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Aviation and the Global Atmosphere

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<strong>Aviation</strong> <strong>and</strong> <strong>the</strong> <strong>Global</strong> <strong>Atmosphere</strong><br />

Symbol Description Chapter 4 Reference<br />

1992 bg 1992 background Scenario A: Table 4-4<br />

1992 ss 1992 including subsonics Scenario B: Table 4-4<br />

2015 bg 2015 background Scenario C: Table 4-4<br />

2015 ss 2015 including subsonics Scenario D: Table 4.4<br />

2015 hf 2015 subsonic/supersonic hybrid fleet Scenario S1k: Table 4-11<br />

2050 bg 2050 background Scenario E: Table 4-4<br />

2050 ss 2050 including subsonics Scenario F: Table 4-4<br />

2050 hf 2050 subsonic/supersonic hybrid fleet Scenario S9h: Table 4-12<br />

1970 bg 1970 background Deduced from 1992 bg<br />

1970 ss 1970 subsonic Deduced from 1992 ss<br />

These absolute differences are applied to 1992ss to produce 1992bg, <strong>the</strong> 1992 background atmosphere, which is free of<br />

inputs from aircraft emissions. A model calculation is <strong>the</strong>n carried out using <strong>the</strong> prescribed background scenario for<br />

2015. The results of <strong>the</strong>se calculations are compared with <strong>the</strong> similar calculation for 1992, <strong>and</strong> <strong>the</strong> absolute difference<br />

obtained from <strong>the</strong> model calculations is applied to 1992bg to obtain 2015bg, <strong>the</strong> 2015 background atmosphere.<br />

Comparison of a model calculation for a 2015 atmosphere that contains inputs attributable to aviation, assuming only<br />

subsonic aircraft will be operating, with <strong>the</strong> model calculation for <strong>the</strong> 2015 background atmosphere provides an estimate<br />

of absolute changes in ozone concentration between <strong>the</strong>se two calculations. These differences are applied to 2015bg to<br />

produce 2015ss, <strong>the</strong> 2015 atmosphere that includes <strong>the</strong> effects of emissions from a purely subsonic fleet of aircraft.<br />

Clearly, an analogous approach can be adopted to obtain <strong>the</strong> required information for 2050 <strong>and</strong> for 1970. Chapter 4 has<br />

provided mixing ratio differences calculated for <strong>the</strong> impact of aviation on ozone profiles for <strong>the</strong> latitudes <strong>and</strong> seasons<br />

shown in Table 5-1. The authors of Chapter 4 chose results from <strong>the</strong> Oslo 3-D model <strong>and</strong> <strong>the</strong> Atmospheric <strong>and</strong><br />

Environmental Research, Inc. (AER) 2-D model as representative of <strong>the</strong> subsonic <strong>and</strong> supersonic scenario calculations,<br />

respectively. Table 5-2 shows <strong>the</strong> scenarios considered here, with references to <strong>the</strong> relevant Chapter 4 tables. The<br />

method adopted in Chapter 4 for expressing <strong>the</strong> range in uncertainties for <strong>the</strong> ozone mixing ratio differences is<br />

discussed in Section 5.4.2.3. Figure 5-3 attempts to highlight <strong>the</strong> fact that, although 1992bg, 2015bg, <strong>and</strong> 2015ss are<br />

derived from model calculations, <strong>the</strong>y have <strong>the</strong> measurements of 1992ss as a reference. The implication of this<br />

approach is that, although ozone concentrations derived from models clearly have uncertainties, <strong>the</strong> differences<br />

obtained between any two model calculations may be more accurate than <strong>the</strong> absolute concentrations in ei<strong>the</strong>r model<br />

calculation. This assumption is questionable <strong>and</strong> must be regarded more as an assumption that allows UV calculations<br />

to proceed than one that can be defended strongly. The approach does have <strong>the</strong> advantage that UV calculations derived<br />

from 1992bg, 2015bg, <strong>and</strong> 2015ss are not based entirely on model calculations. It should be noted that, in assigning<br />

differences between model calculations to measured values in 1992ss, absolute differences in model calculations have<br />

been chosen ra<strong>the</strong>r than percentage differences. Again, <strong>the</strong> approach taken cannot be defended rigorously.<br />

http://www.ipcc.ch/ipccreports/sres/aviation/059.htm (4 von 7)08.05.2008 02:42:41

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