A newly developed Lagrangian chemical transport scheme: Part 1. Simulation of a boreal forest fire plume

Forest fire research over the last several decades has improved the understanding of fire emissions and impacts. Nevertheless, the evolution of forest fire plumes remains poorly quantified and understood. Here, a Lagrangian chemical transport model, the Forward Atmospheric Stochastic Transport model coupled with the Master Chemical Mechanism (FAST-MCM), has been developed to simulate the transport and chemical transformations of plumes from a boreal forest fire over several hours since their emission. The model results for NOx (NO and NO₂), O₃, HONO, HNO₃, pNO₃ and 70 VOC species are compared with airborne in-situ measurements within plume centers and their surrounding portions during the transport. Comparisons between simulation results and measurements show that the FAST-MCM model can properly reproduce the physical and chemical evolution of forest fire plumes. The results indicate that the model can be an important tool used to aid the understanding of the downwind impacts of forest fire plumes.

Aircraft Emissions, Their Plume-Scale Effects, and the Spatio-Temporal Sensitivity of the Atmospheric Response: A Review

Non-CO2 aircraft emissions are responsible for the majority of aviation’s climate impact, however their precise effect is largely dependent on the environmental conditions of the ambient air in which they are released. Investigating the principal causes of this spatio-temporal sensitivity can bolster understanding of aviation-induced climate change, as well as offer potential mitigation solutions that can be implemented in the interim to low carbon flight regimes. This review paper covers the generation of emissions and their characteristic dispersion, air traffic distribution, local and global climate impact, and operational mitigation solutions, all aimed at improving scientific awareness of aviation’s non-CO2 climate impact.

Modeling Emissions from Concentrated Sources into Large-Scale Models: Theory and apriori Testing

This paper presents a general procedure to incorporate the effects emissions from localized sources, such as aircraft or ship engines, into chemical transport models (CTM). In this procedure, the species concentrations in each grid box of a CTM are split into plume or small-scale concentrations and background concentrations, respectively, and the corresponding conservation equations are derived. The plume concentrations can be interpreted as subgrid contributions for the CTM grid-box averaged concentrations. The chemical reactions occurring inside the plume are parameterized by introducing suitable “effective” reaction rates rather than modifying the emission indices of the species inside the plume. Various methods for implementation into large-scale models are discussed that differ by the accuracy of the description of plume process. The mathematical consistency of the method is verified on simple idealized setting consisting of a reactive plume in homogeneous turbulence.

Aircraft observations since the 1990s reveal increases of tropospheric ozone at multiple locations across the Northern Hemisphere

Tropospheric ozone is an important greenhouse gas, is detrimental to human health and crop and ecosystem productivity, and controls the oxidizing capacity of the troposphere. Because of its high spatial and temporal variability and limited observations, quantifying net tropospheric ozone changes across the Northern Hemisphere on time scales of two decades had not been possible. Here, we show, using newly available observations from an extensive commercial aircraft monitoring network, that tropospheric ozone has increased above 11 regions of the Northern Hemisphere since the mid-1990s, consistent with the OMI/MLS satellite product. The net result of shifting anthropogenic ozone precursor emissions has led to an increase of ozone and its radiative forcing above all 11 study regions of the Northern Hemisphere, despite NO x emission reductions at midlatitudes.

Development of a Reactive Plume Model for the Consideration of Power-Plant Plume Photochemistry and Its Applications

A reactive plume model (RPM) was developed to comprehensively consider power-plant plume photochemistry with 255 condensed photochemical reactions. The RPM can simulate two main components of power-plant plumes: turbulent dispersion of plumes and compositional changes of plumes via photochemical reactions. In order to evaluate the performance of the RPM developed in the present study, two sets of observational data obtained from the TexAQS II 2006 (Texas Air Quality Study II 2006) campaign were compared with RPM-simulated data. Comparison shows that the RPM produces relatively accurate concentrations for major primary and secondary in-plume species such as NO₂, SO₂, ozone, and H₂SO₄. Statistical analyses show good correlation, with correlation coefficients (R) ranging from 0.61 to 0.92, and good agreement with the Index of Agreement (IOA) ranging from 0.76 to 0.95. Following evaluation of the performance of the RPM, a demonstration was also carried out to show the applicability of the RPM. The RPM can calculate NO_x photochemical lifetimes inside the two plumes (Monticello and Welsh power plants). Further applicability and possible uses of the RPM are also discussed together with some limitations of the current version of the RPM.

Ozone production efficiency of a ship-plume: ITCT 2K2 case study

Ozone production efficiency (OPE) of ship plume was first evaluated in this study, based on ship-plume photochemical/dynamic model simulations and the ship-plume composition data measured during the ITCT 2K2 (Intercontinental Transport and Chemical Transformation 2002) aircraft campaign. The averaged instantaneous OPEs (OPE(i)‾) estimated via the ship-plume photochemical/dynamic modeling for the ITCT 2K2 ship-plume ranged between 4.61 and 18.92, showing that the values vary with the extent of chemical evolution (or chemical stage) of the ship plume and the stability classes of the marine boundary layer (MBL). Together with OPE(i)‾, the equivalent OPEs (OPE(e)‾) for the entire ITCT 2K2 ship-plume were also estimated. The OPE(e)‾ values varied between 9.73 (for the stable MBL) and 12.73 (for the moderately stable MBL), which agreed well with the OPE(e)‾ of 12.85 estimated based on the ITCT 2K2 ship-plume observations. It was also found that both the model-simulated and observation-based OPE(e)‾ inside the ship-plume were 0.29-0.38 times smaller than the OPE(e)‾ calculated/measured outside the ITCT 2K2 ship-plume. Such low OPEs insides the ship plume were due to the high levels of NO and non-liner ship-plume photochemistry. Possible implications of this ship-plume OPE study in the global chemistry-transport modeling are also discussed.

Ship-plume sulfur chemistry: ITCT 2K2 case study

The ship-plume sulfur chemistry was investigated for the ITCT 2K2 (Intercontinental Transport and Chemical Transformation 2002) ship-plume experiment, using the ship-plume photochemical/dynamic model developed in this study. In order to evaluate the performance of the model, the model-predicted mixing ratios of SO2 and H2SO4 were compared with those observed. From these comparisons, it was found that the model-predicted levels were in reasonable agreements with those observed (0.56≤R≤0.71), when the pH of sea-salt particles (pHss) was ≤~6.5. The ship-plume equivalent lifetimes of SO2 (τ(eq)(SO(2))) were also estimated/investigated for this particular ship-plume case. The magnitudes of τ(eq)(SO(2)) were found to be controlled by two main factors: (i) the mixing ratios of in-plume hydroxyl radicals (OH) and (ii) pHss. The former is governed primarily by stability conditions of the marine boundary layer (MBL), when the ship NOx emission rate is fixed. The latter determines if the heterogeneous oxidation of dissolved SO2 occurs via reaction with hydrogen peroxide (H2O2, when pHss<6.5) or with ozone (O3, when pHss>6.5). According to the multiple ship-plume photochemical/dynamic model simulations, the estimated τ(eq)(SO(2)) over the entire ship plumes ranged from 10.32 to 14.32 h under moderately stable (E) to stable (F) MBL conditions. These values were clearly shorter than the background SO2 lifetime (τ(b)(SO(2))) of 15.18-23.20 h. In contrast, τ(eq)(SO(2)) was estimated to be 0.33 h when the pHss remained at ~8.0 (a rather unlikely case). In addition, the SO2 loss budget was further analyzed to estimate the influences of the two main factors on the ship-plume sulfur chemistry. The changes in the loss budget with pHss clearly showed a shift in the dominant SO2 loss processes from heterogeneous SO2 conversion (when pHss>~6.5) to the gas-phase oxidation of SO2 by OH (when pHss<~6.5).