Interactions between the atmosphere, cryosphere and ecosystems at northern high latitudesDownload
The Nordic Centre of Excellence CRAICC (Cryosphere–Atmosphere Interactions in a Changing Arctic Climate), funded by NordForsk in the years 2011–2016, is the largest joint Nordic research and innovation initiative to date, aiming to strengthen research and innovation regarding climate change issues in the Nordic region. CRAICC gathered more than 100 scientists from all Nordic countries in a virtual centre with the objectives of identifying and quantifying the major processes controlling Arctic warming and related feedback mechanisms, outlining strategies to mitigate Arctic warming, and developing Nordic Earth system modelling with a focus on short-lived climate forcers (SLCFs), including natural and anthropogenic aerosols.
The outcome of CRAICC is reflected in more than 150 peer-reviewed scientific publications, most of which are in the CRAICC special issue of the journal Atmospheric Chemistry and Physics. This paper presents an overview of the main scientific topics investigated in the centre and provides the reader with a state-of-the-art comprehensive summary of what has been achieved in CRAICC with links to the particular publications for further detail. Faced with a vast amount of scientific discovery, we do not claim to completely summarize the results from CRAICC within this paper, but rather concentrate here on the main results which are related to feedback loops in climate change–cryosphere interactions that affect Arctic amplification.
The seasonal characteristics of cloud condensation nuclei (CCN) in the arctic lower troposphere
A new aerosol wet removal scheme for the Lagrangian particle model FLEXPART v10
Do contemporary (1980-2015) emissions determine the elemental carbon deposition trend at Holtedahlfonna glacier, Svalbard?
Trends in black carbon and size-resolved particle number concentrations and vehicle emission factors under real-world conditions
Kerbside concentrations of NOx, black carbon (BC), total number of particles (diameter > 4 nm) and number size distribution (28–410 nm) were measured at a busy street canyon in Stockholm in 2006 and 2013. Over this period, there was an important change in the vehicle fleet due to a strong dieselisation process of light-duty vehicles and technological improvement of vehicle engines. This study assesses the impact of these changes on ambient concentrations and particle emission factors (EF). EF were calculated by using a novel approach which combines the NOx tracer method with positive matrix factorisation (PMF) applied to particle number size distributions. NOx concentrations remained rather constant between these two years, whereas a large decrease in particle concentrations was observed, being on average 60% for BC, 50% for total particle number, and 53% for particles in the range 28–100 nm. The PMF analysis yielded three factors that were identified as contributions from gasoline vehicles, diesel fleet, and urban background. This separation allowed the calculation of the average vehicle EF for each particle metric per fuel type. In general, gasoline EF were lower than diesel EF, and EF for 2013 were lower than the ones derived for 2006. The EFBC decreased 77% for both gasoline and diesel fleets, whereas the particle number EF reduction was higher for the gasoline (79%) than for the diesel (37%) fleet. Our EF are consistent with results from other on-road studies, which reinforces that the proposed methodology is suitable for EF determination and to assess the effectiveness of policies implemented to reduce vehicle exhaust emissions. However, our EF are much higher than EF simulated with traffic emission models (HBEFA and COPERT) that are based on dynamometer measurements, except for EFBC for diesel vehicles. This finding suggests that the EF from the two leading models in Europe should be revised for BC (gasoline vehicles) and particle number (all vehicles), since they are used to compile national inventories for the road transportation sector and also to assess their associated health effects. Using the calculated kerbside EF, we estimated that the traffic emissions were lower in 2013 compared to 2006 with a 61% reduction for BC (due to decreases in both gasoline and diesel emissions), and 34–45% for particle number (reduction only in gasoline emissions). Limitations of the application of these EF to other studies are also discussed.