Possible tropical lakes on Titan from observations of dark terrain

Titan has clouds, rain and lakes-like Earth-but composed of methane rather than water. Unlike Earth, most of the condensable methane (the equivalent of 5 m depth globally averaged(1)) lies in the atmosphere. Liquid detected on the surface (about 2 m deep) has been found by radar images only poleward of 50 degrees latitude(2,3), while dune fields pervade the tropics(4). General circulation models explain this dichotomy, predicting that methane efficiently migrates to the poles from these lower latitudes(5-7). Here we report an analysis of near-infrared spectral images(8) of the region between 20 degrees N and 20 degrees S latitude. The data reveal that the lowest fluxes in seven wavelength bands that probe Titan's surface occur in an oval region of about 60 x 40 km(2), which has been observed repeatedly since 2004. Radiative transfer analyses demonstrate that the resulting spectrum is consistent with a black surface, indicative of liquid methane on the surface. Enduring low-latitude lakes are best explained as supplied by subterranean sources (within the last 10,000 years), which may be responsible for Titan's methane, the continual photochemical depletion of which furnishes Titan's organic chemistry(9).

IMPROVEMENT TO THE MARGINAL COPING FIT OF COMMERCIALLY PURE TITANIUM CAST IN PHOSPHATE-BONDED INVESTMENT BY USING A SIMPLE PATTERN COATING TECHNIQUE

Statement of problem. Coatings of zirconite, Y2O3 or ZrO2 on wax patterns before investing in phosphate-bonded investments have been recommended to reduce the reaction layer in titanium castings, but they are not easily obtainable. Spinel-based investments are relatively stable with molten titanium and could be used as coatings to improve the quality of castings made with those investments. Purpose. The purpose of this study was to evaluate the effect of pattern coating with a commercial spinel-based investment before investing in 1 of 3 phosphate-bonded investments on the marginal coping fit and surface roughness of commercially pure titanium castings. Material and methods. Ten square acrylic resin patterns (12 x 12 x 2 mm) per group were invested in the phosphate-bonded investments Rematitan Plus (RP), Rema Exakt (RE), and Castorit Super C (CA) with or without a coating of the spinel-based investment, Rematitan Ultra (RU). After casting, the specimens were cleaned and the surface roughness was measured with a profilometer. Copings for dental implants with conical abutment were invested, eliminated, and cast as previously described. The copings were cleaned and misfit was measured with a profile projector (n=10). For both tests, the difference between the mean value of RU only and each value of the phosphate-bonded investment was calculated, and the data were analyzed by 2-way ANOVA and Tukey's HSD test (alpha=.05). In addition, the investment roughness was measured in bar specimens (30 x 10 x 10 mm), and the data (n=10) were analyzed by 1-way ANOVA and Tukey's HSD post hoc test (alpha=.05). Results. Two-way ANOVA for casting surface roughness was significant because of the investment, the coating technique, and the interaction between variables. One-way ANOVA was performed to prove the interaction term, and Tukey's post hoc test showed that RP with coating had the lowest mean, while RP had the highest. CA with coating was not different from RP with coating or CA without coating. RE with coating was similar to CA, while RE was different from all groups. For coping marginal fit, the 2-way ANOVA was significant for the investment, the coating technique, and the interaction between variables. The interaction was analyzed by1-way ANOVA and Tukey's HSD test that showed no significant difference among the coated groups, which had better marginal fit than the groups without coating. Among the groups without coating, CA had significant lower marginal misfit than RP, while RE was not different from CA and RP. For the investment surface roughness, the 1-way ANOVA was significant. CA and RU were smoother than RE and RP (P<.001). Conclusions. The coating technique improved the quality of castings fabricated with phosphate-bonded investments. (J Prosthet Dent 2012;108:51-57)

Aerial Rivers and Lakes: Looking at Large-Scale Moisture Transport and Its Relation to Amazonia and to Subtropical Rainfall in South America

This is an observational study of the large-scale moisture transport over South America, with some analyses on its relation to subtropical rainfall. The concept of aerial rivers is proposed as a framework: it is an analogy between the main pathways of moisture flow in the atmosphere and surface rivers. Opposite to surface rivers, aerial rivers gain (lose) water through evaporation (precipitation). The magnitude of the vertically integrated moisture transport is discharge, and precipitable water is like the mass of the liquid column-multiplied by an equivalent speed it gives discharge. Trade wind flow into Amazonia, and the north/northwesterly flow to the subtropics, east of the Andes, are aerial rivers. Aerial lakes are the sections of a moisture pathway where the flow slows down and broadens, because of diffluence, and becomes deeper, with higher precipitable water. This is the case over Amazonia, downstream of the trade wind confluence. In the dry season, moisture from the aerial lake is transported northeastward, but weaker flow over southern Amazonia heads southward toward the subtropics. Southern Amazonia appears as a source of moisture to this flow. Aerial river discharge to the subtropics is comparable to that of the Amazon River. The variations of the amount of moisture coming from Amazonia have an important effect over the variability of discharge. Correlations between the flow from Amazonia and subtropical rainfall are not strong. However, some months within the set of dry seasons observed showed a strong increase (decrease) occurring together with an important increase (decrease) in subtropical rainfall.

Do charges to freight trucks and trains in the European Union reflect their social marginal costs? Application to the case of Spain

In the last few years, the European Union (EU) has become greatly concerned about the environmental costs of road transport in Europe as a result of the constant growth in the market share of trucks and the steady decline in the market share of railroads. In order to reverse this trend, the EU is promoting the implementation of additional charges for heavy goods vehicles (HGV) on the trunk roads of the EU countries. However, the EU policy is being criticised because it does not address the implementation of charges to internalise the external costs produced by automobiles and other transport modes such as railroad. In this paper, we first describe the evolution of the HGV charging policy in the EU, and then assess its practical implementation across different European countries. Second, and of greater significance, by using the case study of Spain, we evaluate to what extent the current fees on trucks and trains reflect their social marginal costs, and consequently lead to an allocative-efficient outcome. We found that for the average case in Spain the truck industry meets more of the marginal social cost produced by it than does the freight railroad industry. The reason for this lies in the large sums of money paid by truck companies in fuel taxes, and the subsidies that continue to be granted by the government to the railroads.