Climate processes

Abstract:

Tropical deep convection can aggregate into large clusters, which can have impacts on the local humidity and precipitation. Sea surface temperature (SST) gradients have been shown to organize convection, yet there has been little work done to investigate the impact of diabatic heating perturbations in the atmosphere on the aggregation of convection. Here we investigate how anomalous diabatic heating of the atmospheric column, through an idealized aerosol plume, affects the existence and mechanisms of convective aggregation in non-rotating, global radiative-convective equilibrium simulations. We show that the aerosol forcing has the ability to increase the degree of aggregation, especially at lower SSTs. Detailed investigation shows that the diabatic heating source incites a thermally driven circulation, forced by the shortwave perturbation. The increase in aggregation is caused in part by this circulation, and in part by the longwave heating anomalies occurring due to the surface convergence of moisture and convection. At higher SSTs, longwave feedbacks are crucial for the aggregation of convection, even with the shortwave heating perturbation. At lower SSTs, convection is able to aggregate with the shortwave perturbation in the absence of longwave feedbacks. These perturbations provide a link to studying the effects of absorbing aerosol plumes on convection, for example during the Indian monsoon season. We argue that, as there is aggregation for plumes with realistic aerosol absorption optical depths, this could be an analogue for real-world organization in regions with high pollution.

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.