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To demonstrate how a mega city can lead in decarbonizing beyond legal mandates, the city of Los Angeles (LA) developed science-based, feasible pathways towards utilizing 100% renewable energy for its municipally-owned electric utility. Aside from decarbonization, renewable energy adoption can lead to co-benefits such as improving urban air quality from reductions in combustion-related emissions of oxides of nitrogen (NOx), primary fine particulate matter (PM2.5) and others. Herein, we quantify changes to air pollutant concentrations and public health from scenarios of 100% renewable electricity adoption in LA in 2045, alongside aggressive electrification of end-use sectors. Our analysis suggests that while ensuring reliable electricity supply, reductions in emissions of air pollutants associated with the 100% renewable electricity scenarios can lead to 8% citywide reductions of PM2.5 concentration while increasing ozone concentration by 5% relative to a 2012 baseline year, given identical meteorology conditions. The combination of these concentration changes could result in net monetized public health benefits (driven by avoided deaths) of up to $1.4 billion in year 2045 in LA, results potentially replicable for other city-scale decarbonization scenarios.

Photocatalytic self-cleaning “cool” roofs and walls can maintain high albedos, saving building cooling energy, reducing peak power demand, and mitigating the urban heat island effect. Other environmental benefits result from their de-polluting properties. Specimens from two different photocatalytic architectural membranes and a non-photocatalytic control were exposed alongside vertically, facing west, for two years at three California sites, and retrieved quarterly for testing. Photocatalytic materials showed excellent self-cleaning performance, retaining albedos of 0.74 – 0.75. By contrast, the control material exhibited an albedo loss of up to 0.10, with appreciable soiling observed by scanning electron microscopy. De-pollution capacity was assessed by quantifying NO removal and NOx deposition rates at 60 °C. Efficacy varied with exposure location, weather conditions, and the nature of the photocatalytic material. Seasonal effects were observed, with partial inhibition during the dry season and reactivation during the rainy season.

Photocatalytic building surfaces can harness sunlight to reduce urban air pollution. The NOx abatement capacity of TiO2-coated granules used in roofing products was evaluated for commercial product development. A laboratory test chamber and ancillary setup were built following conditions prescribed by ISO Standard 22197-1. It was validated by exposing reference P25-coated aluminum plates to a 3 L min−1 air flow enriched in 1 ppm NO under UVA irradiation (360 nm, 11.5 W m−2). We characterized prototype granule-surfaced asphalt shingles and loose granules prepared with different TiO2 loadings and post-treatment formulations. Tests performed at surface temperatures of 25 and 60 °C showed that NOx abatement was more effective at the higher temperature. Preliminary tests explored the use of 1 ppm NO2 and of 1 ppm and 0.3 ppm NO/NO2 mixtures. Specimens were aged in a laboratory accelerated weathering apparatus, and by exposure to the outdoor environment over periods that included dry and rainy seasons. Laboratory aging led to higher NO removal and NO2 formation rates, and the same catalyst activation was observed after field exposure with frequent precipitation. However, exposure during the dry season reduced the performance. This inactivation was mitigated by cleaning the surface of field-exposed specimens. Doubling the TiO2 loading led to a 50–150% increase in NO removal and NOx deposition rates. Application of different post-treatment coatings decreased NO removal rates (21–35%) and NOx deposition rates (26–74%) with respect to untreated granules. The mass balance of nitrogenated species was assessed by extracting granules after UV exposure in a 1 ppm NO-enriched atmosphere.

Solar reflective cool roofs and walls can be used to mitigate the urban heat island effect. While many past studies have investigated the climate impacts of adopting cool surfaces, few studies have investigated their effects on air pollution, especially on particulate matter (PM). This research for the first time investigates the influence of widespread deployment of cool walls on urban air pollutant concentrations, and systematically compares cool wall to cool roof effects. Simulations using a coupled meteorology-chemistry model (WRF-Chem) for a representative summertime period show that cool walls and roofs can reduce urban air temperatures, wind speeds, and planetary boundary heights in the Los Angeles Basin. Consequently, increasing wall (roof) albedo by 0.80, an upper bound scenario, leads to maximum daily 8-h average ozone concentration reductions of 0.35 (0.83) ppbv in Los Angeles County. However, cool walls (roofs) increase daily average PM2.5 concentrations by 0.62 (0.85) μg m-3. We investigate the competing processes driving changes in concentrations of speciated PM2.5. Increases in primary PM (elemental carbon and primary organic aerosols) concentrations can be attributed to reductions in ventilation of the Los Angeles Basin. Increases in concentrations of semivolatile species (e.g., nitrate) are mainly driven by increases in gas-to-particle conversion due to reduced atmospheric temperatures.

Raising the albedo (solar reflectance) of a building’s walls reduces unwanted solar heat gain in the cooling season. This saves electricity and lowers peak power demand by decreasing the need for air conditioning. It can also cool the outside air, which can mitigate the urban heat island effect and also improve air quality by slowing the reactions that produce smog. This project quantified the energy savings, peak demand reduction, urban cooling, and air quality improvements attainable from solar-reflective “cool” walls in California; collaborated with industry to assess the performance of existing cool-wall technologies, and to develop innovative cool-wall solutions; and worked with state and federal government agencies, utilities, and industry to create a cool-wall infrastructure, including application guidelines, a product rating program, incentives, and building code credits.Simulations indicate that cool walls provide annual energy savings, peak demand reduction, annual emission reduction, and summer heat island mitigation benefits comparable to those yielded by cool roofs, and are helpful across California and in most of the southern half of the United States (that is, in U.S. climate zones 1—4). Natural exposure trials conducted at three sites in California and another three sites across the United States indicate that cool-wall materials tend to stay clean and reflective. Significant advances were made in novel cool-wall technologies, such as fluorescent cool pigments that expand the color palette for cool-wall products. We prepared guidelines for the climate- and building-appropriate use of cool walls, convened a stakeholder workshop, and created a working group. Ongoing efforts seek to introduce or expand cool-wall provisions in building energy standards, green building programs, and energy efficiency incentive programs, and to develop a cool-wall product rating system.

To relate fine-scale spatial air-temperature variations in local urban heat islands and urban cool islands—increases and decreases in outside air temperature—within a large urban-climate archipelago to variations in land-use and land-cover properties in the Los Angeles Basin, the research team sought to (a) use fine-resolution meso-urban climate models to identify areas of urban heat and cool islands, select sites for fixed weather monitoring, and choose routes for mobile observations; (b) relate observed intraurban temperature variations to land use and landcover and surface physical properties; and (c) calibrate/validate the climate models. The research team assessed urban temperature variations via simulations and observations, including mobile transects, mesonet, dense networks of personal weather stations, and sparsebut more accurate research-grade monitors. To identify the causative factors of the urban heat and cool islands at the neighborhood scale, the research team collected detailed urban morphometric and land use and land cover datasets, such as 1-meter (3.3 foot) resolution roof albedo (solar reflectance) and tree canopy cover. The research team used the observationvalidated model to finalize the transect routes and site the stationary monitors. This study provides the first observational evidence from analysis of high-spatial-density weather stations that increases in roof albedo at neighborhood scale are associated with reductions in near-surface air temperature. This finding was corroborated with the analysisfrom mobile transect measurements and correlation of observed air temperature with neighborhood-scale albedo and vegetation. This correlation revealed a cooling effect from areawide increase in albedo or canopy cover or both. The calibrated meteorological model accurately identified the localized urban heat and cool islands observed in this study. Interested stakeholders/researchers can use the same models and calibration/validation methodology to characterize within-city microclimate variations elsewhere in California, and can apply them to analyze the benefits from using urban heat island countermeasures.This project report is an extended and more detailed version of a related report prepared for California’s Fourth Climate Change Assessment.

The effects of neighborhood-scale land use and land cover (LULC) properties on observed air temperatures are investigated in two regions within Los Angeles County: Central Los Angeles and the San Fernando Valley (SFV). LULC properties of particular interest in this study are albedo and tree fraction. High spatial density meteorological observations are obtained from 76 personal weather-stations. Observed air temperatures were then related to the spatial mean of each LULC parameter within a 500 m radius "neighborhood" of each weather station, using robust regression for each hour of July 2015. For the neighborhoods under investigation, increases in roof albedo are associated with decreases in air temperature, with the strongest sensitivities occurring in the afternoon. Air temperatures at 14:00-15:00 local daylight time are reduced by 0.31 °C and 0.49 °C per 1 MW increase in daily average solar power reflected from roofs per neighborhood in SFV and Central Los Angeles, respectively. Per 0.10 increase in neighborhood average albedo, daily average air temperatures were reduced by 0.25 °C and 1.84 °C. While roof albedo effects on air temperature seem to exceed tree fraction effects during the day in these two regions, increases in tree fraction are associated with reduced air temperatures at night.

This study for the first time assesses the influence of employing solar reflective "cool" walls on the urban energy budget and summertime climate of the Los Angeles basin. We systematically compare the effects of cool walls to cool roofs, a heat mitigation strategy that has been widely studied and employed, using a consistent modeling framework (the Weather Research and Forecasting model). Adoption of cool walls leads to increases in urban grid cell albedo that peak in the early morning and late afternoon, when the ratio of solar radiation onto vertical walls versus horizontal surfaces is at a maximum. In Los Angeles County, daily average increase in grid cell reflected solar radiation from increasing wall albedo by 0.80 is 9.1 W m-2, 43% of that for increasing roof albedo. Cool walls reduce canyon air temperatures in Los Angeles by 0.43 K (daily average), with the peak reduction (0.64 K) occurring at 09:00 LST and a secondary peak (0.53 K) at 18:00 LST. Per 0.10 wall (roof) albedo increase, cool walls (roofs) can reduce summertime daily average canyon air temperature by 0.05 K (0.06 K). Results reported here can be used to inform policies on urban heat island mitigation or climate change adaptation.

To identify and characterize localized urban heat- and cool-island signals embedded within the temperature field of a large urban-climate archipelago, fine-resolution simulations with a modified urbanized version of the WRF meteorological model were carried out as basis for siting fixed weather monitors and designing mobile-observation transects. The goal was to characterize variations in urban heat during summer in Los Angeles, California. Air temperatures measured with a shielded sensor mounted atop an automobile in the summers of 2016 and 2017 were compared to model output and also correlated to surface physical properties focusing on neighborhood-scale albedo and vegetation canopy cover. The study modeled and measured the temperature response to variations in surface properties that already exist in the real world, i.e., realistic variations in albedo and canopy cover that are attainable through current building and urban design practices. The simulated along-transect temperature from a modified urbanized WRF model was compared to the along-transect observed temperature from 15 mobile traverses in one area near downtown Los Angeles and another in an inland basin (San Fernando Valley). The observed transect temperature was also correlated to surface physical properties characterizations that were developed for input to the model. Both comparisons were favorable, suggesting that (1) the model can reliably be used in siting fixed weather stations and designing mobile-transect routes to characterize urban heat and (2) that except for a few cases with opposite co-varying influences, the correlations between observed temperature and albedo and between observed temperature and canopy cover were each negative, ranging from -1.0 to -9.0 °C per 0.1 increase in albedo and from -0.1 to -2.2 °C per 0.1 increase in canopy cover. Observational data from the analysis domains pointed to a wind speed threshold of 3 m/s. Below this threshold the variations in air temperature could be explained by land use and surface properties within a 500-m radius of each observation point. Above the threshold, air temperature was influenced by the properties of the surface within a 1-km upwind fetch. Of relevance to policy recommendations, the study demonstrates the significant real-world cooling effects of increasing urban albedo and vegetation canopy cover. Based on correlations between the observed temperature (from mobile transects) and surface physical properties in the study domains, the analysis shows that neighborhood-scale (500-m) cooling of up to 2.8 °C during the daytime can be achieved by increasing albedo. A neighborhood can also be cooled by up to 2.3 °C during the day and up to 3.3 °C at night by increasing canopy cover. The analysis also demonstrates the suitability of using fine-resolution meteorological models to design mobile-transect routes or site-fixed weather monitors in order to quantify urban heat and the efficacy of albedo and canopy cover countermeasures. The results also show that the model is capable of accurately predicting the geographical locations and the magnitudes of localized urban heat and cool islands. Thus the model results can also be used to devise urban-heat mitigation measures.

Raising the albedo (solar reflectance) of streets can lower outside air temperature, reduce building energy use, and improve air quality in cities. However, the production and installation of pavement maintenance and rehabilitation treatments with enhanced albedo (“cool” pavements) may entail more or less energy consumption and carbon emission than that of less-reflective treatments. We developed several case studies in which a cool surface treatment is substituted for a more typical treatment (that is, a cool technology is selected instead of a more typical technology). We then assessed over a 50-year analysis period the changes in primary energy demand (PED, excluding feedstock energy) and global warming potential (GWP, meaning carbon dioxide equivalent) in Los Angeles and Fresno, California. The analysis considers two stages of the pavement life cycle: materials and construction (MAC), comprising material production, transport, and construction; and use, scoped as the influence of pavement albedo on cooling, heating, and lighting energy consumption in buildings. In Los Angeles, substituting a styrene acrylate reflective coating or a chip seal for a slurry seal in routine maintenance, or a bonded concrete overlay on asphalt (BCOA) without supplementary cementitious materials (SCM) for mill-and-fill asphalt concrete in conventional or long-life rehabilitation, induced MAC-stage PED and GWP penalties that substantially exceeded use-stage savings, primarily due to material production. Modified rehabilitation cases in which SCM comprised 21% to 50% of the BCOA's total cementitious content by mass (portland cement + SCM) yielded smaller total (MAC + use) PED and GWP penalties, or even total PED and GWP savings. Trends in Fresno were similar, with some differences in GWP outcomes that result from Fresno's longer heating season. The modified rehabilitation cases using BCOA with high SCM content yielded total GWP savings in each city; all other cases yielded total GWP penalties. The magnitude of the one-time GWP offset offered by global cooling from the increased albedo itself always, and sometimes greatly, exceeded the 50-year total GWP penalty or savings. In Los Angeles, the annual building conditioning (cooling + heating) PED and energy cost savings intensities yielded by cool pavements were each about an order of magnitude smaller than the corresponding savings from cool roofs.

The installation of roofing materials with increased solar reflectance (i.e., "cool roofs") can mitigate the urban heat island effect and reduce energy use. In addition, meteorological changes, along with the possibility of enhanced UV reflection from these surfaces, can have complex impacts on ozone and PM2.5 concentrations. We aim to evaluate the air-quality impacts of widespread cool-roof installations prescribed by California's Title 24 building energy efficiency standards within the heavily populated and polluted South Coast Air Basin (SoCAB). Development of a comprehensive rooftop area database and evaluation of spectral reflectance measurements of roofing materials allows us to project potential future changes in solar and UV reflectance for simulations using the Weather Research Forecast and Community Multiscale Air Quality (CMAQ) models. 2012 meteorological simulations indicate a decrease in daily maximum temperatures, daily maximum boundary layer heights, and ventilation coefficients throughout the SoCAB upon widespread installation of cool roofs. CMAQ simulations show significant increases in PM2.5 concentrations and policy-relevant design values. Changes in 8-h ozone concentrations depend on the potential change in UV reflectance, ranging from a decrease in population-weighted concentrations when UV reflectance remains unchanged to an increase when changes in UV reflectance are at an upper bound. However, 8-h policy-relevant ozone design values increase in all cases. Although the other benefits of cool roofs could outweigh small air-quality penalties, UV reflectance standards for cool roofing materials could mitigate these negative consequences. Results of this study motivate the careful consideration of future rooftop and pavement solar reflectance modification policies.

Solar reflective “cool pavements” have been proposed as a potential heat mitigation strategy for cities. However, previous research has not systematically investigated the extent to which cool pavements could reduce urban temperatures. In this study we investigated the climate impacts of widespread deployment of cool pavements in California cities. Using the Weather Research and Forecasting model, we simulated the current climate of California at 4 km spatial resolution. Comparing this simulation to 105 weather stations in California suggested an overall mean bias (model minus observation) of -0.30°C. Widespread pavement albedo increases of 0.1 and 0.4 in California cities were then simulated. Comparing temperature reductions for each scenario showed that the climate response to pavement albedo modification was nearly linear. Temperature reductions at 14:00 local standard time were found to be 0.32°C per 0.1 increase in grid cell average albedo. Temperature reductions were found to peak in the late morning and evening when (a) boundary layer heights were low and (b) solar irradiance (late morning) and heat accumulation in the pavement (evening) was high. Temperature reductions in summer were found to exceed those in winter, as expected. After scaling the results using realistic data-derived urban canyon morphologies and an off-line urban canyon albedo model, annual average surface air temperature reductions from increasing pavement albedo by 0.4 ranged from 0.18°C (Palm Springs) to 0.86°C (San Jose). The variation among cities was due to differences in baseline climate, size of the city, urban fraction, and urban morphology.

The ability of a climate model to accurately simulate the urban cooling effect of raising street albedo may be hampered by unrealistic representations of street geometry in the urban canyon. Even if the climate model is coupled to an urban canyon model (UCM), it is hard to define detailed urban geometries in UCMs. In this study, we relate simulated surface air temperature change to canyon albedo change. Using this relationship, we calculate scaling factors to adjust previously obtained surface air temperature changes that were simulated using generic canyon geometries. The adjusted temperature changes are obtained using a proposed multi-reflection urban canyon albedo model (UCAM), avoiding the need to rerun computationally expensive climate models. The adjusted temperature changes represent those that would be obtained from simulating with city-specific (local) geometries. Local urban geometries are estimated from details of the city's building stock and the city's street design guidelines. As a case study, we calculated average citywide seasonal scaling factors for realistic canyon geometries in Sacramento, California based on street design guidelines and building stock. The average scaling factors are multipliers used to adjust air temperature changes previously simulated by a Weather Research and Forecasting model coupled to an urban canyon model in which streets extended from wall to wall (omitting setbacks, such as sidewalks and yards). Sacramento's scaling factors ranged from 2.70 (summer) to 3.89 (winter), demonstrating the need to consider the actual urban geometry in urban climate studies.

As the least expensive category of high-slope roofing in the U.S., shingles are found on the roofs of about 80% of U.S. homes, and constitute about 80% (by product area) of this market. Shingles are also among the least reflective high-slope roofing products, with few cool options on the market. The widespread use of cool roofs in the two warmest U.S. climate zones could reduce annual residential cooling energy use in these zones by over 7%. This project targets the development of high-performance cool shingles with initial solar reflectance at least 0.40 and a cost premium not exceeding US$0.50/ft².Phase 1 of the current study explored three approaches to increasing shingle reflectance. Method A replaces dark bare granules by white bare granules to enhance the near-infrared reflectance attained with cool pigments. Method B applies a white basecoat and a cool-color topcoat to a shingle surfaced with dark bare granules. Method C applies a visually clear, NIR-reflecting surface treatment to a conventionally colored shingle. Method A was the most successful, but our investigation of Method B identified roller coating as a promising top-coating technique, and ourstudy of Method C developed a novel approach based on a nanowire mesh.Method A yielded red, green, brown, and black faux shingles with solar reflectance up to 0.39 with volumetric coloration. Since the base material is white, these reflectances can readily be increased by using less pigment. The expected cost premium for Method A shingles is less than our target limit of $0.50/ft², and would represent less than a 10% increase in the installed cost of a shingle roof. Using inexpensive but cool (spectrally selective) iron oxide pigments to volumetrically colorwhite limestone synthesized from sequestered carbon and seawater appears to offer high albedo at low cost.In Phase 2, we plan to refine the cool shingle prototypes, manufacture cool granules, and manufacture and market high-performance cool shingles.

Forestry – including afforestation (the planting of trees on land where they have not recently existed), reforestation, avoided deforestation, and forest management – can lead to increased sequestration of atmospheric carbon dioxide and has therefore been proposed as a strategy to mitigate climate change. However, forestry also influences land-surface properties, including albedo (the fraction of incident sunlight reflected back to space), surface roughness, and evapotranspiration, all of which affect the amount and forms of energy transfer to the atmosphere. In some circumstances, these biophysical feedbacks can result in local climate warming, thereby counteracting the effects of carbon sequestration on global mean temperature and reducing or eliminating the net value of climate-change mitigation projects. Here, we review published and emerging research that suggests ways in which forestry projects can counteract the consequences associated with biophysical interactions, and highlight knowledge gaps in managing forests for climate protection. We also outline several ways in which biophysical effects can be incorporated into frameworks that use the maintenance of forests as a climate protection strategy.

Air-conditioning in cars and small trucks lowers fuel economy by an estimated 22% and significantly increases tailpipe emissions. The design of vehicle air conditioners is based on the maximum cabin (soak) temperature attained when the vehicle is parked on a hot, sunny summer day. Cool colored paints reflect most of the sun’s energy in the near-infrared band (0.7 – 2.5 microns) while offering choice of color in the visible band (0.4 – 0.7 microns). Painting vehicle shells with these cool colors can reduce the soak temperature and thus increase fuel economy by decreasing the vehicle's ancillary load and permitting the use of smaller air conditioners. In this report we investigate cool colored paints (a.k.a. “cool coatings”) for cars. This was carried out by(1) establishing a 21-member collaborative research team representing 13 organizations including government, industry and other research institutions; (2) estimating fuel savings and emission reductions attainable with cool coatings; (3) developing an energy RD&D framework (roadmap) addressing energy efficiency measures that have potential for improving the air conditioning performance of cars; (4) initiating development of a database of cool colored coatings for cars with measurements of solar spectral reflectance and thermal emittance of over 180 car coatings. An experimental comparison of otherwise identical black and silver compact sedans indicated that increasing the solar reflectance () of the car's shell by about 0.5 lowered soak temperature by about 5-6°C. Thermal analysis predicts that the air conditioning capacity required to cool the cabin air in the silver car to 25°C within 30 minutes is 13% less than that required in the black car. Assuming that potential reductions in AC capacity and engine ancillary load scale linearly with increase in shell solar reflectance, ADVISOR simulations of the SC03 urban/highway driving cycle indicate that substituting a typical cool-colored shell (= 0.35) for a black shell (= 0.05) would reduce fuel consumption by 0.12 L per 100 km (1.1%), increasing fuel economy by 0.10 km L-1 [0.24 mpg] (1.1%). It would also decrease CO2 emissions by 2.7 g km-1 (1.1%), NOx emissions by 0.0054 g km-1 (0.44%), CO emissions by 0.017 g km-1 (0.43%), and HC emissions by 0.0041 g km-1 (0.37%). Selecting a typical white or silver shell (= 0.60) instead of a black shell would lower fuel consumption by 0.21 L per 100 km (1.9%), raising fuel economy by 0.19 km L-1 [0.44 mpg] (2.0%). It would also decrease CO2emissions by 4.9 g km-1 (1.9%), NOx emissions by 0.0099 g km-1 (0.80%), CO emissions by 0.31 g km-1 (0.79%), and HC emissions by 0.0074 g km-1 (0.67%).

Biodiesel is a notable alternative to petroleum derived diesel fuel because it comes from natural domestic sources and thus reduces dependence on diminishing petroleum fuel from foreign sources, it likely lowers lifecycle greenhouse gas emissions, and it lowers an engine’s emission of most pollutants as compared to petroleum derived diesel. However, the use of biodiesel often slightly increases a diesel engine’s emission of smog forming nitrogen oxides (NOx) relative to petroleum diesel. In this paper, previously proposed theories for this slight NOx increase are reviewed, including theories based on biodiesel’s cetane number, which leads to differing amounts of charge preheating, and theories based on the fuel’s bulk modulus, which affects injection timing. This paper proposes an additional theory for the slight NOx increase of biodiesel. Biodiesel typically contains more double bonded molecules than petroleum derived diesel. These double bonded molecules have a slightly higher adiabatic flame temperature, which leads to the increase in NOx production for biodiesel. Our theory was verified using numerical simulations to show a NOx increase, due to the double bonded molecules, that is consistent with observation. Further, the details of these numerical simulations show that NOx is predominantly due to the Zeldovich mechanism.