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  • AGU (American Geophysical Union)  (2)
  • Taylor & Francis  (1)
  • 2020-2024  (3)
  • 2021  (3)
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  • 2020-2024  (3)
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  • 1
    Publication Date: 2024-02-07
    Description: Deep convection and associated deep water formation are key processes for climate variability, since they impact the oceanic uptake of heat and trace gases and alter the structure and strength of the global overturning circulation. For long, deep convection in the subpolar North Atlantic was thought to be confined to the central Labrador Sea in the western subpolar gyre (SPG). However, there is increasing observational evidence that deep convection also has occurred in the eastern SPG south of Cape Farewell and in the Irminger Sea, in particular, in 2015–2018. Here we assess this recent event in the context of the temporal evolution of spatial deep convection patterns in the SPG since the mid-twentieth century, using realistic eddy-rich ocean model simulations. These reveal a large interannual variability with changing contributions of the eastern SPG to the total deep convection volume. Notably, in the late 1980s to early 1990s, the period with highest deep convection intensity in the Labrador Sea related to a persistent positive phase of the North Atlantic Oscillation, the relative contribution of the eastern SPG was small. In contrast, in 2015–2018, deep convection occurred with an unprecedented large relative contribution of the eastern SPG. This is partly linked to a smaller north-westward extent of deep convection in the Labrador Sea compared to previous periods of intensified deep convection, and may be a first fingerprint of freshening trends in the Labrador Sea potentially associated with enhanced Greenland melting and the oceanic advection of the 2012–2016 eastern North Atlantic fresh anomaly.
    Type: Article , PeerReviewed
    Format: text
    Format: text
    Format: video
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  • 2
    Publication Date: 2024-02-07
    Description: Modelling the drift of marine debris in quasi-real time can be of societal relevance. One pertinent example is Malaysia Airlines flight MH370. The aircraft is assumed to have crashed in the Indian Ocean, leaving floating wreckage to drift on the surface. Some of these items were recovered around the western Indian Ocean. We use ocean currents simulated by an operational ocean model in conjunction with surface Stokes drift to determine the possible paths taken by the debris. We consider: (1) How important is the influence of surface waves on the drift? (2) What are the relative benefits of forward- and backward-tracking in time? (3) Does including information from more items refine the most probable crash-site region? Our results highlight a critical contribution of Stokes drift and emphasise the need to know precisely the buoyancy characteristics of the items. The differences between the tracking approaches provide a measure of uncertainty which can be minimised by simulating a sufficiently large number of virtual debris. Given the uncertainties associated with the timings of the debris sightings, we show that at least 5 items are required to achieve an optimal most probable crash-site region. The results have implications for other drift simulation applications.
    Type: Article , PeerReviewed
    Format: text
    Format: text
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  • 3
    Publication Date: 2024-02-07
    Description: The southward flow of North Atlantic Deep Water makes up the major component of the deepwater limb of the Atlantic Meridional Overturning Circulation (AMOC). In the subtropical North Atlantic, it's flow is concentrated along the continental slope, forming a coherent Deep Western Boundary Current (DWBC). Both, observations and models show a high variability of the flow in this region. Here we use an eddy-rich ocean model to show that this variability is mainly caused by eddies and meanders. Their formation process involves an important contribution from energy transfer by barotropic instability. They occur along the entire DWBC pathway and introduce several recirculation gyres that result in a decorrelation of the DWBC transport at 26.5°N and 16°N, despite the fact that a considerable mean transport of 20 Sv connects the two latitudes. Water in the DWBC at 26.5°N is partly returned northward. Because the amount of water returned depends on the DWBC transport itself, a stronger DWBC does not necessarily lead to an increased amount of water that reaches 16°N. Along the pathway to 16°N, the transport signal is altered by a broad and temporally variable transit time distribution. Thus, advection in the DWBC cannot account for coherent AMOC changes on interannual timescales seen in the model.
    Type: Article , PeerReviewed , info:eu-repo/semantics/article
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