scholarly journals Tracer study to estimate the transport of cruise altitude aviation emissions in Northern Hemisphere

2018 ◽  
Author(s):  
Lakshmi Pradeepa Vennam ◽  
William Vizuete ◽  
Saravanan Arunachalam
Keyword(s):  
Air Quality ◽  
Northern Hemisphere ◽  
Vertical Transport ◽  
Mitigation Strategies ◽  
Tracer Study ◽  
Aircraft Emissions ◽  
Upper Troposphere ◽  
Source Regions ◽  
Aviation Emissions

Abstract. Given the increasing role of intercontinental and higher altitude emissions influence on surface air quality, it is important to understand the transport characteristics of these emissions both for policy and mitigation strategies. The horizontal and vertical transport of directly emitted upper troposphere anthropogenic cruise altitude aircraft emissions (CAAE) has not been well understood due to limited studies. Therefore, in this study we conducted tracer simulations for key source regions in the Northern hemisphere to understand the transport and influence of CAAE on surface air quality. Our results from Northern hemisphere simulations highlight that

scholarly journals Impacts of aircraft emissions on the air quality near the ground

2013 ◽  
Vol 13 (1) ◽  
pp. 689-727 ◽  
Author(s):  
H. Lee ◽  
S. C. Olsen ◽  
D. J. Wuebbles ◽  
D. Youn
Keyword(s):  
Boundary Layer ◽  
Air Quality ◽  
Transport Model ◽  
P Value ◽  
Aircraft Emissions ◽  
Chemistry Transport Model ◽  
Commercial Aviation ◽  
Upper Troposphere ◽  
Aviation Emissions ◽  
Odd Nitrogen

Abstract. The continuing increase in demand for commercial aviation transport raises questions about the effects of resulting emissions on the environment. The purpose of this study is to investigate, using a global chemistry transport model, to what extent aviation emissions outside the boundary layer influence air quality in the boundary layer. The effects of current levels of aircraft emissions were studied through comparison of multiple simulations allowing for the separated effects of aviation emissions occurring in the low, middle and upper troposphere. We show that emissions near cruise altitudes rather than emissions during landing and take-off are responsible for most of the total odd-nitrogen (NOy), ozone (O3) and aerosol perturbations near the ground with a noticeable seasonal difference. Overall, the perturbations of these species are smaller than 1 ppb even in winter when the perturbations are greater than in summer. Based on the widely used air quality standards and uncertainty of state-of-the-art models, we conclude that aviation-induced perturbations have a negligible effect on air quality even in areas with heavy air traffic. Aviation emissions lead to a less than 1% aerosol enhancement in the boundary layer due to a slight increase in ammonium nitrate (NH4NO3) during cold seasons and a statistically insignificant aerosol perturbation in summer. In addition, statistical analysis using probability density functions, Hellinger distance, and p-value indicate that aviation emissions outside the boundary layer do not affect the occurrence of extremely high aerosol concentrations in the boundary layer. An additional sensitivity simulation assuming the doubling of surface ammonia emissions demonstrates that the aviation induced aerosol increase near the ground is highly dependent on background ammonia concentrations whose current range of uncertainty is large.

On the Role of Planetary-Scale Waves in the Abrupt Seasonal Transition of the Northern Hemisphere General Circulation

2014 ◽  
Vol 71 (5) ◽  
pp. 1724-1746 ◽  
Author(s):  
Tiffany A. Shaw
Keyword(s):  
Latent Heat ◽  
Northern Hemisphere ◽  
General Circulation ◽  
Seasonal Transition ◽  
Upper Troposphere ◽  
Planetary Scale ◽  
Wave Transport ◽  
Equatorial Wave ◽  
Wave Momentum

Abstract The role of planetary-scale waves in the abrupt seasonal transition of the Northern Hemisphere (NH) general circulation is studied. In reanalysis data, the winter-to-summer transition involves the growth of planetary-scale wave latent heat and momentum transports in the region of monsoons and anticyclones that dominate over the zonal-mean transport beginning in midspring. The wave-dominated regime coincides with an abrupt northward expansion of the cross-equatorial circulation and reversal of the trade winds. In the upper troposphere, the transition coincides with the growth of cross-equatorial planetary-scale wave momentum transport and a poleward shift of subplanetary-scale wave transport and jet stream. The dynamics of the seasonal transition are captured by idealized aquaplanet model simulations with a prescribed subtropical planetary-scale wave sea surface temperature (SST) perturbation. The SST perturbation generates subtropical planetary-scale wave streamfunction variance and transport in the lower and upper troposphere consistent with quasigeostrophic theory. Beyond a threshold SST, a transition of the zonal-mean circulation occurs, which coincides with a localized reversal of absolute vorticity in the NH tropical upper troposphere. The transition is abrupt in the lower troposphere because of the quadratic dependence of the wave transport on the SST perturbation and involves seasonal-time-scale feedbacks between the wave and zonal-mean flow in the upper troposphere, including cross-equatorial wave propagation. The zonal-mean vertical and meridional flows associated with the circulation response are in balance with the planetary-scale wave momentum and latent heat meridional flux divergences. The results highlight the leading-order role of monsoon–anticyclone transport in the seasonal transition, including its impact on the meridional extent of the Hadley and Ferrel cells. They can also be used to explain why the transition is less abrupt in the Southern Hemisphere.

scholarly journals Comparison of global 3-D aviation emissions datasets

2012 ◽  
Vol 12 (7) ◽  
pp. 16885-16922 ◽  
Author(s):  
S. C. Olsen ◽  
D. J. Wuebbles ◽  
B. Owen
Keyword(s):  
Air Quality ◽  
Northern Hemisphere ◽  
Dimensional Space ◽  
International Energy Agency ◽  
Aviation Fuel ◽  
Nox Emissions ◽  
Road Transportation ◽  
Energy Agency ◽  
Aviation Emissions ◽  
The Impact

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 (NOx), 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 three-dimensional 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 NOx 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 NOx 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 lower in the more recent datasets. Overall the emissions distributions are quite similar for fuelburn and NOx while 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.

scholarly journals Unprecedented Impacts of Aviation Emissions on Global Environmental and Climate Change Scenario

2021 ◽  
Author(s):  
Farooq Sher ◽  
David Raore ◽  
Jiří Jaromír Klemeš ◽  
Piyya Muhammad Rafi-ul-Shan ◽  
Martin Khzouz ◽  
...  
Keyword(s):  
Global Warming ◽  
Air Traffic ◽  
Change Scenario ◽  
Aircraft Emissions ◽  
Eu Member States ◽  
Global Environmental ◽  
Research Findings ◽  
Aviation Emissions ◽  
The Uk

AbstractThere has been a continuously growing trend in international commercial air traffic, with the exception of COVID-19 crises; however, after the recovery, the trend is expected to even sharpen. The consequences of released emissions and by-products in the environment range from human health hazards, low air quality and global warming. This study is aimed to investigate the role of aviation emissions in global warming. For this purpose, data on different variables including global air traffic and growth rate, air traffic in different continents, total global CO2 emissions of different airlines, direct and indirect emissions, air traffic in various UK airports and fuel-efficient aircraft was collected from various sources like EU member states, Statista, Eurostat, IATA, CAA and EUROCONTROL. The results indicated that in 2019, commercial airlines carried over 4.5 × 109 passengers on scheduled flights. However, due to the COVID-19 pandemic in 2020, the global number of passengers was reduced to 1.8 × 109, representing around a 60% reduction in air traffic. Germany was the largest contributor to greenhouse gas (GHG) from the EU, releasing 927 kt of emissions in 3 years. In the UK, Heathrow airport had the highest number of passengers in 2019 with over 80 million, and the study of monthly aircraft movement revealed that Heathrow Airport also had the highest number of EU and International flights, while Edinburgh had the domestic flights in 2018. These research findings could be beneficial for airlines, policymakers and governments targeting the reduction of aircraft emissions. Graphical abstract

scholarly journals Innovative Box-Wing Aircraft: Emissions and Climate Change

2021 ◽  
Vol 13 (6) ◽  
pp. 3282
Author(s):  
Andrea Luca Tasca ◽  
Vittorio Cipolla ◽  
Karim Abu Salem ◽  
Monica Puccini
Keyword(s):  
Climate Change ◽  
Mitigation Strategies ◽  
Ozone Production ◽  
Aircraft Emissions ◽  
Sustainable Improvement ◽  
Source Regions ◽  
Impact Reduction ◽  
Time Horizons ◽  
Sulphate Aerosols ◽  
Computational Fluid Dynamics Cfd

The PARSIFAL project (Prandtlplane ARchitecture for the Sustainable Improvement of Future AirpLanes) aims to promote an innovative box-wing aircraft: the PrandtlPlane. Aircraft developed adopting this configuration are expected to achieve a payload capability higher than common single aisle analogues (e.g., Airbus 320 and Boeing 737 families), without any increase in the overall dimensions. We estimated the exhaust emissions from the PrandtlPlane and compared the corresponding impacts to those of a conventional reference aircraft, in terms of Global Warming Potential (GWP) and Global Temperature Potential (GTP), on two time-horizons and accounted for regional sensitivity. We considered carbon dioxide, carbonaceous and sulphate aerosols, nitrogen oxides and related ozone production, methane degradation and nitrate aerosols formation, contrails, and contrail cirrus. Overall, the introduction of the PrandtlPlane is expected to bring a considerable reduction of climate change in all the source regions considered, on both the time-horizons examined. Moreover, fuel consumption is expected to be reduced by 20%, as confirmed through high-fidelity Computational Fluid Dynamics (CFD) simulations. Sensitivity of data, models, and metrics are detailed. Impact reduction and mitigation strategies are discussed, as well as the gaps to be addressed in order to develop a comprehensive Life Cycle Assessment on aircraft emissions.

Emission Assessment of Aviation

2011 ◽  
pp. 20-72
Author(s):  
Enis T. Turgut ◽  
Marc A. Rosen
Keyword(s):  
Alternative Fuels ◽  
Mitigation Strategies ◽  
Main Body ◽  
Aircraft Emissions ◽  
Engine Emissions ◽  
Jet Engine ◽  
Qualitative And Quantitative ◽  
The Status ◽  
Quantitative Results ◽  
Aviation Emissions

Aviation-related emissions and their impacts are comprehensively discussed in this chapter. Previous studies are described in “Previous Studies,” and their relevance is discussed throughout the chapter. In “Jet Engine Emissions,” five common emissions species with contrail formation are described along with qualitative and quantitative results from important investigations. Relationships between aviation emissions and fuel usage are also illustrated. In the mitigation strategies section, emission abatement methods are investigated, focusing on three main areas: technology, flight procedures, and alternative fuels. Both theoretical and practical methods with the potential to decrease emissions are discussed. In the legislation section, the status of emissions regulations is discussed, and emissions charges applied by airports are identified. Examples are provided throughout the chapter to illustrate the points addressed. To complement the main body of the chapter, much detailed information related to aircraft emissions compiled from various sources are provided in the appendix.

scholarly journals Comparison of global 3-D aviation emissions datasets

2013 ◽  
Vol 13 (1) ◽  
pp. 429-441 ◽  
Author(s):  
S. C. Olsen ◽  
D. J. Wuebbles ◽  
B. Owen
Keyword(s):  
Air Quality ◽  
Northern Hemisphere ◽  
Dimensional Space ◽  
International Energy Agency ◽  
Aviation Fuel ◽  
Nox Emissions ◽  
Road Transportation ◽  
Energy Agency ◽  
Aviation Emissions ◽  
The Impact

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 (NOx), 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 three-dimensional 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 NOx 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 NOx 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 NOx 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.

scholarly journals Impacts of aircraft emissions on the air quality near the ground

2013 ◽  
Vol 13 (11) ◽  
pp. 5505-5522 ◽  
Author(s):  
H. Lee ◽  
S. C. Olsen ◽  
D. J. Wuebbles ◽  
D. Youn
Keyword(s):  
Boundary Layer ◽  
Air Quality ◽  
Large Scale ◽  
Transport Model ◽  
Scale Effects ◽  
P Value ◽  
Aircraft Emissions ◽  
Commercial Aviation ◽  
Aviation Emissions ◽  
Odd Nitrogen

Abstract. The continuing increase in demand for commercial aviation transport raises questions about the effects of resulting emissions on the environment. The purpose of this study is to investigate, using a global chemistry transport model, to what extent aviation emissions outside the boundary layer influence air quality in the boundary layer. The large-scale effects of current levels of aircraft emissions were studied through comparison of multiple simulations allowing for the separated effects of aviation emissions occurring in the low, middle and upper troposphere. We show that emissions near cruise altitudes (9–11 km in altitude) rather than emissions during landing and take-off are responsible for most of the total odd-nitrogen (NOy), ozone (O3) and aerosol perturbations near the ground with a noticeable seasonal difference. Overall, the perturbations of these species are smaller than 1 ppb even in winter when the perturbations are greater than in summer. Based on the widely used air quality standards and uncertainty of state-of-the-art models, we conclude that aviation-induced perturbations have a negligible effect on air quality even in areas with heavy air traffic. Aviation emissions lead to a less than 1% aerosol enhancement in the boundary layer due to a slight increase in ammonium nitrate (NH4NO3) during cold seasons and a statistically insignificant aerosol perturbation in summer. In addition, statistical analysis using probability density functions, Hellinger distance, and p value indicate that aviation emissions outside the boundary layer do not affect the occurrence of extremely high aerosol concentrations in the boundary layer. An additional sensitivity simulation assuming the doubling of surface ammonia emissions demonstrates that the aviation induced aerosol increase near the ground is highly dependent on background ammonia concentrations whose current range of uncertainty is large.

Alpha-Effect, Current and Kinetic Helicities for Magnetically Driven Turbulence, and Solar Dynamo

2000 ◽  
Vol 179 ◽  
pp. 387-388
Author(s):  
Gaetano Belvedere ◽  
V. V. Pipin ◽  
G. Rüdiger
Keyword(s):  
Southern Hemisphere ◽  
Northern Hemisphere ◽  
Convection Zone ◽  
Solar Surface ◽  
Momentum Transport ◽  
Angular Momentum Transport ◽  
Magnetic Buoyancy ◽  
Alpha Effect ◽  
Current Helicity

Extended AbstractRecent numerical simulations lead to the result that turbulence is much more magnetically driven than believed. In particular the role ofmagnetic buoyancyappears quite important for the generation ofα-effect and angular momentum transport (Brandenburg & Schmitt 1998). We present results obtained for a turbulence field driven by a (given) Lorentz force in a non-stratified but rotating convection zone. The main result confirms the numerical findings of Brandenburg & Schmitt that in the northern hemisphere theα-effect and the kinetic helicityℋkin= 〈u′ · rotu′〉 are positive (and negative in the northern hemisphere), this being just opposite to what occurs for the current helicityℋcurr= 〈j′ ·B′〉, which is negative in the northern hemisphere (and positive in the southern hemisphere). There has been an increasing number of papers presenting observations of current helicity at the solar surface, all showing that it isnegativein the northern hemisphere and positive in the southern hemisphere (see Rüdigeret al. 2000, also for a review).

Sign in / Sign up

Export Citation Format

Share Document