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.

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 PM_2.5 concentrations by 0.62 (0.85) μg m^-3. We investigate the competing processes driving changes in concentrations of speciated PM_2.5. 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.

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.

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.

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%).

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.