[1] Simulations of the stratosphere from thirteen coupled chemistry-climate models (CCMs) are evaluated to provide guidance for the interpretation of ozone predictions made by the same CCMs. The focus of the evaluation is on how well the fields and processes that are important for determining the ozone distribution are represented in the simulations of the recent past. The core period of the evaluation is from 1980 to 1999 but long-term trends are compared for an extended period . Comparisons of polar high-latitude temperatures show that most CCMs have only small biases in the Northern Hemisphere in winter and spring, but still have cold biases in the Southern Hemisphere spring below 10 hPa. Most CCMs display the correct stratospheric response of polar temperatures to wave forcing in the Northern, but not in the Southern Hemisphere. Global long-term stratospheric temperature trends are in reasonable agreement with satellite and radiosonde observations. Comparisons of simulations of methane, mean age of air, and propagation of the annual cycle in water vapor show a wide spread in the results, indicating differences in transport. However, for around half the models there is reasonable agreement with observations. In these models the mean age of air and the water vapor tape recorder signal are generally better than reported in previous model intercomparisons. Comparisons of the water vapor and inorganic chlorine (Cl y ) fields also show a large intermodel spread. Differences in tropical water vapor mixing ratios in the lower stratosphere are primarily related to biases in the simulated tropical tropopause temperatures and not transport. The spread in Cl y , which is largest in the polar lower stratosphere, appears to be primarily related to transport differences. In general the amplitude and phase of the annual cycle in total ozone is well simulated apart from the southern high latitudes. Most CCMs show reasonable agreement with observed total D223081 of 29 ozone trends and variability on a global scale, but a greater spread in the ozone trends in polar regions in spring, especially in the Arctic. In conclusion, despite the wide range of skills in representing different processes assessed here, there is sufficient agreement between the majority of the CCMs and the observations that some confidence can be placed in their predictions. Citation: Eyring, V., et al. (2006), Assessment of temperature, trace species, and ozone in chemistry-climate model simulations of the recent past,

a b s t r a c tAviation alters the composition of the atmosphere globally and can thus drive climate change and ozone depletion. The last major international assessment of these impacts was made by the Intergovernmental Panel on Climate Change (IPCC) in 1999. Here, a comprehensive updated assessment of aviation is provided. Scientific advances since the 1999 assessment have reduced key uncertainties, sharpening the quantitative evaluation, yet the basic conclusions remain the same. The climate impact of aviation is driven by long-term impacts from CO 2 emissions and shorter-term impacts from non-CO 2 emissions and effects, which include the emissions of water vapour, particles and nitrogen oxides (NO x ). The presentday radiative forcing from aviation (2005) is estimated to be 55 mW m À2 (excluding cirrus cloud enhancement), which represents some 3.5% (range 1.3-10%, 90% likelihood range) of current anthropogenic forcing, or 78 mW m À2 including cirrus cloud enhancement, representing 4.9% of current forcing (range 2-14%, 90% likelihood range). According to two SRES-compatible scenarios, future forcings may increase by factors of 3-4 over 2000 levels, in 2050. The effects of aviation emissions of CO 2 on global mean surface temperature last for many hundreds of years (in common with other sources), whilst its non-CO 2 effects on temperature last for decades. Much progress has been made in the last ten years on characterizing emissions, although major uncertainties remain over the nature of particles. Emissions of NO x result in production of ozone, a climate warming gas, and the reduction of ambient methane (a cooling effect) although the overall balance is warming, based upon current understanding. These NO x emissions from current subsonic aviation do not appear to deplete stratospheric ozone. Despite the progress made on modelling aviation's impacts on tropospheric chemistry, there remains a significant spread in model results. The knowledge of aviation's impacts on cloudiness has also improved: a limited number of studies have demonstrated an increase in cirrus cloud attributable to aviation although the magnitude varies: however, these trend analyses may be impacted by satellite artefacts. The effect of aviation particles on clouds (with and without contrails) may give rise to either a positive forcing or a negative forcing: the modelling and the underlying processes are highly uncertain, although the overall effect of contrails and enhanced cloudiness is considered to be a positive forcing and could be substantial, compared with other effects. The debate over quantification of aviation impacts has also progressed towards studying potential mitigation and the technological and atmospheric tradeoffs. Current studies are still relatively immature and more work is required to determine optimal technological development paths, which is an aspect that atmospheric science has much to contribute. In terms of alternative fuels, liquid hydrogen represents a possibility and may reduce some of aviation's impacts on clim...

1. Scope -is the work directly or implicitly related to atmospheric composition? 2. Novelty -does the work provide a) a general and/or broader relevance (e.g. not a pure local study), b) new results or methods, and c) does it add significantly to the knowledge of atmospheric composition and its impacts?3. Quality -does the work contain high quality a) atmospheric observations, b) process studies, c) modeling exercises or d) data analysis?Will your paper be within the scope of Atmospheric Environment?We try to be flexible with novel scientific articles on issues of atmospheric composition even, if they are not directly related to atmospheric measurements (e.g. wind tunnel studies, dynamometer studies, remote sensing retrieval, etc). However, we are still cautious of purely mathematical derivations, preliminary results or insignificant case and local studies. The authors should make sure that the articles contain substantial contributions to the science of atmospheric composition before sending them for review.

Abstract. Three types of reference simulations, as recommended by the Chemistry-Climate Model Initiative (CCMI), have been performed with version 2.51 of the European Centre for Medium-Range Weather Forecasts -Hamburg (ECHAM)/Modular Earth Submodel System (MESSy) Atmospheric Chemistry (EMAC) model: hindcast simulations , hindcast simulations with specified dynamics , i.e. nudged towards ERA-Interim reanalysis data, and combined hindcast and projection simulations . The manuscript summarizes the updates of the model system and details the different model set-ups used, including the on-line calculated diagnostics. Simulations have been performed with two different nudging setups, with and without interactive tropospheric aerosol, and with and without a coupled ocean model. Two different vertical resolutions have been applied. The on-line calculated sources and sinks of reactive species are quantified and a first evaluation of the simulation results from a global perspective is provided as a quality check of the data. The focus is on the intercomparison of the different model set-ups. The simulation data will become publicly available via CCMI and the Climate and Environmental Retrieval and Archive (CERA) database of the German Climate Computing Centre (DKRZ). This manuscript is intended to serve as an extensive reference for further analyses of the Earth System Chemistry integrated Modelling (ESCiMo) simulations.

New estimates of the various contributions to the radiative forcing (RF) from aviation are presented, mainly based on results from the TRADEOFF project that update those of the Intergovernmental Panel on Climate Change (IPCC, 1999). The new estimate of the total RF from aviation for 2000 is approximately the same as that of the IPCC's estimate for 1992. This is mainly a consequence of the strongly reduced RF from contrails, which compensates the increase due to increased traffic from 1992 to 2000. The RF from other aviation-induced cirrus clouds might be as large as the present estimate of the total RF (without cirrus). However, our present knowledge on these aircraft-induced cirrus clouds is too poor to provide a reliable estimate of the associated RF. ZusammenfassungNeue Abschätzungen der einzelnen Beiträge zum Strahlungsantrieb des Luftverkehrs werden vorgestellt, die im Wesentlichen auf Ergebnissen des TRADEOFF-Projektes beruhen und die die IPCC-Abschätzungen (1999) aktualisieren. Der neue Wert für den gesamten Strahlungsantrieb des Luftverkehrs im Jahr 2000 ist in etwa gleich groß wie die IPCCAbschätzung für das Jahr 1992. Das ist im Wesentlichen eine Folge des stark reduzierten Strahlungsantriebes durch Kondensstreifen, wodurch der Anstieg aufgrund der Zunahme des Verkehrs von 1992 bis 2000 kompensiert wird. Der Antrieb durch andere luftverkehrsinduzierte Wolken könnte ebenso groß sein wie die neue Abschätzung für den gesamten Strahlungsantrieb (ohne Zirren). Jedoch ist unser heutiges Wissen über diese luftverkehrsinduzierten Wolken nicht gut genug, um belastbare Aussagen über den damit verbundenen Strahlungsantrieb zu machen. IntroductionMore than 5 years have passed since the publication of the 1999 IPCC Special Report "Aviation and the Global Atmosphere" (Penner et al., 1999 Shine et al., 1990) is considered as a metric of climate change (Fuglestvedt et al., 2003): for many perturbations of species radiatively active in the atmosphere, in particular for well-mixed greenhouse gases, the radiative forcing RF is proportional to the expected equilibrium climate change in terms of global mean surface temperature change ∆T s ,where λ is the climate sensitivity parameter (unit K/(Wm -2 )). The use of equation (1) implicitly assumes that λ is independent of the forcing mechanism. However, it is well documented that λ varies by more than a factor of two among models, reflecting, e.g., different parameterisations implemented (e.g., Cess et al., 1990;Prather et al., 1999). The proportionality in equation (1) forms one of the bases for the Kyoto Protocol and for emissions trading of the gases in the Kyoto "basket", as RF is one of the terms entering the Global Warming Potential (GWP).Recent studies (e.g., Stuber et. al., 2001; Joshi et al., 2003¸Cook andHighwood, 2003) have shown that λ is not constant for a range of perturbations to radiatively active species, in particular if the additional radiatively active species are inhomogeneously distributed, as is the case for aviation-induced ozone changes. Alre...

SUMMARYEstimates of annual-mean stratospheric temperature trends over the past twenty years, from a wide variety of models, are compared both with each other and with the observed cooling seen in trend analyses using radiosonde and satellite observations. The modelled temperature trends are driven by changes in ozone (either imposed from observations or calculated by the model), carbon dioxide and other relatively well-mixed greenhouse gases, and stratospheric water vapour.The comparison shows that whilst models generally simulate similar patterns in the vertical pro le of annualand global-mean temperature trends, there is a signi cant divergence in the size of the modelled trends, even when similar trace gas perturbations are imposed. Coupled-chemistry models are in as good agreement as models using imposed observed ozone trends, despite the extra degree of freedom that the coupled models possess.The modelled annual-and global-mean cooling of the upper stratosphere (near 1 hPa) is dominated by ozone and carbon dioxide changes, and is in reasonable agreement with observations. At about 5 hPa, the mean cooling from the models is systematically greater than that seen in the satellite data; however, for some models, depending on the size of the temperature trend due to stratospheric water vapour changes, the uncertainty estimates of the model and observations just overlap. Near 10 hPa there is good agreement with observations. In the lower stratosphere (20-70 hPa), ozone appears to be the dominant contributor to the observed cooling, although it does not, on its own, seem to explain the entire cooling.Annual-and zonal-mean temperature trends at 100 hPa and 50 hPa are also examined. At 100 hPa, the modelled cooling due to ozone depletion alone is in reasonable agreement with the observed cooling at all latitudes. At 50 hPa, however, the observed cooling at midlatitudes of the northern hemisphere signi cantly exceeds the modelled cooling due to ozone depletion alone. There is an indication of a similar effect in high northern latitudes, but the greater variability in both models and observations precludes a rm conclusion.The discrepancies between modelled and observed temperature trends in the lower stratosphere are reduced if the cooling effects of increased stratospheric water vapour concentration are included, and could be largely removed if certain assumptions were made regarding the size and distribution of the water vapour increase. However, given the uncertainties in the geographical extent of water vapour changes in the lower stratosphere, and the time period over which such changes have been sustained, other reasons for the discrepancy between modelled and observed temperature trends cannot be ruled out.

Abstract. To estimate the impact of emissions by road, aircraft and ship traffic on ozone and OH in the present-day atmosphere six different atmospheric chemistry models have been used. Based on newly developed global emission inventories for road, ship and aircraft emission data sets each model performed sensitivity simulations reducing the emissions of each transport sector by 5%. The model results indicate that on global annual average lower tropospheric ozone responds most sensitive to ship emissions (50.6%±10.9% of the total traffic induced perturbation), followed by road (36.7%±9.3%) and aircraft exhausts (12.7%±2.9%), respectively. In the northern upper troposphere between 200–300 hPa at 30–60° N the maximum impact from road and ship are 93% and 73% of the maximum effect of aircraft, respectively. The latter is 0.185 ppbv for ozone (for the 5% case) or 3.69 ppbv when scaling to 100%. On the global average the impact of road even dominates in the UTLS-region. The sensitivity of ozone formation per NOx molecule emitted is highest for aircraft exhausts. The local maximum effect of the summed traffic emissions on the ozone column predicted by the models is 0.2 DU and occurs over the northern subtropical Atlantic extending to central Europe. Below 800 hPa both ozone and OH respond most sensitively to ship emissions in the marine lower troposphere over the Atlantic. Based on the 5% perturbation the effect on ozone can exceed 0.6% close to the marine surface (global zonal mean) which is 80% of the total traffic induced ozone perturbation. In the southern hemisphere ship emissions contribute relatively strongly to the total ozone perturbation by 60%–80% throughout the year. Methane lifetime changes against OH are affected strongest by ship emissions up to 0.21 (± 0.05)%, followed by road (0.08 (±0.01)%) and air traffic (0.05 (± 0.02)%). Based on the full scale ozone and methane perturbations positive radiative forcings were calculated for road emissions (7.3±6.2 mWm−2) and for aviation (2.9±2.3 mWm−2). Ship induced methane lifetime changes dominate over the ozone forcing and therefore lead to a net negative forcing (−25.5±13.2 mWm−2).

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