Stationary Orographic Rainbands


Small-scale rainbands often form downwind of mountainous terrain. Although relatively small in scale (a few tens of km across by up to ~100 km in length), these often poorly forecast bands can cause localised flooding as they can be associated with intense precipitation over several hours due to the anchoring effect of orography (Barrett et al., 2013).   Figure 1 shows a flash flood caused by a rainband situated over Cockermouth in 2009.  In some regions of southern France orographic banded convection can contribute 40% of the total rainfall (Cosma et al., 2002).  Rainbands occur in various locations and under different synoptic regimes and environmental conditions making them difficult to examine their properties and determine their occurrence in a systematic way (Kirshbaum et al. 2007a,b, Fairman et al. 2016).  My PhD considers the ability of current operational forecast models to represent these bands and the environmental controls on their formation.

Figure 1: Flash flood event caused by a rainband situated over Cockermouth, Cumbria, UK in 2009


What is a rainband?

  • A cloud and precipitation structure associated with an area of rainfall which is significantly elongated
  • Stationary (situated over the same location) with continuous triggering
  • Can form in response to moist, unstable air following over complex terrain
  • Narrow in width ~2-10 km with varying length scales from 10 – 100’s km


Figure 2: Schematic showing the difference between cellular and banded convection

To examine the ability of current operational forecast models to represent these bands a case study was chosen which was first introduced by Barrett, et al. (2016).  The radar observations during the event showed a clear band along The Great Glen Fault, Scotland (Figure 3).  However, Barrett, et al. (2016) concluded that neither the operational forecast or the operational ensemble forecast captured the nature of the rainband.  For more information on ensemble models see one of our previous blog posts by David Flack Showers: How well can we predict them?.

Figure 3: Radar observations of precipitation accumulation over a six hour period (between 3-9 am) showing a rainband located over The Great Glen Fault, Scotland on 29 December 2012.

Localised convergence and increased convective available potential energy along the fault supported the formation of the rainband.  To determine the effect of model resolution on the model’s representation of the rainband, a forecast was performed with the horizontal gird spacing decreased to 500 m from 1.5 km.  In this forecast a rainband formed in the correct location which generated precipitation accumulations close to those observed, but with a time displacement.  The robustness of this forecast skill improvement is being assessed by performing an ensemble of these convection-permitting simulations.  Results suggest that accurate representation of these mesoscale rainbands requires resolutions higher than those used operationally by national weather centres.

Idealised numerical simulations have been used to investigate the environmental conditions leading to the formation of these rainbands.  The theoretical dependence of the partitioning of dry flow over and around mountains on the non-dimensional mountain height is well understood.  For this project I examine the effect of this dependence on rainband formation in a moist environment.  Preliminary analysis of the results show that the characteristics of rainbands are controlled by more than just the non-dimensional mountain height, even though this parameter is known to be sufficient to determine flow behaviour relative to mountains.

This work has been funded by the Natural Environmental Research Council (NERC) under the project PREcipitation STructures over Orography (PRESTO), for more project information click here.


Barrett, A. I., S. L. Gray, D. J. Kirshbaum, N. M. Roberts, D. M. Schultz, and J. G. Fairman, 2015: Synoptic Versus Orographic Control on Stationary Convective Banding. Quart. J. Roy. Meteorol. Soc., 141, 1101–1113, doi:10.1002/qj.2409.

— 2016: The Utility of Convection-Permitting Ensembles for the Prediction of Stationary Convective Bands. Mon. Wea. Rev., 144, 10931114, doi:10.1175/MWR-D-15-0148.1.

Cosma, S., E. Richard, and F. Minsicloux, 2002: The Role of Small-Scale Orographic Features in the Spatial Distribution of Precipitation. Quart. J. Roy. Meteorol. Soc., 128, 75–92, doi:10.1256/00359000260498798.

Fairman, J. G., D. M. Schultz, D. J. Kirshbaum, S. L. Gray, and A. I. Barrett, 2016: Climatology of Banded Precipitation over the Contiguous United States. Mon. Wea. Rev., 144,4553–4568, doi: 10.1175/MWR-D-16-0015.1.

Kirshbaum, D. J., G. H. Bryan, R. Rotunno, and D. R. Durran, 2007a: The Triggering of Orographic Rainbands by Small-Scale Topography. J. Atmos. Sci., 64, 1530–1549, doi:10.1175/JAS3924.1.

Kirshbaum, D. J., R. Rotunno, and G. H. Bryan, 2007b: The Spacing of Orographic Rainbands Triggered by Small-Scale Topography. J. Atmos. Sci., 64, 4222–4245, doi:10.1175/2007JAS2335.1.

Air Pollution – The Cleaner Side of Climate Change?


Air pollution is a major global problem, with the World Health Organisation recently linking 1 in 8 global deaths to this invisible problem. I say invisible, what air pollution may seem is an almost invisible problem. My PhD looks at some of the largest air pollutants, particulate matter PM10, which is still only 1/5th the width of a human hair in diameter!

My project looks at whether winter (December – February) UK PM10 concentration ([PM10]) exceedance events will change in frequency or composition in a future climate. To answer this question, a state of the art climate model is required. This model simulates the atmosphere only and is an iteration of the Met-Office HADGEM3 model. The climate simulation models a future 2050 under the RCP8.5 emissions scenario, the highest greenhouse-gas emission scenario considered in IPCC-AR5 (Riahi et al., 2011).

In an attempt to model PM10 in the climate model (a complex feat, currently tasked to the coupled UKCA model), we have idealised the problem, making the results much easier to understand. We have emitted chemically inert tracers in the model, which represent the key sources of PM10 throughout mainland Europe and the UK. The source regions identified were: West Poland, Po Valley, BENELUX and the UK. While the modelled tracers were shown to replicate observed PM10 well, albeit with inevitable sources of lost variability, they were primarily used to identify synoptic flow regimes influencing the UK. The motivation of this work is to determine whether the flow regimes that influence the UK during UK PM10 episodes, change in a future climate.

As we are unable to accurately replicate observed UK [PM10] within the model, we need to generate a proxy for UK [PM10] episodes. We chose to identify the synoptic meteorological conditions (synoptic scale ~ 1000 km) that result in UK air pollution episodes. We find that the phenomenon of atmospheric blocking in the winter months, in the Northeast Atlantic/ European region, provide the perfect conditions for PM10 accumulation in the UK. In the Northern Hemisphere winter, Rossby Wave Breaking (RWB) is the predominant precursor to atmospheric blocking (Woollings et al., 2008). RWB is the meridional overturning of air masses in the upper troposphere, so that warm/cold air is advected towards the pole/equator. The diagnostic chosen to detect RWB on is potential temperature (θ) on the potential vorticity = 2 Potential vorticity units surface, otherwise termed the dynamical tropopause. The advantages of using this diagnostic for detecting RWB have been outlined in this study’s first publication; Webber et al., (2016). Figure 1 illustrates this mechanism and the metric used to diagnose RWB, BI, introduced by Pelly and Hoskins (2003).

Fig. 1 – A schematic of Rossby Wave Breaking, breaking in a clockwise (anticyclonic) direction. The black contour represents a θ contour on the 2PVU surface, otherwise termed the dynamical tropopause. The colour shading represents θ anomalies, with red/ blue being warm/cold θ anomalies. The metric used to identify RWB is shown as the BI metric and is the mean θ in the 15 degrees latitude to the north subtracted by that to the south of the centre of overturning (black dot).

In Fig. 1 warm air is transported to the north of cold air to the south. This mechanism generates an anticyclone to the north of the centre of overturning (black circle in Fig 1) and a cyclone to the south. If the anticyclone to north becomes quasi-stationary, a blocking anticyclone is formed, which has been shown to generate conditions favourable for the accumulation of PM10.

To determine whether there exists a change in RWB frequency, due to climate change (a climate increment), the difference in RWB frequency between two simulations must be taken. The first of these is a free-running present day simulation, which provides us with the models representation of a present day atmosphere. The second is a future time-slice simulation, representative of the year 2050. Figure 2 shows the difference between the two simulations, with positive values representing an increase in RWB frequency in a future climate. The black contoured region corresponds to the region where the occurrence of RWB significantly increases UK [PM10].

Fig 2. Climate increment in RWB frequency, with red/blue shading representing an increase/ decrease in RWB frequency in a future climate. The thick black contour represents the region where the occurrence of RWB significantly raises mean UK [PM10].
RWB frequency anomalies within the black contoured region are of most importance within this study. Predominantly the RWB frequency anomaly, within the black contour, can be described as a negative frequency anomaly. However, there also exist heterogeneous RWB frequency anomalies within the contoured region. What is shown is that there is a tendency for RWB to occur further north and eastward in a future climate. These shifts in the regions of RWB occurrence influence a shift in the resulting flow regimes that influence the UK.

Climate shifts in flow regimes were analysed, however only for the most prominent subset of RWB events. RWB can be subset into cyclonic and anti-cyclonic RWB (CRWB and ACRWB respectively) and both have quite different impacts on UK [PM10] (Webber et al., 2016).  ACRWB events are the most prominent RWB subset within the Northeast Atlantic/ European region (Weijenborg et al., 2012). Figure 1 represents ACRWB, with overturning occurring in a clockwise direction about the centre of overturning and these events were analysed for climate shifts in resultant flow regimes.

The analysis of climate flow regime shifts, provides the most interesting result of this study. We find that there exists a significant (p<0.05) increase in near European BENELUX tracer transport into the UK and a significant reduction of UK tracer accumulation, following ACRWB events. What we therefore see is that while in the future we see a reduction in the number of RWB and ACRWB events in a region most influential to UK [PM10], there also exists a robust shift in the resulting flow regime. Following ACRWB, there exists an increased tendency for the transport of European PM10 and decreased locally sourced [PM10] in the UK. Increased European transport may result in increased long-range transport of smaller and potentially more toxic (Gehring et al., 2013) PM2.5 particles from Europe.


Gehring, U., Gruzieva, O., Agius, R. M., Beelen, R., Custovic, A., Cyrys, J., Eeftens, M., Flexeder, C., Fuertes, E., Heinrich, J., Hoffmann, B., deJongste, J. C., Kerkhof, M., Klümper, C., Korek, M., Mölter, A., Schultz, E. S., Simpson, A.,Sugiri, D., Svartengren, M., von Berg, A., Wijga, A. H., Pershagen, G. and Brunekreef B.: Air Pollution Exposure and Lung Function in Children: The ESCAPE Project. Children’s Health Prespect, 121,
1357-1364, doi:10.1289/ehp.1306770 , 2013.

Pelly, J. L and Hoskins, B. J.: A New Perspective on Blocking. J. Atmos. Sci, 50, 743-755, doi: 0469(2003)060<0743:ANPOB>2.0.CO;2, 2003.

Riahi, K., Rao S., Krey, V., Cho, C., Chirkov, V., Fischer, G., Kindermann, G., Nakicenovic, N. and Rafaj, P.: RCP 8.5—A scenario of comparatively high greenhouse gas emissions. Climatic Change, 109, no. 1-2, 33-57, doi: 10.1007/s10584-011-0149-y, 2011.

Webber, C. P., Dacre, H. F., Collins, W. J., and Masato, G.: The Dynamical Impact of Rossby Wave Breaking upon UK PM10 Concentration. Atmos. Chem. and Phys. Discuss, doi; 10.5194/acp-2016-571, 2016.

Weijenborg, C., de Vries, H. and Haarsma, R. J.: On the direction of Rossby wave breaking in blocking. Climate Dynamics, 39, 2823- 2831, doi: 10.1007/s00382-012-1332-1, 2012.

Woollings, T. J., Hoskins, B. J., Blackburn, M. and Berrisford, P.: A new Rossby wave-breaking interpretation of the North Atlantic Oscillation. J. Atmos. Sci, 65, 609-626, doi:, 2008.



NAWDEX Campaign – Experiencing the Jet Stream


NAWDEX (North Atlantic Wave and Downstream impact Experiment) was an International field campaign led by Ludwig-Maximilians-Universität (LMU) Munich and the Deutsches Zentrum für Luft- und Raumfahrt (DLR) Oberpfaffenhofen in cooperation with the Eidgenössische Technische Hochschule (ETH) Zurich and the Office of Naval Research in the USA, with many other international collaborators. Multiple aircraft were deployed from Iceland (the HALO aircraft and the DLR and Safire Falcons) and the UK (the FAAM aircraft) to take meteorological measurments with the aim of providing knowledge of mid-latitude dynamics and predictability. There was involvement from across the UK, including the University of Reading, the University of Manchester, and the Met Office as well as from the FAAM.

The NAWDEX operations centre was based in Keflavik, Iceland (number 27 in Figure 1), which I visited for a week to join the campaign as one of the representatives from the University of Reading, UK. I was tasked with being the ground-based observation coordinator.


Figure 1: Radiosonde launch locations for the campaign.

A Europe-wide network of radiosonde launch locations (Figure 1) had been readied for additional launches during the NAWDEX period. Our role was to choose sites to launch sondes from that would complement measurements taken by the aircraft and/or support one of the NAWDEX objectives. Of particular interest was downstream high impact weather events over Europe. It was great to be given real responsibility and be able to actually contribute to the NAWDEX project.

Below is a typical daily schedule I would have in Iceland:

Daily schedule:

UK call: 8:30am Icelandic. Conference call between UK parties discussing plans for the coming days and any updates from Iceland or the UK.

General meeting: 12pm Icelandic. Go over brief weather summary, instrument status reports, flight plans for the coming days and reports of previous flights.

Weather meeting: 4pm Icelandic. Detailed look at the weather situation for the short and medium-ranges, highlighting key features that would be of interest to fly into, e.g. extratropical transitions of tropical cyclones (which we were fortunate to observe more than once). Radiosonde launch updates.

In between: assessing forecasts and flight plans for the coming days and meeting with scientists for their input to decide where we want to launch radiosondes from. Along with preparing slides to present to the group proposed launch locations and emailing various meteorological services to request the launches (the most time consuming).

My time in Iceland was a great learning experience. Working with some of the pre-eminent scientists in the fields of dynamics and predictability (and spending most of the day discussing the weather!) really helped improve my understanding of the development of mid-latitude weather systems and better understand their predictability.


Figure 2: On-board the FAAM aircraft.

After returning from Iceland I got the opportunity to fly on the FAAM aircraft (Figure 2) whilst it was on a mission for another project. The flight aim was to perform a radiometer inter-comparison by taking coordinated measurements of deep-frontal cloud to the north of Scotland with the HALO and Safire aircraft. The flight was remarkably turbulent free (I‘d been hoping for more of a roller coaster ride), although we did perform a profile right through the cloud to an altitude of less than 50 ft, which was pretty fun! Whilst on the aircraft we were also able to plot measurements being taken in real time on an on-board computer.


Figure 3: Flying at an altitude of 35 ft.

NAWDEX was a great opportunity to get first-hand experience of a major international field campaign (and see some of Iceland).