analysis showed that the strongest warming due to aviation is modeled for the late summer and early autumn months. A much less significant warming is calculated for the winter months. In the stratosphere, significant cooling is attributed to aviation CO2 emissions which reaches −0.25 °C by the end of the 21st century. A −0.3 °C temperature decrease is modeled when considering all the aviation emissions as well, but no significant signal is coming with CIC and NOx emissions in the stratosphere.

Description: For the purpose of qualifying and quantifying the impact of urban emission from Central European cities on the present-day regional air-quality, the regional climate model RegCM4.2 was coupled with the chemistry transport model CAMx, including two-way interactions. A series of simulations was carried out for the 2001–2010 period either with all urban emissions included (base case) or without considering urban emissions. Further, the sensitivity of ozone production to urban emissions was examined by performing reduction experiments with −20 % emission perturbation of NOx and/or NMVOC. The validation of the modeling system's air-quality related outputs using AirBase and EMEP surface measurements showed satisfactory reproduction of the monthly variation for ozone (O3), nitrogen dioxide (NO2) and sulfur dioxide (SO2). In terms of hourly correlations, reasonable values are achieved for ozone (r around 0.5–0.8) and for NO2 (0.4–0.6), but SO2 is poorly or not correlated at all with measurements (r around 0.2–0.5). The modeled fine particulates (PM2.5) are usually underestimated, especially in winter, mainly due to underestimation of nitrates and carbonaceous aerosols. EC air-quality measures were chosen as metrics describing the cities emission impact on regional air pollution. Due to urban emissions, significant ozone titration occurs over cities while over rural areas remote from cities, ozone production is modeled, mainly in terms of number of exceedances and accumulated exceedances over the threshold of 40 ppbv. Urban NOx, SO2 and PM2.5 emissions also significantly contribute to concentrations in the cities themselves (up to 50–70 % for NOx and SO2, and up to 60 % for PM2.5), but the contribution is large over rural areas as well (10–20 %). Although air pollution over cities is largely determined by the local urban emissions, considerable (often a few tens of %) fraction of the concentration is attributable to other sources from rural areas and minor cities. Further, for the case of Prague (Czech Republic capital) it is shown that the inter-urban interference between large cities does not play an important role which means that the impact on a chosen city of emissions from all other large cities is very small. The emissions perturbation experiments showed that to achieve significant ozone reduction over cities in central Europe, the emission control strategies have to focus on the reduction of NMVOC, as reducing NOx, due to suppressed titration, leads often to increased O3. The influence over rural areas remote from cities is however always in favor of improved air-quality, i.e. both NOx and/or NMVOC reduction ends up in decreased ozone pollution, mainly in terms of exceedances.