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Environmental isotope techniques, hydrogeochemical analysis and hydraulic data are employed to identify the main recharge areas of the Mt. Vulture hydrogeological basin, one of the most important aquifers of southern Italy. The groundwaters are derived from seepage of rainwater, flowing from the highest to the lowest elevations through the shallow volcanic weathered host-rock fracture zones. Samples of shallow and deep groundwater were collected at 48 locations with elevations ranging from 352 to 1,100 m above sea level (a.s.l.), for stable isotope (delta(18)O, delta D) and major ion analyses. A complete dataset of available hydraulic information has been integrated with measurements carried out in the present study. Inferred recharge elevations, estimated on the basis of the local vertical isotopic gradient of delta(18)O, range between 550 and 1,200 m a.s.l. The isotope pattern of the Quaternary aquifer reflects the spatial separation of different recharge sources. Knowledge of the local hydrogeological setting was the starting point for a detailed hydrogeochemical and isotopic study to define the recharge and discharge patterns identifying the groundwater flow pathways of the Mt. Vulture basin. The integration of all the data allowed for the tracing of the groundwater flows of the Mt. Vulture basin.
Biodiversity-multifunctionality relationships depend on identity and number of measured functions
(2017)
Biodiversity ensures ecosystem functioning and provisioning of ecosystem services, but it remains unclear how biodiversity-ecosystem multifunctionality relationships depend on the identity and number of functions considered. Here, we demonstrate that ecosystem multifunctionality, based on 82 indicator variables of ecosystem functions in a grassland biodiversity experiment, increases strongly with increasing biodiversity. Analysing subsets of functions showed that the effects of biodiversity on multifunctionality were stronger when more functions were included and that the strength of the biodiversity effects depended on the identity of the functions included. Limits to multifunctionality arose from negative correlations among functions and functions that were not correlated with biodiversity. Our findings underline that the management of ecosystems for the protection of biodiversity cannot be replaced by managing for particular ecosystem functions or services and emphasize the need for specific management to protect biodiversity. More plant species from the experimental pool of 60 species contributed to functioning when more functions were considered. An individual contribution to multifunctionality could be demonstrated for only a fraction of the species.
The Norwegian traffic network is impacted by about 2000 landslides, avalanches, and debris flows each year that incur high economic losses. Despite the urgent need to mitigate future losses, efforts to locate potential debris flow source areas have been rare at the regional scale. We tackle this research gap by exploring a minimal set of possible topographic predictors of debris flow initiation that we input to a Weights-of-Evidence (WofE) model for mapping the regional susceptibility to debris flows in western Norway. We use an inventory of 429 debris flows that were recorded between 1979 and 2008, and use the terrain variables of slope, total curvature, and contributing area (flow accumulation) to compute the posterior probabilities of local debris flow occurrence. The novelty of our approach is that we quantify the uncertainties in the WofE approach arising from different predictor classification schemes and data input, while estimating model accuracy and predictive performance from independent test data. Our results show that a percentile-based classification scheme excels over a manual classification of the predictor variables because differing abundances in manually defined bins reduce the reliability of the conditional independence tests, a key, and often neglected, prerequisite for the WofE method. The conditional dependence between total curvature and flow accumulation precludes their joint use in the model. Slope gradient has the highest true positive rate (88%), although the fraction of area classified as susceptible is very large (37%). The predictive performance, i.e. the reduction of false positives, is improved when combined with either total curvature or flow accumulation. Bootstrapping shows that the combination of slope and flow accumulation provides more reliable predictions than the combination of slope and total curvature, and helps refining the use of slope-area plots for identifying morphometric fingerprints of debris flow source areas, an approach used outside the field of landslide susceptibility assessments.
Roads at risk
(2015)
Globalisation and interregional exchange of people, goods, and services has boosted the importance of and reliance on all kinds of transport networks. The linear structure of road networks is especially sensitive to natural hazards. In southern Norway, steep topography and extreme weather events promote frequent traffic disruption caused by debris flows. Topographic susceptibility and trigger frequency maps serve as input into a hazard appraisal at the scale of first-order catchments to quantify the impact of debris flows on the road network in terms of a failure likelihood of each link connecting two network vertices, e.g. road junctions. We compute total additional traffic loads as a function of traffic volume and excess distance, i.e. the extra length of an alternative path connecting two previously disrupted network vertices using a shortest-path algorithm. Our risk metric of link failure is the total additional annual traffic load, expressed as vehicle kilometres, because of debris-flow-related road closures. We present two scenarios demonstrating the impact of debris flows on the road network and quantify the associated path-failure likelihood between major cities in southern Norway. The scenarios indicate that major routes crossing the central and north-western part of the study area are associated with high link-failure risk. Yet options for detours on major routes are manifold and incur only little additional costs provided that drivers are sufficiently well informed about road closures. Our risk estimates may be of importance to road network managers and transport companies relying on speedy delivery of services and goods.
Roads at risk
(2015)
Globalisation and interregional exchange of people, goods, and services has boosted the importance of and reliance on all kinds of transport networks. The linear structure of road networks is especially sensitive to natural hazards. In southern Norway, steep topography and extreme weather events promote frequent traffic disruption caused by debris flows. Topographic susceptibility and trigger frequency maps serve as input into a hazard appraisal at the scale of first-order catchments to quantify the impact of debris flows on the road network in terms of a failure likelihood of each link connecting two network vertices, e.g. road junctions. We compute total additional traffic loads as a function of traffic volume and excess distance, i.e. the extra length of an alternative path connecting two previously disrupted network vertices using a shortest-path algorithm. Our risk metric of link failure is the total additional annual traffic load, expressed as vehicle kilometres, because of debris-flow-related road closures. We present two scenarios demonstrating the impact of debris flows on the road network and quantify the associated path-failure likelihood between major cities in southern Norway. The scenarios indicate that major routes crossing the central and north-western part of the study area are associated with high link-failure risk. Yet options for detours on major routes are manifold and incur only little additional costs provided that drivers are sufficiently well informed about road closures. Our risk estimates may be of importance to road network managers and transport companies relying on speedy delivery of services and goods.