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We present a new method for retrieving temperature from Pure Rotational Raman (PRR) lidar measurements. Our Optimal Estimation Method (OEM) used in this study uses the full physics of PRR scattering and does not require any assumption of the form for a calibration function nor does it require fitting of calibration factors over a large range of temperatures. The only calibration required is the estimation of the ratio of the lidar constants of the two PRR channels (coupling constant) that can be evaluated at a single or multiple height bins using a simple analytic expression. The uncertainty budget of our OEM retrieval includes both statistical and systematic uncertainties, including the uncertainty in the determination of the coupling constant on the temperature. We show that the error due to calibration can be reduced significantly using our method, in particular in the upper troposphere when calibration is only possible over a limited temperature range. Some other advantages of our OEM over the traditional Raman lidar temperature retrieval algorithm include not requiring correction or gluing to the raw lidar measurements, providing a cutoff height for the temperature retrievals that specifies the height to which the retrieved profile is independent of the a priori temperature profile, and the retrieval's vertical resolution as a function of height. The new method is tested on PRR temperature measurements from the MeteoSwiss Raman Lidar for Meteorological Observations system in different sky conditions, compared to temperature calculated using the traditional PRR calibration formulas, and validated with coincident radiosonde temperature measurements in clear and cloudy conditions during both day and night time. [ABSTRACT FROM AUTHOR]

This study was set in the Greater Toronto and Hamilton Area (GTHA), where commercial vehicle movements were assigned across the road network. Implications for greenhouse gas (GHG) emissions, air quality, and health were examined through an environmental justice lens. Electrification of light-, medium-, and heavy-duty trucks was assessed to identify scenarios associated with the highest benefits for the most disadvantaged communities. Using spatially and temporally resolved commercial vehicle movements and a chemical transport model, changes in air pollutant concentrations under electric truck scenarios were estimated at 1-km 2 resolution. Heavy-duty truck electrification reduces ambient black carbon and nitrogen dioxide on average by 10 and 14%, respectively, and GHG emissions by 10.5%. It achieves the highest reduction in premature mortality attributable to fine particulate matter chronic exposure (around 200 cases per year) compared with light- and medium-duty electrification (less than 150 cases each). The burden of all traffic in the GTHA was estimated to be around 600 cases per year. The benefits of electrification accrue primarily in neighborhoods with a high social disadvantage, measured by the Ontario Marginalization Indices, narrowing the disparity of exposure to traffic-related air pollution. Benefits related to heavy-duty truck electrification reflect the adverse impacts of diesel-fueled freight and highlight the co-benefits achieved by electrifying this sector.