Diversity of planktonic foraminifer fauna found in 18 deep-sea cores from the North Atlantic

Greenland stadial/interstadial cycles are known to affect the North Atlantic's hydrography and overturning circulation and to cause ecological changes on land (e.g., vegetation). Hardly any information, directly expressed as diversity indices, however, exists on the impacts of these millennial-scale variations on the marine flora and fauna. We calculated three diversity indices (species richness, Shannon diversity index, Hurlbert's probability of interspecific encounter) for the planktonic foraminifer fauna found in 18 deep-sea cores covering a time span back to 60 ka. Clear differences in diversity response to the abrupt climate change can be observed and some records can be grouped accordingly. Core SO82-05 from the southern section of the subpolar gyre, the cores along the British margin and core MD04-2845 in the Bay of Biscay show two modes of diversity distribution, with reduced diversity (uneven fauna) during cold phases and the reverse (even fauna) during warm phases. Along the Iberian margin high species diversity prevailed throughout most of the glacial period. The exceptions were the Heinrich stadials when the fauna abruptly shifted from an even to an uneven or less even fauna. Diversity changes were often abrupt, but revealed a high resilience of the planktonic foraminifer faunas. The subtropical gyre waters seem to buffer the climatic effects of the Heinrich events and Greenland Stadials allowing for a quick recovery of the fauna after such an event. The current work clearly shows that planktonic foraminifer faunas quickly adapt to climate change, albeit with a reduced diversity.

Fecal pellet ingestion rate and feeding behavior of Oithona similis, Calanus helgolandicus and Pseudocalanus elongatus from the North Sea

Studies of fecal pellet flux show that a large percentage of pellets produced in the upper ocean is degraded within the surface waters. It is therefore important to investigate these degradation mechanisms to understand the role of fecal pellets in the oceanic carbon cycle. Degradation of pellets is mainly thought to be caused by coprophagy (ingestion of fecal pellets) by copepods, and especially by the ubiquitous copepods Oithona spp. We examined fecal pellet ingestion rate and feeding behavior of O. similis and 2 other dominant copepod species from the North Sea (Calanus helgolandicus and Pseudocalanus elongatus). All investigations were done with fecal pellets as the sole food source and with fecal pellets offered together with an alternative suitable food source. The ingestion of fecal pellets by all 3 copepod species was highest when offered together with an alternative food source. No feeding behavior was determined for O. similis due to the lack of pellet capture in those experiments. Fecal pellets offered together with an alternative food source increased the filtration activity by C. helgolandicus and P. elongatus and thereby the number of pellets caught in their feeding current. However, most pellets were rejected immediately after capture and were often fragmented during rejection. Actual ingestion of captured pellets was rare (<37% for C. helgolandicus and <24% for P. elongatus), and only small pellet fragments were ingested unintentionally along with alternative food. We therefore suggest coprorhexy (fragmentation of pellets) to be the main effect of copepods on the vertical flux of fecal pellets. Coprorhexy turns the pellets into smaller, slower-sinking particles that can then be degraded by other organisms such as bacteria and protozooplankton.

Pleistocene and upper Pliocene sapropels in the Tyrrhenian Sea, Mediterranean Sea

A most significant finding of the ODP Leg 107 drilling campaign was the recovery of at least 56 distinct sapropel intervals in upper Pliocene to Pleistocene sediments of six sites drilled in the Tyrrhenian Sea. Except for 3 repots of disturbed organic-rich sediments - recovered in Core 201 of the Swedish Deep-Sea Expedition, in Core 2R-1,107 cm of Site 373 (Leg 13 DSDP) and at Site 373, Core 1-2,O-5 cm of DSDP Leg 42A - sapropels had previously only been described from the eastern Mediterranean and the Black Sea. Scientific deep-sea drilling in the Tyrrhenian Sea during DSDP Legs 13 and 42A apparently missed most of these deposits due to spot coring and rotary drilling techniques; high sedimentation rates may have precluded recovery by conventional gravity coring devices. The recovery of multiple layers of sapropels and sapropelic sediments in the Tyrrhenian Sea demonstrates that oceanographic conditions conducive to sapropel formation were not confined to the Black Sea and eastern Mediterranean, but occurred sporadically and possibly simultaneously in the entire Mediterranean during the Pliocene and Pleistocene. In the light of this finding, previous models of sapropel genesis may need reconsideration. In this paper, we present some initial data on the Tyrrhenian sapropels and suggest some implications of their massive occurrence in the western Mediterranean realm. We end by outlining possible causes for deposition of sapropels in an attempt to revive the interest in sapropels and their paleoceanographic significance.

Diurnal fluctuations in seawater pH influence the response of a calcifying macroalga to ocean acidification

Coastal ecosystems that are characterized by kelp forests encounter daily pH fluctuations, driven by photosynthesis and respiration, which are larger than pH changes owing to ocean acidification (OA) projected for surface ocean waters by 2100. We investigated whether mimicry of biologically mediated diurnal shifts in pH-based for the first time on pH time-series measurements within a kelp forest-would offset or amplify the negative effects of OA on calcifiers. In a 40-day laboratory experiment, the calcifying coralline macroalga, Arthrocardia corymbosa, was exposed to two mean pH treatments (8.05 or 7.65). For each mean, two experimental pH manipulations were applied. In one treatment, pH was held constant. In the second treatment, pH was manipulated around the mean (as a step-function), 0.4 pH units higher during daylight and 0.4 units lower during darkness to approximate diurnal fluctuations in a kelp forest. In all cases, growth rates were lower at a reduced mean pH, and fluctuations in pH acted additively to further reduce growth. Photosynthesis, recruitment and elemental composition did not change with pH, but ?(13)C increased at lower mean pH. Including environmental heterogeneity in experimental design will assist with a more accurate assessment of the responses of calcifiers to OA.

Annotated record of the detailed examination of Mn deposits in the submarine canyons off George Bank taken by the R/V ATlantis in 1939

New surveys were completed and data from the field sheets were kindly furnished by the U. S. Coast and Geodetic Survey to the Woods Hole Oceanographic Institution for use in dredging and coring operations. This field work, first reported in 1936, was continued from time to time until 1941 as new soundings became available. Rock dredging and coring has been carried out in every major canyon on the slope from Corsair Canyon at the tip of Georges Bank to Norfolk Canyon off the entrance to the Chesapeake. Numerous cores have also been taken from the areas in between; and while the whole slope from Georges to the Chesapeake has not been covered, it is believed that no significant areas have been missed. In the following report the tows and cores will be described by areas from Georges Bank southwards, as the same region was revisited in successive years. The various samples, however, will be referred to by number followed by the year in which they were taken. The material is in storage in the Woods Hole Oceanographic Institution and in the Museum of Comparative Zoology at Harvard University.

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.