Cost-Benefit Assessment of Climate-Restricted Airspaces as an Interim Climate Mitigation Option

Niklaß, Malte; Gollnick, Volker; Lührs, Benjamin; Dahlmann, Katrin; Froemming, Christine; Grewe, Volker; Manen, Jesper van

doi:10.2514/1.d0045

Cited by 15 publications

(15 citation statements)

References 19 publications

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“…The minimum climate impact trajectories, on average, reduced ATR100 by 28.4 % with an additional COC of 7.1 %, compared to those measures of the minimum COC trajectories. Our results agree with those shown by Niklaß et al (2017).…”

Section: Characteristics Of Aircraft Routing Optionssupporting

confidence: 94%

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Various aircraft routing options for air traffic simulation in the chemistry-climate model EMAC 2.53: AirTraf 2.0

Yamashita

Yin

Grewe

et al. 2019

Preprint

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Abstract. Climate impact of aviation is expected to increase further. Aircraft routings are an important measure for climate impact reductions. To find an effective aircraft routing strategy for reducing the impact, the first version of the submodel AirTraf has been developed; this submodel can simulate global air traffic in the ECHAM/MESSy Atmospheric Chemistry (EMAC) model. This paper describes the updated submodel AirTraf 2.0. Seven new aircraft routing options are introduced, including contrail avoidance, minimum economic costs, and minimum climate impact. Example simulations of the new routing options are presented by using around 100 north-Atlantic flights of an Airbus A330 aircraft for a typical winter day. The results clearly show that the family of optimum flight trajectories (three-dimensional) varies according to the routing options. The comparison of the results for various routing options reveals characteristics of the routing with respect to air traffic performances. The minimum cost option obtains a trade-off solution between the minimum time and the minimum fuel solutions. The aircraft routings for contrail avoidance and minimum climate impact reduce the potential climate impact, which is estimated by using algorithmic Climate Change Functions, whereas these two routings increase flight operating costs. A trade-off between the aircraft operating costs and the climate impact is confirmed. The simulation results are compared with literature data and the consistency of the submodel AirTraf 2.0 is verified.

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Section: Characteristics Of Aircraft Routing Optionssupporting

confidence: 94%

“…1). Moreover, Niklaß et al (2017) over 100 years (ATR100) and on COC under ISA conditions. They showed a clear trade-off between the cost and the climate impact.…”

Section: Characteristics Of Aircraft Routing Optionsmentioning

confidence: 99%

Various aircraft routing options for air traffic simulation in the chemistry-climate model EMAC 2.53: AirTraf 2.0

Yamashita

Yin

Grewe

et al. 2019

Preprint

View full text Add to dashboard Cite

show abstract

“…We multiply the contrail cirrus CCF by a typical specific range value for transatlantic flights of 0.16 km per kilogram of fuel (Graver andRutherford, 2018, andFlorian Linke, Deutsches Zentrum für Luftund Raumfahrt, DLR, personal communication, 2020). Similarly, the total NO x CCF is converted using a typical emissions index of NO x of 13 g NO 2 per kilogram of fuel (Penner et al, 1999). Figure 16 shows the merged CCFs of contrail cirrus, total NO x , and H 2 O exemplarily for weather situation S2 at 250 hPa and 12:00 UTC.…”

Section: Frömming Et Al: React4c Climate Change Functionsmentioning

confidence: 99%

Influence of weather situation on non-CO<sub>2</sub> aviation climate effects: the REACT4C climate change functions

et al. 2021

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Abstract. Emissions of aviation include CO2, H2O, NOx, sulfur oxides, and soot. Many studies have investigated the annual mean climate impact of aviation emissions. While CO2 has a long atmospheric residence time and is almost uniformly distributed in the atmosphere, non-CO2 gases and particles and their products have short atmospheric residence times and are heterogeneously distributed. The climate impact of non-CO2 aviation emissions is known to vary with different meteorological background situations. The aim of this study is to systematically investigate the influence of characteristic weather situations on aviation climate effects over the North Atlantic region, to identify the most sensitive areas, and to potentially detect systematic weather-related similarities. If aircraft were re-routed to avoid climate-sensitive regions, the overall aviation climate impact might be reduced. Hence, the sensitivity of the atmosphere to local emissions provides a basis for the assessment of weather-related, climate-optimized flight trajectory planning. To determine the climate change contribution of an individual emission as a function of location, time, and weather situation, the radiative impact of local emissions of NOx and H2O to changes in O3, CH4, H2O and contrail cirrus was computed by means of the ECHAM5/MESSy Atmospheric Chemistry model. From this, 4-dimensional climate change functions (CCFs) were derived. Typical weather situations in the North Atlantic region were considered for winter and summer. Weather-related differences in O3, CH4, H2O, and contrail cirrus CCFs were investigated. The following characteristics were identified: enhanced climate impact of contrail cirrus was detected for emissions in areas with large-scale lifting, whereas low climate impact of contrail cirrus was found in the area of the jet stream. Northwards of 60∘ N, contrails usually cause climate warming in winter, independent of the weather situation. NOx emissions cause a high positive climate impact if released in the area of the jet stream or in high-pressure ridges, which induces a south- and downward transport of the emitted species, whereas NOx emissions at, or transported towards, high latitudes cause low or even negative climate impact. Independent of the weather situation, total NOx effects show a minimum at ∼250 hPa, increasing towards higher and lower altitudes, with generally higher positive impact in summer than in winter. H2O emissions induce a high climate impact when released in regions with lower tropopause height, whereas low climate impact occurs for emissions in areas with higher tropopause height. H2O CCFs generally increase with height and are larger in winter than in summer. The CCFs of all individual species can be combined, facilitating the assessment of total climate impact of aircraft trajectories considering CO2 and spatially and temporally varying non-CO2 effects. Furthermore, they allow for the optimization of aircraft trajectories with reduced overall climate impact. This also facilitates a fair evaluation of trade-offs between individual species. In most regions, NOx and contrail cirrus dominate the sensitivity to local aviation emissions. The findings of this study recommend considering weather-related differences for flight trajectory optimization in favour of reducing total climate impact.

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“…S3 in the Supplement). According to Nuic et al (2010), BADA 3 has a tendency to underestimate aircraft fuel consumption at high altitudes and Mach numbers as the compressibility effect and wave drag are not modeled. These effects will cause differences in the selection of the flight altitudes.…”

Section: Optimized Flight Trajectories and Global Fieldsmentioning

confidence: 99%

Newly developed aircraft routing options for air traffic simulation in the chemistry–climate model EMAC 2.53: AirTraf 2.0

et al. 2020

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Abstract. Aviation contributes to climate change, and the climate impact of aviation is expected to increase further. Adaptations of aircraft routings in order to reduce the climate impact are an important climate change mitigation measure. The air traffic simulator AirTraf, as a submodel of the European Center HAMburg general circulation model (ECHAM) and Modular Earth Submodel System (MESSy) Atmospheric Chemistry (EMAC) model, enables the evaluation of such measures. For the first version of the submodel AirTraf, we concentrated on the general setup of the model, including departure and arrival, performance and emissions, and technical aspects such as the parallelization of the aircraft trajectory calculation with only a limited set of optimization possibilities (time and distance). Here, in the second version of AirTraf, we focus on enlarging the objective functions by seven new options to enable assessing operational improvements in many more aspects including economic costs, contrail occurrence, and climate impact. We verify that the AirTraf setup, e.g., in terms of number and choice of design variables for the genetic algorithm, allows us to find solutions even with highly structured fields such as contrail occurrence. This is shown by example simulations of the new routing options, including around 100 North Atlantic flights of an Airbus A330 aircraft for a typical winter day. The results clearly show that AirTraf 2.0 can find the different families of optimum flight trajectories (three-dimensional) for specific routing options; those trajectories minimize the corresponding objective functions successfully. The minimum cost option lies between the minimum time and the minimum fuel options. Thus, aircraft operating costs are minimized by taking the best compromise between flight time and fuel use. The aircraft routings for contrail avoidance and minimum climate impact reduce the potential climate impact which is estimated by using algorithmic climate change functions, whereas these two routings increase the aircraft operating costs. A trade-off between the aircraft operating costs and the climate impact is confirmed. The simulation results are compared with literature data, and the consistency of the submodel AirTraf 2.0 is verified.

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Cost-Benefit Assessment of Climate-Restricted Airspaces as an Interim Climate Mitigation Option

Cited by 15 publications

References 19 publications

Various aircraft routing options for air traffic simulation in the chemistry-climate model EMAC 2.53: AirTraf 2.0

Various aircraft routing options for air traffic simulation in the chemistry-climate model EMAC 2.53: AirTraf 2.0

Influence of weather situation on non-CO<sub>2</sub> aviation climate effects: the REACT4C climate change functions

Newly developed aircraft routing options for air traffic simulation in the chemistry–climate model EMAC 2.53: AirTraf 2.0

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Cost-Benefit Assessment of Climate-Restricted Airspaces as an Interim Climate Mitigation Option

Cited by 15 publications

References 19 publications

Various aircraft routing options for air traffic simulation in the chemistry-climate model EMAC 2.53: AirTraf 2.0

Various aircraft routing options for air traffic simulation in the chemistry-climate model EMAC 2.53: AirTraf 2.0

Influence of weather situation on non-CO&lt;sub&gt;2&lt;/sub&gt; aviation climate effects: the REACT4C climate change functions

Newly developed aircraft routing options for air traffic simulation in the chemistry–climate model EMAC 2.53: AirTraf 2.0

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Influence of weather situation on non-CO<sub>2</sub> aviation climate effects: the REACT4C climate change functions