Results of modelled Arctic river discharge trends since 7 ka BP

The Arctic hydrological cycle throughout the Holocene is analyzed based on the results of transient simulations with the coupled atmosphere-ocean circulation model ECHO-G. The results suggest a ~ 2 % increase of mid-Holocene to preindustrial Arctic river discharges for the Eurasian continent. However, rivers of the North America Arctic realm show a moderate runoff decline of approximately 4 to 5 % for the same period. The total river discharge into the Arctic Ocean has remained at an approximately constant preindustrial level since the mid Holocene. The positive discharge trend within Eurasia is caused by a more rapid decrease in local net evaporation compared to a smaller decline in advected moisture and hence precipitation. This effect is neither recognized within the North American Arctic domain nor in the far eastern part of the Eurasian Arctic realm. A detailed comparison of these model findings with a variety of proxy studies is conducted. The collected proxy records show trends of continental surface temperatures and precipitation rates that are consistent with the simulations. A continuation of the transient Holocene runs for the 19th and 20th century with increased greenhouse gases indicates an increase of the total river influx into the Arctic Ocean of up to 7.6 %. The Eurasian river discharges increase by 7.5 %, the North American discharges by up to 8.4 %. The most rapid increases have been detected since the beginning of the 20th century. These results are corroborated by the observed rising of Arctic river discharges during the last century which is attributed to anthropogenic warming. The acceleration of the Arctic hydrological cycle in the 20th century is without precedence in the Holocene.

Sulfate and nitrate firn concentrations on the Greenland ice sheet

Intercomparison of three new chemical ice core records from northern Greenland (covering the time span from approximately 1500 A.D. to present) with previously published records for southern and central Greenland reveals a uniform timing of anthropogenic changes in sulfate and nitrate firn concentrations over the entire ice sheet. The anthropogenic sulfate increase started around 1890, was interrupted by a transient decrease in the 1930s, and has resumed a major increase since 1950. Since the late 1970s though, a significant 30% decline in Greenland sulfate firn levels can be documented. The maximum anthropogenic increase in northern Greenland sulfate firn concentrations (up to 200-230 ppb) is 2-3 times larger than in southern and central Greenland. Nitrate records show an essentially steady increase since 1950 and, documented for the first time, a slight reduction during most recent years. Maximum nitrate firn levels of 100-130 ppb exceed the preindustrial background by 100% all over the Greenland ice sheet. Comparison with anthropogenic SO2 and NO x emission records indicates that the major increase in sulfate firn concentrations since 1950 can be attributed to Eurasian sources, while firn levels during the first half of this century appear to be dominated by North American emissions. A stronger North American source contribution is indicated over the entire 20th century in the case of nitrate. Applying a macroscopic deposition model separate time series for wet and dry deposition were derived which revealed a close correspondence of wet deposited sulfate with the timing of U.S. emissions, while the temporal evolution of Eurasian emissions is mainly reflected in the dry sulfate deposition record. During this century wet sulfate deposition increased by a factor of two while the total dry sulfate deposition flux increased by more than 500%. Wet and dry nitrate deposition both increased by 100% during the same period.

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.