Seasonal glacier change revealed from the real-time monitoring platform on Baishui River Glacier No.1 in Yulong Snow Mountain, Southeastern Qinghai–Tibet plateau

The mass balance of glaciers requires more detailed and continuous observations to understand their seasonal change in relation to climate. Here, we designed and installed an automated real-time monitoring platform at 4645 m a.s.l. on the Baishui River Glacier No.1 to collect continuous high-resolution observational data, and analyzed the seasonal dynamic from glacier movement and surface mass balance from glacier melting and snow accumulation. The results showed that the platform moved northeastward ~12.9 m at a rate of 0.06 ± 0.02 m d−1 between September 2021 and April 2022. The surface mass balance showed a varied temporal period. July and August were the main ablation periods, while ablation decreased and ceased in September. The glacier neither melted nor accumulated much between October and December, but began to have rapid snow accumulation in January. The glacier surface temperature varied with the air temperature and showed significant inter-seasonal differences among monsoon, post-monsoon and winter seasons. The surface mass balance also exhibited a strong response to the air temperature changes, with an average decrease of 1°C the point mass balance increased by 0.11 m w.e. from monsoon to post-monsoon and 0.22 m w.e. from post-monsoon to winter. Moreover, we found snowfall caused a decrease in the glacier surface temperature by increasing the surface albedo

Dimerization of FIR upon FUSE DNA binding suggests a mechanism of c-myc inhibition

c-myc is essential for cell homeostasis and growth but lethal if improperly regulated. Transcription of this oncogene is governed by the counterbalancing forces of two proteins on TFIIH—the FUSE binding protein (FBP) and the FBP-interacting repressor (FIR). FBP and FIR recognize single-stranded DNA upstream of the P1 promoter, known as FUSE, and influence transcription by oppositely regulating TFIIH at the promoter site. Size exclusion chromatography coupled with light scattering reveals that an FIR dimer binds one molecule of single-stranded DNA. The crystal structure confirms that FIR binds FUSE as a dimer, and only the N-terminal RRM domain participates in nucleic acid recognition. Site-directed mutations of conserved residues in the first RRM domain reduce FIR's affinity for FUSE, while analogous mutations in the second RRM domain either destabilize the protein or have no effect on DNA binding. Oppositely oriented DNA on parallel binding sites of the FIR dimer results in spooling of a single strand of bound DNA, and suggests a mechanism for c-myc transcriptional control

Ice Velocity Variations of the Polar Record Glacier (East Antarctica) Using a Rotation-Invariant Feature-Tracking Approach

In this study, the ice velocity changes from 2004 to 2015 of the Polar Record Glacier (PRG) in East Antarctica were investigated based on a feature-tracking method using Landsat-7 enhanced thematic mapper plus (ETM+) and Landsat-8 operational land imager (OLI) images. The flow field of the PRG curves make it difficult to generate ice velocities in some areas using the traditional normalized cross-correlation (NCC)-based feature-tracking method. Therefore, a rotation-invariant parameter from scale-invariant feature transform (SIFT) is introduced to build a novel rotation-invariant feature-tracking approach. The validation was performed based on multi-source images and the making earth system data records for use in research environments (MEaSUREs) interferometric synthetic aperture radar (InSAR)-based Antarctica ice velocity map data set. The results indicate that the proposed method is able to measure the ice velocity in more areas and performs as well as the traditional NCC-based feature-tracking method. The sequential ice velocities obtained present the variations in the PRG during this period. Although the maximum ice velocity of the frontal margin of the PRG and the frontal iceberg reached about 900 m/a and 1000 m/a, respectively, the trend from 2004 to 2015 showed no significant change. Under the interaction of the Polar Times Glacier and the Polarforschung Glacier, both the direction and the displacement of the PRG were influenced. This impact also led to higher velocities in the western areas of the PRG than in the eastern areas. In addition, elevation changes and frontal iceberg calving also impacted the ice velocity of the PRG

Elevation Change Derived from SARAL/ALtiKa Altimetric Mission: Quality Assessment and Performance of the Ka-Band

The waveform retracking algorithm is a key factor that affects the accuracy of elevation change from satellite altimetry over an ice sheet. The elevation change results from four waveform retracker algorithms (ICE1/ICE2/Sea Ice/OCEAN) provided by the Satellite with ARgos and ALtiKa (SARAL/ALtiKa) data were compared using repeated SARAL data between March 2013 and April 2016 to determine the optimal retracker in the crossovers of descending and ascending orbits over a Greenland ice sheet (GrIS). The ICE1 provided slightly better results than the three other algorithms with the lowest standard deviation (SD) of 0.30 m year−1. Further comparison was also conducted between the Satellite with ARgos and ALtiKa (SARAL) and Operation ICEBridge laser data, thereby indicating that ICE1 was the best retracker with an Root Mean Square Error (RMSE) of 0.43 m year−1. The distribution of elevation change rate and uncertainties over Greenland from SARAL were presented using the selected ICE1 retracker with a volume loss of 40 ± 12 km3 year−1. This volume loss did not include the fast-changing coastal areas of the GrIS. A large thinning was observed in Jakobshavn Isbræ, and a trend that extended far inland was also found from 2013–2016. Furthermore, a melting ice sheet was observed in the large areas northwest over the GrIS

Reason Analysis of the Jiwenco Glacial Lake Outburst Flood (GLOF) and Potential Hazard on the Qinghai-Tibetan Plateau

Glacial lake outburst flood (GLOF) is one of the major natural disasters in the Qinghai-Tibetan Plateau (QTP). On 25 June 2020, the outburst of the Jiwenco Glacial Lake (JGL) in the upper reaches of Nidu river in Jiari County of the QTP reached the downstream Niwu Township on 26 June, causing damage to many bridges, roads, houses, and other infrastructure, and disrupting telecommunications for several days. Based on radar and optical image data, the evolution of the JGL before and after the outburst was analyzed. The results showed that the area and storage capacity of the JGL were 0.58 square kilometers and 0.071 cubic kilometers, respectively, before the outburst (29 May), and only 0.26 square kilometers and 0.017 cubic kilometers remained after the outburst (27 July). The outburst reservoir capacity was as high as 5.4 million cubic meters. The main cause of the JGL outburst was the heavy precipitation process before outburst and the ice/snow/landslides entering the lake was the direct inducement. The outburst flood/debris flow disaster also led to many sections of the river and buildings in Niwu Township at high risk. Therefore, it is urgent to pay more attention to glacial lake outburst floods and other low-probability disasters, and early real-time engineering measures should be taken to minimize their potential impacts

Risk Assessment of Ship Navigation in the Northwest Passage: Historical and Projection

Shipping volumes in the Northwest Passage are likely to increase under climate change due to the distance advantage over traditional routes and the special strategic location of the Arctic. However, the harsh environment and poor channel conditions may pose a considerable risk to ship navigation. To ensure the safety of ships, understand the navigability of the route, and plan the sustainable use of the Northwest Passage, it is crucial to provide a quantitative risk assessment. Here, we present an analysis of several natural risks faced by ships in the Northwest Passage based on available datasets and use climate model simulations to project the navigability changes. The results showed that: (1) The sea-ice risk to ships in the Northwest Passage has been significantly reduced over the period 1979–2019, and the risk for Polar Class 6 (PC6) ships has decreased more rapidly than for general open-water (OW) ships. The difference in ice-breaking capacity further affects the seaworthy season, with the second seaworthy month being August for OW ships and October for PC6 ships, in addition to the commonly best September. (2) Low visibility is a more common form of adverse weather than strong wind for navigation in the Northwest Passage, mainly on the northern route, although pilotage conditions appear to be improving in September. (3) According to the comprehensive risk map, the distribution of risk is dominated by sea ice. The southern route of the Northwest Passage is superior to the northern route in terms of both sea ice and weather conditions, but there is a risk of shallow water. (4) For the northern route, which has greater transport potential, projections suggest that the sea-ice risk will be steadily lower than any extreme light ice year observed historically whether for the ship class OW or PC6 by 2050, with an increase of 50–80 navigable days, and the navigable period could be from June to January of the following year for PC6 ships by 2100. Our results provide valuable information for ships planning to pass through the Northwest Passage

Risk Assessment of Ship Navigation in the Northwest Passage: Historical and Projection

Shipping volumes in the Northwest Passage are likely to increase under climate change due to the distance advantage over traditional routes and the special strategic location of the Arctic. However, the harsh environment and poor channel conditions may pose a considerable risk to ship navigation. To ensure the safety of ships, understand the navigability of the route, and plan the sustainable use of the Northwest Passage, it is crucial to provide a quantitative risk assessment. Here, we present an analysis of several natural risks faced by ships in the Northwest Passage based on available datasets and use climate model simulations to project the navigability changes. The results showed that: (1) The sea-ice risk to ships in the Northwest Passage has been significantly reduced over the period 1979–2019, and the risk for Polar Class 6 (PC6) ships has decreased more rapidly than for general open-water (OW) ships. The difference in ice-breaking capacity further affects the seaworthy season, with the second seaworthy month being August for OW ships and October for PC6 ships, in addition to the commonly best September. (2) Low visibility is a more common form of adverse weather than strong wind for navigation in the Northwest Passage, mainly on the northern route, although pilotage conditions appear to be improving in September. (3) According to the comprehensive risk map, the distribution of risk is dominated by sea ice. The southern route of the Northwest Passage is superior to the northern route in terms of both sea ice and weather conditions, but there is a risk of shallow water. (4) For the northern route, which has greater transport potential, projections suggest that the sea-ice risk will be steadily lower than any extreme light ice year observed historically whether for the ship class OW or PC6 by 2050, with an increase of 50–80 navigable days, and the navigable period could be from June to January of the following year for PC6 ships by 2100. Our results provide valuable information for ships planning to pass through the Northwest Passage