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1.
Surface albedo feedback is widely believed to be the principle contributor to polar amplification. However, a number of studies have shown that coupled ocean-atmosphere models without ice albedo feedbacks still produce significant polar amplification in 2 × CO2 runs due to atmospheric heat transports and their interaction with surface conditions. In this article, the relative importance of atmospheric heat transport and surface albedo is assessed using a conceptual 2-box energy balance model in a variety of different model climates. While both processes are shown to independently contribute to the polar amplified response of the model, formal feedback analysis indicates that a strong surface albedo response will tend to reduce the effect of atmospheric heat transport in the full model. We identify several scenarios near the present day climate in which, according to this formal feedback analysis, atmospheric heat transport plays no role in shaping the equilibrium warming response to uniform forcing. However, a closer analysis shows that even in these scenarios the presence of atmospheric heat transport feedback does play a significant role in shaping the trajectory by which the climate adjusts to its new equilibrium. 相似文献
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Air circulation due to the urban heat island (UHI) effect can influence the dispersion of air pollutants in a metropolis. This study focusses on the influence of the UHI effect on particulate matter (PM; including PM2.5 and PM2.5–10) between May and September 2010–2012 in the Taipei basin. Meteorological and PM data were obtained from the sites, owned by the governmental authorities. The analysis was carried out using t test, relative indices (RIs), Pearson product–moment correlation and stepwise regression. The results show that the RI values for PM were the highest at moderate UHI intensity (MUI; 2 °C ≤ UHI < 4 °C) rather than at strong UHI intensity (SUI; 4 °C ≤ UHI) during the peak time for anthropogenic emissions (20:00 LST). Neither the accumulation of PM nor the surface convergence occurred in the hot centre, as shown by the case study. At MUI, more than 89 % of the synoptic weather patterns showed that the weather was clear and hot or that the atmosphere was stable. The variation in PM was associated with horizontal and vertical air dispersion. Poor horizontal air dispersion, with subsidence, caused an increase in PM at MUI. However, the updraft motion diluted the PM at SUI. The stepwise regression models show that the cloud index and surface air pressure determined the variation in PM2.5–10, while cloud index, wind speed and mixing height influenced the variation in PM2.5. In conclusion, a direct relationship between UHI effect and PM was not obvious. 相似文献
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Thomas Nehrkorn Janusz Eluszkiewicz Steven C. Wofsy John C. Lin Christoph Gerbig Marcos Longo Saulo Freitas 《Meteorology and Atmospheric Physics》2010,107(1-2):51-64
This paper describes the coupling between a mesoscale numerical weather prediction model, the Weather Research and Forecasting (WRF) model, and a Lagrangian Particle Dispersion Model, the Stochastic Time-Inverted Lagrangian Transport (STILT) model. The primary motivation for developing this coupled model has been to reduce transport errors in continental-scale top–down estimates of terrestrial greenhouse gas fluxes. Examples of the model’s application are shown here for backward trajectory computations originating at CO2 measurement sites in North America. Owing to its unique features, including meteorological realism and large support base, good mass conservation properties, and a realistic treatment of convection within STILT, the WRF–STILT model offers an attractive tool for a wide range of applications, including inverse flux estimates, flight planning, satellite validation, emergency response and source attribution, air quality, and planetary exploration. 相似文献
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M. T. Lund T. Berntsen J. S. Fuglestvedt M. Ponater K. P. Shine 《Climatic change》2012,113(3-4):949-963
Metrics are often used to compare the climate impacts of emissions from various sources, sectors or nations. These are usually based on global-mean input, and so there is the potential that important information on smaller scales is lost. Assuming a non-linear dependence of the climate impact on local surface temperature change, we explore the loss of information about regional variability that results from using global-mean input in the specific case of heterogeneous changes in ozone, methane and aerosol concentrations resulting from emissions from road traffic, aviation and shipping. Results from equilibrium simulations with two general circulation models are used. An alternative metric for capturing the regional climate impacts is investigated. We find that the application of a metric that is first calculated locally and then averaged globally captures a more complete and informative signal of climate impact than one that uses global-mean input. The loss of information when heterogeneity is ignored is largest in the case of aviation. Further investigation of the spatial distribution of temperature change indicates that although the pattern of temperature response does not closely match the pattern of the forcing, the forcing pattern still influences the response pattern on a hemispheric scale. When the short-lived transport forcing is superimposed on present-day anthropogenic CO2 forcing, the heterogeneity in the temperature response to CO2 dominates. This suggests that the importance of including regional climate impacts in global metrics depends on whether small sectors are considered in isolation or as part of the overall climate change. 相似文献
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Gyrlene Aparecida Mendes da Silva T. Ambrizzi 《Theoretical and Applied Climatology》2010,101(3-4):303-310
The impact of the inter-El Niño (EN) variability on the moisture availability over Southeastern South America (SESA) is investigated. Also, an automatic tracking scheme was used to analyze the extratropical cyclones properties (system density - SD and central pressure - CP) in this region. During the austral summer period from 1977–2000, the differences for the upper-level wave train anomaly composites seem to determine the rainfall composite differences. In fact, the positive rainfall anomalies over most of the SESA domain during the strong EN events are explained by an upper-level cyclonic center over the tropics and an anticyclonic center over the eastern subtropical area. This pattern seems to contribute to upward vertical motion at 500 hPa and reinforcement of the meridional moisture transport from the equatorial Atlantic Ocean and western Amazon basin to the SESA region. These features may contribute to the positive SD and negative CP anomalies explaining part of the positive rainfall anomalies found there. On the other hand, negative rainfall anomalies are located in the northern part of SESA for the weak EN years when compared to those for the strong events. Also, positive anomalies are found in the southern part, albeit less intense. It was associated with the weakening of the meridional moisture transport from the tropics to the SESA that seems have to contributed with smaller SD and CP anomalies over the most part of subtropics, when compared to the strong EN years. 相似文献
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微量元素铁是浮游植物生长所必需的营养元素,对于促进海洋初级生产力和增加海洋吸收二氧化碳的能力等具有重要作用。相对于世界上其他海域,铁限制使得北太平洋成为典型的高营养盐、低叶绿素(HNLC)区域。陆源铁主要通过河流输入和大气沉降进入海洋;海洋中垂直混合等物理过程也是输送生物可利用铁进入上层海洋的重要过程。目前,随着人类污染的加剧,人类活动排放的铁对海洋生态系统的影响也变得更加显著。为了研究铁循环过程及其对北太平洋海洋生态系统的影响,以国家自然科学基金资助的"北太平洋铁的来源与传输及其对上层海洋生态系统的影响"为依托,该项目将主要关注三个重要科学问题:(1)北太平洋上层生物可利用铁的主要来源是什么?(2)海洋中铁络合配体的循环会对北太平洋上层海洋生态系统产生怎样的影响?(3)未来全球变化对铁循环及上层海洋生态系统的可能影响是什么?项目将对铁在当前和未来海洋酸化和物理环境变化背景下的分布特征及其对海洋生态系统产生的影响进行研究。项目研究结果有望加深我们对北太平洋海洋生态系统的认识和理解,实现对未来北太平洋生态系统变化趋势的预测。 相似文献
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This paper evaluates evidence for seasonal loess deposits in peri-Alpine Lake Constance at the end of the last Glacial (Oldest Dryas chronozone). The usefulness of such lacustrine deposits for palaeoclimatic interpretations is discussed. The sedimentology of laminated couplets comprising yellow and grey silts has been investigated to test the hypothesis that the couplets are varves (i.e. annual rhythmites) comprising alternations of loess and glacial silt and clay. The laminae are mostly less than 1 mm thick and include from bottom to top: (1) a matrix of well-sorted, non-graded fine yellow silt with sand-size intraclasts, (2) coarsening-upward grey silt with a cap of fining-upward silt to clay. The latter is typical for varves in modern proglacial lakes and reflects summer and winter deposits (silt and clay, respectively). We propose that the lack of grading and the matrix supported fabric is indicative of aeolian transport and therefore interpret the yellow laminae as loess deposits. Volcanic glass intraclasts in the loess layers are probably derived from volcanic terrain to the west of the lake, indicating an easterly palaeowind direction. Deposition of loess in the lake occurred regularly at the beginning of each annual cycle, suggesting that the palaeowinds were associated with winter and/or spring conditions. Two transport scenarios are suggested to explain the sand grains scattered in this deep-water lacustrine record. 1. The grains may have been transported as bedload over the annual winter ice-cover of the lake under moderate wind strengths, frozen into the ice, and released for deposition during spring melt. 2. The sand grains were blown directly out onto the lake water by very strong winds during spring. The first scenario is contrary to the general view that loess was transported during summer, and that loess deposits thus reflect summer conditions only. Loess input to the lake shows a transitional decrease after ca. 14.3 kyr BP and cessation at ca. 14 kyr BP, probably as a result of a change of wind behaviour, increased humidity and/or vegetational changes during the Oldest Dryas in central Europe.This paper was presented at Clima Locarno 90, the International Conference on Past and Present Climate Dynamics: Reconstruction of Rates of Change, held in Locarno, Switzerland, September 24 to 28, 1991, supported by a grant from the Swiss Academy of Sciences. It was convened jointly by the Swiss National Climate Program - ProClim, the Swiss Committee for the IGBP, the Swiss COL, the Swiss SCOPE Committee, and the Swiss CCA. Guest editor for the papers published following the conference is Dr. K. Kelts (see also Climate Dynamics 6:3/4, Jan. 1992) 相似文献
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Company cars have received considerable attention because of their partial tax-exemption and the changes in travel behaviour they stimulate, including car model choices, distances driven, and car ownership patterns. This paper is the first to present evidence on actual transport behaviour change, based on mobility and fuel diaries, and comparing a sample of 624 company cars and 9328 private cars in Germany. Analysis confirms that company cars belong to the more heavily motorized car segments (with an average 97?kW, as opposed to 79?kW of private cars), and are driven more than private cars (24,672?km per year, compared to 12,828?km per year for private cars). Company car benefits also increase average household vehicle numbers by 25%. Results show that it is imperative to distinguish company cars of company owners relative to those driven by employees, as negative externalities increase significantly where company cars are used by the latter. Abolishing company car benefits could significantly reduce emissions from passenger road transport and stimulate change in the country’s automotive industries towards a lower-carbon path. As Germany is not currently on track to meet its climate mitigation targets, this would be a timely policy shift.Key policy insights
Company car benefits increase transport demand, car ownership, and average vehicle fleet engine power. These effects are particularly relevant for employees.
Company cars have, in spite of their larger size and greater engine power, a (modestly) better fuel economy than private cars, possibly because they represent more recent and hence more efficient car models.
A policy focus on vehicle fuel efficiency improvements will fail to reduce the German car fleet’s CO2 emissions to a sustainable level.
Abolishing company car benefits could yield a significant reduction in GHG emissions from passenger road transport.
Company car subsidies are an out-dated mode of support for the fossil-fuel based automotive industry.
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In order to overcome shortcomings of the conventionalE — model and to develop a more general model applicable to the variety of atmospheric conditions observed, for example, during a land-sea breeze cycle, a modifiedE — model is proposed. The model is a simplified form of an algebraic stress model including wall proximity effects of Gibson and Launder (1978). The proposed model is similar to the popular Mellor and Yamada (1982) level 2.5 model but does not employ a local equilibrium assumption in the algebraic equations for Reynolds stresses. The resulting model shows a wider realization region under unstable conditions than the Mellor and Yamada model.The modified model is compared herein to observations, higher order closure simulations and large eddy simulations under neutral, stable and convective conditions. Various dissipation rate equations were employed and compared to understand their performance with the modified model. The modifiedE — model reproduced the observed behavior well under all conditions except near the base of an elevated inversion layer under convective conditions. The ability of the model to describe flow dynamics under a wide range of atmospheric stabilities suggests that the model can be used to describe the complicated diurnal behavior of the land-sea breeze circulation. 相似文献
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Abstract As part of the Canadian Atlantic Storms Program (CASP), near‐bottom current velocity, pressure, light transmission (as a measure of suspended sediment concentration) and water temperature were recorded using a variety of instruments deployed in water depths of 20 to 37 m on the inner Scotian Shelf, during February and March 1986. Detailed mapping of a 12‐km2 area encompassing the instrument mooring sites revealed a variety of bottom types. These include sand and gravel (both forming ripples at various scales), cobble‐boulder lags, and bedrock, resulting in bottom roughness estimates that vary widely (10?4 m < k < 10° m) over short horizontal distances (of the order 102 m). The velocity data provided information on the near‐bottom current response to winter storms anda basis for computations of sediment load and transport rates. The near‐bottom mean flow showed distinct storm‐driven circulation patterns, with velocities roughly parallel to alongshore wind stress but opposed to shore‐normal wind. Wave‐induced oscillatory motions also showed marked increases during storms and frequently dominated the near‐bottom flow. Sediment load (depth‐integrated concentration) and transport were computed using a model in which the load is related to the excess normalized shear stress. The computed mean concentrations were compatible with the optical transmis someter data. These computations yielded estimates ranging up to 0.7 kg m?2 for the mean sediment load and 443 kg m?1 h?1 for the net transport. Hindcast scour rates, of the order of 1 mm h?1 under moderate storm conditions were generally compatible with depths of scour measured by divers. 相似文献
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Projected changes in summer water vapor transport over East Asia under the 1.5°C and 2.0°C global warming targets 
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下载免费PDF全文 水汽输送的变化对于降水的变化有重要贡献。基于优选的13个CIV1IP5模式发现:RCP4.5和RCP8.5排放情景下,1.5°C和2.0°C增暖时东亚夏季水汽输送均加强,且2.0°C增暖时模式间一致性更好;水汽含量的增加对东亚南部和北部水汽输送的加强均有贡献,东亚南部水汽输送的加强也与低层环流的加强相联系。0.5°C额外增暖(1.5°C和2.0°C增暖间比较)时,两种排放情景下水汽输送的变化在我国南海与东北地区存在差异,使得两个地区降水变化存在差异;水汽输送的变化与低层环流的变化关系密切,且模式间一致性相对低。 相似文献
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Transport generates a large and growing component of global greenhouse gas emissions contributing to climate change. Effective transport emissions reduction policies are needed in order to reach a climate target well below 2 °C. Representations of technology evolution in current integrated assessment models (IAM) make use of systems optimisations that may not always provide sufficient insight on consumer response to realistic policy packages for extensive use in policy-making. Here, we introduce FTT: transport, an evolutionary technology diffusion simulation model for road transport technology, as an IAM sub-component, which features sufficiently realistic features of consumers and of existing technological trajectories that enables to simulate the impact of detailed climate policies in private passenger road transport. Integrated to the simulation-based macroeconometric IAM E3ME-FTT, a plausible scenario of transport decarbonisation is given, defined by a detailed transport policy package, that reaches sufficient emissions reductions to achieve the 2 °C target of the Paris Agreement. 相似文献
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W. Bailey 《Boundary-Layer Meteorology》1990,51(3):317-317