Space weather encompasses a range of environmental phenomena, ultimately driven by solar activity. The emission of solar energy and material directed towards Earth can drive electromagnetic disturbances at the planet's surface. Under normal levels of solar activity, the impact of space weather is minimal. However, natural variations in solar activity can drive periods of severe (typically on decadal timescales) and extreme (once every few hundred years) space weather during which the intensity of these phenomena can increase by many orders of magnitude. Rapid, high-amplitude geomagnetic variations during space weather storms induce geoelectric fields in the electrically conductive subsurface of the Earth. The imbalance in the geoelectric field between different regions causes Geomagnetically Induced Currents (GIC) to flow in conducting structures grounded to the Earth. Space weather thus presents an environmental risk to some of the critical hardware, infrastructure and services underpinning our society and economy. The risk of space weather is recognised by its inclusion in the UK National Risk Register for Civil Emergencies. Railways were among the first modern infrastructure to be impacted by space weather due their reliance on telegraph technology for signalling purposes. It was reported in an 1871 issue of Nature that the interference due to a geomagnetic storm delayed trains in Exeter, and the astronomer Walter Maunder, reported interference with railway signalling equipment during the geomagnetic storm of November 1882. The storm of May 1921 had such an extensive impact on the operation on railway operations in New York State that it has been dubbed the "New York Railroad storm". Modern signalling has moved away from telegraph-based systems, but contemporary technologies are not immune from GIC. Track circuits are one of the main systems used to detect trains along a section of railway line and prevent other train from entering that section. They rely upon an electrical circuit in which the train's axles close a current loop between the rails but are vulnerable to interference from stray currents induced in the rails. There is recent evidence of anomalies in such signalling systems that coincided with the occurrence of geomagnetic-storm conditions in Swedish and Russian rail operations. Signalling systems reported false blockages (right-side failure) in sectors where no trains were present and statistical analyses of anomaly data indicate that the occurrence and duration of these anomalies showed a 5-7 times higher probability of occurrence during strong geomagnetic storms. These impacts may not be limited to infrastructure at high latitudes. Indeed, there is an increasing awareness from parallel research to understand the risks posed to electricity transmission grids that the GIC risk is a threat to mid- and low-latitude regions since severe and extreme space weather events push geomagnetic disturbance equatorwards. However, the risks to rail systems remain uncertain. For example, it is unclear how likely GIC are to induce wrong-side (i.e. safety critical) failures in such systems and we have yet to experience the impact of a reasonable worst-case scenario, such as the 1859 superstorm known as the "Carrington Event", on modern rail systems. In this project, we shall undertake experimental and modelling work to comprehensively explore the space weather risk to rail signalling for the first time. This will include measurements that will enable us to assess the geoelectric field imposed upon the ground in the UK under any observed geomagnetic conditions. We will also build a state-of-the-art computer model of the rail network in the UK that will enable us to evaluate (i) the geomagnetic environmental factors and (ii) the characteristics of the network relevant to signalling misoperations. The results will be important for other space weather researchers, rail operators and policy makers.

The Greenland Ice Sheet is the world's largest single source of barystatic sea-level rise (c.20% total rise) and more than half of the mass lost annually from the ice sheet comes from surface melt-water runoff. This proportion, and its magnitude, is rising with continued climate warming but future projections, and societal planning for sea level rise impacts, are undermined by a fundamental source of uncertainty. Across the vast majority of the accumulation area of the Greenland Ice Sheet, we do not know how much of the water produced from surface melting refreezes in underlying firn (i.e. multi-year snow) or becomes runoff. When the surface of an ice sheet melts, the density and temperature of underlying snow, firn and impermeable ice combine to determine whether melt refreezes in the underlying snow and firn, or becomes runoff to the ocean. If meltwater can percolate to depth (e.g. up to c.10 m) and access cold, low density firn, it can refreeze creating a significant buffer between climate change and sea-level rise. Alternatively, if melt encounters shallow impermeable ice layers (themselves created by previous refreezing) within relatively warm firn, melt cannot reach the cold firn and more melt will become runoff. The difference between these two scenarios alone could double ice sheet runoff by the middle of the 21st century. We rely on model simulations of surface melt, refreezing and runoff to accurately project the future contribution of the Greenland Ice Sheet to sea level rise. However, model-based estimates of the annual refreezing capacity of the ice sheet over the last six decades differ dramatically and undermines their ability to converge towards a reliable range of future projections. A major cause of uncertainty follows from the quite different assumptions that models make about ice layer permeability that dramatically alters the ice sheet refreezing capacity. If ice layers in firn are assumed to be impermeable (permeable), they will inhibit (allow) meltwater percolation to depth, diminish (maintain) refreezing capacity, increase (decrease) runoff and hence increase (decrease) projected global sea level rise. Without an improved treatment of ice layer permeability, existing surface mass balance models cannot provide reliable projections of the future refreezing capacity of, and melt-water runoff from, the Greenland Ice Sheet, leaving the ice sheet's future contribution to sea level rise highly uncertain. Firstly, we need to know the physical and thermal conditions of snow and firn that control the effective permeability of relatively thin ice layers (<0.5m thick) since within our warming climate these are increasingly determining the depth to which meltwater can percolate and hence control the refreezing capacity of the underlying firn. To this end we will undertake temperature-controlled laboratory experiments, systematically simulating and monitoring snow/firn/ice melt/refreezing/runoff. Secondly, we need to model the effective permeability of ice layers in snow and firn and their sensitivity to changing external and internal conditions since these together control how much melt refreezes or becomes runoff. For this, our lab work will inform novel developments to modelling to simulate measured arctic ice cap snowpack evolution. Finally we will incorporate improved ice layer permeability criteria within ice sheet scale models of the Greenland Ice Sheet to generate more accurate simulations of runoff and refreezing during melt extremes and improve harmonisation of long-term mass balance model projections, consequently improving global sea level rise predictions over the next century. Multiple recent "exceptional" melt seasons have caused near surface ice layers to proliferate through previously low density firn. These extremes will be the new norm in the future so new model parameterisations are urgently required that can effectively characterise ice layer control on mass balance.

Efficient air traffic management depends on reliable communications between aircraft and the air traffic control centres. However there is a lack of ground infrastructure in the Arctic to support communications via the standard VHF links (and over the Arctic Ocean such links are impossible) and communication via geostationary satellites is not possible above about 82 degrees latitude because of the curvature of the Earth. Thus for the high latitude flights it is necessary to use high frequency (HF) radio for communication. HF radio relies on reflections from the ionosphere to achieve long distance communication round the curve of the Earth. Unfortunately the high latitude ionosphere is affected by space weather disturbances that can disrupt communications. These disturbances originate with events on the Sun such as solar flares and coronal mass ejections that send out particles that are guided by the Earth's magnetic field into the regions around the poles. During such events HF radio communication can be severely disrupted and aircraft are forced to use longer low latitude routes with consequent increased flight time, fuel consumption and cost. Often, the necessity to land and refuel for these longer routes further increases the fuel consumption. The work described in this proposal cannot prevent the space weather disturbances and their effects on radio communication, but by developing a detailed understanding of the phenomena and using this to provide space weather information services the disruption to flight operations can be minimised. The occurrence of ionospheric disturbances and disruption of radio communication follows the 11-year cycle in solar activity. During the last peak in solar activity a number of events caused disruption of trans-Atlantic air routes. Disruptions to radio communications in recent years have been less frequent as we were at the low phase of the solar cycle. However, in the next few years there will be an upswing in solar activity that will produce a consequent increase in radio communications problems. The increased use of trans-polar routes and the requirement to handle greater traffic density on trans-Atlantic routes both mean that maintaining reliable high latitude communications will be even more important in the future.

The Peru-Chile subduction zone hosts many large earthquakes. A M8.8 earthquake occurred in northern Chile in 1877, and since then, no major event had re-ruptured the area prior to April 2014. The 500 km-long zone has therefore become known as the "North Chile seismic gap". In late March 2014, many small to moderate earthquakes occurred within this gap. Activity generally migrated slightly northwards. On 2 April 2014, a M8.2 earthquake occurred in the northern part of the preceding cluster, followed by many aftershocks, including a M7.6 event. Aftershock activity continues and, since the rest of the area has not experienced a major earthquake for well over a century, another large event in the area in the near future or medium term cannot be ruled out. In order to measure aftershock activity in the area of the seismic gap that ruptured recently, in addition to any other events that may occur nearby, we propose to install seismometers in the Peruvian coastal region and also offshore Chile. There are two main reasons for doing this. Firstly, the extra networks will dramatically improve station coverage around the seismic gap area, enabling us to generate detailed models of the subduction zone. This will be of great benefit for future analyses of seismic activity in this earthquake-prone area. Secondly, our records of the ongoing seismic activity will enable us to locate aftershocks accurately and infer what type of faulting occurred. This will enable us to build up a very detailed picture of how post-earthquake processes relate to preceding large seismic events. We will also use satellite radar images to construct maps of how the surface of the Earth has moved as a result of the recent seismic activity. These deformation maps can be used in computer models to estimate the location and magnitude of slip that occurred on faults beneath the surface - for instance, on the subduction zone interface, where the mainshock occurred. Essentially we are using surface measurements to infer sub-surface processes. Results from the seismological and satellite components of our project will be integrated to give us an in-depth understanding of the properties and processes occurring in the North Chile seismic gap. For instance, we will look at the spatial relationship between the area that ruptures in major earthquakes and the location of foreshock/aftershock sequences. Another important issue is to identify areas on the subduction zone interface that have not yet slipped, and that could therefore rupture in major earthquakes in the future.

Wildfires have traditionally been perceived as a threat confined to regions such as Southern Europe or Australia. However, the global wildfire threat is expanding and recognition of wildfire hazard in the UK has grown substantially in recent years. In the eight financial years between April 2009 and March 2017 over 250,000 wildfire incidents were dealt with by the Fire and Rescue Services (FRS) in England alone. Individual events have been spatially extensive, challenging to fight (e.g. Saddleworth Moor, 2018), and have threatened property, transport and other infrastructure, especially in the rural-urban interface (e.g. Swinley Forest, April/May 2011). Response costs alone for vegetation fires in Great Britain have been estimated at £55 million per year, with individual large scale events costing up to £1 million. In response to significant fire seasons (e.g. 2003 & 2011), 'severe wildfire' has been included on the National Risk Register and two cross-sector national Wildfire Forums have been established (England and Wales; Scotland (with Northern Ireland)). These initiatives evidence the need for appropriate fundamental scientific understanding and systems to manage and mitigate the current and future UK wildfire threat. The recent Climate Change Risk Assessment has also highlighted the increased risk of wildfires. Fire danger is a description of the combination of both constant and variable factors that affect the initiation, spread, and ease of controlling a wildfire on an area. Wildfire Danger Rating Systems (WFDRS) are designed to assess the fuel and weather to provide estimates of flammability and likely fire behaviour under those conditions. These danger ratings can inform management decisions for land managers, direct resourcing plans for FRS teams, and feed into strategic planning for local and national governments. The UK does not have a WFDRS and we lack the fundamental scientific and end-user understanding to effectively predict the likelihood, behaviour and impact of wildfire incidents in the UK for present and future climate and land use scenarios. England and Wales has the Met Office Fire Severity Index system (MOFSI) operated by the Met Office based on weather forecasts only and this is solely designed to determine if open access land should be closed as defined in the Countryside and Rights of Way Act (2000) during 'exceptional' fire weather. However, during the 2018 UK drought MOFSI indices did not rise sufficiently to trigger land closures in areas that suffered severe wildfires. Additionally, due to the absence of a WFDRS in the UK, the algorithms underlying MOFSI are also used to inform the Natural Hazard Partnership Daily Hazard Assessment. The insensitivity to recent extreme fire conditions of 2018 are indicative of its inability to properly forewarn government, responders and land owners. We therefore need a bespoke WFDRS for the UK. This project will undertake the fundamental science and analyses required for building a UK-specific WFDRS, informed by key stakeholders who will act as project partners. This must be designed for UK fuels, its complex land cover mosaics and infrastructure, and changing land use patterns and climate.