MozartV1, PascalFrancis, Corpus, bibRecord, 000019

The assessment of the impact of aviation NOx on ozone and other radiative forcing responses - The importance of representing cruise altitudes accurately

Identifieur interne : 000019 ( PascalFrancis/Corpus ); précédent : 000018; suivant : 000020

The assessment of the impact of aviation NOx on ozone and other radiative forcing responses - The importance of representing cruise altitudes accurately

Auteurs : A. Skowron ; D. S. Lee ; R. R. De Leon

Source :

Atmospheric environment : (1994) [ 1352-2310 ] ; 2013.

RBID : Pascal:13-0311008

Descripteurs français

Pascal (Inist)
- Trafic aérien, Avion, Oxyde d'azote, Etude impact, Ozone, Pollution air, Troposphère, Forçage, Transfert radiatif, Potentiel réchauffement global, Altitude, Composé de l'azote, Oxydant photochimique, Changement climatique.

English descriptors

KwdEn :
- Air pollution, Air traffic, Airplane, Altitude, Climate change, Forcing, Global warming potential, Impact study, Nitrogen compounds, Nitrogen oxide, Ozone, Photochemical oxidants, Radiative transfer, Troposphere.

Abstract

Aviation emissions of NO_x result in the formation of tropospheric ozone (warming) and destruction of a small amount of methane (cooling), positive and negative radiative forcing effects. In addition, the reduction of methane results in a small long-term reduction in tropospheric ozone (cooling) and, in addition, a long-term reduction in water vapour in the stratosphere (cooling) from reduced oxidation of methane, both negative radiative forcing impacts. Taking all these radiative effects together, aircraft NO_x is still thought to result in a positive (warming) radiative effect under constant emissions assumptions. Previously, comparative modelling studies have focussed on the variability between models, using the same emissions database. In this study, we rather quantify the variability and uncertainty arising from different estimations of present-day aircraft NO_x emissions. Six different aircraft NO_x emissions inventories were used in the global chemical transport model, MOZART v3. The inventories were normalized to give the same global emission of NO_x in order to remove one element of uncertainty. Emissions differed in the normalized cases by 23% at cruise altitudes (283-200 hPa, where the bulk of emission occurs, globally). However, the resultant short-term ozone chemical perturbation varied by 15% between the different inventories. Once all the effects that give rise to positive and negative radiative impacts were accounted for, the variability of net radiative forcing impacts was 94%. Using these radiative effects to formulate a net aviation NO_x Global Warming Potential (GWP) for a 100-year time horizon resulted in GWPs ranging from 60 to 4, over an order of magnitude. It is concluded that the detailed placement of emissions at chemically sensitive cruise altitudes strongly affects the assessment of the total radiative impact, introducing a hitherto previously unidentified large fraction of the uncertainty of impacts between different modelling assessments. It is recommended that future formulations of aircraft NO_x emissions focus efforts on the detailed and accurate placement of emissions at cruise altitudes to reduce the uncertainty in future assessments of aviation NO_x impacts.

Notice en format standard (ISO 2709)

Pour connaître la documentation sur le format Inist Standard.

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C01	`01`		`ENG`	@0 Aviation emissions of NO_x result in the formation of tropospheric ozone (warming) and destruction of a small amount of methane (cooling), positive and negative radiative forcing effects. In addition, the reduction of methane results in a small long-term reduction in tropospheric ozone (cooling) and, in addition, a long-term reduction in water vapour in the stratosphere (cooling) from reduced oxidation of methane, both negative radiative forcing impacts. Taking all these radiative effects together, aircraft NO_x is still thought to result in a positive (warming) radiative effect under constant emissions assumptions. Previously, comparative modelling studies have focussed on the variability between models, using the same emissions database. In this study, we rather quantify the variability and uncertainty arising from different estimations of present-day aircraft NO_x emissions. Six different aircraft NO_x emissions inventories were used in the global chemical transport model, MOZART v3. The inventories were normalized to give the same global emission of NO_x in order to remove one element of uncertainty. Emissions differed in the normalized cases by 23% at cruise altitudes (283-200 hPa, where the bulk of emission occurs, globally). However, the resultant short-term ozone chemical perturbation varied by 15% between the different inventories. Once all the effects that give rise to positive and negative radiative impacts were accounted for, the variability of net radiative forcing impacts was 94%. Using these radiative effects to formulate a net aviation NO_x Global Warming Potential (GWP) for a 100-year time horizon resulted in GWPs ranging from 60 to 4, over an order of magnitude. It is concluded that the detailed placement of emissions at chemically sensitive cruise altitudes strongly affects the assessment of the total radiative impact, introducing a hitherto previously unidentified large fraction of the uncertainty of impacts between different modelling assessments. It is recommended that future formulations of aircraft NO_x emissions focus efforts on the detailed and accurate placement of emissions at cruise altitudes to reduce the uncertainty in future assessments of aviation NO_x impacts.
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C07	`01`	`X`	`SPA`	`@0 Climatología dinámica`
N21				`@1 294`

Format Inist (serveur)

NO :	PASCAL 13-0311008 INIST
ET :	The assessment of the impact of aviation NO_x on ozone and other radiative forcing responses - The importance of representing cruise altitudes accurately
AU :	SKOWRON (A.); LEE (D. S.); DE LEON (R. R.)
AF :	Dalton Research Institute, Manchester Metropolitan University, John Dalton Building, Chester Street/Manchester M1 5GD/Royaume-Uni (1 aut., 2 aut., 3 aut.)
DT :	Publication en série; Niveau analytique
SO :	Atmospheric environment : (1994); ISSN 1352-2310; Royaume-Uni; Da. 2013; Vol. 74; Pp. 159-168; Bibl. 3/4 p.
LA :	Anglais
EA :	Aviation emissions of NO_x result in the formation of tropospheric ozone (warming) and destruction of a small amount of methane (cooling), positive and negative radiative forcing effects. In addition, the reduction of methane results in a small long-term reduction in tropospheric ozone (cooling) and, in addition, a long-term reduction in water vapour in the stratosphere (cooling) from reduced oxidation of methane, both negative radiative forcing impacts. Taking all these radiative effects together, aircraft NO_x is still thought to result in a positive (warming) radiative effect under constant emissions assumptions. Previously, comparative modelling studies have focussed on the variability between models, using the same emissions database. In this study, we rather quantify the variability and uncertainty arising from different estimations of present-day aircraft NO_x emissions. Six different aircraft NO_x emissions inventories were used in the global chemical transport model, MOZART v3. The inventories were normalized to give the same global emission of NO_x in order to remove one element of uncertainty. Emissions differed in the normalized cases by 23% at cruise altitudes (283-200 hPa, where the bulk of emission occurs, globally). However, the resultant short-term ozone chemical perturbation varied by 15% between the different inventories. Once all the effects that give rise to positive and negative radiative impacts were accounted for, the variability of net radiative forcing impacts was 94%. Using these radiative effects to formulate a net aviation NO_x Global Warming Potential (GWP) for a 100-year time horizon resulted in GWPs ranging from 60 to 4, over an order of magnitude. It is concluded that the detailed placement of emissions at chemically sensitive cruise altitudes strongly affects the assessment of the total radiative impact, introducing a hitherto previously unidentified large fraction of the uncertainty of impacts between different modelling assessments. It is recommended that future formulations of aircraft NO_x emissions focus efforts on the detailed and accurate placement of emissions at cruise altitudes to reduce the uncertainty in future assessments of aviation NO_x impacts.
CC :	001D16C04C; 001E02D10
FD :	Trafic aérien; Avion; Oxyde d'azote; Etude impact; Ozone; Pollution air; Troposphère; Forçage; Transfert radiatif; Potentiel réchauffement global; Altitude; Composé de l'azote; Oxydant photochimique; Changement climatique
FG :	Climatologie dynamique
ED :	Air traffic; Airplane; Nitrogen oxide; Impact study; Ozone; Air pollution; Troposphere; Forcing; Radiative transfer; Global warming potential; Altitude; Nitrogen compounds; Photochemical oxidants; Climate change
EG :	Dynamical climatology
SD :	Tráfico aéreo; Avión; Nitrógeno óxido; Estudio impacto; Ozono; Contaminación aire; Troposfera; Forzamiento; Transferencia radiativa; Potencial calefacción global; Altitud; Compuesto nitrogenado; Cambio climático
LO :	INIST-8940B.354000503801620180
ID :	13-0311008

Links to Exploration step

Pascal:13-0311008

Le document en format XML

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<front><div type="abstract" xml:lang="en">Aviation emissions of NO<sub>x</sub>
 result in the formation of tropospheric ozone (warming) and destruction of a small amount of methane (cooling), positive and negative radiative forcing effects. In addition, the reduction of methane results in a small long-term reduction in tropospheric ozone (cooling) and, in addition, a long-term reduction in water vapour in the stratosphere (cooling) from reduced oxidation of methane, both negative radiative forcing impacts. Taking all these radiative effects together, aircraft NO<sub>x</sub>
 is still thought to result in a positive (warming) radiative effect under constant emissions assumptions. Previously, comparative modelling studies have focussed on the variability between models, using the same emissions database. In this study, we rather quantify the variability and uncertainty arising from different estimations of present-day aircraft NO<sub>x</sub>
 emissions. Six different aircraft NO<sub>x</sub>
 emissions inventories were used in the global chemical transport model, MOZART v3. The inventories were normalized to give the same global emission of NO<sub>x</sub>
 in order to remove one element of uncertainty. Emissions differed in the normalized cases by 23% at cruise altitudes (283-200 hPa, where the bulk of emission occurs, globally). However, the resultant short-term ozone chemical perturbation varied by 15% between the different inventories. Once all the effects that give rise to positive and negative radiative impacts were accounted for, the variability of net radiative forcing impacts was 94%. Using these radiative effects to formulate a net aviation NO<sub>x</sub>
 Global Warming Potential (GWP) for a 100-year time horizon resulted in GWPs ranging from 60 to 4, over an order of magnitude. It is concluded that the detailed placement of emissions at chemically sensitive cruise altitudes strongly affects the assessment of the total radiative impact, introducing a hitherto previously unidentified large fraction of the uncertainty of impacts between different modelling assessments. It is recommended that future formulations of aircraft NO<sub>x</sub>
 emissions focus efforts on the detailed and accurate placement of emissions at cruise altitudes to reduce the uncertainty in future assessments of aviation NO<sub>x</sub>
 impacts.</div>
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 is still thought to result in a positive (warming) radiative effect under constant emissions assumptions. Previously, comparative modelling studies have focussed on the variability between models, using the same emissions database. In this study, we rather quantify the variability and uncertainty arising from different estimations of present-day aircraft NO<sub>x</sub>
 emissions. Six different aircraft NO<sub>x</sub>
 emissions inventories were used in the global chemical transport model, MOZART v3. The inventories were normalized to give the same global emission of NO<sub>x</sub>
 in order to remove one element of uncertainty. Emissions differed in the normalized cases by 23% at cruise altitudes (283-200 hPa, where the bulk of emission occurs, globally). However, the resultant short-term ozone chemical perturbation varied by 15% between the different inventories. Once all the effects that give rise to positive and negative radiative impacts were accounted for, the variability of net radiative forcing impacts was 94%. Using these radiative effects to formulate a net aviation NO<sub>x</sub>
 Global Warming Potential (GWP) for a 100-year time horizon resulted in GWPs ranging from 60 to 4, over an order of magnitude. It is concluded that the detailed placement of emissions at chemically sensitive cruise altitudes strongly affects the assessment of the total radiative impact, introducing a hitherto previously unidentified large fraction of the uncertainty of impacts between different modelling assessments. It is recommended that future formulations of aircraft NO<sub>x</sub>
 emissions focus efforts on the detailed and accurate placement of emissions at cruise altitudes to reduce the uncertainty in future assessments of aviation NO<sub>x</sub>
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<s5>04</s5>
</fC03>
<fC03 i1="04" i2="X" l="ENG"><s0>Impact study</s0>
<s5>04</s5>
</fC03>
<fC03 i1="04" i2="X" l="SPA"><s0>Estudio impacto</s0>
<s5>04</s5>
</fC03>
<fC03 i1="05" i2="X" l="FRE"><s0>Ozone</s0>
<s2>NK</s2>
<s2>FX</s2>
<s5>05</s5>
</fC03>
<fC03 i1="05" i2="X" l="ENG"><s0>Ozone</s0>
<s2>NK</s2>
<s2>FX</s2>
<s5>05</s5>
</fC03>
<fC03 i1="05" i2="X" l="SPA"><s0>Ozono</s0>
<s2>NK</s2>
<s2>FX</s2>
<s5>05</s5>
</fC03>
<fC03 i1="06" i2="X" l="FRE"><s0>Pollution air</s0>
<s5>06</s5>
</fC03>
<fC03 i1="06" i2="X" l="ENG"><s0>Air pollution</s0>
<s5>06</s5>
</fC03>
<fC03 i1="06" i2="X" l="SPA"><s0>Contaminación aire</s0>
<s5>06</s5>
</fC03>
<fC03 i1="07" i2="X" l="FRE"><s0>Troposphère</s0>
<s5>07</s5>
</fC03>
<fC03 i1="07" i2="X" l="ENG"><s0>Troposphere</s0>
<s5>07</s5>
</fC03>
<fC03 i1="07" i2="X" l="SPA"><s0>Troposfera</s0>
<s5>07</s5>
</fC03>
<fC03 i1="08" i2="X" l="FRE"><s0>Forçage</s0>
<s5>08</s5>
</fC03>
<fC03 i1="08" i2="X" l="ENG"><s0>Forcing</s0>
<s5>08</s5>
</fC03>
<fC03 i1="08" i2="X" l="SPA"><s0>Forzamiento</s0>
<s5>08</s5>
</fC03>
<fC03 i1="09" i2="X" l="FRE"><s0>Transfert radiatif</s0>
<s5>09</s5>
</fC03>
<fC03 i1="09" i2="X" l="ENG"><s0>Radiative transfer</s0>
<s5>09</s5>
</fC03>
<fC03 i1="09" i2="X" l="SPA"><s0>Transferencia radiativa</s0>
<s5>09</s5>
</fC03>
<fC03 i1="10" i2="X" l="FRE"><s0>Potentiel réchauffement global</s0>
<s5>10</s5>
</fC03>
<fC03 i1="10" i2="X" l="ENG"><s0>Global warming potential</s0>
<s5>10</s5>
</fC03>
<fC03 i1="10" i2="X" l="SPA"><s0>Potencial calefacción global</s0>
<s5>10</s5>
</fC03>
<fC03 i1="11" i2="X" l="FRE"><s0>Altitude</s0>
<s5>11</s5>
</fC03>
<fC03 i1="11" i2="X" l="ENG"><s0>Altitude</s0>
<s5>11</s5>
</fC03>
<fC03 i1="11" i2="X" l="SPA"><s0>Altitud</s0>
<s5>11</s5>
</fC03>
<fC03 i1="12" i2="X" l="FRE"><s0>Composé de l'azote</s0>
<s2>NK</s2>
<s5>35</s5>
</fC03>
<fC03 i1="12" i2="X" l="ENG"><s0>Nitrogen compounds</s0>
<s2>NK</s2>
<s5>35</s5>
</fC03>
<fC03 i1="12" i2="X" l="SPA"><s0>Compuesto nitrogenado</s0>
<s2>NK</s2>
<s5>35</s5>
</fC03>
<fC03 i1="13" i2="3" l="FRE"><s0>Oxydant photochimique</s0>
<s5>36</s5>
</fC03>
<fC03 i1="13" i2="3" l="ENG"><s0>Photochemical oxidants</s0>
<s5>36</s5>
</fC03>
<fC03 i1="14" i2="X" l="FRE"><s0>Changement climatique</s0>
<s5>37</s5>
</fC03>
<fC03 i1="14" i2="X" l="ENG"><s0>Climate change</s0>
<s5>37</s5>
</fC03>
<fC03 i1="14" i2="X" l="SPA"><s0>Cambio climático</s0>
<s5>37</s5>
</fC03>
<fC07 i1="01" i2="X" l="FRE"><s0>Climatologie dynamique</s0>
</fC07>
<fC07 i1="01" i2="X" l="ENG"><s0>Dynamical climatology</s0>
</fC07>
<fC07 i1="01" i2="X" l="SPA"><s0>Climatología dinámica</s0>
</fC07>
<fN21><s1>294</s1>
</fN21>
</pA>
</standard>
<server><NO>PASCAL 13-0311008 INIST</NO>
<ET>The assessment of the impact of aviation NO<sub>x</sub>
 on ozone and other radiative forcing responses - The importance of representing cruise altitudes accurately</ET>
<AU>SKOWRON (A.); LEE (D. S.); DE LEON (R. R.)</AU>
<AF>Dalton Research Institute, Manchester Metropolitan University, John Dalton Building, Chester Street/Manchester M1 5GD/Royaume-Uni (1 aut., 2 aut., 3 aut.)</AF>
<DT>Publication en série; Niveau analytique</DT>
<SO>Atmospheric environment : (1994); ISSN 1352-2310; Royaume-Uni; Da. 2013; Vol. 74; Pp. 159-168; Bibl. 3/4 p.</SO>
<LA>Anglais</LA>
<EA>Aviation emissions of NO<sub>x</sub>
 result in the formation of tropospheric ozone (warming) and destruction of a small amount of methane (cooling), positive and negative radiative forcing effects. In addition, the reduction of methane results in a small long-term reduction in tropospheric ozone (cooling) and, in addition, a long-term reduction in water vapour in the stratosphere (cooling) from reduced oxidation of methane, both negative radiative forcing impacts. Taking all these radiative effects together, aircraft NO<sub>x</sub>
 is still thought to result in a positive (warming) radiative effect under constant emissions assumptions. Previously, comparative modelling studies have focussed on the variability between models, using the same emissions database. In this study, we rather quantify the variability and uncertainty arising from different estimations of present-day aircraft NO<sub>x</sub>
 emissions. Six different aircraft NO<sub>x</sub>
 emissions inventories were used in the global chemical transport model, MOZART v3. The inventories were normalized to give the same global emission of NO<sub>x</sub>
 in order to remove one element of uncertainty. Emissions differed in the normalized cases by 23% at cruise altitudes (283-200 hPa, where the bulk of emission occurs, globally). However, the resultant short-term ozone chemical perturbation varied by 15% between the different inventories. Once all the effects that give rise to positive and negative radiative impacts were accounted for, the variability of net radiative forcing impacts was 94%. Using these radiative effects to formulate a net aviation NO<sub>x</sub>
 Global Warming Potential (GWP) for a 100-year time horizon resulted in GWPs ranging from 60 to 4, over an order of magnitude. It is concluded that the detailed placement of emissions at chemically sensitive cruise altitudes strongly affects the assessment of the total radiative impact, introducing a hitherto previously unidentified large fraction of the uncertainty of impacts between different modelling assessments. It is recommended that future formulations of aircraft NO<sub>x</sub>
 emissions focus efforts on the detailed and accurate placement of emissions at cruise altitudes to reduce the uncertainty in future assessments of aviation NO<sub>x</sub>
 impacts.</EA>
<CC>001D16C04C; 001E02D10</CC>
<FD>Trafic aérien; Avion; Oxyde d'azote; Etude impact; Ozone; Pollution air; Troposphère; Forçage; Transfert radiatif; Potentiel réchauffement global; Altitude; Composé de l'azote; Oxydant photochimique; Changement climatique</FD>
<FG>Climatologie dynamique</FG>
<ED>Air traffic; Airplane; Nitrogen oxide; Impact study; Ozone; Air pollution; Troposphere; Forcing; Radiative transfer; Global warming potential; Altitude; Nitrogen compounds; Photochemical oxidants; Climate change</ED>
<EG>Dynamical climatology</EG>
<SD>Tráfico aéreo; Avión; Nitrógeno óxido; Estudio impacto; Ozono; Contaminación aire; Troposfera; Forzamiento; Transferencia radiativa; Potencial calefacción global; Altitud; Compuesto nitrogenado; Cambio climático</SD>
<LO>INIST-8940B.354000503801620180</LO>
<ID>13-0311008</ID>
</server>
</inist>
</record>

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The assessment of the impact of aviation NOx on ozone and other radiative forcing responses - The importance of representing cruise altitudes accurately

The assessment of the impact of aviation NOx on ozone and other radiative forcing responses - The importance of representing cruise altitudes accurately

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