Plants growing near the cargo packing station, and seed occurrence in cargo and luggage destined for Gough and Marion Island and the Antarctic

Globalization has resulted in unprecedented movements of people, goods, and alien species across the planet. Although the impacts of biological invasions are widely appreciated, a bias exists in research effort to post-dispersal processes because of the difficulties of measuring propagule pressure. The Antarctic provides an ideal model system in which to investigate propagule movements because of the region's isolation and small number of entry routes. Here we investigated the logistics operations of the South African National Antarctic Programme (SANAP) and quantified the initial dispersal of alien species into the region. we found that over 1400 seeds from 99 taxa are transported into the Antarctic each field season in association with SANAP passenger luggage and cargo. The first ever assessment of propagule drop-off indicated that 30-50% of these propagules will enter the recipient environment. Many of the taxa include cosmopolitan weeds and known aliens in the Antarctic, indicating that logistics operations form part of a globally self-perpetuating cycle moving alien species between areas of human disturbance. in addition, propagules of some taxa native to the Antarctic region were also found, suggesting that human movements may be facilitating intra-regional homogenization. Several relatively simple changes in biosecurity policy that could significantly reduce the threat of introduction of nonnative species are suggested.

Dinoflagellate and other palynomorph abundance in sediments from ODP Leg 189 sites

At Ocean Drilling Program (ODP) Leg 189 Sites 1170-1172, the climatologically critical Eocene-Oligocene (E-O) transition is barren of any calcareous microfossils but contains rich marine organic walled dinoflagellate cyst (dinocyst) and diatom assemblages, suitable for detailed biostratigraphic and paleoenvironmental analysis. The resulting first-ever integrated dinocyst/diatom magnetostratigraphy allows confident correlation of the E-O interval between all Leg 189 sites, including Site 1168. Our correlations indicate that the (deep) opening of the Tasmanian Gateway occurred quasi-synchronously throughout the Tasmanian region, starting at ~35.5 Ma. At Sites 1170-1172, quantitatively, three distinct dinocyst assemblages may be distinguished that reflect the relatively rapid and pronounced stepwise environmental changes associated with the E-O transition in the Tasmanian region, from a pro-deltaic setting to a deep marine pelagic setting. Moreover, synchronous with the deepening of the gateway, at the southern and eastern Sites 1170-1172, typical endemic Antarctic assemblages were replaced by more cosmopolitan dinocyst communities. In marked contrast, at Site 1168 off western Tasmania, endemic Antarctic taxa are virtually absent during the E-O transition. At Sites 1170-1172, the endemic Antarctic dinocyst assemblage (Transantarctic Flora) drastically changes into a more cosmopolitan assemblage at ~35.5 Ma, with a more offshore character, reflecting the arrival of different oceanographic and environmental conditions associated with the deepening of the Tasmanian Gateway. In turn, this assemblage grades at ~34 Ma into one more typical for even more offshore and/or upwelling conditions at Site 1172. In slightly younger deposits at all sites, organic microfossils are virtually absent, reflecting winnowing and oxidation, indicative of a next step of oceanographic development. This phase may be dated as close to the Oceanic Anoxic (Oi)-1 18O (Antarctic glaciation) event (~33.3 Ma). In a single productive sample from the earliest Oligocene the northern Site 1172, a relatively warm-water cosmopolitan assemblage has been recovered. This aspect contrasts findings from coeval deposits from the Ross Sea, where endemic Antarctic species remain dominant. Somewhere between the paleogeographic positions of Site 1172 and the Ross Sea, a strong differentiation of surface waters occurred in the earliest Oligocene, possibly reflecting the onset of the Antarctic Circumpolar Current.

Sea ice thickness from airborne electromagnetic (EM) induction sounding acquired from fixed-wing aircraft POLAR 5 surveys from several airports in Spitsbergen, Greenland, Canada and Alaska

While summer Arctic sea-ice extent has decreased over the past three decades, it is subject to large interannual and regional variations. Methodological challenges in measuring ice thickness continue to hamper our understanding of the response of the ice-thickness distribution to recent change, limiting the ability to forecast sea-ice change over the next decade. We present results from a 2400 km long pan-Arctic airborne electromagnetic (EM) ice thickness survey in April 2009, the first-ever large-scale EM thickness dataset obtained by fixed-wing aircraft over key regions of old ice in the Arctic Ocean between Svalbard and Alaska. The data provide detailed insight into ice thickness distributions characteristic for the different regions. Comparison with previous EM surveys shows that modal thicknesses of old ice had changed little since 2007, and remained within the expected range of natural variability.

Cenozoic calcareous nannofossils from the Lesser Antilles Forearc Region

During Leg 110 of the Ocean Drilling Program, sediment was recovered from six sites in the vicinity of the Lesser Antilles Forearc. Hole 671B, drilled near the toe of the Barbados deformation front, was the first-ever penetration of the decollement between the underthrusting Atlantic Plate and the off scraped Barbados accretionary prism. Stratigraphic repetitions in sequence associated with tectonic movement along the decollement zone, first observed on DSDP Leg 78A, were further documented at four ODP Leg 110 sites. A significant biostratigraphic inversion is present at Site 671 at 128 mbsf in which upper Miocene sediments rest atop lower Pleistocene strata. Smaller repetitions in sequence are recorded at Sites 671, 673, 674, and 676. Leg 110 sediments range from middle Eocene to early Pleistocene in age. Pliocene/Pleistocene assemblages are generally well preserved; however, Miocene assemblages have undergone extensive dissolution at all Leg 110 sites. Paleogene sediments are sometimes recrystallized and the nannofossils contained within exhibit a range in preservation from poor to good.

X-ray fluorescence data (calcium and iron), bulk organic d13C, and dinoflagellate cysts of ODP Hole 189-1172D

The 'Paleocene/Eocene Thermal Maximum' or PETM (~55 Ma) was associated with dramatic warming of the oceans and atmosphere, pronounced changes in ocean circulation and chemistry, and upheaval of the global carbon cycle. Many relatively complete PETM sequences have by now been reported from around the world, but most are from ancient low- to midlatitude sites. ODP Leg 189 in the Tasman Sea recovered sediments from this critical phase in Earth history at Sites 1171 and 1172, potentially representing the southernmost PETM successions ever encountered (at ~70° to 65° S paleolatitude). Downhole and core logging data, in combination with dinoflagellate cyst biostratigraphy, magneto-stratigraphy, and stable isotope geochemistry indicate that the sequences at both sites were deposited in a high accumulation-rate, organic rich, marginal marine setting. Furthermore, Site 1172 indeed contains a fairly complete P-E transition, whereas at Site 1171, only the lowermost Eocene is recovered. However, at Site 1172, the typical PETM-indicative acme of the dinocyst Apectodinium was not recorded. We conclude that unfortunately, the critical latest Paleocene and PETM intervals are missing at Site 1172. We relate the missing section to a sea level driven hiatus and/or condensed section and recovery problems. Nevertheless, our integrated records provide a first-ever portrait of the trend toward, and aftermath of, the PETM in a marginal marine, southern high-latitude setting.

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.