"uuid","repository link","title","author","contributor","publication year","abstract","subject topic","language","publication type","publisher","isbn","issn","patent","patent status","bibliographic note","access restriction","embargo date","faculty","department","research group","programme","project","coordinates"
"uuid:b436f2e0-ac56-46ef-a9e1-23f8d55c18e6","http://resolver.tudelft.nl/uuid:b436f2e0-ac56-46ef-a9e1-23f8d55c18e6","A Python library for computing individual and merged non-CO2 algorithmic climate change functions: CLIMaCCF V1.0","Dietmüller, Simone (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Yamashita, Hiroshi (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Simorgh, Abolfazl (Carlos III University of Madrid); Lührs, Benjamin (Hamburg University of Technology; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Yin, F. (TU Delft Aircraft Noise and Climate Effects); Castino, F. (TU Delft Aircraft Noise and Climate Effects)","","2023","Aviation aims to reduce its climate effect by adopting trajectories that avoid regions of the atmosphere where aviation emissions have a large impact. To that end, prototype algorithmic climate change functions (aCCFs) can be used, which provide spatially and temporally resolved information on aviation's climate effect in terms of future near-surface temperature change. These aCCFs can be calculated with meteorological input data obtained from, e.g., numerical weather prediction models. We present here the open-source Python library called CLIMaCCF, an easy-to-use and flexible tool which efficiently calculates both the individual aCCFs (i.e., aCCF of water vapor, nitrogen oxide (NOx)-induced ozone production and methane depletion, and contrail cirrus) and the merged non-CO2 aCCFs that combine all these individual contributions. To construct merged aCCFs all individual aCCFs are converted to the same physical unit. This unit conversion needs the technical specification of aircraft and engine parameters, i.e., NOx emission indices and flown distance per kilogram of burned fuel. These aircraft- and engine-specific values are provided within CLIMaCCF version V1.0 for a set of aggregated aircraft and engine classes (i.e., regional, single-aisle, wide-body). Moreover, CLIMaCCF allows the user to choose from a range of physical climate metrics (i.e., average temperature response for pulse or future scenario emissions over the time horizons of 20, 50, or 100 years). Finally, we demonstrate the abilities of CLIMaCCF through a series of example applications.","","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:b66b540e-b1f1-4249-8d66-30da2d678f6f","http://resolver.tudelft.nl/uuid:b66b540e-b1f1-4249-8d66-30da2d678f6f","Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects","Niklaβ, Malte (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Gollnick, Volker (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR); Hamburg University of Technology); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR))","","2021","Approximately 50–75% of aviation's climate impact is caused by non-CO2 effects, like the production of ozone and the formation of contrail cirrus clouds, which can be effectively prevented by re-routing flights around highly climate-sensitive areas. Here, we discuss options how to incentivize re-routing approaches and apply multicriteria trajectory optimizations to demonstrate the feasibility of the concept of climate-charged airspaces (CCAs). We show that although climate-optimized re-routing results in slightly longer flight times, increased fuel consumption and higher operating costs, it is more climate-friendly compared to a cost-optimized routing. In accordance to other studies, we find that the averaged temperature response over 100 years (ATR (Formula presented.)) of a single flight can be reduced by up to 40%. However, if mitigation efforts are associated with a direct increase in costs, there is a need for climate policies. To address the lack of incentivizing airlines to internalize their climate costs, this study focuses on the CCA concept, which imposes a climate charge on airlines when operating in highly climate-sensitive areas. If CCAs are (partly) bypassed, both climate impact and operating costs of a flight can be reduced: a more climate-friendly routing becomes economically attractive. For an exemplary North-Atlantic network, CCAs create a financial incentive for climate mitigation, achieving on average more than 90% of the climate impact reduction potential of climate-optimized trajectories (theoretical maximum, benchmark). Key policy insights Existing climate policies for aviation do not address non- (Formula presented.) effects, which are very sensitive to the location and the timing of the emission. By imposing a temporary climate charge for airlines that operate in highly climate-sensitive regions, the trade-off between economic viability and environmental compatibility could be resolved: Climate impact mitigation of non- (Formula presented.) effects coincides with cutting costs. To ensure easy planning and verification, climate charges are calculated analogously to en-route and terminal charges. For climate mitigation it is therefore neither necessary to monitor emissions ((Formula presented.) (Formula presented.), etc.) nor to integrate complex non- (Formula presented.) effects into flight planning procedures of airlines. Its implementation is feasible and effective.","aviation emissions; climate change mitigation; cost-benefit analysis; non- effects; trajectory optimization; Transport policy","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:a5c5d632-54b7-4dc3-ae27-54d8122693a8","http://resolver.tudelft.nl/uuid:a5c5d632-54b7-4dc3-ae27-54d8122693a8","Analysis of aircraft routing strategies for north atlantic flights by using airtraf 2.0","Yamashita, Hiroshi (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Yin, F. (TU Delft Aircraft Noise and Climate Effects); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Jöckel, Patrick (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Kern, Bastian (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Frömming, Christine (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR))","","2021","Climate-optimized routing is an operational measure to effectively reduce the climate impact of aviation with a slight increase in aircraft operating costs. This study examined variations in the flight characteristics among five aircraft routing strategies and discusses several characteristics of those routing strategies concerning typical weather conditions over the North Atlantic. The daily variability in the North Atlantic weather patterns was analyzed by using the European Center Hamburg general circulation model (ECHAM) and the Modular Earth Submodel System (MESSy) Atmospheric Chemistry (EMAC) model in the specified dynamics mode from December 2008 to August 2018. All days of the ten complete winters and summers in the simulations were classified into five weather types for winter and into three types for summer. The obtained frequency for each of the weather types was in good agreement with the literature data; and then representative days for each weather type were selected. Moreover, a total of 103 North Atlantic flights of an Airbus A330 aircraft were simulated with five aircraft routing strategies for each representative day by using the EMAC model with the air traffic simulation submodel AirTraf. For every weather type, climate-optimized routing shows the lowest climate impact, at which a trade-off exists between the operating costs and the climate impact. Cost-optimized routing lies between the time-and fuel-optimized routings and achieves the lowest operating costs by taking the best compromise between flight time and fuel use. The aircraft routing for contrail avoidance shows the second lowest climate impact; however, this routing causes extra operating costs. Our methodology could be extended to statistical analysis based on long-term simulations to clarify the relationship between the aircraft routing characteristics and weather conditions.","Air traffic management; Climate impact mitigation; Climateoptimized routing; Contrail avoidance; Flight trajectory optimization; North Atlantic weather patterns","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:75bf1d90-2bbe-4d52-86f4-5e1074d554c9","http://resolver.tudelft.nl/uuid:75bf1d90-2bbe-4d52-86f4-5e1074d554c9","Mitigation of non-CO2 aviation’s climate impact by changing cruise altitudes","Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Lim, Ling (Manchester Metropolitan University); Burkhardt, Ulrike (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Dietmüller, Simone (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Haslerud, Amund S. (Universitetet i Oslo); Hendricks, Johannes (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Owen, Bethan (Manchester Metropolitan University); Pitari, Giovanni (University of L'Aquila); Righi, Mattia (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Skowron, Agnieszka (Manchester Metropolitan University)","","2021","Aviation is seeking for ways to reduce its climate impact caused by CO2 emissions and non-CO2 effects. Operational measures which change overall flight altitude have the potential to reduce climate impact of individual effects, comprising CO2 but in particular non-CO2 effects. We study the impact of changes of flight altitude, specifically aircraft flying 2000 feet higher and lower, with a set of global models comprising chemistry-transport, chemistry-climate and general circulation models integrating distinct aviation emission inventories representing such alternative flight altitudes, estimating changes in climate impact of aviation by quantifying radiative forcing and induced temperature change. We find in our sensitivity study that flying lower leads to a reduction of radiative forcing of non-CO2 effects together with slightly increased CO2 emissions and impacts, when cruise speed is not modified. Flying higher increases radiative forcing of non-CO2 effects by about 10%, together with a slight decrease of CO2 emissions and impacts. Overall, flying lower decreases aviation-induced temperature change by about 20%, as a decrease of non-CO2 impacts by about 30% dominates over slightly increasing CO2 impacts assuming a sustained emissions scenario. Those estimates are connected with a large but unquantified uncertainty. To improve the understanding of mechanisms controlling the aviation climate impact, we study the geographical distributions of aviation-induced modifications in the atmosphere, together with changes in global radiative forcing and suggest further efforts in order to reduce long standing uncertainties.","Alternative aircraft trajectories; Alternative flight altitudes; Aviation climate impact; Mitigation strategies; Nitrogen oxides; Non-CO effects","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:df9db291-3a49-427a-aa5d-758fc3d83d0c","http://resolver.tudelft.nl/uuid:df9db291-3a49-427a-aa5d-758fc3d83d0c","Climate impact mitigation potential of formation flight","Marks, Tobias (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Gollnick, Volker (Hamburg University of Technology); Linke, Florian (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Stumpf, Eike (Rheinisch-Westfälische Technische Hochschule); Swaid, Majed (Hamburg University of Technology); Unterstrasser, Simon (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR))","","2021","The aerodynamic formation flight, which is also known as aircraft wake-surfing for efficiency (AWSE), enables aircraft to harvest the energy inherent in another aircraft’s wake vortex. As the thrust of the trailing aircraft can be reduced during cruise flight, the resulting benefit can be traded for longer flight time, larger range, less fuel consumption, or cost savings accordingly. Furthermore, as the amount and location of the emissions caused by the formation are subject to change and saturation effects in the cumulated wake of the formation can occur, AWSE can favorably affect the climate impact of the corresponding flights. In order to quantify these effects, we present an interdisciplinary approach combining the fields of aerodynamics, aircraft operations and atmospheric physics. The approach comprises an integrated model chain to assess the climate impact for a given air traffic scenario based on flight plan data, aerodynamic interactions between the formation members, detailed trajectory calculations as well as on an adapted climate model accounting for the saturation effects resulting from the proximity of the emissions of the formation members. Based on this approach, we derived representative AWSE scenarios for the world’s major airports by analyzing and assessing flight plans. The resulting formations were recalculated by a trajectory calculation tool and emission inventories for the scenarios were created. Based on these inventories, we quantitatively estimated the climate impact using the average temperature response (ATR) as climate metric, calculated as an average global near surface temperature change over a time horizon of 50 years. It is shown, that AWSE as a new operational procedure has a significant mitigation potential on climate impact. For a global formation flight scenario, we estimated the average relative change of climate response to range between 22% and 24% while the relative fuel saving effects sum up to 5-6%.","Air traffic management; Aircraft wake-surfing; Climate impact; Formation flight; Fuel savings","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:2c35e811-43f2-4c3b-a639-c4eab8748cff","http://resolver.tudelft.nl/uuid:2c35e811-43f2-4c3b-a639-c4eab8748cff","Newly developed aircraft routing options for air traffic simulation in the chemistry–climate model EMAC 2.53: AirTraf 2.0","Yamashita, Hiroshi (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Yin, F. (TU Delft Aircraft Noise and Climate Effects); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Jöckel, Partrick (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Kern, B. (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Frömming, Christine (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR))","","2020","Aviation contributes to climate change, and the climate impact of aviation is expected to increase further. Adaptations of aircraft routings in order to reduce the climate impact are an important climate change mitigation measure. The air traffic simulator AirTraf, as a submodel of the European Center HAMburg general circulation model (ECHAM) and Modular Earth Submodel System (MESSy) Atmospheric Chemistry (EMAC) model, enables the evaluation of such measures. For the first version of the submodel AirTraf, we concentrated on the general setup of the model, including departure and arrival, performance and emissions, and technical aspects such as the parallelization of the aircraft trajectory calculation with only a limited set of optimization possibilities (time and distance). Here, in the second version of AirTraf, we focus on enlarging the objective functions by seven new options to enable assessing operational improvements in many more aspects including economic costs, contrail occurrence, and climate impact. We verify that the AirTraf setup, e.g., in terms of number and choice of design variables for the genetic algorithm, allows us to find solutions even with highly structured fields such as contrail occurrence. This is shown by example simulations of the new routing options, including around 100 North Atlantic flights of an Airbus A330 aircraft for a typical winter day. The results clearly show that AirTraf 2.0 can find the different families of optimum flight trajectories (three-dimensional) for specific routing options; those trajectories minimize the corresponding objective functions successfully. The minimum cost option lies between the minimum time and the minimum fuel options. Thus, aircraft operating costs are minimized by taking the best compromise between flight time and fuel use. The aircraft routings for contrail avoidance and minimum climate impact reduce the potential climate impact which is estimated by using algorithmic climate change functions, whereas these two routings increase the aircraft operating costs. A trade-off between the aircraft operating costs and the climate impact is confirmed. The simulation results are compared with literature data, and the consistency of the submodel AirTraf 2.0 is verified.","","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:20401e1c-1ef4-4473-81a4-2f3305c0e995","http://resolver.tudelft.nl/uuid:20401e1c-1ef4-4473-81a4-2f3305c0e995","Climate-optimized trajectories and robust mitigation potential: Flying atm4e","Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Lührs, Benjamin (Hamburg University of Technology); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Linke, Florian (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Yin, F. (TU Delft Aircraft Noise and Climate Effects); Klingaman, Emma (University of Reading); Shine, Keith P. (University of Reading)","","2020","Aviation can reduce its climate impact by controlling its CO2-emission and non-CO2 effects, e.g., aviation-induced contrail-cirrus and ozone caused by nitrogen oxide emissions. One option is the implementation of operational measures that aim to avoid those atmospheric regions that are in particular sensitive to non-CO2 aviation effects, e.g., where persistent contrails form. The quantitative estimates of mitigation potentials of such climate-optimized aircraft trajectories are required, when working towards sustainable aviation. The results are presented from a comprehensive modelling approach when aiming to identify such climate-optimized aircraft trajectories. The overall concept relies on a multi-dimensional environmental change function concept, which is capable of providing climate impact information to air traffic management (ATM). Estimates on overall climate impact reduction from a one-day case study are presented that rely on the best estimate for climate impact information. Specific weather situation that day, containing regions with high contrail impact, results in a potential reduction of total climate impact, by more than 40%, when considering CO2 and non-CO2 effects, associated with an increase of fuel by about 0.5%. The climate impact reduction per individual alternative trajectory shows a strong variation and, hence, also the mitigation potential for an analyzed city pair, depending on atmospheric characteristics along the flight corridor as well as flight altitude. The robustness of proposed climate-optimized trajectories is assessed by using a range of different climate metrics. A more sustainable ATM needs to integrate comprehensive environmental impacts and associated forecast uncertainties into route optimization in order to identify robust eco-efficient trajectories.","Air traffic management; Climate impact; Climate optimization; Eco-efficient trajectories","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:579b6c1a-f8ec-4661-9d99-2f289419454d","http://resolver.tudelft.nl/uuid:579b6c1a-f8ec-4661-9d99-2f289419454d","Assessing the climate impact of formation flights","Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Yamashita, Hiroshi (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Unterstrasser, Simon (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Marks, Tobias (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR))","","2020","An operational measure that is inspired by migrant birds aiming toward the mitigation of aviation climate impact is to fly in aerodynamic formation. When this operational measure is adapted to commercial aircraft it saves fuel and is, therefore, expected to reduce the climate impact of aviation. Besides the total emission amount, this mitigation option also changes the location of emissions, impacting the non-CO2 climate effects arising from NOx and H2O emissions and contrails. Here, we assess these non-CO2 climate impacts with a climate response model to assure a benefit for climate not only due to CO2 emission reductions, but also due to reduced non-CO2 effects. Therefore, the climate response model AirClim is used, which includes CO2 effects and also the impact of water vapor and contrail induced cloudiness as well as the impact of nitrogen dioxide emissions on the ozone and methane concentration. For this purpose, AirClim has been adopted to account for saturation effects occurring for formation flight. The results of the case studies show that the implementation of formation flights in the 50 most popular airports for the year 2017 display an average decrease of fuel consumption by 5%. The climate impact, in terms of average near surface temperature change, is estimated to be reduced in average by 24%, with values of individual formations between 13% and 33%.","Aircraft wake-surfing for efficiency; Aviation; Climate impact; Formation flight; Mitigation potential","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""
"uuid:2e7cfd62-9434-46bc-afdd-f39db10a1dcb","http://resolver.tudelft.nl/uuid:2e7cfd62-9434-46bc-afdd-f39db10a1dcb","A concept for multi-criteria environmental assessment of aircraft trajectories","Matthes, Sigrun (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Grewe, V. (TU Delft Aircraft Noise and Climate Effects; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Dahlmann, Katrin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Frömming, Christine (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Irvine, Emma (University of Reading); Lim, Ling (Manchester Metropolitan University); Linke, Florian (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Lührs, Benjamin (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Owen, Bethan (Manchester Metropolitan University); Shine, Keith (University of Reading); Stromatas, Stavros (Envisa SAS); Yamashita, Hiroshi (Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR)); Yin, F. (TU Delft Aircraft Noise and Climate Effects)","","2017","Comprehensive assessment of the environmental aspects of flight movements is of increasing interest to the aviation sector as a potential input for developing sustainable aviation strategies that consider climate impact, air quality and noise issues simultaneously. However, comprehensive assessments of all three environmental aspects do not yet exist and are in particular not yet operational practice in flight planning. The purpose of this study is to present a methodology which allows to establish a multi-criteria environmental impact assessment directly in the flight planning process. The method expands a concept developed for climate optimisation of aircraft trajectories, by representing additionally air quality and noise impacts as additional criteria or dimensions, together with climate impact of aircraft trajectory. We present the mathematical framework for environmental assessment and optimisation of aircraft trajectories. In that context we present ideas on future implementation of such advanced meteorological services into air traffic management and trajectory planning by relying on environmental change functions (ECFs). These ECFs represent environmental impact due to changes in air quality, noise and climate impact. In a case study for Europe prototype ECFs are implemented and a performance assessment of aircraft trajectories is performed for a one-day traffic sample. For a single flight fuel-optimal versus climate-optimized trajectory solution is evaluated using prototypic ECFs and identifying mitigation potential. The ultimate goal of such a concept is to make available a comprehensive assessment framework for environmental performance of aircraft operations, by providing key performance indicators on climate impact, air quality and noise, as well as a tool for environmental optimisation of aircraft trajectories. This framework would allow studying and characterising changes in traffic flows due to environmental optimisation, as well as studying trade-offs between distinct strategic measures","","en","journal article","","","","","","","","","","","Aircraft Noise and Climate Effects","","",""