Abstract Global aviation emissions have been growing despite international efforts to limit climate change. Quantifying the status quo of domestic and international aviation emissions is necessary ...for establishing an understanding of current emissions and their mitigation. Yet, a majority of the United Nations framework convention on climate change (UNFCCC)-ratifying parties have infrequently disclosed aviation emissions within the international framework, if at all. Here, we present a set of national aviation emission and fuel burn inventories for these 197 individual parties, as calculated by the high-resolution aviation transport emissions assessment model (AviTeam) model. In addition to CO 2 emissions, the AviTeam model calculates pollutant emissions, including NO x , SO x , unburnt hydrocarbons, black carbon, and organic carbon. Emission inventories are created in aggregated and gridded format and rely on Automatic Dependent Surveillance–Broadcast combined with schedule data. The cumulative global fuel burn is estimated at 291 Tg for the year 2019. This corresponds to CO 2 emissions of 920 Tg, with 306 Tg originating from domestic aviation. We present emissions from 151 countries that have yet to report their emissions for 2019, which sum to 417 TgCO 2 . The improved availability of national emissions data facilitated by this inventory could support mitigation efforts in developed and developing countries and shows that such tools could bolster sector reporting to the UNFCCC.
Developing comprehensive scenarios for the shipping sector has been a challenge for the Integrated Assessment Model (IAMs) community, influencing how attainable decarbonization is in the sector, and ...for Earth System Models (ESMs), impacting the climate contribution of shipping emissions. Here we present an approach to develop spatially explicit energy demand projections for shipping in alignment with the Shared Socioeconomic Pathways framework and IAMs projections of global fossil fuel demand. Our results show that shipping could require between 14 and 20 EJ by 2050, corresponding to a 3% and 44% increase from 2018 for the SSP1-1.9 and SSP3-7.0 scenarios. Furthermore, the energy projections we present in this publication can be combined with different fuel mixes to derive emission inventories for climate modeling and, thus, improve our understanding of the various challenges in mitigating emissions for shipping. Through that, we aim to present a framework to incorporate detailed spatial shipping inventories and increase transparency for the scientific community.
Reducing aviation emissions is important as they contribute to air pollution and climate change. Several alternative aviation fuels that may reduce life cycle emissions have been proposed. ...Comparative life cycle assessments (LCAs) of fuels are useful for inspecting individual fuels, but systemwide analysis remains difficult. Thus, systematic properties like fleet composition, performance, or emissions and changes to them under alternative fuels can only be partially addressed in LCAs. By integrating the geospatial fuel and emission model, AviTeam, with LCA, we can assess the mitigation potential of a fleetwide use of alternative aviation fuels on 210 000 shorter haul flights. In an optimistic case, liquid hydrogen (LH2) and power-to-liquid fuels, when produced with renewable electricity, may reduce emissions by about 950 GgCO2eq when assessed with the GWP100 metric and including non-CO2 impacts for all flights considered. Mitigation potentials range from 44% on shorter flights to 56% on longer flights. Alternative aviation fuels’ mitigation potential is limited because of short-lived climate forcings and additional fuel demand to accommodate LH2 fuel. Our results highlight the importance of integrating system models into LCAs and are of value to researchers and decision-makers engaged in climate change mitigation in the aviation and transport sectors.
Emissions from aviation contribute increasingly to both air pollution and climate change. Understanding how these emissions are distributed across regions, seasons, and different altitudes is ...important to fully ascertain the climate impacts caused by our current aviation sector and set a clear benchmark for our mitigation efforts. The Aviation Transport Emission Assessment Model (AviTEAM) is developed for this purpose. The model estimates various emission species from aviation activities based on flight trajectories, airplane, engine types, and atmospheric conditions. In this paper, we present the AviTEAM framework and apply it to study the emissions from commercial aviation in Norway. We find emissions associated with Norwegian air transport for 2019 of 4.5 MtCO2, 26.2 ktNOx, 3.26 ktHC, and 1.8 ktCO. Furthermore, we exemplify how Automatic Dependent Surveillance-Broadcast data in combination with flight dynamic and emission models can be used to generate high-resolution geospatial emission datasets for research and national reporting purposes.
•Provides an updated aviation emission inventory for Norway.•Uses Automatic Dependent Surveillance-Broadcast data for activity modeling.•Assesses each flight with aircraft type and engine-specific modeling.•Shows the distribution of fuel consumption and various emission species.•Concludes that the approach informs the scientific and other audiences.
City-level CO2 emissions inventories are foundational for supporting the EU's decarbonization goals. Inventories are essential for priority setting and for estimating impacts from the decarbonization ...transition. Here we present a new CO2 emissions inventory for all 116 572 municipal and local-government units in Europe, containing 108 000 cities at the smallest scale used. The inventory spatially disaggregates the national reported emissions, using nine spatialization methods to distribute the 167 line items detailed in the National Inventory Reports (NIRs) using the UNFCCC (United Nations Framework Convention on Climate Change) Common Reporting Framework (CRF). The novel contribution of this model is that results are provided per administrative jurisdiction at multiple administrative levels, following the region boundaries defined OpenStreetMap, using a new spatialization approach. All data from this study are available on Zenodo https://doi.org/10.5281/zenodo.5482480 (Moran, 2021) and via an interactive map at https://openghgmap.net (last access: 7 February 2022).
City-level CO2 emissions inventories are foundational for supporting
the EU's decarbonization goals. Inventories are essential for priority
setting and for estimating impacts from the decarbonization ...transition. Here
we present a new CO2 emissions inventory for all 116 572 municipal and
local-government units in Europe, containing 108 000 cities at the smallest
scale used. The inventory spatially disaggregates the national reported
emissions, using nine spatialization methods to distribute the 167 line items
detailed in the National Inventory Reports (NIRs) using the UNFCCC (United Nations Framework Convention on Climate Change) Common
Reporting Framework (CRF). The novel contribution of this model is that
results are provided per administrative jurisdiction at multiple
administrative levels, following the region boundaries defined
OpenStreetMap, using a new spatialization approach. All data from this study
are available on Zenodo https://doi.org/10.5281/zenodo.5482480 (Moran, 2021)
and via an interactive map at https://openghgmap.net (last access: 7 February 2022).
City-level CO.sub.2 emissions inventories are foundational for supporting the EU's decarbonization goals. Inventories are essential for priority setting and for estimating impacts from the ...decarbonization transition. Here we present a new CO.sub.2 emissions inventory for all 116 572 municipal and local-government units in Europe, containing 108 000 cities at the smallest scale used. The inventory spatially disaggregates the national reported emissions, using nine spatialization methods to distribute the 167 line items detailed in the National Inventory Reports (NIRs) using the UNFCCC (United Nations Framework Convention on Climate Change) Common Reporting Framework (CRF). The novel contribution of this model is that results are provided per administrative jurisdiction at multiple administrative levels, following the region boundaries defined OpenStreetMap, using a new spatialization approach. All data from this study are available on Zenodo
Demand modeling of commercial transport has lagged behind private passenger demand modeling as a result of insufficient data sources and the complex types of movement. At a supra-regional level, ...commercial trips are usually conducted by heavy trucks. However, studies in urban areas show that only about 40% of all commercial trips are conducted by heavy vehicles, while the other 60% is conducted by light vehicles, indicating that this is not freight travel. Even though commercial transport has been somewhat regarded in recent research, most models focus on either freight trips or trips conducted to provide a service. However, for assessing policy sensitivity, all parts of commercial transport need to be considered.
The model we present regards all aspects of commercial transport by assessing the parts separately. We distinguish between vehicles with variable and fixed daily. We further differentiate vehicles with fixed daily schedules into vehicles with short and long supply chains while focusing on the latter. To regard the entire supply chain of delivery vehicles we a combined macroscopic approach to obtain transit flows on a European level with a microscopic approach that is used to distribute the obtained packages of an urban area within said areas. The results of both the macroscopic and microscopic parts of the model are compared to traffic count data. The comparison of values show that the combination of macroscopic and microscopic model parts can model vehicles of commercial transport with a long supply chain, however, more attention should be regarded to the microscopic distribution.
Exploring the chemical and biological space covered by patent applications is crucial in early-stage medicinal chemistry activities. Patent analysis can provide understanding of compound prior art, ...novelty checking, validation of biological assays, and identification of new starting points for chemical exploration. Extracting chemical and biological entities from patents through manual extraction by expert curators can take substantial amount of time and resources. Text mining methods can help to ease this process. To validate the performance of such methods, a manually annotated patent corpus is essential. In this study we have produced a large gold standard chemical patent corpus. We developed annotation guidelines and selected 200 full patents from the World Intellectual Property Organization, United States Patent and Trademark Office, and European Patent Office. The patents were pre-annotated automatically and made available to four independent annotator groups each consisting of two to ten annotators. The annotators marked chemicals in different subclasses, diseases, targets, and modes of action. Spelling mistakes and spurious line break due to optical character recognition errors were also annotated. A subset of 47 patents was annotated by at least three annotator groups, from which harmonized annotations and inter-annotator agreement scores were derived. One group annotated the full set. The patent corpus includes 400,125 annotations for the full set and 36,537 annotations for the harmonized set. All patents and annotated entities are publicly available at www.biosemantics.org.
Celotno besedilo
Dostopno za:
DOBA, IZUM, KILJ, NUK, PILJ, PNG, SAZU, SIK, UILJ, UKNU, UL, UM, UPUK
The coupling of an Orbitrap-based mass analyzer to the laser-induced liquid beam ion desorption (LILBID) technique has been investigated, with the aim to reproduce the mass spectra recorded by ...Cassini’s Cosmic Dust Analyzer (CDA) in the vicinity of Saturn’s icy moon Enceladus. LILBID setups are usually coupled with time-of-flight (TOF) mass analyzers, with a limited mass resolution (∼800 m/Δm). Thanks to the Orbitrap technology, we developed a unique analytical setup that is able to simulate hypervelocity ice grains’ impact in the laboratory (at speeds in the range of 15–18 km/s) with an unprecedented high mass resolution of up to 150 000 m/Δm (at m/z 19 for a 500 ms signal duration). The results will be implemented in the LILBID database and will be useful for the calibration and future data interpretation of the Europa Clipper’s SUrface Dust Analyzer (SUDA), which will characterize the habitability of Jupiter’s icy moon Europa.
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