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Mesoscale eddies are one of the most prominent processes in the world’s ocean. The eddy-induced transport of water mass, heat, and energy has a great impact on the ocean and atmosphere. The study of global mass transport by mesoscale eddies is important. However, most existing studies have used Eulerian eddy detection methods. Compared with Lagrangian methods, Eulerian methods fail to distinguish the coherent transport from the incoherent transport induced by eddies. Using a Lagrangian-averaged vorticity deviation (LAVD)-based coherent eddy detection method, this study identifies global coherent mesoscale eddies in the upper 1000 m of the ocean. Based on the eddy dataset, the eddy-induced coherent mass transport is calculated. Compared with Eulerian estimates, the Lagrangian results shown in this study are one order of magnitude smaller. This means that roughly only about 10% of eddy-induced global water mass transport is coherent. The cumulative eddy-induced coherent transport across each latitude or longitude is only around 1 Sv (1 Sv ≡ 10 6 m 3 s −1 ), which is much less than the transport induced by wind-driven gyres and thermohaline circulation.

Perfluoroalkyl acids (PFAAs) are persistent, in some cases, bioaccumulative compounds found ubiquitously within the environment. They can be formed from the atmospheric oxidation of volatile precursor compounds and undergo long-range transport (LRT) through the atmosphere and ocean to remote locations. Ice caps preserve a temporal record of PFAA deposition making them useful in studying the atmospheric trends in LRT of PFAAs in polar or mountainous regions, as well as in understanding major pollutant sources and production changes over time. A 15 m ice core representing 38 years of deposition (1977–2015) was collected from the Devon Ice Cap in Nunavut, providing us with the first multi-decadal temporal ice record in PFAA deposition to the Arctic. Ice core samples were concentrated using solid phase extraction and analyzed by liquid and ion chromatography methods. Both perfluoroalkyl carboxylic acids (PFCAs) and perfluoroalkyl sulfonic acids (PFSAs) were detected in the samples, with fluxes ranging from < LOD to 141 ng m−2 yr−1. Our results demonstrate that the PFCAs and perfluorooctane sulfonate (PFOS) have continuous and increasing deposition on the Devon Ice Cap, despite recent North American and international regulations and phase-outs. We propose that this is the result of on-going manufacture, use and emissions of these compounds, their precursors and other newly unidentified compounds in regions outside of North America. By modelling air mass transport densities, and comparing temporal trends in deposition with production changes of possible sources, we find that Eurasian sources, particularly from Continental Asia, are large contributors to the global pollutants impacting the Devon Ice Cap. Comparison of PFAAs to their precursors and correlations of PFCA pairs showed that deposition of PFAAs is dominated by atmospheric formation from volatile precursor sources. Major ion analysis confirmed that marine aerosol inputs are unimportant to the long-range transport mechanisms of these compounds. Assessments of deposition, homologue profiles, ion tracers, air mass transport models, and production and regulation trends allow us to characterize the PFAA depositional profile on the Devon Ice Cap and further understand the LRT mechanisms of these persistent pollutants.

Recent studies have revealed a significant influx of anthropogenic aerosol from South Asia to the Himalayas and Tibetan Plateau (TP) during pre-monsoon period. In order to characterize the chemical composition, sources, and transport processes of aerosol in this area, we carried out a field study during June 2015 by deploying a suite of online instruments including an Aerodyne high-resolution time-of-flight aerosol mass spectrometer (HR-AMS) and a multi-angle absorption photometer (MAAP) at Nam Co station (90∘57′ E, 30∘46′ N; 4730 m a.s.l.) at the central of the TP. The measurements were made at a period when the transition from pre-monsoon to monsoon occurred. The average ambient mass concentration of submicron particulate matter (PM1) over the whole campaign was ∼ 2.0 µg m−3, with organics accounting for 68 %, followed by sulfate (15 %), black carbon (8 %), ammonium (7 %), and nitrate (2 %). Relatively higher aerosol mass concentration episodes were observed during the pre-monsoon period, whereas persistently low aerosol concentrations were observed during the monsoon period. However, the chemical composition of aerosol during the higher aerosol concentration episodes in the pre-monsoon season was on a case-by-case basis, depending on the prevailing meteorological conditions and air mass transport routes. Most of the chemical species exhibited significant diurnal variations with higher values occurring during afternoon and lower values during early morning, whereas nitrate peaked during early morning in association with higher relative humidity and lower air temperature. Organic aerosol (OA), with an oxygen-to-carbon ratio (O ∕ C) of 0.94, was more oxidized during the pre-monsoon period than during monsoon (average O ∕ C ratio of 0.72), and an average O ∕ C was 0.88 over the entire campaign period, suggesting overall highly oxygenated aerosol in the central TP. Positive matrix factorization of the high-resolution mass spectra of OA identified two oxygenated organic aerosol (OOA) factors: a less oxidized OOA (LO-OOA) and a more oxidized OOA (MO-OOA). The MO-OOA dominated during the pre-monsoon period, whereas LO-OOA dominated during monsoon. The sensitivity of air mass transport during pre-monsoon with synoptic process was also evaluated with a 3-D chemical transport model.

A train of subsurface mesoscale eddies (SMEs) consisting of two cyclones and two anticyclones was observed in the northeastern South China Sea (NESCS) in 2015 by a mooring array. In contrast to the widely reported surface-intensified eddies, the SMEs had weak surface signals but showed maximum velocity at ∼370 m with a magnitude of 17.2 cm s −1 . The SMEs generally propagated westward with a speed of ∼4.3 cm s −1 , which resulted in a distinct ∼120-day-period oscillations in the moored time series. Based on the concurrent velocity, temperature, and salinity from the mooring array, three-dimensional structures of the SMEs were constructed, which were then used to quantify water mass transports induced by them. The results revealed that all these SMEs were vertically tilted with an influence depth exceeding 1000 m. Water mass analysis suggested that the cyclonic and anticyclonic SMEs trapped the northwest Pacific water and the NESCS local water, respectively. The cyclones transported 1.00 ± 0.25 Sv (1 Sv ≡ 10 6 m 3 s −1 ) North Pacific Intermediate Water westward into the NESCS during the 2-yr observation period, accounting for 61.7% of the observed volume transport through the Luzon Strait between 25.8 and 27.4 σ 0 . Furthermore, it also showed that both the trapping and stirring effects of the SMEs induced an eastward heat transport across the Luzon Strait, but the role of the former was much more important than the latter. The present results suggested that the SMEs near the Luzon Strait may provide a novel route for the intermediate-layer water exchange between the NESCS and Pacific.

Reactive mass transport (RMT) simulation is a powerful numerical tool to advance our understanding of complex geochemical processes and their feedbacks in relevant subsurface systems. Thermodynamic equilibrium defines the baseline for solubility, chemical kinetics, and RMT in general. Efficient RMT simulations can be based on the operator-splitting approach, where the solver of chemical equilibria is called by the mass transport part for each control volume whose composition, temperature, or pressure has changed. Modeling of complex natural systems requires consideration of multiphase–multicomponent geochemical models that include nonideal solutions (aqueous electrolytes, fluids, gases, solid solutions, and melts). Direct Gibbs energy minimization (GEM) methods have numerous advantages for the realistic geochemical modeling of such fluid–rock systems. Substantial improvements and extensions to the revised GEM interior point method algorithm based on Karpov’s convex programming approach are described, as implemented in the GEMS3K C/C+ + code, which is also the numerical kernel of GEM-Selektor v.3 package ( http://gems.web.psi.ch ). GEMS3K is presented in the context of the essential criteria of chemical plausibility, robustness of results, mass balance accuracy, numerical stability, speed, and portability to high-performance computing systems. The stand-alone GEMS3K code can treat very complex chemical systems with many nonideal solution phases accurately. It is fast, delivering chemically plausible and accurate results with the same or better mass balance precision as that of conventional speciation codes. GEMS3K is already used in several coupled RMT codes (e.g., OpenGeoSys-GEMS) capable of high-performance computing.

Long-range transport of anthropogenic air pollutants from East Asia can affect the downwind marine air quality during spring and winter. Long-range transport of continental air pollutants and their interaction with sea salt aerosol (SSA) significantly modify the radiative forcing of marine aerosols and influence ocean biogeochemical cycling. Previous studies poorly characterize variations of aerosol particles along with air mass transport from the continental edge to the remote ocean. Here, the research ship R/V Dongfanghong 2 traveled from the eastern China seas (ECS) to the northwestern Pacific Ocean (NWPO) to understand what and how air pollutants were transported from the highly polluted continental air to clean marine air in spring. A transmission electron microscope (TEM) was used to find the long-range transported anthropogenic particles and the possible Cl-depletion phenomenon of SSA in marine air. Anthropogenic aerosols (e.g., sulfur (S)-rich, S-soot, S-metal/fly ash, organic matter (OM)-S, and OM coating particles) were identified and dramatically declined from 87 % to 8 % by number from the ECS to remote NWPO. For the SSA aging, 87 % of SSA particles in the ECS were identified as fully aged, while the proportion of fully aged SSA particles in the NWPO decreased to 29 %. Our results highlight that anthropogenic acidic gases in the troposphere (e.g., SO2, NOx, and volatile organic compounds) could be transported to remote marine air and exert a significant impact on aging of SSA particles in the NWPO. The study shows that anthropogenic particles and gases from East Asia significantly perturb different aerosol chemistry from coastal to remote marine air. More attention should be given to the modification of SSA particles in remote marine areas due to the influence of anthropogenic gaseous pollutants.

Annual minima in Arctic sea-ice extent and volume have been decreasing rapidly since the late 1970s, with substantial interannual variability. Summers with a particularly strong reduction of Arctic sea-ice extent are characterized by anticyclonic circulation anomalies from the surface to the upper troposphere. Here, we investigate the origin of these seasonal circulation anomalies by identifying individual Arctic anticyclones (with a lifetime of typically ten days) and analysing the air mass transport into these systems. We reveal that these episodic upper-level induced Arctic anticyclones are relevant for generating seasonal circulation anomalies. Sea-ice reduction is systematically enhanced during the transient episodes with Arctic anticyclones and the seasonal reduction of sea-ice volume correlates with the area-averaged frequency of Arctic anticyclones poleward of 70° N (correlation coefficient of 0.57). A trajectory analysis shows that these anticyclones result from extratropical cyclones injecting extratropical air masses with low potential vorticity into the Arctic upper troposphere. Our results emphasize the fundamental role of extratropical cyclones and associated diabatic processes in establishing Arctic anticyclones and, in turn, seasonal circulation anomalies, which are of key importance for understanding the variability of summertime Arctic sea-ice melting.

How air masses transform during meridional transport into and out of the Arctic is not well represented by numerical models. The airborne field campaign HALO-(𝒜𝒞)3 applied the High Altitude and Long-range Research Aircraft (HALO) within the framework of the collaborative research project on Arctic amplification (𝒜𝒞)3 to address this question by providing a comprehensive observational basis. The campaign took place from 7 March to 12 April 2022 in the North Atlantic sector of the Arctic, a main gateway of atmospheric transport into and out of the Arctic. Here, we investigate to which degree the meteorological and sea ice conditions during the campaign align with the long-term climatology (1979–2022). For this purpose, we use the European Centre for Medium-Range Weather Forecasts (ECMWF) reanalysis v5 (ERA5), satellite data, and measurements at Ny-Ålesund, including atmospheric soundings. The observations and reanalysis data revealed two distinct periods with different weather conditions during HALO-(𝒜𝒞)3: the campaign started with a warm period (11–20 March 2022) where strong southerly winds prevailed that caused poleward transport of warm and moist air masses, so-called moist and warm air intrusions (WAIs). Two WAI events were identified as atmospheric rivers (ARs), which are narrow bands of strong moisture transport. These warm and moist air masses caused the highest measured 2 m temperatures (5.5 °C) and daily precipitation rates (42 mm d−1) at Ny-Ålesund for March since the beginning of the record (1993). Over the sea ice northwest of Svalbard, ERA5 indicated record-breaking rainfall. After the passage of a strong cyclone on 21 March 2022, a cold period followed. Northerly winds advected cold air into the Fram Strait, causing marine cold air outbreaks (MCAOs) until the end of the campaign. This second phase included one of the longest MCAO events found in the ERA5 record (19 d). On average, the entire campaign period was warmer than the climatological mean due to the strong influence of the ARs. In the Fram Strait, the sea ice concentration was well within the climatological variability over the entire campaign duration. However, during the warm period, a large polynya opened northeast of Svalbard, untypical for this season. Compared to previous airborne field campaigns focusing on the evolution of (mixed-phase) clouds, a larger variety of MCAO conditions was observed during HALO-(𝒜𝒞)3. In summary, air mass transport into and out of the Arctic was more pronounced than usual, providing exciting prospects for studying air mass transformation using HALO-(𝒜𝒞)3.

The heat wave in late June of 2021 (PNW21) set new temperature records in the Pacific Northwest (PNW). In Lytton the highest temperature ever recorded in Canada was measured. Several studies have already explored this extreme event in detail, however, here we compare the atmospheric air mass transport and heating processes associated with this heat wave with the 34 other most extreme heat events in the same region during the period 1960–2021, using a long backtracking time of 25 days. We found significant differences in the heat waves. During PNW21 most of the air was coming from the Philippine Sea, with more than 40% of the air located south of 15°N, and anomalous advection of sensible and latent heat from the Tropics was the dominant cause of PNW21. The latent heat was efficiently converted into sensible heat by precipitation, which was unique, as most other extremes experienced net diabatic cooling. Plain Language Summary At the end of June in 2021 a heat wave occurred over the Pacific Northwest (PNW) and led to catastrophic damage in the region, notably the destruction of the town of Lytton by a wild fire 1 day after a new temperature record for Canada was set there. Here we look at where the air during this event was coming from and compare the atmospheric mass transport to 34 other extreme heat events in this region. We found that during the heat wave in June 2021 most of the air was coming from the Philippine Sea where it took up large amounts of heat and moisture. This source region is deeper in the Tropics than for all other extreme events. At the same time, the Philippine Sea was anomalously warm. Thus, the air was warmer and moister than for all the other extreme events already 3 weeks before reaching the PNW. The energy associated with the high tropical moisture content was efficiently converted into heat by precipitation along the Meiyu‐Baiu front—a unique process not found for any other extreme heat event. Key Points The air causing the heat wave in late June 2021 (PNW21) came from deep in the Tropics, more south and west compared to other events Three weeks prior to the event, the air was warmer and moister, indicating that advection of heat from the Tropics was an important driver Condensation in a warm conveyor belt caused heating for PNW21, while most other extreme events showed overall diabatic cooling

North American pollution outflow is ubiquitous over the western North Atlantic Ocean, especially in winter, making this location a suitable natural laboratory for investigating the impact of precipitation on aerosol particles along air mass trajectories. We take advantage of observational data collected at Bermuda to seasonally assess the sensitivity of aerosol mass concentrations and volume size distributions to accumulated precipitation along trajectories (APT). The mass concentration of particulate matter with aerodynamic diameter less than 2.5 µm normalized by the enhancement of carbon monoxide above background (PM2.5/ΔCO) at Bermuda was used to estimate the degree of aerosol loss during transport to Bermuda. Results for December–February (DJF) show that most trajectories come from North America and have the highest APTs, resulting in a significant reduction (by 53 %) in PM2.5/ΔCO under high-APT conditions (> 13.5 mm) relative to low-APT conditions (< 0.9 mm). Moreover, PM2.5/ΔCO was most sensitive to increases in APT up to 5 mm (−0.044 µg m−3 ppbv−1 mm−1) and less sensitive to increases in APT over 5 mm. While anthropogenic PM2.5 constituents (e.g., black carbon, sulfate, organic carbon) decrease with high APT, sea salt, in contrast, was comparable between high- and low-APT conditions owing to enhanced local wind and sea salt emissions in high-APT conditions. The greater sensitivity of the fine-mode volume concentrations (versus coarse mode) to wet scavenging is evident from AErosol RObotic NETwork (AERONET) volume size distribution data. A combination of GEOS-Chem model simulations of the 210Pb submicron aerosol tracer and its gaseous precursor 222Rn reveals that (i) surface aerosol particles at Bermuda are most impacted by wet scavenging in winter and spring (due to large-scale precipitation) with a maximum in March, whereas convective scavenging plays a substantial role in summer; and (ii) North American 222Rn tracer emissions contribute most to surface 210Pb concentrations at Bermuda in winter (∼ 75 %–80 %), indicating that air masses arriving at Bermuda experience large-scale precipitation scavenging while traveling from North America. A case study flight from the ACTIVATE field campaign on 22 February 2020 reveals a significant reduction in aerosol number and volume concentrations during air mass transport off the US East Coast associated with increased cloud fraction and precipitation. These results highlight the sensitivity of remote marine boundary layer aerosol characteristics to precipitation along trajectories, especially when the air mass source is continental outflow from polluted regions like the US East Coast.