Business cycle asymmetries: characterisation and testing based on Markov-switching autoregressions

Tests for business cycle asymmetries are developed for Markov-switching autoregressive models. The tests of deepness, steepness, and sharpness are Wald statistics, which have standard asymptotics. For the standard two-regime model of expansions and contractions, deepness is shown to imply sharpness (and vice versa), whereas the process is always nonsteep. Two and three-state models of U.S. GNP growth are used to illustrate the approach, along with models of U.S. investment and consumption growth. The robustness of the tests to model misspecification, and the effects of regime-dependent heteroscedasticity, are investigated.

A continuum anisotropic model of sea-ice dynamics

We develop the essential ingredients of a new, continuum and anisotropic model of sea-ice dynamics designed for eventual use in climate simulation. These ingredients are a constitutive law for sea-ice stress, relating stress to the material properties of sea ice and to internal variables describing the sea-ice state, and equations describing the evolution of these variables. The sea-ice cover is treated as a densely flawed two-dimensional continuum consisting of a uniform field of thick ice that is uniformly permeated with narrow linear regions of thinner ice called leads. Lead orientation, thickness and width distributions are described by second-rank tensor internal variables: the structure, thickness and width tensors, whose dynamics are governed by corresponding evolution equations accounting for processes such as new lead generation and rotation as the ice cover deforms. These evolution equations contain contractions of higher-order tensor expressions that require closures. We develop a sea-ice stress constitutive law that relates sea-ice stress to the structure tensor, thickness tensor and strain rate. For the special case of empty leads (containing no ice), linear closures are adopted and we present calculations for simple shear, convergence and divergence.

Aircraft-based observations of air–sea turbulent fluxes around the British Isles

Observations of turbulent fluxes of momentum, heat and moisture from low-level aircraft data are presented. Fluxes are calculated using the eddy covariance technique from flight legs typically ∼40 m above the sea surface. Over 400 runs of 2 min (∼12 km) from 26 flights are evaluated. Flight legs are mainly from around the British Isles although a small number are from around Iceland and Norway. Sea-surface temperature (SST) observations from two on-board sensors (the ARIES interferometer and a Heimann radiometer) and a satellite-based analysis (OSTIA) are used to determine an improved SST estimate. Most of the observations are from moderate to strong wind speed conditions, the latter being a regime short of validation data for the bulk flux algorithms that are necessary for numerical weather prediction and climate models. Observations from both statically stable and unstable atmospheric boundary-layer conditions are presented. There is a particular focus on several flights made as part of the DIAMET (Diabatic influence on mesoscale structures in extratropical storms) project. Observed neutral exchange coefficients are in the same range as previous studies, although higher for the momentum coefficient, and are broadly consistent with the COARE 3.0 bulk flux algorithm, as well as the surface exchange schemes used in the ECMWF and Met Office models. Examining the results as a function of aircraft heading shows higher fluxes and exchange coefficients in the across-wind direction, compared to along-wind (although this comparison is limited by the relatively small number of along-wind legs). A multi-resolution spectral decomposition technique demonstrates a lengthening of spatial scales in along-wind variances in along-wind legs, implying the boundary-layer eddies are elongated in the along-wind direction. The along-wind runs may not be able to adequately capture the full range of turbulent exchange that is occurring because elongation places the largest eddies outside of the run length.

On flow reversal boundaries and transpolar voltage in average models of high-latitude convection

The implications of polar cap expansions, contractions and movements for empirical models of high-latitude plasma convection are examined. Some of these models have been generated by directly averaging flow measurements from large numbers of satellite passes or radar scans; others have employed more complex means to combine data taken at different times into large-scale patterns of flow. In all cases, the models have implicitly adopted the assumption that the polar cap is in steady state: they have all characterized the ionospheric flow in terms of the prevailing conditions (e.g. the interplanetary magnetic field and/or some index of terrestrial magnetic activity) without allowance for their history. On long enough time scales, the polar cap is indeed in steady state but on time scales shorter than a few hours it is not and can oscillate in size and position. As a result, the method used to combine the data can influence the nature of the convection reversal boundary and the transpolar voltage in the derived model. This paper discusses a variety of effects due to time-dependence in relation to some ionospheric convection models which are widely applied. The effects are shown to be varied and to depend upon the procedure adopted to compile the model.

Interhemispheric dynamics of the African rainbelt during the late Quaternary

The spatial pattern of precipitation variability in tropical and subtropical Africa over the late Quaternary has long been debated. Prevailing hypotheses variously infer (1) insolation-controlled asymmetry of wet phases between hemispheres, (2) symmetric contraction and expansion of the tropical rainbelt, and (3) independent control on moisture available in Southern Africa via sea surface temperatures in the Indian Ocean. In this study we use climate-model simulations covering the last glacial cycle (120 kyr) with HadCM3 and the multi-model ensembles from PMIP3 (the Palaeoclimate Model Intercomparison Project) to investigate the long-term behaviour of the African rainbelt, and test these simulations against existing empirical palaeohydrological records. Through regional model-data comparisons we find evidence for the validity of several hypotheses, with various proposed processes occurring concurrently but with different regional emphasis (e.g. asymmetric shifts at the seasonal extremes and symmetric expansions/ contractions towards West equatorial regions). Crucially, variations in rainfall are associated with multiple forcing mechanisms that vary in their dominance both spatially and temporally over the glacial cycle; an important consideration when interpreting and extrapolating from often relatively short palaeoenvironmental records.

Transatlantic flight times and climate change

Aircraft do not fly through a vacuum, but through an atmosphere whose meteorological characteristics are changing because of global warming. The impacts of aviation on climate change have long been recognised, but the impacts of climate change on aviation have only recently begun to emerge. These impacts include intensified turbulence and increased take-off weight restrictions. Here we investigate the influence of climate change on flight routes and journey times. We feed synthetic atmospheric wind fields generated from climate model simulations into a routing algorithm of the type used operationally by flight planners. We focus on transatlantic flights between London and New York, and how they change when the atmospheric concentration of carbon dioxide is doubled. We find that a strengthening of the prevailing jet-stream winds causes eastbound flights to significantly shorten and westbound flights to significantly lengthen in all seasons. Eastbound and westbound crossings in winter become approximately twice as likely to take under 5 h 20 min and over 7 h 00 min, respectively. For reasons that are explained using a conceptual model, the eastbound shortening and westbound lengthening do not cancel out, causing round-trip journey times to increase. Even assuming no future growth in aviation, the extrapolation of our results to all transatlantic traffic suggests that aircraft will collectively be airborne for an extra 2000 h each year, burning an extra 7.2 million gallons of jet fuel at a cost of US$ 22 million, and emitting an extra 70 million kg of carbon dioxide, which is equivalent to the annual emissions of 7100 average British homes. Our results provide further evidence of the two-way interaction between aviation and climate change.