Benthic foraminifera in the surface sediments of the Beaufort Shelf and slope, Beaufort Sea, Canada: Applications and implications for past sea-ice conditions

This paper presents new data on distribution patterns of modern benthic foraminifera and other microfossils from the Canadian Arctic, specifically the Beaufort Shelf and slope. The material was collected in June to August of 2004 and is the first of its kind in this area to be collected since 1970. We examined the smaller sizes (45–63µm) as well as > 63µm and discovered that many species had been severely underrepresented in previous studies. Deep sea forms, that had been overlooked previously, were common on the shelf; two species (Elphidiella arctica and Ammotium cassis) appeared in preliminary results to be indicators of methane seepage; and it was possible to make determinations of sea-ice coverage using a combination of foraminifera and tintinnids (planktic ciliates). Our data indicated the presence of many of the same species as previous studies from this area, but improved techniques of sample processing greatly increased the number of specimens and species found (particularly the small deep sea arctic species Buliminella hensoni and Bolivina arctica) which provide much more reliable data for paleoceanographic determinations. One of the primary objectives for this work was to provide baseline data to help determine paleo-ice cover; these data cover a broad range of conditions on the Beaufort Shelf that make it possible to achieve this objective as well as improving what it is known about the assemblages on this shelf as compared to other arctic shelf areas, such as the Siberian Shelf).     

Present-day biosiliceous sedimentation in the northwestern Ross Sea, Antarctica

Sedimentological and oceanographic inferences have been obtained for the NW Ross Sea using sedimentary ²¹⁰Pb as a tracer together with determinations of biogenic silica and organic carbon. ²¹⁰Pb chronologies give apparent accumulation rates ranging between 14 and 80 mg cm⁻² yr⁻¹ (0.02–0.12 cm yr⁻¹) in the shelf basins. Even if a profile of ²¹⁰Pb is present in sediments from the top of the banks, here sediment accumulation rate is practically null, and physical mixing is responsible for the downward transport of fine particles and associated ²¹⁰Pb. The accuracy of ²¹⁰Pb-derived accumulation rates is discussed with respect to ¹⁴C dates. The annual rate of biogenic accumulation from ²¹⁰Pb appears to be ca. 8 times higher than the value derived using radiocarbon. Bioturbation is probably responsible for the discrepancy but also temporal and spatial variations in opal accumulation play a key-role. Contrasting measured and expected inventories of ²¹⁰Pb, a residence time of about 50 years has been tentatively estimated for the water in the NW Ross Sea. Furthermore, the data suggest that the pattern of present-day biosiliceous sediment accumulation in the Ross Sea is mainly driven by biogenic silica production in the water column, the SW area being the most productive part of the Ross Sea, by high sediment accumulation rate which enhances the seabed preservation, and by hydrodynamics, which is so effective to resuspend fine biogenic particles from the topographic highs. Resuspended particles are then deposited onto the flanks. The material which accumulates in the central part of the basins derives basically from primary production and settling through the water column.     

Isocyanic acid and ammonia in vehicle emissions

Vehicles are considered to be an important source of ammonia (NH₃) and isocyanic acid (HNCO). HNCO and NH₃ have been shown to be toxic compounds. Moreover, NH₃ is also a precursor in the formation of atmospheric secondary aerosols. For that reason, real-time vehicular emissions from a series of Euro 5 and Euro 6 light-duty vehicles, including spark ignition (gasoline and flex-fuel), compression ignition (diesel) and a plug-in electric hybrid, were investigated at 23 and −7 °C over the new World harmonized Light-duty vehicle Test Cycle (WLTC) in the Vehicle Emission Laboratory at the European Commission Joint Research Centre Ispra, Italy. The median HNCO emissions obtained for the studied fleet over the WLTC were 1.4 mg km⁻¹ at 23 °C and 6 mg km⁻¹ at −7 °C. The fleet median NH₃ emission factors were 10 mg km⁻¹ and 21 mg km⁻¹ at 23 and −7 °C, respectively. The obtained results show that even though three-way catalyst (TWC), selective catalytic reduction (SCR), and NOx storage catalyst (NSC) are effective systems to reduce NOx vehicular emissions, they also lead to considerable emissions of the byproducts NH₃ and/or HNCO. It is also shown that diesel light-duty vehicles equipped with SCR can present NH₃ emission factors as high as gasoline light-duty vehicles at both, 23 and −7 °C over the WLTC. Therefore, with the introduction in the market of this DeNOx technology, vehicular NH₃ emissions will increase further.     

Study of the current incentive rules and mechanisms to promote biofuel use in the EU and their possible application to the civil aviation sector

This paper deals with the need of introducing biofuels for the use of the civil aviation sector, and the different possibilities of application of incentive mechanisms if the existing market conditions do not allow their direct commercialisation. After an introduction on the main features of the civil aviation impact on climate change, a historical review of the European Union regulations to promote the energy extraction from biological resources is presented. The different incentive policies around the world are revised and compared and some indications are offered on the most recommendable procedures that might be carried out in the near future.     

中欧铁路标准体系差异及海外铁路项目对策分析

从中欧不同的标准起源开始,对中欧铁路标准分别进行简要介绍,并分析中欧铁路标准差异.以铁路通信信号领域标准为主要关注点,分析中外铁路工程项目执行差异,将海外铁路工程项目划分为初步设计阶段、详细设计阶段、安装调试阶段、和测试验收阶段4个通用性阶段,描述了各阶段的主要任务.最后,基于工程项目实际,分析标准体系差异对海外项目实...