Physical and Chemical Characterization of Particles in the Upper Troposphere and Lower Stratosphere: Microanalysis of Aerosol Impactor Samples

Herein is reported activities to support the characterization of the aerosol in the upper troposphere (UT) and lower stratosphere (LS) collected during the Airborne Southern Hemisphere Ozone Experiment/Measurements for Assessing the Effects of Stratospheric Aircraft (ASHOE/MAESA) missions in 1994. Through a companion proposal, another group was to measure the size distribution of aerosols in the 0.008 to 2 micrometer diameter range and to collect for us impactor samples of particles larger than about 0.02 gm. In the first year, we conducted laboratory studies related to particulate deposition patterns on our collection substrates, and have performed the analysis of many ASHOE/MAESA aerosol samples from 1994 using analytical electron microscopy (AEM). We have been building an "aerosol climatology" with these data that documents the types and relative abundances of particles observed at different latitudes and altitudes. The second year (and non-funded extension periods) saw continued analyses of impactor aerosol samples, including more ASHOE/MAESA samples, some northern hemisphere samples from the NASA Stratospheric Photochemistry Aerosols and Dynamics Expedition (SPADE) program for comparison, and a few aerosol samples from the NASA Stratospheric TRacers of Atmospheric Transport (STRAT) program. A high-resolution field emission microscope was used for the analysis and re-analysis of a number of samples to determine if this instrument was superior in performance to our conventional electron microscope. In addition, some basic laboratory studies were conducted to determine the minimum detectable and analyzable particle size for different types of aerosols. In all, 61 aerosol samples were analyzed, with a total of over 30,000 individual particle analyses. In all analyzed samples, sulfate particles comprised the major aerosol number fraction. It must be stressed that particles composed of more than one species, for example sulfate and organic carbon, were classified according to the major fraction. Thus, many of the particles classified as sulfate may have contained significant mass fractions of carbonaceous or other material. These particles for the most part did not show two physical phases, however. Nonsulfate particles were classified according to the physical and chemical characteristics of each particle, and were grouped into the major nonsulfate particle classes, including C-rich, crustal, metallic, and salts. Our UT and LS sample analyses indicate a maximum for crustal and C-rich particle abundance in the Northern Hemisphere upper troposphere, and a salt particle maximum in the Southern Hemisphere upper troposphere. Metallic particles are clearly more prevalent in the troposphere than in the stratosphere, but interhemispheric differences appear small

Airborne measurements of tropospheric ozone destruction and particulate bromide formation in the Arctic

Aircraft profiles of O3 concentrations over the Arctic ice pack in spring exhibit a depletion of O3 beneath the surface temperature inversion. One such profile from the NOAA WP-3D Arctic Gas and Aerosol Sampling Program (AGASP) flights in April, 1986 north of Alert, NWT (YLT, 82.5 N) is shown. The gradient of O3 across the temperature inversion, which is essentially a step function from tropospheric values (35 to 40 ppbv) to 0, is somewhat masked by a 1-min running mean applied to the data. Evidence is presented that O3 destruction beneath the Arctic temperature inversion is the result of a photochemical reaction between gaseous Br compounds and O3 to produce particulate Br aerosol. It is noted that in springtime, O3 at the Alert Baseline Station regularly decreases from 30 to 40 ppbv to near 0 over the period of a few hours to a day. At the same time, there is a production of particulate Br with a near 1.0 anti-correlation to O3 concentration. Surface concentrations of bromoform in the Arctic exhibit a rapid decrease following polar sunrise. AGASP aircraft measurements of filterable bromine particulates in the Arctic (March-April, 1983 and 1986) are shown. The greatest concentrations of Br aerosol (shown as enrichment factors relative to to Na in seawater, EFBR (Na)) were observed in samples collected beneath the surface temperature inversion over ice. Samples collected at the same altitude over open ocean (off Spitzbergen) labeled Marine did not exhibit similar Br enrichments. A second region of particulate Br enrichment was observed in the lower stratosphere, which regularly descends to below 500 mb (5.5 km) in the high Arctic. The NOAA WP-3D flew in the stratosphere on all AGASP flights and occasionally measured O3 concentrations in excess of 300 ppbv

Springtime surface ozone fluctuations at high Arctic latitudes and their possible relationship to atmospheric bromine

At high Arctic stations such as Barrow, Alaska, springtime near-surface ozone amounts fluctuate between the highest and lowest values seen during the course of the year. Episodes when the surface ozone concentration is essentially zero last up to several days during this time of year. In the Arctic Gas and Aerosol Sampling Program (AGASP-I and AGASP-II) in 1983 and 1986, it was found that ozone concentrations often showed a very steep gradient in altitude with very low values near the surface. The cold temperatures, and snow-covered ground make it unlikely that the surface itself would rapidly destroy significant amounts of ozone. The AGASP aircraft measurements that found low ozone concentrations in the lowest layers of the troposphere also found that filterable excess bromine (the amount of bromine in excess of the sea salt component) in samples collected wholly or partially beneath the temperature inversion had higher bromine concentrations than other tropospheric samples. Of the four lowest ozone minimum concentrations, three of them were associated with the highest bromine enrichments. Surface measurements of excess filterable bromine at Barrow show a strong seasonal dependence with values rising dramatically early in March, then declining in May. The concentration of organic bromine gases such as bromoform rise sharply during the winter and then begin to decline after March with winter and early spring values at least three times greater than the summer minimum

Apparatus for providing vibrotactile sensory substitution of force feedback

A feedback apparatus for an operator to control an effector that is remote from the operator to interact with a remote environment has a local input device to be manipulated by the operator. Sensors in the effector's environment are capable of sensing the amplitude of forces arising between the effector and its environment, the direction of application of such forces, or both amplitude and direction. A feedback signal corresponding to such a component of the force, is generated and transmitted to the environment of the operator. The signal is transduced into a vibrotactile sensory substitution signal to which the operator is sensitive. Vibration producing apparatus present the vibrotactile signal to the operator. The full range of the force amplitude may be represented by a single, mechanical vibrator. Vibrotactile display elements can be located on the operator's limbs, such as on the hand, fingers, arms, legs, feet, etc. The location of the application of the force may also be specified by the location of a vibrotactile display on the operator's body. Alternatively, the location may be specified by the frequency of a vibrotactile signal

Decision-Aiding and Optimization for Vertical Navigation of Long-Haul Aircraft

Most decisions made in the cockpit are related to safety, and have therefore been proceduralized in order to reduce risk. There are very few which are made on the basis of a value metric such as economic cost. One which can be shown to be value based, however, is the selection of a flight profile. Fuel consumption and flight time both have a substantial effect on aircraft operating cost, but they cannot be minimized simultaneously. In addition, winds, turbulence, and performance vary widely with altitude and time. These factors make it important and difficult for pilots to (a) evaluate the outcomes associated with a particular trajectory before it is flown and (b) decide among possible trajectories. The two elements of this problem considered here are: (1) determining what constitutes optimality, and (2) finding optimal trajectories. Pilots and dispatchers from major u.s. airlines were surveyed to determine which attributes of the outcome of a flight they considered the most important. Avoiding turbulence-for passenger comfort-topped the list of items which were not safety related. Pilots' decision making about the selection of flight profile on the basis of flight time, fuel burn, and exposure to turbulence was then observed. Of the several behavioral and prescriptive decision models invoked to explain the pilots' choices, utility maximization is shown to best reproduce the pilots' decisions. After considering more traditional methods for optimizing trajectories, a novel method is developed using a genetic algorithm (GA) operating on a discrete representation of the trajectory search space. The representation is a sequence of command altitudes, and was chosen to be compatible with the constraints imposed by Air Traffic Control, and with the training given to pilots. Since trajectory evaluation for the GA is performed holistically, a wide class of objective functions can be optimized easily. Also, using the GA it is possible to compare the costs associated with different airspace design and air traffic management policies. A decision aid is proposed which would combine the pilot's notion of optimality with the GA-based optimization, provide the pilot with a number of alternative pareto-optimal trajectories, and allow him to consider unmodelled attributes and constraints in choosing among them. A solution to the problem of displaying alternatives in a multi-attribute decision space is also presented

Decision-Aiding and Optimization for Vertical Navigation of Long-Haul Aircraft

Most decisions made in the cockpit are related to safety, and have therefore been proceduralized in order to reduce risk. There are very few which are made on the basis of a value metric such as economic cost. One which can be shown to be value based, however, is the selection of a flight profile. Fuel consumption and flight time both have a substantial effect on aircraft operating cost, but they cannot be minimized simultaneously. In addition, winds, turbulence, and performance x,ary widely with altitude and time. These factors make it important and difficult for pilots to (a) evaluate the outcomes associated with a particular trajectory before it is flown and (b) decide among possible trajectories. The two elements of this problem considered here are (1) determining, what constitutes optimality, and (2) finding optimal trajectories. Pilots and dispatchers from major U.S. airlines were surveyed to determine which attributes of the outcome of a flight they considered the most important. Avoiding turbulence-for passenger comfort topped the list of items which were not safety related. Pilots' decision making about the selection of flight profile on the basis of flight time, fuel burn, and exposure to turbulence was then observed. Of the several behavioral and prescriptive decision models invoked to explain the pilots' choices, utility maximization is shown to best reproduce the pilots' decisions. After considering more traditional methods for optimizing trajectories, a novel method is developed using a genetic algorithm (GA) operating on a discrete representation of the trajectory search space. The representation is a sequence of command altitudes, and was chosen to be compatible with the constraints imposed by Air Traffic Control, and with the training given to pilots. Since trajectory evaluation for the GA is performed holistically, a wide class of objective functions can be optimized easily. Also, using the GA it is possible to compare the costs associated with different airspace design and air traffic management policies. A decision aid is proposed which would combine the pilot's notion of optimility with the GA-based optimization, provide the pilot with a number of alternative pareto-optimal trajectories, and allow him to consider un-modelled attributes and constraints in choosing among them. A solution to the problem of displaying alternatives in a multi-attribute decision space is also presented

Game story space of professional sports: Australian rules football

Sports are spontaneous generators of stories. Through skill and chance, the script of each game is dynamically written in real time by players acting out possible trajectories allowed by a sport\u27s rules. By properly characterizing a given sport\u27s ecology of game stories, we are able to capture the sport\u27s capacity for unfolding interesting narratives, in part by contrasting them with random walks. Here we explore the game story space afforded by a data set of 1310 Australian Football League (AFL) score lines. We find that AFL games exhibit a continuous spectrum of stories rather than distinct clusters. We show how coarse graining reveals identifiable motifs ranging from last-minute comeback wins to one-sided blowouts. Through an extensive comparison with biased random walks, we show that real AFL games deliver a broader array of motifs than null models, and we provide consequent insights into the narrative appeal of real games

A model for assessing water quality risk in catchments prone to wildfire

Post-fire debris flows can have erosion rates up to three orders of magnitude higher than background rates. They are major sources of fine suspended sediment, which is critical to the safety of water supply from forested catchments. Fire can cover parts or all of these large catchments and burn severity is often heterogeneous. The probability of spatial and temporal overlap of fire disturbance and rainfall events, and the susceptibility of hillslopes to severe erosion determine the risk to water quality. Here we present a model to calculate recurrence intervals of high magnitude sediment delivery from runoff-generated debris flows to a reservoir in a large catchment (>100 km2) accounting for heterogeneous burn conditions. Debris flow initiation was modelled with indicators of surface runoff and soil surface erodibility. Debris flow volume was calculated with an empirical model, and fine sediment delivery was calculated using simple, expert-based assumptions. In a Monte-Carlo simulation, wildfire was modelled with a fire spread model using historic data on weather and ignition probabilities for a forested catchment in central Victoria, Australia. Multiple high intensity storms covering the study catchment were simulated using Intensity–Frequency–Duration relationships, and the runoff indicator calculated with a runoff model for hillslopes. A sensitivity analysis showed that fine sediment is most sensitive to variables related to the texture of the source material, debris flow volume estimation, and the proportion of fine sediment transported to the reservoir. As a measure of indirect validation, denudation rates of 4.6–28.5 mm ka−1 were estimated and compared well to other studies in the region. From the results it was extrapolated that in the absence of fire management intervention the critical sediment concentrations in the studied reservoir could be exceeded in intervals of 18–124 years

Performance of GEDI space-borne LiDAR for quantifying structural variation in the temperate forests of South-Eastern Australia

Monitoring forest structural properties is critical for a range of applications because structure is key to understanding and quantifying forest biophysical functioning, including stand dynamics, evapotranspiration, habitat, and recovery from disturbances. Monitoring of forest structural properties at desirable frequencies and cost globally is enabled by space-borne LiDAR missions such as the global ecosystem dynamics investigation (GEDI) mission. This study assessed the accuracy of GEDI estimates for canopy height, total plant area index (PAI), and vertical profile of plant area volume density (PAVD) and elevation over a gradient of canopy height and terrain slope, compared to estimates derived from airborne laser scanning (ALS) across two forest age-classes in the Central Highlands region of south-eastern Australia. ALS was used as a reference dataset for validation of GEDI (Version 2) dataset. Canopy height and total PAI analyses were carried out at the landscape level to understand the influence of beam-type, height of the canopy, and terrain slope. An assessment of GEDI’s terrain elevation accuracy was also carried out at the landscape level. The PAVD profile evaluation was carried out using footprints grouped into two forest age-classes, based on the areas of mountain ash (Eucalyptus regnans) forest burnt in the Central Highlands during the 1939 and 2009 wildfires. The results indicate that although GEDI is found to significantly under-estimate the total PAI and slightly over-estimate the canopy height, the GEDI estimates of canopy height and the vertical PAVD profile (above 25 m) show a good level of accuracy. Both beam-types had comparable accuracies, with increasing slope having a slightly detrimental effect on accuracy. The elevation accuracy of GEDI found the RMSE to be 10.58 m and bias to be 1.28 m, with an R2 of 1.00. The results showed GEDI is suitable for canopy densities and height in complex forests of south-eastern Australia