Glacier change along West Antarctica’s Marie Byrd Land Sector and links to inter-decadal atmosphere-ocean variability

Over the past 20 years satellite remote sensing has captured significant downwasting of glaciers that drain the West Antarctic Ice Sheet into the ocean, particularly across the Amundsen Sea Sector. Along the neighbouring Marie Byrd Land Sector, situated west of Thwaites Glacier to Ross Ice Shelf, glaciological change has been only sparsely monitored. Here, we use optical satellite imagery to track grounding-line migration along the Marie Byrd Land Sector between 2003 and 2015, and compare observed changes with ICESat and CryoSat-2-derived surface elevation and thickness change records. During the observational period, 33% of the grounding line underwent retreat, with no significant advance recorded over the remainder of the  ∼ 2200km long coastline. The greatest retreat rates were observed along the 650km-long Getz Ice Shelf, further west of which only minor retreat occurred. The relative glaciological stability west of Getz Ice Shelf can be attributed to a divergence of the Antarctic Circumpolar Current from the continental-shelf break at 135°W, coincident with a transition in the morphology of the continental shelf. Along Getz Ice Shelf, grounding-line retreat reduced by 68% during the CryoSat-2 era relative to earlier observations. Climate reanalysis data imply that wind-driven upwelling of Circumpolar Deep Water would have been reduced during this later period, suggesting that the observed slowdown was a response to reduced oceanic forcing. However, lack of comprehensive oceanographic and bathymetric information proximal to Getz Ice Shelf's grounding zone make it difficult to assess the role of intrinsic glacier dynamics, or more complex ice-sheet–ocean interactions, in moderating this slowdown. Collectively, our findings underscore the importance of spatial and inter-decadal variability in atmosphere and ocean interactions in moderating glaciological change around Antarctica

Evaluation of Non-volatile Particulate Matter Emission Characteristics of an Aircraft Auxiliary Power Unit with Varying Alternative Jet Fuel Blend Ratios

The aviation industry is increasingly focused on the development of sustainable alternative fuels to augment and diversify fuel supplies while simultaneously reducing its environmental impact. The impact of airport operations on local air quality and aviation-related greenhouse gas emissions on a life cycle basis have been shown to be reduced with the use of alternative fuels. However, the evaluation of incremental variations in fuel composition of a single alternative fuel on the production of non-volatile particulate matter (nvPM) emissions has not been explored. This is critical to understanding the emission profile for aircraft engines burning alternative fuels and the impact of emissions on local air quality and climate change. A systematic evaluation of nvPM emissions from a GTCP85 aircraft auxiliary power unit (APU) burning 16 different blends of used cooking oil (UCO)-derived hydroprocessed esters and fatty acids (HEFA)-type alternative fuel with a conventional Jet A-1 baseline fuel was performed. The nvPM number- and mass-based emission indices for the 16 fuel blends and neat UCO–HEFA fuel were compared against those for the baseline Jet A-1 fuel at three APU operating conditions. The large data set from this study allows for the correlation between fuel composition and nvPM production to be expressed with greater confidence. The reductions in nvPM were found to be greater with increasing fuel hydrogen content (higher proportion of UCO–HEFA in the fuel blend). For a 50:50 blend of UCO–HEFA and Jet A-1, which would meet current ASTM specifications, the average reduction in nvPM number-based emissions was ∼35%, while that for mass-based emissions was ∼60%. The nvPM size distributions were found to narrow and shift to smaller sizes as the UCO–HEFA component of the fuel blend increased. This shift has a greater impact on the reduction in nvPM mass compared to the overall decrease in the nvPM number when comparing the UCO–HEFA fuel blends to the baseline Jet A-1