The breeding and distribution of the grey seal ( Halichoerus grypus Fab.) in the Baltic Sea, with observations on other seals of the area

The grey seal ( Halichoerus grypus Fab.) is considered to be one of the rarest species of the seals. The area of greatest abundance is centred around the coasts of the British Isles where the species has been established for a considerable period. The Grey Seals Acts of 1914 and 1932 gave protection to the species in British waters during the breeding months of September to December. But this seal also occurs in other countries in the North Atlantic, notably in Eastern Canada, often on ice (figures 12, 13, plate 4), Iceland, the Faroes, Norway, the Kola peninsular and the Baltic Sea. The total population is estimated (Smith 1966) to be ca . 52500. Since the last deglaciation considerable changes have occurred in the Baltic region, but at the present time in this tideless sea – which embraces the Gulfs of Bothnia, Finland and Riga, and in waters of a salinity as low as 3.75 ‰, of an area of 400000 km 2 – the grey seal breeds in March on ice, as does the ringed seal in the same month and also on ice, though the common seal breeds in June on sandbanks or rocks. Within the area is a valuable and productive fishery and an inevitable conflict has for long existed between man and the seals, both predators of economically valuable fish, e. g. herring, cod, eel, salmon and other species, leading to the imposition of bounty payments for seals killed. Over the years very large numbers of grey and ringed seals have been killed, chiefly by fishermen in Sweden and Finland, to obtain bounties from the authorities. Unlike the planned culling and undertaken in some British colonies, the Baltic killings have been made at random and little is known of its effect upon the survival of the species. In the Baltic it is not possible to undertake counts of seals owing to the scattered nature of their breeding and the unpredictability of the winter ice coverage.

2003 ◽  
pp. 136-146
Author(s):  
K. Liuhto

Statistical data on reserves, production and exports of Russian oil are provided in the article. The author pays special attention to the expansion of opportunities of sea oil transportation by construction of new oil terminals in the North-West of the country and first of all the largest terminal in Murmansk. In his opinion, one of the main problems in this sphere is prevention of ecological accidents in the process of oil transportation through the Baltic sea ports.


Author(s):  
Angelina E. Shatalova ◽  
Uriy A. Kublitsky ◽  
Dmitry A. Subetto ◽  
Anna V. Ludikova ◽  
Alar Rosentau ◽  
...  

The study of paleogeography of lakes is an actual and important direction in modern science. As part of the study of lakes in the North-West of the Karelian Isthmus, this analysis will establish the dynamics of salinity of objects, which will allow to reconstruct changes in the level of the Baltic Sea in the Holocene.


2019 ◽  
Vol 216 ◽  
pp. 38-53 ◽  
Author(s):  
Boris Chubarenko ◽  
Vladimir Chechko ◽  
Aleksander Kileso ◽  
Elena Krek ◽  
Viktoria Topchaya

2013 ◽  
Vol 10 (4) ◽  
pp. 2725-2735 ◽  
Author(s):  
M. Blumenberg ◽  
C. Berndmeyer ◽  
M. Moros ◽  
M. Muschalla ◽  
O. Schmale ◽  
...  

Abstract. The Baltic Sea, one of the world's largest brackish-marine basins, established after deglaciation of Scandinavia about 17 000 to 15 000 yr ago. In the changeable history of the Baltic Sea, the initial freshwater system was connected to the North Sea about 8000 yr ago and the modern brackish-marine setting (Littorina Sea) was established. Today, a relatively stable stratification has developed in the water column of the deep basins due to salinity differences. Stratification is only occasionally interrupted by mixing events, and it controls nutrient availability and growth of specifically adapted microorganisms and algae. We studied bacteriohopanepolyols (BHPs), lipids of specific bacterial groups, in a sediment core from the central Baltic Sea (Gotland Deep) and found considerable differences between the distinct stages of the Baltic Sea's history. Some individual BHP structures indicate contributions from as yet unknown redoxcline-specific bacteria (bacteriohopanetetrol isomer), methanotrophic bacteria (35-aminobacteriohopanetetrol), cyanobacteria (bacteriohopanetetrol cyclitol ether isomer) and from soil bacteria (adenosylhopane) through allochthonous input after the Littorina transgression, whereas the origin of other BHPs in the core has still to be identified. Notably high BHP abundances were observed in the deposits of the brackish-marine Littorina phase, particularly in laminated sediment layers. Because these sediments record periods of stable water column stratification, bacteria specifically adapted to these conditions may account for the high portions of BHPs. An additional and/or accompanying source may be nitrogen-fixing (cyano)bacteria, which is indicated by a positive correlation of BHP abundances with Corg and δ15N.


2011 ◽  
Vol 8 (11) ◽  
pp. 3219-3230 ◽  
Author(s):  
K. Kuliński ◽  
J. Pempkowiak

Abstract. This paper presents the results of a comprehensive study of the Baltic Sea carbon budget. The Baltic Sea is very much influenced by terrestrial carbon input. Rivers are the largest carbon source, and their input amounts to 10.90 Tg C yr−1 (Tg = 1012 g) with a 37.5% contribution of organic carbon. On the other hand, carbon is effectively exported from the Baltic to the North Sea (7.67 Tg C yr−1) and is also buried in bottom sediments (2.73 Tg C yr−1). The other sources and sinks of carbon are of minor importance. The net CO2 emission (1.05 Tg C yr−1) from the Baltic to the atmosphere was calculated as the closing term of the carbon budget presented here. There is a net loss of organic carbon, which indicates that the Baltic Sea is heterotrophic.


2014 ◽  
Vol 14 (15) ◽  
pp. 21943-21974 ◽  
Author(s):  
J. E. Jonson ◽  
J. P. Jalkanen ◽  
L. Johansson ◽  
M. Gauss ◽  
H. A. C. Denier van der Gon

Abstract. Land-based emissions of air pollutants in Europe have steadily decreased over the past two decades, and this decrease is expected to continue. Within the same time span emissions from shipping have increased, although recently sulphur emissions, and subsequently particle emissions, have decreased in EU ports and in the Baltic Sea and the North Sea, defined as SECAs (Sulphur Emission Control Areas). The maximum allowed sulphur content in marine fuels in EU ports is now 0.1%, as required by the European Union sulphur directive. In the SECAs the maximum fuel content of sulphur is currently 1% (the global average is about 2.4%). This will be reduced to 0.1% from 2015, following the new IMO rules (International Maritime Organisation). In order to assess the effects of ship emissions in and around the Baltic Sea and the North Sea, regional model calculations with the EMEP air pollution model have been made on a 1/4° longitude × 1/8° latitude resolution, using ship emissions in the Baltic Sea and the North Sea that are based on accurate ship positioning data. The effects on depositions and air pollution and the resulting number of years of life lost (YOLL) have been calculated by comparing model calculations with and without ship emissions in the two sea areas. The calculations have been made with emissions representative of 2009 and 2011, i.e. before and after the implementation of stricter controls on sulphur emissions from mid 2010. The calculations with present emissions show that per person, an additional 0.1–0.2 years of life lost is estimated in areas close to the major ship tracks with present emission levels. Comparisons of model calculations with emissions before and after the implementation of stricter emission control on sulphur show a general decrease in calculated particle concentration. At the same time, however, an increase in ship activity has resulted in higher emissions and subsequently air concentrations, in particular of NOx, especially in and around several major ports. Additional model calculations have been made with land based and ship emissions representative of year 2030. Following a decrease in emissions, air quality is expected to improve, and depositions to be reduced. Particles from shipping are expected to decrease as a result of emission controls in the SECAs. Further controls of NOx emissions from shipping are not decided, and calculations are presented with and without such controls.


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