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@ARTICLE{Rosanka:891839,
      author       = {Rosanka, Simon and Frömming, Christine and Grewe, Volker},
      title        = {{T}he impact of weather patterns and related transport
                      processes on aviation's contribution to ozone and methane
                      concentrations from ${NO}\<sub\>\<i\>x\</i\>\</sub\>$
                      emissions},
      journal      = {Atmospheric chemistry and physics},
      volume       = {20},
      number       = {20},
      issn         = {1680-7324},
      address      = {Katlenburg-Lindau},
      publisher    = {EGU},
      reportid     = {FZJ-2021-01762},
      pages        = {12347 - 12361},
      year         = {2020},
      abstract     = {Aviation-attributed climate impact depends on a combination
                      of composition changes in trace gases due to emissions of
                      carbon dioxide (CO2) and non-CO2 species. Nitrogen oxides
                      (NOx = NO + NO2) emissions induce an increase in
                      ozone (O3) and a depletion of methane (CH4), leading to a
                      climate warming and a cooling, respectively. In contrast to
                      CO2, non-CO2 contributions to the atmospheric composition
                      are short lived and are thus characterised by a high spatial
                      and temporal variability. In this study, we investigate the
                      influence of weather patterns and their related transport
                      processes on composition changes caused by
                      aviation-attributed NOx emissions. This is achieved by using
                      the atmospheric chemistry model EMAC (ECHAM/MESSy).
                      Representative weather situations were simulated in which
                      unit NOx emissions are initialised in specific air parcels
                      at typical flight altitudes over the North Atlantic flight
                      sector. By explicitly calculating contributions to the O3
                      and CH4 concentrations induced by these emissions,
                      interactions between trace gas composition changes and
                      weather conditions along the trajectory of each air parcel
                      are investigated. Previous studies showed a clear
                      correlation between the prevailing weather situation at the
                      time when the NOx emission occurs and the climate impact of
                      the NOx emission. Here, we show that the aviation NOx
                      contribution to ozone is characterised by the time and
                      magnitude of its maximum and demonstrate that a high O3
                      maximum is only possible if the maximum occurs early after
                      the emission. Early maxima occur only if the air parcel, in
                      which the NOx emission occurred, is transported to lower
                      altitudes, where the chemical activity is high. This
                      downward transport is caused by subsidence in high-pressure
                      systems. A high ozone magnitude only occurs if the air
                      parcel is transported downward into a region in which the
                      ozone production is efficient. This efficiency is limited by
                      atmospheric NOx and HOx concentrations during summer and
                      winter, respectively. We show that a large CH4 depletion is
                      only possible if a strong formation of O3 occurs due to the
                      NOx emission and if high atmospheric H2O concentrations are
                      present along the air parcel's trajectory. Only air parcels,
                      which are transported into tropical areas due to
                      high-pressure systems, experience high concentrations of H2O
                      and thus a large CH4 depletion. Avoiding climate-sensitive
                      areas by rerouting aircraft flight tracks is currently
                      computationally not feasible due to the long chemical
                      simulations needed. The findings of this study form a basis
                      of a better understanding of NOx climate-sensitive areas and
                      through this will allow us to propose an alternative
                      approach to estimate aviation's climate impact on a
                      day-to-day basis, based on computationally cheaper
                      meteorological simulations without computationally expensive
                      chemistry. This comprises a step towards a climate impact
                      assessment of individual flights, here with the contribution
                      of aviation NOx emissions to climate change, ultimately
                      enabling routings with a lower climate impact by avoiding
                      climate-sensitive regions.},
      cin          = {IEK-8},
      ddc          = {550},
      cid          = {I:(DE-Juel1)IEK-8-20101013},
      pnm          = {243 - Tropospheric trace substances and their
                      transformation processes (POF3-243)},
      pid          = {G:(DE-HGF)POF3-243},
      typ          = {PUB:(DE-HGF)16},
      UT           = {WOS:000583032000004},
      doi          = {10.5194/acp-20-12347-2020},
      url          = {https://juser.fz-juelich.de/record/891839},
}