Impact of Coupled NOx/Aerosol Aircraft Emissions on Ozone Photochemistry and Radiative Forcing

Pitari, Giovanni; Iachetti, D.; Genova, Glauco Di; Luca, Natalia De; Søvde, O. A.; Hodnebrog, Øivind; Lee, David S.; Lim, Ling L.

doi:10.3390/atmos6060751

Cited by 23 publications

(23 citation statements)

References 86 publications

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“…In particular, since both SOA and crystalline ammonium sulfate are expected to act as heterogeneous IN, the actual forcing is expected to be smaller than −0.2 W/m 2 . Nevertheless, the small positive forcings for aircraft soot found in some models (Gettelman & Chen, ; Pitari et al, ) are not supported by our calculations. This is probably due to variations in the relative amounts of sulfate haze aerosols versus heterogeneous IN (Zhou & Penner, ), from different treatments of updraft velocities (Zhou et al, ), or perhaps variations in the fraction of aviation soot particles included as INPs (Gettelman et al, ; Gettelman & Chen, ).…”

Section: Discussioncontrasting

confidence: 90%

Anthropogenic Aerosol Indirect Effects in Cirrus Clouds

2018

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We have implemented a parameterization for forming ice in large‐scale cirrus clouds that accounts for the changes in updrafts associated with a spectrum of waves acting within each time step in the model. This allows us to account for the frequency of homogeneous and heterogeneous freezing events that occur within each time step of the model and helps to determine more realistic ice number concentrations as well as changes to ice number concentrations. The model is able to fit observations of ice number at the lowest temperatures in the tropical tropopause but is still somewhat high in tropical latitudes with temperatures between 195°K and 215°K. The climate forcings associated with different representations of heterogeneous ice nuclei (IN or INPs) are primarily negative unless large additions of IN are made, such as when we assumed that all aircraft soot acts as an IN. However, they can be close to zero if it is assumed that all background dust can act as an INP irrespective of how much sulfate is deposited on these particles. Our best estimate for the forcing of anthropogenic aircraft soot in this model is −0.2 ± 0.06 W/m2, while that from anthropogenic fossil/biofuel soot is −0.093 ± 0.033 W/m2. Natural and anthropogenic open biomass burning leads to a net forcing of −0.057 ± 0.05 W/m2.

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Section: Discussioncontrasting

confidence: 90%

Anthropogenic Aerosol Indirect Effects in Cirrus Clouds

2018

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“…Since then, the following updates have been made to the model : (a) increase in horizontal and vertical resolution; (b) inclusion of a numerical code for the formation of upper tropospheric cirrus cloud ice particles (Kärcher and Lohmann, 2002;Pitari et al, 2015a); (c) upgrade of the radiative transfer code for calculations of photolysis, heating rates, and radiative forcing. This is a two-stream δ-Eddington approximation operating online in the ULAQ-CCM, used for photolysis rate calculation at UV-visible (Vis) wavelengths, solar heating rates, and radiative forcing at UV-Vis-NIR (near-infrared) bands (Randles et al, 2013;Pitari et al, 2015b).…”

Section: A16 Ulaq-ccmmentioning

confidence: 99%

Review of the global models used within phase 1 of the Chemistry–Climate Model Initiative (CCMI)

et al. 2017

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Abstract. We present an overview of state-of-the-art chemistry-climate and chemistry transport models that are used within phase 1 of the Chemistry-Climate Model Initiative (CCMI-1). The CCMI aims to conduct a detailed evaluation of participating models using process-oriented diagnostics derived from observations in order to gain confidence in the models' projections of the stratospheric ozone layer, tropospheric composition, air quality, where applicable global climate change, and the interactions between them. Interpretation of these diagnostics requires detailed knowledge of the radiative, chemical, dynamical, and physical processes incorporated in the models. Also an understanding of the degree to which CCMI-1 recommendations for simulations have been followed is necessary to understand model responses to anthropogenic and natural forcing and also to explain intermodel differences. This becomes even more important given the ongoing development and the ever-growing complexity of these models. This paper also provides an overview of the available CCMI-1 simulations with the aim of informing CCMI data users.

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“…6, middle column), hence supporting the latter mechanism. Pitari et al (2015) estimated the direct aerosol effect from aviation using the REACT4C inventory for 2006 (Søvde et al, 2014). They found a RF of −3.4 mW m −2 (for sulfate) and 0.86 mW m −2 (for BC).…”

Section: Aviation Impacts On Earth's Radiation Budgetmentioning

confidence: 99%

The global impact of the transport sectors on atmospheric aerosol in 2030 – Part 2: Aviation

2016

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Abstract. We use the EMAC (ECHAM/MESSy Atmospheric Chemistry) global climate-chemistry model coupled to the aerosol module MADE (Modal Aerosol Dynamics model for Europe, adapted for global applications) to simulate the impact of aviation emissions on global atmospheric aerosol and climate in 2030. Emissions of short-lived gas and aerosol species follow the four Representative Concentration Pathways (RCPs) designed in support of the Fifth Assessment Report of the Intergovernmental Panel on Climate Change. We compare our findings with the results of a previous study with the same model configuration focusing on year 2000 emissions. We also characterize the aviation results in the context of the other transport sectors presented in a companion paper. In spite of a relevant increase in aviation traffic volume and resulting emissions of aerosol (black carbon) and aerosol precursor species (nitrogen oxides and sulfur dioxide), the aviation effect on particle mass concentration in 2030 remains quite negligible (on the order of a few ng m −3 ), about 1 order of magnitude less than the increase in concentration due to other emission sources. Due to the relatively small size of the aviation-induced aerosol, however, the increase in particle number concentration is significant in all scenarios (about 1000 cm −3 ), mostly affecting the northern mid-latitudes at typical flight altitudes (7-12 km). This largely contributes to the overall change in particle number concentration between 2000 and 2030, which also results in significant climate effects due to aerosol-cloud interactions. Aviation is the only transport sector for which a larger impact on the Earth's radiation budget is simulated in the future: the aviation-induced radiative forcing in 2030 is more than doubled with respect to the year 2000 value of −15 mW m −2 in all scenarios, with a maximum value of −63 mW m −2 simulated for RCP2.6.

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Impact of Coupled NOx/Aerosol Aircraft Emissions on Ozone Photochemistry and Radiative Forcing

Cited by 23 publications

References 86 publications

Anthropogenic Aerosol Indirect Effects in Cirrus Clouds

Anthropogenic Aerosol Indirect Effects in Cirrus Clouds

Review of the global models used within phase 1 of the Chemistry–Climate Model Initiative (CCMI)

The global impact of the transport sectors on atmospheric aerosol in 2030 – Part 2: Aviation

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