[1] We present a new global model for Recent plate velocities, REVEL, describing the relative velocities of 19 plates and continental blocks. The model is derived from publicly available space geodetic (primarily GPS) data for the period 1993-2000. We include an independent and rigorous estimate for GPS velocity uncertainties to assess plate rigidity and propagate these uncertainties to the velocity estimates. The velocity fields for North America, Eurasia, and Antarctica clearly show the effects of glacial isostatic adjustment, and Australia appears to depart from rigid plate behavior in a manner consistent with the mapped intraplate stress field. Two thirds of tested plate pairs agree with the NUVEL-1A geologic (3 Myr average) velocities within uncertainties. Three plate pairs (Caribbean-North America, Caribbean-South America, and North America-Pacific) exhibit significant differences between the geodetic and geologic model that may reflect systematic errors in NUVEL-1A due to the use of seafloor magnetic rate data that do not reflect the full plate rate because of tectonic complexities. Most other differences probably reflect real velocity changes over the last few million years. Several plate pairs (Arabia-Eurasia, Arabia-Nubia, Eurasia-India) move more slowly than the 3 Myr NUVEL-1A average, perhaps reflecting long-term deceleration associated with continental collision. Several other plate pairs, including Nazca-Pacific, Nazca-South America and Nubia-South America, are experiencing slowing that began $25 Ma, the beginning of the current phase of Andean crustal shortening.

Motions of three hundred and sixty Global Positioning System (GPS) sites in Canada and the United States yield a detailed image of the vertical and horizontal velocity fields within the nominally stable interior of the North American plate. By far the strongest signal is the effect of glacial isostatic adjustment (GIA) due to ice mass unloading during deglaciation. Vertical velocities show present‐day uplift (∼10 mm/yr) near Hudson Bay, the site of thickest ice at the last glacial maximum. The uplift rates generally decrease with distance from Hudson Bay and change to subsidence (1–2 mm/yr) south of the Great Lakes. The “hinge line” separating uplift from subsidence is consistent with data from water level gauges along the Great Lakes, showing uplift along the northern shores and subsidence along the southern ones. Horizontal motions show outward motion from Hudson Bay with complex local variations especially in the far field. Although the vertical motions are generally consistent with the predictions of GIA models, the horizontal data illustrate the need and opportunity to improve the models via more accurate descriptions of the ice load and laterally variable mantle viscosity.

Global Positioning System (GPS) data from eight sites on the Caribbean plate and five sites on the South American plate were inverted to derive an angular velocity vector describing present-day relative plate motion. Both the Caribbean and South American velocity data fit rigid-plate models to within ؎1-2 mm/yr, the GPS velocity uncertainty. The Caribbean plate moves approximately due east relative to South America at a rate of ϳ20 mm/yr along most of the plate boundary, significantly faster than the NUVEL-1A model prediction, but with similar azimuth. Pure wrenching is concentrated along the approximately east-striking, seismic, El Pilar fault in Venezuela. In contrast, transpression occurs along the 068؇-trending Central Range (Warm Springs) fault in Trinidad, which is aseismic, possibly locked, and oblique to local plate motion.

It has long been recognized that New Orleans is subsiding and is therefore susceptible to catastrophic flooding. Here we present a new subsidence map for the city, generated from space-based synthetic-aperture radar measurements, which reveals that parts of New Orleans underwent rapid subsidence in the three years before Hurricane Katrina struck in August 2005. One such area is next to the Mississippi River-Gulf Outlet (MRGO) canal, where levees failed during the peak storm surge: the map indicates that this weakness could be explained by subsidence of a metre or more since their construction.