Global cotton production under climate change – Implications for yield and water consumption

Being an extensively produced natural fiber on earth, cotton is of importance for economies. Although the plant is broadly adapted to varying environments, the growth of and irrigation water demand on cotton may be challenged by future climate change. To study the impacts of climate change on cotton productivity in different regions across the world and the irrigation water requirements related to it, we use the process-based, spatially detailed biosphere and hydrology model LPJmL (Lund–Potsdam–Jena managed land). We find our modeled cotton yield levels in good agreement with reported values and simulated water consumption of cotton production similar to published estimates. Following the Inter-Sectoral Impact Model Intercomparison Project (ISIMIP) protocol, we employ an ensemble of five general circulation models under four representative concentration pathways (RCPs) for the 2011–2099 period to simulate future cotton yields. We find that irrigated cotton production does not suffer from climate change if CO2 effects are considered, whereas rainfed production is more sensitive to varying climate conditions. Considering the overall effect of a changing climate and CO2 fertilization, cotton production on current cropland steadily increases for most of the RCPs. Starting from ∼65 million tonnes in 2010, cotton production for RCP4.5 and RCP6.0 equates to 83 and 92 million tonnes at the end of the century, respectively. Under RCP8.5, simulated global cotton production rises by more than 50 % by 2099. Taking only climate change into account, projected cotton production considerably shrinks in most scenarios, by up to one-third or 43 million tonnes under RCP8.5. The simulation of future virtual water content (VWC) of cotton grown under elevated CO2 results for all scenarios in less VWC compared to ambient CO2 conditions. Under RCP6.0 and RCP8.5, VWC is notably decreased by more than 2000 m3 t−1 in areas where cotton is produced under purely rainfed conditions. By 2040, the average global VWC for cotton declines in all scenarios from currently 3300 to 3000 m3 t−1, and reduction continues by up to 30 % in 2100 under RCP8.5. While the VWC decreases by the CO2 effect, elevated temperature acts in the opposite direction. Ignoring beneficial CO2 effects, global VWC of cotton would increase for all RCPs except RCP2.6, reaching more than 5000 m3 t−1 by the end of the simulation period under RCP8.5. Given the economic relevance of cotton production, climate change poses an additional stress and deserves special attention. Changes in VWC and water demands for cotton production are of special importance, as cotton production is known for its intense water consumption. The implications of climate impacts on cotton production on the one hand and the impact of cotton production on water resources on the other hand illustrate the need to assess how future climate change may affect cotton production and its resource requirements. Our results should be regarded as optimistic, because of high uncertainty with respect to CO2 fertilization and the lack of implementing processes of boll abscission under heat stress. Still, the inclusion of cotton in LPJmL allows for various large-scale studies to assess impacts of climate change on hydrological factors and the implications for agricultural production and carbon sequestration.

Mitigation of Non-CO2 Aviation’s Climate Impact by Changing Cruise Altitudes

Aviation is seeking for ways to reduce its climate impact caused by CO2 emissions and non-CO2 effects. Operational measures which change overall flight altitude have the potential to reduce climate impact of individual effects, comprising CO2 but in particular non-CO2 effects. We study the impact of changes of flight altitude, specifically aircraft flying 2000 feet higher and lower, with a set of global models comprising chemistry-transport, chemistry-climate and general circulation models integrating distinct aviation emission inventories representing such alternative flight altitudes, estimating changes in climate impact of aviation by quantifying radiative forcing and induced temperature change. We find in our sensitivity study that flying lower leads to a reduction of radiative forcing of non-CO2 effects together with slightly increased CO2 emissions and impacts, when cruise speed is not modified. Flying higher increases radiative forcing of non-CO2 effects by about 10%, together with a slight decrease of CO2 emissions and impacts. Overall, flying lower decreases aviation-induced temperature change by about 20%, as a decrease of non-CO2 impacts by about 30% dominates over slightly increasing CO2 impacts assuming a sustained emissions scenario. Those estimates are connected with a large but unquantified uncertainty. To improve the understanding of mechanisms controlling the aviation climate impact, we study the geographical distributions of aviation-induced modifications in the atmosphere, together with changes in global radiative forcing and suggest further efforts in order to reduce long standing uncertainties.

Assessing the Climate Impact of Formation Flights

An operational measure that is inspired by migrant birds aiming toward the mitigation of aviation climate impact is to fly in aerodynamic formation. When this operational measure is adapted to commercial aircraft it saves fuel and is, therefore, expected to reduce the climate impact of aviation. Besides the total emission amount, this mitigation option also changes the location of emissions, impacting the non-CO2 climate effects arising from NOx and H2O emissions and contrails. Here, we assess these non-CO2 climate impacts with a climate response model to assure a benefit for climate not only due to CO2 emission reductions, but also due to reduced non-CO2 effects. Therefore, the climate response model AirClim is used, which includes CO2 effects and also the impact of water vapor and contrail induced cloudiness as well as the impact of nitrogen dioxide emissions on the ozone and methane concentration. For this purpose, AirClim has been adopted to account for saturation effects occurring for formation flight. The results of the case studies show that the implementation of formation flights in the 50 most popular airports for the year 2017 display an average decrease of fuel consumption by 5%. The climate impact, in terms of average near surface temperature change, is estimated to be reduced in average by 24%, with values of individual formations between 13% and 33%.

Climate-Optimized Trajectories and Robust Mitigation Potential: Flying ATM4E

Aviation can reduce its climate impact by controlling its CO2-emission and non-CO2 effects, e.g., aviation-induced contrail-cirrus and ozone caused by nitrogen oxide emissions. One option is the implementation of operational measures that aim to avoid those atmospheric regions that are in particular sensitive to non-CO2 aviation effects, e.g., where persistent contrails form. The quantitative estimates of mitigation potentials of such climate-optimized aircraft trajectories are required, when working towards sustainable aviation. The results are presented from a comprehensive modelling approach when aiming to identify such climate-optimized aircraft trajectories. The overall concept relies on a multi-dimensional environmental change function concept, which is capable of providing climate impact information to air traffic management (ATM). Estimates on overall climate impact reduction from a one-day case study are presented that rely on the best estimate for climate impact information. Specific weather situation that day, containing regions with high contrail impact, results in a potential reduction of total climate impact, by more than 40%, when considering CO2 and non-CO2 effects, associated with an increase of fuel by about 0.5%. The climate impact reduction per individual alternative trajectory shows a strong variation and, hence, also the mitigation potential for an analyzed city pair, depending on atmospheric characteristics along the flight corridor as well as flight altitude. The robustness of proposed climate-optimized trajectories is assessed by using a range of different climate metrics. A more sustainable ATM needs to integrate comprehensive environmental impacts and associated forecast uncertainties into route optimization in order to identify robust eco-efficient trajectories.