Articles | Volume 24, issue 1
https://doi.org/10.5194/acp-24-725-2024
© Author(s) 2024. This work is distributed under
the Creative Commons Attribution 4.0 License.
the Creative Commons Attribution 4.0 License.
https://doi.org/10.5194/acp-24-725-2024
© Author(s) 2024. This work is distributed under
the Creative Commons Attribution 4.0 License.
the Creative Commons Attribution 4.0 License.
Research article
| 
18 Jan 2024
Research article |
| 18 Jan 2024
| 18 Jan 2024
The high-resolution Global Aviation emissions Inventory based on ADS-B (GAIA) for 2019–2021
Roger Teoh
Department of Civil and Environmental Engineering, Imperial College London, London, SW7 2AZ, UK
Zebediah Engberg
Breakthrough Energy, 4110 Carillon Point, Kirkland, WA 98033, USA
Marc Shapiro
Breakthrough Energy, 4110 Carillon Point, Kirkland, WA 98033, USA
Lynnette Dray
Air Transportation Systems Laboratory, School of Environment, Energy and Resources, University College London, London, WC1E 6BT, UK
Marc E. J. Stettler
CORRESPONDING AUTHOR
Department of Civil and Environmental Engineering, Imperial College London, London, SW7 2AZ, UK
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Joel Ponsonby, Roger Teoh, Bernd Kärcher, and Marc Stettler
EGUsphere, https://doi.org/10.5194/egusphere-2025-1717, https://doi.org/10.5194/egusphere-2025-1717, 2025
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Aerosol emissions from aircraft engines contribute to the formation of contrails, which have a climate impact comparable to that of aviation’s CO2 emissions. We show that emissions of volatile particulate matter – from fuel sulphur, unburned fuel, and lubrication oil – can increase the number of ice particles formed within a contrail, and therefore have an important role in the climate impacts of aviation. This has implications for emissions regulation and climate mitigation strategies.
Zebediah Engberg, Roger Teoh, Tristan Abbott, Thomas Dean, Marc E. J. Stettler, and Marc L. Shapiro
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Contrails forming in some atmospheric conditions may persist and become strongly warming cirrus, while in other conditions may be neutral or cooling. We develop a contrail forecast model to predict contrail climate forcing for any arbitrary point in space and time and explore integration into flight planning and air traffic management. This approach enables contrail interventions to target high-probability high-climate-impact regions and reduce unintended consequences of contrail management.
Jade Low, Roger Teoh, Joel Ponsonby, Edward Gryspeerdt, Marc Shapiro, and Marc E. J. Stettler
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The radiative forcing due to contrails is of the same order of magnitude as aviation CO2 emissions but has a higher uncertainty. Observations are vital to improve our understanding of the contrail lifecycle, improve models, and measure the effect of mitigation action. Here, we use ground-based cameras combined with flight telemetry to track visible contrails and measure their lifetime and width. We evaluate model predictions and demonstrate the capability of this approach.
Audran Borella, Olivier Boucher, Keith P. Shine, Marc Stettler, Katsumasa Tanaka, Roger Teoh, and Nicolas Bellouin
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This work studies how to compare the climate impact of the CO2 emitted and contrails formed by a flight. This is applied to contrail avoidance strategies that would decrease climate impact of flights by changing the trajectory of aircraft to avoid persistent contrail formation, at the risk of increasing CO2 emissions. We find that different comparison methods lead to different quantification of the total climate impact of a flight but lead to similar decisions of whether to reroute an aircraft.
Roger Teoh, Zebediah Engberg, Ulrich Schumann, Christiane Voigt, Marc Shapiro, Susanne Rohs, and Marc E. J. Stettler
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The radiative forcing (RF) due to aviation contrails is comparable to that caused by CO2. We estimate that global contrail net RF in 2019 was 62.1 mW m−2. This is ~1/2 the previous best estimate for 2018. Contrail RF varies regionally due to differences in conditions required for persistent contrails. COVID-19 reduced contrail RF by 54% in 2020 relative to 2019. Globally, 2 % of all flights account for 80 % of the annual contrail energy forcing, suggesting a opportunity to mitigate contrail RF.
Roger Teoh, Ulrich Schumann, Edward Gryspeerdt, Marc Shapiro, Jarlath Molloy, George Koudis, Christiane Voigt, and Marc E. J. Stettler
Atmos. Chem. Phys., 22, 10919–10935, https://doi.org/10.5194/acp-22-10919-2022, https://doi.org/10.5194/acp-22-10919-2022, 2022
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Aircraft condensation trails (contrails) contribute to over half of the climate forcing attributable to aviation. This study uses historical air traffic and weather data to simulate contrails in the North Atlantic over 5 years, from 2016 to 2021. We found large intra- and inter-year variability in contrail radiative forcing and observed a 66 % reduction due to COVID-19. Most warming contrails predominantly result from night-time flights in winter.
Ulrich Schumann, Ian Poll, Roger Teoh, Rainer Koelle, Enrico Spinielli, Jarlath Molloy, George S. Koudis, Robert Baumann, Luca Bugliaro, Marc Stettler, and Christiane Voigt
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The roughly 70 % reduction of air traffic during the COVID-19 pandemic from March–August 2020 compared to 2019 provides a test case for the relationship between air traffic density, contrails, and their radiative forcing of climate change. This paper investigates the induced traffic and contrail changes in a model study. Besides strong weather changes, the model results indicate aviation-induced cirrus and top-of-the-atmosphere irradiance changes, which can be tested with observations.
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This preprint is open for discussion and under review for Atmospheric Chemistry and Physics (ACP).
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Contrails are ice clouds caused by planes. In humid (ice supersaturated) regions ice crystals are stable, and clouds persist. Contrails have a warming effect, so it is important to model them. However, weather model data is unable to represent ice supersaturated regions well enough. We demonstrate that ice supersaturation modelling is structured by North Atlantic storm systems. We link the bias to underling processes being modelled, and gain insight into how the existing data could be used.
Joel Ponsonby, Roger Teoh, Bernd Kärcher, and Marc Stettler
EGUsphere, https://doi.org/10.5194/egusphere-2025-1717, https://doi.org/10.5194/egusphere-2025-1717, 2025
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Aerosol emissions from aircraft engines contribute to the formation of contrails, which have a climate impact comparable to that of aviation’s CO2 emissions. We show that emissions of volatile particulate matter – from fuel sulphur, unburned fuel, and lubrication oil – can increase the number of ice particles formed within a contrail, and therefore have an important role in the climate impacts of aviation. This has implications for emissions regulation and climate mitigation strategies.
Oliver G. A. Driver, Marc E. J. Stettler, and Edward Gryspeerdt
Atmos. Meas. Tech., 18, 1115–1134, https://doi.org/10.5194/amt-18-1115-2025, https://doi.org/10.5194/amt-18-1115-2025, 2025
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Contrails (clouds caused by planes) play a large role in the climate warming caused by aviation. Satellites are a good tool to validate modelled impact estimates. Many contrails are either too narrow or too disperse to detect. This work shows that only around half of contrails are observable but that the most climatically important are easier to detect. It supports the use of satellites for contrail observation but highlights the need for observability considerations for specific applications.
Zebediah Engberg, Roger Teoh, Tristan Abbott, Thomas Dean, Marc E. J. Stettler, and Marc L. Shapiro
Geosci. Model Dev., 18, 253–286, https://doi.org/10.5194/gmd-18-253-2025, https://doi.org/10.5194/gmd-18-253-2025, 2025
Short summary
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Contrails forming in some atmospheric conditions may persist and become strongly warming cirrus, while in other conditions may be neutral or cooling. We develop a contrail forecast model to predict contrail climate forcing for any arbitrary point in space and time and explore integration into flight planning and air traffic management. This approach enables contrail interventions to target high-probability high-climate-impact regions and reduce unintended consequences of contrail management.
Jade Low, Roger Teoh, Joel Ponsonby, Edward Gryspeerdt, Marc Shapiro, and Marc E. J. Stettler
Atmos. Meas. Tech., 18, 37–56, https://doi.org/10.5194/amt-18-37-2025, https://doi.org/10.5194/amt-18-37-2025, 2025
Short summary
Short summary
The radiative forcing due to contrails is of the same order of magnitude as aviation CO2 emissions but has a higher uncertainty. Observations are vital to improve our understanding of the contrail lifecycle, improve models, and measure the effect of mitigation action. Here, we use ground-based cameras combined with flight telemetry to track visible contrails and measure their lifetime and width. We evaluate model predictions and demonstrate the capability of this approach.
Audran Borella, Olivier Boucher, Keith P. Shine, Marc Stettler, Katsumasa Tanaka, Roger Teoh, and Nicolas Bellouin
Atmos. Chem. Phys., 24, 9401–9417, https://doi.org/10.5194/acp-24-9401-2024, https://doi.org/10.5194/acp-24-9401-2024, 2024
Short summary
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This work studies how to compare the climate impact of the CO2 emitted and contrails formed by a flight. This is applied to contrail avoidance strategies that would decrease climate impact of flights by changing the trajectory of aircraft to avoid persistent contrail formation, at the risk of increasing CO2 emissions. We find that different comparison methods lead to different quantification of the total climate impact of a flight but lead to similar decisions of whether to reroute an aircraft.
Roger Teoh, Zebediah Engberg, Ulrich Schumann, Christiane Voigt, Marc Shapiro, Susanne Rohs, and Marc E. J. Stettler
Atmos. Chem. Phys., 24, 6071–6093, https://doi.org/10.5194/acp-24-6071-2024, https://doi.org/10.5194/acp-24-6071-2024, 2024
Short summary
Short summary
The radiative forcing (RF) due to aviation contrails is comparable to that caused by CO2. We estimate that global contrail net RF in 2019 was 62.1 mW m−2. This is ~1/2 the previous best estimate for 2018. Contrail RF varies regionally due to differences in conditions required for persistent contrails. COVID-19 reduced contrail RF by 54% in 2020 relative to 2019. Globally, 2 % of all flights account for 80 % of the annual contrail energy forcing, suggesting a opportunity to mitigate contrail RF.
Joel Ponsonby, Leon King, Benjamin J. Murray, and Marc E. J. Stettler
Atmos. Chem. Phys., 24, 2045–2058, https://doi.org/10.5194/acp-24-2045-2024, https://doi.org/10.5194/acp-24-2045-2024, 2024
Short summary
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Aerosol emissions from aircraft engines contribute to the formation of contrails, which have a climate impact as important as that of aviation’s CO2 emissions. For the first time, we experimentally investigate the freezing behaviour of water droplets formed on jet lubrication oil aerosol. We show that they can activate to form water droplets and discuss their potential impact on contrail formation. Our study has implications for contrails produced by future aircraft engine and fuel technologies.
Roger Teoh, Ulrich Schumann, Edward Gryspeerdt, Marc Shapiro, Jarlath Molloy, George Koudis, Christiane Voigt, and Marc E. J. Stettler
Atmos. Chem. Phys., 22, 10919–10935, https://doi.org/10.5194/acp-22-10919-2022, https://doi.org/10.5194/acp-22-10919-2022, 2022
Short summary
Short summary
Aircraft condensation trails (contrails) contribute to over half of the climate forcing attributable to aviation. This study uses historical air traffic and weather data to simulate contrails in the North Atlantic over 5 years, from 2016 to 2021. We found large intra- and inter-year variability in contrail radiative forcing and observed a 66 % reduction due to COVID-19. Most warming contrails predominantly result from night-time flights in winter.
Ulrich Schumann, Ian Poll, Roger Teoh, Rainer Koelle, Enrico Spinielli, Jarlath Molloy, George S. Koudis, Robert Baumann, Luca Bugliaro, Marc Stettler, and Christiane Voigt
Atmos. Chem. Phys., 21, 7429–7450, https://doi.org/10.5194/acp-21-7429-2021, https://doi.org/10.5194/acp-21-7429-2021, 2021
Short summary
Short summary
The roughly 70 % reduction of air traffic during the COVID-19 pandemic from March–August 2020 compared to 2019 provides a test case for the relationship between air traffic density, contrails, and their radiative forcing of climate change. This paper investigates the induced traffic and contrail changes in a model study. Besides strong weather changes, the model results indicate aviation-induced cirrus and top-of-the-atmosphere irradiance changes, which can be tested with observations.
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Short summary
Emissions from aircraft contribute to climate change and degrade air quality. We describe an up-to-date 4D emissions inventory of global aviation from 2019 to 2021 based on actual flown trajectories. In 2019, 40.2 million flights collectively travelled 61 billion kilometres using 283 Tg of fuel. Long-haul flights were responsible for 43 % of CO2. The emissions inventory is made available for use in future studies to evaluate the negative externalities arising from global aviation.
Emissions from aircraft contribute to climate change and degrade air quality. We describe an...
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