Rising emissions of anthropogenic greenhouse gases (GHG) have led to tropospheric warming and stratospheric cooling over recent decades. As a thermodynamic consequence, the troposphere has expanded and the rise of the tropopause, the boundary between the troposphere and stratosphere, has been suggested as one of the most robust fingerprints of anthropogenic climate change. Conversely, at altitudes above ∼55 km (in the mesosphere and thermosphere) observational and modeling evidence indicates a downward shift of the height of pressure levels or decreasing density at fixed altitudes. The layer in between, the stratosphere, has not been studied extensively with respect to changes of its global structure. Here we show that this atmospheric layer has contracted substantially over the last decades, and that the main driver for this are increasing concentrations of GHG. Using data from coupled chemistry-climate models we show that this trend will continue and the mean climatological thickness of the stratosphere will decrease by 1.3 km following representative concentration pathway 6.0 by 2080. We also demonstrate that the stratospheric contraction is not only a response to cooling, as changes in both tropopause and stratopause pressure contribute. Moreover, its short emergence time (less than 15 years) makes it a novel and independent indicator of GHG induced climate change.

In general, regional and global chemistry transport models apply instantaneous mixing of emissions into the model's finest resolved scale. In case of a concentrated source, this could result in erroneous calculation of the evolution of both primary and secondary chemical species. Several studies discussed this issue in connection with emissions from ships and aircraft. In this study, we present an approach to deal with the non-linear effects during dispersion of NO_x emissions from ships. It represents an adaptation of the original approach developed for aircraft NO_x emissions, which uses an exhaust tracer to trace the amount of the emitted species in the plume and applies an effective reaction rate for the ozone production/destruction during the plume's dilution into the background air. In accordance with previous studies examining the impact of international shipping on the composition of the troposphere, we found that the contribution of ship induced surface NO_x to the total reaches 90% over remote ocean and makes 10–30% near coastal regions. Due to ship emissions, surface ozone increases by up to 4–6 ppbv making 10% contribution to the surface ozone budget. When applying the ship plume parameterization, we show that the large scale NO_x decreases and the ship NO_x contribution is reduced by up to 20–25%. A similar decrease was found in the case of O₃. The plume parameterization suppressed the ship induced ozone production by 15–30% over large areas of the studied region. To evaluate the presented parameterization, nitrogen monoxide measurements over the English Channel were compared with modeled values and it was found that after activating the parameterization the model accuracy increases.

Cities are characterized by different physical properties of surface compared to their rural counterparts, resulting in a specific regime of the meteorological phenomenon. Our study aims to evaluate the impact of typical urban surfaces on the central European urban climate in several model simulations, performed with the Weather Research and Forecasting (WRF) model and Regional Climate Model (RegCM). The specific processes occurring in the typical urban environment are described in the models by various types of urban parameterizations, greatly differing in complexity. Our results show that all models and urban parameterizations are able to reproduce the most typical urban effect, the summer evening and nocturnal urban heat island, with the average magnitude of 2–3 °C. The impact of cities on the wind is clearly dependent on the urban parameterization employed, with more simple ones unable to fully capture the wind speed reduction induced by the city. In the summer, a significant difference in the boundary-layer height (about 25 %) between models is detected. The urban-induced changes of temperature and wind speed are propagated into higher altitudes up to 2 km, with a decreasing tendency of their magnitudes. With the exception of the daytime in the summer, the urban environment improves the weather conditions a little with regard to the pollutant dispersion, which could lead to the partly decreased concentration of the primary pollutants.

It is well known that the urban canopy (UC) layer, i.e., the layer of air corresponding to the assemblage of the buildings, roads, park, trees and other objects typical to cities, is characterized by specific meteorological conditions at city scales generally differing from those over rural surroundings. We refer to the forcing that acts on the meteorological variables over urbanized areas as the urban canopy meteorological forcing (UCMF). UCMF has multiple aspects, while one of the most studied is the generation of the urban heat island (UHI) as an excess of heat due to increased absorption and trapping of radiation in street canyons. However, enhanced drag plays important role too, reducing mean wind speeds and increasing vertical eddy mixing of pollutants. As air quality is strongly tied to meteorological conditions, the UCMF leads to modifications of air chemistry and transport of pollutants. Although it has been recognized in the last decade that the enhanced vertical mixing has a dominant role in the impact of the UCMF on air quality, very little is known about the uncertainty of vertical eddy diffusion arising from different representation in numerical models and how this uncertainty propagates to the final species concentrations as well as to the changes due to the UCMF. To bridge this knowledge gap, we set up the Regional Climate Model version 4 (RegCM4) coupled to the Comprehensive Air Quality Model with Extensions (CAMx) chemistry transport model over central Europe and designed a series of simulations to study how UC affects the vertical turbulent transport of selected pollutants through modifications of the vertical eddy diffusion coefficient (K_v) using six different methods for K_v calculation. The mean concentrations of ozone and PM_2.5 in selected city canopies are analyzed. These are secondary pollutants or having secondary components, upon which turbulence acts in a much more complicated way than in the case of primary pollutants by influencing their concentrations not only directly but indirectly via precursors too. Calculations are performed over cascading domains (of 27, 9, and 3 km horizontal resolutions), which further enables to analyze the sensitivity of the numerical model to grid resolution. A number of model simulations are carried out where either urban canopies are considered or replaced by rural ones in order to isolate the UC meteorological forcing. Apart from the well-pronounced and expected impact on temperature (increases up to 2 ^∘C) and wind (decreases by up to 2 ms⁻¹), there is a strong impact on vertical eddy diffusion in all of the six K_v methods. The K_v enhancement ranges from less than 1 up to 30 m² s⁻¹ at the surface and from 1 to 100 m² s⁻¹ at higher levels depending on the methods. The largest impact is obtained for the turbulent kinetic energy (TKE)-based methods. The range of impact on the vertical eddy diffusion coefficient propagates to a range of ozone (O₃) increase of 0.4 to 4 ppbv in both summer and winter (5 %–10 % relative change). In the case of PM_2.5, we obtained decreases of up to 1 µg m⁻³ in summer and up to 2 µg m⁻³ in winter (up to 30 %–40 % relative change). Comparing these results to the “total-impact”, i.e., to the impact of all meteorological modifications due to UCMF, we can conclude that much of UCMF is explained by the enhanced vertical eddy diffusion, which counterbalances the opposing effects of other components of this forcing (temperature, humidity and wind). The results further show that this conclusion holds regardless of the resolution chosen and in both the warm and cold parts of the year.