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Add On-Warming 2ACStudies prove—airplane contrails are much more dangerous than CO2 their reduction would have an immediate effect on warming Deborah Braconnier, Staff Writer @ Physics.org, March 31, 2011 (“Airplane contrails worse than CO2 emissions for global warming: study,” http://phys.org/news/2011-03-airplane-contrails-worse-co2-emissions.html) In a recent study published in Nature Climate Change, Dr. Ulrike Burkhardt and Dr. Bernd Karcher from the Institute for Atmospheric Physics at the German Aerospace Centre show that the contrails created by airplanes are contributing more to global warming that all the CO2 that has been caused by the entire 108 years of airplane flight. Airplane contrails are the white clouds that we see in the sky spreading behind jets. These cirrus clouds are created when the hot, moist air released from the plane freezes in the colder and drier air. These clouds then trap the long-wave radiation from Earth and create a warming of the atmosphere. In their study, Burkhardt and Karchar utilized satellite imagery of these spreading contrails to create a computer model which estimates how the contrails affect the Earth’s temperature. They have discovered that aviation contrails play a huge role in the impact on the climate and an even greater impact than that created by the CO2 emissions produced. While the CO2 emissions from airplanes account for around three percent of the annual CO2 emissions from all fossil fuels and change the radiation by 28 milliwatts per square meter, the aviation contrails are responsible for a change of around 31 milliwatts per square meter. The only difference is that CO2 has a longer life than that of the contrails, and can still continue to cause warming even hundreds of years down the road. The researchers believe that while continuing to reduce CO2 emissions in aviation, more work needs to be done to reduce contrails as well. This reduction of contrails could present an immediate effect on global warming. Solutions for this could include such things as creating flight plans at lower altitudes and the development of new airplane engines which would either reduce the water vapor released or immediately condense the water into ice that would drop to the ground below.
Oliver Tickell, Oxford University, journalist, environmental researcher and activist specializing in global warming, August 11, 2008 (“On a planet 4C hotter, all we can prepare for is extinction,” http://www.guardian.co.uk/commentisfree/2008/aug/11/climatechange) We need to get prepared for four degrees of global warming, Bob Watson [PhD in Chemistry, Award for Scientific Freedom and Responsibility from the American Association for the Advacement of Science] told the Guardian last week. At first sight this looks like wise counsel from the climate science adviser to Defra. But the idea that we could adapt to a 4C rise is absurd and dangerous. Global warming on this scale would be a catastrophe that would mean, in the immortal words that Chief Seattle probably never spoke, "the end of living and the beginning of survival" for humankind. Or perhaps the beginning of our extinction. The collapse of the polar ice caps would become inevitable, bringing long-term sea level rises of 70-80 metres. All the world's coastal plains would be lost, complete with ports, cities, transport and industrial infrastructure, and much of the world's most productive farmland. The world's geography would be transformed much as it was at the end of the last ice age, when sea levels rose by about 120 metres to create the Channel, the North Sea and Cardigan Bay out of dry land. Weather would become extreme and unpredictable, with more frequent and severe droughts, floods and hurricanes. The Earth's carrying capacity would be hugely reduced. Billions would undoubtedly die. Watson's call was supported by the government's former chief scientific adviser, Sir David King [Director of the Smith School of Enterprise and the Environment at the University of Oxford], who warned that "if we get to a four-degree rise it is quite possible that we would begin to see a runaway increase". This is a remarkable understatement. The climate system is already experiencing significant feedbacks, notably the summer melting of the Arctic sea ice. The more the ice melts, the more sunshine is absorbed by the sea, and the more the Arctic warms. And as the Arctic warms, the release of billions of tonnes of methane – a greenhouse gas 70 times stronger than carbon dioxide over 20 years – captured under melting permafrost is already under way. To see how far this process could go, look 55.5m years to the Palaeocene-Eocene Thermal Maximum, when a global temperature increase of 6C coincided with the release of about 5,000 gigatonnes of carbon into the atmosphere, both as CO2 and as methane from bogs and seabed sediments. Lush subtropical forests grew in polar regions, and sea levels rose to 100m higher than today. It appears that an initial warming pulse triggered other warming processes. Many scientists warn that this historical event may be analogous to the present: the warming caused by human emissions could propel us towards a similar hothouse Earth. Add On-Warming InternalsMore ev-next gen solves warming FAA 2010 “Fact Sheet – Next Generation Air Transportation System” http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=10261 The Next Generation Air Transportation System, or NextGen, is the transformation of the radar-based air traffic control system of today to a satellite-based system of the future. This transformation is essential in order to safely accommodate the number of people who fly in the United States. New, satellite-based technologies will significantly improve safety, capacity and efficiency on runways and in the nation’s skies while providing environmentally friendly procedures and technologies that reduce fuel burn, carbon emissions and noise. The Federal Aviation Administration (FAA) is leveraging existing technologies and expanding their capabilities to bring the benefits of NextGen to the flying public today. In order to make the NextGen concept more easily understood, this fact sheet explains NextGen through the different phases of flight, describing some of the technologies being used as the foundation for NextGen. A list at the end shows a few of the many aviation community partners joining forces with the FAA to help transform the airspace system. These partners include airlines, manufacturers, state, local and foreign governments, universities and associations. The FAA’s safety management systems approach, which is more proactive and data-driven, will help the agency achieve the next level of safety for the flying public. Ongoing investments in airport infrastructure – runways, terminals and technology – will ensure that maximum benefits will be gained from transforming the air traffic system and renovating aircraft fleets. The investment in advanced engines, airframes and sustainable fuels, along with new procedures, will help to reduce aviation’s environmental footprint. Next gen drastically reduces CO2 emissions NAM 2010, National Association of Manufacturers (NAM 2010 ""Expediting Air Traffic Modernization and Accelerating NextGenn Air Transportation System"" )PHS Reducing the Carbon Footprint More efficient routing of airplanes from air traffic modernization efforts can result in significant fuel and CO2 reductions by 2015—11 percent on the ground and 5 percent in the air. In 2008, the aviation industry spent $57.8 billion on fuel and could eliminate as much as 15 million tons of CO2 emissions annually with a fully modernized system. Also, reducing overhead aircraft noise from improved climb and descent procedures will improve the quality of life for thousands living around and near the nation’s airports Next gen implementation reduces environmental impact of aviation FAA 11, Federal Aviation Administration (FAA 2011 "NextGen Implementation Plan" )PHS Environment As with safety, our work to enhance aviation’s influence on the environment also benefits – and is a beneficiary of – NextGen. The operational improvements that reduce noise, carbon dioxide and other greenhouse-gas emissions from aircraft are the tip of the FAA’s environmental iceberg. Equally important are the other four-fifths of the agency’s environmental approach – aircraft and engine technology advances, sustainable fuels, policy initiatives and advances in science and modeling. Environmental benefits of operational improvements are simple and direct. When we improve efficiency in the NAS, most of the time we save time and fuel. Burning less fuel produces less carbon dioxide and other harmful emissions. And some of our NextGen improvements, notably landing approaches in which aircraft spend less time maintaining level flight and thus can operate with engines at idle, reduce ground noise too. But operational benefits go only so far; their net system-wide effect can be offset by growth of the aviation system. To accommodate system growth, we are looking to develop aircraft, engine and fuel technology. In 2009, we established the Continuous Lower Energy, Emissions and Noise program to bring promising new airframe and engine technologies to maturity, ready to be applied to commercial designs, within five to eight years. Similarly, we are part of a government-industry initiative, the Commercial Aviation Alternative Fuels Initiative, to develop sustainable low emission alternative fuels and bring them to market. We have developed and are using the NextGen Environmental Management System (EMS) to integrate environmental protection objectives into NextGen planning and operations. The EMS provides a structured approach for managing our responsibilities to improve environmental performance and stewardship. We also are analyzing the effect on aviation of environmental policy and standards and of market-based measures, including cap-and-trade proposals.
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