Parameterization of subgrid plume dilution for use in large-scale atmospheric simulations

Naiman, A. D.; Lele, Sanjiva K.; Wilkerson, Jordan; Jacobson, Mark Z.

doi:10.5194/acp-10-2551-2010

Cited by 20 publications

(25 citation statements)

References 31 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Compared to earlier plume studies (Danilin et al, 1994;Kärcher, 1995), this model accounts not only for turbulent diffusion but also shear. Its main advantage compared to an elliptical model described by Naiman et al (2010) lies in the fact that the Konopka-model gives the exact solution of the advection-diffusion equations for constant shear and constant diffusivities.…”

Section: The Gaussian Concentration Profilementioning

confidence: 99%

“…These plume processes are inherently subgrid-scale in multidimensional global models (Schumann and Konopka, 1994;Cariolle et al, 2009;Burkhardt et al, 2010;Paoli et al, 2011). Plume ice cloud models with different degree of complexity for mixing and particle microphysics have been developed (Miake-Lye et al, 1993;Kärcher et al, 1996Kärcher et al, , 2009aBrown et al, 1997;Jensen et al, 1998b;Kärcher, 1998;Meilinger et al, 2005;Naiman et al, 2010), but none of them treats the whole contrail life-cycle from contrail formation until dissipation.…”

Section: U Schumann: Contrail Cirrus Modelmentioning

confidence: 99%

See 1 more Smart Citation

A contrail cirrus prediction model

2012

View full text Add to dashboard Cite

Abstract.A new model to simulate and predict the properties of a large ensemble of contrails as a function of given air traffic and meteorology is described. The model is designed for approximate prediction of contrail cirrus cover and analysis of contrail climate impact, e.g. within aviation system optimization processes. The model simulates the full contrail life-cycle. Contrail segments form between waypoints of individual aircraft tracks in sufficiently cold and humid air masses. The initial contrail properties depend on the aircraft. The advection and evolution of the contrails is followed with a Lagrangian Gaussian plume model. Mixing and bulk cloud processes are treated quasi analytically or with an effective numerical scheme. Contrails disappear when the bulk ice content is sublimating or precipitating. The model has been implemented in a "Contrail Cirrus Prediction Tool" (CoCiP). This paper describes the model assumptions, the equations for individual contrails, and the analysis-method for contrailcirrus cover derived from the optical depth of the ensemble of contrails and background cirrus. The model has been applied for a case study and compared to the results of other models and in-situ contrail measurements. The simple model reproduces a considerable part of observed contrail properties. Mid-aged contrails provide the largest contributions to the product of optical depth and contrail width, important for climate impact.

show abstract

Section: The Gaussian Concentration Profilementioning

confidence: 99%

Section: U Schumann: Contrail Cirrus Modelmentioning

confidence: 99%

A contrail cirrus prediction model

2012

View full text Add to dashboard Cite

show abstract

“…As model resolution increases in the future the resolution of the datasets will gain in importance for the upper troposphere region. There is also work on incorporating plume resolving submodels into global scale models to better represent the sub-grid processes (e.g., Naiman et al, 2010); however, sub-gridscale plume models require detailed chord level emissions which resolve individual flight tracks. This level of detail is not available in gridded emissions data.…”

Section: Areal and Temporal Characteristics Of Emissions Distributionsmentioning

confidence: 99%

Comparison of global 3-D aviation emissions datasets

2013

View full text Add to dashboard Cite

Abstract. Aviation emissions are unique from other transportation emissions, e.g., from road transportation and shipping, in that they occur at higher altitudes as well as at the surface. Aviation emissions of carbon dioxide, soot, and water vapor have direct radiative impacts on the Earth's climate system while emissions of nitrogen oxides (NO x ), sulfur oxides, carbon monoxide (CO), and hydrocarbons (HC) impact air quality and climate through their effects on ozone, methane, and clouds. The most accurate estimates of the impact of aviation on air quality and climate utilize threedimensional chemistry-climate models and gridded four dimensional (space and time) aviation emissions datasets. We compare five available aviation emissions datasets currently and historically used to evaluate the impact of aviation on climate and air quality: NASA-Boeing 1992, NASA-Boeing 1999, QUANTIFY 2000, Aero2k 2002, and AEDT 2006 and aviation fuel usage estimates from the International Energy Agency. Roughly 90 % of all aviation emissions are in the Northern Hemisphere and nearly 60 % of all fuelburn and NO x emissions occur at cruise altitudes in the Northern Hemisphere. While these datasets were created by independent methods and are thus not strictly suitable for analyzing trends they suggest that commercial aviation fuelburn and NO x emissions increased over the last two decades while HC emissions likely decreased and CO emissions did not change significantly. The bottom-up estimates compared here are consistently lower than International Energy Agency fuelburn statistics although the gap is significantly smaller in the more recent datasets. Overall the emissions distributions are quite similar for fuelburn and NO x with regional peaks over the populated land masses of North America, Europe, and East Asia. For CO and HC there are relatively larger differences. There are however some distinct differences in the altitude distribution of emissions in certain regions for the Aero2k dataset.

show abstract

“…Each annual dataset contains nearly a Terabyte of flight data in this vector format. The segment data is appropriate for incorporating the emission data in a climate model that treats subgrid emission plumes and contrails and their spreading due to shear and dilution Naiman et al, 2010); however, the large daily files are too large and cumbersome to load into computer memory. Consequently, these daily files were further divided into hourly files, which are more manageable and of the same time-scale order as in the numerical climate study.…”

Section: Vector To Grid Conversionmentioning

confidence: 99%

“…The United States (US) Federal Aviation Administration (FAA), with support from Volpe, developed the Aviation Environmental Design Tool (AEDT) (Roof et al, 2007). The emission module of AEDT, the System for assessing Aviation's Global Emissions (SAGE), was developed to provide a method for evaluating the effects of various policy, technology, and operational scenarios on aircraft fuel use and emissions.…”

Section: Global Inventory Source and Descriptionmentioning

confidence: 99%

Analysis of emission data from global commercial aviation: 2004 and 2006

et al. 2010

Self Cite

View full text Add to dashboard Cite

Abstract. The global commercial aircraft fleet in 2006 flew 31.26 million flights, burned 188.20 million metric tons of fuel, and covered 38.68 billion kilometers. This activity emitted substantial amounts of fossil-fuel combustion products within the upper troposphere and lower stratosphere that affect atmospheric composition and climate. The emissions products, such as carbon monoxide, carbon dioxide, oxides of nitrogen, sulfur compounds, and particulate matter, are not emitted uniformly over the Earth, so understanding the temporal and spatial distributions is important for modeling aviation's climate impacts.

show abstract

Parameterization of subgrid plume dilution for use in large-scale atmospheric simulations

Cited by 20 publications

References 31 publications

A contrail cirrus prediction model

A contrail cirrus prediction model

Comparison of global 3-D aviation emissions datasets

Analysis of emission data from global commercial aviation: 2004 and 2006

Contact Info

Product

Resources

About