Ice observations in the Southern Ocean between 1878 and 1928

During the period in question, large ice drifts transported incalculable numbers of icebergs, ice fields and ice floes from the Antarctica into the South Atlantic, confronting long-journeying sailing ships on the Cape Horn route with considerable danger. As is still the case today, the ice drifts generally tended in a northeasterly direction. Thus it can be assumed that the ice masses occuring near Cape Horn and in the South Atlantic originated in Graham Land and the South Shetland Islands, while those found in the Pacific will have come from Victoria Land. The masses drifting to Cape Horn, Isla de los Estados, the Falkland Islands and occasionally as far as the Tristan da Cunha Group are transported by the West Wind Drift and Falkland Current, diverted by the Brazil Current. The Bouvet and Agulhas Currents have little influence here. The great ice masses repeatedly reached points beyond the "outermost drift ice boundery" calculated in the course of the years, to continue on in the direction of the equator. The number of sailing ships which fell victim to the ice drifts while rounding Cape Horn can only be surmised; they simply disappeared without a trace in the expanses of the South Atlantic. Until the end of the 1900s the dangers presented by ice were less serious for westward-bound ships than for the "homeward-bounders" travelling from West to East. Following the turn of the century, however, the risk for "onwardbounders" increased significantly. Whether the ice drifts actually grew in might or whether the more frequent and more detailed reports led to this impression, could never be ascertained by the German Hydrographie Office. In the forty-one years between 1868 and 1908, ten light, ten medium and nine heavy ice years were counted, and only twelve years in which no reports of ice were submitted to the German Hydrographie Office. "One of the most terrible dangers threatening ships on their return from the Pacific Ocean," the pilot book for the Atlantic Ocean warns, "is the encounter with ice, to be expected south of the 50th parallel (approx.) in the Pacific and south of the 40th parallel (approx.) in the South Atlantic." Following the ice drift of 1854-55, thought to be the first ever recorded, the increasing numbers of sailing ships rounding Cape Horn were frequently confronted with drifts of varying sizes or with single icebergs. Then from 1892-94, a colossal ice drift crossed the path of the sailships in three stages. Several sailing ships collided with the icebergs and could be counted lucky if they survived with heavy damage to the bow and the fo regear. The reports on those which vanished for ever in the ice masses are hardly of investigative value. The English suffered particularly badly in the ice-plagued waters; their captains apparently sailed courses that led more freqently through drifts than did the sailing instructions of the German Hydrographic Office. Thus, among others, Capt. Jarvis' DUNTRUNE, also the STANMORE, ARTHURSTONE and LORD RANOCH as well as the French GALATHEE and CASHMERE all collided with icebergs. The crew of the AETHELBERTH panicked after a collision and took to their lifeboats. It was only after the ship detached itself from the iceberg it had rammed that the men returned to it and continued their journey. The TEMPLEMORE, on the other hand, had to be abandoned for good. Of the German sailing ships, the FLOTOW is to be mentioned here, and in the third phase of the drift the American SAN JOAQUIN lost a large proportion of its rigging. In the 20th century ice drifts continued to cross the courses of the Cape Horn ships. 1906 and 1908 were recorded as particularly heavy ice years. In 1908-09 both the FALKLANDBANK and the TOXTETH fell prey to ice, or so it was assumed during the subsequent Maritime Board proceedings. For the most part the German sailing ships were spared greater damages by sea. Their captains sent detailed ice reports to the German Hydrographic Office, which gratefully welcomed the information and partially incorporated it in the third and final edition of the "Pilot Book for the Atlantic Ocean." From the end of 1926 until the beginning of 1928, the last of the large sailing ships were once again confronted with "tremendous masses of icebergs and ice drifts." Reports of this period originated above all on the P-Liners PADUA, PAMIR, PASSAT, PEKING, PINNAS, PRIWALL and the ships of Gustav Erikson's fleet. The fate of the training sailship ADMIRAL KARPFANGER in connection with the ice in early 1938 was never clearly determined by the Maritime Board proceedings. Collision with an iceberg, however, is thought to be the most likely cause of accident. Today freight sailing ships no longer cross the oceans. The Cape Horn route is relatively insignificant for engine-powered ships and icebergs can be spotted in plenty of time by modern navigation technology ... The large ice drifts are no longer a menace, but only a marginal note in the final chapter of the history of transoceanic sailing.

Radionuclides of bulk and terrigenous surface sediments in the Southern Ocean

Sr and Nd isotopic compositions of Late Quaternary surface sediment and sediment cores from the south Atlantic and southeast Pacific sectors of the Southern Ocean are used to constrain the provenance and transport mechanisms of their terrigenous component. We report isotopic and mineralogical data for core samples from three localities, the Mid-Atlantic Ridge at 41°S and the northern and southern Scotia Sea. In addition, data for surface sediment samples from the south Atlantic and southeast Pacific sectors of the Southern Ocean are presented. The variations of Sr and Nd isotopic compositions of the bulk sediment samples in all cores were correlated with the magnetic susceptibility of the sediment and with the inferred glacial-interglacial stages. The isotopic data indicate that, during glacial periods, sediment was delivered from continental crust with a shorter residence time than that supplying material during interglacial periods. At the core site near the Mid-Atlantic Ridge, Nd isotopic, combined with mineralogical evidence indicates interglacial period deposition of a relatively high amount of kaolinite and silt with low epsilon-Nd values < -8. The material was probably supplied by North Atlantic Deep Water from low latitudes. For glacial periods, a high contribution of silt and clay with epsilon-Nd > -4.5, probably derived from southern South America, was indicated. The glacial-interglacial shift in sources may be due to either a decreasing influence of North Atlantic Deep Water during glacial times or by a larger contribution of glaciogenic detritus from southern South America. At the core site in the northern Scotia Sea, sediment of interglacial periods is dominated by smectite with epsilon-Nd < - 6 and silt with epsilon-Nd > -4. We suggest that smectite was derived from the Falkland shelf and silt was derived from the Argentinian shelf. During glacial periods, the Argentinian shelf was an important source for silt and chlorite with epsilon-Nd > -4. The contribution from the Falkland shelf seems to have remained similar during glacial and interglacial periods. Hydrographic transport by bottom currents and turbidites could account for the high glacial detrital flux. An evaluation of the significance of an aeolian contribution to deep sea sediment suggests that it plays only a minor role. In the southern Scotia Sea, the Antarctic Peninsula is considered an important source for young material with epsilon-Nd > -4, in particular during glacial periods. During interglacial periods, sediment supply from the Antarctic Peninsula was lower than during glacial times, resulting in a relatively high contribution of old material (epsilon-Nd < -8) from East Antarctica. Deep water currents and icebergs could account for the transport of the old component to the southern Scotia Sea. The accumulation rates of material from the various source regions for glacial times are in agreement with an increase in the strength of the Antarctic Circumpolar Current. The production rate and the circulation pattern of bottom water in the Weddell Sea appear to have remained similar over most of the last 150 kyr.

Flux data in the Southern Ocean

Since 1983 time-series traps have been deployed in the Atlantic sector of the Southern Ocean to measure the flux of organic carbon, biogenic silica and carbonate. The organic carbon flux data are used to calculate primary production rates and organic carbon fluxes at 100 m water depth. From these calculations, annual primary production rates range from about 170 g C m**-2 in the coastal area (Bransfield Strait) to almost zero in the Permanent Sea-Ice Zone. High rates (of about 80 g C m**-2 year**-1 ) were calculated for the Polar Front Zone and rather low values (about 20 g C m**-2 year**-1 ) characterize the Maud Rise area. The estimated primary production for the entire Southern Ocean (south of 50°S), using various subsystems with characteristic carbon fluxes, is in the order of 1 * 10**9tons year**-1; the organic carbon flux out of the photic layer is 0.17 * 10**9tons year**-1. Our calculation of the Southern Ocean total annual primary production is substantially lower than previously reported values.