Figure 1. GOES-12 infrared (IR, top) and water vapor (WV, bottom) imagery at 1709 UTC 17 February 2010. Location of the SV Concordia is indicated by an "X".
Soden and Bretherton (1996) (SB96), in their study of the relationship of water vapor radiance and layer-average relative humidity, found a strong negative correlation between 6.5μm (channel 3) brightness temperature (BT) and layer-averaged relative humidity (RH) between the 200 and 500-mb levels. Thus, in the middle to upper troposphere, decreases in BT are associated with increases in RH as illustrated in Figure 4 of SB96. In the WV image in Figure 1, a notch of warmer brightness temperatures, indicated by the "V" pattern with light green shading on the southwestern flank of the storm complex, signified the presence of lower 500-mb humidity air being channeled into the rear of the storm.
Figure 2. GOES-12 channel 3 (WV)-channel 4 (IR) brightness temperature difference (BTD) product at 1709 UTC.
The BTD image in Figure 2 at 1709 UTC 17 February marks the location of the Concordia and Rio de Janeiro. Also shown in the image is the thunderstorm complex that produced the severe downburst. The purple shading in the thunderstorm complex indicates the presence of intense convection and associated strong updrafts that generated heavy rainfall. At the same time, a well-defined dry-air notch appears on the southwestern flank of the storm complex. This dry-air notch most likely represents the drier (lower relative humidity) air that was channeled into the rear of the storm and provided the energy for intense downdrafts and the resulting downburst winds near 1720 UTC. Entrainment of drier mid-tropospheric air into the precipitation core of the convective storm resulted in evaporation of precipitation, the subsequent cooling and generation of negative buoyancy (sinking air), and resultant acceleration of the downdraft. When this intense localized downdraft reached the ocean surface, air flowed outward as a downburst. The resulting strong winds then capsized the SV Concordia. Note that the dry-air notch was pointing directly to the location of the Concordia, and thus, the vessel was in the direct path of downburst winds. Ellrod (1989) noted the importance of low mid-tropospheric (500 mb) relative humidity air in the generation of the severe Dallas-Fort Worth, Texas microburst in August 1985.
Figure 3. GOES-12 BTD product animation between 1609 and 1739 UTC 17 February 2009.
The BTD image animation in Figure 3 shows that the dry-air notch was visible as early as 1609 UTC and moved east-southeastward along the rear flank of the storm between 1609 and 1739 UTC. The dry-air notch, readily apparent in both water vapor (channel 3) and BTD imagery, was an effective indicator of the immanent occurrence of a downburst. Thus, with further case studies of this phenomena to be conducted, the juxtaposition of a dry-air notch and overshooting convective storm tops, may prove to be useful in the microburst detection and forecasting process.
References
Ellrod, G. P., 1989: Environmental conditions associated with the
Soden, B.J. and F.P. Bretherton, 1996: Interpretation of TOVS water vapor radiances in terms of layer-average relative humidities: Method and climatology for the upper, middle, and lower troposphere. J. Geophys. Res., 101, 9333-9343.
I just wanted to thank you for your analysis of this event. As a Canadian meteorologist, and a brother of one of the Class Afloat staff members who was aboard the SV Concordia that day, I have a very real interest in discovering what happened. Your conclusions seem very well supported based on the available data.
ReplyDeleteKen,
ReplyDeleteI'm glad to help. I hope your brother fared well during the event. I recently drafted a paper that expands this study and presents two other compelling cases for the role of the dry-air notch in downburst generation. The paper is available online: http://knol.google.com/k/kenp/microburst-applications-of-brightness/2ngphpf1g97s/4#
Thanks for your interest and I hope all is well with your brother.
In your expert opinion, would the sails have to have been set in order to have capsized the ship under these specific meteorologic circumstances? Would it have been possible to capsize with all sails doused? I lived and traveled aboard Concordia nearly 10 years ago and we are all still mourning her loss- this is a question I have been wondering about for nearly a year now. Thank you!
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