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Systemic climate risks, which result from the potential for cascading impacts through inter-related systems, pose particular challenges to risk assessment, especially when risks are transmitted across sectors and international boundaries. Most impacts of climate variability and change affect regions and jurisdictions in complex ways, and techniques for assessing this transmission of risk are still somewhat limited. Here, we begin to define new approaches to risk assessment that can account for transboundary and trans-sector risk transmission, by presenting: (i) a typology of risk transmission that distinguishes clearly the role of climate versus the role of the social and economic systems that distribute resources; (ii) a review of existing modelling, qualitative and systems-based methods of assessing risk and risk transmission; and (iii) case studies that examine risk transmission in human displacement, food, water and energy security. The case studies show that policies and institutions can attenuate risks significantly through cooperation that can be mutually beneficial to all parties. We conclude with some suggestions for assessment of complex risk transmission mechanisms: use of expert judgement; interactive scenario building; global systems science and big data; innovative use of climate and integrated assessment models; and methods to understand societal responses to climate risk. These approaches aim to inform both research and national-level risk assessment., (© 2018 The Author(s).)

Modeling studies of terrestrial extrasolar planetary climates are now including the effects of ocean circulation due to a recognition of the importance of oceans for climate; indeed, the peak equator-pole ocean heat transport on Earth peaks at almost half that of the atmosphere. However, such studies have made the assumption that fundamental oceanic properties, such as salinity, temperature, and depth, are similar to Earth. This assumption results in Earth-like circulations: a meridional overturning with warm water moving poleward at the surface, being cooled, sinking at high latitudes, and traveling equatorward at depth. Here it is shown that an exoplanetary ocean with a different salinity can circulate in the opposite direction: an equatorward flow of polar water at the surface, sinking in the tropics, and filling the deep ocean with warm water. This alternative flow regime results in a dramatic warming in the polar regions, demonstrated here using both a conceptual model and an ocean general circulation model. These results highlight the importance of ocean salinity for exoplanetary climate and consequent habitability and the need for its consideration in future studies.

In the United Kingdom, where 90% of residents are projected to live in urban areas by 2050, projecting changes in urban heat islands (UHIs) is essential to municipal adaptation. Increased summer temperatures are linked to increased mortality. Using the new regional U.K. Climate Projections, UKCP18-regional, we estimate the 1981--2079 trends in summer urban and rural near-surface air temperatures and in UHI intensities during day and at night in the 10 most populous built-up areas in England. Summer temperatures increase by 0.45°0.81°C per decade under RCP8.5, depending on the time of day and location. Nighttime temperatures increase more in urban than rural areas, enhancing the nighttime UHI by 0.01°-0.05°C per decade in all cities. When these upward UHI signals emerge from 2008-18 variability, positive summer nighttime UHI intensities of up to 1.8°C are projected in most cities. However, we can prevent most of these upward nighttime UHI signals from emerging by stabilizing climate to the Paris Agreement target of 2°C above preindustrial levels. In contrast, daytime UHI intensities decrease in nine cities, at rates between -0.004° and -0.05°C per decade, indicating a trend toward a reduced daytime UHI effect. These changes reflect different feedbacks over urban and rural areas and are specific to UKCP18-regional. Future research is important to better understand the drivers of these UHI intensity changes. [ABSTRACT FROM AUTHOR]

Rossby wave trains triggered by tropical convection strongly affect the atmospheric circulation in the extratropics. Using daily gridded observational and reanalysis data, we demonstrate that a technique based on linear response theory effectively captures the linear response in 250-hPa geopotential height anomalies in the Northern Hemisphere using examples of steplike changes in precipitation over selected tropical areas during boreal winter. Application of this method to six models from phase 5 of the Coupled Model Intercomparison Project (CMIP5), using the same tropical forcing, reveals a large intermodel spread in the linear response associated with intermodel differences in Rossby waveguide structure. The technique is then applied to a projected tropicswide precipitation change in the HadGEM2-ES model during 2025–45 December– February, a period corresponding to a 2°C rise in the mean global temperature under the RCP8.5 scenario. The response is found to depend on whether the mean state underlying the technique is calculated using observations, the present-day simulation, or the future projection; indeed, the bias in extratropical response to tropical precipitation because of errors in the basic state is much larger than the projected change in extratropical circulation itself. We therefore propose the linear step response method as a semiempirical method of making near-term future projections of the extratropical circulation, which should assist in quantifying uncertainty in such projections [ABSTRACT FROM AUTHOR]

Clear-air turbulence (CAT) is one of the largest causes of weather-related aviation incidents. Here we use climate model simulations to study the impact that climate change could have on global CAT by the period 2050-2080. We extend previous work by analyzing eight geographic regions, two flight levels, five turbulence strength categories, and four seasons. We find large relative increases in CAT, especially in the midlatitudes in both hemispheres, with some regions experiencing several hundred per cent more turbulence. The busiest international airspace experiences the largest increases, with the volume of severe CAT approximately doubling over North America, the North Pacific, and Europe. Over the North Atlantic, severe CAT in future becomes as common as moderate CAT historically. These results highlight the increasing need to improve operational CAT forecasts and to use them effectively in flight planning, to limit discomfort and injuries among passengers and crew. [ABSTRACT FROM AUTHOR]

Atmospheric turbulence causes most weather-related aircraft incidents. Commercial aircraft encounter moderate-or-greater turbulence tens of thousands of times each year worldwide, injuring probably hundreds of passengers (occasionally fatally), costing airlines tens of millions of dollars and causing structural damage to planes. Clear-air turbulence is especially difficult to avoid, because it cannot be seen by pilots or detected by satellites or on-board radar. Clear-air turbulence is linked to atmospheric jet streams, which are projected to be strengthened by anthropogenic climate change. However, the response of clear-air turbulence to projected climate change has not previously been studied. Here we show using climate model simulations that clear-air turbulence changes significantly within the transatlantic flight corridor when the concentration of carbon dioxide in the atmosphere is doubled. At cruise altitudes within 50-75° N and 10-60° W in winter, most clear-air turbulence measures show a 10-40% increase in the median strength of turbulence and a 40-170% increase in the frequency of occurrence of moderate-or-greater turbulence. Our results suggest that climate change will lead to bumpier transatlantic flights by the middle of this century. Journey times may lengthen and fuel consumption and emissions may increase. Aviation is partly responsible for changing the climate, but our findings show for the first time how climate change could affect aviation. [ABSTRACT FROM AUTHOR]

A favoured method of assimilating information from state-of-the-art climate models into integrated assessment models of climate impacts is to use the transient climate response (TCR) of the climate models as an input, sometimes accompanied by a pattern matching approach to provide spatial information. More recent approaches to the problem use TCR with another independent piece of climate model output: the land-sea surface warming ratio ( φ). In this paper we show why the use of φ in addition to TCR has such utility. Multiple linear regressions of surface temperature change onto TCR and φ in 22 climate models from the CMIP3 multi-model database show that the inclusion of φ explains a much greater fraction of the inter-model variance than using TCR alone. The improvement is particularly pronounced in North America and Eurasia in the boreal summer season, and in the Amazon all year round. The use of φ as the second metric is beneficial for three reasons: firstly it is uncorrelated with TCR in state-of-the-art climate models and can therefore be considered as an independent metric; secondly, because of its projected time-invariance, the magnitude of φ is better constrained than TCR in the immediate future; thirdly, the use of two variables is much simpler than approaches such as pattern scaling from climate models. Finally we show how using the latest estimates of φ from climate models with a mean value of 1.6-as opposed to previously reported values of 1.4-can significantly increase the mean time-integrated discounted damage projections in a state-of-the-art integrated assessment model by about 15 %. When compared to damages calculated without the inclusion of the land-sea warming ratio, this figure rises to 65 %, equivalent to almost 200 trillion dollars over 200 years. [ABSTRACT FROM AUTHOR]