Relative phase shift and oscillation observations at moorings in the Filchner Depression area

Properties of the dense ice shelf water plume emerging from the Filchner Depression in the southwestern Weddell Sea are described, using available current meter records and CTD stations. A mean hydrography, based on more than 300 CTD stations gathered over 25 yr points to a cold, relatively thin and vertically well-defined plume east of the two ridges cross-cutting the continental slope about 60 km from the Filchner sill, whereas the dense bottom layer is warmer, more stratified and much thicker west of these ridges. The data partly confirm the three major pathways suggested earlier and agree with recent theories on topographic steering by submarine ridges. A surprisingly high mesoscale variability in the overflow region is documented and discussed. The variability is to a large extent due to three distinct oscillations (with periods of about 35 h, 3 and 6 d) seen in both temperature and velocity records on the slope. The oscillations are episodic, barotropic and have a horizontal scale of ~20-40 km across the slope. They are partly geographically separated, with the longer period being stronger on the lower part of the slope and the shorter on the upper part of the slope. Energy levels are lower west of the ridges, and in the Filchner Depression. The observations are discussed in relation to existing theories on eddies, commonly generated in plumes, and continental shelf waves.

30 years of synoptic observations from Neumayer Station with links to datasets

High temporal resolution (three hours) records of temperature, wind speed and sea level pressure recorded at Antarctic research station Neumayer (70°S, 8°W) during 1982-2011 are analysed to identify oscillations from daily to intraseasonal timescales. The diurnal cycle dominates the three-hourly time series of temperature during the Antarctic summer and is almost absent during winter. In contrast, the three-hourly time series of wind speed and sea level pressure show a weak diurnal cycle. The dominant pattern of the intraseasonal variability of these quantities, which captures the out-of-phase variation of temperature and wind speed with sea level pressure, shows enhanced variability at timescales of ~ 40 days and ~ 80 days, respectively. Correlation and composite analysis reveal that these oscillations may be related to tropical intraseasonal oscillations via large-scale eastward propagating atmospheric circulation wave-trains. The second pattern of intraseasonal variability, which captures in-phase variations of temperature, wind and sea level pressure, shows enhanced variability at timescales of ~ 35, ~ 60 and ~ 120 days. These oscillations are attributed to the Southern Annular Mode/Antarctic Oscillation (SAM/AAO) which shows enhanced variability at these timescales. We argue that intraseasonal oscillations of tropical climate and SAM/AAO are related to distinct patterns of climate variables measured at Neumayer.

Dissolution of a spatially variable DNAPL (dense non aqueous phase liquid) source

Dissolution of non-aqueous phase liquids (NAPLs) or gases into groundwater is a key process, both for contamination problems originating from organic liquid sources, and for dissolution trapping in geological storage of CO2. Dissolution in natural systems typically will involve both high and low NAPL saturations and a wide range of pore water flow velocities within the same source zone for dissolution to groundwater. To correctly predict dissolution in such complex systems and as the NAPL saturations change over time, models must be capable of predicting dissolution under a range of saturations and flow conditions. To provide data to test and validate such models, an experiment was conducted in a two-dimensional sand tank, where the dissolution of a spatially variable, 5x5 cm**2 DNAPL tetrachloroethene source was carefully measured using x-ray attenuation techniques at a resolution of 0.2x0.2 cm**2. By continuously measuring the NAPL saturations, the temporal evolution of DNAPL mass loss by dissolution to groundwater could be measured at each pixel. Next, a general dissolution and solute transport code was written and several published rate-limited (RL) dissolution models and a local equilibrium (LE) approach were tested against the experimental data. It was found that none of the models could adequately predict the observed dissolution pattern, particularly in the zones of higher NAPL saturation. Combining these models with a model for NAPL pool dissolution produced qualitatively better agreement with experimental data, but the total matching error was not significantly improved. A sensitivity study of commonly used fitting parameters further showed that several combinations of these parameters could produce equally good fits to the experimental observations. The results indicate that common empirical model formulations for RL dissolution may be inadequate in complex, variable saturation NAPL source zones, and that further model developments and testing is desirable.

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.