Search Results for Tag: Tromso
Time to cruise the Northwest Passage?
When I came across a story about a sold-out cruise through the North-West Passage planned for this summer on a giant liner carrying around a thousand passengers, I couldn’t help remembering a workshop I attended in Tromsö in 2014, organized by the Washington-based Arctic Institute, Center for Circumpolar Security Studies, within the framework of Arctic Frontiers. I wrote a story afterwards entitled “Are we prepared for a catastrophe in the Arctic?”. The answer I got from the experts was definitely a “no”.
One scenario the experts had worked through made a particularly strong impression on me. It envisaged a cruise ship hitting an iceberg off the coast of Greenland. It was not a happy picture. More people on the ship than in the communities on land, not enough helicopters, not enough accommodation, too little medical capacity, in short a lack of infrastructure to cope, all round.
“A whole new dimension”
With the “Crystal Serenity” set to head through the Northwest Passage this August, I decided it was time to call up Malte Humpert, Director of the Arctic Institute, to get his view on the safety aspects of this – and the current state of shipping activities in the Arctic. He said this was a whole new dimension, with almost 2000 people, including passengers and around 600 crew:
“There’s varying challenges, ranging from ice flows to uncharted depths to unpredictable waters, and so the range of risk is pretty high. Of course one can take precautions like ice pilots, having rescue equipment, icebreakers on standby, but you’re still in a very remote area with very small populations, very limited capacity. So the larger these vessels get, the larger the rescue effort would be required to get people safely to land”, Humpert told me.
Just a few years ago, the Costa Concordia disaster made it clear to a lot of people that modern cruise ship tourism has a lot more risks than we might have thought. So what if something like that took place in the remote regions around Spitzbergen or Greenland, where cruise tourism has been increasing, or even in the Northwest Passage? Humpert describes that as “a very horrifying scenario to think about.”
The Arctic is not the Med
“The Costa Concordia was – half a mile or a mile offshore in the Mediterranean, one of the most frequented cruise ship lanes in the world, and even there it took over 50 lives. In the Arctic, if you’re looking at a ship with 1800 people, first of all you’re not in the Mediterranean where waters are rather temperate, and where you have calm seas most of the time. In the Arctic most likely if something goes wrong it’s not going to go wrong on a nice sunny day with 5 degrees Centigrade, it’s probably going to go wrong in really harsh conditions, and suddenly you have a ship with 1500 to 1800 people, most of the people probably elderly, in frigid waters. The largest communities are probably smaller than the amount of people on the vessel itself and even if you have a helicopter or two on standby, how long is it going to take to get those people off the ship?”
Humpert also mentioned an incident involving the “Clipper Adventurer”, which ran aground in the Canadian Arctic on an uncharted rock in 2010. Fortunately, it happened in shallow water, just about three and a half meters deep, Humpert says. “They had the fortunate circumstances that they had time to get people into rubber dinghies and get them to shore. But of course if you’re looking at 1500 to 1800 people, that’s a whole different dimension”, he stressed again.
Of course certain precautions can be taken.
“The Danish coastguard along the west coast of Greenland requires cruise ships that go into Disko Bay and Iceberg Ally on the west side to go in pairs. They have to stay within a certain distance of each other when they go into ice-infested waters , just so there is actually a second floating platform that could take aboard these people if one of the cruise ships were to get into trouble. That in my opinion is one of the largest risks. Yes, you can have all the equipment on standby, you can have ice pilots along, but if something does go wrong and you need to get people off the ship quickly – the quickly part is the problem. And where do you put those people?”
Too big to sink?
With all of this, the problem is the huge size of today’s cruise ships. The thought of almost a thousand people converging on a small, remote Arctic community is one I personally find most unattractive. (That is an example of the British art of understatement.) Humpert stresses even when cruise ships go into regular ports, they have to take people ashore in groups.
With this first trip by a giant liner through the Northwest Passage, he reckons all possible precautions will be taken. But if the voyage works well, the danger is that more and more companies will want to follow suit and send large vessels up there.
“Then suddenly we might have lower budget cruises that don’t take the necessary precautions. With higher frequencies of these voyages, the risks definitely go up.”
After this record warm winter and the huge decline in the amount of sea ice in some regions of the Arctic, my feeling is that people can be lulled into a false sense of security, when they hear about a “warming Arctic”. Malte Humpert agrees.
“Whenever people read in the headlines “ice-free Arctic,” it kind of makes it sound like the Arctic is now your local pool or the Mediterranean, suddenly. The Arctic is still a very harsh environment. Just because the ice is melting during the very short summer season and because of this “warming” – that does not mean its suddenly warm – it’s still a very harsh environment and you forget that small mistakes in the Arctic can rather quickly become very deadly mistakes.”
The highest risk, according to the Arctic expert, is that people forget that a cruise in the Arctic can be a dangerous endeavor. “If everything goes well it would probably be the experience of a lifetime, but small errors can quickly become insurmountable in the Arctic”.
Northwest Passage – international waters
When it comes to regulating shipping in the region, Humpert notes that the Northwest Passage is considered an international strait. That means as long as commercial vessels or cruise ships have international certificates of transit, they are allowed to go through.
“Canada can require that vessels abide by environmental regulations, that they take on board ice pilots, the coast guard can prescribe certain routes. If they see that some channels along the Northwest Passage have too much ice, they can require cruise ship to go a different route. But in general, the Northwest Passage is accessible to anyone. And of course the more activity you have, the harder it becomes to ensure that environmental regulations are abided by, that accidental spills or other mishaps don’t occur in the Arctic, and so its a very careful balance between allowing these first business ventures to head up into the Arctic and at the same time fulfilling these pledges we have seen over the last five to ten years that the Arctic is a pristine environment and should be protected”.
I am deeply concerned that climate change is opening the Arctic so fast that it’s hard for environmental protection and safety measures to keep pace. Humpert says it’s always difficult for policymakers to keep up in cases like this. But he is full of praise for the oil spill and search and rescue agreements drawn up by the Arctic Council. The question is whether the assets and infrastructure are there to implement them. Icebreakers???
The cheap fuel paradox
Aside from the issue of cruise ship traffic, international freight companies have used the Northern Sea Route along the Russian coast in recent years to transport gas and commodities, reducing the distance between Shanghai and Hamburg by around 6,400 kilometers compared with the Suez Canal Route. .
Humpert’s Arctic Institute recently conducted a study on the feasibility of the Northern Sea Route for different types of shipping, compared with the other route.
The study includes a calculator, in the form of an online tool, and allows for variables such as vessel size, ice class, distance, ice extent, fuel price, average speed, NSR fees, etc., to give a very detailed calculation of what type of transport would be economically feasible. The tool illustrates how cost curves change depending on the amount of ice, size of the vessel and the price of fuel. The calculator even takes into account ship hull designs to calculate costs.
“In 2012 and in 2013 we saw quite a bit of traffic going through the Northern Sea Route, about 70 ships in 2013 was the peak. That’s still very small compared what goes through the Suez Canal, where we see around 16, 17, 18,000 ships passing through a year. What our study in cooperation with the Copenhagen Business School Maritime Center shows, is that the key factor is fuel prices. So if fuel prices are very low then those shortcuts don’t really pay dividend for shipping companies”, Humpert told me.
I was quite shocked by one fact he drew my attention to. At the moment oil prices are so low that a lot of shipping companies are choosing not to go through the Suez Canal any more. Instead, they take the long way round, choosing to go around the Cape of Good Hope at the southern tip of Africa. Humpert says this adds 3500 miles to their journey and about 10 or 11 days of sailing time. It seems that they still save about 350,000 dollars on average by not paying transit fees for the Suez Canal.
The environmental and climate costs of the extra fuel burned clearly just do not feature!
This also has implications for the Northern Sea Route, says Humpert.
“You need special insurance, you need ice breaker escorts which are quite costly, you need to pay transit fees to the Northern Sea Route Administration. So it’s an interesting calculation”. The experts come to the conclusion that sometimes, for some shipping operators, at some time of year or in a given year when certain conditions are right, it may be economically feasible to go through the Northern Sea Route. At other times it may be more prudent or more economical to use the Suez Canal.
“Currently, the Northern Sea Route is a very specialized shipping environment. Very few operators have looked at it, and those that tried in 2013 haven’t really come back. Last year we only saw 19 ships go through the Northern Sea Route and very, very limited cargo volumes. It will be interesting to see what happens this year as we have a new record ice low in January and February. It could be that we are heading for that kind of ice-free season where two or three months of the year you really have a practically ice-free Northern Sea Route, which would start to alter the economic calculations. But the fuel price would certainly have to be higher”.
So we seem to be caught in some kind of a vicious circle. If the fuel price stays low, the Arctic will be saved for some time from increased freight traffic along the Northern Sea Route. But the price is increased emissions from the burning of all that extra cheap fuel. And that, as we know, heats up the climate further and melts ice, making it easier for shipping of whatever form to head into Arctic waters. If the fuel price goes up, companies will be keener to make use of the shorter Northern Sea Route. Unless there is some kind of miraculous, unexpected planetary cool-down somewhere in the pipeline, I can only conclude that increased shipping and the risk of a potentially catastrophic oil-spill or other incident in Arctic waters are only a matter of time.
DateMarch 24, 2016 | 1:31 pm
TagsArctic, Arctic Frontiers, Arctic Institute, Climate, Emissions, Greenland, ice, Malte Humpert, Northern Sea Route, Northwest Passage, Norway, Oil, sea ice, Suez Canal, Svalbard, Tromso, Warming
Arctic winter: warm, wet, weird
Here in Germany, the winter has seemed strange enough. We had flowers in bloom at Christmas, and people sneezing with pollen allergies. Overall it was extremely mild. Now we are just having the odd flurry of sleet, with the magnolias getting ready to bloom and much of nature said to be three weeks ahead of schedule. But that is nothing compared to what’s been going on in the Arctic.
“The Old Normal is Gone”, is the headline of a piece on Slate by Eric Holthaus, sub-headed “February Shatters Global Temperature Records”. He says the record warmth is so dramatic he is prepared to comment using unofficial data, before the official data comes out mid-March. February 2016, he says was probably somewhere between 1.15 and 1.4 degrees Celsius warmer than the long-term average, and about 0.2 degrees above last month, which was itself a record-breaker. This, Holthaus calculates, means while it took us from the start of industrialization until last October to reach the first 1 degree C. of warming, we have now gone up an extra 0.4 degrees in just five months. Paris target 1.5 degrees maximum – here we come!
In the Arctic, this is particularly dramatic. Parts of the Arctic were more than 16 degrees Celsius warmer than “normal” for the month of February, which, Holthaus says, is more like June temperatures, although it would normally be the coldest month.
Svalbard, one of my favourite icy places, has averaged 10 degrees Celsius above normal this winter, with temperatures rising above the freezing mark on nearly two dozen days since December first.
Correspondingly, the Arctic sea ice has reached a record low maximum. Lars Fischer, writing in the German publication Spektrum der Wissenschaft, notes that January already saw the smallest ice growth of the last ten years. In mid-February, he writes, satellite data showed the ice cover in some parts of the high north was almost a quarter of a million square kilometers less than ever before on this date. This lasted two weeks, than the ice grew a little last week, to draw equal with the previous all time low for a first of March. New ice will be much thinner than the old multi-year ice, a trend that has been increasing.
New satellite data
Researchers are using a new technique to gain data about the thinning ice pack in real time. An article in Nature, “Speedier Arctic data as warm winter shrinks sea ice”, describes a new tool to track changes as they happen and provide near real time estimates of ice thickness from the European Space Agency’s CryoSat-2 satellite. Previously, there was a time lag of at least a month.
Natural fluctuation, el Nino or human-made climate change?
Of course there are those who say fluctuation is natural in the Arctic. But this year, this fluctuation is extreme. Some researchers say the melt season started a whole month too early. Certainly, at this time, the Arctic should be in the grip of winter.
Fischer titles his article “Absurd winter in the Arctic”. I’m not sure absurd is the best way of describing it. (It could actually seem quite logical if you look at the extent of extra warmth we have been creating with our greenhouse gas emissions). Looking at an article in the Independent by Geoffrey Lean, I see the term “absurdly warm”comes from the NSIDC, National Snow and Ice Data Centre in Boulder, Colorado. The “strangest ever” and “off the chart” are used by NSIDC director Mark Serreze and NOOA respectively. Those figure.
In December 2015, the high Arctic experienced a heatwave. We saw temperatures near the North Pole going above freezing point. January was the warmest month since the beginning of weather data. In February, parts of the Arctic were more than ten degrees warmer than the long-term average.
The Arctic Oscillation is partly to blame. It is currently such that warm air can make its way north. Strong Atlantic storms have been pressing the warm, moist air north into the High Arctic. But surely there can be no doubt that our human-made climate warming is playing a major role in all this?
It remains to be seen how the situation will develop as the spring sets in. Fisher notes that the last winter ice maximum extent was very low, but was not followed by a new record low in summer.
Eric Holthaus notes that although we are experiencing a record-setting El Nino, which “tends to boost global temperatures for as much as six or eight months beyond its wintertime peak”, this alone cannot be responsible for the temperature records.
He quotes scientific studies indicating that El Nino’s influence on global temperatures as a whole is likely small, and that its influence on the Arctic still isn’t well known.
“So what’s actually happening now is the liberation of nearly two decades’ worth of global warming energy that’s been stored in the oceans since the last major El Nino in 1998”, he writes.
“The old normal is gone”
Whatever the cause – this record warmth is a major event in our climate system. Holthaus quotes Peter Gleick, a climate scientist at the Pacific Institute in Oakland, California in his article title: “The old normal is gone”. “The old assumptions about what was normal are being tossed out the window”.
“We could now be right in the heart of a decade or more surge in global warming that could kick off a series of tipping points with far-reaching implications”, says Holthaus. Where have I heard this before?
Lean, in the independent, says two new studies by the Woods Hole Research Center in Massachusetts give new evidence of self-reinforcing feedback mechanisms. This is not new. How much more evidence do we need? Permafrost thaws, resulting in emissions of methane and CO2 from the soil. Melting ice means the reflective white surface is replaced by dark water, which absorbs heat.
So what are we doing about it? In interviews with experts from NGOs including Earthwatch and Germanwatch recently, various experts have been confirming my own feeling that the Paris Climate Agreement may have been a milestone, but not necessarily a turning point – unless climate action is taken very quickly.
I would like to be optimistic. But there is so much evidence suggesting that whatever we do, it is likely to come too late to save the Arctic as we know – knew – it for coming generations. Come on world, prove me wrong! Please!
DateMarch 3, 2016 | 12:22 pm
TagsAlaska, Arctic, Climate, Emissions, ice, permafrost, science, sea ice, snow, Svalbard, Tromso, Warming
Arctic Winter Impressions
Your Iceblogger is off on a hard-earned break for the next few weeks. I’d like to leave you with some photographic impressions of my winter trip to the Arctic. Thanks again to Norway’s Arctic University in Tromso and the organisers of Arctic Frontiers for the opportunity to visit Svalbard and Tromso at this fascinating time of year. Look out for the next post in April, when spring should be well underway.
- Icicles on the nets aboard the Helmer Hanssen
DateFebruary 20, 2015 | 1:22 pm
TagsArctic, Arctic Frontiers, Climate, ice, Norway, polar bears, research, science, Svalbard, Tromso
Norway’s Polar Satellite Centre
Polar orbit satellites monitor what’s happening at the ends of the planet – and, of course, the regions in between. Ice conditions, land movement, shipping, pollution – but how does that information actually make its way to the scientists and authorities who evaluate it and use it as a basis for all kinds of decisions?
During my recent visit to Arctic Norway, I had the chance to visit a facility that plays a key role in collecting and disseminating satellite data on the polar regions. On the outskirts of Tromso, Norway’s “Gateway to the Arctic”, there is a satellite ground station, run by KSat, or Kongsberg Satellite Services AS. It is a Norwegian commercial company which provides ground station and earth observation services for polar orbiting satellites. With three interconnected polar ground stations: Tromsø at 69°N, Svalbard (SvalSat) at 78°N and Antarctic TrollSat Station at 72°S, combined with a mid-latitude network of stations in South Africa, Dubai, Singapore and Mauritius, KSAT operates over 70 antennae positioned for access to polar and geostationary orbits.
The Tromso station has contact to 85 satellites every day, and every month the station monitors some 15,000 passes of these satellites overhead.
When it comes to which businesses stand to gain from climate change, the providers of satellite data have to rank high on the list. There is a huge demand for data from space, and KSat, it seems, is the biggest company worldwide carrying out this kind of activity.
While I was in town for the Arctic Frontiers conference, two colleagues and I were shown the facility on a beautiful wintry Saturday morning by Jan Petter Pedersen, the Vice President of the company, who is responsible for developing products to expand the business. He studied physics in Tromso and got into satellites during that time, he told us, going on to a PHD in remote sensing. Pedersen has been at KSat for 20 years and says the technology has come a long way in that time. These days, it’s all about remote control via pcs.
We tend to take satellite data for granted. But if you think about it, somebody has to pick up the masses of data from all those satellites circling over the poles and pass the appropriate images to those who need them. Energy, environment, security – these are key areas which make use of the data. In the Tromso station, that data is provided to those who need it more or less in real-time. The company says it can get the data down and sent on to its destination anywhere in the world within 20 minutes. So if you want to detect an oil spill in – say – the Gulf of Mexico? – The chances are, you will get information from this Arctic town.
Some companies own and operate their own satellites, and distribute the data. KSat doesn’t own any satellites, but has agreements to use data. They can access radio data from almost all satellites in operation today.
The USA and Canada are the biggest market for the company’s services, says Pedersen. Then comes Europe, followed by Asia.
The world’s largest polar ground station is the one on the Arctic island of Svalbard. I wasn’t able to visit it during my winter trip – put it must be pretty impressive, with more than 30 antennae.
Satellite monitoring as deterrent to polluters?
When it comes to oil spill detection or monitoring, satellite images play a key role.
Optical sensors have limitations in bad weather, so radar satellite data are of key importance, Pedersen explains. Oil spill detection is the most important of KSat’s earth observation activities. EMSO (European marine Safety Agency) in Lisbon is responsible for European oil spill detection. They get satellite data from 4 providers of satellite data, of which KSat is the biggest. It covers 60% of the waters from the Barents Sea to the Bay of Biscay and the Baltic.
In 2008 there were 10.77 possible reported spills per million km2. In 2011, this was down to 5.08, Pedersen told us. I asked why they talk of “possible”. It seems it is not always possible to be 100 percent sure what the satellite detects is an oil spill. The reliability is somewhere over 60 percent. Pedersen believes the satellite service plays a role in decreasing the figure. As it becomes increasingly well known that satellites are observing and collecting the data, there is a higher awareness that oil spills are being detected. Presumably this is a deterrent to deliberate discharges of oil as well as a key source of information on accidents.
From pirates to icebergs
Another key use for satellite data is in monitoring ship traffic, including detecting, tracking and identifying vessels. This means the authorities can spot illegal activities and inform the coast guards. This helps in finding pirates, for instance.
Tracking icebergs and monitoring ice development have also been aided by the growing availability of satellite data. The NSIDC is one of KSat’s most important customers. They need the data to map the extent and condition of the ice.
Ships frozen into the ice for research purposes such as the Lance, use satellite images via Tromso. Many other ships use them to chart a course when operating in ice.
Monitoring fishing activities, offshore oil exploration, tracking land movement – all these activities rely on satellite information today.
Pedersen told us the Norwegian capital Oslo is sinking at a rate of 2 cm a year. He also mentioned a landslide risk area outside of Tromso, where a mountain is sliding into the ocean. Ultimately, it will go into the fjord and create a tsunami effect, says Pedersen. That would endanger the settlement. It is moving at 15mm per year. The satellites are keeping an electronic eye on it.
Norway, incidentally, is the country with the highest use of data per person. Most of it is maritime. So it seems fitting that the country should be the location of some of the world’s most important ground stations. There is more to the picturesque Arctic harbour town of Tromso than meets the eye – I can tell you that even without satellite data!
DateFebruary 13, 2015 | 2:15 pm
TagsArctic, Arctic Frontiers, Climate, ice, KSat, Norway, Oil, remote sensing, Satellite, Svalbard, Tromso
Obama stops oil in Arctic Wildlife Reserve
Back in Germany after spending a week and a half on the RV Helmer Hanssen off the coast of Spitsbergen, and then in Norway’s Arctic capital Tromso at Arctic Frontiers, I thought I might be in for a shock on my return to warmer climes and a news agenda focusing on stories non-Arctic. Instead, I found some continuity both in the weather and the media. A heavy fall of snow here kept the Arctic feeling alive, while a twitter of messages on Sunday carried on the lively debate that was happening at Arctic Frontiers over the pros and cons of oil drilling in the Arctic.
The Washington Post broke the story about President Obama proposing new wilderness protection in the Arctic National Wildlife Refuge (ANWR). “Alaska Republicans declare war” was the second part of the headline. Clearly, emotions are running high.
The Obama administration is proposing setting aside more than 12 million acres of the Arctic National Wildlife Refuge in Alaska as wilderness. This stops – at least for the moment – any prospect of oil exploration in an area which has long been the subject of controversy between those who say environment protection should be the number one priority and those who say finding oil is more important.
“Alaska’s National Wildlife Refuge is an incredible place – pristine, undisturbed. It supports caribou and polar bears, all manner of marine life, countless species of birds and fish, and for centuries it supported many Alaska Native communities. But it’s very fragile”, the President says in a White House video about the proposals.
It seems this is only the first of a series of decisions to be made by the Interior Department relating to the state’s oil and gas production during the coming week. The Washington Post says the department will also put part of the Arctic Ocean off limits to drilling, and is considering whether to impose additional limits on oil and gas production in parts of the National Petroleum Reserve in Alaska.
Only the US Congress can actually create a wilderness area, but once the federal government has designated a place for that status, it receives the highest level of protection until Congress acts. “The move marks the latest instance of Obama’s aggressive use of executive authority to advance his top policy priorities”, writes Juliet Eilperin in the Washington Post.
The ANWR holds considerable reserves of petroleum, but is also a critical habitat for Arctic wildlife. Senator Lisa Murkowski from Alaska is the new chairman of the Senate Energy and Natural Resources Committee. Unsurprisingly, she is set to fight the Obama decision. The Governor of Alaska, Bill Walker, issued a statement saying he might have to accelerate giving permits for oil and gas on state lands to compensate for the new federal restrictions.
Can the fate of an area of such key ecological importance really be reduced to a good to be bargained for in a political tit-for-tat?
Conservation groups were over the moon about the Obama move. “Some places are simply too special to drill, and we are thrilled that a federal agency has acknowledged that the refuge merits wilderness protection”, said a statement from Jamie Williams, president of the Wilderness Society.
But apart from the danger of an oil spill and the threat to the habitat of Arctic species, we have to come back to that Tromso conference theme of Climate and Energy. The Arctic is being hit at least twice as fast as the global average by climate change. The ecosystem is already under huge pressure. The Arctic itself is of key importance to global weather patterns. And burning more oil would exacerbate the situation even further. I am reminded of the argument put forward by Jens Ulltveit-Moe, the CEO of Umoe, himself a former oil industry executive. Apart from the fact that the current low oil price means the Arctic oil hunt is too expensive, if the world is serious about emission cuts to halt climate warming, there is no need for and will be no demand for oil from the Arctic in coming decades.
That is something to be kept in mind as the debate in the USA continues over that precious piece of land and sea that is the ANWR.
DateJanuary 26, 2015 | 4:01 pm
TagsAlaska, ANWR, Arctic, Arctic Frontiers, Climate, Obama, Oil, polar bears, research, Tromso, Warming, wildlife