Abstract. The demand for intercontinental transportation is increasing and people are requesting short travel times, which supersonic air transportation would enable. However, besides noise and sonic boom issues, which we are not referring to in this investigation, emissions from supersonic aircraft are known to alter the atmospheric composition, in particular the ozone layer, and hence affect climate significantly more than subsonic aircraft. Here, we suggest a metric to quantitatively assess different options for supersonic transport with regard to the potential destruction of the ozone layer and climate impacts. Options for fleet size, engine technology (nitrogen oxide emission level), cruising speed, range, and cruising altitude, are analyzed, based on SCENIC emission scenarios for 2050, which underlay the requirements to be as realistic as possible in terms of e.g., economic markets and profitable market penetration. This methodology is based on a number of atmosphere-chemistry and climate models to reduce model dependencies. The model results differ significantly in terms of the response to a replacement of subsonic aircraft by supersonic aircraft, e.g., concerning the ozone impact. However, model differences are smaller when comparing the different options for a supersonic fleet. Those uncertainties were taken into account to make sure that our findings are robust. The base case scenario, where supersonic aircraft get in service in 2015, a first fleet fully operational in 2025 and a second in 2050, leads in our simulations to a near surface temperature increase in A reduced supersonic cruise altitude or speed (from Mach 2 to Mach 1.6) reduces both, climate impact and ozone destruction, by around 40%. An increase in the range of the supersonic aircraft leads to more emissions at lower latitudes since more routes to SE Asia are taken into account, which increases ozone depletion, but reduces climate impact compared to the base case.

[1] Here we report on estimates of the changes in stratospheric water vapour (SWV) due to methane oxidation based on observational data. Above the tropopause oxidation of methane results in a decrease in its mixing ratio with altitude and this is a major source for SWV. The vertical profile of SWV changes from methane oxidation is presented here using satellite observations of the vertical profile of methane. Trends in the SWV are shown to be small in the lower stratosphere, but can reach 0.7 ppbv at 30 km at high latitudes over the period 1950 -2000. The radiative forcing for this indirect effect of methane increase over the industrial era is estimated to be slightly weaker than 0.1 Wm À2 which implies a larger contribution of water vapour to the methane global warming potential than used in recent Intergovernmental Panel on Climate Change assessments. Our estimate considers only chemical changes and not SWV of dynamical causes. Importantly, we find substantial differences in the temperature change in the stratosphere for a homogeneous change in SWV and SWV change from methane oxidation. This has implications for trend analysis of SWV and understanding and attribution of the stratospheric temperature trend. Citation: Myhre, G., J. S. Nilsen, L. Gulstad, K. P. Shine, B. Rognerud, and I. S. A. Isaksen (2007), Radiative forcing due to stratospheric water vapour from

Abstract. The demand for intercontinental transportation is increasing and people are requesting short travel times, which supersonic air transportation would enable. However, besides noise and sonic boom issues, which we are not referring to in this investigation, emissions from supersonic aircraft are known to alter the atmospheric composition, in particular the ozone layer, and hence affect climate significantly more than subsonic aircraft. Here, we suggest a metric to quantitatively assess different options for supersonic transport with regard to the potential destruction of the ozone layer and climate impacts. Options for fleet size, engine technology (nitrogen oxide emission level), cruising speed, range, and cruising altitude, are analyzed, based on SCENIC emissions scenarios for 2050, which underlay the requirements to be as realistic as possible in terms of e.g. economic markets and profitable market penetration. This methodology is based on a number of atmosphere-chemistry and climate models to reduce model dependencies. The model results differ significantly in terms of the response to a replacement of subsonic aircraft by supersonic aircraft. However, model differences are smaller when comparing the different options for a supersonic fleet. The base scenario, where supersonic aircraft get in service in 2015, a first fleet fully operational in 2025 and a second in 2050, lead in our simulations to a near surface temperature increase in 2050 of around 7 mK and with constant emissions afterwards to around 21 mK in 2100. The related total radiative forcing amounts to 22 mWm²in 2050, with an uncertainty between 9 and 29 mWm². A reduced supersonic cruise altitude or speed (from March 2 to Mach 1.6) reduces both, climate impact and ozone destruction, by around 40%. An increase in the range of the supersonic aircraft leads to more emissions at lower latitudes since more routes to SE Asia are taken into account, which increases ozone depletion, but reduces climate impact compared to the base case.

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