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首页> 外文会议>AIAA/3AF aircraft noise and emissions reduction symposium 2014 >Best options for regulating air transport's full climate impact from an economic and environmental point of view - Main results from DLR research project AviClim
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Best options for regulating air transport's full climate impact from an economic and environmental point of view - Main results from DLR research project AviClim

机译：从经济和环境角度出发，调节航空运输对整个气候影响的最佳选择-DLR研究项目AviClim的主要结果

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摘要

International aviation is a substantial emitter of CO_2 and, additionally contributes to climate change by non-CO_2 effects, such as emission of NO_x or triggering contrails and contrail cirrus (e.g., Sausen et al., 2005): In 2005, aircraft-induced CO_2 contributed 1.6% to the total anthropogenic radiative forcing (RF). If non-CO_2 climate effects are also considered, the contribution of aviation to total anthropogenic RF is about three times as large, i.e., 4.9% (Lee et al., 2009). In addition, international aviation is one of a few sectors expected to grow significantly in the medium and long term. Whilst international aviation's carbon dioxide emissions have been regulated in a number of countries by market-based measures (Scheelhaase, 2014), this is not the case for most of aviation's non-CO_2 climate impacts. Especially the effects of aviation-induced clouds and NO_x emissions on high altitudes are not investigated with regard to the possible introduction of regulatory measures at this point.
机译：国际航空是CO_2的主要排放者，并且还通过非CO_2的影响（例如NO_x的排放或触发凝结尾迹和凝结尾迹的卷云）促成气候变化（例如Sausen等，2005）：2005年，飞机诱发的CO_2占总人为辐射强迫（RF）的1.6％。如果还考虑非CO_2对气候的影响，航空对人为总RF的贡献大约是人为RF的三倍，即4.9％（Lee等，2009）。此外，国际航空是有望在中长期内实现显着增长的少数部门之一。尽管许多国家已经通过基于市场的措施对国际航空的二氧化碳排放进行了监管（Scheelhaase，2014年），但大多数航空的非CO_2气候影响却并非如此。尤其是，目前尚未就可能采取的管制措施研究航空引起的云和NO_x排放对高海拔的影响。

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  • 会议地点 Atlanta GA(US)
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    Janina D. Scheelhaase; Robert Sausen; Katrin Dahlmann; Martin Jung; Hermann Keimel; Hendrik Niesse; Martin Schaefer; Florian Wolters;

  • 作者单位

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

    German Aerospace Centre (DLR), Institute of Air Transport and Airport Research, Cologne, Institute of Propulsion Technology, Cologne, and Institute of Physics of the Atmosphere, Oberpfaffenhofen (Germany);

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