The effects of the conversion of nitrogen oxides in aircraft exhaust plumes in global models

Meijer, E.; Velthoven, P. F. J. van; Wauben, W. M. F.; Beck, Jonathan; Velders, G. J. M.

doi:10.1029/97gl53156

Cited by 39 publications

(48 citation statements)

References 14 publications

(1 reference statement)

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“…It should be noted that the CTMs used here have a rather coarse grid resolution, and previous studies have shown that ozone formation may be overestimated when the emissions from e.g., aircraft and shipping are instantly diluted in a large grid box (e.g., Meijer et al, 1997;Kraabøl et al, 2002;Franke et al, 2008;Paoli et al, 2011;Vinken et al, 2011). One study suggests that ozone production due to aircraft emissions may be reduced by 10-25 % in the Northern Hemisphere when subgrid-scale plume effects are taken into account (Cariolle et al, 2009), and another study suggests a similar reduction for ship emissions -around 10-30 % over parts of the North Atlantic Ocean (Huszar et al, 2010).…”

Section: Methods and Modelsmentioning

confidence: 99%

Future impact of traffic emissions on atmospheric ozone and OH based on two scenarios

et al. 2012

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Abstract. The future impact of traffic emissions on atmospheric ozone and OH has been investigated separately for the three sectors AIRcraft, maritime SHIPping and ROAD traffic. To reduce uncertainties we present results from an ensemble of six different atmospheric chemistry models, each simulating the atmospheric chemical composition in a possible high emission scenario (A1B), and with emissions from each transport sector reduced by 5 % to estimate sensitivities. Our results are compared with optimistic future emission scenarios (B1 and B1 ACARE), presented in a companion paper, and with the recent past (year 2000). Present-day activity indicates that anthropogenic emissions so far evolve closer to A1B than the B1 scenario.As a response to expected changes in emissions, AIR and SHIP will have increased impacts on atmospheric O 3 and OH in the future while the impact of ROAD traffic will decrease substantially as a result of technological improvements. In 2050, maximum aircraft-induced O 3 occurs near 80 • N in the UTLS region and could reach 9 ppbv in the zonal mean during summer. Emissions from ship traffic have their largest O 3 impact in the maritime boundary layer with a maximum of 6 ppbv over the North Atlantic Ocean during summer in 2050. The O 3 impact of road traffic emissions in the lower troposphere peaks at 3 ppbv over the Arabian Peninsula, much lower than the impact in 2000.Radiative forcing (RF) calculations show that the net effect of AIR, SHIP and ROAD combined will change from a marginal cooling of −0.44 ± 13 mW m −2 in 2000 to a relatively strong cooling of −32 ± 9.3 (B1) or −32 ± 18 mW m −2 (A1B) in 2050, when taking into account RF due to changes in O 3 , CH 4 and CH 4 -induced O 3 . This is caused both by the enhanced negative net RF from SHIP, which will change from −19 ± 5.3 mW m −2 in 2000 to −31 ± 4.8 (B1) or −40 ± 9 mW m −2 (A1B) in 2050, and from reduced O 3 warming from ROAD, which is likely to turn from a positive net RF of 12 ± 8.5 mW m −2 in 2000 to a slightly negative net RF of −3.1 ± 2.2 (B1) or −3.1 ± 3.4 (A1B) mW m −2 in the middle of this century. The negative net RF from ROAD is temporary and induced by the strong decline in ROAD emissions prior to 2050, which only affects the methane cooling term due to the longer lifetime of CH 4 compared to O 3 . The O 3 RF from AIR in 2050 is Published by Copernicus Publications on behalf of the European Geosciences Union. Ø. Hodnebrog et al.: Future impact of traffic emissionsstrongly dependent on scenario and ranges from 19 ± 6.8 (B1 ACARE) to 61 ± 14 mW m −2 (A1B). There is also a considerable span in the net RF from AIR in 2050, ranging from -0.54 ± 4.6 (B1 ACARE) to 12 ± 11 (A1B) mW m −2 compared to 6.6 ± 2.2 mW m −2 in 2000.

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Section: Methods and Modelsmentioning

confidence: 99%

Future impact of traffic emissions on atmospheric ozone and OH based on two scenarios

et al. 2012

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“…This problem is similar to the parameterization of aircraft emissions and plume chemistry into global models (Meijer et al, 1997;Petry et al, 1998;Kraabol et al, 2002;Cariolle et al, 2009). The present work is a contribution to a more general research whose ultimate goal is to parameterize the perturbation of emissions into a GCM.…”

Section: Objectives and Organization Of The Workmentioning

confidence: 99%

Influence of vortex dynamics and atmospheric turbulence on the early evolution of a contrail

2010

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Abstract. This study describes three-dimensional numerical simulations of the evolution of an aircraft contrail during the first 30 min following the emission of exhausts. The wake is modeled as a vortex pair descending in a stratified atmosphere where turbulent fluctuations are sustained in the late dissipation regime. The focus of the study is laid on the interactions between vortex dynamics, atmospheric turbulence and contrail microphysics, and their role in determining the growth and the distribution of ice crystals. The atmospheric turbulence is synthesized using a methodology developed to force anisotropic turbulent fluctuations. The results show the feasibility of three-dimensional simulations of the early development of a contrail in supersaturated conditions before its transition into a contrail-cirrus. It is shown that in case of strongly supersaturated and shear-free atmosphere the optical depth is maintained as the contrail spreads by turbulent diffusion in the late dissipation regime.

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“…The chemical reactions and aerosol microphysics that occur in aircraft emission plumes are examples of this problem. Many studies have shown that the chemistry of these plumes proceeds very differently when the emissions are diluted to the grid scale instead of treated as mixing on smaller scales, as happens physically (e.g., Meijer et al, 1997;Petry et al, 1998; Correspondence to: A. D. Naiman (anaiman@stanford.edu) Kraabøl et al, 2002). Similarly, the formation of condensation trails (contrails) is a highly visible example of the localized plume processes that would not occur if emitted water vapor and aerosol particles were spread over model grid scales.…”

Section: Introductionmentioning

confidence: 99%

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

et al. 2010

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Abstract.A new model of plume dynamics has been developed for use as a subgrid model of plume dilution in a largescale atmospheric simulation. The model uses mean wind, shear, and diffusion parameters derived from the local largescale variables to advance the plume cross-sectional shape and area in time. Comparisons with a large eddy simulation of aircraft emission plume dynamics, with an analytical solution to the dynamics of a sheared Gaussian plume, and with measurements of aircraft exhaust plume dilution at cruise altitude show good agreement with these previous studies. We argue that the model also provides a reasonable approximation of line-shaped contrail dilution and give an example of how it can be applied in a global climate model.

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The effects of the conversion of nitrogen oxides in aircraft exhaust plumes in global models

Cited by 39 publications

References 14 publications

Future impact of traffic emissions on atmospheric ozone and OH based on two scenarios

Future impact of traffic emissions on atmospheric ozone and OH based on two scenarios

Influence of vortex dynamics and atmospheric turbulence on the early evolution of a contrail

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

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