The effects of aircraft on climate and pollution. Part II: 20-year impacts of exhaust from all commercial aircraft worldwide treated individually at the subgrid scale

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

doi:10.1039/c3fd00034f

Cited by 32 publications

(46 citation statements)

References 24 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…It is notable that for the NASA ModelE2, there is a decrease in O 3 above ~ 10 km which is largest at 12 km. There is also a large decrease in O 3 for GATOR‐GCMOM above ~14 km which reaches nearly −35 ppb by 16 km; this decrease is caused by aviation‐induced upper‐tropospheric increases in stability that reduce the transport of ozone vertically to above the aircraft layer [ Jacobson et al ., ]. Finally, there is a decrease in O 3 above 11 km in GEOS‐CCM, but at 60–90°N and 40–90°S (Figure S1).…”

Section: Resultsmentioning

confidence: 99%

Comparison of model estimates of the effects of aviation emissions on atmospheric ozone and methane

Olsen

Brasseur

Wuebbles

et al. 2013

Geophys. Res. Lett.

View full text Add to dashboard Cite

[1] One of the significant uncertainties in understanding the effects of aviation on climate is the effects of aviation emissions on ozone and atmospheric chemistry. In this study the effects of aviation emissions on atmospheric ozone for 2006 and two projections for 2050 are compared among seven models. The models range in complexity from a twodimensional coupled model to three-dimensional offline and fully coupled three-dimensional chemistry-climate models. This study is the first step in a critical assessment and comparison among these model results. Changes in tropospheric O 3 burdens range from 2.

show abstract

Section: Resultsmentioning

confidence: 99%

Comparison of model estimates of the effects of aviation emissions on atmospheric ozone and methane

Olsen

Brasseur

Wuebbles

et al. 2013

Geophys. Res. Lett.

View full text Add to dashboard Cite

show abstract

“…Righi et al (2013) reported a cooling effect of similar magnitude by aviation sulfate aerosols as in this study. Simulations using GATOR-GCMOM (Gas, Aerosol, Transport, Radiation, General-Circulation, Mesoscale, and Ocean Model) (Jacobson et al, 2011(Jacobson et al, , 2013 found a warming effect. The treatment of aviation soot in the parameterization can also lead to very different conclusion of their impact.…”

Section: Discussionmentioning

confidence: 99%

Simulated 2050 aviation radiative forcing from contrails and aerosols

Chen

Gettelman

2016

Atmos. Chem. Phys.

View full text Add to dashboard Cite

Abstract. The radiative forcing from aviation-induced cloudiness is investigated by using the Community Atmosphere Model Version 5 (CAM5) in the present (2006) and the future (through 2050). Global flight distance is projected to increase by a factor of 4 between 2006 and 2050. However, simulated contrail cirrus radiative forcing in 2050 can reach 87 mW m −2 , an increase by a factor of 7 from 2006, and thus does not scale linearly with fuel emission mass. This is due to non-uniform regional increase in air traffic and different sensitivities for contrail radiative forcing in different regions.CAM5 simulations indicate that negative radiative forcing induced by the indirect effect of aviation sulfate aerosols on liquid clouds in 2050 can be as large as −160 mW m −2 , an increase by a factor of 4 from 2006. As a result, the net 2050 radiative forcing of contrail cirrus and aviation aerosols may have a cooling effect on the planet. Aviation sulfate aerosols emitted at cruise altitude can be transported down to the lower troposphere, increasing the aerosol concentration, thus increasing the cloud drop number concentration and persistence of low-level clouds. Aviation black carbon aerosols produce a negligible net forcing globally in 2006 and 2050 in this model study.Uncertainties in the methodology and the modeling are significant and discussed in detail. Nevertheless, the projected percentage increase in contrail radiative forcing is important for future aviation impacts. In addition, the role of aviation aerosols in the cloud nucleation processes can greatly influence on the simulated radiative forcing from aircraft-induced cloudiness and even change its sign. Future research to confirm these results is necessary.

show abstract

“…Hence, they cover a much larger area of environmental effects than WeCare. However, emissions effects on climate are frequently limited to CO 2 -emissions within the PARTNER consortium, except for their project 12 [159], which concentrated on the climate impact of aviation as such. Other projects, which investigate technological options (e.g., [160]), limited climate impact assessments to fuel use and hence CO 2 emissions.…”

Section: Discussionmentioning

confidence: 99%

Mitigating the Climate Impact from Aviation: Achievements and Results of the DLR WeCare Project

et al. 2017

View full text Add to dashboard Cite

Abstract:The WeCare project (Utilizing Weather information for Climate efficient and eco efficient future aviation), an internal project of the German Aerospace Center (Deutsches Zentrum für Luft-und Raumfahrt, DLR), aimed at finding solutions for reducing the climate impact of aviation based on an improved understanding of the atmospheric impact from aviation by making use of measurements and modeling approaches. WeCare made some important contributions to advance the scientific understanding in the area of atmospheric and air transportation research. We characterize contrail properties, show that the aircraft type significantly influences these properties, and how contrail-cirrus interacts with natural cirrus. Aviation NO x emissions lead to ozone formation and we show that the strength of the ozone enhancement varies, depending on where within a weather pattern NO x is emitted. These results, in combination with results on the effects of aerosol emissions on low cloud properties, give a revised view on the total radiative forcing of aviation. The assessment of a fleet of strut-braced wing aircraft with an open rotor is investigated and reveals the potential to significantly reduce the climate impact. Intermediate stop operations have the potential to significantly reduce fuel consumption. However, we find that, if only optimized for fuel use, they will have an increased climate impact, since non-CO 2 effects compensate the reduced warming from CO 2 savings. Avoiding climate sensitive regions has a large potential in reducing climate impact at relatively low costs. Taking advantage of a full 3D optimization has a much better eco-efficiency than lateral re-routings, only. The implementation of such operational measures requires many more considerations. Non-CO 2 aviation effects are not considered in international agreements. We showed that climate-optimal routing could be achieved, if market-based measures were in place, which include these non-CO 2 effects. An alternative measure to foster climate-optimal routing is the closing of air spaces, which are very climate-sensitive. Although less effective than an unconstrained optimization with respect to climate, it still has a significant potential to reduce the climate impact of aviation. By combining atmospheric and air transportation research, we assess climate mitigation measures, aiming at providing information to aviation stakeholders and policy-makers to make aviation more climate compatible.

show abstract

The effects of aircraft on climate and pollution. Part II: 20-year impacts of exhaust from all commercial aircraft worldwide treated individually at the subgrid scale

Cited by 32 publications

References 24 publications

Comparison of model estimates of the effects of aviation emissions on atmospheric ozone and methane

Comparison of model estimates of the effects of aviation emissions on atmospheric ozone and methane

Simulated 2050 aviation radiative forcing from contrails and aerosols

Mitigating the Climate Impact from Aviation: Achievements and Results of the DLR WeCare Project

Contact Info

Product

Resources

About