Bird count in Mastbos forest (Breda, Netherlands) in the years 1950 to 1981

Notes from Henrik de Nie: The project started as a phenological study in cooperation with the (Dutch) meteorological institute (KNMI) to register the time of arrival of Fitis and Tjiftaf. During 1951 to 1969 he went every day to the wood (except 1966, in this year his wife died). Thereafter he went no more daily, but because he knew the wood very well and he was free to choice the day on which he did a survey, therefore he choose days with relatively good weather. He did not observe very common bird species, maybe because they are dependent on nest boxes and he did not want to be dependent on the management of the nest box-people (in fact I forgot precisely his arguments, and now I cannot ask him this): Common Starling; Eurasian Tree Sparrow (not common); Great Tit; Eurasian Blue Tit Pieter mentioned 14 species that scored many zero values or only one observation: Stock Dove; Common Cuckoo; Lesser Spotted Woodpecker; Eurasian Golden Oriole; Eurasian Nuthatch; Short-toed Treecreeper; Common Nightingale; Marsh Warbler; Lesser Whitethroat; Goldcrest; Common Firecrest (after 1970 he had difficulties in hearing these two species); Spotted Flycatcher; Eurasian Bullfinch; Black Woodpecker He also mentioned species that he found much fewer as: European Greenfinch; European Pied Flycatcher; Long-eared Owl; Red Crossbill; Sedge Warbler; Icterine Warbler; Eurasian Woodcock; Eurasian Siskin; European Green Woodpecker; Great Spotted Woodpecker; Eurasian Hobby; Western Barn Owl; Woodlark; Common Wood Pigeon; Little Owl; European Crested Tit; Hawfinch. But for these species I think that observations are strongly dependent on the number of visits to the wood. Also here, many zeros and few 1 x during the whole series of visits.

Geochemistry of basement clasts from sediment core CRP-3 in the ross Sea, Antarctica

Distribution patterns and petrographical and mineral chemistry data are described for the most representative basement lithologies occuring as clast in the c. 824 m thick Tertiary sedimentary sequence at the CRP-3 drillsite. These are granule to bolder grain size clasts of igneous and metamorphic rocks. Within the basement clast assemblage, granitoid pebbles are the predominant lithology. They consist of dominant grey biotic-bearing monzogranite, pink biotite-hornblende monzogranite, and biotite-bearing leucomomonzgranite. Minor lithologies include: actinolite-bearing leucotonalite, microgranite, biotite-hornblende quartz-monzonitic porphyr, and foliated biotic leucomonzogranite. Metamorphic clasts include rocks of both granitic and sedimentary derivation. They include mylonitic biotic orthogneiss, with or without garnet, muscovite-bearing quartzite, sillimanite-biotite paragneiss, biotite meta-sandstone, biotite-spotted schist, biotite-clacite-clinoamphibole meta-feldspathic arenite, biotite-calcite-clinozoisite meta-siltstone, biotite±clinoamphibole meta-marl, and graphite-bearing marble. As in previous CRP drillcores, the ubiquitous occurence of biotite±hornblende monzogranite pebbles is indicative of a local provenance, closely mirroring the dominance of these lithologies in the on-shore basement, where the Cambro-Ordovician Granite Harbour Intrusive Complex forms the most extensively exposed rock unit.

(Table 1) Movement parameters of nine adult female snowy owls (Bubo scandiacus) tracked during the winter period 07/08 and 08/09 around Hudson Strait, Canada

Top predators of the arctic tundra are facing a long period of very low prey availability during winter and subsidies from other ecosystems such as the marine environment may help to support their populations. Satellite tracking of snowy owls, a top predator of the tundra, revealed that most adult females breeding in the Canadian Arctic overwinter at high latitudes in the eastern Arctic and spend several weeks (up to 101 d) on the sea-ice between December and April. Analysis of high-resolution satellite images of sea-ice indicated that owls were primarily gathering around open water patches in the ice, which are commonly used by wintering seabirds, a potential prey. Such extensive use of sea-ice by a tundra predator considered a small mammal specialist was unexpected, and suggests that marine resources subsidize snowy owl populations in winter. As sea-ice regimes in winter are expected to change over the next decades due to climate warming, this may affect the wintering strategy of this top predator and ultimately the functioning of the tundra ecosystem.

Literature review of elasmobranch bycatch and retention rate

To address growing concern over the effects of fisheries non-target catch on elasmobranchs worldwide, the accurate reporting of elasmobranch catch is essential. This requires data on a combination of measures, including reported landings, retained and discarded non-target catch, and post-discard survival. Identification of the factors influencing discard vs. retention is needed to improve catch estimates and to determine wasteful fishing practices. To do this we compared retention rates of elasmobranch non-target catch in a broad subset of fisheries throughout the world by taxon, fishing country, and gear. A regression tree and random forest analysis indicated that taxon was the most important determinant of retention in this dataset, but all three factors together explained 59% of the variance. Estimates of total elasmobranch removals were calculated by dividing the FAO global elasmobranch landings by average retention rates and suggest that total elasmobranch removals may exceed FAO reported landings by as much as 400%. This analysis is the first effort to directly characterize global drivers of discards for elasmobranch non-target catch. Our results highlight the importance of accurate quantification of retention and discard rates to improve assessments of the potential impacts of fisheries on these species.

Compilation of quality controlled nutrient profiles from the Mediterranean Sea

In the last decades, a striking amount of hydrographic data, covering the most part of Mediterranean basin, have been generated by the efforts made to characterize the oceanography and ecology of the basin. On the other side, the improvement in technologies, and the consequent perfecting of sampling and analytical techniques, provided data even more reliable than in the past. Nutrient data enter fully in this context, but suffer of the fact of having been produced by a large number of uncoordinated research programs and of being often deficient in quality control, with data bases lacking of intercalibration. In this study we present a computational procedure based on robust statistical parameters and on the physical dynamic properties of the Mediterranean sea and its morphological characteristics, to partially overcome the above limits in the existing data sets. Through a data pre filtering based on the outlier analysis, and thanks to the subsequent shape analysis, the procedure identifies the inconsistent data and for each basin area identifies a characteristic set of shapes (vertical profiles). Rejecting all the profiles that do not follow any of the spotted shapes, the procedure identifies all the reliable profiles and allows us to obtain a data set that can be considered more internally consistent than the existing ones.

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.