An observation-based, reduced-form model for oxidation in the remote marine troposphere

The hydroxyl radical (OH) fuels atmospheric chemical cycling as the main sink for methane and a driver of the formation and loss of many air pollutants, but direct OH observations are sparse. We develop and evaluate an observation-based proxy for short-term, spatial variations in OH (ProxyOH) in the remote marine troposphere using comprehensive measurements from the NASA Atmospheric Tomography (ATom) airborne campaign. ProxyOH is a reduced form of the OH steady-state equation representing the dominant OH production and loss pathways in the remote marine troposphere, according to box model simulations of OH constrained with ATom observations. ProxyOH comprises only eight variables that are generally observed by routine ground- or satellite-based instruments. ProxyOH scales linearly with in situ [OH] spatial variations along the ATom flight tracks (median r2 = 0.90, interquartile range = 0.80 to 0.94 across 2-km altitude by 20° latitudinal regions). We deconstruct spatial variations in ProxyOH as a first-order approximation of the sensitivity of OH variations to individual terms. Two terms modulate within-region ProxyOH variations-water vapor (H2O) and, to a lesser extent, nitric oxide (NO). This implies that a limited set of observations could offer an avenue for observation-based mapping of OH spatial variations over much of the remote marine troposphere. Both H2O and NO are expected to change with climate, while NO also varies strongly with human activities. We also illustrate the utility of ProxyOH as a process-based approach for evaluating intermodel differences in remote marine tropospheric OH.

The contribution of global aviation to anthropogenic climate forcing for 2000 to 2018

Global aviation operations contribute to anthropogenic climate change via a complex set of processes that lead to a net surface warming. Of importance are aviation emissions of carbon dioxide (CO₂), nitrogen oxides (NO_x), water vapor, soot and sulfate aerosols, and increased cloudiness due to contrail formation. Aviation grew strongly over the past decades (1960-2018) in terms of activity, with revenue passenger kilometers increasing from 109 to 8269 billion km yr^-1, and in terms of climate change impacts, with CO₂ emissions increasing by a factor of 6.8 to 1034 Tg CO₂ yr^-1. Over the period 2013-2018, the growth rates in both terms show a marked increase. Here, we present a new comprehensive and quantitative approach for evaluating aviation climate forcing terms. Both radiative forcing (RF) and effective radiative forcing (ERF) terms and their sums are calculated for the years 2000-2018. Contrail cirrus, consisting of linear contrails and the cirrus cloudiness arising from them, yields the largest positive net (warming) ERF term followed by CO₂ and NO_x emissions. The formation and emission of sulfate aerosol yields a negative (cooling) term. The mean contrail cirrus ERF/RF ratio of 0.42 indicates that contrail cirrus is less effective in surface warming than other terms. For 2018 the net aviation ERF is +100.9 milliwatts (mW) m^-2 (5-95% likelihood range of (55, 145)) with major contributions from contrail cirrus (57.4 mW m^-2), CO₂ (34.3 mW m^-2), and NO_x (17.5 mW m^-2). Non-CO₂ terms sum to yield a net positive (warming) ERF that accounts for more than half (66%) of the aviation net ERF in 2018. Using normalization to aviation fuel use, the contribution of global aviation in 2011 was calculated to be 3.5 (4.0, 3.4) % of the net anthropogenic ERF of 2290 (1130, 3330) mW m^-2. Uncertainty distributions (5%, 95%) show that non-CO₂ forcing terms contribute about 8 times more than CO₂ to the uncertainty in the aviation net ERF in 2018. The best estimates of the ERFs from aviation aerosol-cloud interactions for soot and sulfate remain undetermined. CO₂-warming-equivalent emissions based on global warming potentials (GWP* method) indicate that aviation emissions are currently warming the climate at approximately three times the rate of that associated with aviation CO₂ emissions alone. CO₂ and NO_x aviation emissions and cloud effects remain a continued focus of anthropogenic climate change research and policy discussions.

Co-occurrence of extremes in surface ozone, particulate matter, and temperature over eastern North America

Heat waves and air pollution episodes pose a serious threat to human health and may worsen under future climate change. In this paper, we use 15 years (1999-2013) of commensurately gridded (1° x 1°) surface observations of extended summer (April-September) surface ozone (O3), fine particulate matter (PM2.5), and maximum temperature (TX) over the eastern United States and Canada to construct a climatology of the coincidence, overlap, and lag in space and time of their extremes. Extremes of each quantity are defined climatologically at each grid cell as the 50 d with the highest values in three 5-y windows (∼95th percentile). Any two extremes occur on the same day in the same grid cell more than 50% of the time in the northeastern United States, but on a domain average, co-occurrence is approximately 30%. Although not exactly co-occurring, many of these extremes show connectedness with consistent offsets in space and in time, which often defy traditional mechanistic explanations. All three extremes occur primarily in large-scale, multiday, spatially connected episodes with scales of >1,000 km and clearly coincide with large-scale meteorological features. The largest, longest-lived episodes have the highest incidence of co-occurrence and contain extreme values well above their local 95th percentile threshold, by +7 ppb for O3, +6 µg m-3 for PM2.5, and +1.7 °C for TX. Our results demonstrate the need to evaluate these extremes as synergistic costressors to accurately quantify their impacts on human health.

Effect of climate change on surface ozone over North America, Europe, and East Asia

The effect of future climate change on surface ozone over North America, Europe, and East Asia is evaluated using present-day (2000s) and future (2100s) hourly surface ozone simulated by four global models. Future climate follows RCP8.5, while methane and anthropogenic ozone precursors are fixed at year-2000 levels. Climate change shifts the seasonal surface ozone peak to earlier in the year and increases the amplitude of the annual cycle. Increases in mean summertime and high-percentile ozone are generally found in polluted environments, while decreases are found in clean environments. We propose climate change augments the efficiency of precursor emissions to generate surface ozone in polluted regions, thus reducing precursor export to neighboring downwind locations. Even with constant biogenic emissions, climate change causes the largest ozone increases at high percentiles. In most cases, air quality extreme episodes become larger and contain higher ozone levels relative to the rest of the distribution.

Measuring and modeling the lifetime of nitrous oxide including its variability

Nitrous oxide lifetime is computed empirically from MLS satellite dataEmpirical N2O lifetimes compared with models including interannual variabilityResults improve values for present anthropogenic and preindustrial emissions.

Uncertainties in climate assessment for the case of aviation NO

Nitrogen oxides emitted from aircraft engines alter the chemistry of the atmosphere, perturbing the greenhouse gases methane (CH(4)) and ozone (O(3)). We quantify uncertainties in radiative forcing (RF) due to short-lived increases in O(3), long-lived decreases in CH(4) and O(3), and their net effect, using the ensemble of published models and a factor decomposition of each forcing. The decomposition captures major features of the ensemble, and also shows which processes drive the total uncertainty in several climate metrics. Aviation-specific factors drive most of the uncertainty for the short-lived O(3) and long-lived CH(4) RFs, but a nonaviation factor dominates for long-lived O(3). The model ensemble shows strong anticorrelation between the short-lived and long-lived RF perturbations (R(2)=0.87). Uncertainty in the net RF is highly sensitive to this correlation. We reproduce the correlation and ensemble spread in one model, showing that processes controlling the background tropospheric abundance of nitrogen oxides are likely responsible for the modeling uncertainty in climate impacts from aviation.

Intercontinental impacts of ozone pollution on human mortality

Ozone exposure is associated with negative health impacts, including premature mortality. Observations and modeling studies demonstrate that emissions from one continent influence ozone air quality over other continents. We estimate the premature mortalities avoided from surface ozone decreases obtained via combined 20% reductions of anthropogenic nitrogen oxide, nonmethane volatile organic compound, and carbon monoxide emissions in North America (NA), EastAsia (EA), South Asia (SA), and Europe (EU). We use estimates of ozone responses to these emission changes from several atmospheric chemical transportmodels combined with a health impactfunction. Foreign emission reductions contribute approximately 30%, 30%, 20%, and >50% of the mortalities avoided by reducing precursor emissions in all regions together in NA, EA, SA and EU, respectively. Reducing emissions in NA and EU avoids more mortalities outside the source region than within, owing in part to larger populations in foreign regions. Lowering the global methane abundance by 20% reduces mortality mostin SA,followed by EU, EA, and NA. For some source-receptor pairs, there is greater uncertainty in our estimated avoided mortalities associated with the modeled ozone responses to emission changes than with the health impact function parameters.

Lifetimes and time scales in atmospheric chemistry

Atmospheric composition is controlled by the emission, photochemistry and transport of many trace gases. Understanding the time scale as well as the chemical and spatial patterns of perturbations to trace gases is needed to evaluate possible environmental damage (e.g. stratospheric ozone depletion or climate change) caused by anthropogenic emissions. This paper reviews lessons learned from treating global atmospheric chemistry as a linearized system and analysing it in terms of eigenvalues. The results give insight into how emissions of one trace species cause perturbations to another and how transport and chemistry can alter the time scale of the overall perturbation. Further, the eigenvectors describe the fundamental chemical modes, or patterns, of the atmosphere's chemical response to perturbations.

A Change in the Air

Atmospheric Chemistry and Global Change . Guy P. Brasseur, John J. Orlando, and Geoffrey S. Tyndall, Eds. Oxford University Press, Oxford, 1999. 672 pp. $75, £54, ISBN 0-19-510521-4

The collective effort of a group of researchers at the US National Center for Atmospheric Research and their colleagues, this volume presents an interdisciplinary examination of chemical processes in the atmosphere that is focused on global patterns and problems.

Time scales in atmospheric chemistry: coupled perturbations to N2O, NOy, and O3

Nitrous oxide (N2O) is one of the top three greenhouse gases whose emissions may be brought under control through the Framework Convention on Climate Change. Current understanding of its global budget, including the balance of natural and anthropogenic sources, is largely based on the atmospheric losses calculated with chemical models. A representative one-dimensional model used here describes the photochemical coupling between N2O and stratospheric ozone (O3), which can easily be decomposed into its natural modes. The primary, longest lived mode describes most of the atmospheric perturbation due to anthropogenic N2O sources, and this pattern may be observable. The photolytic link between O3 and N2O is identified as the mechanism causing this mode to decay 10 to 15 percent more rapidly than the N2O mean atmospheric lifetime, affecting the inference of anthropogenic sources.

Reductions in ozone at high concentrations of stratospheric halogens

An increase in the concentration of inorganic chlorine to levels comparable to that of oxidized reactive nitrogen could cause a significant change in the chemistry of the lower stratosphere leading to a reduction potentially larger than 15% in the column density of ozone. This could occur, for example by the middle of the next century, if emissions of man-made chlorocarbons were to grow at a rate of 3% per year. Ozone could be further depressed by release of industrial bromocarbon.

Helium on Venus: Implications for Uranium and Thorium

Helium is removed at an average rate of 10(6) atoms per square centimeter per second from Venus's atmosphere by the solar wind following ionization above the plasmapause. The surface source of helium-4 on Venus is similar to that on Earth, suggesting comparable abundances of crustal uranium and thorium.

Escape of Hydrogen from Venus

Recombination of O(2)(+) represents a source of fast oxygen atoms in Venus' exosphere, and subsequent collisions of oxygen atoms with hydrogen atoms lead to escape of about 10(7) hydrogen atoms per square centimeter per second. Escape of deuterium atoms is negligible, and the ratio of deuterium to hydrogen should increase with time. It is suggested that the mass-2 ion observed by Pioneer Venus is D(+), which implies a ratio of deuterium to hydrogen in the contemporary atmosphere of about 10(-2), an initial ratio of 5 x 10(-5) and an original H(2)O abundance not less than 800 grams per square centimeter.