Mattia Righi

Global premature mortality due to anthropogenic outdoor air pollution and the contribution of past climate change

Increased concentrations of ozone and fine particulate matter (PM2.5) since preindustrial times reflect increased emissions, but also contributions of past climate change. Here we use modeled concentrations from an ensemble of chemistry?climate models to estimate the global burden of anthropogenic outdoor air pollution on present-day premature human mortality, and the component of that burden attributable to past climate change. Using simulated concentrations for 2000 and 1850 and concentration?response functions (CRFs), we estimate that, at present, 470?000 (95% confidence interval, 140?000 to 900?000) premature respiratory deaths are associated globally and annually with anthropogenic ozone, and 2.1 (1.3 to 3.0) million deaths with anthropogenic PM2.5-related cardiopulmonary diseases (93%) and lung cancer (7%). These estimates are smaller than ones from previous studies because we use modeled 1850 air pollution rather than a counterfactual low concentration, and because of different emissions. Uncertainty in CRFs contributes more to overall uncertainty than the spread of model results. Mortality attributed to the effects of past climate change on air quality is considerably smaller than the global burden: 1500 (?20?000 to 27?000) deaths yr?1 due to ozone and 2200 (?350?000 to 140?000) due to PM2.5. The small multi-model means are coincidental, as there are larger ranges of results for individual models, reflected in the large uncertainties, with some models suggesting that past climate change has reduced air pollution mortality.

Chemistry and the Linkages between Air Quality and Climate Change

Climate change and air pollution are critical environmental issues both in the here and now and for the coming decades. A recent OECD report found that unless action is taken, air pollution will be the largest environmental cause of premature death worldwide by 2050. Already, air pollution levels in Asia are far above acceptable levels for human health, and even in Europe, the vast majority of the urban population was exposed to air pollution concentrations exceeding the EU daily limit values, and especially the stricter WHO air quality guidelines in the past decade. The most recent synthesis of climate change research as presented in the fifth IPCC Assessment Report (AR5) states that the warming of the climate system is unequivocal, recognizing the dominant cause as human influence, and providing evidence for a 43% higher total (from 1750 to the present) anthropogenic radiative forcing (RF) than was reported in 2005 from the previous assessment report.

Climate impact of biofuels in shipping: global model studies of the aerosol indirect effect.

Aerosol emissions from international shipping are recognized to have a large impact on the Earths radiation budget, directly by scattering and absorbing solar radiation and indirectly by altering cloud properties. New regulations have recently been approved by the International Maritime Organization (IMO) aiming at progressive reductions of the maximum sulfur content allowed in marine fuels from current 4.5% by mass down to 0.5% in 2020, with more restrictive limits already applied in some coastal regions. In this context, we use a global bottom-up algorithm to calculate geographically resolved emission inventories of gaseous (NO(x), CO, SO(2)) and aerosol (black carbon, organic matter, sulfate) species for different kinds of low-sulfur fuels in shipping. We apply these inventories to study the resulting changes in radiative forcing, attributed to particles from shipping, with the global aerosol-climate model EMAC-MADE. The emission factors for the different fuels are based on measurements at a test bed of a large diesel engine. We consider both fossil fuel (marine gas oil) and biofuels (palm and soy bean oil) as a substitute for heavy fuel oil in the current (2006) fleet and compare their climate impact to that resulting from heavy fuel oil use. Our simulations suggest that ship-induced surface level concentrations of sulfate aerosol are strongly reduced, up to about 40-60% in the high-traffic regions. This clearly has positive consequences for pollution reduction in the vicinity of major harbors. Additionally, such reductions in the aerosol loading lead to a decrease of a factor of 3-4 in the indirect global aerosol effect induced by emissions from international shipping.

The effect of future ambient air pollution on human premature mortality to 2100 using output from the ACCMIP model ensemble

Ambient air pollution from ground-level ozone and fine particulate matter (PM2.5) is associated with premature mortality. Future concentrations of these air pollutants will be driven by natural and anthropogenic emissions and by climate change. Using anthropogenic and biomass burning emissions projected in the four Representative Concentration Pathway scenarios (RCPs), the ACCMIP ensemble of chemistry-climate models simulated future concentrations of ozone and PM2.5 at selected decades between 2000 and 2100. We use output from the ACCMIP ensemble, together with projections of future population and baseline mortality rates, to quantify the human premature mortality impacts of future ambient air pollution. Future air pollution-related premature mortality in 2030, 2050 and 2100 is estimated for each scenario and for each model using a health impact function based on changes in concentrations of ozone and PM2.5 relative to 2000 and projected future population and baseline mortality rates. Additionally, the global mortality burden of ozone and PM2.5 in 2000 and each future period is estimated relative to 1850 concentrations, using present-day and future population and baseline mortality rates. The change in future ozone concentrations relative to 2000 is associated with excess global premature mortality in some scenarios/periods, particularly in RCP8.5 in 2100 (316 thousand deaths/year), likely driven by the large increase in methane emissions and by the net effect of climate change projected in this scenario, but it leads to considerable avoided premature mortality for the three other RCPs. However, the global mortality burden of ozone markedly increases from 382,000 (121,000 to 728,000) deaths/year in 2000 to between 1.09 and 2.36 million deaths/year in 2100, across RCPs, mostly due to the effect of increases in population and baseline mortality rates. PM2.5 concentrations decrease relative to 2000 in all scenarios, due to projected reductions in emissions, and are associated with avoided premature mortality, particularly in 2100: between -2.39 and -1.31 million deaths/year for the four RCPs. The global mortality burden of PM2.5 is estimated to decrease from 1.70 (1.30 to 2.10) million deaths/year in 2000 to between 0.95 and 1.55 million deaths/year in 2100 for the four RCPs, due to the combined effect of decreases in PM2.5 concentrations and changes in population and baseline mortality rates. Trends in future air pollution-related mortality vary regionally across scenarios, reflecting assumptions for economic growth and air pollution control specific to each RCP and region. Mortality estimates differ among chemistry-climate models due to differences in simulated pollutant concentrations, which is the greatest contributor to overall mortality uncertainty for most cases assessed here, supporting the use of model ensembles to characterize uncertainty. Increases in exposed population and baseline mortality rates of respiratory diseases magnify the impact on premature mortality of changes in future air pollutant concentrations and explain why the future global mortality burden of air pollution can exceed the current burden, even where air pollutant concentrations decrease.

Global-Mean Temperature Change from Shipping toward 2050: Improved Representation of the Indirect Aerosol Effect in Simple Climate Models

We utilize a range of emission scenarios for shipping to determine the induced global-mean radiative forcing and temperature change. Ship emission scenarios consistent with the new regulations on nitrogen oxides (NO(x)) and sulfur dioxide (SO(2)) from the International Maritime Organization and two of the Representative Concentration Pathways are used as input to a simple climate model (SCM). Based on a complex aerosol-climate model we develop and test new parametrizations of the indirect aerosol effect (IAE) in the SCM that account for nonlinearities in radiative forcing of ship-induced IAE. We find that shipping causes a net global cooling impact throughout the period 1900-2050 across all parametrizations and scenarios. However, calculated total net global-mean temperature change in 2050 ranges from -0.03[-0.07,-0.002]°C to -0.3[-0.6,-0.2]°C in the A1B scenario. This wide range across parametrizations emphasizes the importance of properly representing the IAE in SCMs and to reflect the uncertainties from complex global models. Furthermore, our calculations show that the future ship-induced temperature response is likely a continued cooling if SO(2) and NO(x) emissions continue to increase due to a strong increase in activity, despite current emission regulations. However, such cooling does not negate the need for continued efforts to reduce CO(2) emissions, since residual warming from CO(2) is long-lived.

Climate Impact of Transport

Transport impacts the atmospheric composition and the climate by CO2 and non-CO2 emissions. The atmospheric lifetime of most non-CO2 emissions is much shorter than the CO2 lifetime. Nevertheless, the non-CO2 climate effects are large in comparison to the CO2 effect, in particular for aviation and shipping. This is mainly due to triggering new clouds and modifying existing clouds, and to the impact of nitrogen oxides emissions on the abundances of ozone and methane.

Global aerosol modeling with MADE3 (v3.0) in EMAC (based on v2.53): model description and evaluation

Recently, the aerosol microphysics submodel MADE3 (Modal Aerosol Dynamics model for Europe, adapted for global applications, third generation) was introduced as a successor to MADE and MADE-in. It includes nine aerosol species and nine lognormal modes to represent aerosol particles of three different mixing states throughout the aerosol size spectrum. Here, we describe the implementation of the most recent version of MADE3 into the ECHAM/MESSy Atmospheric Chemistry (EMAC) general circulation model, including a detailed evaluation of a 10year aerosol simulation with MADE3 as part of EMAC. We compare simulation output to station network measurements of near-surface aerosol component mass concentrations, to airborne measurements of aerosol mass mixing ratio and number concentration vertical profiles, to groundbased and airborne measurements of particle size distributions, and to station network and satellite measurements of aerosol optical depth. Furthermore, we describe and apply a new evaluation method, which allows a comparison of model output to size-resolved electron microscopy measurements of particle composition. Although there are indications that fine-mode particle deposition may be underestimated by the model, we obtained satisfactory agreement with the observations. Remaining deviations are of similar size to those identified in other global aerosol model studies. Thus, MADE3 can be considered ready for application within EMAC. Due to its detailed representation of aerosol mixing state, it is especially useful for simulating wet and dry removal of aerosol particles, aerosol-induced formation of cloud droplets and ice crystals as well as aerosol–radiation interactions. Besides studies on these fundamental processes, we also plan to use MADE3 for a reassessment of the climate effects of anthropogenic aerosol perturbations.

Global Atmospheric Aerosol Modeling

Global aerosol models are used to study the distribution and properties of atmospheric aerosol particles as well as their effects on clouds, atmospheric chemistry, radiation, and climate. The present article provides an overview of the basic concepts of global atmospheric aerosol modeling and shows some examples from a global aerosol simulation. Particular emphasis is placed on the simulation of aerosol particles and their effects within global climate models.

Global chemistry-climate modelling with EMAC

The Institute of Atmospheric Physics of the German Aerospace Center (DLR) uses the numerical model system ECHAM/MESSy Atmospheric Chemistry (EMAC). The model has a flexible modular structure and allows for coupled chemistry-climate simulations. Typical fields of application are related to questions regarding Earth’s climate, atmospheric chemical composition, and aerosol characteristics. In its current setup, the performance of EMAC on LRZ/ALTIX allows for multi-decadal simulations with climatologically significant results. The good performance demonstrates the multi-purpose capabilities of LRZ/ALTIX because EMAC involves various different numerical concepts and implementations of parallel decomposition. Our EMAC activities on LRZ/ALTIX are devoted to both model development and production simulations. The former comprise a new upper-boundary representation, a chemistry-transport mode, the inclusion of a mixed-layer ocean, and full-Lagrangian transport and dynamics. The latter tackle, for instance, questions related to the environmental impact of anthropogenic aerosol and gaseous substances.