Radiative forcing from particle emissions by future supersonic aircraft

La industria nacional, para salir bien librada de la competencia generada por la apertura económica, requiere de capacitación, tecnología y organización que óptimice recursos, diseños y procesos. En el campo de las estructuras, los diseños deben ser seguros, para soportar cargas evitando deformaciones excesivas; funcionales, para posibilitar su construcción en la mforma más ventajosa y económica empleando secciones livianas, de fácil fabricación montaje y mantenimiento, para asegurar competitividad en el mercado

Historical total ozone radiative forcing derived from CMIP6 simulations

Radiative forcing (RF) time series for total ozone from 1850 up to the present day are calculated based on historical simulations of ozone from 10 climate models contributing to the Coupled Model Intercomparison Project Phase 6 (CMIP6). In addition, RF is calculated for ozone fields prepared as an input for CMIP6 models without chemistry schemes and from a chemical transport model simulation. A radiative kernel for ozone is constructed and used to derive the RF. The ozone RF in 2010 (2005–2014) relative to 1850 is 0.35 W m−2 [0.08–0.61] (5–95% uncertainty range) based on models with both tropospheric and stratospheric chemistry. One of these models has a negative present-day total ozone RF. Excluding this model, the present-day ozone RF increases to 0.39 W m−2 [0.27–0.51] (5–95% uncertainty range). The rest of the models have RF close to or stronger than the RF time series assessed by the Intergovernmental Panel on Climate Change in the fifth assessment report with the primary driver likely being the new precursor emissions used in CMIP6. The rapid adjustments beyond stratospheric temperature are estimated to be weak and thus the RF is a good measure of effective radiative forcing

Extensive release of methane from Arctic seabed west of Svalbard during summer 2014 does not influence the atmosphere

© 2016. American Geophysical Union. All Rights Reserved. We find that summer methane (CH4) release from seabed sediments west of Svalbard substantially increases CH4 concentrations in the ocean but has limited influence on the atmospheric CH4 levels. Our conclusion stems from complementary measurements at the seafloor, in the ocean, and in the atmosphere from land-based, ship and aircraft platforms during a summer campaign in 2014. We detected high concentrations of dissolved CH4 in the ocean above the seafloor with a sharp decrease above the pycnocline. Model approaches taking potential CH4 emissions from both dissolved and bubble-released CH4 from a larger region into account reveal a maximum flux compatible with the observed atmospheric CH4 mixing ratios of 2.4-3.8 nmol m-2 s-1. This is too low to have an impact on the atmospheric summer CH4 budget in the year 2014. Long-term ocean observatories may shed light on the complex variations of Arctic CH4 cycles throughout the year.The project MOCA- Methane Emissions from the Arctic OCean to the Atmosphere: Present and Future Climate Effects is funded by the Research Council of Norway, grant no.225814 CAGE – Centre for Arctic Gas Hydrate, Environment and Climate research work was supported by the Research Council of Norway through its Centres of Excellence funding scheme grant no. 223259. Nordic Center of Excellence eSTICC (eScience Tool for Investigating Climate Change in northern high latitudes) funded by Nordforsk, grant no. 57001

Greater fuel efficiency is potentially preferable to reducing NOx emissions for aviation’s climate impacts

Aviation emissions of nitrogen oxides (NOx) alter the composition of the atmosphere, perturbing the greenhouse gases ozone and methane, resulting in positive and negative radiative forcing effects, respectively. In 1981, the International Civil Aviation Organization adopted a first certification standard for the regulation of aircraft engine NOx emissions with subsequent increases in stringency in 1992, 1998, 2004 and 2010 to offset the growth of the environmental impact of air transport, the main motivation being to improve local air quality with the assumed co-benefit of reducing NOx emissions at altitude and therefore their climate impacts. Increased stringency is an ongoing topic of discussion and more stringent standards are usually associated with their beneficial environmental impact. Here we show that this is not necessarily the right direction with respect to reducing the climate impacts of aviation (as opposed to local air quality impacts) because of the tradeoff effects between reducing NOx emissions and increased fuel usage, along with a revised understanding of the radiative forcing effects of methane. Moreover, the predicted lower surface air pollution levels in the future will be beneficial for reducing the climate impact of aviation NOx emissions. Thus, further efforts leading to greater fuel efficiency, and therefore lower CO2 emissions, may be preferable to reducing NOx emissions in terms of aviation’s climate impacts

European surface ozone in the extreme summer 2003

Measurements of ozone and other trace species in the European EMEP network in 2003 are presented. The European summer of 2003 was exceptionally warm and the surface ozone data for central Europe show the highest values since the end of the 1980s. The 99 percentiles of daily maximum hourly ozone concentrations in 2003 was higher than the corresponding parameter measured in any previous year at many sites in France, Germany, Switzerland and Austria. In this paper we argue that a number of positive feedback effects between the weather conditions and ozone contributed to the elevated surface ozone. Firstly we calculated an extended residence time of air parcels in the atmospheric boundary layer for several sites in central Europe. Secondly we show that it is likely that extensive forest fires on the Iberian Peninsula, resulting from the drought and heat, contributed to the peak ozone values in North Europe in August. Thirdly, regional scale model calculations indicate that biogenic isoprene could have contributed with 20% of the peak ozone concentrations. Measurements indicate elevated concentrations of isoprene compared to previous years. Sensitivity runs with a global chemical transport model showed that a reduction in the surface dry deposition due to drought and the elevated air temperature both could have contributed significantly to the enhanced ozone concentrations. Due to climate change, situations like this may occur at a higher frequency in the future and may gradually overshadow the effect of reduced emissions from anthropogenic sources of VOC and NOx

Impact of aircraft NO_x emissions on the atmosphere ? tradeoffs to reduce the impact

International audienceWithin the EU-project TRADEOFF, the impact of NOx (=NO+NO2) emissions from subsonic aviation upon the chemical composition of the atmosphere has been calculated with focus on changes in reactive nitrogen and ozone. We apply a 3-D chemical transport model that includes comprehensive chemistry for both the troposphere and the stratosphere and uses various aircraft emission scenarios developed during TRADEOFF for the year 2000. The environmental effects of enhanced air traffic along polar routes and of possible changes in cruising altitude are investigated, taking into account effects of flight route changes on fuel consumption and emissions. In a reference case including both civil and military aircraft the model predicts aircraft-induced maximum increases of zonal-mean NOy (=total reactive nitrogen) between 156 pptv (August) and 322 pptv (May) in the tropopause region of the Northern Hemisphere. Resulting maximum increases in zonal-mean ozone vary between 3.1 ppbv in September and 7.7 ppbv in June. Enhanced use of polar routes implies substantially larger zonal-mean ozone increases in high Northern latitudes during summer, while the effect is negligible in winter. Lowering the flight altitude leads to smaller ozone increases in the lower stratosphere and upper troposphere, and to larger ozone increases at altitudes below. Regarding total ozone change, the degree of cancellation between these two effects depends on latitude and season, but annually and globally averaged the contribution from higher altitudes dominates, mainly due to washout of NOy in the troposphere, which weakens the tropospheric increase. Raising flight altitudes increases the ozone burden both in the troposphere and the lower stratosphere, primarily due to a more efficient accumulation of pollutants in the stratosphere

Corrigendum to "The HNO₃ forming branch of the HO₂ + NO reaction: pre-industrial-to-present trends in atmospheric species and radiative forcings" published in Atmos. Chem. Phys., 11, 8929–8943, 2011

No abstract available

The HNO₃ forming branch of the HO₂ + NO reaction: pre-industrial-to-present trends in atmospheric species and radiative forcings

Recent laboratory measurements have shown the existence of a HNO₃ forming branch of the HO₂ + NO reaction. This reaction is the main source of tropospheric O₃, through the subsequent photolysis of NO₂, as well as being a major source of OH. The branching of the reaction to HNO₃ reduces the formation of these species significantly, affecting O₃ abundances, radiative forcing and the oxidation capacity of the troposphere. The Oslo CTM2, a three-dimensional chemistry transport model, is used to calculate atmospheric composition and trends with and without the new reaction branch. Results for the present day atmosphere, when both temperature and pressure effects on the branching ratio are accounted for, show an 11 % reduction in the calculated tropospheric burden of O₃, with the main contribution from the tropics. An increase of the global, annual mean methane lifetime by 10.9 %, resulting from a 14.1 % reduction in the global, annual mean OH concentration is also found. Comparisons with measurements show that including the new branch improves the modelled O₃ in the Oslo CTM2, but that it is not possible to conclude whether the NO_y distribution improves. We model an approximately 11 % reduction in the tropical tropospheric O₃ increase since pre-industrial times, and a 4 % reduction of the increase in total tropospheric burden. Also, an 8 % decrease in the trend of OH concentrations is calculated, when the new branch is accounted for. The radiative forcing due to changes in O₃ over the industrial era was calculated as 0.33 W m⁻², reducing to 0.26 W m⁻² with the new reaction branch. These results are significant, and it is important that this reaction branching is confirmed by other laboratory groups

Future methane, hydroxyl, and their uncertainties: key climate and emission parameters for future predictions

Accurate prediction of future methane abundances following a climate scenario requires understanding the lifetime changes driven by anthropogenic emissions, meteorological factors, and chemistry-climate feedbacks. Uncertainty in any of these influences or the underlying processes implies uncertainty in future abundance and radiative forcing. We simulate methane lifetime in three chemical transport models (CTMs) – UCI CTM, GEOS-Chem, and Oslo CTM3 – over the period 1997–2009 and compare the models' year-to-year variability against constraints from global methyl chloroform observations. Using sensitivity tests, we find that temperature, water vapor, stratospheric ozone column, biomass burning and lightning NO<sub>x</sub> are the dominant sources of interannual changes in methane lifetime in all three models. We also evaluate each model's response to forcings that have impacts on decadal time scales, such as methane feedback, and anthropogenic emissions. In general, these different CTMs show similar sensitivities to the driving variables. We construct a parametric model that reproduces most of the interannual variability of each CTM and use it to predict methane lifetime from 1980 through 2100 following a specified emissions and climate scenario (RCP 8.5). The parametric model propagates uncertainties through all steps and provides a foundation for predicting methane abundances in any climate scenario. Our sensitivity tests also enable a new estimate of the methane global warming potential (GWP), accounting for stratospheric ozone effects, including those mediated by water vapor. We estimate the 100-yr GWP to be 32, which is 25% larger than past assessments