Volker Grewe

Assessment of temperature, trace species, and ozone in chemistry-climate model simulations of the recent past

Simulations of the stratosphere from thirteen coupled chemistry-climate models (CCMs) are evaluated to provide guidance for the interpretation of ozone predictions made by the same CCMs. The focus of the evaluation is on how well the fields and processes that are important for determining the ozone distribution are represented in the simulations of the recent past. The core period of the evaluation is from 1980 to 1999 but long-term trends are compared for an extended period (1960–2004). Comparisons of polar high-latitude temperatures show that most CCMs have only small biases in the Northern Hemisphere in winter and spring, but still have cold biases in the Southern Hemisphere spring below 10 hPa. Most CCMs display the correct stratospheric response of polar temperatures to wave forcing in the Northern, but not in the Southern Hemisphere. Global long-term stratospheric temperature trends are in reasonable agreement with satellite and radiosonde observations. Comparisons of simulations of methane, mean age of air, and propagation of the annual cycle in water vapor show a wide spread in the results, indicating differences in transport. However, for around half the models there is reasonable agreement with observations. In these models the mean age of air and the water vapor tape recorder signal are generally better than reported in previous model intercomparisons. Comparisons of the water vapor and inorganic chlorine (Cly) fields also show a large intermodel spread. Differences in tropical water vapor mixing ratios in the lower stratosphere are primarily related to biases in the simulated tropical tropopause temperatures and not transport. The spread in Cly, which is largest in the polar lower stratosphere, appears to be primarily related to transport differences. In general the amplitude and phase of the annual cycle in total ozone is well simulated apart from the southern high latitudes. Most CCMs show reasonable agreement with observed total ozone trends and variability on a global scale, but a greater spread in the ozone trends in polar regions in spring, especially in the Arctic. In conclusion, despite the wide range of skills in representing different processes assessed here, there is sufficient agreement between the majority of the CCMs and the observations that some confidence can be placed in their predictions.

Aviation radiative forcing in 2000: An update on IPCC (1999)

New estimates of the various contributions to the radiative forcing (RF) from aviation are presented, mainly based on results from the TRADEOFF project that update those of the Intergovernmental Panel on Climate Change (IPCC, 1999). The new estimate of the total RF from aviation for 2000 is approximately the same as that of the IPCC’s estimate for 1992. This is mainly a consequence of the strongly reduced RF from contrails, which compensates the increase due to increased traffic from 1992 to 2000. The RF from other aviationinduced cirrus clouds might be as large as the present estimate of the total RF (without cirrus). However, our present knowledge on these aircraft-induced cirrus clouds is too poor to provide a reliable estimate of the associated RF. Zusammenfassung Neue Abschatzungen der einzelnen Beitrage zum Strahlungsantrieb des Luftverkehrs werden vorgestellt, die im Wesentlichen auf Ergebnissen des TRADEOFF-Projektes beruhen und die die IPCC-Abschatzungen (1999) aktualisieren. Der neue Wert fur den gesamten Strahlungsantrieb des Luftverkehrs im Jahr 2000 ist in etwa gleich gros wie die IPCC-Abschatzung fur das Jahr 1992. Das ist im Wesentlichen eine Folge des stark reduzierten Strahlungsantriebes durch Kondensstreifen, wodurch der Anstieg aufgrund der Zunahme des Verkehrs von 1992 bis 2000 kompensiert wird. Der Antrieb durch andere luftverkehrsinduzierte Wolken konnte ebenso gros sein wie die neue Abschatzung fur den gesamten Strahlungsantrieb (ohne Zirren). Jedoch ist unser heutiges Wissen uber diese luftverkehrsinduzierten Wolken nicht gut genug, um belastbare Aussagen uber den damit verbundenen Strahlungsantrieb zu machen.

The impact of greenhouse gases and halogenated species on future solar UV radiation doses

The future development of stratospheric ozone layer depends on the concentration of chlorine and bromine containing species. The stratosphere is also expected to be affected by future enhanced concentrations of greenhouse gases. These result in a cooling of the winter polar stratosphere and to more stable polar vortices which leads to enhanced chemical depletion and reduced transport of ozone into high latitudes. One of the driving forces behind the interest in stratospheric ozone is the impact of ozone on solar UV-B radiation. In this study UV scenarios have been constructed based on ozone predictions from the chemistry-climate model runs carried out by GISS, UKMO and DLR. Since cloudiness, albedo and terrain height are also important factors, climatological values of these quantities are taken into account in the UV calculations. Relative to 1979–92 conditions, for the 2010–2020 time period the GISS model results indicate a springtime enhancement of erythemal UV doses of up to 90% in the 60–90 °N region and an enhancement of 100% in the 60–90 °S region. The corresponding maximum increases in the annual Northern Hemispheric UV doses are estimated to be 14% in 2010–20, and 2% in 2040–50. In the Southern Hemisphere 40% enhancement is expected during 2010–20 and 27% during 2040–50.

Chemistry‐climate interactions in the Goddard Institute for Space Studies general circulation model: 1. Tropospheric chemistry model description and evaluation

We investigate the chemical (hydroxyl and ozone) and dynamical response to changing from present day to pre-industrial conditions in the Goddard Institute for Space Studies General Circulation Model (GISS GMC). We identify three main improvements not included by many other works. Firstly, our model includes interactive cloud calculations. Secondly we reduce sulfate aerosol which impacts NOx partitioning hence Ox distributions. Thirdly we reduce sea surface temperatures and increase ocean ice coverage which impact water vapor and ground albedo respectively. Changing the ocean data (hence water vapor and ozone) produces a potentially important feedback between the Hadley circulation and convective cloud cover. Our present day run (run 1, control run) global mean OH value was 9.8 x 10(exp 5) molecules/cc. For our best estimate of pre-industrial conditions run (run 2) which featured modified chemical emissions, sulfate aerosol and sea surface temperatures/ocean ice, this value changed to 10.2 x 10(exp 5) molecules/cc. Reducing only the chemical emissions to pre-industrial levels in run 1 (run 3) resulted in this value increasing to 10.6 x 10(exp 5) molecules/cc. Reducing the sulfate in run 3 to pre-industrial levels (run 4) resulted in a small increase in global mean OH (10.7 x 10(exp 5) molecules/cc). Changing the ocean data in run 4 to pre-industrial levels (run 5) led to a reduction in this value to 10.3 x 10(exp 5) molecules/cc. Mean tropospheric ozone burdens were 262, 181, 180, 180, and 182 Tg for runs 1-5 respectively.

Impact of Aircraft NOx Emissions. Part 1: Interactively Coupled Climate-Chemistry Simulations and Sensitivities to Climate-Chemistry Feedback, Lightning and Model Resolution

Simulations with the fully coupled climate-chemistry model E39/C suggest that the 1990 aircraft NO x emissions contributed substantially to the Northern Hemisphere NO x (30-40%) and ozone (3-4%) tropospheric burdens. Ozone production rates are increased by air traffic NO x emissions in the mid- and upper troposphere, whereas ozone loss rates are increased in the lower troposphere but decreased at cruise altitudes. The latter reduction results from increased tropospheric NO and NO 2 concentrations and a change in the OH:HO 2 ratio at cruise altitudes. Sensitivity studies showed that feedback processes between chemical species and dynamics are not altered significantly by air traffic. However, the results are sensitive to the lightning NO x emission patterns, the vertical resolution of the model at tropopause altitudes, model domain, and maximum flight level.

Assessment of the future development of the ozone layer

ECHAM3/CHEM is used to estimate the future development of the ozone layer. The general circulation model ECHAM3 and the chemistry module CHEM are coupled in a CTM-like mode, i.e. no feedback of simulated chemical species on radiation is considered. Currently CHEM does not include bromine chemistry. Two time-slice experiments representing 1991 and 2015 conditions are carried out. Chemical species are transported by winds calculated with different CO 2 mixing ratios as a proxy for other greenhouse-gases. For 2015, the adopted increase of CO 2 and the corresponding modification of the sea-surface temperature lead to a warming of the troposphere and a cooling of the stratosphere. The assessment for 2015 indicates that the ozone layer will not homogeneously recover, despite the employed decrease of chlorine in the model. Whereas in low and mid-latitudes an ascent of stratospheric O 3 is obvious, no significant increase of O 3 is found in the polar regions during spring time.

Impact of aircraft NOx emissions on tropospheric and stratospheric ozone. Part II: 3-D model results

Abstract The global three-dimensional dynamic-chemical model ECHAM3/CHEM is employed to estimate the impact of present and future sub- and supersonic aircraft NOx emissions on ozone. Multinual simulations are performed to investigate changes of large-scale climatological features. An increase of tropospheric ozone of 3–4% is found in the Northern Hemisphere for a present day scenario, independently from season. No indications for significant ozone changes are indicated in the lower stratosphere. NOx emissions expected for the year 2015 by sub- and supersonic (500 civil aircraft, Mach 2.4, EINOx=15) air traffic yield much larger ozone changes in the model. An ozone increase of approximately 15% is predicted near the cruise altitude of future subsonic air traffic. This is accompanied by a clear ozone reduction of 3–4% in the lower stratosphere caused by supersonic aircraft. A stronger decrease of ozone is detected in polar winter due to the impact of heterogeneous reactions on polar stratospheric clouds.

Solar cycle effect delays onset of ozone recovery

Short- and long-term changes of total ozone are investigated by means of an ensemble simulation with the coupled chemistry-climate model E39/C for the period 1960 to 2020. Past total ozone changes are well simulated on both, long (decadal) and short (monthly) timescales. Even the 2002 Antarctic ozone anomaly appears in the ensemble. The model results indicate that the 11-year solar cycle will delay the onset of a sustained ozone recovery. The lowest global mean total ozone values occur between 2005 and 2010, although stratospheric chlorine loading is assumed to decline after 2000. E39/C results exhibit a significant increase of total ozone after the beginning of the next decade, following the upcoming solar minimum. The observed ozone increase in the second half of the 1990s is reproduced by E39/C and is identified as a combined post- Pinatubo and solar cycle effect rather than the beginning of a sustainable ozone recovery.

Impact of aircraft NOx emissions. Part 2: Effects of lowering the flight altitude

Aircraft emissions of NO x amount to a small proportion of total emissions of NO x from man-made and natural sources. However, NO x from subsonic aircraft are directly emitted in the upper troposphere and lower stratosphere and have a relatively strong effect on the production of ozone (O 3 ), a greenhouse gas, in that region. Furthermore air traffic is expected to increase significantly in the next decades. Possibilities for reducing the environmental impacts of air traffic by operational, technological and economic measures are currently under discussion. One potential option is to reduce flight altitudes. As a first step we investigate the effect of lowering cruise altitudes by 1 km on the chemical composition of the atmosphere for a subsonic fleet in 2015. Other parameters are deliberately kept constant, e.g., fuel consumption and NO x emissions. The simulations with the coupled climate-chemistry model E39/C clearly show that this fleet leads to a significantly smaller ozone increase compared to a fleet with a standard cruise altitude. In the northern hemisphere aircraft cause an ozone increase of 12.5 Tg for a 2015 simulation. The reduction in the ozone increase of 1.5 Tg is greater than the estimated additional ozone increase of 0.3 Tg due to decreased aerodynamic efficiency and therefore higher fuel consumption and NO x emissions. This value (1.2 Tg) is in the order of 10% relative to the simulated aircraft induced ozone increase of 12.5 Tg.

Comparison of recent modeled and observed trends in total column ozone

We present a comparison of trends in total column ozone from 10 two-dimensional and 4 three-dimensional models and solar backscatter ultraviolet–2 (SBUV/2) satellite observations from the period 1979–2003. Trends for the past (1979–2000), the recent 7 years (1996–2003), and the future (2000–2050) are compared. We have analyzed the data using both simple linear trends and linear trends derived with a hockey stick method including a turnaround point in 1996. If the last 7 years, 1996–2003, are analyzed in isolation, the SBUV/2 observations show no increase in ozone, and most of the models predict continued depletion, although at a lesser rate. In sharp contrast to this, the recent data show positive trends for the Northern and the Southern Hemispheres if the hockey stick method with a turnaround point in 1996 is employed for the models and observations. The analysis shows that the observed positive trends in both hemispheres in the recent 7-year period are much larger than what is predicted by the models. The trends derived with the hockey stick method are very dependent on the values just before the turnaround point. The analysis of the recent data therefore depends greatly on these years being representative of the overall trend. Most models underestimate the past trends at middle and high latitudes. This is particularly pronounced in the Northern Hemisphere. Quantitatively, there is much disagreement among the models concerning future trends. However, the models agree that future trends are expected to be positive and less than half the magnitude of the past downward trends. Examination of the model projections shows that there is virtually no correlation between the past and future trends from the individual models.