Concentrations of As and other chemical elements in bottom sediments of the Baltic Sea

As is less toxic than Hg, Cd, Pb, Se, Zn, and Cu. The As clarke for clays and shales is 10 ppm. Our samples of bottom sediments from Kurshskii Bay were determined to contain from 15 to 26 ppm As and up to 34 ppm As in the vicinity of the Neman River mouth. Elevated As concentrations (50-114 ppm) were detected in four columns of subsurface bottom sediments (at depths of 10-65 cm) from the Vistula Lagoon. Elevated As concentrations (50-180 ppm) were also found in a few surface samples of sand from the Gdansk Deep near oil platform D-6. These sediments are either partly contaminated with anthropogenic As or contain Fe sulfides and glauconite, which can concentrate As and contain its elevated concentrations. The As concentration in columns of bottom sediments from the Gulf of Finland were at the natural background level (throughout the columns) typical of the area (9-34 ppm). We repeatedly detected very high As concentrations (up to 227 ppm As) in politic ooze from Bornholm Deep, in the vicinity of the sunken vessel with chemical weapons. The sources of elevated As concentrations in the Baltic Sea are the following: (1) chemical weapon (CW) material buried in the floor of the Baltic Sea; (2) As-bearing pesticides, agricultural mineral fertilizers, and burned coal and other fuels; (3) kerogen-bearing Ordovician rocks exposed on the bottom; and (4) As-rich Fe sulfides brought to the area together with construction sand and gravel. This mixture was used in paper production and for the construction of hydraulic engineering facilities in the Vistula Lagoon in the early 20th century and later caused the so-called lagoon disease.

Average chemical composition of lake ores of Finland and North-Eastern Russia extracted in the late nineteen century

According to Solitander C. P., the extraction of lake ore from Eastern Finland lakes considerably rose in the 1870 - 1880 period in relation with the increasing demand from the ironworks being operated in the region. In St. Petersburg, Nicholas Putiloff, a business tycoon and State Minister owned the Haapakosken, Huutokosken and Oravin ironworks which were using 99% of lake ore for their supply. During this period the biggest production came from lake Sysmäjärvi in the Joroinen county with 3676 tonnes at an average concentration of 35.94% Fe, 4.55% Mn, 0.26% P and 0.04% S. The Värtsilä ironworks used the lake ore coming from 49 lakes, the biggest production coming from lake Loitimojärvi with 14535 tonnes of ore with a medium at concentration of 30.8% Fe. Möhkö ironworks took advantage of the 59 lakes, the largest of which was from lake Koitere with 4301 tonnes at 41.3% Fe. The Karttula ironworks were also significant in the consumption of ferromanganese lake ore.

Annual-layer thickness, d18O and sodium values on Akademii Nauk ice core (AD 900-1998) based on core chronology AN 2012

Understanding recent Arctic climate change requires detailed information on past changes, in particular on a regional scale. The extension of the depth-age relation of the Akademii Nauk (AN) ice core from Severnaya Zemlya (SZ) to the last 1100 yr provides new perspectives on past climate fluctuations in the Barents and Kara seas region. Here, we present the easternmost high-resolution ice-core climate proxy records (d18O and sodium) from the Arctic. Multi-annual AN d18O data as near-surface air-temperature proxies reveal major temperature changes over the last millennium, including the absolute minimum around 1800 and the unprecedented warming to a double-peak maximum in the early 20th century. The long-term cooling trend in d18O is related to a decline in summer insolation but also to the growth of the AN ice cap as indicated by decreasing sodium concentrations. Neither a pronounced Medieval Climate Anomaly nor a Little Ice Age are detectable in the AN d18O record. In contrast, there is evidence of several abrupt warming and cooling events, such as in the 15th and 16th centuries, partly accompanied by corresponding changes in sodium concentrations. These abrupt changes are assumed to be related to sea-ice cover variability in the Barents and Kara seas region, which might be caused by shifts in atmospheric circulation patterns. Our results indicate a significant impact of internal climate variability on Arctic climate change in the last millennium.

Vegetation cover and radiocarbon dates of palsa and peat plateaus in the Hudson Bay Lowlands

The Holocene development of a treed palsa bog and a peat plateau bog, located near the railroad to Churchill in the Hudson Bay Lowlands of northeastern Manitoba, was traced using peat macrofossil and radiocarbon analyses. Both sites first developed as wet rich fens through paludification of forested uplands around 6800 cal. yr BP. Results show a 20th-century age for the palsa formation and repeated periods of permafrost aggradation and collapse at the peat plateau site during the late Holocene. This timing of permafrost dynamics corroborates well with that inferred from previous studies on other permafrost peatlands in the same region. The developmental history of the palsa and peat plateau bogs is similar to that of adjacent permafrost-free fens, except for the specific frost heave and collapse features associated with permafrost dynamics. Permafrost aggradation and degradation is ascribed to regional climatic, local autogenic and other factors. Particularly the very recent palsa development can be assessed in terms of climatic changes as inferred from meteorological data and surface hydrological changes related to construction of the railroad. The results indicate that cold years with limited snowfall as well as altered drainage patterns associated with infrastructure development may have contributed to the recent palsa formation.

Temperature measured in permafrost borehole at ICDP site 5011-3 in El'gygytgyn Crater, 2008-2011

This study focuses on the temperature field observed in boreholes drilled as part of interdisciplinary scientific campaign targeting the El'gygytgyn Crater Lake in NE Russia. Temperature data are available from two sites: the lake borehole 5011-1 located near the center of the lake reaching 400 m depth, and the land borehole 5011-3 at the rim of the lake, with a depth of 140 m. Constraints on permafrost depth and past climate changes are derived from numerical simulation of the thermal regime associated with the lake-related talik structure. The thermal properties of the subsurface needed for these simulations are based on laboratory measurements of representative cores from the quaternary sediments and the underlying impact-affected rock, complemented by further information from geophysical logs and data from published literature. The temperature observations in the lake borehole 5011-1 are dominated by thermal perturbations related to the drilling process, and thus only give reliable values for the lowermost value in the borehole. Undisturbed temperature data recorded over more than two years are available in the 140 m deep land-based borehole 5011-3. The analysis of these observations allows determination of not only the recent mean annual ground surface temperature, but also the ground surface temperature history, though with large uncertainties. Although the depth of this borehole is by far too insufficient for a complete reconstruction of past temperatures back to the Last Glacial Maximum, it still affects the thermal regime, and thus permafrost depth. This effect is constrained by numerical modeling: assuming that the lake borehole observations are hardly influenced by the past changes in surface air temperature, an estimate of steady-state conditions is possible, leading to a meaningful value of 14 ± 5 K for the post-glacial warming. The strong curvature of the temperature data in shallower depths around 60 m can be explained by a comparatively large amplitude of the Little Ice Age (up to 4 K), with low temperatures prevailing far into the 20th century. Other mechanisms, like varying porosity, may also have an influence on the temperature profile, however, our modeling studies imply a major contribution from recent climate changes.

Table 2. Lead and Ba concentrations and Pb isotopic compositions measured in Law Dome ice cores

Lead isotopic compositions and Pb and Ba concentrations have been measured in ice cores from Law Dome, East Antarctica, covering the past 6500 years. 'Natural' background concentrations of Pb (ab. 0.4 pg/g) and Ba (ab. 1.3 pg/g) are observed until 1884 AD, after which increased Pb concentrations and lowered 206Pb/207Pb ratios indicate the influence of anthropogenic Pb. The isotopic composition of 'natural' Pb varies within the range 206Pb/207Pb=1.20-1.25 and 208Pb/207Pb=2.46-2.50, with an average rock and soil dust Pb contribution of 8-12%. A major pollution event is observed at Law Dome between 1884 and 1908 AD, elevating the Pb concentration four-fold and changing 206Pb/207Pb ratios in the ice to ab. 1.12. Based on Pb isotopic systematics and Pb emission statistics, this is attributed to Pb mined at Broken Hill and smelted at Broken Hill and Port Pirie, Australia. Anthropogenic Pb inputs are at their greatest from 1900 to 1910 and from ab. 1960 to ab. 1980. During the 20th century, Ba concentrations are consistently higher than 'natural' levels and are attributed to increased dust production, suggesting the influence of climate change and/or changes in land coverage with vegetation.

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.