Evaluation of the use of radiosonde humidity data to predict the occurrence of persistent contrails

Regular visual observations of persistent contrails over Reading, UK, have been used to evaluate radiosonde measurements of temperature and humidity defining cold ice-supersaturated atmospheric regions which are assumed to be a necessary condition for persistent condensation trails (contrails) to form. Results show a good correlation between observations and predictions using data from Larkhill, 63 km from Reading. A statistical analysis of this result and the forecasts using data from four additional UK radiosonde stations are presented. The horizontal extent of supersaturated layers could be inferred from this to be several hundred kilometres. The necessity of bias corrections to radiosonde humidity measurements is discussed and an analysis of measured ice-supersaturated atmospheric layers in the troposphere is presented. It is found that ice supersaturation is more likely to occur in winter than in summer, with frequencies of 17.3% and 9.4%, respectively, which is mostly due to the layers being thicker in winter than in summer. The most probable height for them to occur is about 10 km.

A case study of the radiative forcing of persistent contrails evolving into contrail-induced cirrus

The radiative forcing due to a distinct pattern of persistent contrails that form into contrail-induced cirrus near and over the UK is investigated in detail for a single case study during March 2009. The development of the contrail-induced cirrus is tracked using a number of high-resolution polar orbiting and lower-resolution geostationary satellite instruments and is found to persist for a period of around 18 h, and at its peak, it covers over 50,000 km2. The shortwave (SW) and longwave (LW) radiative forcing of the contrail-induced cirrus is estimated using a combination of geostationary satellite instruments, numerical weather prediction models, and surface observation sites. As expected, the net radiative effect is a relatively small residual of the much stronger but opposing SW and LW effects, locally totaling around 10 W m−2 during daylight hours and 30 W m−2 during nighttime. A simple estimate indicates that this single localized event may have generated a global-mean radiative forcing of around 7% of recent estimates of the persistent contrail radiative forcing due to the entire global aircraft fleet on a diurnally averaged basis. A single aircraft operating in conditions favorable for persistent contrail formation appears to exert a contrail-induced radiative forcing some 5000 times greater (in W m−2 km−1) than recent estimates of the average persistent contrail radiative forcing from the entire civil aviation fleet. This study emphasizes the need to establish whether similar events are common or highly unusual for a confident assessment of the total climate effect of aviation to be made.

A case study of the radiative forcing of persistent contrails evolving into contrail-induced cirrus

The radiative forcing due to a distinct pattern of persistent contrails that form into contrail-induced cirrus near and over the UK is investigated in detail for a single case study during March 2009. The development of the contrail-induced cirrus is tracked using a number of high-resolution polar orbiting and lower-resolution geostationary satellite instruments and is found to persist for a period of around 18 h, and at its peak, it covers over 50,000 km2. The shortwave (SW) and longwave (LW) radiative forcing of the contrail-induced cirrus is estimated using a combination of geostationary satellite instruments, numerical weather prediction models, and surface observation sites. As expected, the net radiative effect is a relatively small residual of the much stronger but opposing SW and LW effects, locally totaling around 10 W m−2 during daylight hours and 30 W m−2 during nighttime. A simple estimate indicates that this single localized event may have generated a global-mean radiative forcing of around 7% of recent estimates of the persistent contrail radiative forcing due to the entire global aircraft fleet on a diurnally averaged basis. A single aircraft operating in conditions favorable for persistent contrail formation appears to exert a contrail-induced radiative forcing some 5000 times greater (in W m−2 km−1) than recent estimates of the average persistent contrail radiative forcing from the entire civil aviation fleet. This study emphasizes the need to establish whether similar events are common or highly unusual for a confident assessment of the total climate effect of aviation to be made.

Intercomparison of radiative forcing calculations of stratospheric water vapour and contrails

Seven groups have participated in an intercomparison study of calculations of radiative forcing (RF) due to stratospheric water vapour (SWV) and contrails. A combination of detailed radiative transfer schemes and codes for global-scale calculations have been used, as well as a combination of idealized simulations and more realistic global-scale changes in stratospheric water vapour and contrails. Detailed line-by-line codes agree within about 15 % for longwave (LW) and shortwave (SW) RF, except in one case where the difference is 30 %. Since the LW and SW RF due to contrails and SWV changes are of opposite sign, the differences between the models seen in the individual LW and SW components can be either compensated or strengthened in the net RF, and thus in relative terms uncertainties are much larger for the net RF. Some of the models used for global-scale simulations of changes in SWV and contrails differ substantially in RF from the more detailed radiative transfer schemes. For the global-scale calculations we use a method of weighting the results to calculate a best estimate based on their performance compared to the more detailed radiative transfer schemes in the idealized simulations.

Validating ECMWF forecasts for the occurrence of ice supersaturation using visual observations of persistent contrails and radiosonde measurements over England

One of the largest uncertainties in quantifying the impact of aviation on climate concerns the formation and spreading of persistent contrails. The inclusion of a cloud scheme that allows for ice supersaturation into the integrated forecast system (IFS) of the European Centre for Medium-Range Weather Forecasts (ECMWF) can be a useful tool to help reduce these uncertainties. This study evaluates the quality of the ECMWF forecasts with respect to ice super saturation in the upper troposphere by comparing them to visual observations of persistent contrails and radiosonde measurements of ice supersaturation over England. The performance of 1- to 3-day forecasts is compared including also the vertical accuracy of the supersaturation forecasts. It is found that the operational forecasts from the ECMWF are able to predict cold ice supersaturated regions very well. For the best cases Peirce skill scores of 0.7 are obtained, with hit rates at times exceeding 80% and false-alarm rates below 20%. Results are very similar for comparisons with visual observations and radiosonde measurements, the latter providing the better statistical significance.

A methodology for in-situ and remote sensing of microphysical and radiative properties of contrails as they evolve into cirrus

Contrails and especially their evolution into cirrus-like clouds are thought to have very important effects on local and global radiation budgets, though are generally not well represented in global climate models. Lack of contrail parameterisations is due to the limited availability of in situ contrail measurements which are difficult to obtain. Here we present a methodology for successful sampling and interpretation of contrail microphysical and radiative data using both in situ and remote sensing instrumentation on board the FAAM BAe146 UK research aircraft as part of the COntrails Spreading Into Cirrus (COSIC) study.

Parameterization of contrails in the UK Met Office Climate Model

Persistent contrails are believed to currently have a relatively small but significant positive radiative forcing on climate. With air travel predicted to continue its rapid growth over the coming years, the contrail warming effect on climate is expected to increase. Nevertheless, there remains a high level of uncertainty in the current estimates of contrail radiative forcing. Contrail formation depends mostly on the aircraft flying in cold and moist enough air masses. Most studies to date have relied on simple parameterizations using averaged meteorological conditions. In this paper we take into account the short‐term variability in background cloudiness by developing an on‐line contrail parameterization for the UK Met Office climate model. With this parameterization, we estimate that for the air traffic of year 2002 the global mean annual linear contrail coverage was approximately 0.11%. Assuming a global mean contrail optical depth of 0.2 or smaller and assuming hexagonal ice crystals, the corresponding contrail radiative forcing was calculated to be less than 10 mW m−2 in all‐sky conditions. We find that the natural cloud masking effect on contrails may be significantly higher than previously believed. This new result is explained by the fact that contrails seem to preferentially form in cloudy conditions, which ameliorates their overall climate impact by approximately 40%.

A simple framework for assessing the trade-off between the climate impact of aviation carbon dioxide emissions and contrails for a single flight

Persistent contrails are an important climate impact of aviation which could potentially be reduced by re-routing aircraft to avoid contrailing; however this generally increases both the flight length and its corresponding CO emissions. Here, we provide a simple framework to assess the trade-off between the climate impact of CO emissions and contrails for a single flight, in terms of the absolute global warming potential and absolute global temperature potential metrics for time horizons of 20, 50 and 100 years. We use the framework to illustrate the maximum extra distance (with no altitude changes) that can be added to a flight and still reduce its overall climate impact. Small aircraft can fly up to four times further to avoid contrailing than large aircraft. The results have a strong dependence on the applied metric and time horizon. Applying a conservative estimate of the uncertainty in the contrail radiative forcing and climate efficacy leads to a factor of 20 difference in the maximum extra distance that could be flown to avoid a contrail. The impact of re-routing on other climatically-important aviation emissions could also be considered in this framework.

Characteristic Lifecycles of Ice Supersaturated Regions : implications on the competition of contrails and natural cirrus clouds

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The importance of the diurnal and annual cycle of air traffic for contrail radiative forcing

Air traffic condensation trails, or contrails, are believed to have a net atmospheric warming effect(1), although one that is currently small compared to that induced by other sources of human emissions. However, the comparably large growth rate of air traffic requires an improved understanding of the resulting impact of aircraft radiative forcing on climate(2). Contrails have an effect on the Earth's energy balance similar to that of high thin ice clouds(3). Their trapping of outgoing longwave radiation emitted by the Earth and atmosphere (positive radiative forcing) is partly compensated by their reflection of incoming solar radiation (negative radiative forcing). On average, the longwave effect dominates and the net contrail radiative forcing is believed to be positive(1,2,4). Over daily and annual timescales, varying levels of air traffic, meteorological conditions, and solar insolation influence the net forcing effect of contrails. Here we determine the factors most important for contrail climate forcing using a sophisticated radiative transfer model(5,6) for a site in southeast England, located in the entrance to the North Atlantic flight corridor. We find that night-time flights during winter (December to February) are responsible for most of the contrail radiative forcing. Night flights account for only 25 per cent of daily air traffic, but contribute 60 to 80 per cent of the contrail forcing. Further, winter flights account for only 22 per cent of annual air traffic, but contribute half of the annual mean forcing. These results suggest that flight rescheduling could help to minimize the climate impact of aviation.

Characterising North Atlantic weather patterns for climate-optimal aircraft routing

Daily weather patterns over the North Atlantic are classified into relevant types: typical weather patterns that may characterize the range of climate impacts from aviation in this region, for both summer and winter. The motivation is to provide a set of weather types to facilitate an investigation of climate-optimal aircraft routing of trans-Atlantic flights (minimizing the climate impact on a flight-by-flight basis). Using the New York to London route as an example, the time-optimal route times are shown to vary by over 60 min, to take advantage of strong tailwinds or avoid headwinds, and for eastbound routes latitude correlates well with the latitude of the jet stream. The weather patterns are classified by their similarity to the North Atlantic Oscillation and East Atlantic teleconnection patterns. For winter, five types are defined; in summer, when there is less variation in jet latitude, only three types are defined. The types can be characterized by the jet strength and position, and therefore the location of the time-optimal routes varies by type. Simple proxies for the climate impact of carbon dioxide, ozone, water vapour and contrails are defined, which depend on parameters such as the route time, latitude and season, the time spent flying in the stratosphere, and the distance over which the air is supersaturated with respect to ice. These proxies are then shown to vary between weather types and between eastbound and westbound routes.