Radiocarbon age of bottom sediments from the Atlantic and Pacific Oceans

Procedures for radiocarbon dating of ocean sediments on board the ship using the benzene variant of the method are described. The main features of the benzene synthesis scheme, together with its differences from the method usually used onshore laboratories, are discussed briefly. Parameters of radiometric installation, in which activity of synthesized benzenes is determined are cited. The method was used successfully during Cruise 14 of R/V Dmitry Mendeleev (45 datings) and Cruise 24 of R/V Akademik Kurchatov (81 datings).

Nature, origin, and petroleum source potential of organic matter at DSDP Leg 56-57 Holes

As part of a continuing program of organic-geochemistry studies of sediments recovered by the Deep Sea Drilling Project, we have analyzed the types, amounts, and thermal-alteration indices of organic matter in samples collected from the landward wall of the Japan Trench on Legs 56 and 57. The samples were canned aboard ship, enabling us to measure also their gas contents. In addition, we analyzed the heavy C15+ hydrocarbons, NSO compounds, and asphaltenes extracted from selected samples. Our samples form a transect down the trench wall, from Holes 438 and 438A (water depth 1558 m), through Holes 435 and 435A (water depth 3401 m), and 440 (water depth 4507 m), to Holes 434 and 434B (water depth 5986 m). The trench wall is the continental slope of Japan. Its sediments are Cenozoic hemipelagic diatomaceous muds that were deposited where they are found or have slumped from farther up the slope. Their terrigenous components probably were deposited from near-bottom nepheloid layers transported by bottom currents or in low density flows (Arthur et al., 1978). Our objective was to find out what types of organic matter exist in the sediment and to estimate their potential for generation of hydrocarbons.

Framework for risk assessment for maritime transportation systems

Maritime accidents involving ships carrying passengers may pose a high risk with respect to human casualties. For effective risk mitigation, an insight into the process of risk escalation is needed. This requires a proactive approach when it comes to risk modelling for maritime transportation systems. Most of the existing models are based on historical data on maritime accidents, and thus they can be considered reactive instead of proactive. This paper introduces a systematic, transferable and proactive framework estimating the risk for maritime transportation systems, meeting the requirements stemming from the adopted formal definition of risk. The framework focuses on ship-ship collisions in the open sea, with a RoRo/Passenger ship (RoPax) being considered as the struck ship. First, it covers an identification of the events that follow a collision between two ships in the open sea, and, second, it evaluates the probabilities of these events, concluding by determining the severity of a collision. The risk framework is developed with the use of Bayesian Belief Networks and utilizes a set of analytical methods for the estimation of the risk model parameters. The model can be run with the use of GeNIe software package. Finally, a case study is presented, in which the risk framework developed here is applied to a maritime transportation system operating in the Gulf of Finland (GoF). The results obtained are compared to the historical data and available models, in which a RoPax was involved in a collision, and good agreement with the available records is found.

Whale sightings, group sizes and krill biomass in West Greenland in 2005

This study combined data on fin whale Balaenoptera physalus, humpback whale Megaptera novaeangliae, minke whale B. acutorostrata, and sei whale B. borealis sightings from large-scale visual aerial and ship-based surveys (248 and 157 sightings, respectively) with synoptic acoustic sampling of krill Meganyctiphanes norvegica and Thysanoessa sp. abundance in September 2005 in West Greenland to examine the relationships between whales and their prey. Krill densities were obtained by converting relationships of volume backscattering strengths at multiple frequencies to a numerical density using an estimate of krill target strength. Krill data were vertically integrated in 25 m depth bins between 0 and 300 m to obtain water column biomass (g/m**2) and translated to density surfaces using ordinary kriging. Standard regression models (Generalized Additive Modeling, GAM, and Generalized Linear Modeling, GLM) were developed to identify important explanatory variables relating the presence, absence, and density of large whales to the physical and biological environment and different survey platforms. Large baleen whales were concentrated in 3 focal areas: (1) the northern edge of Lille Hellefiske bank between 65 and 67°N, (2) north of Paamiut at 63°N, and (3) in South Greenland between 60 and 61° N. There was a bimodal pattern of mean krill density between depths, with one peak between 50 and 75 m (mean 0.75 g/m**2, SD 2.74) and another between 225 and 275 m (mean 1.2 to 1.3 g/m**2, SD 23 to 19). Water column krill biomass was 3 times higher in South Greenland than at any other site along the coast. Total depth-integrated krill biomass was 1.3 x 10**9 (CV 0.11). Models indicated the most important parameter in predicting large baleen whale presence was integrated krill abundance, although this relationship was only significant for sightings obtained on the ship survey. This suggests that a high degree of spatio-temporal synchrony in observations is necessary for quantifying predator-prey relationships. Krill biomass was most predictive of whale presence at depths >150 m, suggesting a threshold depth below which it is energetically optimal for baleen whales to forage on krill in West Greenland.