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The contribution of global aviation to anthropogenic climate forcing for 2000 to 2018.

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Title: The contribution of global aviation to anthropogenic climate forcing for 2000 to 2018.
Authors: Lee, D.S.1 (AUTHOR) d.s.lee@mmu.ac.uk, Fahey, D.W.2 (AUTHOR), Skowron, A.1 (AUTHOR), Allen, M.R.3,4 (AUTHOR), Burkhardt, U.5 (AUTHOR), Chen, Q.6 (AUTHOR), Doherty, S.J.7 (AUTHOR), Freeman, S.1 (AUTHOR), Forster, P.M.8 (AUTHOR), Fuglestvedt, J.9 (AUTHOR), Gettelman, A.10 (AUTHOR), De León, R.R.1 (AUTHOR), Lim, L.L.1 (AUTHOR), Lund, M.T.9 (AUTHOR), Millar, R.J.3,11 (AUTHOR), Owen, B.1 (AUTHOR), Penner, J.E.12 (AUTHOR), Pitari, G.13 (AUTHOR), Prather, M.J.14 (AUTHOR), Sausen, R.5 (AUTHOR)
Source: Atmospheric Environment. Jan2021, Vol. 244, pN.PAG-N.PAG. 1p.
Subject Terms: *Effect of human beings on climate change, *Radiative forcing, *Government policy on climate change, *Global warming, *Soot, Sulfate aerosols
Abstract: Global aviation operations contribute to anthropogenic climate change via a complex set of processes that lead to a net surface warming. Of importance are aviation emissions of carbon dioxide (CO 2), nitrogen oxides (NO x), water vapor, soot and sulfate aerosols, and increased cloudiness due to contrail formation. Aviation grew strongly over the past decades (1960–2018) in terms of activity, with revenue passenger kilometers increasing from 109 to 8269 billion km yr−1, and in terms of climate change impacts, with CO 2 emissions increasing by a factor of 6.8 to 1034 Tg CO 2 yr−1. Over the period 2013–2018, the growth rates in both terms show a marked increase. Here, we present a new comprehensive and quantitative approach for evaluating aviation climate forcing terms. Both radiative forcing (RF) and effective radiative forcing (ERF) terms and their sums are calculated for the years 2000–2018. Contrail cirrus, consisting of linear contrails and the cirrus cloudiness arising from them, yields the largest positive net (warming) ERF term followed by CO 2 and NO x emissions. The formation and emission of sulfate aerosol yields a negative (cooling) term. The mean contrail cirrus ERF/RF ratio of 0.42 indicates that contrail cirrus is less effective in surface warming than other terms. For 2018 the net aviation ERF is +100.9 milliwatts (mW) m−2 (5–95% likelihood range of (55, 145)) with major contributions from contrail cirrus (57.4 mW m−2), CO 2 (34.3 mW m−2), and NO x (17.5 mW m−2). Non-CO 2 terms sum to yield a net positive (warming) ERF that accounts for more than half (66%) of the aviation net ERF in 2018. Using normalization to aviation fuel use, the contribution of global aviation in 2011 was calculated to be 3.5 (4.0, 3.4) % of the net anthropogenic ERF of 2290 (1130, 3330) mW m−2. Uncertainty distributions (5%, 95%) show that non-CO 2 forcing terms contribute about 8 times more than CO 2 to the uncertainty in the aviation net ERF in 2018. The best estimates of the ERFs from aviation aerosol-cloud interactions for soot and sulfate remain undetermined. CO 2 -warming-equivalent emissions based on global warming potentials (GWP* method) indicate that aviation emissions are currently warming the climate at approximately three times the rate of that associated with aviation CO 2 emissions alone. CO 2 and NO x aviation emissions and cloud effects remain a continued focus of anthropogenic climate change research and policy discussions. Image 1 • Global aviation warms Earth's surface through both CO 2 and net non-CO 2 contributions. • Global aviation contributes a few percent to anthropogenic radiative forcing. • Non-CO 2 impacts comprise about 2/3 of the net radiative forcing. • Comprehensive and quantitative calculations of aviation effects are presented. • Data are made available to analyze past, present and future aviation climate forcing. [ABSTRACT FROM AUTHOR]
Copyright of Atmospheric Environment is the property of Pergamon Press - An Imprint of Elsevier Science and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)
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  Data: The contribution of global aviation to anthropogenic climate forcing for 2000 to 2018.
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  Data: Global aviation operations contribute to anthropogenic climate change via a complex set of processes that lead to a net surface warming. Of importance are aviation emissions of carbon dioxide (CO 2), nitrogen oxides (NO x), water vapor, soot and sulfate aerosols, and increased cloudiness due to contrail formation. Aviation grew strongly over the past decades (1960–2018) in terms of activity, with revenue passenger kilometers increasing from 109 to 8269 billion km yr−1, and in terms of climate change impacts, with CO 2 emissions increasing by a factor of 6.8 to 1034 Tg CO 2 yr−1. Over the period 2013–2018, the growth rates in both terms show a marked increase. Here, we present a new comprehensive and quantitative approach for evaluating aviation climate forcing terms. Both radiative forcing (RF) and effective radiative forcing (ERF) terms and their sums are calculated for the years 2000–2018. Contrail cirrus, consisting of linear contrails and the cirrus cloudiness arising from them, yields the largest positive net (warming) ERF term followed by CO 2 and NO x emissions. The formation and emission of sulfate aerosol yields a negative (cooling) term. The mean contrail cirrus ERF/RF ratio of 0.42 indicates that contrail cirrus is less effective in surface warming than other terms. For 2018 the net aviation ERF is +100.9 milliwatts (mW) m−2 (5–95% likelihood range of (55, 145)) with major contributions from contrail cirrus (57.4 mW m−2), CO 2 (34.3 mW m−2), and NO x (17.5 mW m−2). Non-CO 2 terms sum to yield a net positive (warming) ERF that accounts for more than half (66%) of the aviation net ERF in 2018. Using normalization to aviation fuel use, the contribution of global aviation in 2011 was calculated to be 3.5 (4.0, 3.4) % of the net anthropogenic ERF of 2290 (1130, 3330) mW m−2. Uncertainty distributions (5%, 95%) show that non-CO 2 forcing terms contribute about 8 times more than CO 2 to the uncertainty in the aviation net ERF in 2018. The best estimates of the ERFs from aviation aerosol-cloud interactions for soot and sulfate remain undetermined. CO 2 -warming-equivalent emissions based on global warming potentials (GWP* method) indicate that aviation emissions are currently warming the climate at approximately three times the rate of that associated with aviation CO 2 emissions alone. CO 2 and NO x aviation emissions and cloud effects remain a continued focus of anthropogenic climate change research and policy discussions. Image 1 • Global aviation warms Earth's surface through both CO 2 and net non-CO 2 contributions. • Global aviation contributes a few percent to anthropogenic radiative forcing. • Non-CO 2 impacts comprise about 2/3 of the net radiative forcing. • Comprehensive and quantitative calculations of aviation effects are presented. • Data are made available to analyze past, present and future aviation climate forcing. [ABSTRACT FROM AUTHOR]
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  Data: <i>Copyright of Atmospheric Environment is the property of Pergamon Press - An Imprint of Elsevier Science and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract.</i> (Copyright applies to all Abstracts.)
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        Value: 10.1016/j.atmosenv.2020.117834
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        Text: English
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