Ensemble prediction of transitions of the North Atlantic eddy-driven jet

The consistency of ensemble forecasts from three global medium-range prediction systems with the observed transition behaviour of a three-cluster model of the North Atlantic eddy-driven jet is examined. The three clusters consist of a mid jet cluster taken to represent an undisturbed jet and south and north jet clusters representing southward and northward shifts of the jet. The ensemble forecasts span a period of three extended winters (October–February) from October 2007–February 2010. The mean probabilities of transitions between the clusters calculated from the ensemble forecasts are compared with those calculated from a 23-extended-winter climatology taken from the European Centre for Medium-Range Weather Forecasts 40-Year Re-analysis (ERA40) dataset. No evidence of a drift with increasing lead time of the ensemble forecast transition probabilities towards values inconsistent with the 23-extended-winter climatology is found. The ensemble forecasts of transition probabilities are found to have positive Brier Skill at 15 day lead times. It is found that for the three-extended-winter forecast set, probabilistic forecasts initialized in the north jet cluster are generally less skilful than those initialized in the other clusters. This is consistent with the shorter persistence time-scale of the north jet cluster observed in the ERA40 23-extended-winter climatology. Copyright © 2011 Royal Meteorological Society

Conditional symmetric instability in sting-jet storms

Sting jets are transient mesoscale jets of air that descend from the tip of the cloud head towards the top of the boundary layer in severe extratropical cyclones and can lead to damaging surface wind gusts. This recently identified jet is distinct from the well-documented jets associated with the cold and warm conveyor belts. One mechanism proposed for their development is the release of conditional symmetric instability (CSI). Here the spatial distribution and temporal evolution of several CSI diagnostics in four severe storms are analysed. A sting jet has been identified in three of these storms; for comparison, we also analysed one storm that did not have a sting jet, even though it hadmany of the apparent features of sting-jet storms. The sting-jet storms are distinct from the non-sting-jet storms by having much greater andmore extensive conditional instability (CI) and CSI. CSI is released by ascending air parcels in the cloud head in two of the sting-jet storms and by descending air parcels in the other sting-jet storm. By contrast, only weak CI to ascending air parcels is present at the cloud-head tip in the non-sting-jet storm. CSI released by descending air parcels, as diagnosed by decaying downdraught slantwise convective available potential energy (DSCAPE), is collocated with the sting jets in all three sting-jet storms and has a localisedmaximum in two of them. Consistent evolutions of saturated moist potential vorticity are found.We conclude that CSI release has a role in the generation of the sting jet, that the sting jet may be driven by the release of instability to both ascending and descending parcels, and that DSCAPE could be used as a discriminating diagnostic for the sting jet based on these four case-studies.

Development of highly selective ligands for separations of actinides from lanthanides in the nuclear fuel cycle

This account summarizes recent work by us and others on the development of ligands for the separation of actinides from lanthanides contained in nuclear waste streams in the context of a future European strategy for nuclear waste management. The current status of actinide/lanthanide separations worldwide is briefly discussed, and the synthesis, development, and testing of different classes of heterocyclic soft N- and S-donor ligands in Europe over the last 20 years is presented. This work has led to the current benchmark ligand that displays many of the desirable qualities for industrial use. The improvement of radiolytic stability through ligand design is also discussed.

Seasonality and interannual variability of the westerly jet in the Tibetan Plateau region

In this study, 40-yr ECMWF Re-Analysis (ERA-40) data are used for the description of the seasonal cycle and the interannual variability of the westerly jet in the Tibetan Plateau region. To complement results based on the analysis of monthly mean horizontal wind speeds, an occurrence-based jet climatology is constructed by identifying the locations of the jet axes at 6-hourly intervals throughout 1958–2001. Thus, a dataset describing the highly transient and localized features of jet variability is obtained. During winter and summer the westerly jet is located, respectively, to the south and north of the Tibetan Plateau. During the spring and autumn seasons there are jet transitions from south to north and vice versa. The median dates for these transitions are 28 April and 12 October. The spring transition is associated with large interannual variations, while the fall transition occurs more reliably within a 3-week period. The strength of the jet exhibits a peculiar seasonal cycle. During northward migration in April/May, the jet intensity weakens and its latitudinal position varies largely. In some springs, there are several transitions and split configurations occur before the jet settles in its northern summer position. In June, a well-defined and unusually strong jet reappears at the northern flanks of the Tibetan Plateau. In autumn, the jet gradually but reliably recedes to the south and is typically more intense than in spring. The jet transitions between the two preferred locations follow the seasonal latitudinal migration of the jet in the Northern Hemisphere. An analysis of interannual variations shows the statistical relationship between the strength of the summer jet, the tropospheric meridional temperature gradient, and the all-India rainfall series. Both this analysis and results from previous studies point to the particular dynamical relevance of the onsetting Indian summer monsoon precipitation and the associated diabatic heating for the formation of the strong summer jet. Finally, an example is provided that illustrates the climatological significance of the jet in terms of the covariation between the jet location and the spatial precipitation distribution in central Asia.

The North Atlantic jet stream under climate change and its relation to the NAO and EA patterns

This paper describes recent variations of the North Atlantic eddy-driven jet stream and analyzes the mean response of the jet to anthropogenic forcing in climate models. Jet stream changes are analyzed both using a direct measure of the near-surface westerly wind maximum and using an EOF-based approach. This allows jet stream changes to be related to the widely used leading patterns of variability: the North Atlantic Oscillation (NAO) and East Atlantic (EA) pattern. Viewed in NAO–EA state space, isolines of jet latitude and speed resemble a distorted polar coordinate system, highlighting the dependence of the jet stream quantities on both spatial patterns. Some differences in the results of the two methods are discussed, but both approaches agree on the general characteristics of the climate models. While there is some agreement between models on a poleward shift of the jet stream in response to anthropogenic forcing, there is still considerable spread between different model projections, especially in winter. Furthermore, the model responses to forcing are often weaker than their biases when compared to a reanalysis. Diagnoses of jet stream changes can be sensitive to the methodologies used, and several aspects of this are also discussed.

A mechanism for the effect of tropospheric jet structure on the annular mode-like response to stratospheric forcing

For many climate forcings the dominant response of the extratropical circulation is a latitudinal shift of the tropospheric mid-latitude jets. The magnitude of this response appears to depend on climatological jet latitude in general circulation models (GCMs): lower latitude jets exhibit a larger shift. The reason for this latitude dependence is investigated for a particular forcing, heating of the equatorial stratosphere, which shifts the jet poleward. Spin-up ensembles with a simplified GCM are used to examine the evolution of the response for five different jet structures. These differ in the latitude of the eddy-driven jet, but have similar sub-tropical zonal winds. It is found that lower latitude jets exhibit a larger response due to stronger tropospheric eddy-mean flow feedbacks. A dominant feedback responsible for enhancing the poleward shift is an enhanced equatorward refraction of the eddies, resulting in an increased momentum flux, poleward of the low latitude critical line. The sensitivity of feedback strength to jet structure is associated with differences in the coherence of this behaviour across the spectrum of eddy phase speeds. In the configurations used, the higher latitude jets have a wider range of critical latitude locations. This reduces the coherence of the momentum flux anomalies associated with different phase speeds, with low phase speeds opposing the effect of high phase speeds. This suggests that, for a given sub-tropical zonal wind strength, the latitude of the eddy driven jet affects the feedback through its influence on the width of the region of westerly winds and the range of critical latitudes on the equatorward flank of the jet.

The impact of stratospheric ozone recovery on the Southern Hemisphere westerly jet

In the past several decades, the tropospheric westerly winds in the Southern Hemisphere have been observed to accelerate on the poleward side of the surface wind maximum. This has been attributed to the combined anthropogenic effects of increasing greenhouse gases and decreasing stratospheric ozone and is predicted to continue by the Intergovernmental Panel on Climate Change/Fourth Assessment Report (IPCC/AR4) models. In this paper, the predictions of the Chemistry-Climate Model Validation (CCMVal) models are examined: Unlike the AR4 models, the CCMVal models have a fully interactive stratospheric chemistry. Owing to the expected disappearance of the ozone hole in the first half of the 21st century, the CCMVal models predict that the tropospheric westerlies in Southern Hemisphere summer will be decelerated, on the poleward side, in contrast with the prediction of most IPCC/AR4 models.

Trends in Austral jet position in ensembles of high- and low-top CMIP5 models

Trends in the position of the DJF Austral jet have been analysed for multi-model ensemble simulations of a subset of high- and low-top models for the periods 1960-2000, 2000-2050, and 2050-2098 under the CMIP5 historical, RCP4.5, and RCP8.5 scenarios. Comparison with ERA-Interim, CFSR and the NCEP/NCAR reanalysis shows that the DJF and annual mean jet positions in CMIP5 models are equatorward of reanalyses for the 1979-2006 mean. Under the RCP8.5 scenario, the mean jet position in the high-top models moves 3 degrees poleward of its 1860-1900 position by 2098, compared to just over 2 degrees for the low-top models. Changes in jet position are linked to changes in the meridional temperature gradient. Compared to low-top models, the high-top models predict greater warming in the tropical upper troposphere due to increased greenhouse gases for all periods considered: up to 0.28 K/decade more in the period 2050-2098 under the RCP8.5 scenario. Larger polar lower-stratospheric cooling is seen in high-top models: -1.64 K/decade compared to -1.40 K/decade in the period 1960-2000, mainly in response to ozone depletion, and -0.41 K/decade compared to -0.12 K/decade in the period 2050-2098, mainly in response to increases in greenhouse gases. Analysis suggests that there may be a linear relationship between the trend in jet position and meridional temperature gradient, even under strong forcing. There were no clear indications of an approach to a geometric limit on the absolute magnitude of the poleward shift by 2100.

Nuclear fuel cycles: interfaces with the environment

The waste materials generated in the nuclear fuel cycle are very varied,ranging from the tailings arising from mining and processing uranium ore, depleted uranium in a range of chemical forms, to a range of process wastes of differing activities and properties. Indeed, the wastes generated are intimately linked to the options selected in operating the nuclear fuel cycle, most obviously to the management of spent fuel. An open fuel cycle implies the disposal of highly radioactive spent fuel, whereas a closed fuel cycle generates a complex array of waste streams. On the other hand, a closed fuel cycle offers options for waste management, for example reduction in highly active waste volume, decreased radiotoxicity, and removal of fissile material. Many technological options have been proposed or explored, and each brings its own particular mix of wastes and environmental challenges.

Statistical characterization of arctic polar-night jet oscillation events

A novel diagnostic tool is presented, based on polar-cap temperature anomalies, for visualizing daily variability of the Arctic stratospheric polar vortex over multiple decades. This visualization illustrates the ubiquity of extended-time-scale recoveries from stratospheric sudden warmings, termed here polar-night jet oscillation (PJO) events. These are characterized by an anomalously warm polar lower stratosphere that persists for several months. Following the initial warming, a cold anomaly forms in the middle stratosphere, as does an anomalously high stratopause, both of which descend while the lower-stratospheric anomaly persists. These events are characterized in four datasets: Microwave Limb Sounder (MLS) temperature observations; the 40-yr ECMWF Re-Analysis (ERA-40) and Modern Era Retrospective Analysis for Research and Applications (MERRA) reanalyses; and an ensemble of three 150-yr simulations from the Canadian Middle Atmosphere Model. The statistics of PJO events in the model are found to agree very closely with those of the observations and reanalyses. The time scale for the recovery of the polar vortex following sudden warmings correlates strongly with the depth to which the warming initially descends. PJO events occur following roughly half of all major sudden warmings and are associated with an extended period of suppressed wave-activity fluxes entering the polar vortex. They follow vortex splits more frequently than they do vortex displacements. They are also related to weak vortex events as identified by the northern annular mode; in particular, those weak vortex events followed by a PJO event show a stronger tropospheric response. The long time scales, predominantly radiative dynamics, and tropospheric influence of PJO events suggest that they represent an important source of conditional skill in seasonal forecasting.

Flow-dependent predictability of the North Atlantic Jet

The North Atlantic eddy-driven jet is a major component of the large-scale flow in the northern hemisphere. Here we present evidence from reanalysis and ensemble forecast data for systematic flow-dependent predictability of the jet during northern hemisphere winter (DJF). It is found that when the jet is weakened or split it is both less persistent and less predictable. The lack of predictability manifests itself as the onset of an anomalously large instantaneous rate of spread of ensemble forecast members as the jet becomes weakened. This suggests that as the jet weakens or splits it enters into a state more sensitive to small differences between ensemble forecast members, rather like the sensitive region between the wings of the Lorenz attractor.

Classification and fault detection methods for fuel cell monitoring and quality control

In this paper, various types of fault detection methods for fuel cells are compared. For example, those that use a model based approach or a data driven approach or a combination of the two. The potential advantages and drawbacks of each method are discussed and comparisons between methods are made. In particular, classification algorithms are investigated, which separate a data set into classes or clusters based on some prior knowledge or measure of similarity. In particular, the application of classification methods to vectors of reconstructed currents by magnetic tomography or to vectors of magnetic field measurements directly is explored. Bases are simulated using the finite integration technique (FIT) and regularization techniques are employed to overcome ill-posedness. Fisher's linear discriminant is used to illustrate these concepts. Numerical experiments show that the ill-posedness of the magnetic tomography problem is a part of the classification problem on magnetic field measurements as well. This is independent of the particular working mode of the cell but influenced by the type of faulty behavior that is studied. The numerical results demonstrate the ill-posedness by the exponential decay behavior of the singular values for three examples of fault classes.

Intensification of winter transatlantic aviation turbulence in response to climate change

Atmospheric turbulence causes most weather-related aircraft incidents1. Commercial aircraft encounter moderate-or-greater turbulence tens of thousands of times each year worldwide, injuring probably hundreds of passengers (occasionally fatally), costing airlines tens of millions of dollars and causing structural damage to planes1, 2, 3. Clear-air turbulence is especially difficult to avoid, because it cannot be seen by pilots or detected by satellites or on-board radar4, 5. Clear-air turbulence is linked to atmospheric jet streams6, 7, which are projected to be strengthened by anthropogenic climate change8. However, the response of clear-air turbulence to projected climate change has not previously been studied. Here we show using climate model simulations that clear-air turbulence changes significantly within the transatlantic flight corridor when the concentration of carbon dioxide in the atmosphere is doubled. At cruise altitudes within 50–75° N and 10–60° W in winter, most clear-air turbulence measures show a 10–40% increase in the median strength of turbulence and a 40–170% increase in the frequency of occurrence of moderate-or-greater turbulence. Our results suggest that climate change will lead to bumpier transatlantic flights by the middle of this century. Journey times may lengthen and fuel consumption and emissions may increase. Aviation is partly responsible for changing the climate9, but our findings show for the first time how climate change could affect aviation.