Interannual to diurnal variability in the near-surface scattering layer in Drake Passage     

Chereskin  T. K.; Tarling  G. A. 《ICES Journal of Marine Science》2007,64(9):1617-1626

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Late Holocene environmental conditions in Coronation Gulf,southwestern Canadian Arctic Archipelago: evidence from dinoflagellate cysts,other non‐pollen palynomorphs,and pollen     

Anna J. Pieńkowski  Peta J. Mudie  John H. England  John N. Smith  Mark F. A. Furze 《第四纪科学杂志》2011,26(8):839-853

Boxcore 99LSSL‐001 (68.095° N, 114.186° W; 211 m water depth) from Coronation Gulf represents the first decadal‐scale marine palynology and late Holocene sediment record for the southwestern part of the Northwest Passage. The record was studied for organic‐walled microfossils (dinoflagellate cysts, non‐pollen palynomorphs), pollen, terrestrial spores, and sediment characteristics. ²¹⁰Pb, ¹³⁷Cs, and three accelerator mass spectrometry ¹⁴C dates constrain the chronology. Three prominent palaeoenvironmental zones were identified. During the interval AD 1470–1680 (Zone I), the climate was warmer and wetter than at present, and environmental conditions were more favourable to biological activity and northward boreal forest migration, with reduced sea‐ice and a longer open‐water (growing) season. The interval AD 1680–1940 (Zone II) records sea‐ice increase, and generally cool, polar conditions during the Little Ice Age. During AD 1940–2000 (Zone III), organic microfossils indicate an extended open‐water season and decreased sea‐ice, with suggested amelioration surpassing that of Zone I. Although more marine studies are needed to place this record into an appropriate context, the succession from ameliorated (Zone I) to cooler, sea‐ice influenced conditions (Zone II) and finally to 20th‐century warming (Zone III) corresponds well with several terrestrial climatic records from the neighbouring mainland and Victoria Island, and with lower‐resolution marine records to the west. Copyright © 2011 John Wiley & Sons, Ltd.  相似文献   

长江河口北槽河道悬沙絮团特性及其影响因素研究     

朱文武  李九发  姚弘毅  张晓鹤 《海洋学报》2016,38(3):88-97

利用多种先进室内外测量仪器进行河口现场观测和室内电镜扫描获得相关资料,对长江河口北槽河道细颗粒泥沙絮凝的水沙环境、絮团的微观形态结构、絮团的粒径组成及其主要影响因素进行了综合分析和讨论。结果表明,北槽河道具有非常适宜细颗粒泥沙絮凝的潮流、盐度、含沙量和悬沙颗粒粒径等基本环境条件。北槽河道悬沙絮团形态多样,主要包括松散状絮团、蜂窝状絮团和密实状絮团。絮团主要由细粉砂和黏土类细颗粒泥沙组成,表面多粗糙不平,结构或密或疏。絮团粒径变化与潮周期动力过程密切相关,具有周期性变化特征。涨、落憩时絮团粒径较大,涨、落急时絮团粒径较小。絮团粒径涨憩大于落憩,小潮大于大潮。垂向上,絮团粒径由表层至底层逐渐增大。周期性潮流流速对北槽河道悬沙絮团粒径变化起到了控制作用。北槽细颗粒泥沙絮凝作用,是导致疏浚航道发生回淤的主要原因之一。  相似文献   

冰上丝绸之路与北极油气资源     

赵越  刘建民  韩淑琴  韦利杰 《地质力学学报》2021,27(5):880-889

油气是重要的战略资源。其中天然气作为清洁能源,它曾经是,现在是,在可预期的未来——全球碳减排、中国碳达峰情景下,仍然是最重要的能源资源。能源进口渠道的多元化一直是中国缓解能源紧张的有效措施之一。北极地区油气资源丰富且以天然气为主,已发现的油气资源中绝大多数在俄罗斯,尤其是天然气。但是俄罗斯天然气生产的油气田80%以上已经进入北极圈。2012年,中俄合作开发北极亚马尔液化天然气项目正式启动,标志着中国参与北极油气资源开发利用取得重要进展,也事实上开启了中国主导的"丝绸之路经济带建设"和俄罗斯主导的"欧亚经济联盟建设"对接合作的进程。北极地区已发现的油气资源共计3289.4亿桶油当量,其中石油605.4亿桶（84.1亿吨）油当量,仅为全球已发现石油资源的2.5%;天然气41.4万亿立方米（约合2683亿桶,372.6亿吨油当量）,占全球已发现天然气资源的15.5%。北极地区已发现的油气总资源中绝大多数在俄罗斯,俄罗斯已发现的北极油气资源合计2905亿桶油当量（403.5亿吨）,占88.3%;其中天然气约39.47万亿立方米,约合2557.9亿桶（355.3亿吨）油当量,占北极地区已发现天然气总资源的95%以上。北极待发现的油气资源量也非常可观,约占世界待发现常规石油资源的15%;天然气占世界待发现常规天然气资源的30%,其分布也主要在俄罗斯。随着全球气候变暖和能源战略博弈,俄罗斯为确保其天然气出口及财政来源,必然要加大北极油气、特别是天然气的开采和开发,并通过北极航道运到中国和其他消费国。本文在概括分析北极油气资源分布特点、俄罗斯油气资源与北极战略及北方海航道通行能力的基础上,回顾了北极亚马尔液化天然气项目诞生、发展演变及其国际博弈的背景;概括介绍了中国成功介入北极油气资源项目这一标志性事件过程,并进一步提出了中国对北极油气资源利用战略举措的建议。   相似文献   

Seasonal changes in sea ice conditions along the Northeast Passage in 2007 and 2012     

Lei Ruibo  Li Na  Li Chunhua  Jónsdóttir Ingibj?rg 《极地研究(英文版)》2014,(4)

Remote sensing data from passive microwave and satellite-based altimeters, associated with the data measured underway, were used to characterize seasonal and spatial changes in sea ice conditions along...  相似文献   

基于Sentinel-1卫星数据的北极西北航道通航适宜性分析     

周雪飞  徐嘉  张绪冰 《冰川冻土》2022,44(1):117-132

北极西北航道对北极资源开发与世界贸易格局有重要影响。针对当前西北航道通航适宜性时空变化分析研究中时空分辨率低、时效性差等问题,利用2015—2019年每年9月及2019年8月1日至9月20日的Sentinel-1 SAR数据,基于k均值非监督分类方法反演了十米级高空间分辨率海冰密集度。通过长时序宏观跟踪和短时序精细分析西北航道全线通航窗口,并以70%的海冰密集度作为阈值,测算了西北航道经过重要海湾及海峡累计不可通航的次数。结果表明：西北航道的航情随冰情而变,通航能力尚不稳定。具体来说,西北航道的冰情呈现东轻西重、南轻北重的格局,不可通航节点个数东少西多、南少北多。2018年9月西北航道通航情况最差,高于可通航阈值的海冰覆盖面积占总航道面积的35.24%,共有10个不可通航节点。2016年和2019年9月的通航情况较好,阿蒙森湾—科罗内申湾—毛德皇后湾—维多利亚海峡—富兰克林海峡—皮尔海峡—巴罗海峡—兰开斯特海峡段航道（航道C）可实现全线通航。进一步通过小尺度时间窗口研究发现,西北航道的最佳通航窗口为8月下旬至9月上旬,期间共出现3条全线通航的航道;最佳通航路线为航道C,其连续通航时间长达30天。  相似文献   

北极海冰消融情景下东北航道通航性能演变分析   总被引：2，自引：1，他引：1  

黄季夏  张天媛  曹云锋  葛全胜  杨林生 《地理学报》2021,76(5):1051-1064

全球气候增暖,导致北极海冰消融加速,冰上丝绸之路的开通逐渐提上日程。本文针对2030—2070年俄罗斯8个重要港口通过东北航道到达白令海峡的通航性能,采用6种CMIP5气候模式在2种排放情景下的海冰数据,以及PC6破冰船和普通商船2种船型,分别对最优航线、通航时长、可通航里程以及通航成本4项要素进行研究。主要结论为：① 随着时间变化,各条最优通航线路逐渐集中有序,普通商船的通航能力显著提高,到2070年拥有和PC6近似相等的通航能力;② 俄港口到白令海峡间的运输时长每过10 a下降14 h,其中圣彼得堡港运输时长下降最为显著。到2070年,俄港口与白令海峡的经度差每增加1°,该港口的运输时长下降0.4 h;③ 未来50 a,东北航道可通航里程平均每隔10 a增加166 km,其中圣彼得堡港可通航里程的变化模式和平均变化模式最为相近;④ 从北冰洋港口出发的航线通航成本每10 a下降1万美元,商船在高浓度排放情景下总通航成本的下降幅度最明显。结合海冰变化情况,俄中西部港口具有巨大的资源运输潜力。本文量化并评估了东北航道在未来海冰消融情景下的通航性能演变态势,为东北航道通航以及北极港口贸易情况提供了理论和数据支撑。  相似文献   

基于粗糙集与犹豫层次分析的北极东北航道风险评估     

王哲  葛珊珊  张韧  钱龙霞  杨孟倩  徐淦 《海洋通报》2017,36(5):512-520

运用风险分析理论和方法,以北极东北航道6个关键海峡为研究目标,构建东北航道自然环境风险评价指标体系;针对全球气候变暖以及海冰融化背景下北极东北航道航行安全问题,引入犹豫层次分析方法确定指标主观权重、采用粗糙集思想来确定客观权重,集成得到组合权重。基于所建风险分析模型,对其中3个关键海峡的自然环境风险进行了量化评估和时空特征分析,同时计算了2013年8月份6个关键海峡的风险度,模拟了一条最优通航线路并与同时期永盛号轮船的实际航行线路进行了比对。研究表明:(1)2000-2014年东北航道3个关键海峡自然环境风险均呈现减小趋势,红军海峡自然环境风险减小趋势最大;(2)对比3个海峡海峡自然环境风险度,德朗海峡最低,维利基茨基海峡次之,二者均适合通航;红军海峡风险度最高,且不适宜通航;(3)模型模拟路线与实际航线较吻合,对实时航行路线的选择有参考意义。  相似文献   

Route planning and cost analysis for travelling through the Arctic Northeast Passage using public 3D GIS     

K.Y. Chang  S.S. He  C.C. Chou  S.L. Kao  A.S. Chiou 《International journal of geographical information science》2013,27(8):1375-1393

To plan undeveloped optimal routes between Asia and Europe via the Arctic Northeast Passages using a 3D geographic information system (GIS), voyage paths are simulated in a 3D visual form. This ensures that the distances are calculated accurately, and that other voyage data such as water depths, sea ice distribution, and seashore topology are also easily deciphered, giving a more direct and clear demonstration compared to simplified presentations on an Electronic Chart Display & Information System (ECDIS). This article also implements a higher-geometry maze router in ice zone areas to obtain the optimal path in relation to safety and costs. This article compares the optimal Arctic Northeast Passages with traditional routes through the Suez Canal for dynamic analyses of the cost efficiency (including time costs, fuel costs, and other factors) of travel between major ports in Asia and Europe. The average benefit assessment is around 30–45% in a bulk carrier comparison. Thus, a 3D GIS can easily obtain and demonstrate safe navigation routes, providing a very convenient tool for initial planning.  相似文献   

Tectonics of an extinct ridge-transform intersection,Drake Passage (Antarctica)     

Maldonado  Andrés  Carlos Balanyá  Juan  Barnolas  Antonio  Galindo-Zaldívar  Jesús  Hernández  Javier  Jabaloy  Antonio  Livermore  Roy  Miguel Martínez-Martínez  José  Rodríguez-Fernández  José  Sanz de Galdeano  Carlos  Somoza  Luis  Suriñach  Emma  Viseras  César 《Marine Geophysical Researches》2000,21(1-2):43-68

New swath bathymetric, multichannel seismic and magnetic data reveal the complexity of the intersection between the extinct West Scotia Ridge (WSR) and the Shackleton Fracture Zone (SFZ), a first-order NW-SE trending high-relief ridge cutting across the Drake Passage. The SFZ is composed of shallow, ridge segments and depressions, largely parallel to the fracture zone with an `en echelon' pattern in plan view. These features are bounded by tectonic lineaments, interpreted as faults. The axial valley of the spreading center intersects the fracture zone in a complex area of deformation, where N120° E lineaments and E–W faults anastomose on both sides of the intersection. The fracture zone developed within an extensional regime, which facilitated the formation of oceanic transverse ridges parallel to the fracture zone and depressions attributed to pull-apart basins, bounded by normal and strike-slip faults.On the multichannel seismic (MCS) profiles, the igneous crust is well stratified, with numerous discontinuous high-amplitude reflectors and many irregular diffractions at the top, and a thicker layer below. The latter has sparse and weak reflectors, although it locally contains strong, dipping reflections. A bright, slightly undulating reflector observed below the spreading center axial valley at about 0.75 s (twt) depth in the igneous crust is interpreted as an indication of the relict axial magma chamber. Deep, high-amplitude subhorizontal and slightly dipping reflections are observed between 1.8 and 3.2 s (twt) below sea floor, but are preferentially located at about 2.8–3.0 s (twt) depth. Where these reflections are more continuous they may represent the Mohorovicic seismic discontinuity. More locally, short (2–3 km long), very high-amplitude reflections observed at 3.6 and 4.3 s (twt) depth below sea floor are attributed to an interlayered upper mantle transition zone. The MCS profiles also show a pattern of regularly spaced, steep-inclined reflectors, which cut across layers 2 and 3 of the oceanic crust. These reflectors are attributed to deformation under a transpressional regime that developed along the SFZ, shortly after spreading ceased at the WSR. Magnetic anomalies 5 to 5 E may be confidently identified on the flanks of the WSR. Our spreading model assumes slow rates (ca. 10–20 mm/yr), with slight asymmetries favoring the southeastern flank between 5C and 5, and the northwestern flank between 5 and extinction. The spreading rate asymmetry means that accretion was slower during formation of the steeper, shallower, southeastern flank than of the northwestern flank.  相似文献