Reduction of the air traffic's contribution to climate change: A REACT4C case study

Grewe, Volker; Champougny, T.; Matthes, Sigrun; Frömming, Christine; Brinkop, Sabine; Søvde, O. A.; Irvine, Emma A.; Halscheidt, Lucia

doi:10.1016/j.atmosenv.2014.05.059

Cited by 44 publications

(73 citation statements)

References 12 publications

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“…3 in Irvine et al, 2013). In addition, Grewe et al (2014a) optimized the trans-Atlantic 1-day air traffic (for winter) with respect to air traffic climate impacts and economic costs to investigate routing options for minimizing the impacts. The results showed that the mean flight time of the air traffic ranged from 26 136 to 27 792 s (eastbound), while it ranged from 29 664 to 31 788 s (westbound), depending on the degree of climate impact reduction (see Tables 2 and 3 in Grewe et al, 2014a).…”

Section: Verification Of the Airtraf Simulationsmentioning

confidence: 99%

“…In addition, Grewe et al (2014a) optimized the trans-Atlantic 1-day air traffic (for winter) with respect to air traffic climate impacts and economic costs to investigate routing options for minimizing the impacts. The results showed that the mean flight time of the air traffic ranged from 26 136 to 27 792 s (eastbound), while it ranged from 29 664 to 31 788 s (westbound), depending on the degree of climate impact reduction (see Tables 2 and 3 in Grewe et al, 2014a). The flight times between the seven airport pairs are close to the reference data and the variation shows a good agreement with the trend of the increased flight times for westbound trans-Atlantic flights in winter due to westerly jet streams, as indicated from the reference data.…”

Section: Verification Of the Airtraf Simulationsmentioning

confidence: 99%

“…Matthes et al (2012) and Sridhar et al (2013) addressed weather-dependent trajectory optimization using real flight routes and showed a large potential of climate-optimized routing. As the climate impact of aircraft emissions depends on local weather conditions, Grewe et al (2014a) optimized flight trajectories by considering regions described as climate-sensitive regions and showed a trade-off between climate impact and economic costs. That study reported that large reductions in the climate impact of up to 25 % can be achieved by only a small increase in economic costs of less than 0.5 %.…”

Section: Introductionmentioning

confidence: 99%

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Air traffic simulation in chemistry-climate model EMAC 2.41: AirTraf 1.0

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Abstract. Mobility is becoming more and more important to society and hence air transportation is expected to grow further over the next decades. Reducing anthropogenic climate impact from aviation emissions and building a climatefriendly air transportation system are required for a sustainable development of commercial aviation. A climate optimized routing, which avoids climate-sensitive regions by rerouting horizontally and vertically, is an important measure for climate impact reduction. The idea includes a number of different routing strategies (routing options) and shows a great potential for the reduction. To evaluate this, the impact of not only CO 2 but also non-CO 2 emissions must be considered. CO 2 is a long-lived gas, while non-CO 2 emissions are short-lived and are inhomogeneously distributed. This study introduces AirTraf (version 1.0) that performs global air traffic simulations, including effects of local weather conditions on the emissions. AirTraf was developed as a new submodel of the ECHAM5/MESSy Atmospheric Chemistry (EMAC) model. Air traffic information comprises Eurocontrol's Base of Aircraft Data (BADA Revision 3.9) and International Civil Aviation Organization (ICAO) engine performance data. Fuel use and emissions are calculated by the total energy model based on the BADA methodology and Deutsches Zentrum für Luft-und Raumfahrt (DLR) fuel flow method. The flight trajectory optimization is performed by a genetic algorithm (GA) with respect to a selected routing option. In the model development phase, benchmark tests were performed for the great circle and flight time routing options.The first test showed that the great circle calculations were accurate to −0.004 %, compared to those calculated by the Movable Type script. The second test showed that the optimal solution found by the algorithm sufficiently converged to the theoretical true-optimal solution. The difference in flight time between the two solutions is less than 0.01 %. The dependence of the optimal solutions on the initial set of solutions (called population) was analyzed and the influence was small (around 0.01 %). The trade-off between the accuracy of GA optimizations and computational costs is clarified and the appropriate population and generation (one iteration of GA) sizing is discussed. The results showed that a large reduction in the number of function evaluations of around 90 % can be achieved with only a small decrease in the accuracy of less than 0.1 %. Finally, AirTraf simulations are demonstrated with the great circle and the flight time routing options for a typical winter day. The 103 trans-Atlantic flight plans were used, assuming an Airbus A330-301 aircraft. The results confirmed that AirTraf simulates the air traffic properly for the two routing options. In addition, the GA successfully found the time-optimal flight trajectories for the 103 airport pairs, taking local weather conditions into account. The consistency check for the AirTraf simulations confirmed that calculated flight time, fuel consumption, NO ...

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Section: Verification Of the Airtraf Simulationsmentioning

confidence: 99%

Section: Verification Of the Airtraf Simulationsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Air traffic simulation in chemistry-climate model EMAC 2.41: AirTraf 1.0

et al. 2016

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“…AirClim is thus rather applicable for the assessments of long-term mitigation strategies, such as new aircraft concepts, which are designed independently of specific weather situations. In contrast, the assessment of mitigation strategies targeting daily operations, e.g., strategies, such as contrail avoidance or more general avoidance of climate-sensitive regions, rather requires climate impact calculations that consider actual weather situations, such as CoCiP (Contrail Cirrus Prediction Tool) [66] or REACT4C [10].…”

Section: Discussionmentioning

confidence: 99%

“…Hence, the net RF from aviation NO x depends on which pathway dominates, and this depends on emission scenarios, background concentrations and the chemical rate coefficients [17]. Depending on the location of the emission, the net RF of these emissions could be positive or negative [10]. Here, we take the average net RF of NO x from Lee et al [1], which is 12.6 mW·m −2 , as the impact of short-term O 3 prevails, in particular for growing emissions.…”

Section: Climate Impact From Aviationmentioning

confidence: 99%

Climate-Compatible Air Transport System—Climate Impact Mitigation Potential for Actual and Future Aircraft

et al. 2016

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Aviation guarantees mobility, but its emissions also contribute considerably to climate change. Therefore, climate impact mitigation strategies have to be developed based on comprehensive assessments of the different impacting factors. We quantify the climate impact mitigation potential and related costs resulting from changes in aircraft operations and design using a multi-disciplinary model workflow. We first analyze the climate impact mitigation potential and cash operating cost changes of altered cruise altitudes and speeds for all flights globally operated by the Airbus A330-200 fleet in the year 2006. We find that this globally can lead to a 42% reduction in temperature response at a 10% cash operating cost increase. Based on this analysis, new design criteria are derived for future aircraft that are optimized for cruise conditions with reduced climate impact. The newly-optimized aircraft is re-assessed with the developed model workflow. We obtain additional climate mitigation potential with small to moderate cash operating cost changes due to the aircraft design changes of, e.g., a 32% and 54% temperature response reduction for a 0% and 10% cash operating cost increase. Hence, replacing the entire A330-200 fleet by this redesigned aircraft (Ma cr = 0.72 and initial cruise altitude (ICA) = 8000 m) could reduce the climate impact by 32% without an increase of cash operating cost.

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How to regulate aviation's full climate impact as intended by the EU council from 2020 onwards

Scheelhaase

2019

Journal of Air Transport Management

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Reduction of the air traffic's contribution to climate change: A REACT4C case study

Cited by 44 publications

References 12 publications

Air traffic simulation in chemistry-climate model EMAC 2.41: AirTraf 1.0

Air traffic simulation in chemistry-climate model EMAC 2.41: AirTraf 1.0

Climate-Compatible Air Transport System—Climate Impact Mitigation Potential for Actual and Future Aircraft

How to regulate aviation's full climate impact as intended by the EU council from 2020 onwards

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