Volcanic activity has caused significant hazards to numerous airports worldwide, with local to far-ranging effects on travelers and commerce. Analysis of a new compilation of incidents of airports impacted by volcanic activity from 1944 through 2006 reveals that, at a minimum, 101 airports in 28 countries were affected on 171 occasions by eruptions at 46 volcanoes. Since 1980, five airports per year on average have been affected by volcanic activity, which indicates that volcanic hazards to airports are not rare on a worldwide basis. The main hazard to airports is ashfall, with accumulations of only a few millimeters sufficient to force temporary closures of some airports. A substantial portion of incidents has been caused by ash in airspace in the vicinity of airports, without accumulation of ash on the ground. On a few occasions, airports have been impacted by hazards other than ash (pyroclastic flow, lava flow, gas emission, and phreatic explosion).
A 14×16 km diameter collapse caldera has been recognized 10 km south of Guatemala City, Guatemala. The caldera is north of the presently active volcano Pacaya and west of Agua, a large stratovolcano. The caldera was not previously recognized because its eastern and western margins coincide with faults that outline the Guatemala City graben and because the northern margin of the caldera is buried by pyroclastic rocks. The existence of the northern caldera margin is now established by gravity data and a variety of geological observations including circumferential faults, hot springs, well‐log data, and lithological changes in sedimentary rocks. A sequence of nine silicic pyroclastic deposits, totaling a volume of more than 70 km 3 dense rock were erupted from the caldera. The ages of these eruptions are mainly between about 300,000 years B.P. to less than 23,000 years B.P. The rocks erupted at the caldera and its associated vents consist of domes and nonwelded pyroclastic flow, surge, and fall deposits, mainly of rhyolitic to dacitic composition. Successive pyroclastic eruptions have generally become smaller in volume and more silicic with time. Major and minor element chemistry distinguish Amatitlan pyroclastics from those of other nearby calderas. The caldera lies at the intersection of an offset of the volcanic chain (the Palin Shear) and the faults along the volcanic front (Jalpatagua fault zone). The caldera has a heavily faulted resurgent dome crosscut by an impressive longitudinal graben. The graben's alignment with the Jalpatagua fault zone suggests a genetic relationship. The longitudinal graben and resurgent dome are morphologically youthful and are the sites of many young silicic vents. Available seismic data show a heavy concentration of epicenters over the northern part of the resurgent dome, near a young silicic intrusion. The caldera is active and will probably erupt again. Over 1 million people live within 20 km and would be threatened in the event of a moderate eruption. Suggestions for future research focus on hazard assessment and forecasting
It was likely twice the size of the renowned Mount St. Helens eruption of 1980 and perhaps more than 10 times bigger than the more recent 2010 Eyjafjallajökull eruption in Iceland. However, unlike those two events, which dominated world news headlines, in 2012 the daylong submarine silicic eruption at Havre volcano in the Kermadec Arc, New Zealand (Figure 1a; ~800 kilometers north of Auckland, New Zealand), passed without fanfare. In fact, for a while no one even knew it had occurred.
The monitoring of gas emissions from Mount St. Helens includes daily airborne measurements of sulfur dioxide in the volcanic plume and monthly sampling of gases from crater fumaroles. The composition of the fumarolic gases has changed slightly since 1980: the water content increased from 90 to 98 percent, and the carbon dioxide concentrations decreased from about 10 to 1 percent. The emission rates of sulfur dioxide and carbon dioxide were at their peak during July and August 1980, decreased rapidly in late 1980, and have remained low and decreased slightly through 1981 and 1982. These patterns suggest steady outgassing of a single batch of magma (with a volume of not less than 0.3 cubic kilometer) to which no significant new magma has been added since mid-1980. The gas data were useful in predicting eruptions in August 1980 and June 1981.
We resolved the architecture of the early Proterozoic Penokean orogen suture and late middle Proterozoic (Keweenawan) Midcontinent rift system magmatic overprint in east-central Minnesota and western Wisconsin through recovery and analysis of a legacy magnetotelluric (MT) data set. We digitized printed plots of off-diagonal MT and controlled-source audio (CSA) MT responses, including error intervals, to provide 22 soundings along a profile of ~225 km length extending from north of Lake Mille Lacs, Minnesota, southeastward to Flambeau Ridge, Wisconsin. The MT data were inverted to a smoothed electrical resistivity structure using a two-dimensional finite-element, regularized Gauss-Newton algorithm emphasizing the transverse magnetic (TM) mode data subset. Our model reveals a major electrically conductive zone dipping moderately to the southeast for >50 km in the 5-35 km depth range, which marks the probable Penokean suture in easternmost Minnesota. We interpret the conductor to reflect a package of graphitized metasediments of the former Archean continental margin and near foreland zone, underthrust as the Penokean terrane collided with the Superior Province. The large-scale conductor is now hidden beneath mainly Yavapai-aged plutonic rocks of the East-Central Minnesota batholith. Below the axis of the later Midcontinent rift (St. Croix horst, subsequently), a compact resistive body ranging from 5 to 20 km deep overlies the large conductor. We interpret this resistor to be mafic volcanic and intrusive rocks of the Midcontinent rift event, which correlate spatially with a high Bouguer gravity anomaly similarly modeled. The rift here coincides with the lower-crustal reaches of the suture, but the specific influence of the suture on rift emplacement is unclear.
Volcanic activity has caused significant hazards to numerous airports worldwide, with local to far-ranging effects on travelers and commerce (Guffanti and others, 2004; Casadevall, 1993). To more fully characterize the nature and scope of volcanic hazards to airports, we collected data on incidents of airports throughout the world that have been affected by volcanic activity, beginning in 1944 with the first documented instance of damage to modern aircraft and facilities in Naples, Italy, and extending through 2006. Information was gleaned from various sources, including news outlets, volcanological reports (particularly the Smithsonian Institution's Bulletin of the Global Volcanism Network), and previous publications on the topic (see Data References). The types of hazardous volcanic activity that have affected airports are ashfall, ash in airspace around airports, lava flows, pyroclastic flows, and phreatic explosions. The primary hazard to airports is ashfall, which can cause loss of visibility, create slippery runways, infiltrate communication and electrical systems, interrupt ground services, and damage buildings and parked airplanes. Large amounts of ashfall are not necessary to disrupt operations at airports; temporary airport closures have resulted from accumulation of as little as a few millimeters of ash. The effects of volcanic activity on airports include disruption of operations, damage to aircraft, and damage to facilities. The most common effect is temporary operational disruption, ranging from flight cancellations to airport closures for hours to weeks. Rarely, buildings, runways, and other physical infrastructure are destroyed or airports permanently closed. The risks are not restricted to airports located close to volcanoes, but can affect airports many hundreds of kilometers away. The size of affected airports varies from major international airports handling thousands of passengers and substantial cargo tonnages per day to regional airfields that, while much smaller, nevertheless are critical transportation infrastructure in some countries. More detailed analysis of the database and discussion of methods to mitigate the adverse effects of volcanic activity on airports are presented in Guffanti and others (2008).
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