Milan Kloewer (he|him)

Abstract:

Most Earth-system simulations run on conventional central processing units in 64-bit double precision floating-point numbers Float64, although the need for high-precision calculations in the presence of large uncertainties has been questioned. Fugaku, currently the world's fastest supercomputer, is based on A64FX microprocessors, which also support the 16-bit low-precision format Float16. We investigate the Float16 performance on A64FX with ShallowWaters.jl, the first fluid circulation model that runs entirely with 16-bit arithmetic. The model implements techniques that address precision and dynamic range issues in 16 bits. The precision-critical time integration is augmented to include compensated summation to minimize rounding errors. Such a compensated time integration is as precise but faster than mixed precision with 16 and 32-bit floats. As subnormals are inefficiently supported on A64FX the very limited range available in Float16 is 6 × 10−5 to 65,504. We develop the analysis-number format Sherlogs.jl to log the arithmetic results during the simulation. The equations in ShallowWaters.jl are then systematically rescaled to fit into Float16, using 97% of the available representable numbers. Consequently, we benchmark speedups of up to 3.8x on A64FX with Float16. Adding a compensated time integration, speedups reach up to 3.6x. Although ShallowWaters.jl is simplified compared to large Earth-system models, it shares essential algorithms and therefore shows that 16-bit calculations are indeed a competitive way to accelerate Earth-system simulations on available hardware.

Abstract:

Abstract Growth in aviation contributes more to global warming than is generally appreciated because of the mix of climate pollutants it generates. Here, we model the CO2 and non-CO2 effects like nitrogen oxide emissions and contrail formation to analyse aviation’s total warming footprint. Aviation contributed approximately 4% to observed human-induced global warming to date, despite being responsible for only 2.4% of global annual emissions of CO2. Aviation is projected to cause a total of about 0.1 °C of warming by 2050, half of it to date and the other half over the next three decades, should aviation’s pre-COVID growth resume. The industry would then contribute a 6%–17% share to the remaining 0.3 °C–0.8 °C to not exceed 1.5 °C–2 °C of global warming. Under this scenario, the reduction due to COVID-19 to date is small and is projected to only delay aviation’s warming contribution by about five years. But the leveraging impact of growth also represents an opportunity: aviation’s contribution to further warming would be immediately halted by either a sustained annual 2.5% decrease in air traffic under the existing fuel mix, or a transition to a 90% carbon-neutral fuel mix by 2050.