Climatological observations from ship logbooks between 1750 and 1854 (release 2.1)

The Climatological Database for the World's Oceans: 1750-1854 (CLIWOC) project, which concluded in 2004, abstracted more than 280,000 daily weather observations from ships' logbooks from British, Dutch, French, and Spanish naval vessels engaged in imperial business in the eighteenth and nineteenth centuries. These data, now compiled into a database, provide valuable information for the reconstruction of oceanic wind field patterns for this key period that precedes the time in which anthropogenic influences on climate became evident. These reconstructions, in turn, provide evidence for such phenomena as the El Niño-Southern Oscillation and the North Atlantic Oscillation. Of equal importance is the finding that the CLIWOC database the first coordinated attempt to harness the scientific potential of this resource represents less than 10 percent of the volume of data currently known to reside in this important but hitherto neglected source.

Multi-sensor global compilation of mid-Holocene sea surface temperatures, based on Mg/Ca and alkenone palaeothermometry and reconstructions obtained using planktonic foraminifera and organic-walled dinoflagellate cyst

We present and examine a multi-sensor global compilation of mid-Holocene (MH) sea surface temperatures (SST), based on Mg/Ca and alkenone palaeothermometry and reconstructions obtained using planktonic foraminifera and organic-walled dinoflagellate cyst census counts. We assess the uncertainties originating from using different methodologies and evaluate the potential of MH SST reconstructions as a benchmark for climate-model simulations. The comparison between different analytical approaches (time frame, baseline climate) shows the choice of time window for the MH has a negligible effect on the reconstructed SST pattern, but the choice of baseline climate affects both the magnitude and spatial pattern of the reconstructed SSTs. Comparison of the SST reconstructions made using different sensors shows significant discrepancies at a regional scale, with uncertainties often exceeding the reconstructed SST anomaly. Apparent patterns in SST may largely be a reflection of the use of different sensors in different regions. Overall, the uncertainties associated with the SST reconstructions are generally larger than the MH anomalies. Thus, the SST data currently available cannot serve as a target for benchmarking model simulations.

Hydrological and meteorological records from the Vernagtferner Basin - Vernagtbach station, for the years 1970 to 2001

The Vernagtferner region has a long tradition of glaciological research performed by groups from Munich. It started in 1889, when Prof. Sebastian Finsterwalder from the Technical University in Munich produced the first map of a complete glacier based on terrestrial photogrammetry. Since then, numerous maps of the glacier have been made, describing the change in surface elevation for more than a century. These maps form the basis of the geodetic method of glacier mass balance determination, which provides volume changes as average data for the period between two surveys, i.e. typically for 10 years. Since the start of the glaciological method on Vernagtferner in 1964, annual as well as winter and summer mass balance data are available continuously. But only since 1973, the construction of the Vernagtbach station, approximately 1 km below the glacier margin at that time, provided the means to record a larger number of hydrological and meteorological parameters with a temporal resolution of typically 1 hour.

Probabilistic models for the prediction of a ship performance in dynamic ice

We introduce two probabilistic, data-driven models that predict a ship's speed and the situations where a ship is probable to get stuck in ice based on the joint effect of ice features such as the thickness and concentration of level ice, ice ridges, rafted ice, moreover ice compression is considered. To develop the models to datasets were utilized. First, the data from the Automatic Identification System about the performance of a selected ship was used. Second, a numerical ice model HELMI, developed in the Finnish Meteorological Institute, provided information about the ice field. The relations between the ice conditions and ship movements were established using Bayesian learning algorithms. The case study presented in this paper considers a single and unassisted trip of an ice-strengthened bulk carrier between two Finnish ports in the presence of challenging ice conditions, which varied in time and space. The obtained results show good prediction power of the models. This means, on average 80% for predicting the ship's speed within specified bins, and above 90% for predicting cases where a ship may get stuck in ice. We expect this new approach to facilitate the safe and effective route selection problem for ice-covered waters where the ship performance is reflected in the objective function.

Standard meteorological measurements on board of POLARSTERN during expedition ANT-IV (PS08, 4 cruises, south summer 1985/86) in the Atlantic and Weddell Sea, Antarctica

During the fourth Antarctic voyage ANT-IV of the research icebreaker POLARSTERN standard meteorological measurements have been performed. The measurements include 3-hourly synoptic observations as well as daily upper air soundings. The measurements started on September 6 1985 at Bremerhaven and were terminated at April 28 1986 in Punta Arenas. The 3-hourly synoptic observations are performed following the instructions of the FM 13 ships code defined by the World Meteorological Organization (WMO). The datasets include automatic measurements such as mean ship's speed, wind velocity, wind direction, air temperature, water temperature as well as visual observations such as total cloud amount, present weather, clouds, height and period of swell waves, ice classification. The visual observation are not performed during night time. For the upper air soundings VAISALA RS80 radiosondes, carried by helium-filled balloons (TOTEX 350 - 1500) were used. Data reception and evaluation were carried out by a MicroCora System (VAISALA). The upper air soundings include profile measurements of pressure, temperature, relative humidity and wind vector. Usually the soundings started at the heliport (10 m above sea level) and terminated between 15 and 37 km. The height of the measurements was calculated by applying the barometric formula. The wind vector was determined with the aid of the OMEGA navigation system.