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Policies to control air quality focus on mitigating emissions of aerosols and their precursors, and other shortlived climate pollutants (SLCPs). On a local scale, these policies will have beneficial impacts on health and crop yields, by reducing particulate matter (PM) and surface ozone concentrations; however, the climate impacts of reducing emissions of SLCPs are less straightforward to predict. In this paper we consider a set of idealized, extreme mitigation strategies, in which the total anthropogenic emissions of individual SLCP emissions species are removed. This provides an upper bound on the potential climate impacts of such air quality strategies. We focus on evaluating the climate responses to changes in anthropogenic emissions of aerosol precursor species: black carbon (BC), organic carbon (OC) and sulphur dioxide (SO2). We perform climate integrations with four fully coupled atmosphere-ocean global climate models (AOGCMs), and examine the effects on global and regional climate of removing the total land-based anthropogenic emissions of each of the three aerosol precursor species. We find that the SO2 emissions reductions lead to the strongest response, with all models showing an increase in surface temperature focussed in the Northern Hemisphere mid and (especially) high latitudes, and showing a corresponding increase in global mean precipitation. Changes in precipitation patterns are driven mostly by a northward shift in the ITCZ (Intertropical Convergence Zone), consistent with the hemispherically asymmetric warming pattern driven by the emissions changes. The BC and OC emissions reductions give a much weaker response, and there is some disagreement between models in the sign of the climate responses to these perturbations. These differences between models are due largely to natural variability in sea-ice extent, circulation patterns and cloud changes. This large natural variability component to the signal when the ocean circulation and sea-ice are free-running means that the BC and OC mitigation measures do not necessarily lead to a discernible climate response. [ABSTRACT FROM AUTHOR]

Radiative forcing (RF) of black carbon (BC) in the atmosphere is estimated using radiative transfer codes of various complexities. Here we show that the two-stream radiative transfer codes used most in climate models give too strong forward scattering, leading to enhanced absorption at the surface and too weak absorption by BC in the atmosphere. Such calculations are found to underestimate the positive RF of BC by 10% for global mean, all sky conditions, relative to the more sophisticated multi-stream models. The underestimation occurs primarily for low surface albedo, even though BC is more efficient for absorption of solar radiation over high surface albedo. [ABSTRACT FROM AUTHOR]

The aerosol direct radiative effect (ADRE) is defined as the change in the solar radiation flux, F, due to aerosol scattering and absorption. The difficulty in determining ADRE stems mainly from the need to estimate F without aerosols, F0, with either radiative transfer modeling and knowledge of the atmospheric state, or regression analysis of radiation data down to zero aerosol optical depth (AOD), if only F and AOD are observed. This paper examines the regression analysis method by using modeled surface data products provided by the Aerosol Robotic Network (AERONET). We extrapolated F0 by two functions: a straight linear line and an exponential nonlinear decay. The exponential decay regression is expected to give a better estimation of ADRE with a few percent larger extrapolated F0 than the linear regression. We found that, contrary to the expectation, in most cases the linear regression gives better results than the nonlinear. In such cases the extrapolated F0 represents an unrealistically low water vapor column (WVC), resulting in underestimation of attenuation caused by the water vapor, and hence too large F0 and overestimation of the magnitude of ADRE. The nonlinear ADRE is generally 40-50% larger in magnitude than the linear ADRE due to the extrapolated F0 difference. Since for a majority of locations, AOD and WVC have a positive correlation, the extrapolated F0 with the nonlinear regression fit represents an unrealistically low WVC, and hence too large F0. The systematic underestimation of F0 with the linear regression is compensated by the positive correlation between AOD and water vapor, providing the better result. [ABSTRACT FROM AUTHOR]

The diurnal variability of aerosol optical depth (AOD) can be significant, depending on location and dominant aerosol type. However, these diurnal cycles have rarely been taken into account in measurement-based estimates of aerosol direct radiative forcing (ADRF) or aerosol direct radiative effect (ADRE). The objective of our study was to estimate the influence of diurnal aerosol variability at the top of the atmosphere ADRE estimates. By including all the possible AERONET sites, we wanted to assess the influence on global ADRE estimates. While focusing also in more detail on some selected sites of strongest impact, our goal was to also see the possible impact regionally. We calculated ADRE with different assumptions about the daily AOD variability: taking the observed daily AOD cycle into account and assuming diurnally constant AOD. Moreover, we estimated the corresponding differences in ADREs, if the single AOD value for the daily mean was taken from the the Moderate Resolution Imaging Spectroradiometer (MODIS) Terra or Aqua overpass times, instead of accounting for the true observed daily variability. The mean impact of diurnal AOD variability on 24 h ADRE estimates, averaged over all AERONET sites, was rather small and it was relatively small even for the cases when AOD was chosen to correspond to the Terra or Aqua overpass time. This was true on average over all AERONET sites, while clearly there can be much stronger impact in individual sites. Examples of some selected sites demonstrated that the strongest observed AOD variability (the strongest morning afternoon contrast) does not typically result in a significant impact on 24 h ADRE. In those cases, the morning and afternoon AOD patterns are opposite and thus the impact on 24 h ADRE, when integrated over all solar zenith angles, is reduced. The most significant effect on daily ADRE was induced by AOD cycles with either maximum or minimum AOD close to local noon. In these cases, the impact on 24 h ADRE was typically around 0.1-0.2 Wm-2 (both positive and negative) in absolute values, 5-10% in relative ones. [ABSTRACT FROM AUTHOR]

Shipping is a growing sector in the global economy, and it contributions to global CO2 emissions are expected to increase. CO2 emissions from the world shipping fleet will likely be regulated in the near future, and studies have shown that significant emission reductions can be achieved at low cost. Regulations are being discussed for both existing ships as well as for future additions to the fleet. In this study a plausible CO2 emission reduction inventory is constructed for the cargo fleet existing in 2010, as well as for container ships, bulk ships and tankers separately. In the reduction inventories, CO2 emissions are reduced by 25- 32% relative to baseline by applying 15 technical and operational emission reduction measures in accordance with a ship-type-specific cost-effectiveness criterion, and 9 other emission compounds are changed as a technical implication of reducing CO2. The overall climate and environmental effects of the changes to all 10 emission components in the reduction inventory are assessed using a chemical transport model, radiative forcing (RF) models and a simple climate model. We find substantial environmental and health benefits with up to 5% reduction in surface ozone levels, 15% reductions in surface sulfate and 10% reductions in wet deposition of sulfate in certain regions exposed to heavy ship traffic. The major ship types show distinctly different contributions in specific locations. For instance, the container fleet contributes 50% of the sulfate decline on the west coast of North America. The global radiative forcing from a 1 yr emission equal to the difference between baseline and reduction inventory shows an initial strong positive forcing from non-CO2 compounds. This warming effect is due to reduced cooling by aerosols and methane. After approximately 25 yr, the non- CO2 forcing is balanced by the CO2 forcing. For the global mean temperature change, we find a shift from warming to cooling after approximately 60 yr. The major ship types show significant differences in the short-term radiative forcing. For instance, the direct SO4 forcing from tankers is 30% higher than for container and bulk. The net long-term effects on RF are similar due to similar CO2 forcing. We assess an emission scenario where the reduction inventory is sustained on the fleet as it steadily diminishes over time due to scrapping and disappears in 2040. We find a net temperature increase lasting until approximately 2080. We conclude that changes in non-CO2 emission does matter significantly if reductions of CO2 emissions are made on the year 2010 cargo shipping fleet. In sum, we find that emission changes motivated by CO2 reductions in shipping will be beneficial from a longterm climate perspective, and that there are positive environmental and health effects identified as concentrations of key short-lived pollutants are reduced. [ABSTRACT FROM AUTHOR]

We use simultaneous observations of tropospheric ozone and outgoing longwave radiation (OLR) sensitivity to tropospheric ozone from the Tropospheric Emission Spectrometer (TES) to evaluate model tropospheric ozone and its effect on OLR simulated by a suite of chemistry-climate models that participated in the Atmospheric Chemistry and Climate Model Intercomparison Project (ACCMIP). The ensemble mean of ACCMIP models show a persistent but modest tropospheric ozone low bias (5-20 ppb) in the Southern Hemisphere (SH) and modest high bias (5-10 ppb) in the Northern Hemisphere (NH) relative to TES ozone for 2005-2010. These ozone biases have a significant impact on the OLR. Using TES instantaneous radiative kernels (IRK), we show that the ACCMIP ensemble mean tropospheric ozone low bias leads up to 120mWm-2 OLR high bias locally but zonally compensating errors reduce the global OLR high bias to 39±41mWm-2 relative to TES data. We show that there is a correlation (R2 = 0.59) between the magnitude of the ACCMIP OLR bias and the deviation of the ACCMIP preindustrial to present day (1750-2010) ozone radiative forcing (RF) from the ensemble ozone RF mean. However, this correlation is driven primarily by models whose absolute OLR bias from tropospheric ozone exceeds 100mWm-2. Removing these models leads to a mean ozone radiative forcing of 394±42mWm-2. The mean is about the same and the standard deviation is about 30% lower than an ensemble ozone RF of 384±60mWm-2 derived from 14 of the 16 ACCMIP models reported in a companion ACCMIP study. These results point towards a profitable direction of combining satellite observations and chemistry-climate model simulations to reduce uncertainty in ozone radiative forcing. [ABSTRACT FROM AUTHOR]

Simulated multi-model "diversity" in aerosol direct radiative forcing estimates is often perceived as a measure of aerosol uncertainty. However, current models used for aerosol radiative forcing calculations vary considerably in model components relevant for forcing calculations and the associated "host-model uncertainties" are generally convoluted with the actual aerosol uncertainty. In this AeroCom Prescribed intercomparison study we systematically isolate and quantify host model uncertainties on aerosol forcing experiments through prescription of identical aerosol radiative properties in twelve participating models. Even with prescribed aerosol radiative properties, simulated clear-sky and all-sky aerosol radiative forcings show significant diversity. For a purely scattering case with globally constant optical depth of 0.2, the global-mean all-sky top-of-atmosphere radiative forcing is -4.47Wm-2 and the inter-model standard deviation is 0.55Wm-2, corresponding to a relative standard deviation of 12 %. For a case with partially absorbing aerosol with an aerosol optical depth of 0.2 and single scattering albedo of 0.8, the forcing changes to 1.04Wm-2, and the standard deviation increases to 1.01W-2, corresponding to a significant relative standard deviation of 97 %. However, the top-of-atmosphere forcing variability owing to absorption (subtracting the scattering case from the case with scattering and absorption) is low, with absolute (relative) standard deviations of 0.45Wm-2 (8 %) clear-sky and 0.62Wm-2 (11 %) all-sky. Scaling the forcing standard deviation for a purely scattering case to match the sulfate radiative forcing in the Aero- Com Direct Effect experiment demonstrates that host model uncertainties could explain about 36% of the overall sulfate forcing diversity of 0.11Wm-2 in the AeroCom Direct Radiative Effect experiment. [ABSTRACT FROM AUTHOR]

Ozone (O3) from 17 atmospheric chemistry models taking part in the Atmospheric Chemistry and Climate Model Intercomparison Project (ACCMIP) has been used to calculate tropospheric ozone radiative forcings (RFs). All models applied a common set of anthropogenic emissions, which are better constrained for the present-day than the past. Future anthropogenic emissions follow the four Representative Concentration Pathway (RCP) scenarios, which define a relatively narrow range of possible air pollution emissions. We calculate a value for the pre-industrial (1750) to present-day (2010) tropospheric ozone RF of 410mWm-2. The model range of pre-industrial to present-day changes in O3 produces a spread (±1 standard deviation) in RFs of ±17 %. Three different radiation schemes were used - we find differences in RFs between schemes (for the same ozone fields) of ±10 %. Applying two different tropopause definitions gives differences in RFs of ±3 %. Given additional (unquantified) uncertainties associated with emissions, climate-chemistry interactions and land-use change, we estimate an overall uncertainty of ±30% for the tropospheric ozone RF. Experiments carried out by a subset of six models attribute tropospheric ozone RF to increased emissions of methane (44±12 %), nitrogen oxides (31±9 %), carbon monoxide (15±3 %) and non-methane volatile organic compounds (9±2 %); earlier studies attributed more of the tropospheric ozone RF to methane and less to nitrogen oxides. Normalising RFs to changes in tropospheric column ozone, we find a global mean normalised RF of 42mWm-2 DU-1, a value similar to previous work. Using normalised RFs and future tropospheric column ozone projections we calculate future tropospheric ozone RFs (mWm-2; relative to 1750) for the four future scenarios (RCP2.6, RCP4.5, RCP6.0 and RCP8.5) of 350, 420, 370 and 460 (in 2030), and 200, 300, 280 and 600 (in 2100). Models show some coherent responses of ozone to climate change: decreases in the tropical lower troposphere, associated with increases in water vapour; and increases in the sub-tropical to mid-latitude upper troposphere, associated with increases in lightning and stratosphere-to-troposphere transport. Climate change has relatively small impacts on global mean tropospheric ozone RF. [ABSTRACT FROM AUTHOR]

As part of the Atmospheric Chemistry and Climate Model Intercomparison Project (ACCMIP), we evaluate the historical black carbon (BC) aerosols simulated by 8 ACCMIP models against observations including 12 ice core records, long-term surface mass concentrations, and recent Arctic BC snowpack measurements. We also estimate BC albedo forcing by performing additional simulations using offline models with prescribed meteorology from 1996-2000. We evaluate the vertical profile of BC snow concentrations from these offline simulations using the recent BC snowpack measurements. Despite using the same BC emissions, global BC burden differs by approximately a factor of 3 among models due to differences in aerosol removal parameterizations and simulated meteorology: 34 Gg to 103 Gg in 1850 and 82 Gg to 315 Gg in 2000. However, global BC burden from preindustrial to present-day increases by 2.5-3 times with little variation among models, roughly matching the 2.5-fold increase in total BC emissions during the same period. We find a large divergence among models at both Northern Hemisphere (NH) and Southern Hemisphere (SH) high latitude regions for BC burden and at SH high latitude regions for deposition fluxes. The ACCMIP simulations match the observed BC surface mass concentrations well in Europe and North America except at Ispra. However, models fail to predict the Arctic BC seasonality due to severe underestimations during winter and spring. The simulated vertically resolved BC snow concentrations are, on average, within a factor of 2-3 of the BC snowpack measurements except for Greenland and the Arctic Ocean. For the ice core evaluation, models tend to adequately capture both the observed temporal trends and the magnitudes at Greenland sites. However, models fail to predict the decreasing trend of BC depositions/ice core concentrations from the 1950s to the 1970s in most Tibetan Plateau ice cores. The distinct temporal trend at the Tibetan Plateau ice cores indicates a strong influence from Western Europe, but the modeled BC increases in that period are consistent with the emission changes in Eastern Europe, Middle East, South and East Asia. At the Alps site, simulated BC suggests a strong influence from Europe, which agrees with the Alps ice core observations. At Zuoqiupu on the Tibetan Plateau, models successfully simulate the higher BC concentrations observed during the non-monsoon season compared to the monsoon season but overpredict BC in both seasons. Despite a large divergence in BC deposition at two Antarctic ice core sites, some models with a BC lifetime of less than 7 days are able to capture the observed concentrations. In 2000 relative to 1850, globally and annually averaged BC surface albedo forcing from the offline simulations ranges from 0.014 to 0.019Wm-2 among the ACCMIP models. Comparing offline and online BC albedo forcings computed by some of the same models, we find that the global annual mean can vary by up to a factor of two because of different aerosol models or different BC-snow parameterizations and snow cover. The spatial distributions of the offline BC albedo forcing in 2000 show especially high BC forcing (i.e., over 0.1Wm-2) over Manchuria, Karakoram, and most of the Former USSR. Models predict the highest global annual mean BC forcing in 1980 rather than 2000, mostly driven by the high fossil fuel and biofuel emissions in the Former USSR in 1980. [ABSTRACT FROM AUTHOR]

We quantify the concentrations changes and Radiative Forcing (RF) of short-lived atmospheric pollutants due to shipping emissions of NOx, SOx, CO, NMVOCs, BC and OC. We use high resolution ship emission inventories for the Arctic that are more suitable for regional scale evaluation than those used in former studies. A chemical transport model and a RF model are used to evaluate the time period 2004-2030, when we expect increasing traffic in the Arctic region. Two datasets for ship emissions are used that characterize the potential impact from shipping and the degree to which shipping controls may mitigate impacts: a high (HIGH) scenario and a low scenario with Maximum Feasible Reduction (MFR) of black carbon in the Arctic. In MFR, BC emissions in the Arctic are reduced with 70% representing a combination technology performance and/or reasonable advances in single-technology performance. Both scenarios result in moderate to substantial increases in concentrations of pollutants both globally and in the Arctic. Exceptions are black carbon in the MFR scenario, and sulfur species and organic carbon in both scenarios due to the future phase-in of current regulation that reduces fuel sulfur content. In the season with potential transit traffic through the Arctic in 2030 we find increased concentrations of all pollutants in large parts of the Arctic. Net global RFs from 2004-2030 of 53mWm-2 (HIGH) and 73mWm-2 (MFR) are similar to those found for preindustrial to present net global aircraft RF. The found warming contrasts with the cooling from historical ship emissions. The reason for this difference and the higher global forcing for the MFR scenario is mainly the reduced future fuel sulfur content resulting in less cooling from sulfate aerosols. The Arctic RF is largest in the HIGH scenario. In the HIGH scenario ozone dominates the RF during the transit season (August-October). RF due to BC in air, and snow and ice becomes significant during Arctic spring. For the HIGH scenario the net Arctic RF during spring is 5 times higher than in winter. [ABSTRACT FROM AUTHOR]

We report on the AeroCom Phase II direct aerosol effect (DAE) experiment where 16 detailed global aerosol models have been used to simulate the changes in the aerosol distribution over the industrial era. All 16 models have estimated the radiative forcing (RF) of the anthropogenic DAE, and have taken into account anthropogenic sulphate, black carbon (BC) and organic aerosols (OA) from fossil fuel, biofuel, and biomass burning emissions. In addition several models have simulated the DAE of anthropogenic nitrate and anthropogenic influenced secondary organic aerosols (SOA). The model simulated all-sky RF of the DAE from total anthropogenic aerosols has a range from -0.58 to -0.02 Wm-2, with a mean of -0.27 Wm-2 for the 16 models. Several models did not include nitrate or SOA and modifying the estimate by accounting for this with information from the other AeroCom models reduces the range and slightly strengthens the mean. Modifying the model estimates for missing aerosol components and for the time period 1750 to 2010 results in a mean RF for the DAE of -0.35 Wm-2. Compared to AeroCom Phase I (Schulz et al., 2006) we find very similar spreads in both total DAE and aerosol component RF. However, the RF of the total DAE is stronger negative and RF from BC from fossil fuel and biofuel emissions are stronger positive in the present study than in the previous AeroCom study.We find a tendency for models having a strong (positive) BC RF to also have strong (negative) sulphate or OA RF. This relationship leads to smaller uncertainty in the total RF of the DAE compared to the RF of the sum of the individual aerosol components. The spread in results for the individual aerosol components is substantial, and can be divided into diversities in burden, mass extinction coefficient (MEC), and normalized RF with respect to AOD. We find that these three factors give similar contributions to the spread in results. [ABSTRACT FROM AUTHOR]

Accurate prediction of future methane abundances following a climate scenario requires understanding the lifetime changes driven by anthropogenic emissions, meteorological factors, and chemistry-climate feedbacks. Uncertainty in any of these influences or the underlying processes implies uncertainty in future abundance and radiative forcing. We simulate methane lifetime in three chemical transport models (CTMs) - UCI CTM, GEOS-Chem, and Oslo CTM3 - over the period 1997-2009 and compare the models' year-to-year variability against constraints from global methyl chloroform observations. Using sensitivity tests, we find that temperature, water vapor, stratospheric ozone column, biomass burning and lightning NOx are the dominant sources of interannual changes in methane lifetime in all three models. We also evaluate each model's response to forcings that have impacts on decadal time scales, such as methane feedback, and anthropogenic emissions. In general, these different CTMs show similar sensitivities to the driving variables. We construct a parametric model that reproduces most of the interannual variability of each CTM and use it to predict methane lifetime from 1980 through 2100 following a specified emissions and climate scenario (RCP 8.5). The parametric model propagates uncertainties through all steps and provides a foundation for predicting methane abundances in any climate scenario. Our sensitivity tests also enable a new estimate of the methane global warming potential (GWP), accounting for stratospheric ozone effects, including those mediated by water vapor. We estimate the 100-yr GWP to be 32, which is 25 % larger than past assessments. [ABSTRACT FROM AUTHOR]

The future impact of traffic emissions on atmospheric ozone and OH has been investigated separately for the three sectors AIRcraft, maritime SHIPping and ROAD traffic. To reduce uncertainties we present results from an ensemble of six different atmospheric chemistry models, each simulating the atmospheric chemical composition in a possible high emission scenario (A1B), and with emissions from each transport sector reduced by 5% to estimate sensitivities. Our results are compared with optimistic future emission scenarios (B1 and B1 ACARE), presented in a companion paper, and with the recent past (year 2000). Present-day activity indicates that anthropogenic emissions so far evolve closer to A1B than the B1 scenario. As a response to expected changes in emissions, AIR and SHIP will have increased impacts on atmospheric O3 and OH in the future while the impact of ROAD traffic will decrease substantially as a result of technological improvements. In 2050, maximum aircraft-induced O3 occurs near 80° N in the UTLS region and could reach 9 ppbv in the zonal mean during summer. Emissions from ship traffic have their largest O3 impact in the maritime boundary layer with a maximum of 6 ppbv over the North Atlantic Ocean during summer in 2050. The O3 impact of road traffic emissions in the lower troposphere peaks at 3 ppbv over the Arabian Peninsula, much lower than the impact in 2000. Radiative forcing (RF) calculations show that the net effect of AIR, SHIP and ROAD combined will change from a marginal cooling of -0.44 ± 13 mW m-2 in 2000 to a relatively strong cooling of -32 ± 9.3 (B1) or -32 ± 18 mW m-2 (A1B) in 2050, when taking into account RF due to changes in O3, CH4 and CH4-induced O3. This is caused both by the enhanced negative net RF from SHIP, which will change from -19 ± 5.3 mW m-2 in 2000 to -31 ± 4.8 (B1) or -40 ± 9 mW m-2 (A1B) in 2050, and from reduced O3 warming from ROAD, which is likely to turn from a positive net RF of 12 ± 8.5 mW m-2 in 2000 to a slightly negative net RF of -3.1 ± 2.2 (B1) or -3.1 ± 3.4 (A1B) mW m-2 in the middle of this century. The negative net RF from ROAD is temporary and induced by the strong decline in ROAD emissions prior to 2050, which only affects the methane cooling term due to the longer lifetime of CH4 compared to O3. The O3 RF from AIR in 2050 is strongly dependent on scenario and ranges from 19 ± 6.8 (B1 ACARE) to 61 ± 14 mW m-2 (A1B). There is also a considerable span in the net RF from AIR in 2050, ranging from -0.54 ± 4.6 (B1 ACARE) to 12 ± 11 (A1B) mW m-2 compared to 6.6 ± 2.2 mW m-2 in 2000. [ABSTRACT FROM AUTHOR]

Emissions of short-lived climate forcers (SLCF) in the Arctic region are expected to increase, notably from shipping and petroleum extraction. We here discuss changes in atmospheric SLCF concentrations and resulting radiative forcing (RF) from present day shipping and petroleum activities in the Arctic. The three-dimensional chemistry transport OsloCTM2 and a state of the art radiative forcing model are used, based on a coherent dataset of present day Arctic emissions. We find that the net RF of SLCF of shipping in the Arctic region is negative, mainly due to the direct and indirect RF effects of sulphate emissions, while the net RF of SLCF of petroleum extraction is positive, mainly due to the effects of black carbon aerosols in the air and deposited on snow. Strong seasonal variations of the sensitivities to emissions are found. In terms of annual mean values we find that the Arctic sensitivities to SLCF is similar to global average sensitivities. One exception to this is the stronger snow/ice albedo effect from BC emissions. [ABSTRACT FROM AUTHOR]

In order to use knowledge of past climate change to improve our understanding of the sensitivity of the climate system, detailed knowledge about the time development of radiative forcing (RF) of the earth atmosphere system is crucial. In this study, time series of anthropogenic forcing of climate from pre-industrial times until 2010, for all well established forcing agents, are estimated. This includes presentation of RF histories of well mixed greenhouse gases, tropospheric ozone, direct- and indirect aerosol effects, surface albedo changes, stratospheric ozone and stratospheric water vapour. For long lived greenhouse gases, standard methods are used for calculating RF, based on global mean concentration changes. For short lived climate forcers, detailed chemical transport modelling and radiative transfer modelling using historical emission inventories is performed. For the direct aerosol effect, sulphate, black carbon, organic carbon, nitrate and secondary organic aerosols are considered. For aerosol indirect effects, time series of both the cloud lifetime effect and the cloud albedo effect are presented. Radiative forcing time series due to surface albedo changes are calculated based on prescribed changes in land use and radiative transfer modelling. For the stratospheric components, simple scaling methods are used. Long lived greenhouse gases (LLGHGs) are the most important radiative forcing agent with a RF of 2.83±0.28 W m-2 in year 2010 relative to 1750. The two main aerosol components contributing to the direct aerosol effect are black carbon and sulphate, but their contributions are of opposite sign. The total direct aerosol effect was -0.48±0.32 W m-2 in year 2010. Since pre-industrial times the positive RF (LLGHGs and tropospheric O3) has been offset mainly by the direct and indirect aerosol effects, especially in the second half of the 20th century, which possibly lead to a decrease in the total anthropogenic RF in the middle of the century. We find a total anthropogenic RF in year 2010 of 1.4 W m-2. However, the uncertainties in the negative RF from aerosols are large, especially for the cloud lifetime effect. [ABSTRACT FROM AUTHOR]

The impact of future emissions from aviation and shipping on the atmospheric chemical composition has been estimated using an ensemble of six different atmospheric chemistry models. This study considers an optimistic emission scenario (B1) taking into account e.g. rapid introduction of clean and resource-efficient technologies, and a mitigation option for the aircraft sector (B1 ACARE), assuming further technological improvements. Results from sensitivity simulations, where emissions from each of the transport sectors were reduced by 5 %, show that emissions from both aircraft and shipping will have a larger impact on atmospheric ozone and OH in near future (2025; B1) and for longer time horizons (2050; B1) compared to recent time (2000). However, the ozone and OH impact from aircraft can be reduced substantially in 2050 if the technological improvements considered in the B1 ACARE will be achieved. Shipping emissions have the largest impact in the marine boundary layer and their ozone contribution may exceed 4 ppbv (when scaling the response of the 5% emission perturbation to 100% by applying a factor 20) over the North Atlantic Ocean in the future (2050; B1) during northern summer (July). In the zonal mean, ship-induced ozone relative to the background levels may exceed 12% near the surface. Corresponding numbers for OH are 6.0x105 molecules cm-3 and 30 %, respectively. This large impact on OH from shipping leads to a relative methane lifetime reduction of 3.92 (±0.48)% on the global average in 2050 B1 (ensemble mean CH4 lifetime is 8.0 (±1.0) yr), compared to 3.68 (±0.47)% in 2000. Aircraft emissions have about 4 times higher ozone enhancement efficiency (ozone molecules enhanced relative to NOx molecules emitted) than shipping emissions, and the maximum impact is found in the UTLS region. Zonal mean aircraft-induced ozone could reach up to 5 ppbv at northern mid- and high latitudes during future summer (July 2050; B1), while the relative impact peaks during northern winter (January) with a contribution of 4.2 %. Although the aviation-induced impact on OH is lower than for shipping, it still causes a reduction in the relative methane lifetime of 1.68 (±0.38)% in 2050 B1. However, for B1 ACARE the perturbation is reduced to 1.17 (±0.28) %, which is lower than the year 2000 estimate of 1.30 (±0.30) %. Based on the fully scaled perturbations we calculate net radiative forcings from the six models taking into account ozone, methane (including stratospheric water vapour), and methane-induced ozone changes. For the B1 scenario, shipping leads to a net cooling with radiative forcings of -28.0 (±5.1) and -30.8 (±4.8)mWm-2 in 2025 and 2050, respectively, due to the large impact on OH and, thereby, methane lifetime reductions. Corresponding values for the aviation sector shows a net warming effect with 3.8 (±6.1) and 1.9 (±6.3)mWm-2, respectively, but with a small net cooling of -0.6 (±4.6)mW m-2 for B1 ACARE in 2050. [ABSTRACT FROM AUTHOR]

Recent laboratory measurements have shown the existence of a HNO3 forming branch of the HO2 + NO reaction. This reaction is the main source of tropospheric O3, through the subsequent photolysis of NO2, as well as being a major source of OH. The branching of the reaction to HNO3 reduces the formation of these species significantly, affecting O3 abundances, radiative forcing and the oxidation capacity of the troposphere. The Oslo CTM2, a three-dimensional chemistry transport model, is used to calculate atmospheric composition and trends with and without the new reaction branch. Results for the present day atmosphere, when both temperature and pressure effects on the branching ratio are accounted for, show an 11% reduction in the calculated tropospheric burden of O3, with the main contribution from the tropics. An increase of the global, annual mean methane lifetime by 10.9%, resulting from a 14.1% reduction in the global, annual mean OH concentration is also found. Comparisons with measurements show that including the new branch improves the modelled O3 in the Oslo CTM2, but that it is not possible to conclude whether the NOy distribution improves. We model an approximately 11% reduction in the tropical tropospheric O3 increase since pre-industrial times, and a 4% reduction of the increase in total tropospheric burden. Also, an 8% decrease in the trend of OH concentrations is calculated, when the new branch is accounted for. The radiative forcing due to changes in O3 over the industrial era was calculated as 0.33 W m-2, reducing to 0.26 W m-2 with the new reaction branch. These results are significant, and it is important that this reaction branching is confirmed by other laboratory groups. [ABSTRACT FROM AUTHOR]

The distribution of black carbon (BC) in the atmosphere and the deposition of BC on snow surfaces since pre-industrial time until present are modelled with the Oslo CTM2 model. The model results are compared with observations including recent measurements of BC in snow in the Arctic. The global mean burden of BC from fossil fuel and biofuel sources increased during two periods. The first period, until 1920, is related to increases in emissions in North America and Europe, and the last period after 1970 are related mainly to increasing emissions in East Asia. Although the global burden of BC from fossil fuel and biofuel increases, in the Arctic the maximum atmospheric BC burden as well as in the snow was reached in 1960s, with a slight reduction thereafter. The global mean burden of BC from open biomass burning sources has not changed significantly since 1900. With current inventories of emissions from open biomass sources, the modelled burden of BC in snow and in the atmosphere north of 65° N is small compared to the BC burden of fossil fuel and biofuel origin. From the concentration changes radiative forcing time series due to the direct aerosol effect as well as the snow-albedo effect is calculated for BC from fossil fuel and biofuel. The calculated radiative forcing in 2000 for the direct aerosol effect is 0.35Wm-2 and for the snow-albedo effect 0.016W m-2 in this study. Due to a southward shift in the emissions there is an increase in the lifetime of BC as well as an increase in normalized radiative forcing, giving a change in forcing per unit of emissions of 26% since 1950. [ABSTRACT FROM AUTHOR]

Aerosols and their precursors are emitted abundantly by transport activities. Transportation constitutes one of the fastest growing activities and its growth is predicted to increase significantly in the future. Previous studies have estimated the aerosol direct radiative forcing from one transport sub-sector, but only one study to our knowledge estimated the range of radiative forcing from the main aerosol components (sulphate, black carbon (BC) and organic carbon) for the whole transportation sector. In this study, we compare results from two different chemical transport models and three radiation codes under different hypothesis of mixing: internal and external mixing using emission inventories for the year 2000. The main results from this study consist of a positive direct radiative forcing for aerosols emitted by road traffic of +20±11mWm-2 for an externally mixed aerosol, and of +32 ±13mWm-2 when BC is internally mixed. These direct radiative forcings are much higher than the previously published estimate of +3±11mWm-2. For transport activities from shipping, the net direct aerosol radiative forcing is negative. This forcing is dominated by the contribution of the sulphate. For both an external and an internal mixture, the radiative forcing from shipping is estimated at -26±4mWm-2. These estimates are in very good agreement with the range of a previously published one (from -46 to -13mWm-2) but with a much narrower range. By contrast, the direct aerosol forcing from aviation is estimated to be small, and in the range -0.9 to +0.3mWm-2. [ABSTRACT FROM AUTHOR]

Human activity influences a wide range of components that affect the surface UV radiation levels, among them ozone at high latitudes. We calculate the effect of human-induced changes in the surface erythemally weighted ultra-violet radiation (UV-E) since 1750. We compare results from a radiative transfer model to surface UV-E radiation for year 2000 derived by satellite observations (from Total Ozone Mapping Spectroradiometer) and to ground based measurements at 14 sites. The model correlates well with the observations; the correlation coefficients are 0.97 and 0.98 for satellite and ground based measurements, respectively. In addition to the effect of changes in ozone, we also investigate the effect of changes in SO2, NO2, the direct and indirect effects of aerosols, albedo changes and aviation-induced contrails and cirrus. The results show an increase of surface UV-E in polar regions, most strongly in the Southern Hemisphere. Furthermore, our study also shows an extensive surface UV-E reduction over most land areas; a reduction up to 20% since 1750 is found in some industrialized regions. This reduction in UV-E over the industrial period is particularly large in highly populated regions. [ABSTRACT FROM AUTHOR]

To estimate the impact of emissions by road, aircraft and ship traffic on ozone and OH in the present-day atmosphere six different atmospheric chemistry models have been used. Based on newly developed global emission inventories for road, ship and aircraft emission data sets each model performed sensitivity simulations reducing the emissions of each transport sector by 5%. The model results indicate that on global annual average lower tropospheric ozone responds most sensitive to ship emissions (50.6%±10.9% of the total traffic induced perturbation), followed by road (36.7%±9.3%) and aircraft exhausts (12.7%±2.9%), respectively. In the northern upper troposphere between 200-300 hPa at 30-60° N the maximum impact from road and ship are 93% and 73% of the maximum effect of aircraft, respectively. The latter is 0.185 ppbv for ozone (for the 5% case) or 3.69 ppbv when scaling to 100%. On the global average the impact of road even dominates in the UTLS-region. The sensitivity of ozone formation per NOx molecule emitted is highest for aircraft exhausts. The local maximum effect of the summed traffic emissions on the ozone column predicted by the models is 0.2 DU and occurs over the northern subtropical Atlantic extending to central Europe. Below 800 hPa both ozone and OH respond most sensitively to ship emissions in the marine lower troposphere over the Atlantic. Based on the 5% perturbation the effect on ozone can exceed 0.6% close to the marine surface (global zonal mean) which is 80% of the total traffic induced ozone perturbation. In the southern hemisphere ship emissions contribute relatively strongly to the total ozone perturbation by 60%-80% throughout the year. Methane lifetime changes against OH are affected strongest by ship emissions up to 0.21 (± 0.05)%, followed by road (0.08 (±0.01)%) and air traffic (0.05 (± 0.02)%). Based on the full scale ozone and methane perturbations positive radiative forcings were calculated for road emissions (7.3±6.2 mWm-2) and for aviation (2.9±2.3 mWm-2). Ship induced methane lifetime changes dominate over the ozone forcing and therefore lead to a net negative forcing (-25.5±13.2 mWm-2). [ABSTRACT FROM AUTHOR]

The effect of chemical changes in the atmosphere since the pre-industrial period on the distributions and burdens of Secondary Organic Aerosol (SOA) has been calculated using the off-line aerosol chemistry transport model Oslo CTM2. The production of SOA was found to have increased from about 35 Tg yr-1 to 53 Tg yr-1 since preindustrial times, leading to an increase in the global annual mean SOA burden from 0.33 Tg to 0.50 Tg, or about 51%. The effect of allowing semi-volatile species to partition to sulphate aerosol was also tested, leading to an increase in SOA production from about 43 Tg yr-1 to 69 Tg yr-1 since pre-industrial times, while the annual mean SOA burden increased from 0.44 Tg to 0.70 Tg, or about 59%. The increases were greatest over industrialised areas, especially when partitioning to sulphate aerosol was allowed, as well as over regions with high biogenic precursor emissions. The contribution of emissions from different sources to the larger SOA burdens has been calculated. The results suggest that the majority of the increase was caused by emissions of primary organic aerosols (POA), from fossil fuel and bio fuel combustion. As yet, very few radiative forcing estimates of SOA exist, and no such estimates were provided in the latest IPCC report. In this study, we found that the change in SOA burden caused a radiative forcing (defined here as the difference between the pre-industrial and the present day run) of -0.09Wm-2, when SOA was allowed to partition to both organic and sulphate aerosols, and -0.06Wm-2 when only partitioning to organic aerosols was assumed. Therefore, the radiative forcing of SOA was found to be stronger than the best estimate for POA in the latest IPCC assessment. [ABSTRACT FROM AUTHOR]

A high-resolution global aerosol model (Oslo CTM2) driven by meteorological data and allowing a comparison with a variety of aerosol observations is used to simulate radiative forcing (RF) of the direct aerosol effect. The model simulates all main aerosol components, including several secondary components such as nitrate and secondary organic carbon. The model reproduces the main chemical composition and size features observed during large aerosol campaigns. Although the chemical composition compares best with ground-based measurement over land for modelled sulphate, no systematic differences are found for other compounds. The modelled aerosol optical depth (AOD) is compared to remote sensed data from AERONET ground and MODIS and MISR satellite retrievals. To gain confidence in the aerosol modelling, we have tested its ability to reproduce daily variability in the aerosol content, and this is performing well in many regions; however, we also identified some locations where model improvements are needed. The annual mean regional pattern of AOD from the aerosol model is broadly similar to the AERONET and the satellite retrievals (mostly within 10-20%). We notice a significant improvement from MODIS Collection 4 to Collection 5 compared to AERONET data. Satellite derived estimates of aerosol radiative effect over ocean for clear sky conditions differs significantly on regional scales (almost up to a fac- tor two), but also in the global mean. The Oslo CTM2 has an aerosol radiative effect close to the mean of the satellite derived estimates. We derive a radiative forcing (RF) of the direct aerosol effect of -0.35 Wm-2 in our base case. Implementation of a simple approach to consider internal black carbon (BC) mixture results in a total RF of -0.28 Wm-2. Our results highlight the importance of carbonaceous particles, producing stronger individual RF than considered in the recent IPCC estimate; however, net RF is less different. A significant RF from secondary organic aerosols (SOA) is estimated (close to -0.1 Wm-2). The SOA also contributes to a strong domination of secondary aerosol species for the aerosol composition over land. A combination of sensitivity simulations and model evaluation show that the RF is rather robust and unlikely to be much stronger than in our best estimate. [ABSTRACT FROM AUTHOR]

The response of clouds to sudden decreases in the flux of galactic cosmic rays (GCR) - Forbush decrease events - has been investigated using cloud products from the space-borne MODIS instrument, which has been in operation since 2000. By focusing on pristine Southern Hemisphere ocean regions we examine areas where we believe that a cosmic ray signal should be easier to detect than elsewhere. While previous studies have mainly considered cloud cover, the high spatial and spectral resolution of MODIS allows for a more thorough study of microphysical parameters such as cloud droplet size, cloud water content and cloud optical depth, in addition to cloud cover. Averaging the results from the 22 Forbush decrease events that were considered, no statistically significant correlations were found between any of the four cloud parameters and GCR, when autocorrelations were taken into account. Splitting the area of study into six domains, all of them have a negative correlation between GCR and cloud droplet size, in agreement with a cosmic ray - cloud coupling, but in only one of the domains (eastern Atlantic Ocean) was the correlation statistically significant. Conversely, cloud optical depth is mostly negatively correlated with GCR, and in the eastern Atlantic Ocean domain that correlation is statistically significant. For cloud cover and liquid water path, the correlations with GCR are weaker, with large variations between the different domains. When only the six Forbush decrease events with the largest amplitude (more than 10% decrease) were studied, the correlations fit the hypothesis slightly better, with 16 out of 24 correlations having the expected sign, although many of the correlations are quite weak. Introducing a time lag of a few days for clouds to respond to the cosmic ray signal the correlations tend to become weaker and even to change sign. [ABSTRACT FROM AUTHOR]

In spring 2006 a special meteorological situation occurred in the European Arctic region giving record high levels of air pollution. The synoptic situation resulted in extensive transport of pollution predominantly from agricultural fires in Eastern Europe into the Arctic region and record high air-pollution levels were measured at the Zeppelin observatory at Ny-Ålesund (78°54' N, 11°53' E) in the period from 25 April to 12 May. In the present study we investigate the optical properties of the aerosols from this extreme event and we estimate the radiative forcing of this episode. We examine the aerosol optical properties from the source region and into the European Arctic and explore the evolution of the episode and the changes in the optical properties. A number of sites in Eastern Europe, Northern Scandinavia and Svalbard are included in the study. The observations show that the maximum AOD was from 2-3 May at all sites and varies from 0.52 to 0.87, and the corresponding Ångstrøm exponent was relatively large. Lidar measurements from Minsk, ALOMAR (Arctic Lidar Observatory for Middle Atmosphere Research at Andenes) and Ny-Ålesund show that the aerosol layer was below 3 km at all sites the height is decreasing from the source region and into the Arctic. For the AERONET sites included (Minsk, Toravere, Hornsund) we have further studied the evolution of the aerosol size. The single scattering albedo at Svalbard is provided for two sites; Ny-Ålesund and Hornsund. Importantly the calculated single scattering albedo based on the aerosol chemical composition and size distribution from Ny-Ålesund and the AERONET measurements at Hornsund are consistent. We have found strong agreement between the satellite daily MODIS AOD and the ground-based AOD observations. This agreement is crucial for accurate radiative forcing calculations. We calculate a strong negative radiative forcing for the most polluted days employing the analysed ground based data, MODIS AOD and a multi-stream model for radiative transfer of solar radiation. During this specific pollution event the forcing reached values as low as -35Wm-2 in the region. For comparison, the direct forcing of a corresponding aerosol layer with a typical AOD of 0.05 for the season is around -5Wm-2. [ABSTRACT FROM AUTHOR]

The global chemical transport model Oslo CTM2 has been extended to include the formation, transport and deposition of secondary organic aerosol (SOA). Precursor hydrocarbons which are oxidised to form condensible species include both biogenic species such as terpenes and isoprene, as well as species emitted predominantly by anthropogenic activities (toluene, m-xylene, methylbenzene and other aromatics). A model simulation for 2004 gives an annual global SOA production of approximately 55 Tg. Of this total, 2.5 Tg is found to consist of the oxidation products of anthropogenically emitted hydrocarbons, and about 15 Tg is formed by the oxidation products of isoprene. The global production of SOA is increased to about 69 Tg yr-1 by allowing semivolatile species to partition to ammonium sulphate aerosol. This brings modelled organic aerosol values closer to those observed, however observations in Europe remain significantly underestimated. Allowing SOA to partition into ammonium sulphate aerosol increases the contribution of anthropogenic SOA from about 4.5% to 9.4% of the total production. Total modelled organic aerosol (OA) values are found to represent a lower fraction of the measured values in winter (when primary organic aerosol (POA) is the dominant OA component) than in summer, which may be an indication that estimates of POA emissions are too low. Additionally, for measurement stations where the summer OA values are higher than in winter, the model generally underestimates the increase in summertime OA. In order to correctly model the observed increase in OA in summer, additional SOA sources or formation mechanisms may be necessary. The importance of NO3 as an oxidant of SOA precursors is found to vary regionally, causing up to 50%-60% of the total amount of SOA near the surface in polluted regions and less than 25% in more remote areas, if the yield of condensible oxidation products for β-pinene is used for NO3 oxidation of all terpenes. Reducing the yield for β-pinene and limonene oxidation in line with recent measurements reduces the global fraction of SOA formed from NO3 oxidation products from 27% to about 21%. This study underscores the need for SOA to be represented in a more realistic way in global aerosol models in order to better reproduce observations of organic aerosol burdens in industrialised and biomass burning regions. [ABSTRACT FROM AUTHOR]

During the last twenty-five years European emission data have been compiled and reported under the Cooperative Programme for Monitoring and Evaluation of the Long-range Transmission of Air Pollutants in Europe (EMEP) as part of the work under the UNECE Convention on Long-range Transboundary Air Pollution (LRTAP). This paper presents emission trends of SO2 reported to EMEP and validated within the programme for the period 1980-2004. These European anthropogenic sulphur emissions have been steadily decreasing over the last twenty-five years, amounting from about 55 Tg SO2 in 1980 to 15 Tg SO2 in 2004. The uncertainty in sulphur emission estimates for individual countries and years are documented to range between 3% and 25%. The relative contribution of European emissions to global anthropogenic sulphur emissions has been halved during this period. Based on annual emission reports from European countries, three emission reduction regimes have been identified. The period 1980-1989 is characterized by low annual emission reductions (below 5% reduction per year and 20% for the whole period) and is dominated by emission reductions in Western Europe. The period 1990-1999 is characterised by high annual emission reductions (up to 11% reduction per year and 54% for the whole period), most pronounced in Central and Eastern Europe. The annual emission reductions in the period 2000-2004 are medium to low (below 6% reduction per year and 17% for the whole period) and reflect the unified Europe, with equally large reductions in both East and West. The sulphur emission reduction has been largest in the sector Combustion in energy and transformation industries, but substantial decreases are also seen in the Non-industrial combustion plants together with the sectors Industrial combustion and Industrial production processes. The majority of European countries have reduced their emissions by more than 60% between 1990 and 2004, and one quarter have already achieved sulphur emission reductions higher than 80%. At European level, the total sulphur target for 2010 set in the Gothenburg Protocol (16 Tg) has apparently already been met by 2004. However, still half of the Parties to the Gothenburg Protocol have to reduce further their sulphur emissions in order to attain their individual country total emission targets for 2010. It is also noteworthy that, contrasting the Gothenburg Protocol requirements, a growing number of countries have recently been reporting increasing sulphur emissions, while others report only minor further decreases. The emission trends presented here are supported by different studies of air concentrations and depositions carried out within and outside the framework of the LRTAP Convention. [ABSTRACT FROM AUTHOR]

We have used the MODIS satellite data and two global aerosol models to investigate the relationships between aerosol optical depth (AOD) and cloud parameters that may be affected by the aerosol concentration. The relationships that are studied are mainly between AOD, on the one hand, and cloud cover, cloud liquid water path, and water vapour, on the other. Additionally, cloud droplet effective radius, cloud optical depth, cloud top pressure and aerosol Ångström exponent, have been analysed in a few cases. In the MODIS data we found, as in earlier studies, an enhancement in the cloud cover with increasing AOD. We find it likely that most of the strong increase in cloud cover with AOD, at least for AOD<0.2, is a result of aerosol-cloud interactions and a prolonged cloud lifetime. Large and mesoscale weather systems seem not to be a cause for the increase in cloud cover with AOD in this range. Sensitivity simulations show that when water uptake of the aerosols is not taken into account in the models the modelled cloud cover mostly decreases with AOD. Part of the relationship found in the MODIS data for AOD>0.2 can be explained by larger water uptake close to the clouds since relative humidity is higher in regions with higher cloud cover. The efficiency of the hygroscopic growth depends on aerosol type, the hygroscopic nature of the aerosol, the relative humidity, and to some extent the cloud screening. By analysing the Ångström exponent we find that the hygroscopic growth of the aerosol is not likely to be a main contributor to the cloud cover increase with AOD. Since the largest increase in cloud cover with AOD is for low AOD (~0.2) and thus also for low cloud cover, we argue that cloud contamination is not likely to play a large role. However, interpretation of the complex relationships between AOD and cloud parameters should be made with great care and further work is clearly needed. [ABSTRACT FROM AUTHOR]

Nine different global models with detailed aerosol modules have independently produced instantaneous direct radiative forcing due to anthropogenic aerosols. The anthropogenic impact is derived from the difference of two model simulations with prescribed aerosol emissions, one for present-day and one for pre-industrial conditions. The difference in the solar energy budget at the top of the atmosphere (ToA) yields a new harmonized estimate for the aerosol direct radiative forcing (RF) under all-sky conditions. On a global annual basis RF is -0.22Wm-2, ranging from +0.04 to -0.41Wm-2, with a standard deviation of ±0.16Wm-2. Anthropogenic nitrate and dust are not included in this estimate. No model shows a significant positive all-sky RF. The corresponding clear-sky RF is -0.68Wm-2. The cloud-sky RF was derived based on all-sky and clear-sky RF and modelled cloud cover. It was significantly different from zero and ranged between -0.16 and +0.34Wm-2. A sensitivity analysis shows that the total aerosol RF is influenced by considerable diversity in simulated residence times, mass extinction coefficients and most importantly forcing efficiencies (forcing per unit optical depth). The clear-sky forcing efficiency (forcing per unit optical depth) has diversity comparable to that for the all-sky/ clear-sky forcing ratio. While the diversity in clear-sky forcing efficiency is impacted by factors such as aerosol absorption, size, and surface albedo, we can show that the all-sky/clear-sky forcing ratio is important because all-sky forcing estimates require proper representation of cloud fields and the correct relative altitude placement between absorbing aerosol and clouds. The analysis of the sulphate RF shows that long sulphate residence times are compensated by low mass extinction coefficients and vice versa. This is explained by more sulphate particle humidity growth and thus higher extinction in those models where short-lived sulphate is present at lower altitude and vice versa. Solar atmospheric forcing within the atmospheric column is estimated at +0.82±0.17Wm-2. The local annual average maxima of atmospheric forcing exceed +5Wm-2 confirming the regional character of aerosol impacts on climate. The annual average surface forcing is -1.02±0.23Wm-2. With the current uncertainties in the modelling of the radiative forcing due to the direct aerosol effect we show here that an estimate from one model is not sufficient but a combination of several model estimates is necessary to provide a mean and to explore the uncertainty. [ABSTRACT FROM AUTHOR]

Nine different global models with detailed aerosol modules have independently produced instantaneous direct radiative forcing due to anthropogenic aerosols. The anthropogenic impact is derived from the difference of two model simulations with prescribed aerosol emissions, one for present-day and one for pre-industrial conditions. The difference in the solar energy budget at the top of the atmosphere (ToA) yields a new harmonized estimate for the aerosol direct radiative forcing (RF) under all-sky conditions. On a global annual basis RF is -0.22Wm-2, ranging from +0.04 to -0.41Wm-2, with a standard deviation of ±0.16Wm-2. Anthropogenic nitrate and dust are not included in this estimate. No model shows a significant positive all-sky RF. The corresponding clear-sky RF is -0.68Wm-2. The cloud-sky RF was derived based on all-sky and clear-sky RF and modelled cloud cover. It was significantly different from zero and ranged between -0.16 and +0.34Wm-2. A sensitivity analysis shows that the total aerosol RF is influenced by considerable diversity in simulated residence times, mass extinction coefficients and most importantly forcing efficiencies (forcing per unit optical depth). The clear-sky forcing efficiency (forcing per unit optical depth) has diversity comparable to that for the all-sky/ clear-sky forcing ratio. While the diversity in clear-sky forcing efficiency is impacted by factors such as aerosol absorption, size, and surface albedo, we can show that the all-sky/clear-sky forcing ratio is important because all-sky forcing estimates require proper representation of cloud fields and the correct relative altitude placement between absorbing aerosol and clouds. The analysis of the sulphate RF shows that long sulphate residence times are compensated by low mass extinction coefficients and vice versa. This is explained by more sulphate particle humidity growth and thus higher extinction in those models where short-lived sulphate is present at lower altitude and vice versa. Solar atmospheric forcing within the atmospheric column is estimated at +0.82±0.17Wm-2. The local annual average maxima of atmospheric forcing exceed +5Wm-2 confirming the regional character of aerosol impacts on climate. The annual average surface forcing is -1.02±0.23Wm-2. With the current uncertainties in the modelling of the radiative forcing due to the direct aerosol effect we show here that an estimate from one model is not sufficient but a combination of several model estimates is necessary to provide a mean and to explore the uncertainty. [ABSTRACT FROM AUTHOR]

A thermodynamical model for treatment of gas/aerosol partitioning of semi volatile inorganic aerosols has been implemented in a global chemistry and aerosol transport model (Oslo CTM2). The sulphur cycle and sea salt particles have been implemented earlier in the Oslo CTM2 and the focus of this study is on nitrate partitioning to the aerosol phase and if particulate nitrate is expected to form in fine or coarse mode aerosols. Modelling of the formation of fine mode nitrate particles is complicated since it depends on other aerosol components and aerosol precursors as well as meteorological condition. The surface concentrations from the model are compared to observed surface concentrations at around 20 sites around Europe for nitrate and ammonium. The agreement for nitrate is good but the modelled values are somewhat underestimated compared to observations at high concentrations, whereas for ammonium the agreement is very good. However, we underscore that such a comparison is not of large importance for the aerosol optical depth of particulate nitrate since the vertical profile of aerosol components and their precursors are so important. Fine mode nitrate formation depends on vertical profiles of both ammonia/ammonium and sulphate. The model results show that fine mode particulate nitrate play a non-negligible role in the total aerosol composition in certain industrialized regions and therefore have a significant local radiative forcing. On a global scale the aerosol optical depth of fine mode nitrate is relatively small due to limited availability of ammonia and loss to larger sea salt particles. Inclusion of sea salt in the calculations reduces the aerosol optical depth and burden of fine mode nitrate by 25% on a global scale but with large regional variations. [ABSTRACT FROM AUTHOR]

The indirect effect of aerosols via liquid clouds is investigated by comparing aerosol and cloud characteristics from the Global Climate Model CAM-Oslo to those observed by the MODIS instrument onboard the TERRA and AQUA satellites (http://modis.gsfc.nasa.gov). The comparison is carried out for 15 selected regions ranging from remote and clean to densely populated and polluted. For each region, the regression coefficient and correlation coefficient for the following parameters are calculated: Aerosol Optical Depth vs. Liquid Cloud Optical Thickness, Aerosol Optical Depth vs. Liquid Cloud Droplet Effective Radius and Aerosol Optical Depth vs. Cloud Liquid Water Path. Modeled and observed correlation coefficients and regression coefficients are then compared for a 3-year period starting in January 2001. Additionally, global maps for a number of aerosol and cloud parameters crucial for the understanding of the aerosol indirect effect are compared for the same period of time. Significant differences are found between MODIS and CAM-Oslo both in the regional and global comparison. However, both the model and the observations show a positive correlation between Aerosol Optical Depth and Cloud Optical Depth in practically all regions and for all seasons, in agreement with the current understanding of aerosol-cloud interactions. The correlation between Aerosol Optical Depth and Liquid Cloud Droplet Effective Radius is variable both in the model and the observations. However, the model reports the expected negative correlation more often than the MODIS data. Aerosol Optical Depth is overall positively correlated to Cloud Liquid Water Path both in the model and the observations, with a few regional exceptions. [ABSTRACT FROM AUTHOR]

Changes in atmospheric ozone have occurred since the preindustrial era as a result of increasing anthropogenic emissions. Within ACCENT, a European Network of Excellence, ozone changes between 1850 and 2000 are assessed for the troposphere and the lower stratosphere (up to 30 km) by a variety of seven chemistry-climate models and three chemical transport models. The modeled ozone changes are taken as input for detailed calculations of radiative forcing. When only changes in chemistry are considered (constant climate) the modeled global-mean tropospheric ozone column increase since preindustrial times ranges from 7.9DU to 13.8DU among the ten participating models, while the stratospheric column reduction lies between 14.1DU and 28.6DU in the models considering stratospheric chemistry. The resulting radiative forcing is strongly dependent on the location and altitude of the modeled ozone change and varies between 0.25Wm-2 and 0.45Wm-2 due to ozone change in the troposphere and -0.123Wm-2 and +0.066Wm-2 due to the stratospheric ozone change. Changes in ozone and other greenhouse gases since preindustrial times have altered climate. Six out of the ten participating models have performed an additional calculation taking into account both chemical and climate change. In most models the isolated effect of climate change is an enhancement of the tropospheric ozone column increase, while the stratospheric reduction becomes slightly less severe. In the three climate-chemistry models with detailed tropospheric and stratospheric chemistry the inclusion of climate change increases the resulting radiative forcing due to tropospheric ozone change by up to 0.10Wm-2, while the radiative forcing due to stratospheric ozone change is reduced by up to 0.034Wm-2. Considering tropospheric and stratospheric change combined, the total ozone column change is negative while the resulting net radiative forcing is positive. [ABSTRACT FROM AUTHOR]

Trends in cirrus cloud cover have been estimated based on 16 years of data from ISCCP (International Satellite Cloud Climatology Project). The results have been spatially correlated with aircraft density data to determine the changes in cirrus cloud cover due to aircraft traffic. The correlations are only moderate, as many other factors have also contributed to changes in cirrus. Still we regard the results to be indicative of an impact of aircraft on cirrus amount. The main emphasis of our study is on the area covered by the METEOSAT satellite to avoid trends in the ISCCP data resulting from changing satellite viewing geometry. In Europe, which is within the METEOSAT region, we find indications of a trend of about 1-2% cloud cover per decade due to aircraft, in reasonable agreement with previous studies. The positive trend in cirrus in areas of high aircraft traffic contrasts with a general negative trend in cirrus. Extrapolation in time to cover the entire period of aircraft operations and in space to cover the global scale yields a mean estimate of 0.03 Wm-2 (lower limit 0.01, upper limit 0.08 Wm-2) for the radiative forcing due to aircraft induced cirrus. The mean is close to the value given by IPCC (1999) as an upper limit. [ABSTRACT FROM AUTHOR]

Monthly mean aerosol optical depth (AOD) over ocean is compared from a total of 9 aerosol retrievals during a 40 months period. Comparisons of AOD have been made both for the entire period and sub periods. We identify regions where there is large disagreement and good agreement between the aerosol satellite retrievals. Significant differences in AOD have been identified in most of the oceanic regions. Several analyses are performed including spatial correlation between the retrievals as well as comparison with AERONET data. During the 40 months period studied there have been several major aerosol field campaigns as well as events of high aerosol content. It is studied how the aerosol retrievals compare during such circumstances. The differences found in this study are larger than found in a previous study where 5 aerosol retrievals over an 8 months period were compared. Part of the differences can be explained by limitations and deficiencies in some of the aerosol retrievals. In particular, results in coastal regions are promising especially for aerosol retrievals from satellite instruments particularly suited for aerosol research. In depth analyses explaining the differences between AOD obtained in different retrievals are clearly needed. We limit this study to identifying differences and similarities and indicating possible sources that affect the quality of the retrievals. This is a necessary first step towards understanding the differences and improving the retrievals. [ABSTRACT FROM AUTHOR]