scholarly journals Regional responses of surface ozone in Europe to the location of high-latitude blocks and subtropical ridges

2017 ◽  
Vol 17 (4) ◽  
pp. 3111-3131 ◽  
Author(s):  
Carlos Ordóñez ◽  
David Barriopedro ◽  
Ricardo García-Herrera ◽  
Pedro M. Sousa ◽  
Jordan L. Schnell
Keyword(s):  
High Latitude ◽  
Western Europe ◽  
Climate Models ◽  
Linear Models ◽  
Surface Ozone ◽  
Zonal Flow ◽  
Near Surface ◽  
Anticyclonic Circulation ◽  
North West ◽  
The Impact

Abstract. This paper analyses for the first time the impact of high-latitude blocks and subtropical ridges on near-surface ozone (O3) in Europe during a 15-year period. For this purpose, a catalogue of blocks and ridges over the Euro–Atlantic region is used together with a gridded dataset of maximum daily 8 h running average ozone (MDA8 O3) covering the period 1998–2012. The response of ozone to the location of blocks and ridges with centres in three longitudinal sectors (Atlantic, ATL, 30–0° W; European, EUR, 0–30° E; Russian, RUS, 30–60° E) is examined. The impact of blocks on ozone is regionally and seasonally dependent. In particular, blocks within the EUR sector yield positive ozone anomalies of  ∼  5–10 ppb over large parts of central Europe in spring and northern Europe in summer. Over 20 and 30 % of the days with blocks in that sector register exceedances of the 90th percentile of the seasonal ozone distribution at many European locations during spring and summer, respectively. The impacts of ridges during those seasons are subtle and more sensitive to their specific location, although they can trigger ozone anomalies above 10 ppb in northern Italy and the surrounding countries in summer, eventually exceeding European air quality (AQ) targets. During winter, surface ozone in the north-west of Europe presents completely opposite responses to blocks and ridges. The anticyclonic circulation associated with winter EUR blocking, and to a lesser extent with ATL blocking, yields negative ozone anomalies between −5 and −10 ppb over the UK, northern France and the Benelux. Conversely, the enhanced zonal flow around 50–60° N during the occurrence of ATL ridges favours the arrival of background air masses from the Atlantic and the ventilation of the boundary layer, producing positive ozone anomalies of  ∼  5 ppb in an area spanning from the British Isles to the northern half of Germany. We also show that multiple linear models on the seasonal frequency of occurrence of these synoptic patterns can explain a considerable fraction of the interannual variability in some winter and summer ozone statistics (mean levels and number of exceedances of the 90th percentile) over some regions of western Europe. Thus, this work provides the first quantitative assessments of the remarkable but distinct impacts that the anticyclonic circulation and the diversion of the zonal flow associated with blocks and ridges exert on surface ozone in Europe. The findings reported here can be exploited in the future to evaluate the modelled responses of ozone to circulation changes within chemical transport models (CTMs) and chemistry–climate models (CCMs).

scholarly journals Regional responses of surface ozone in Europe to the location of high-latitude blocks and subtropical ridges

2016 ◽  
Author(s):  
Carlos Ordóñez ◽  
David Barriopedro ◽  
Ricardo García-Herrera ◽  
Pedro M. Sousa ◽  
Jordan L. Schnell
Keyword(s):  
High Latitude ◽  
Climate Models ◽  
Surface Ozone ◽  
Zonal Flow ◽  
Near Surface ◽  
Air Masses ◽  
Anticyclonic Circulation ◽  
The Uk ◽  
The Impact ◽  
First Time

Abstract. This paper analyses for the first time the impact of high-latitude blocks and subtropical ridges on near-surface ozone in Europe during a 15-year period. For this purpose, a catalogue of blocks and ridges over the Euro-Atlantic region is used together with a gridded dataset of maximum daily 8-hour running average ozone (MDA8 O3) covering the period 1998–2012. The response of ozone to the location of blocks and ridges with centres in three longitudinal sectors (Atlantic, ATL, 30º–0º W; European, EUR, 0º–30º E; Russian, RUS, 30º–60º E) is examined. The impact of blocks on ozone is regionally and seasonally dependent. In particular, blocks within the EUR sector yield positive ozone anomalies of ~ 5–10 ppb over large parts of central Europe in spring and northern Europe in summer. Over 20 % and 30 % of the days with blocks in that sector register exceedances of the 90th percentile of the seasonal ozone distribution at many European locations during spring and summer, respectively. The impacts of ridges during those seasons are subtle and more sensitive to their specific location, although they can trigger ozone anomalies of ~ 5–10 ppb in Italy and the surrounding countries in summer, eventually exceeding European air quality targets. During winter, surface ozone in the northwest of Europe presents completely opposite responses to blocks and ridges. The anticyclonic circulation associated with winter EUR blocking, and to a lesser extent with ATL blocking, yields negative ozone anomalies between −5 ppb and −10 ppb over the UK, Northern France and the Benelux. Conversely, the enhanced zonal flow around 50˚–60˚ N during the occurrence of ATL ridges favours the arrival of background air masses from the Atlantic and the ventilation of the boundary layer, producing positive ozone anomalies above 5 ppb in an area spanning from the British Isles to Germany. This work provides the first quantitative assessments of the remarkable but distinct impacts that the anticyclonic circulation and the diversion of the zonal flow associated with blocks and ridges exert on surface ozone in Europe. The findings reported here can be exploited in the future to evaluate the modelled responses of ozone to circulation changes within chemical transport models (CTMs) and chemistry-climate models (CCMs).

scholarly journals Modeling the regional impact of ship emissions on NO<sub>x</sub> and ozone levels over the Eastern Atlantic and Western Europe using ship plume parameterization

2010 ◽  
Vol 10 (14) ◽  
pp. 6645-6660 ◽  
Author(s):  
P. Huszar ◽  
D. Cariolle ◽  
R. Paoli ◽  
T. Halenka ◽  
M. Belda ◽  
...  
Keyword(s):  
Large Scale ◽  
Western Europe ◽  
Surface Ozone ◽  
Chemical Species ◽  
Nitrogen Monoxide ◽  
Ozone Production ◽  
Nox Emissions ◽  
Ship Emissions ◽  
Concentrated Source ◽  
The Impact

Abstract. 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.

scholarly journals Update on emissions and environmental impacts from the international fleet of ships. The contribution from major ship types and ports

2008 ◽  
Vol 8 (5) ◽  
pp. 18323-18384 ◽  
Author(s):  
S. B. Dalsøren ◽  
M. S. Eide ◽  
Ø. Endresen ◽  
A. Mjelde ◽  
G. Gravir ◽  
...  
Keyword(s):  
North America ◽  
Wet Deposition ◽  
Western Europe ◽  
Surface Ozone ◽  
Western North America ◽  
Ship Emissions ◽  
Low Latitudes ◽  
The World ◽  
Emission Modelling ◽  
The Impact

Abstract. A reliable and up-to-date ship emission inventory is essential for atmospheric scientists quantifying the impact of shipping and for policy makers implementing regulations and incentives for emission reduction. The emission modelling in this study takes into account ship type and size dependent input data for 15 ship types and 7 size categories. Global port arrival and departure data for more than 32 000 merchant ships are used to establish operational profiles for the ship segments. The modelled total fuel consumption amounts to 217 Mt in 2004 of which 11 Mt is consumed in in-port operations. This is in agreement with international sales statistics. The modelled fuel consumption is applied to develop global emission inventories for CO2, NO2, SO2, CO, CH4, VOC (Volatile Organic Compounds), N2O, BC (Black Carbon) and OC (Organic Carbon). The global emissions from ships at sea and in ports are distributed geographically, applying extended geographical data sets covering about 2 million global ship observations and global port data for 32 000 ships. In addition to inventories for the world fleet, inventories are produced separately for the three dominating ship types, using ship type specific emission modelling and traffic distributions. A global Chemical Transport Model (CTM) was used to calculate the environmental impacts of the emissions. We find that ship emissions is a dominant contributor over much of the world oceans to surface concentrations of NO2 and SO2. The contribution is also large over some coastal zones. For surface ozone the contribution is high over the oceans but clearly also of importance over western North America (contribution 15–25%) and western Europe (5–15%). The contribution to tropospheric column ozone is up to 5–6%. The overall impact of ship emissions on global methane lifetime is large due to the high NOx emissions. With regard to acidification we find that ships contribute 11% to nitrate wet deposition and 4.5% to sulphur wet deposition globally. In certain coastal regions the contributions may be in the range 15–50%. In general we find that ship emissions have a large impact on acidic deposition and surface ozone in western North America, Scandinavia, western Europe, western North Africa and Malaysia/Indonesia. For most of these regions container traffic, the largest emitter by ship type, has the largest impact. This is the case especially for the Pacific and the related container trade routes between Asia and North America. However, the contributions from bulk ships and tank vessels are also significant in the above mentioned impact regions. Though the total ship impact at low latitudes is lower, the tank vessels have a quite large contribution at low latitudes and near the Gulf of Mexico and Middle East. The bulk ships are characterized by large impact in Oceania compared to other ship types. In Scandinavia and north-western Europe, one of the major ship impact regions, the three largest ship types have rather small relative contributions. The impact in this region is probably dominated by smaller ships operating closer to the coast. For emissions in ports impacts on NO2 and SO2 seem to be of significance. For most ports the contribution to the two components is in the range 0.5–5%, for a few ports it exceeds 10%. The approach presented provides an improvement in characterizing fleet operational patterns, and thereby ship emissions and impacts. Furthermore, the study shows where emission reductions can be applied to most effectively minimize the impacts by different ship types.

scholarly journals Update on emissions and environmental impacts from the international fleet of ships: the contribution from major ship types and ports

2009 ◽  
Vol 9 (6) ◽  
pp. 2171-2194 ◽  
Author(s):  
S. B. Dalsøren ◽  
M. S. Eide ◽  
Ø. Endresen ◽  
A. Mjelde ◽  
G. Gravir ◽  
...  
Keyword(s):  
North America ◽  
Wet Deposition ◽  
Western Europe ◽  
Surface Ozone ◽  
Western North America ◽  
Ship Emissions ◽  
Low Latitudes ◽  
The World ◽  
Emission Modelling ◽  
The Impact

Abstract. A reliable and up-to-date ship emission inventory is essential for atmospheric scientists quantifying the impact of shipping and for policy makers implementing regulations and incentives for emission reduction. The emission modelling in this study takes into account ship type and size dependent input data for 15 ship types and 7 size categories. Global port arrival and departure data for more than 32 000 merchant ships are used to establish operational profiles for the ship segments. The modelled total fuel consumption amounts to 217 Mt in 2004 of which 11 Mt is consumed in in-port operations. This is in agreement with international sales statistics. The modelled fuel consumption is applied to develop global emission inventories for CO2, NO2, SO2, CO, CH4, VOC (Volatile Organic Compounds), N2O, BC (Black Carbon) and OC (Organic Carbon). The global emissions from ships at sea and in ports are distributed geographically, applying extended geographical data sets covering about 2 million global ship observations and global port data for 32 000 ships. In addition to inventories for the world fleet, inventories are produced separately for the three dominating ship types, using ship type specific emission modelling and traffic distributions. A global Chemical Transport Model (CTM) was used to calculate the environmental impacts of the emissions. We find that ship emissions is a dominant contributor over much of the world oceans to surface concentrations of NO2 and SO2. The contribution is also large over some coastal zones. For surface ozone the contribution is high over the oceans but clearly also of importance over Western North America (contribution 15–25%) and Western Europe (5–15%). The contribution to tropospheric column ozone is up to 5–6%. The overall impact of ship emissions on global methane lifetime is large due to the high NOx emissions. With regard to acidification we find that ships contribute 11% to nitrate wet deposition and 4.5% to sulphur wet deposition globally. In certain coastal regions the contributions may be in the range 15–50%. In general we find that ship emissions have a large impact on acidic deposition and surface ozone in Western North America, Scandinavia, Western Europe, western North Africa and Malaysia/Indonesia. For most of these regions container traffic, the largest emitter by ship type, has the largest impact. This is the case especially for the Pacific and the related container trade routes between Asia and North America. However, the contributions from bulk ships and tank vessels are also significant in the above mentioned impact regions. Though the total ship impact at low latitudes is lower, the tank vessels have a quite large contribution at low latitudes and near the Gulf of Mexico and Middle East. The bulk ships are characterized by large impact in Oceania compared to other ship types. In Scandinavia and north-Western Europe, one of the major ship impact regions, the three largest ship types have rather small relative contributions. The impact in this region is probably dominated by smaller ships operating closer to the coast. For emissions in ports impacts on NO2 and SO2 seem to be of significance. For most ports the contribution to the two components is in the range 0.5–5%, for a few ports it exceeds 10%. The approach presented provides an improvement in characterizing fleet operational patterns, and thereby ship emissions and impacts. Furthermore, the study shows where emission reductions can be applied to most effectively minimize the impacts by different ship types.

scholarly journals An observation-constrained multi-physics WRF ensemble for simulating European mega heat waves

2015 ◽  
Vol 8 (7) ◽  
pp. 2285-2298 ◽  
Author(s):  
A. I. Stegehuis ◽  
R. Vautard ◽  
P. Ciais ◽  
A. J. Teuling ◽  
D. G. Miralles ◽  
...  
Keyword(s):  
Heat Wave ◽  
Land Surface ◽  
Western Europe ◽  
Climate Models ◽  
Climate Model ◽  
Heat Waves ◽  
Regional Climate ◽  
Shortwave Radiation ◽  
Cold Bias ◽  
The Impact

Abstract. Many climate models have difficulties in properly reproducing climate extremes, such as heat wave conditions. Here we use the Weather Research and Forecasting (WRF) regional climate model with a large combination of different atmospheric physics schemes, in combination with the NOAH land-surface scheme, with the goal of detecting the most sensitive physics and identifying those that appear most suitable for simulating the heat wave events of 2003 in western Europe and 2010 in Russia. In total, 55 out of 216 simulations combining different atmospheric physical schemes have a temperature bias smaller than 1 °C during the heat wave episodes, the majority of simulations showing a cold bias of on average 2–3 °C. Conversely, precipitation is mostly overestimated prior to heat waves, and shortwave radiation is slightly overestimated. Convection is found to be the most sensitive atmospheric physical process impacting simulated heat wave temperature across four different convection schemes in the simulation ensemble. Based on these comparisons, we design a reduced ensemble of five well performing and diverse scheme configurations, which may be used in the future to perform heat wave analysis and to investigate the impact of climate change during summer in Europe.

A Package of New Universal Non-Iterative Parametrizations for Stable Surface Layer Transfer Coefficients of Momentum, Heat and Moisture in Numerical Earth System Models

2021 ◽  
Author(s):  
Vladimir Gryanik ◽  
Christof Luepkes ◽  
Andrey Grachev ◽  
Dmitry Sidorenko
Keyword(s):  
Climate Models ◽  
Similarity Theory ◽  
Weather Prediction ◽  
Climate Projections ◽  
Transfer Coefficients ◽  
Near Surface ◽  
Stability Functions ◽  
Stable Surface Layer ◽  
Heat And Moisture ◽  
The Impact

&lt;p&gt;&lt;span&gt;Results of weather forecast, present-day climate simulations and future climate projections depend among other factors on the interaction between the atmosphere and the underlying sea-ice, the land and the ocean. In numerical weather prediction and climate models some of these interactions are accounted for by transport coefficients describing turbulent exchange of momentum, heat and moisture. Currently used transfer coefficients have, however, large uncertainties in flow regimes being typical for cold nights and seasons, but especially in the polar regions. Furthermore, their determination is numerically complex. It is obvious that progress could be achieved when the transfer coefficients would be&amp;#160;given by simple mathematical formulae in frames of an economic computational scheme. Such a new universal, so-called non-iterative parametrization scheme is derived for a package of transfer coefficients.&lt;/span&gt;&lt;/p&gt;&lt;p&gt;&lt;span&gt;The derivation is based on the Monin-Obukhov similarity theory, which is over the years well accepted in the scientific community. The newly derived non-iterative scheme provides a basis for a cheap systematic study of the impact of near-surface turbulence and of the related transports of momentum, heat and moisture in NWP and climate models.&amp;#160;&lt;/span&gt;&lt;/p&gt;&lt;p&gt;&lt;span&gt;We show that often used transfer coefficients like those of Louis et al. (1982) or of Cheng and Brutsaert (2005) can be applied at large stability only with some caution, keeping in mind that at large stability they significantly overestimate the transfer coefficient compared with most comprehensive measurements. The latter are best reproduced by Gryanik et al. (2020) functions, which are part of the package. We show that the new scheme is flexible, thus, new stability functions can be added to the package, if required. &lt;/span&gt;&lt;/p&gt;&lt;p&gt;&amp;#160;&lt;/p&gt;&lt;p&gt; &lt;span&gt;Gryanik, V.M., L&amp;#252;pkes, C., Grachev, A., Sidorenko, D. (2020) New Modified and Extended Stability Functions for the Stable Boundary Layer based on SHEBA and Parametrizations of Bulk Transfer Coefficients for Climate Models, J. Atmos. Sci., 77, 2687-2716&lt;/span&gt;&lt;/p&gt;&lt;p&gt;&lt;br&gt;&lt;br&gt;&lt;/p&gt;

scholarly journals Why Do Global Climate Models Struggle to Represent Low-Level Clouds in the West African Summer Monsoon?

2017 ◽  
Vol 30 (5) ◽  
pp. 1665-1687 ◽  
Author(s):  
Lisa Hannak ◽  
Peter Knippertz ◽  
Andreas H. Fink ◽  
Anke Kniffka ◽  
Gregor Pante
Keyword(s):  
Climate Models ◽  
Global Climate ◽  
West African Monsoon ◽  
High Elevation ◽  
West African ◽  
Global Climate Models ◽  
The West ◽  
Near Surface ◽  
Low Level ◽  
The Impact

Abstract Climate models struggle to realistically represent the West African monsoon (WAM), which hinders reliable future projections and the development of adequate adaption measures. Low-level clouds over southern West Africa (5°–10°N, 8°W–8°E) during July–September are an integral part of the WAM through their effect on the surface energy balance and precipitation, but their representation in climate models has received little attention. Here 30 (20) years of output from 18 (8) models participating in phase 5 of the Coupled Model Intercomparison Project (Year of Tropical Convection) are used to identify cloud biases and their causes. Compared to ERA-Interim reanalyses, many models show large biases in low-level cloudiness of both signs and a tendency to too high elevation and too weak diurnal cycles. At the same time, these models tend to have too strong low-level jets, the impact of which is unclear because of concomitant effects on temperature and moisture advection as well as turbulent mixing. Part of the differences between the models and ERA-Interim appear to be related to the different subgrid cloud schemes used. While nighttime tendencies in temperature and humidity are broadly realistic in most models, daytime tendencies show large problems with the vertical transport of heat and moisture. Many models simulate too low near-surface relative humidities, leading to insufficient low cloud cover and abundant solar radiation, and thus a too large diurnal cycle in temperature and relative humidity. In the future, targeted model sensitivity experiments will be needed to test possible feedback mechanisms between low clouds, radiation, boundary layer dynamics, precipitation, and the WAM circulation.

scholarly journals Human influence on European winter wind storms such as those of January 2018

2019 ◽  
Vol 10 (2) ◽  
pp. 271-286 ◽  
Author(s):  
Robert Vautard ◽  
Geert Jan van Oldenborgh ◽  
Friederike E. L. Otto ◽  
Pascal Yiou ◽  
Hylke de Vries ◽  
...  
Keyword(s):  
Climate Change ◽  
Surface Roughness ◽  
Western Europe ◽  
Climate Models ◽  
Decadal Variability ◽  
Regional Climate ◽  
Surface Wind ◽  
Regional Climate Models ◽  
Surface Wind Speed ◽  
Near Surface

Abstract. Several major storms pounded western Europe in January 2018, generating large damages and casualties. The two most impactful ones, Eleanor and Friederike, are analysed here in the context of climate change. Near surface wind speed station observations exhibit a decreasing trend in the frequency of strong winds associated with such storms. High-resolution regional climate models, on the other hand, show no trend up to now and a small increase in storminess in future due to climate change. This shows that factors other than climate change, which are not in the climate models, caused the observed decline in storminess over land. A large part is probably due to increases in surface roughness, as shown for a small set of stations covering the Netherlands and in previous studies. This observed trend could therefore be independent from climate evolution. We concluded that human-induced climate change has had so far no significant influence on storms like the two mentioned. However, all simulations indicate that global warming could lead to a marginal increase (0 %–20 %) in the probability of extreme hourly winds until the middle of the century, consistent with previous modelling studies. This excludes other factors, such as surface roughness, aerosols, and decadal variability, which have up to now caused a much larger negative trend. Until these factors are correctly simulated by climate models, we cannot give credible projections of future storminess over land in Europe.

Evaluating the impact of chemical boundary conditions on near surface ozone in regional climate–air quality simulations over Europe

2013 ◽  
Vol 134 ◽  
pp. 116-130 ◽  
Author(s):  
D. Akritidis ◽  
P. Zanis ◽  
E. Katragkou ◽  
M.G. Schultz ◽  
I. Tegoulias ◽  
...  
Keyword(s):  
Air Quality ◽  
Boundary Conditions ◽  
Surface Ozone ◽  
Regional Climate ◽  
Near Surface ◽  
The Impact

scholarly journals Assessment of the Canary current upwelling system in a regionally coupled climate model

2021 ◽  
Author(s):  
Ruben Vazquez ◽  
Ivan Parras-Berrocal ◽  
William Cabos ◽  
Dmitry V. Sein ◽  
Rafael Mañanes ◽  
...  
Keyword(s):  
Climate Models ◽  
Coupled Model ◽  
Horizontal Resolution ◽  
Global Climate Models ◽  
Climate Change Signal ◽  
Climate Modelling ◽  
Near Surface ◽  
Upwelling System ◽  
The Impact ◽  
Mesoscale Processes

AbstractThe Canary current upwelling is one of the major eastern boundary coastal upwelling systems in the world, bearing a high productive ecosystem and commercially important fisheries. The Canary current upwelling system (CCUS) has a large latitudinal extension, usually divided into upwelling zones with different characteristics. Eddies, filaments and other mesoscale processes are known to have an impact in the upwelling productivity, thus for a proper representation of the CCUS and high horizontal resolution are required. Here we assess the CCUS present climate in the atmosphere–ocean regionally coupled model. The regional coupled model presents a global oceanic component with increased horizontal resolution along the northwestern African coast, and its performance over the CCUS is assessed against relevant reanalysis data sets and compared with an ensemble of global climate models (GCMs) and an ensemble of atmosphere-only regional climate models (RCMs) in order to assess the role of the horizontal resolution. The coupled system reproduces the larger scale pattern of the CCUS and its latitudinal and seasonal variability over the coastal band, improving the GCMs outputs. Moreover, it shows a performance comparable to the ensemble of RCMs in representing the coastal wind stress and near-surface air temperature fields, showing the impact of the higher resolution and coupling for CCUS climate modelling. The model is able of properly reproducing mesoscale structures, being able to simulate the upwelling filaments events off Cape Ghir, which are not well represented in most of GCMs. Our results stress the ability of the regionally coupled model to reproduce the larger scale as well as mesoscale processes over the CCUS, opening the possibility to evaluate the climate change signal there with increased confidence.

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