Connecting South America: River mobility and river navigation systems

This FAL Bulletin highlights the importance of rivers in the transport system of South America. Raising the issue of river mobility and policymaking is important not only for the development of river transport but also in view of its social and economic impact, especially in regions where geography complicates the provision of land infrastructure.

Examining Seasonally Pulsed Detrital Transport in the Coastal Everglades Using a Sediment Tracing Technique

The Comprehensive Everglades Restoration includes plans to restore freshwater delivery to Taylor Slough, a shallow drainage basin in the Southern Everglades, ultimately resulting in increased freshwater flow to the downstream Taylor River estuary. The effect of altered hydrologic regime on the transport dynamics of flocculent, estuarine detritus is not well understood. We utilized a paramagnetic sediment tracer to examine detrital transport in three Taylor River pond/creek pairs during early wet versus late wet transition season estuarine flow conditions. Flux of floc tracer was greatest in the downstream direction during all observations, and was most pronounced during the early wet season, coincident with shallower water depth and faster discharge from northern Taylor River. Floc tracer was more likely to move upriver during the late wet/dry season. We observed a floc tracer transport velocity of approximately 1.74 to 1.78 m/day across both seasonal hydrologic conditions. Tracer dynamics were also surprisingly site-dependent, which may highlight the importance of channel geomorphology in regulating hydrologic and sediment transport conditions. Our data suggest that restoration of surface water delivery to Taylor River will influence downstream loading of detritus material into riverine ponds. These detrital inputs have the potential to enhance ecosystem primary productivity and/or secondary productivity.

Maritime policy in Scotland.

This paper begins by defining the meaning of the term `maritime policy'. Since devolution in the UK, the opening of the new Scottish parliament in 1998 and the creation of the Scottish Executive, little effort has been made to establish a distinct maritime policy for Scotland. As was evident prior to devolution, the primary emphasis from any maritime policy perspective has continued to be a focus on lifeline island ferry services. This ignores significant developments in several other key maritime transport sectors, and this paper provides examples of areas that require some form of policy response, including intra-European short sea shipping, UK coastal shipping, urban/river transport and global container shipping. Long-standing institutional bias against maritime transport coupled with subsidy devoted almost entirely to land transport systems has resulted in a quite distorted marketplace. This suggests that a maritime policy is now imperative if maritime transport is to play a more significant role in the overall transport system. Further discussion centres on the need to consider, from a Scottish policy perspective, the role of various state-sponsored maritime service providers and how these bodies might fit better within evolving policy. The conclusion is that formulation of a maritime policy by the Scottish Executive is overdue and that a degree of restructuring of transport responsibilities within the Executive, combined with adequate resource allocation towards the maritime industry, will be necessary in order that market distortions can be overcome, so enabling Scotland to fully exploit the competitive and environmental advantages that maritime transport can provide.

Caracterización del sector transporte; marítimo, fluvial y aéreo, como un factor importante para el perfil logístico en Colombia

El Proyecto “Caracterización del sector Transporte; marítimo, fluvial y aéreo, como un factor importante para el perfil logístico en Colombia” es un trabajo que tiene como objeto elaborar un documento, que proporcione toda la información necesaria para comprender y analizar el sector a tratar, teniendo en cuenta los factores que influyeron en el proceso de conformación en cada uno de los sistemas de transporte, dando así un punto de partida para entender la situación actual y las posibles fallas a lo largo de todo el proceso logístico que este implica.

Inland waterways classification as a tool for public policy and planning: core concepts and proposals for South America

This FAL Bulletin looks at the classification of navigable inland waterways in South America. It describes an existing classification system (ECMT/UNECE), noting its role in the development of river transport, based on which it discusses lessons learned and presents a preliminary proposal for a classification for South America.

Millennial-Scale Climate Variability during the Last Glacial Period in the Tropical Andes

Millennial-scale climate variation during the Last Glacial period is evident in many locations worldwide, but it is unclear if such variation occurred in the interior of tropical South America, and, if so, how the low-latitude variation was related to its high-latitude counterpart. A high-resolution record, derived from the deep drilling of sediments on the floor of Lake Titicaca in the southern tropical Andes, is presented that shows clear evidence of millennial-scale climate variation between ~60 and 20 ka BP. This variation is manifested by alternations of two interbedded sedimentary units. The two units have distinctive sedimentary, geochemical, and paleobiotic properties that are controlled by the relative abundance of terrigenous or nearshore components versus pelagic components. The sediments of more terrigenous or nearshore nature likely were deposited during regionally wetter climates when river transport of water and sediment was higher, whereas the sediments of more pelagic character were deposited during somewhat drier climates regionally. The majority of the wet periods inferred from the Lake Titicaca sediment record are correlated with the cold events in the Greenland ice cores and North Atlantic sediment cores, indicating that increased intensity of the South American summer monsoon was part of near-global scale climate excursions.

La lunga storia dell'idrovia Padova - Venezia

The present dissertation focuses on an unfinished project for the construction of an inland waterway between Padua and Venice, in northern Italy. The history of this channel is analysed in the context of the general debate for the development of a waterway network in the Padanian plain. The project of reconstructing and enlarging the existing ancient channels for the development of a modern river transport system was born at the beginning of the 20th century as an attempt to withstand the railway’s concurrency. The main project aimed at transforming the Po river and other small rivers and channels in a big waterway for the connection of the most important northern industrial cities with Venice’s harbour and the Adriatic sea. Even if the idea of restoring the historical channel between Padua and Venice arose at the end of the First World War, it was only during the years 50s that a new project was conceived and the waterway was included in a global project for the construction of a whole new channel from Venice to Milan. The new project, strongly supported by the local Christian Democratic Party, was managed for more than twenty years causing a huge expenditure of money. After a great investment by both the central State and the local bodies (more than 100 millions euro) the project was finally abandoned. This research reconstructs the historical process and the economical motivations that sustained that project until its failure. Moreover, with the aim of understanding the reasons and the differences of such a failure, the history of inland waterway transport in Italy is compared with contemporary developments in Germany.

Un piano territoriale per la riduzione della concentrazione di CO2 nell'atmosfera e la produzione energetica da fonti rinnovabili per mezzo della filiera delle biomasse

Il progetto propone uno studio per verificare la fattibilita' di un piano territoriale (ideato per il bacino del Po ma di fatto estendibile a tutti i bacini fluviali) per la creazione di una filiera di colture bioenergetiche (biomasse) che, trasportate per mezzo della navigazione fluviale (uno dei mezzi di trasporto a minore emissione di CO2), alimentino una o piu' centrali a nuova tecnologia che associno alla produzione di calore (teleriscaldamento e raffreddamento) e di energia la separazione dei fumi. La CO2 catturata dalla crescita delle biomasse e recuperata dalla combustione, puo' quindi essere segregata nel sottosuolo di aree costiere subsidenti contrastando il fenomeno dell’abbassamento del suolo. Ricavando benefici in tutti i passaggi di attuazione del piano territoriale (lancio dell'agricoltura bioenergetica, rilancio della navigazione a corrente libera, avvio di una economia legata alla logistica del trasporto e dello stoccaggio delle biomasse, generazione di energia pulita, lotta alla subsidenza) il progetto, di fatto, consente di catturare ingenti quantitativi di CO2 dall'atmosfera e di segregarli nel sottosuolo, riducendo l'effetto serra. Nel corso del Dottorato e' stata sviluppata una metodologia di valutazione della sostenibilita' economica ed ambientale del progetto ad un bacino fluviale, che consta di una modulistica di raccolta dei dati di base e di una procedura informatizzata di analisi.

Bias associated with detrital zircon geochronology and thermochronometry

Detrital studies that utilize zircon U–Pb geochronology and fission-track (FT) thermochronometry are subject to a range of potential sources of bias that should be properly evaluated and minimized. Some of them are common to any single-grain mineral analysis (e.g., variable bedrock mineral fertility, hydraulic sorting during transport, selective grain loss during sample processing), whereas others are intrinsic to zircon, and are related to radiation damage and age discordance. In this article, we quantify the impact of intrinsic bias on detrital studies thanks to the analysis of modern detritus shed from the European Alps, and illustrate the general implications on geological interpretations. We show that detrital zircon U–Pb age distributions based on statistically robust datasets are highly reproducible and representative of the parent bedrock ages in the catchment. Arbitrary or selective removal of discordant grain ages can be minimized by using the Kolmogorov–Smirnov test to identify an appropriate cutoff level. Loss of metamict (α-damaged) zircon has a minor impact on data representativeness, and is mainly controlled by regional metamorphism rather than by mechanical abrasion during river transport. Zircon FT grain-age distributions were found to have poor reproducibility, although age spectra are consistent with bedrock data. However, unlike the U–Pb datasets, U-rich zircon grains (> 1000 ppm) are systematically missed, and undatable grains may exceed 50%. We identify two major sources of distribution bias specific to zircon FT datasets: (i) sediment sources dominated by U-rich zircon grains are markedly underrepresented in the detrital record, because such grains often have uncountable high densities of fission tracks (“U concentration bias”); (ii) sediment sources that shed zircon grains with high levels of α-damage are underrepresented, because these grains are lost during chemical etching for FT revelation (“etching bias”). In the case of multimethod dating on the same grains (e.g., FT and U–Pb double dating), bias affecting detrital zircon FT dating propagates to the entire dataset. These effects may not impact on exhumation-rate studies that utilize the youngest grain ages (i.e., lag-time approach). However, they represent a limiting factor for conventional provenance studies, and generally preclude application of zircon FT dating to sediment budget calculations.

La Península Ibérica en el transporte masivo de mercancías entre Europa y África : futuras autopistas del mar

La competitividad del transporte de mercancías depende del estado y funcionamiento de las redes existentes y de sus infraestructuras, no del modo de transporte. En concreto, la rentabilidad o la reducción de los costes de producción del transporte marítimo se vería incrementado con el uso de buques de mayor capacidad y con el desarrollo de plataformas portuarias de distribución o puertos secos, ya que el 90% del comercio entre la Unión Europea y terceros países se realiza a través de sus puertos a un promedio de 3,2 billones de toneladas de mercancías manipuladas cada año y el 40% del tráfico intraeuropeo utiliza el transporte marítimo de corta distancia. A pesar de que los puertos europeos acogen anualmente a más de 400 millones de pasajeros, los grandes desarrollos se han producido en los puertos del norte de Europa (Róterdam, Amberes, Ámsterdam). Los países del Sur de Europa deben buscar nuevas fórmulas para ser más competitivos, ya sea mediante creación de nuevas infraestructuras o mediante refuerzo de las existentes, ofreciendo los costes de los puertos del Norte. El fomento del transporte marítimo y fluvial como alternativa al transporte por carretera, especialmente el transporte marítimo de corta distancia, ha sido impulsado por la Comisión Europea (CE) desde 2003 a través de programas de apoyo comunitario de aplicación directa a las Autopistas del Mar, a modo de ejemplo, cabría citar los programas Marco Polo I y II, los cuales contaron con una dotación presupuestaria total de 855 millones de euros para el período 2003 – 2013; en ese período de tiempo se establecieron objetivos de reducción de congestión vial y mejora del comportamiento medio ambiental del sistema de transporte de mercancías dentro de la comunidad y la potenciación de la intermodalidad. El concepto de Autopista del Mar surge en el Libro Blanco de Transportes de la Comisión Europea “La política europea de transportes de cara al 2010: La hora de la verdad” del 12 de diciembre de 2001, en el marco de una política europea para fomento y desarrollo de sistemas de transportes sostenibles. Las Autopistas del Mar consisten en rutas marítimas de corta distancia entre dos puntos, de menor distancia que por vía terrestre, en las que a través del transporte intermodal mejoran significativamente los tiempos y costes de la cadena logística, contribuyen a la reducción de accidentes, ruidos y emisiones de CO2 a la atmósfera, permite que los conductores pierdan horas de trabajo al volante y evita el deterioro de las infraestructuras terrestres, con el consiguiente ahorro en mantenimiento. La viabilidad de una Autopista del Mar depende tanto de factores de ubicación geográficos, como de características propias del puerto, pasando por los diferentes requerimientos del mercado en cada momento (energéticos, medio ambientales y tecnológicos). Existe un elemento nuevo creado por la Comisión Europea: la red transeuropea de transportes (RTE-T). En el caso de España, con sus dos accesos por los Pirineos (La Junquera e Irún) como únicos pasos terrestres de comunicación con el continente y con importantes limitaciones ferroviarias debido a los tres anchos de vía distintos, le resta competitividad frente al conjunto europeo; por el contrario, España es el país europeo con más kilómetros de costa (con más de 8.000 km) y con un emplazamiento geográfico estratégico, lo que le convierte en una plataforma logística para todo el sur de Europa, por lo que las Autopistas del Mar tendrán un papel importante y casi obligado para el desarrollo de los grandes corredores marítimos que promueve Europa. De hecho, Gijón y Vigo lo han hecho muy bien con sus respectivas líneas definidas como Autopistas del Mar y que conectan con el puerto francés de Nantes-Saint Nazaire, ya que desde ahí los camiones pueden coger rutas hacia el Norte. Paralelamente, la Unión Europea ha iniciado los pasos para el impulso de la primera Autopista del Mar que conectará España con el mercado de Reino Unido, concretamente los Puertos de Bilbao y Tilbury. Además, España e Italia sellaron un acuerdo internacional para desarrollar Autopistas del Mar entre ambos países, comprometiéndose a impulsar una docena de rutas entre puertos del litoral mediterráneo español y el italiano. Actualmente, están en funcionando los trayectos como Barcelona-Génova, Valencia-Civitavecchia y Alicante- Nápoles, notablemente más cortos por mar que por carretera. Bruselas identificó cuatro grandes corredores marítimos que podrían concentrar una alta densidad de tráfico de buques, y en dos de ellos España ya tenía desde un principio un papel crucial. La Comisión diseñó el 14 de abril de 2004, a través del proyecto West-Mos, una red de tráfico marítimo que tiene como vías fundamentales la denominada Autopista del Báltico (que enlaza Europa central y occidental con los países bálticos), la Autopista de Europa suroriental (que une el Adriático con el Jónico y el Mediterráneo más oriental) y también la Autopista de Europa occidental y la Autopista de Europa suroccidental (que enlazan España con Reino Unido y la Francia atlántica y con la Francia mediterránea e Italia, respectivamente). Para poder establecer Autopistas del Mar entre la Península Ibérica y el Norte de Europa primará especialmente la retirada de camiones en la frontera pirenaica, donde el tráfico pesado tiene actualmente una intensidad media diaria de 8.000 unidades, actuando sobre los puntos de mayor congestión, como por ejemplo los Alpes, los Pirineos, el Canal de la Mancha, las carreteras fronterizas de Francia y Euskadi, y proponiendo el traslado de las mercancías en barcos o en trenes. Por su parte, para contar con los subsidios y apoyos europeos las rutas seleccionadas como Autopistas del Mar deben mantener una serie de criterios de calidad relacionados con la frecuencia, coste “plataforma logística a plataforma logística”, simplicidad en procedimientos administrativos y participación de varios países, entre otros. Los estudios consideran inicialmente viables los tramos marítimos superiores a 450 millas, con un volumen de unas 15.000 plataformas al año y que dispongan de eficientes comunicaciones desde el puerto a las redes transeuropeas de autopistas y ferrocarril. Otro objetivo de las Autopistas del Mar es desarrollar las capacidades portuarias de forma que se puedan conectar mejor las regiones periféricas a escala del continente europeo. En lo que a Puertos se refiere, las terminales en los muelles deben contar con una línea de atraque de 250 m., un calado superior a 8 m., una rampa “ro-ro” de doble calzada, grúas portainer, y garantizar operatividad para un mínimo de dos frecuencias de carga semanales. El 28 de marzo de 2011 se publicó el segundo Libro Blanco sobre el futuro del transporte en Europa “Hoja de ruta hacia un espacio único europeo de transporte: por una política de transportes competitiva y sostenible”, donde se definió el marco general de las acciones a emprender en los próximos diez años en el ámbito de las infraestructuras de transporte, la legislación del mercado interior, la reducción de la dependencia del carbono, la tecnología para la gestión del tráfico y los vehículos limpios, así como la estandarización de los distintos mercados. Entre los principales desafíos se encuentran la eliminación de los cuellos de botella y obstáculos diversos de nuestra red europea de transporte, minimizar la dependencia del petróleo, reducir las emisiones de GEI en un 60% para 2050 con respecto a los niveles de 1990 y la inversión en nuevas tecnologías e infraestructuras que reduzcan estas emisiones de transporte en la UE. La conexión entre la UE y el norte de África provoca elevados niveles de congestión en los puntos más críticos del trayecto: frontera hispano-francesa, corredor del Mediterráneo y el paso del estrecho. A esto se le añade el hecho de que el sector del transporte por carretera está sujeto a una creciente competencia de mercado motivada por la eliminación de las barreras europeas, mayores exigencias de los cargadores, mayores restricciones a los conductores y aumento del precio del gasóleo. Por otro lado, el mercado potencial de pasajeros tiene una clara diferenciación en tipos de flujos: los flujos en el período extraordinario de la Operación Paso del Estrecho (OPE), enfocado principalmente a marroquíes que vuelven a su país de vacaciones; y los flujos en el período ordinario, enfocado a la movilidad global de la población. Por tanto, lo que se pretende conseguir con este estudio es analizar la situación actual del tráfico de mercancías y pasajeros con origen o destino la península ibérica y sus causas, así como la investigación de las ventajas de la creación de una conexión marítima (Autopista del Mar) con el Norte de África, basándose en los condicionantes técnicos, administrativos, económicos, políticos, sociales y medio ambientales. The competitiveness of freight transport depends on the condition and operation of existing networks and infrastructure, not the mode of transport. In particular, profitability could be increased or production costs of maritime transport could be reduced by using vessels with greater capacity and developing port distribution platforms or dry ports, seeing as 90% of trade between the European Union and third countries happens through its ports. On average 3,2 billion tonnes of freight are handled annualy and 40% of intra-European traffic uses Short Sea Shipping. In spite of European ports annually hosting more than 400 million passengers, there have been major developments in the northern European ports (Rotterdam, Antwerp, Amsterdam). Southern European countries need to find new ways to be more competitive, either by building new infrastructure or by strengthening existing infrastructure, offering costs northern ports. The use of maritime and river transport as an alternative to road transport, especially Short Sea Shipping, has been driven by the European Commission (EC) from 2003 through community support programs for the Motorways of the Sea. These programs include, for example, the Marco Polo I and II programs, which had a total budget of 855 million euros for the period 2003-2013. During this time objectives were set for reducing road congestion, improving the environmental performance of the freight transport system within the community and enhancing intermodal transport. The “Motorway of the Sea” concept arises in the European Commission’s Transport White Paper "European transport policy for 2010: time to decide" on 12 December 2001, as part of a European policy for the development and promotion of sustainable transport systems. A Motorway of the Sea is defined as a short sea route between two points, covering less distance than by road, which provides a significant improvement in intermodal transport times and to the cost supply chain. It contributes to reducing accidents, noise and CO2 emissions, allows drivers to shorten their driving time and prevents the deterioration of land infrastructure thereby saving on maintenance costs. The viability of a Motorway of the Sea depends as much on geographical location factors as on characteristics of the port, taking into account the different market requirements at all times (energy, environmental and technological). There is a new element created by the European Commission: the trans-European transport network (TEN-T). In the case of Spain, with its two access points in the Pyrenees (La Junquera and Irun) as the only land crossings connected to the mainland and major railway limitations due to the three different gauges, it appears less competitive compared to Europe as a whole. However, Spain is the European country with the most kilometers of coastline (over 8,000 km) and a strategic geographical location, which makes it a logistics platform for the all of Southern Europe. This is why the Motorways of the Sea will have an important role, and an almost necessary one to develop major maritime corridors that Europe supports. In fact, Gijon and Vigo have done very well with their respective sea lanes defined as Motorways of the Sea and which connect with the French port of Nantes-Saint Nazaire, as from there trucks can use nort-heading routes. In parallel, the European Union has taken the first steps to boost the first Motorway of the Sea linking Spain to the UK market, specifically the ports of Bilbao and Tilbury. Furthermore, Spain and Italy sealed an international agreement to develop Motorways of the Sea between both countries, pledging to develop a dozen routes between ports on the Spanish and Italian Mediterranean coasts. Currently, there are sea lanes already in use such as Barcelona-Genova, Valencia-Civitavecchia and Alicante-Naples, these are significantly shorter routes by sea than by road. Brussels identified four major maritime corridors that could hold heavy concentrate shipping traffic, and Spain had a crucial role in two of these from the beginning. On 14 April 2004 the Commission planned through the West-Mos project, a network of maritime traffic which includes the essential sea passages the so-called Baltic Motorway (linking Central and Western Europe with the Baltic countries), the southeast Europe Motorway (linking the Adriatic to the Ionian and eastern Mediterranean Sea), the Western Europe Motorway and southwestern Europe Motorway (that links Spain with Britain and the Atlantic coast of France and with the French Mediterranean coast and Italy, respectively). In order to establish Motorways of the Sea between the Iberian Peninsula and Northern Europe especially, it is necessary to remove trucks from the Pyrenean border, where sees heavy traffic (on average 8000 trucks per day) and addressing the points of greatest congestion, such as the Alps, the Pyrenees, the English Channel, the border roads of France and Euskadi, and proposing the transfer of freight on ships or trains. For its part, in order to receive subsidies and support from the European Commission, the routes selected as Motorways of the Sea should maintain a series of quality criteria related to frequency, costs "from logistics platform to logistics platform," simplicity in administrative procedures and participation of several countries, among others. To begin with, studies consider viable a maritime stretch of at least 450 miles with a volume of about 15,000 platforms per year and that have efficient connections from port to trans-European motorways and rail networks. Another objective of the Motorways of the Sea is to develop port capacity so that they can better connect peripheral regions across the European continent. Referring ports, the terminals at the docks must have a berthing line of 250 m., a draft greater than 8 m, a dual carriageway "ro-ro" ramp, portainer cranes, and ensure operability for a minimum of two loads per week. On 28 March 2011 the second White Paper about the future of transport in Europe "Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system" was published. In this Paper the general framework of actions to be undertaken in the next ten years in the field of transport infrastructure was defined, including internal market legislation, reduction of carbon dependency, traffic management technology and clean vehicles, as well as the standardization of different markets. The main challenges are how to eliminate bottlenecks and various obstacles in our European transport network, minimize dependence on oil, reduce GHG emissions by 60% by 2050 compared to 1990 levels and encourage investment in new technologies and infrastructure that reduce EU transport emissions. The connection between the EU and North Africa causes high levels of congestion on the most critical points of the journey: the Spanish-French border, the Mediterranean corridor and Gibraltar Strait. In addition to this, the road transport sector is subject to increased market competition motivated by the elimination of European barriers, greater demands of shippers, greater restrictions on drivers and an increase in the price of diesel. On the other hand, the potential passenger market has a clear differentiation in type of flows: flows in the special period of the Crossing the Straits Operation (CSO), mainly focused on Moroccans who return home on vacation; and flows in the regular session, focused on the global mobile population. Therefore, what I want to achieve with this study is present an analysis of the current situation of freight and passengers to or from the Iberian Peninsula and their causes, as well as present research on the advantages of creating a maritime connection (Motorways of the Sea) with North Africa, based on the technical, administrative, economic, political, social and environmental conditions.

Pollen analysis of surface sediments from the Gulf of Guinea and offshore NW-Africa

The areas of marine pollen deposition are related to the pollen source areas by aeolian and fluvial transport regimes, whereas wind transport is much more important than river transport. Pollen distribution patterns of Pinus, Artemisia, Chenopodiaceae-Amaranthaceae, and Asteraceae Tubuliflorae trace atmospheric transport by the northeast trades. Pollen transport by the African Easterly Jet is reflected in the pollen distribution patterns of Chenopodiaceae-Amaranthaceae, Asteraceae Tubuliflorae, and Mitracarpus. Grass pollen distribution registers the latitudinal extension of Sahel, savannas and dry open forests. Marine pollen distribution patterns of Combretaceae-Melastomataceae, Alchornea, and Elaeis reflect the extension of wooded grasslands and transitional forests. Pollen from the Guinean-Congolian/Zambezian forest and from the Sudanian/Guinean vegetation zones mark the northernmost extension of the tropical rain forest. Rhizophora pollen in marine sediments traces the distribution of mangrove swamps. Only near the continent, pollen of Rhizophora, Mitracarpus, Chenopodiaceae-Amaranthaceae, and pollen from the Sudanian and Guinean vegetation zones are transported by the Upwelling Under Current and the Equatorial Under Current, where those currents act as bottom currents. The distribution of pollen in marine sediments, reflecting the position of major climatic zones (desert, dry tropics, humid tropics), can be used in tracing climatic changes in the past.

A worldwide correlation for exponential bed particle size variation in subaerial aqueous flows

The particle size of the bed sediments in or on many natural streams, alluvial fans, laboratory flumes, irrigation canals and mine waste deltas varies exponentially with distance along the stream. A plot of the available worldwide exponential bed particle size diminution coefficient data against stream length is presented which shows that all the data lie within a single narrow band extending over virtually the whole range of stream lengths and bed sediment particle sizes found on Earth. This correlation applies to both natural and artificial flows with both sand and gravel beds, irrespective of either the solids concentration or whether normal or reverse sorting occurs. This strongly suggests that there are common mechanisms underlying the exponential diminution of bed particles in subaerial aqueous flows of all kinds. Thus existing models of sorting and abrasion applicable to some such flows may be applicable to others. A comparison of exponential laboratory abrasion and field diminution coefficients suggests that abrasion is unlikely to be significant in gravel and sand bed streams shorter than about 10 km to 100 km, and about 500 km, respectively. Copyright (C) 1999 John Wiley & Sons, Ltd.

Diagnostic experiments for transport mechanisms of suspended sediment discharged from the Yellow River in the Bohai Sea

Five diagnostic experiments with a 3D baroclinic hydrodynamic and sediment transport model ECOMSED in couple with the third generation wave model SWAN and the Grant-Madsen bottom boundary layer model driven by the monthly sediment load of the Yellow River, were conducted to separately diagnose effects of different hydrodynamic factors on transport of suspended sediment discharged from the Yellow River in the Bohai Sea. Both transport and spatio-temporal distribution of suspended sediment concentration in the Bohai Sea were numerially simulated. It could be concluded that suspended sediment discharged from the Yellow River cannot be delivered in long distance under the condition of tidal current. Almost all of sediments from the Yellow River are deposited outside the delta under the condition of wind-driven current, and only very small of them are transported faraway. On the basis of wind forcing, sediments from the Yellow River are mainly transported north-northwestward, and others which are first delivered to the Laizhou Bay are continuously moved northward. An obvious 3D structure characteristic of sediment transport is produced in the wind-driven and tide-induced residual circulation condition. Transport patterns at all layers are generally consistent with circulation structure, but there is apparent deviation between the depth-averaged sediment flux and the circulation structure. The phase of temporal variation of sediment concentration is consistent with that of the bottom shear stress, both of which are proved to have a ten-day cycle in wave and current condition.

Sources and transport of dissolved and particulate organic carbon in the Mississippi River estuary and adjacent coastal waters of the northern Gulf of Mexico

Dissolved organic carbon (DOC), stable carbon isotopic (delta(13)C) compositions of DOC and particulate organic carbon (POC), and elemental C/N ratios of POC were measured for samples collected from the lower Mississippi and Atchafalaya rivers and adjacent coastal waters in the northern Gulf of Mexico during the low flow season in June 2000 and high flow season in April 2001. These isotopic and C/N results combined with DOC measurements were used to assess the sources and transport of terrestrial organic matter from the Mississippi and Atchafalaya rivers to the coastal region in the northern Gulf of Mexico. delta(13)C values of both POC (-23.8parts per thousand to -26.8parts per thousand) and DOC (-25.0parts per thousand to -29.0parts per thousand) carried by the two rivers were more depleted than the values measured for the samples collected in the offshore waters. Strong seasonal variations in delta(13)C distributions were observed for both POC and DOC in the surface waters of the region. Fresh water discharge and horizontal mixing played important roles in the distribution and transport of terrestrial POC and DOC offshore. Our results indicate that both POC and DOC exhibited non-conservative behavior during the mixing especially in the mid-salinity range. Based on a simple two end-member mixing model, the comparison of the measured DOC-delta(13)C with the calculated conservative isotopic mixing curve indicated that there was a significant in situ production of marine-derived DOC in the mid- to high-salinity waters consistent with our in situ chlorophyll-a measurements. Our DOC-delta(13)C data suggest that a removal of terrestrial DOC mainly occurred in the high-salinity (>25) waters during the mixing. Our study indicates that the mid- to high- (10-30) salinity range was the most dynamic zone for organic carbon transport and cycling in the Mississippi River estuary. Variability in isotopic and elemental compositions along with variability in DOC and POC concentrations suggest that autochthonous production, bacterial utilization, and photo-oxidation could all play important roles in regulating and removing terrestrial DOC in the northern Gulf of Mexico and further study of these individual processes is warranted. (C) 2004 Elsevier B.V. All rights reserved.