Atmospheric Chemistry and Physics Discussions www.atmos-chem-phys-discuss.net 1680-7367 1680-7375 8 5 2008 10.5194/acpd-8-18219-2008 http://www.atmos-chem-phys-discuss.net/8/18219/2008/ http://www.atmos-chem-phys-discuss.net/8/18219/2008/acpd-8-18219-2008.html http://www.atmos-chem-phys-discuss.net/8/18219/2008/acpd-8-18219-2008.pdf 18219 18266 2008-10-21 The impact of traffic emissions on atmospheric ozone and OH: results from QUANTIFY P. Hoor hoor@mpch-mainz.mpg.de J. Borken-Kleefeld D. Caro O. Dessens O. Endresen M. Gauss V. Grewe D. Hauglustaine I. S. A. Isaksen P. Jöckel J. Lelieveld E. Meijer D. Olivie M. Prather C. Schnadt Poberaj J. Staehelin Q. Tang J. van Aardenne P. van Velthoven R. Sausen Max Planck Institute for Chemistry, Department of Atmospheric Chemistry, 55020 Mainz, Germany Transportation Studies, German Aerospace Center (DLR), Berlin, Germany Laboratoire des Sciences du Climat et de l'Environment (LSCE), CEN de Saclay, Gif-sur-Yvette, France Centre for Atmospheric Science, Department of Chemistry, Cambridge, UK DNV, Det Norske Veritas (DNV), Oslo, Norway Department of Geosciences, University of Oslo, Norway Deutsches Zentrum für Luft- und Raumfahrt, Institut für Physik der Atmosphäre, Oberpaffenhofen, 82234 Wessling, Germany Royal Netherlands Meteorological Institute, KNMI, De Bilt, The Netherlands Meteo France, CNRS, Toulouse, France Department of Earth System Science, University of California, Irvine, USA Institute for Atmospheric and Climate Science, Swiss Federal Institute of Technology, Zürich, Switzerland Joint Research Center, JRC, Ispra, Italy To estimate the impact of emissions by road, aircraft and ship traffic on ozone and OH of the present-day atmosphere seven different atmospheric chemistry models simulated the atmospheric composition of the year 2003. Based on newly developed global emission inventories for road, maritime and aircraft emission data sets each model performed a series of five simulations: A base scenario using the full set of emissions, three sensitivity studies with each individual sector of transport reduced by 5% and one simulation with all traffic related emissions reduced by 5%. The approach minimizes non-linearities in atmospheric chemical effects and are later scaled to 100%. The global annual mean impact of ship emissions on ozone in the boundary layer leads to an increase of ozone of 1.2%, followed by road (0.87%) and aircraft emissions (0.3%). In the upper troposphere between 200–300 hPa both road and ship traffic affect ozone by 1.1%, whereas aircraft emissions contribute 0.9%. However, 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 4.0 DU and occurs over the northern subtropical Atlantic. The impact of traffic emissions on total ozone in the Southern Hemisphere is approximately half of the northern hemispheric perturbation. Below 800 hPa both ozone and OH respond most sensitively to ship emissions in the marine boundary layer over the Atlantic, where the effect can exceed 10% (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 (equivalent to 1–1.5 ppbv). Road emissions have the strongest impact on ozone in the continental boundary layer and the free troposphere in summer. They also affect the upper troposphere particularly during northern summer associated with strong convection in mid latitudes. 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