Tag Archives: Emissions

Hear the Eerie Radio Emissions NASA’s Juno Spacecraft Recorded From Jupiter and Its Moon Io

This processed image of Io by New Horizons shows the 290-kilometer-high (180-mile-high) plume of the volcano Tvashtar near Io’s north pole. Also visible is the Prometheus volcano’s much smaller plume in the 9 o’clock direction. The top of the Masubi volcano’s plume appears as an irregular bright patch near the bottom. Credit: NASA/JHUAPL/SwRI

The Juno Waves instrument “listened” to the radio emissions from Jupiter’s immense magnetic field to find their precise locations.

By listening to the rain of electrons flowing onto Jupiter from its intensely volcanic moon Io, researchers using NASA’s Juno spacecraft have found what triggers the powerful radio emissions within the monster planet’s gigantic magnetic field. The new result sheds light on the behavior of the enormous magnetic fields generated by gas-giant planets like Jupiter.

Jupiter has the largest, most powerful magnetic field of all the planets in our solar system, with a strength at its source about 20,000 times stronger than Earth’s. It is buffeted by the solar wind, a stream of electrically charged particles and magnetic fields constantly blowing from the Sun. Depending on how hard the solar wind blows, Jupiter’s magnetic field can extend outward as much as two million miles (3.2 million kilometers) toward the Sun and stretch more than 600 million miles (over 965 million kilometers) away from the Sun, as far as Saturn’s orbit.

The multicolored lines in this conceptual image represent the magnetic field lines that link Io’s orbit with Jupiter’s atmosphere. Radio waves emerge from the source and propagate along the walls of a hollow cone (gray area). Juno, its orbit represented by the white line crossing the cone, receives the signal when Jupiter’s rotation sweeps that cone over the spacecraft. Credit: NASA/GSFC/Jay Friedlander

Jupiter has several large moons that orbit within its massive magnetic field, with Io being the closest. Io is caught in a gravitational tug-of-war between Jupiter and the neighboring two of these other large moons, which generates internal heat that powers hundreds of volcanic eruptions across its surface.

These volcanoes collectively release one ton of material (gases and particles) per second into space near Jupiter. Some of this material splits up into electrically charged ions and electrons and is rapidly captured by Jupiter’s magnetic field. As Jupiter’s magnetic field sweeps past Io, electrons from the moon are accelerated along the magnetic field toward Jupiter’s poles. Along their way, these electrons generate “decameter” radio waves (so-called decametric radio emissions, or DAM). The Juno Waves instrument can “listen” to this radio emission that the raining electrons generate.


Juno tunes into one of its favorite radio stations. Hear the decametric radio emissions triggered by the interaction of Io with Jupiter’s magnetic field. The Waves instrument on Juno detects radio signals whenever Juno’s trajectory crosses into the beam which is a cone-shaped pattern. This beam pattern is similar to a flashlight that is only emitting a ring of light rather than a full beam. Juno scientists then translate the radio emission detected to a frequency within the audible range of the human ear. Credit: University of Iowa/SwRI/NASA

The researchers used the Juno Waves data to identify the precise locations within Jupiter’s vast magnetic field where these radio emissions originated. These locations are where conditions are just right to generate the radio waves; they have the right magnetic field strength and the right density of electrons (not too much and not too little), according to the team.

“The radio emission is likely constant, but Juno has to be in the right spot to listen,” said Yasmina Martos of NASA’s Goddard Space Flight Center in Greenbelt, Maryland, and the University of Maryland, College Park.

The radio waves emerge from the source along the walls of a hollow cone aligned with and controlled by the strength and shape of the magnetic field of Jupiter. Juno receives the signal only when Jupiter’s rotation sweeps that cone over the spacecraft, in the same way a lighthouse beacon shines briefly upon a ship at sea. Martos is lead author of a paper about this research published in June 2020 in the Journal of Geophysical Research, Planets.

Data from Juno allowed the team to calculate that the energy of the electrons generating the radio waves was far higher than previously estimated, as much as 23 times greater. Also, the electrons do not necessarily need to come from a volcanic moon. For example, they could be in the planet’s magnetic field (magnetosphere) or come from the Sun as part of the solar wind, according to the team.

Reference: “Juno Reveals New Insights Into Io-Related Decameter Radio Emissions” by Yasmina M. Martos, Masafumi Imai, John E. P. Connerney, Stavros Kotsiaros and William S. Kurth, 18 June 2021, Journal of Geophysical Research, Planets.
DOI: 10.1029/2020JE006415

More about this project and the Juno Mission

The research was funded by the Juno Project under NASA Grants NNM06AAa75c and 699041X to the Southwest Research Institute in San Antonio, Texas, and NASA Grant NNN12AA01C to NASA’s Jet Propulsion Laboratory, a division of Caltech in Pasadena, California. The team is composed of researchers from NASA Goddard, the National Institute of Technology (KOSEN) in Tokyo, Japan; Niihama College in Niihama, Ehime, Japan, the University of Iowa, Iowa City; and the Technical University of Denmark in Kongens Lyngby, Denmark. NASA JPL manages the Juno mission for the principal investigator, Scott J. Bolton, of the Southwest Research Institute. Juno is part of NASA’s New Frontiers Program, which is managed at NASA’s Marshall Space Flight Center in Huntsville, Alabama, for the agency’s Science Mission Directorate in Washington. Lockheed Martin Space in Denver built and operates the spacecraft.



Read original article here

EU fines Volkswagen, BMW $1 bln for emissions cartel

  • Sets precedent by applying antitrust law to technical talks
  • Daimler gets off fine after blowing whistle on cartel
  • VW considering taking legal action
  • BMW says cleared of suspicion of emissions cheating

BRUSSELS, July 8 (Reuters) – The European Commission fined German carmakers Volkswagen and BMW a total of 875 million euros ($1 billion) on Thursday for colluding to curb the use of emissions cleaning technology they had developed.

The case, separate to the so-called ‘Dieselgate’ scandal over software designed to cheat on vehicle emissions tests, sets a precedent by extending the application of European competition law to technical-level talks between industry players.

In this case, talks held a decade ago centred on design standards for AdBlue, an additive used to cleanse nitrogen oxide from the exhaust gases produced by diesel-powered cars.

“This is a first,” European Union antitrust chief Margrethe Vestager told a news conference in Brussels. “We have never had a cartel whose purpose was to restrict the use of novel technology.”

Under a settlement, Volkswagen (VOWG_p.DE) will pay a fine of 502 million euros and BMW (BMWG.DE) 373 million euros. Daimler, also part of the cartel, was not fined after revealing its existence.

Vestager said the German carmakers, which included VW units Audi (AUDVF.PK) and Porsche (PSHG_p.DE), had possessed the technology to reduce harmful emissions more than required under EU law but avoided competing to do so.

“So today’s decision is about how legitimate technical cooperation went wrong. And we do not tolerate it when companies collude,” said Vestager.

The EU had narrowed the original scope of its investigation to ensure its charges stuck.

IS TECHNICAL COLLUSION POSSIBLE?

Vestager said that all of the parties had agreed to settle the case and “have acknowledged their role in this cartel”.

Volkswagen, however, said it was considering whether to take legal action, saying the penalty over technical talks about emissions technology set a questionable precedent. read more

“The Commission is entering new judicial territory, because it is treating technical cooperation for the first time as an antitrust violation,” Volkswagen said, adding that the fines had been set even though no customers had suffered any harm.

The nub of the carmakers’ complaints boil down to whether setting common technical standards amounts to anti-competitive behaviour – or whether indeed it makes it easier for an industry as a whole to embrace new technology.

The Commission said in its 2019 charge sheet that the German carmakers had colluded to restrict the size of AdBlue tanks between 2006 and 2014, thus making the urea-based additive less convenient to use.

BMW noted in its defence that it had been cleared of suspicion of using illegal ‘defeat devices’ to cheat emissions tests. read more

“This underlines that there has never been any allegation of unlawful manipulation of emission control systems by the BMW Group,” BMW said in a statement.

In the Dieselgate scandal, VW admitted to using such defeat devices, leading to more than 32 billion euros ($38 billion) in vehicle refits, fines and legal costs for the Wolfsburg-based carmaker.

($1 = 0.8460 euros)

Editing by John Chalmers, Douglas Busvine, Maria Sheahan, Elaine Hardcastle

Our Standards: The Thomson Reuters Trust Principles.

Read original article here

U.S. Cities Are Vastly Undercounting Emissions, Researchers Find

Dr. Gurney said that the errors seemed to be simple miscalculations. “I don’t think there’s any attempt to systematically or intentionally underestimate emissions,” he said. Although some cities correctly estimated their emissions, he noted, though “whether that’s right for the right reasons or right for the wrong reasons, it’s difficult to know.”

Dr. Gurney’s work receives funding from the National Institute of Standards and Technology, and one of the authors, Kimberly Mueller, is a scientist there. James R. Whetstone, an official in the institute’s greenhouse gas measurement program, called the new paper “an important step forward” in properly measuring greenhouse gases from cities. “What will serve the nation best is if we have a consistent way to state emissions that goes from the city level to the national level,” he said.

The National Institute of Standards and Technology, he noted, focuses much of its efforts on atmospheric monitoring, and so Dr. Gurney’s method can help “to measure the same thing in different ways,” and thus gain confidence in the results.

Earlier studies by researchers at the University of Michigan, Harvard and the federal government found that emissions of methane, another powerful greenhouse gas, were also undercounted by many cities. Dr. Gurney said that “both gasses should really be part of this systematic approach.”

The cities’ efforts so far, Dr. Gurney said, have been a laudable endeavor, but “they haven’t had a lot of tools to do it.” What’s more, he said, “Cities are struggling to pick up the garbage and fill potholes, much less keep detailed reports about their emissions.”

Reducing emissions in a city, he said, requires a deep understanding of where the biggest problems are, including specific traffic-choked highways and industries, so that the authorities can take focused actions that provide the greatest benefit at the lowest cost. Putting in high-occupancy vehicle lanes or rapid bus lanes on every highway could be wasteful; it would be better, he said, to know which road projects could do the most good.

Read original article here