scholarly journals Description of the uEMEP_v5 downscaling approach for the EMEP MSC-W chemistry transport model

2020 ◽  
Vol 13 (12) ◽  
pp. 6303-6323
Author(s):  
Bruce Rolstad Denby ◽  
Michael Gauss ◽  
Peter Wind ◽  
Qing Mu ◽  
Eivind Grøtting Wærsted ◽  
...  
Keyword(s):  
Air Quality ◽  
Large Scale ◽  
Transport Model ◽  
Road Dust ◽  
Monitoring And Evaluation ◽  
Assessment System ◽  
Exhaust Emission ◽  
Chemistry Transport Model ◽  
Range Transport ◽  
Annual Means

Abstract. A description of the new air quality downscaling model – the urban EMEP (uEMEP) and its combination with the EMEP MSC-W model (European Monitoring and Evaluation Programme Meteorological Synthesising Centre West) – is presented. uEMEP is based on well-known Gaussian modelling principles. The uniqueness of the system is in its combination with the EMEP MSC-W model and the “local fraction” calculation contained within it. This allows the uEMEP model to be imbedded in the EMEP MSC-W model and downscaling can be carried out anywhere within the EMEP model domain, without any double counting of emissions, if appropriate proxy data are available that describe the spatial distribution of the emissions. This makes the model suitable for high-resolution calculations, down to 50 m, over entire countries. An example application, the Norwegian air quality forecasting and assessment system, is described where the entire country is modelled at a resolution of between 250 and 50 m. The model is validated against all available monitoring data, including traffic sites, in Norway. The results of the validation show good results for NO2, which has the best known emissions, and moderately good for PM10 and PM2.5. In Norway, the largest contributor to PM, even in cities, is long-range transport followed by road dust and domestic heating emissions. These contributors to PM are more difficult to quantify than NOx exhaust emission from traffic, which is the major contributor to NO2 concentrations. In addition to the validation results, a number of verification and sensitivity results are summarised. One verification showed that single annual mean calculations with a rotationally symmetric dispersion kernel give very similar results to the average of an entire year of hourly calculations, reducing the runtime for annual means by 4 orders of magnitude. The uEMEP model, in combination with EMEP MSC-W model, provides a new tool for assessing local-scale concentrations and exposure over large regions in a consistent and homogenous way and is suitable for large-scale policy applications.

scholarly journals Description of the uEMEP_v5 downscaling approach for the EMEP MSC-W chemistry transport model

2020 ◽  
Author(s):  
Bruce Rolstad Denby ◽  
Michael Gauss ◽  
Peter Wind ◽  
Qing Mu ◽  
Eivind Grøtting Wærsted ◽  
...  
Keyword(s):  
Air Quality ◽  
Large Scale ◽  
Transport Model ◽  
Road Dust ◽  
Assessment System ◽  
Exhaust Emission ◽  
Chemistry Transport Model ◽  
Range Transport ◽  
Rotationally Symmetric ◽  
Annual Means

Abstract. A description of the new air quality downscaling model uEMEP and its combination with the EMEP MSC-W chemistry transport model is presented. uEMEP is based on well known Gaussian modelling principles. The uniqueness of the system is in its combination with the EMEP MSC-W model and the local fraction calculation contained within it. This allows the uEMEP model to be imbedded in the EMEP MSC-W model and downscaling can be carried out anywhere within the EMEP model domain, without any double counting of emissions, if appropriate proxy data is available that describe the spatial distribution of the emissions. This makes the model suitable for high resolution calculations, down to 50 m, over entire countries. An example application, the Norwegian air quality forecasting and assessment system, is described where the entire country is modelled at a resolution of between 250 and 50 m. The model is validated against all available monitoring data, including traffic sites, in Norway. The results of the validation show good results for NO2, which has the best known emissions, and moderately good for PM10 and PM2.5. In Norway the largest contributor to PM, even in cities, is long range transport followed by road dust and domestic heating emissions. These contributors to PM are more difficult to quantify than NO2 exhaust emission from traffic, which is the major contributor to NO2 concentrations. In addition to the validation results a number of verification and sensitivity results are summarised. One verification showed that single annual mean calculations with a rotationally symmetric dispersion kernel give very similar results to the average of an entire year of hourly calculations, reducing the run time for annual means by four orders of magnitude. The uEMEP model, in combination with EMEP MSC-W model, provides a new tool for assessing local scale concentrations and exposure over large regions in a consistent and homogenous way and is suitable for large scale policy applications.

scholarly journals The effects of lightning-produced NO<sub>x</sub> and its vertical distribution on atmospheric chemistry: sensitivity simulations with MATCH-MPIC

2005 ◽  
Vol 5 (7) ◽  
pp. 1815-1834 ◽  
Author(s):  
L. J. Labrador ◽  
R. von Kuhlmann ◽  
M. G. Lawrence
Keyword(s):  
Vertical Distribution ◽  
Atmospheric Chemistry ◽  
Large Scale ◽  
Transport Model ◽  
Chemistry Transport Model ◽  
Model Match ◽  
Circulation Patterns ◽  
Range Transport ◽  
Best Fitting ◽  
The Impact

Abstract. The impact of different assumptions concerning the source magnitude as well as the vertical placement of lightning-produced nitrogen oxides is studied using the global chemistry transport model MATCH-MPIC. The responses of NOx, O3, OH, HNO3 and peroxyacetyl-nitrate (PAN) are investigated. A marked sensitivity to both parameters is found. NOx burdens globally can be enhanced by up to 100% depending on the vertical placement and source magnitude strength. In all cases, the largest enhancements occur in the tropical upper troposphere, where lifetimes of most trace gases are longer and where they thus become more susceptible to long-range transport by large-scale circulation patterns. Comparison with observations indicate that 0 and 20 Tg(N)/yr production rates of NOx from lightning are too low and too high, respectively. However, no single intermediate production rate or vertical distribution can be singled out as best fitting the observations, due to the large scatter in the datasets. This underscores the need for further measurement campaigns in key regions, such as the tropical continents.

scholarly journals Pangolin v1.0, a conservative 2-D advection model towards large-scale parallel calculation

2015 ◽  
Vol 8 (2) ◽  
pp. 205-220
Author(s):  
A. Praga ◽  
D. Cariolle ◽  
L. Giraud
Keyword(s):  
Large Scale ◽  
Transport Model ◽  
State Of The Art ◽  
Test Cases ◽  
Chemistry Transport Model ◽  
Strong Scaling ◽  
Finite Volume Approach ◽  
Algebraic Test ◽  
Domain Decomposition Algorithm ◽  
Area Preserving

Abstract. To exploit the possibilities of parallel computers, we designed a large-scale bidimensional atmospheric advection model named Pangolin. As the basis for a future chemistry-transport model, a finite-volume approach for advection was chosen to ensure mass preservation and to ease parallelization. To overcome the pole restriction on time steps for a regular latitude–longitude grid, Pangolin uses a quasi-area-preserving reduced latitude–longitude grid. The features of the regular grid are exploited to reduce the memory footprint and enable effective parallel performances. In addition, a custom domain decomposition algorithm is presented. To assess the validity of the advection scheme, its results are compared with state-of-the-art models on algebraic test cases. Finally, parallel performances are shown in terms of strong scaling and confirm the efficient scalability up to a few hundred cores.

scholarly journals Refinement of land use data for emission calculations in the CHIMERE chemistry-transport model: A case study for the Nizhny Novgorod region .

2021 ◽  
Vol 3 ◽  
pp. 150-161
Author(s):  
D.V. Borisov ◽  
◽  
I.U. Shalygina ◽  
Keyword(s):  
Land Use ◽  
Transport Model ◽  
Monitoring And Evaluation ◽  
Emission Data ◽  
Chemistry Transport Model ◽  
Model Calculations ◽  
Pollutant Concentrations ◽  
Real Distribution ◽  
Nizhny Novgorod Region

Refinement of land use data for emission calculations in the CHIMERE chemistry-transport model: A case study for the Nizhny Novgorod region / Borisov D.V., Shalygina I.U. // Hydrometeorological Research and Forecasting, 2021, no. 3 (381), pp. 150-161. The quality of calculating the concentration of pollutants in the chemistry-transport model largely depends on the reliability of used emission data. The possibility of updating the EMEP (European Monitoring and Evaluation Program) emission data using OpenStreetMap geodata for the CHIMERE chemistry-transport model calculations is discussed on the example of the Nizhny Novgorod region. The GlobCover land-use data refinement procedure based on OpenStreetMap information provides a 3.3% increase in the urban area and a more accurate configuration of the emission field as compared to the real distribution of sources of atmospheric emissions. Experimental CHIMERE chemistry-transport model calculations of pollutant concentrations based on the initial and updated emission fields demonstrated the efficiency of the proposed approach. Keywords: emissions, EMEP, land use, OpenStreetMap, CHIMERE chemistry-transport model, air quality

scholarly journals Tracers and traceability: implementing the cirrus parameterisation from LACM in the TOMCAT/SLIMCAT chemistry transport model as an example of the application of quality assurance to legacy models

2009 ◽  
Vol 2 (2) ◽  
pp. 1299-1333
Author(s):  
A. M. Horseman ◽  
A. R. MacKenzie ◽  
M. P. Chipperfield
Keyword(s):  
Quality Assurance ◽  
Software Engineering ◽  
Large Scale ◽  
Best Practice ◽  
Transport Model ◽  
Acceptance Testing ◽  
Small Scale ◽  
Analysis Tool ◽  
Chemistry Transport Model ◽  
Research Software

Abstract. A new modelling tool for the investigation of large-scale behaviour of cirrus clouds has been developed. This combines two existing models, the TOMCAT/SLIMCAT chemistry transport model (nupdate library version 0.80, script mpc346_l) and cirrus parameterisation of Ren and MacKenzie (LACM implementation not versioned). The development process employed a subset of best-practice software engineering and quality assurance processes, selected to be viable for small-scale projects whilst maintaining the same traceability objectives. The application of the software engineering and quality control processes during the development has been shown to be not a great overhead, and their use has been of benefit to the developers as well as the end users of the results. We provide a step-by-step guide to the implementation of traceability tailored to the production of geo-scientific research software, as distinct from commercial and operational software. Our recommendations include: maintaining a living "requirements list"; explicit consideration of unit, integration and acceptance testing; and automated revision/configuration control, including control of analysis tool scripts and programs. Initial testing of the resulting model against satellite and in-situ measurements has been promising. The model produces representative results for both spatial distribution of the frequency of occurrence of cirrus ice, and the drying of air as it moves across the tropical tropopause. The model is now ready for more rigorous quantitative testing, but will require the addition of a vertical wind velocity downscaling scheme to better represent extra-tropical continental cirrus.

scholarly journals Ozone pollution during the COVID-19 lockdown in the spring 2020 over Europe analysed from satellite observations, in situ measurements and models

2021 ◽  
Author(s):  
Juan Cuesta ◽  
Lorenzo Costantino ◽  
Matthias Beekmann ◽  
Guillaume Siour ◽  
Laurent Menut ◽  
...  
Keyword(s):  
Large Scale ◽  
Transport Model ◽  
Surface Ozone ◽  
In Situ Measurements ◽  
Satellite Observations ◽  
Emission Inventories ◽  
Ozone Pollution ◽  
Chemistry Transport Model ◽  
Near Surface

Abstract. We present a comprehensive study integrating satellite observations of ozone pollution, in situ measurements and chemistry transport model simulations for quantifying the role of anthropogenic emission reductions during the COVID-19 lockdown in spring 2020 over Europe. Satellite observations are derived from the IASI+GOME2 multispectral synergism, which provides particularly enhanced sensitivity to near-surface ozone pollution. These observations are first analysed in terms of differences between the average on 1–15 April 2020, when the strictest lockdown restrictions took place, and the same period in 2019. They show clear enhancements of near-surface ozone in Central Europe and Northern Italy, and some other hotspots, which are typically characterized by VOC-limited chemical regimes. An overall reduction of ozone is observed elsewhere, where ozone chemistry is limited by the abundance of NOx. The spatial distribution of positive and negative ozone concentration anomalies observed from space is in relatively good quantitative agreement with surface in situ measurements over the continent (a correlation coefficient of 0.55, a root-mean-squared difference of 11 ppb and the same standard deviation and range of variability). An average bias of ∼8 ppb between the two observational datasets is remarked, which can partly be explained by the fact the satellite approach retrieves partial columns of ozone with a peak sensitivity above the surface (near 2 km of altitude). For assessing the impact of the reduction of anthropogenic emissions during the lockdown, we adjust the satellite and in situ surface observations for withdrawing the influence of meteorological conditions in 2020 and 2019. This adjustment is derived from the chemistry transport model simulations using the meteorological fields of each year and identical emission inventories. This observational estimate of the influence of lockdown emission reduction is consistent for both datasets. They both show lockdown-associated ozone enhancements in hotspots over Central Europe and Northern Italy, with a reduced amplitude with respect to the total changes observed between the two years, and an overall reduction elsewhere over Europe and the ocean. Satellite observations additionally highlight the ozone anomalies in the regions remote from in situ sensors, an enhancement over the Mediterranean likely associated with maritime traffic emissions and a marked large-scale reduction of ozone elsewhere over ocean (particularly over the North Sea), in consistency with previous assessments done with ozonesondes measurements in the free troposphere. These observational assessments are compared with model-only estimations, using the CHIMERE chemistry transport model. For analysing the uncertainty of the model estimates, we perform two sets of simulations with different setups, differing in the emission inventories, their modifications to account for changes in anthropogenic activities during the lockdown and the meteorological fields. Whereas a general qualitative consistency of positive and negative ozone anomalies is remarked between all model and observational estimates, significant changes are seen in their amplitudes. Models underestimate the range of variability of the ozone changes by at least a factor 2 with respect to the two observational data sets, both for enhancements and decreases of ozone, while the large-scale ozone decrease is not simulated. With one of the setups, the model simulates ozone enhancements a factor 3 to 6 smaller than with the other configuration. This is partly linked to the emission inventories of ozone precursors (at least a 30 % difference), but mainly to differences in vertical mixing of atmospheric constituents depending on the choice of the meteorological model.

scholarly journals The impact of a future H<sub>2</sub>-based road transportation sector on the composition and chemistry of the atmosphere – Part 1: Tropospheric composition and air quality

2012 ◽  
Vol 12 (8) ◽  
pp. 19371-19421 ◽  
Author(s):  
D. Wang ◽  
W. Jia ◽  
S. C. Olsen ◽  
D. J. Wuebbles ◽  
M. K. Dubey ◽  
...  
Keyword(s):  
Climate Change ◽  
Air Quality ◽  
Fossil Fuel ◽  
Transport Model ◽  
Sulfate Aerosol ◽  
Road Transportation ◽  
Chemistry Transport Model ◽  
Transportation Sector ◽  
The Impact ◽  
Nitrate Aerosol

Abstract. Vehicles burning fossil fuel emit a number of substances that change the composition and chemistry of the atmosphere, and contribute to global air and water pollution and climate change. For example, nitrogen oxides and volatile organic compounds (VOCs) emitted as byproducts of fossil fuel combustion are key precursors to ground-level ozone and aerosol formation. In addition, on-road vehicles are major CO2 emitters. In order to tackle these problems, molecular hydrogen (H2) has been proposed as an energy carrier to substitute for fossil fuel in the future. However, before implementing any such strategy it is crucial to evaluate its potential impacts on air quality and climate. Here we evaluate the impact of a future (2050) H2-based road transportation sector on tropospheric chemistry and air quality for several possible growth and technology adoption scenarios. The growth scenarios are based on the high and low emissions Intergovernmental Panel on Climate Change Special Report on Emissions Scenarios, A1FI and B1, respectively. The technological adoption scenarios include H2 fuel cell and H2 internal combustion engine options. The impacts are evaluated with the Community Atmospheric Model Chemistry global chemistry transport model (CAM-Chem). Higher resolution simulations focusing on the contiguous United States are also carried out with the Community Multiscale Air Quality Modeling System (CMAQ) regional chemistry transport model. For all scenarios future air quality improves with the adoption of a H2-based road transportation sector, however, the magnitude and type of improvement depend on the scenario. Model results show that with the adoption of H2 fuel cells decreases tropospheric burdens of ozone (7%), CO (14%), NOx (16%), soot (17%), sulfate aerosol (4%), and ammonium nitrate aerosol (12%) in the A1FI scenario, and decreases those of ozone (5%), CO (4%), NOx (11%), soot (7%), sulfate aerosol (4%), and ammonium nitrate aerosol (9 %) in the B1 scenario. The adoption of H2 internal combustion engines decreases tropospheric burdens of ozone (1%), CO (18%), soot (17%), and sulfate aerosol (3%) in the A1FI scenario, and decreases those of ozone (1%), CO (7%), soot (7%), and sulfate aerosol (3%) in the B1 scenario. In the future, people residing in the contiguous United States are expected to experience significantly fewer days of elevated levels of pollution if a H2 fuel cell road transportation sector is adopted. Health benefits of transitioning to a H2 economy for citizens in developing nations, like China and India, will be much more dramatic particularly in megacities with severe air-quality problems that are exacerbating.

scholarly journals Evolution of aerosol optical thickness over Europe during the August 2003 heat wave as seen from CHIMERE model simulations and POLDER data

2006 ◽  
Vol 6 (7) ◽  
pp. 1853-1864 ◽  
Author(s):  
A. Hodzic ◽  
R. Vautard ◽  
H. Chepfer ◽  
P. Goloub ◽  
L. Menut ◽  
...  
Keyword(s):  
Optical Thickness ◽  
Forest Fires ◽  
Atmospheric Aerosol ◽  
Large Scale ◽  
Transport Model ◽  
Anthropogenic Sources ◽  
Chemistry Transport Model ◽  
Model Simulations ◽  
High Particle ◽  
Sun Photometer

Abstract. This study describes the atmospheric aerosol load encountered during the large-scale pollution episode that occurred in August 2003, by means of the aerosol optical thicknesses (AOTs) measured at 865 nm by the Polarization and Directionality of the Earth's Reflectances (POLDER) sensor and the simulation by the CHIMERE chemistry-transport model. During this period many processes (stagnation, photochemistry, forest fires) led to unusually high particle concentrations and optical thicknesses. The observed/simulated AOT comparison helps understanding the ability of the model to reproduce most of the gross AOT features observed in satellite data, with a general agreement within a factor 2 and correlations in the 0.4–0.6 range. However some important aerosol features are missed when using regular anthropogenic sources. Additional simulations including emissions and high-altitude transport of smoke from wildfires that occurred in Portugal indicate that these processes could dominate the AOT signal in some areas. Our results also highlight the difficulties of comparing simulated and POLDER-derived AOTs due to large uncertainties in both cases. Observed AOT values are significantly lower than the simulated ones (30–50%). Their comparison with the ground-based Sun photometer Aerosol Robotic Network (AERONET) measurements suggests, for the European sites considered here, an underestimation of POLDER-derived aerosol levels with a factor between 1 and 2. AERONET AOTs compare better with simulations (no particular bias) than POLDER AOTs.

scholarly journals Future climatic drivers and their effect on PM<sub>10</sub> components in Europe and the Mediterranean Sea

2019 ◽  
Vol 19 (7) ◽  
pp. 4459-4484 ◽  
Author(s):  
Arineh Cholakian ◽  
Augustin Colette ◽  
Isabelle Coll ◽  
Giancarlo Ciarelli ◽  
Matthias Beekmann
Keyword(s):  
Long Range ◽  
Transport Model ◽  
Regional Climate ◽  
Mediterranean Area ◽  
Long Range Transport ◽  
Anthropogenic Emissions ◽  
Impact Study ◽  
Chemistry Transport Model ◽  
Range Transport ◽  
The Mediterranean

Abstract. Multiple CMIP5 (Coupled Model Intercomparison Project phase 5) future scenarios run with the CHIMERE chemistry transport model (CTM) are compared to historic simulations in order to study some of the drivers governing air pollution. Here, the focus is on regional climate, anthropogenic emissions and long-range transport. Two major subdomains are explored – the European region and the Mediterranean Basin – with both areas showing high sensitivity to climate change. The Mediterranean area is explored in the context of the ChArMEx (the Chemistry Aerosol Mediterranean Experiment) project, which examines the current and future meteorological and chemical conditions of the Mediterranean area. This climate impact study covers the period from 2031 to 2100 and considers possible future scenarios in comparison with 1976 to 2005 historic simulations using three Representative Concentration Pathways (RCPs; RCP2.6, RCP4.5 and RCP8.5). A detailed analysis of total PM10 (particulate matter with a diameter smaller that 10 µm) concentrations is carried out, including the evolution of PM10 and changes to its composition. The individual effects of meteorological conditions on PM10 components are explored in these scenarios in an effort to pinpoint the meteorological parameter(s) governing each component. The anthropogenic emission impact study covers the period from 2046 to 2055 using current legislation (CLE) and maximum feasible reduction (MFR) anthropogenic emissions for the year 2050 compared with historic simulations covering the period from 1996 to 2005 and utilizing CLE2010 emissions data. Long-range transport is explored by changing the boundary conditions in the chemistry transport model over the same period as the emission impact studies. Finally, a cumulative effect analysis of these drivers is performed, and the impact of each driver on PM10 and its components is estimated. The results show that regional climate change causes a decrease in the PM10 concentrations in our scenarios (in both the European and Mediterranean subdomains), as a result of a decrease in nitrate, sulfate, ammonium and dust atmospheric concentrations in most scenarios. On the contrary, BSOA (biogenic secondary organic aerosol) displays an important increase in all scenarios, showing more pronounced concentrations for the European subdomain compared with the Mediterranean region. Regarding the relationship of different meteorological parameters to concentrations of different species, nitrate and BSOA show a strong temperature dependence, whereas sulfate is most strongly correlated with relative humidity. The temperature-dependent behavior of BSOA changes when looking at the Mediterranean subdomain, where it displays more dependence on wind speed, due to the transported nature of BSOA existing in this subdomain. A cumulative look at all drivers shows that anthropogenic emission changes overshadow changes caused by climate and long-range transport for both of the subdomains explored, with the exception of dust particles for which long-range transport changes are more influential, especially in the Mediterranean Basin. For certain species (such as sulfates and BSOA), in most of the subdomains explored, the changes caused by anthropogenic emissions are (to a certain extent) reduced by the boundary conditions and regional climate changes.

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