Fine wire resistance thermometer amplifier for atmospheric measurements

An improved amplifier for atmospheric fine wire resistance thermometry is described. The amplifier uses a low excitation current (50 mu A). This is shown to ensure negligible self-heating of the low mass fine wire resistance sensor, compared with measured nocturnal surface air temperature fluctuations. The system provides sufficient amplification for a +/- 50 degrees C span using a +/- 5 V dynamic range analog-to-digital converter, with a noise level of less than 0.01 degrees C. A Kelvin four-wire connection cancels the effect of long lead resistances: a 50 m length of screened cable connecting the Reading design of fine wire thermometer to the amplifier produced no measurable temperature change at 12 bit resolution.

Thermopile radiometer signal conditioning for surface atmospheric radiation measurements

A highly stable microvolt amplifier for use with atmospheric broadband thermopile radiometers is described. The amplifier has a nominal gain of 500, for bipolar input signals in the range +/- 10 mV from a floating source. The noise level at the input is less than 5 mu V (at 100 k Omega input impedance), permitting instantaneous diffuse solar radiation measurements to 0.5 W m(-2) resolution with 12 bit analog to digital conversion. The temperature stability of gain is better than 5 ppm/degrees C (-4 to 20 degrees C). Averaged over a decade of use, the long term drift of the amplifier gain is less than similar to 0.02%/yr. As well as radiometers measuring solar and terrestrial radiations, the amplifier has also been successfully used with low level signals from thermocouples and ground heat flux plates.

In situ calibration of atmospheric air conductivity instruments

A new method of measuring the total conductivity of atmospheric air is described. It depends on determination of the electrical relaxation time of a horizontal wire, mounted between two insulators, which is initially grounded and then allowed to charge freely. The total air conductivity derived is compared with that from an ion mobility spectrometer. Results from the two techniques agreed to within 1.2 fS m(-1). (c) 2006 American Institute of Physics.

The diurnal cycle of convection and atmospheric tides in an aquaplanet

The diurnal cycle of tropical convection and its relationship to the atmospheric tides is investigated using an aquaplanet GCM. The diurnal and semidiurnal harmonics of precipitation are both found to contribute significantly to the total diurnal variability of precipitation in the model, which is broadly consistent with observations of the diurnal cycle of convection over the open ocean. The semidiurnal tide is found to be the dominant forcing for the semidiurnal harmonic of precipitation. In contrast the diurnal tide plays only a small role in forcing the diurnal harmonic of precipitation, which is dominated by the variations in shortwave and longwave heating. In both the diurnal and semidiurnal harmonics, the feedback onto the convection by the humidity tendencies due to the convection is found to be important in determining the phase of the harmonics. Further experiments show that the diurnal cycle of precipitation is sensitive to the choice of closure in the convection scheme. While the surface pressure signal of the simulated atmospheric tides in the model agree well with both theory and observations in their magnitude and phase, sensitivity experiments suggest that the role of the stratospheric ozone in forcing the semidiurnal tide is much reduced compared to theoretical predictions. Furthermore, the influence of the cloud radiative effects seems small. It is suggested that the radiative heating profile in the troposphere, associated primarily with the water vapor distribution, is more important than previously thought for driving the semidiurnal tide. However, this result may be sensitive to the vertical resolution and extent of the model.

Atmospheric processes and observations

The central role of the atmosphere in abrupt climate change is proposed and discussed. This discussion is given in the context of the poleward transport of energy in the climate system and of climate variability and change. A number of examples based on observational and model data are used to illustrate the ideas.

It is premature to include non-CO2 effects of aviation in emission trading schemes

The recent G8 Gleneagles climate statement signed on 8 July 2005 specifically mentions a determination to lessen the impact of aviation on climate [Gleneagles, 2005. The Gleneagles communique: climate change, energy and sustainable development. http://www.fco.gov.uk/Files/kfile/PostG8_Gleneagles_Communique.pdf]. In January 2005 the European Union Emission Trading Scheme (ETS) commenced operation as the largest multi-country, multi-sector ETS in the world, albeit currently limited only to CO2 emissions. At present the scheme makes no provision for aircraft emissions. However, the UK Government would like to see aircraft included in the ETS and plans to use its Presidencies of both the EU and G8 in 2005 to implement these schemes within the EU and perhaps internationally. Non-CO2 effects have been included in some policy-orientated studies of the impact of aviation but we argue that the inclusion of such effects in any such ETS scheme is premature; we specifically argue that use of the Radiative Forcing Index for comparing emissions from different sources is inappropriate and that there is currently no metric for such a purpose that is likely to enable their inclusion in the near future. (c) 2005 Elsevier Ltd. All rights reserved.

The importance of the diurnal and annual cycle of air traffic for contrail radiative forcing

Air traffic condensation trails, or contrails, are believed to have a net atmospheric warming effect(1), although one that is currently small compared to that induced by other sources of human emissions. However, the comparably large growth rate of air traffic requires an improved understanding of the resulting impact of aircraft radiative forcing on climate(2). Contrails have an effect on the Earth's energy balance similar to that of high thin ice clouds(3). Their trapping of outgoing longwave radiation emitted by the Earth and atmosphere (positive radiative forcing) is partly compensated by their reflection of incoming solar radiation (negative radiative forcing). On average, the longwave effect dominates and the net contrail radiative forcing is believed to be positive(1,2,4). Over daily and annual timescales, varying levels of air traffic, meteorological conditions, and solar insolation influence the net forcing effect of contrails. Here we determine the factors most important for contrail climate forcing using a sophisticated radiative transfer model(5,6) for a site in southeast England, located in the entrance to the North Atlantic flight corridor. We find that night-time flights during winter (December to February) are responsible for most of the contrail radiative forcing. Night flights account for only 25 per cent of daily air traffic, but contribute 60 to 80 per cent of the contrail forcing. Further, winter flights account for only 22 per cent of annual air traffic, but contribute half of the annual mean forcing. These results suggest that flight rescheduling could help to minimize the climate impact of aviation.