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Malte Niklaß
Deutsches Zentrum für Luft- und Raumfahrt (DLR), Lufttransportsysteme, Hamburg, Germany

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Journal article
Published: 19 July 2021 in Climate Policy
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Approximately 50–75% of aviation's climate impact is caused by non-CO2 effects, like the production of ozone and the formation of contrail cirrus clouds, which can be effectively prevented by re-routing flights around highly climate-sensitive areas. Here, we discuss options how to incentivize re-routing approaches and apply multicriteria trajectory optimizations to demonstrate the feasibility of the concept of climate-charged airspaces (CCAs). We show that although climate-optimized re-routing results in slightly longer flight times, increased fuel consumption and higher operating costs, it is more climate-friendly compared to a cost-optimized routing. In accordance to other studies, we find that the averaged temperature response over 100 years (ATR100) of a single flight can be reduced by up to 40%. However, if mitigation efforts are associated with a direct increase in costs, there is a need for climate policies. To address the lack of incentivizing airlines to internalize their climate costs, this study focuses on the CCA concept, which imposes a climate charge on airlines when operating in highly climate-sensitive areas. If CCAs are (partly) bypassed, both climate impact and operating costs of a flight can be reduced: a more climate-friendly routing becomes economically attractive. For an exemplary North-Atlantic network, CCAs create a financial incentive for climate mitigation, achieving on average more than 90% of the climate impact reduction potential of climate-optimized trajectories (theoretical maximum, benchmark). Key policy insights

ACS Style

Malte Niklaß; Volker Grewe; Volker Gollnick; Katrin Dahlmann. Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects. Climate Policy 2021, 1 -20.

AMA Style

Malte Niklaß, Volker Grewe, Volker Gollnick, Katrin Dahlmann. Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects. Climate Policy. 2021; ():1-20.

Chicago/Turabian Style

Malte Niklaß; Volker Grewe; Volker Gollnick; Katrin Dahlmann. 2021. "Concept of climate-charged airspaces: a potential policy instrument for internalizing aviation's climate impact of non-CO2 effects." Climate Policy , no. : 1-20.

Concept paper
Published: 28 April 2020 in Aerospace
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The current push in automation, communication, and electrical energy storage technologies has the potential to lift urban mobility into the sky. As several urban air mobility (UAM) concepts are conceivable, all relevant physical effects as well as mutual interrelations of the UAM system have to be addressed and evaluated at a sufficient level of fidelity before implementation. Therefore, a collaborative system of systems modeling approach for UAM is presented. To quickly identify physical effects and cross-disciplinary influences of UAM, a pool of low-fidelity physical analysis components is developed and integrated into the Remote Component Environment (RCE) workflow engine. This includes, i. a., the disciplines of demand forecast, trajectory, vertiport, and cost modeling as well as air traffic flow and capacity management. The definition and clarification of technical interfaces require intensive cooperation between specialists with different areas of expertise. To reduce this communication effort, the Common Parametric Aircraft Configuration Schema (CPACS) is adapted and used as central data exchange format. The UAM system module is initially applied for a 24-hour simulation of three generic networks in Hamburg City. After understanding the basic system-level behavior, higher level analysis components and feedback loops must be integrated in the UAM system module for evaluation and optimization of explicit operating concepts.

ACS Style

Malte Niklaß; Niclas Dzikus; Majed Swaid; Jan Berling; Benjamin Lührs; Alexander Lau; Ivan Terekhov; Volker Gollnick. A Collaborative Approach for an Integrated Modeling of Urban Air Transportation Systems. Aerospace 2020, 7, 50 .

AMA Style

Malte Niklaß, Niclas Dzikus, Majed Swaid, Jan Berling, Benjamin Lührs, Alexander Lau, Ivan Terekhov, Volker Gollnick. A Collaborative Approach for an Integrated Modeling of Urban Air Transportation Systems. Aerospace. 2020; 7 (5):50.

Chicago/Turabian Style

Malte Niklaß; Niclas Dzikus; Majed Swaid; Jan Berling; Benjamin Lührs; Alexander Lau; Ivan Terekhov; Volker Gollnick. 2020. "A Collaborative Approach for an Integrated Modeling of Urban Air Transportation Systems." Aerospace 7, no. 5: 50.

Journal article
Published: 01 November 2019 in Transport Policy
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Impacts of commercial aircraft operation upon the environment, which are caused primarily from emissions of CO2, NOx and the formation of contrails, are matter of growing concern, as aviation is one of the fastest developing industrial sectors worldwide and the awareness of its effects is expanding. Recent research has focused on the cost-benefit potential of different mitigation strategies, which optimize flight trajectories with respect to climate and economy, but most of these mitigation strategies cannot be implemented in the near future due to technical challenges.\ud The objective of this paper is to present an interim mitigation strategy, which bridges this time period. In analogy to military exclusion zones, climate restricted airspaces (CRA) are defined based on 3-D climate change functions, characterizing the environmental impact caused by an aircraft emission at a certain location. Regions with climate costs greater than a threshold value are closed in the corresponding month; others are cleared for air traffic. To estimate the cost-benefit potential of this strategy, a preliminary analysis is conducted on the route from Helsinki (EFHK) to Miami (KMIA). Affected flight trajectories are re-routed optimally around resulting CRA with regard to monetary costs for varying threshold values. Therefore, flight simulation algorithms are developed, which solve a non-linear optimal control problem. For each optimized flight trajectory corresponding average temperature response (ATR) and cash operating costs (COC) are expressed relative to a reference great circle trajectory with constant Mach number and compared with the climate mitigation potential of climate optimized trajectories

ACS Style

Malte Niklaß; B. Lührs; V. Grewe; K. Dahlmann; T. Luchkova; F. Linke; V. Gollnick. Potential to reduce the climate impact of aviation by climate restricted airspaces. Transport Policy 2019, 83, 102 -110.

AMA Style

Malte Niklaß, B. Lührs, V. Grewe, K. Dahlmann, T. Luchkova, F. Linke, V. Gollnick. Potential to reduce the climate impact of aviation by climate restricted airspaces. Transport Policy. 2019; 83 ():102-110.

Chicago/Turabian Style

Malte Niklaß; B. Lührs; V. Grewe; K. Dahlmann; T. Luchkova; F. Linke; V. Gollnick. 2019. "Potential to reduce the climate impact of aviation by climate restricted airspaces." Transport Policy 83, no. : 102-110.

Project report
Published: 29 June 2017 in Aerospace
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The WeCare project (Utilizing Weather information for Climate efficient and eco efficient future aviation), an internal project of the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt, DLR), aimed at finding solutions for reducing the climate impact of aviation based on an improved understanding of the atmospheric impact from aviation by making use of measurements and modeling approaches. WeCare made some important contributions to advance the scientific understanding in the area of atmospheric and air transportation research. We characterize contrail properties, show that the aircraft type significantly influences these properties, and how contrail-cirrus interacts with natural cirrus. Aviation NOx emissions lead to ozone formation and we show that the strength of the ozone enhancement varies, depending on where within a weather pattern NOx is emitted. These results, in combination with results on the effects of aerosol emissions on low cloud properties, give a revised view on the total radiative forcing of aviation. The assessment of a fleet of strut-braced wing aircraft with an open rotor is investigated and reveals the potential to significantly reduce the climate impact. Intermediate stop operations have the potential to significantly reduce fuel consumption. However, we find that, if only optimized for fuel use, they will have an increased climate impact, since non-CO2 effects compensate the reduced warming from CO2 savings. Avoiding climate sensitive regions has a large potential in reducing climate impact at relatively low costs. Taking advantage of a full 3D optimization has a much better eco-efficiency than lateral re-routings, only. The implementation of such operational measures requires many more considerations. Non-CO2 aviation effects are not considered in international agreements. We showed that climate-optimal routing could be achieved, if market-based measures were in place, which include these non-CO2 effects. An alternative measure to foster climate-optimal routing is the closing of air spaces, which are very climate-sensitive. Although less effective than an unconstrained optimization with respect to climate, it still has a significant potential to reduce the climate impact of aviation. By combining atmospheric and air transportation research, we assess climate mitigation measures, aiming at providing information to aviation stakeholders and policy-makers to make aviation more climate compatible.

ACS Style

Volker Grewe; Katrin Dahlmann; Jan Flink; Christine Frömming; Robin Ghosh; Klaus Gierens; Romy Heller; Johannes Hendricks; Patrick Jöckel; Stefan Kaufmann; Katrin Kölker; Florian Linke; Tanja Luchkova; Benjamin Lührs; Jesper Van Manen; Sigrun Matthes; Andreas Minikin; Malte Niklaß; Martin Plohr; Mattia Righi; Simon Rosanka; Angela Schmitt; Ulrich Schumann; Ivan Terekhov; Simon Unterstrasser; Margarita Vázquez-Navarro; Christiane Voigt; Kai Wicke; Hiroshi Yamashita; Andreas Zahn; Helmut Ziereis. Mitigating the Climate Impact from Aviation: Achievements and Results of the DLR WeCare Project. Aerospace 2017, 4, 34 .

AMA Style

Volker Grewe, Katrin Dahlmann, Jan Flink, Christine Frömming, Robin Ghosh, Klaus Gierens, Romy Heller, Johannes Hendricks, Patrick Jöckel, Stefan Kaufmann, Katrin Kölker, Florian Linke, Tanja Luchkova, Benjamin Lührs, Jesper Van Manen, Sigrun Matthes, Andreas Minikin, Malte Niklaß, Martin Plohr, Mattia Righi, Simon Rosanka, Angela Schmitt, Ulrich Schumann, Ivan Terekhov, Simon Unterstrasser, Margarita Vázquez-Navarro, Christiane Voigt, Kai Wicke, Hiroshi Yamashita, Andreas Zahn, Helmut Ziereis. Mitigating the Climate Impact from Aviation: Achievements and Results of the DLR WeCare Project. Aerospace. 2017; 4 (3):34.

Chicago/Turabian Style

Volker Grewe; Katrin Dahlmann; Jan Flink; Christine Frömming; Robin Ghosh; Klaus Gierens; Romy Heller; Johannes Hendricks; Patrick Jöckel; Stefan Kaufmann; Katrin Kölker; Florian Linke; Tanja Luchkova; Benjamin Lührs; Jesper Van Manen; Sigrun Matthes; Andreas Minikin; Malte Niklaß; Martin Plohr; Mattia Righi; Simon Rosanka; Angela Schmitt; Ulrich Schumann; Ivan Terekhov; Simon Unterstrasser; Margarita Vázquez-Navarro; Christiane Voigt; Kai Wicke; Hiroshi Yamashita; Andreas Zahn; Helmut Ziereis. 2017. "Mitigating the Climate Impact from Aviation: Achievements and Results of the DLR WeCare Project." Aerospace 4, no. 3: 34.

Journal article
Published: 01 April 2017 in Journal of Air Transportation
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Within this study, climate-restricted airspaces are defined in analogy to military exclusion zones. Airspaces are closed if the climate sensitivity of an area exceeds a threshold value, and affected flight trajectories are rerouted cost optimally around them. The evaluation of the concept is performed based on optimal control techniques. Therefore, monetary costs and climate change functions (characterizing the environmental impact caused by an aircraft emission at a certain location and time) are integrated into the objective function of an aircraft trajectory optimization framework. The optimization of nine North Atlantic routes with monthly varying climate change functions indicates a potential for reducing the climate impact within the same order of magnitude as climate-optimized trajectories. A cost increase of only 1% may lead to reductions in climate impact of 10%. A highly seasonal dependency of the mitigation efficiency is found, and summer months offer the greatest potential for climate impact reduction. However, particularly small climate gradients in winter trigger huge zones of restrictions and might cause additional warming if the increase of fuel consumption for avoidance dominates the climate sensitivity reduction. Because the restriction of airspace areas might also affect airspace capacity adversely, this paper presents a market-based approach to overcome these issues.

ACS Style

Malte Niklaß; Volker Gollnick; Benjamin Lührs; Katrin Dahlmann; Christine Froemming; Volker Grewe; J. Van Manen. Cost-Benefit Assessment of Climate-Restricted Airspaces as an Interim Climate Mitigation Option. Journal of Air Transportation 2017, 25, 27 -38.

AMA Style

Malte Niklaß, Volker Gollnick, Benjamin Lührs, Katrin Dahlmann, Christine Froemming, Volker Grewe, J. Van Manen. Cost-Benefit Assessment of Climate-Restricted Airspaces as an Interim Climate Mitigation Option. Journal of Air Transportation. 2017; 25 (2):27-38.

Chicago/Turabian Style

Malte Niklaß; Volker Gollnick; Benjamin Lührs; Katrin Dahlmann; Christine Froemming; Volker Grewe; J. Van Manen. 2017. "Cost-Benefit Assessment of Climate-Restricted Airspaces as an Interim Climate Mitigation Option." Journal of Air Transportation 25, no. 2: 27-38.

Conference paper
Published: 10 June 2016 in 16th AIAA Aviation Technology, Integration, and Operations Conference
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Climate optimized flight trajectories are considered to be a promising measure to mitigate non-CO2 emissions' environmental impact, which is highly sensitive to locus and time of emission. Within this study, optimal control techniques are applied in order to determine 2D (lateral) and 3D (lateral and vertical) cost-optimized flight trajectories while mitigating their climate impact by minimizing emissions and time in highly climate sensitive regions. Therefore, monetary and 4D-climate cost functions, describing the climate sensitivity in dependency of the emission location, altitude, time and weather situation, are integrated into the optimization algorithm.\ud For both, 2D- and 3D-optimization, the cost-benefit potential (climate impact mitigation vs. rise in operating costs) is investigated for nine North Atlantic routes for eastbound and westbound directions in the presence of winds. The conducted study shows large potential for both measures as the reduction of climate sensitivities often predominates the additional emissions caused by headwinds, additional climb- and descent phases, and off-design altitudes. Flight trajectories optimized within the horizontal plane can reduce the average temperature response (ATR) by approximately 15% for a two percent increase in cash operating costs (COC). This mitigation potential is signifcantly improved by superposition of lateral and vertical optimization. 3D-optimized trajectories which are comparable in costs achieve a 20-35% higher ATR reduction than their 2D-optimized counterparts. Further, they reduce global warming more e�ciently (higher ATR reduction per unit cost increment) and to a higher extent. However, achieving maximum climate impact mitigation is linked with an disproportional rise of cash operating costs in both cases. Therefore, a careful consideration of the required climate impact savings as well as the accepted surcharges is necessary

ACS Style

Benjamin Lührs; Malte Niklaß; Christine Froemming; Volker Grewe; Volker Gollnick. Cost-Benefit Assessment of 2D and 3D Climate And Weather Optimized Trajectories. 16th AIAA Aviation Technology, Integration, and Operations Conference 2016, 1 .

AMA Style

Benjamin Lührs, Malte Niklaß, Christine Froemming, Volker Grewe, Volker Gollnick. Cost-Benefit Assessment of 2D and 3D Climate And Weather Optimized Trajectories. 16th AIAA Aviation Technology, Integration, and Operations Conference. 2016; ():1.

Chicago/Turabian Style

Benjamin Lührs; Malte Niklaß; Christine Froemming; Volker Grewe; Volker Gollnick. 2016. "Cost-Benefit Assessment of 2D and 3D Climate And Weather Optimized Trajectories." 16th AIAA Aviation Technology, Integration, and Operations Conference , no. : 1.

Conference paper
Published: 10 June 2016 in 16th AIAA Aviation Technology, Integration, and Operations Conference
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In order to achieve global environmental goals like the 2-degree-target, as well as to\ud reduce longer-term emission levels, mitigation measures have to be introduced, preferably\ud as early as possible. In aviation, the implementation of the most promising mitigation\ud strategies, e.g. climate optimized routing, is linked with several technical challenges. An\ud early introduction of interim mitigation strategies, which bridges the time period until most\ud auspicious approaches reach market maturity, may pave the way for a prompt reduction of\ud aviation's induced global warming.\ud Within this study, climate restricted airspaces (CRA) are de�ned in analogy to military\ud exclusion zones. Climate cost functions (CCF) characterize the environmental impact\ud caused by an aircraft emission at a certain location and time. To estimate the monthly\ud climate sensitivity of an area, CCFs are derived with the climate-response model AirClim.\ud Within this study, we close regions with climate sensitivities greater than a threshold\ud value for a period of time (e.g. a month) and a�ected \ud ight trajectories are re-routed\ud cost optimally around them. The evaluation of the climate impact mitigation potential\ud of climate restricted areas is performed based on optimal control techniques. Monetary\ud costs are integrated into the cost functional of the Trajectory Optimization Module (TOM).\ud Further, high penalties are introduced within restricted airspaces in order to ensure the\ud avoidance of CRA.\ud The cost-bene�t potential (climate impact mitigation vs. rise in operating costs) for\ud this interim mitigation concept is investigated for varying threshold values for the closure\ud of airspace and compared with climate optimized trajectories (COT) for di�erent routes\ud and seasons of the year

ACS Style

Malte Niklaß; Benjamin Lührs; Katrin Dahlmann; Volker Grewe; Volker Gollnick. Are Climate Restricted Areas a Viable Interim Climate Mitigation Option over the North Atlantic? 16th AIAA Aviation Technology, Integration, and Operations Conference 2016, 1 .

AMA Style

Malte Niklaß, Benjamin Lührs, Katrin Dahlmann, Volker Grewe, Volker Gollnick. Are Climate Restricted Areas a Viable Interim Climate Mitigation Option over the North Atlantic? 16th AIAA Aviation Technology, Integration, and Operations Conference. 2016; ():1.

Chicago/Turabian Style

Malte Niklaß; Benjamin Lührs; Katrin Dahlmann; Volker Grewe; Volker Gollnick. 2016. "Are Climate Restricted Areas a Viable Interim Climate Mitigation Option over the North Atlantic?" 16th AIAA Aviation Technology, Integration, and Operations Conference , no. : 1.