Secondary chlorophyll a luminescence decay kinetics from green algae and higher plants : mechanisms and application

Barley protoplasts were shown to be a suitable experimental system for studies on the relative maximum during the decay of luminescence observed in most photosynthetic systems after excitation with far red light and in the presence of O2. The far red induced relative luminescence maximum was shown to be a result of three coinciding events: *Randomization of the S-states of the water splitting system during illumination with far red light. *Extreme oxidation of the PSII acceptor side after excitation with far red light and in the presence of O2. *Reverse coupling, causing partial re-reduction of the PSII acceptor side in the dark after far red illumination. When the CO2 concentration in the air above an intact barley leaf was lowered in the dark, the primary PSII acceptor QA was partially reduced. The effect was obtained by changes in CO2 over a wide concentration range including that of saturated photosynthesis. It was thus concluded that the effect was not related to the role of CO2 as the terminal electron acceptor in photosynthesis. White light induced relative maxima during the decay of luminescence frqm low CO2 adapted green algae were shown to be the result of either one or two interacting mechanisms: *Relaxation of qE quenching. *Dark reduction of QA occuring as a result of lowered internal Cj concentration in the dark. Far red induced luminescence decay kinetics and fluorescence induction kinetics, when analyzed with multivariat data analysis, were shown to contain information allowing prediction of the state of frost hardiness in artificially hardened seedlings of Scots pine.Diss. (sammanfattning) Umeå : Umeå universitet, 1988, härtill 8 uppsatser.digitalisering@um

Secondary chlorophyll a luminescence decay kinetics from green algae and higher plants : mechanisms and application

Barley protoplasts were shown to be a suitable experimental system for studies on the relative maximum during the decay of luminescence observed in most photosynthetic systems after excitation with far red light and in the presence of O2. The far red induced relative luminescence maximum was shown to be a result of three coinciding events: *Randomization of the S-states of the water splitting system during illumination with far red light. *Extreme oxidation of the PSII acceptor side after excitation with far red light and in the presence of O2. *Reverse coupling, causing partial re-reduction of the PSII acceptor side in the dark after far red illumination. When the CO2 concentration in the air above an intact barley leaf was lowered in the dark, the primary PSII acceptor QA was partially reduced. The effect was obtained by changes in CO2 over a wide concentration range including that of saturated photosynthesis. It was thus concluded that the effect was not related to the role of CO2 as the terminal electron acceptor in photosynthesis. White light induced relative maxima during the decay of luminescence frqm low CO2 adapted green algae were shown to be the result of either one or two interacting mechanisms: *Relaxation of qE quenching. *Dark reduction of QA occuring as a result of lowered internal Cj concentration in the dark. Far red induced luminescence decay kinetics and fluorescence induction kinetics, when analyzed with multivariat data analysis, were shown to contain information allowing prediction of the state of frost hardiness in artificially hardened seedlings of Scots pine.Diss. (sammanfattning) Umeå : Umeå universitet, 1988, härtill 8 uppsatser.digitalisering@um

Recruitment failure of coastal predatory fish in the Baltic Sea coincident with an offshore ecosystem regime shift

Ljunggren, L., Sandstrom, A., Bergstrom, U., Mattila, J., Lappalainen, A., Johansson, G., Sundblad, G., Casini, M., Kaljuste, O., and Eriksson, B. K. 2010. Recruitment failure of coastal predatory fish in the Baltic Sea coincident with an offshore ecosystem regime shift. - ICES Journal of Marine Science, 67: 1587-1595

Management Measures to Reduce Continuous Underwater Noise from Shipping

Underwater radiated noise (URN) from commercial ships is a significant source of elevated noise levels in the oceans and can have a negative impact on marine wildlife. Noise from commercial shipping places additional stress on the oceans, but is one of the least studied environmental pollutants, and there is an urgent need to reduce the aggregate stress levels.  Until recently, reduction of underwater noise has not been prioritised by ship designers, shipowners, or crews. Even within the field of marine management, noise has received limited interest. However, the International Maritime organization (IMO) has adopted global guidelines on URN reduction, which are currently being updated. Within the EU, the Marine Strategy Framework Directive (MSFD 2008/56/EC) Descriptor 11 criteria 11.2, now provides a framework for marine administrators to manage noise by establishing threshold values.  Marine management focuses on the total noise load on the marine environment. Management entails several considerations before recommendations can be made. As a first step, interdisciplinary teams need to assess the aggregated noise levels and determine acceptable thresholds based on the local ecosystem, then assess which existing mandates and management tools can be used, and finally assess how effective these mandates have been in improving the environment. These activities must also be managed in a way that is acceptable to various relevant stakeholders, who would need to follow the decisions. The URN from a ship can be affected by the vessel’s design, either during its construction or during upgrades, and balances a trade-off against fuel efficiency. However, the URN can also depend on how the ship is operated. Regulating ship speed is one potential management tool, and its effectiveness needs to be assessed. Other management measures include how shipping lanes are drawn, areas to avoid, financial support, information, etc.  This report focuses on possible policy measures that the Swedish authorities could adopt to lower URN by regulating the speed of ships. The report presents an interdisciplinary analysis, using a case study of an area in the southern Kattegat that covered several maritime zones, different national jurisdictions, intensive traffic, and high natural values. An important part of the work was to assess whether existing source models for ship noise could be used for the type of ships that are common in waters around Sweden. In this study, the JOMOPANS-ECHO (J-E) model was used. The J-E model was validated by comparing measurement data from a hydrophone station at Vinga on the Swedish coast that collected data from ships (254 passages) that used the port of Gothenburg. The analysis showed some deviation between the J-E model and measurement data, which could be due to differences in the length and speed of ships in waters around Sweden compared to the ships used in the development of the J-E model. However, this was likely to have negligible impact on the outcome of the case study. Analyses of ship traffic in 2021 showed that 4,511 unique vessels visited the study area at least once. Most ships followed the main routes, but no part of the study area was completely free from ship traffic. About 68% of the ships visited the study area for 1-4 days, while about 32% visited the area more regularly. The most common ship types were General Cargo Ships, Dry Bulk Ships, and Tankers. The ships that on average travelled at highest speeds were RoPax Ships, RoRo Ships, Vehicle Carriers, and Container Ships. The ships were registered in 64 countries. About two percent of the ships were registered in Sweden and about four percent in Denmark. Legal analysis showed that Sweden has the right and the responsibility to take measures to reduce underwater noise from ships to the extent that the noise can be deemed to pollute the marine environment. However, this mainly applies to Sweden’s territorial seas, which cover roughly half the area being studied for this report. In the portion that constitutes Danish territorial sea, Denmark has comparable opportunities for managing URN. In areas that are Swedish or Danish exclusive economic zones (EEZs), the ability to introduce mandatory speed limits is significantly limited. There, the most realistic option would be to request the IMO to establish speed limits, or alternatively to issue a recommendation to navigate at lower speeds, although such guidance could not be enforced on ships that do not voluntarily reduce their speed. It was estimated that lowering the ships' speeds to a hypothetical limit of 11 kn would reduce the average URN levels by 4.4 ± 2 dB, as registered by local receivers in the study area. This speed limit would affect approximately 44% of the ships in the area. A maximum speed of 13 kn would instead reduce the level by 1.9 ± 0.5 dB and would affect 11% of the ships on average. The reduction in noise levels may temporarily be much higher in the immediate vicinity of individual fast ships, and there might be a high degree of variation between different ships. The study and report make it clear that it is a complex task to assess the feasibility and benefit of introducing a specific marine management tool, in this case an enforceable local speed limit. But it is also clear that there are reliable methods to make the preliminary assessments, and that it requires interdisciplinary analyses and competence

Management Measures to Reduce Continuous Underwater Noise from Shipping

Underwater radiated noise (URN) from commercial ships is a significant source of elevated noise levels in the oceans and can have a negative impact on marine wildlife. Noise from commercial shipping places additional stress on the oceans, but is one of the least studied environmental pollutants, and there is an urgent need to reduce the aggregate stress levels.  Until recently, reduction of underwater noise has not been prioritised by ship designers, shipowners, or crews. Even within the field of marine management, noise has received limited interest. However, the International Maritime organization (IMO) has adopted global guidelines on URN reduction, which are currently being updated. Within the EU, the Marine Strategy Framework Directive (MSFD 2008/56/EC) Descriptor 11 criteria 11.2, now provides a framework for marine administrators to manage noise by establishing threshold values.  Marine management focuses on the total noise load on the marine environment. Management entails several considerations before recommendations can be made. As a first step, interdisciplinary teams need to assess the aggregated noise levels and determine acceptable thresholds based on the local ecosystem, then assess which existing mandates and management tools can be used, and finally assess how effective these mandates have been in improving the environment. These activities must also be managed in a way that is acceptable to various relevant stakeholders, who would need to follow the decisions. The URN from a ship can be affected by the vessel’s design, either during its construction or during upgrades, and balances a trade-off against fuel efficiency. However, the URN can also depend on how the ship is operated. Regulating ship speed is one potential management tool, and its effectiveness needs to be assessed. Other management measures include how shipping lanes are drawn, areas to avoid, financial support, information, etc.  This report focuses on possible policy measures that the Swedish authorities could adopt to lower URN by regulating the speed of ships. The report presents an interdisciplinary analysis, using a case study of an area in the southern Kattegat that covered several maritime zones, different national jurisdictions, intensive traffic, and high natural values. An important part of the work was to assess whether existing source models for ship noise could be used for the type of ships that are common in waters around Sweden. In this study, the JOMOPANS-ECHO (J-E) model was used. The J-E model was validated by comparing measurement data from a hydrophone station at Vinga on the Swedish coast that collected data from ships (254 passages) that used the port of Gothenburg. The analysis showed some deviation between the J-E model and measurement data, which could be due to differences in the length and speed of ships in waters around Sweden compared to the ships used in the development of the J-E model. However, this was likely to have negligible impact on the outcome of the case study. Analyses of ship traffic in 2021 showed that 4,511 unique vessels visited the study area at least once. Most ships followed the main routes, but no part of the study area was completely free from ship traffic. About 68% of the ships visited the study area for 1-4 days, while about 32% visited the area more regularly. The most common ship types were General Cargo Ships, Dry Bulk Ships, and Tankers. The ships that on average travelled at highest speeds were RoPax Ships, RoRo Ships, Vehicle Carriers, and Container Ships. The ships were registered in 64 countries. About two percent of the ships were registered in Sweden and about four percent in Denmark. Legal analysis showed that Sweden has the right and the responsibility to take measures to reduce underwater noise from ships to the extent that the noise can be deemed to pollute the marine environment. However, this mainly applies to Sweden’s territorial seas, which cover roughly half the area being studied for this report. In the portion that constitutes Danish territorial sea, Denmark has comparable opportunities for managing URN. In areas that are Swedish or Danish exclusive economic zones (EEZs), the ability to introduce mandatory speed limits is significantly limited. There, the most realistic option would be to request the IMO to establish speed limits, or alternatively to issue a recommendation to navigate at lower speeds, although such guidance could not be enforced on ships that do not voluntarily reduce their speed. It was estimated that lowering the ships' speeds to a hypothetical limit of 11 kn would reduce the average URN levels by 4.4 ± 2 dB, as registered by local receivers in the study area. This speed limit would affect approximately 44% of the ships in the area. A maximum speed of 13 kn would instead reduce the level by 1.9 ± 0.5 dB and would affect 11% of the ships on average. The reduction in noise levels may temporarily be much higher in the immediate vicinity of individual fast ships, and there might be a high degree of variation between different ships. The study and report make it clear that it is a complex task to assess the feasibility and benefit of introducing a specific marine management tool, in this case an enforceable local speed limit. But it is also clear that there are reliable methods to make the preliminary assessments, and that it requires interdisciplinary analyses and competence