Suchergebnisse

Air Transport has for a long time been linked to environmental issues like pollution, noise and climate change. The share of aviation amongst all anthropogenic emissions is about 3-5%. Considering the projected growth of air traffic for the next decades, aviations share of the total anthropogenic climate impact is expected to increase further. While CO2 emissions are the main focus in public discussions, non-CO2 emissions of aviation may have a similar impact on the climate as aviation's carbon dioxide, e.g. contrail cirrus, nitrogen oxides or aviation induced cloudiness. These non-CO2 effects are highly variable in their occurrence, with a strong spatially and temporally variation, while acting on short- and long-term atmospheric time horizons. Reducing these non-CO2 effects can be exploited to significantly reduce the overall climate impact of aviation by avoiding regions with high climate sensitivity. The ClimOP project, funded by the Horizon2020 programme, investigates which operational improvements do have a positive impact on climate, taking non-CO2 effects into account. Subsequently, the project will analyses and will propose harmonized mitigation strategies that foster the implementation of these operational improvements. Some of these operational improvements include optimization of flight network operations, climate-optimized flight planning or upgrades to the airport infrastructure. The final goal of ClimOP is to provide recommendations to steer the decision and policymaking in the European Union (EU) Aviation sector. To reach this goal, ClimOP employs a six-step methodology that focuses on stakeholders needs by using an iterative validation process. To this end, the ClimOp consortium builds on its knowledge and expertise covering the whole spectrum from aviation operations research as well as atmospheric science and consulting to airline and airport operations. The research work presented here focusing on further developments of methods used for identifying climate optimized flight trajectories. We investigate what physical processes are responsible for the climate impact of contrails, their spatial and temporal variation and explore how can such information be efficiently made available for operational climate mitigation options and trajectory optimizations. In order to study the physical processes resulting in the climate impact of contrails we use the global Earth System model system called Modular Earth Submodel System (MESSy) and the Earth-system model EMAC, which contains various submodels. This model is employed to calculate the atmospheric impact of standardized air traffic emissions at predefined latitudes, longitudes, altitudes and times. In this framework, numerical simulation on Lagrangian trajectory transportation are performed.

Air transport has for a long time been linked to environmental issues like pollution, noise and climate change. While CO2 emissions are the main focus in public discussions, non-CO2 emissions of aviation may have a similar impact on the climate as aviation's carbon dioxide, e.g. contrail cirrus, nitrogen oxides or aviation induced cloudiness. While the effects of CO2 on climate are independent of location and situation during release, non-CO2 effects such as contrail formation vary depending on meteorological background. Previous studies investigated the influence of different weather situations on aviation's climate change contribution, identifying climate sensitive regions and generating data products which enable air traffic management (ATM) to plan for climate optimized trajectories. The research presented here focuses on the further development of methods to determine the sensitivity of the atmosphere to aviation emissions with respect to climate effects in order to determine climate optimized aircraft trajectories. While previous studies focused on characterizing the North Atlantic Flight Corridor region, this study aims to extend the geographic scope by performing Lagrangian simulations in a global climate model EMAC for the northern hemispheric extratropical regions and tropical latitudes. This study addresses how realistically the physical conditions and processes for contrail formation and life cycle are represented in the upper troposphere and lower stratosphere by comparing them to airborne observations (HALO measurement campaign, CARIBIC/IAGOS scheduled flight measurements), examining key variables such as temperature or humidity. Direct comparison of model data with observations using clusters of data provides insight into the extent to which systematic biases exist that are relevant to the climate effects of contrails. We perform this comparison for different vertical resolutions to assess which vertical resolution in the EMAC model is well suited for studying contrail formation. Together with this model evaluation using aircraft measurements, the overall concept for studying the life cycle of contrails in the modular global climate model EMAC is introduced. Hereby, the concept for the development of a MET service that can be provided to ATM to evaluate contrail formation and its impact on the climate along planned aircraft trajectories is presented. Within the ClimOP collaborative project, we can investigate which physical processes determine the effects of contrails on climate and study their spatial and temporal variation. In addition, these climate change functions enable case studies that assess the impact of contrails on climate along trajectories and use alternative trajectories that avoid these regions of the atmosphere that have the potential to form contrails with a large radiative effect. This study is part of the ClimOP project and has received funding from European Union's Horizon

Although about two-thirds of aviation's climate impacts are caused by non-CO2 effects, such as ozone production or contrail cirrus formation, these effects are not yet considered in existing and currently planned policy instruments (e.g. EU ETS or CORSIA). Due to their climatological relevance, however, various economic concepts have been proposed recently to internalise nonCO2 effects. Most of these approaches are based on the principle of equivalent CO2 emissions (CO2e), a way of unitizing the impact of all climate agents. Several calculation methods for CO2 equivalents are in principle available, which differ in the degree of detail and are subject to uncertainties related to atmospheric science. There are a quite a few key decision parameters for policy makers for setting up a monitoring, reporting, and verification (MRV) scheme for non-CO2 effects. The aim of this study is therefore to analyze and discuss the most important decision parameters for the integration of non-CO2 aviation effects into EU ETS.

The strong growth rate of the aviation industry in recent years has created significant challenges in terms of environmental impact. Air traffic contributes to climate change through the emission of carbon dioxide (CO2) and other non-CO2 effects, and the associated climate impact is expected to soar further. The mitigation of CO2 contributions to the net climate impact can be achieved using novel propulsion, jet fuels, and continuous improvements of aircraft efficiency, whose solutions lack in immediacy. On the other hand, the climate impact associated with non- CO2 emissions, being responsible for two-thirds of aviation radiative forcing, varies highly with geographic location, altitude, and time of the emission. Consequently, these effects can be reduced by planning proper climate-aware trajectories. To investigate these possibilities, this paper presents a survey on operational strategies proposed in the literature to mitigate aviation"s climate impact. These approaches are classified based on their methodology, climate metrics, reliability, and applicability. Drawing upon this analysis, future lines of research on this topic are delineated. ; This research was carried out as a part of the project EU-project FlyATM4E. FlyATM4E has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 891317. The JU receives support from the European Union's Horizon 2020 research and innovation programme and the SESAR JU members other than the Union.