Arctic Shipping: Uncertain Waters

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MAGAZINE the Dirtiest Fuel 6 No. 3 Arctic cruises 13 2016 the circle Arctic spills 20

Arctic shipping: UncertAin WAters

PUBLISHED BY THE WWF ARCTIC PROGRAMME

TheCircle0316.indd 1 29.09.2016 20.05 The Circle 3.2016 Arctic shipping

Contents EDITORIAL The paradox of Arctic shipping 3 In Brief 4 Dr. Sian Prior The dirtiest fuel 6 Alexey Knizhnikov and Ludmila Ametistova Liquefied natural gas 8 Dr. Bjørn Gunnarsson Development of the Northern Sea Route 10 Michael Byers Arctic Cruises: try staying home 13 Vicki Aitaok The view from shore 14 Austin Ahmasuk Shipping and Indigenous communities 15 Susan Wilson and Simon Goodman Icebreakers and ice-breeding seals 16 Nancy Kinner Arctic Spills 20 Michael Kingston The Polar Code 22 The picture 24

The Circle is published quarterly Publisher: Editor in Chief: Clive Tesar, COVER: Cruiseship Eurodam, Nan- by the WWF Arctic Programme. WWF Arctic Programme [email protected] ortalik, Greenland Reproduction and quotation with 8th floor, 275 Slater St., Ottawa, Photo: Edward Weston Follow, CC, Flickr.com appropriate credit are encour- ON, Canada K1P 5H9. Managing Editor: Becky Rynor, aged. Articles by non-affiliated Tel: +1 613-232-8706 [email protected] ABOVE: 60-foot plus wave hitting sources do not necessarily reflect Fax: +1 613-232-4181 tanker headed south from Val- the views or policies of WWF. Design and production: dez, Alaska. Send change of address and sub- Internet: www.panda.org/arctic Film & Form/Ketill Berger, Photo: NOAA Photo Library, Captain Roger Wilson. scription queries to the address [email protected] on the right. We reserve the right ISSN 2073-980X = The Circle to edit letters for publication, Printed by St. Joseph Communications and assume no responsibility for Date of publication: unsolicited material. September 2016. Thank you for your interest in The Circle. Many of our subscribers have moved to an e-version. To receive an electronic copy in your email instead of a paper 2 The Circle 3.2016 copy, please write to us at [email protected] and help us reduce our costs and footprint. Editorial

The paradox of Arctic shipping

Globally, ninety percent of everything that we use has could be a clearing house for the latest information and been transported by ship. Shipping is the backbone of operational guidelines that cause the least impact. most major economic activity, from the extraction of natu- There are opportunities for mitigation on many issues ral resources to manufacturing of goods. Quality of life and then there are impacts and risks we just can’t live with. and standard of living depend on global trade, and ship- Dr. Sian Prior makes a case for just that type of approach ping is the vehicle for this trade, whether it is transporting when it comes to heavy fuel oil (HFO) use in the Arctic. ore across an ocean or bringing canned food to remote It is a particularly toxic and polluting fuel, and is being Arctic communities. Shipping can also cause serious envi- burned in the Arctic, unrestricted. Its elimination and ronmental impacts and risks, especially in the Arctic. An phase out is needed now just as has been done in Antarc- increase in global population and commodity prices, and tica and parts of Norway. For this fuel, in this region and a decrease in sea ice are factors in what many experts say for these impacts there is only one solution; elimination. will boost ship transits in the Arctic. As the number of Northern communities are on the front lines of cli- voyages rises so do the risks to marine habitats and spe- mate change, accidents, spill response, cies, which many northern and Indigenous peoples rely increased development and many asso- on for food and culture. In Canada for ciated impacts example, it’s estimated that 50% of the from shipping. daily diet of northerners comes from Shipping: it's an essen- Austin Ahmasuk the ocean. describes impacts Underwater noise, oil spills, intro- tial service which has that shipping has duction of invasive species, air emis- environmental impact had on his com- sions including black carbon and munity. It’s a voice Andrew Dumbrille GHGs, and disturbance of ice habitat, that doesn’t get is Senior Specialist, are all part of the complex risk profile which shipping heard often enough. Sustainable Shipping brings to the Arctic. Vicki Aitaok paints a very positive com- WWF-Canada. Climate Change and its effects on sea ice are well docu- munity experience from the recent visit mented, we’re losing it fast and its decline is opening up by the Crystal Serenity, the largest cruise ship to transit the Arctic at unprecedented rates. This however doesn’t the Northwest Passage. The economic benefits are clear mean ships won’t encounter ice, and as development pres- and the cultural exchange seems profound for passengers. sures increase, winter shipping is being contemplated Michael Byers would disagree. He argues tourism is pos- where it was unthinkable in the past. Sue Wilson and sible because of climate change and more tourism means Simon Goodman in their article describe the interaction more climate change. That’s the complex situation with between seals, pups and shipping in ice. And as Nancy shipping, it’s an essential service which has environmental Kinner describes in her article on spill response, remote- impact but can contribute significantly to economic growth ness adds to the already difficult task of cleaning up spills. and increased standard of living for many northerners. Ice exacerbates the response and restoring a spoiled eco- As many of our authors have outlined, the impacts from system is an impossible task. shipping are severe and the risks real to both marine habi- As Arctic and other flag states grapple with the IMO’s tat and food security in the north. Risks are equally high if (International Maritime Organization) Polar Code, a set essential goods and development don’t reach people in the of Arctic specific shipping regulations, Michael Kingston north. Our challenge is to get the rules right that reduce has been leading an initiative for an Arctic Marine Best accidents and conflicts, and provide opportunity for people Practice Information Forum. It is a laudable project which in the Arctic. l

The Circle 3.2016 3 In brief

Polar bear close to the North Pole. pronounced in areas of the Anthrax outbreak far north. The warmer climate has begun thawing the triggered by permafrost soil that covers much of Russia, including warming kills boy cemeteries and animal burial grounds. Thawing permafrost in Arctic Circle has also led to greater erosion of river banks where nomads A 12-year-old boy in the often buried their dead, Koko- far north of Russia died in rin said. an outbreak of anthrax that Declining ice experts believe was triggered when unusually warm Russia puts hold weather caused the release of pressures Arctic wildlife the bacteria. Photo: Christopher Michel, CC, Flickr.com The boy was one of 72 on drilling The Arctic’s summer ly vulnerable to extreme nomadic herders, including The Russian government has sea ice has hit a near- heat – the region is warm- 41 children, hospitalised in announced a temporary mor- record low extent, putting ing at twice the rate of the the town of Salekhard in the atorium on new offshore oil pressure on the region’s rest of the world. Glob- Arctic Circle, after reindeer and gas licenses for drilling wildlife. Figures from the ally, the past 16 months began dying en masse from on the country’s Arctic shelf. US National Snow and have each broken consec- anthrax. “In light of macroeconomic Ice Data Centre indicate utive heat records, with Five adults and two other instability, the government the ice hit a low of just July and August 2016 tied children have been diagnosed has declared a moratorium over four million square as the hottest months ever with the disease, which is on the allocation of new kilometres in early Sep- recorded. 2016 may go known as “Siberian plague” in offshore license areas in the tember, well below the down as the hottest year Russian and was last seen in Arctic,” Natural Resources average. The low occurs ever recorded. the region in 1941. Minister Sergei Donskoi said as a new paper shows that The continued warming More than 2,300 reindeer at a meeting between Presi- all 19 of the world’s polar trend turns up the heat have died, and at least 63 peo- dent Vladimir Putin and gov- bear subpopulations are on national governments ple have been evacuated from ernment members. facing trends of declining to speed up ratification of a quarantine area around the WWF-Russia has long ice coverage. the Paris agreement on site of the outbreak. advocated for such a morato- “We are seeing more tackling climate change. Anthrax can survive in rium, which it says will allow species moving in to take To enter into force, the frozen human and animal Russia to redirect financial advantage of warming agreement must be remains for hundreds of support for risky offshore Arctic waters, and special- ratified by at least 55 years, waiting to be released Arctic development to less ized Arctic species such as countries representing by a thaw, according to Alexei environmentally hazardous polar bears showing signs at least 55 per cent of Kokorin, head of WWF Rus- projects on land. of stress in some regions,” global greenhouse gas sia’s climate and energy pro- Offshore drilling in the says Melanie Lancaster emissions. WWF believes gramme. Arctic is extremely perilous of WWF’s Arctic Pro- urgent and accelerated “Such anomalous heat is due to the Arctic’s extreme gramme. “Conservation implementation of the rare for Yamal, and that’s environmental conditions, action to preserve the Paris deal is necessary probably a manifestation of including tumultuous seas, Arctic is urgently needed in order to prevent the climate change,” he said. extreme cold and long to keep up with these worst impacts of climate Average temperatures in periods of darkness. When rapid changes”. change. Russia have increased by coupled with the looming The Arctic is particular- 0.43C in the past 10 years, threats of climate change in but the rise has been more the region, WWF advocates

4 The Circle 3.2016 In brief

Ditching diesel in Arctic Canada

Communities in the Cana- dian Arctic took major steps toward reducing reliance on diesel fuel at the Arctic Renewable Energy Summit in Iqaluit. The summit was organized by WWF-Canada and co-host- ed by the Government of Canada, Government of the Nunavut territory and the Nunavut government-run Qulliq Energy Corporation. During the summit: Photo: Peter Ewins, WWF-Canada Nunavut committed to Diesel storage facility in the Hamlet of Arviat. creating a territorial Cli- mate Change Secretariat; the Waterloo Institute allow renewable sources. Equally important was ties. While reliable, it has for Sustainable Energy The Nunavut hamlet of the information sharing a negative environmental presented new research Arviat, in a letter of sup- with communities in Alaska impact from pollution, that shows millions of dol- port, stated its commitment and Russia already relying carbon emissions and spill lars in savings for some to increasing renewable heavily on clean-energy risk as well as logistical and Nunavut communities by energy use; and WWF-Can- power, and the relation- financial costs. Habitat- shifting to more renew- ada announced the launch ship building among utility, friendly renewable energy able energy generation; the of an Arctic habitat-friendly industry and policy experts. from solar and wind offers Qulliq Energy Corporation renewable energy training Diesel fuel has long a cost-effective way to announced it would open fund to drive local expertise been the primary source of reduce reliance on fossil its electricity system to and economic development. energy in Arctic communi- fuels.

keeping fossil fuels in the HMS Terror, has been found All 129 men on the Frank- ror, either by examining the ground and focusing on a in pristine condition at the lin expedition died, in the foundation’s images or visit- more stable energy future bottom of an Arctic bay. The worst disaster to hit Britain’s ing the site themselves. This discovery challenges the Royal Navy in its long history latest discovery was made in accepted history behind one of polar exploration. Search September, 2016, two years Dangers of Arctic of polar exploration’s great- parties continued to look for and a day after Canadian est mysteries. HMS Terror the ships for 11 years after marine researchers found the and Franklin’s flagship, HMS they disappeared, but found wreck of the Erebus in the shipping – 1845 Erebus, were abandoned in no trace. same area of eastern Queen heavy sea ice far to the north Parks Canada underwa- Maud gulf where Inuit oral edition of the eventual wreck site in ter archeologists have led history had long said a large Researchers say the long- 1848, during the explorer’s the mission since it began wooden ship sank. lost ship of British polar doomed attempt to traverse in 2008. Now they must explorer Sir John Franklin, the Northwest Passage. confirm the wreck is Ter-

The Circle 3.2016 5 The dirtiest fuel Heavy fuel oil (HFO) is the residue and the heaviest elements from making refined oil. It is thick and sticky and breaks down very slowly, particularly in polar conditions. Dr. Sian Prior says it is environmentally destructive and should be banned from use in the Arctic.

The Russian tanker Renda transits toward Nome, Alaska, Jan. 13, 2012 to deliver fuel to the city which was iced in by winter storms. Photo: Charly Hengen, U.S. Coast Guard, CC, Flickr.com

6 The Circle 3.2016 The grounding of the Norwegian tanker the front line of an oil spill with virtually Champion Ebony off Nunivak Island in no capacity to handle a disaster of that HFO spills are no- the Bering Sea in June 2016 is a stark magnitude. toriously difficult reminder that the Arctic, adjacent seas HFO spills in the Arctic threaten the and coastal communities need to be four million people living there, particu- to clean up and safeguarded from the risks of shipping larly the food security of people in Indig- in remote northern waters. The tanker enous communities. The International slow to disperse was carrying over 14 million gallons of Tanker Owners Pollution Federation petroleum fuel to villages in the region. If (ITOPF) found that the consequences of result in high levels of environmental ruptured, it could have devastated local heavy fuel oils can be more prolonged and socio-economic impacts. resources, placing the community on because of the persistent nature of the HFO also produces harmful and signif- product, with the threat to vulnerable icantly higher emissions of sulphur and marine life such as seabirds as well as nitrogen oxides and black carbon (BC) economically sensitive resources on than other fuels. Black carbon is trans- occasion lasting longer in the event of ported according to regional meteorolog- a heavy fuel oil spill. In frozen waters, ical conditions and strongly absorbs vis- oil could be trapped in ice allowing it to ible light. When it falls on light-coloured persist even longer, and travel greater surfaces, such as Arctic snow and ice, the distances. amount of sunlight reflected back into The Arctic Marine Shipping Assess- space is reduced and thus contributes to ment (AMSA) also found that the most accelerated snow and ice melt. One study significant threat from ships to the Arctic estimated that in 2010 Arctic shipping marine environment is the release of oil BC emissions through accidental or illegal discharge. amounted to Dr Sian Prior HFO spills are notoriously difficult to 1,230 tonnes is an expert clean up and slow to disperse. The Arctic and would in ocean gov- Council’s Protection of the Arctic Marine double by 2030 ernance and Environment working group (PAME) based on busi- marine policy says this risk can be greatly reduced “if ness as usual development. the onboard oil type is of distillate type and high growth rather than HFO”. scenarios. Emis- The evidence against using and trans- sions from HFO use also impact human porting HFO continues to grow. A new health: inhaling BC nanoparticles is report to the European Climate Founda- associated with heart and lung disease tion investigates the ecological, economic and death. Burning HFO also produces and social costs of marine/coastal spills other toxins such as polycyclic aromatic of fuel oils. It concludes that the cost hydrocarbons (PAHs) and heavy metals. per tonne of oil spilled, the cost per The Arctic Monitoring and Assessment tonne of oily waste recovered from sea Programme’s (AMAP) latest report on surface and shoreline, and the cost per BC says “shipping currently accounts for kilometre of coastline clean up strongly about 5% of black carbon emissions [in indicates that polar and sub-polar HFO the Arctic], but could double by 2030 spills are more expensive in terms of and quadruple by 2050 under some response and impact, than those occur- projections of Arctic vessel traffic.” At ring in environments which are neither the same time, emissions from land- remote nor polar/sub-polar. The report based sources are expected to fall due to also concludes that polar and sub-polar stricter controls, increasing the relative HFO spills, by virtue of their remote- importance of addressing emissions from ness, the extreme weather and sea state shipping. Switching from HFO fuels to conditions, and the relative lack of data, alternatives, such as low-sulphur distil- are very difficult to respond to and may late fuel will not eliminate BC emissions

The Circle 3.2016 7 but is expected to reduce BC emission tic shipping. Support for a ban on HFO levels by about 30% and possibly up to in the Arctic was felt to be premature. 80%. The risks and threat to polar ecosystems More than a decade ago, the use of and wildlife is similar but the nature Liquefied natural gas HFO in the Antarctic was prohibited of shipping in the two polar regions is due to conditions such as icebergs, sea very different. In Antarctica, shipping ice and uncharted waters, and the high is largely comprised of passenger ships, potential of environmental impacts fishing boats and government research Alexey Knizhnikov associated with a spill. The resolution vessels, whereas in the Arctic there are Ludmila Ametistova prohibits the use or carriage as fuel (or also cargo vessels servicing coastal com- cargo) of HFO in the Antarctic area. The munities in the Arctic and increasingly Liquefied natural gas (LNG) is becom- new measure took effect in August 2011, transiting the Northern Sea Route and ing increasingly popular around the however an unforeseen loophole came Northwest Passage as summer sea ice world for its high energy intensity. It is to light in April 2013, when a Chinese- recedes. odorless, colorless, non-toxic and non- flagged vessel fishing for krill in the There has been some progress. Ear- corrosive, easily stored and transported, Southern Ocean, caught fire and sank lier this year the PAME Working Group and is considered more ecologically off the Antarctic coast. It had been car- invited proposals for mitigating the risks friendly compared to other kinds of fos- rying HFO as ballast! An amendment associated with the use and carriage of sil fuels because it gives off fewer emis- was made and since March 2016, the HFO by vessels in the Arctic. In March sions when burning. At the same time presence of heavy fuel oil (HFO) on ships in the U.S.-Canada Joint Statement on LNG projects have a negative effect on operating in the Antarctic or Southern Climate, Energy and Arctic Leadership, the environment. Liquefaction plants Ocean has been prohibited. President Obama and Prime Minister and re-gasification terminals, as well Surely a similar approach should be Trudeau committed to “determine with as transporting LNG by tankers are all adopted for the Arctic, where not only Arctic partners how best to address the harmful to air, soil, water bodies, flora, is there a risk of spills but the threat of risks posed by heavy fuel oil use and and fauna. The damage is particularly emissions to air, and in particular the black carbon emissions from Arctic ship- noticeable if LNG production is located deposition of black carbon, is also a ping”. In May, the U.S.–Nordic Leaders’ in ecosystems such as the Arctic with major concern. Summit issued a Joint Statement which low self-restoration capacity. Since LNG During the development of the Polar committed to working towards “the high- consists mainly of methane, the greatest Code, which takes effect January 2017, est global standards, best international environmental issue is greenhouse gas the Arctic and Antarctic protection mea- practice, and a precautionary approach, emissions (GHG) and contribution of sures for discharges of ships’ wastes (oil, when considering new and existing com- LNG production and transportation to sewage, garbage, etc) were aligned. The mercial activities in the Arctic…” It could global climate change. Code however, failed to include manda- certainly be argued that “best interna- In the near future, substantial vol- tory requirements to address HFO in tional practice” with respect to HFO, is umes of LNG are to be transported Arctic waters, although it recommends to ban its use and carriage, as has been from the Yamal region in the Russian that Arctic shipping applies the same done in the Antarctic. North through the Northern Sea Route measures with respect to HFO as Antarc- The governments of Norway, Sweden to European and Asian markets. Devel- and France have also indicated their opment of industrial projects in Arctic desire to ban HFO use in the Arctic. regions, together with global warming The ultimate goal is an HFO-free and melting of ice in high latitudes, will HFO produces harm- Arctic. However, until communities contribute to intensified vessel traffic in can move away from household depen- Arctic waters. LNG tankers are expected ful and significantly dence on this dirtiest of fuels, a tailored to be the main driver for shipping traf- approach may be necessary. This could fic along the Northern Sea Route above higher emissions of involve strict routing measures and man- Russia. This is expected to create a datory reporting, to address the carriage significant burden on the polar environ- sulphur and nitrogen of HFO cargoes, however the first mile- ment. oxides and black car- stone towards an HFO-free Arctic must When making investment decisions, be a ban on the use and carriage of HFO environmental considerations, and not bon than other fuels as a shipping fuel by 2020. l only technical feasibility and economic

8 The Circle 3.2016 Liquefied natural gas

Figure 1. Level of environmental impact of NG and LNG scenarios in Arctic regions depending on transportation distance for nitrous oxides (NOx), carbon monoxide (CO), and aggregate greenhouse gases (GHG).

Western route from Yamal

Eastern route from Yamal

benefit, should be taken into account. the length of the routes (Figure 1). development of natural gas, a Strategic This raises the question, usually at the For example, if gas needs to be deliv- Environmental Assessment (SEA), one investment feasibility stage: should ered from Yamal (Russian North) to of the key international standards in LNG be exported from the point of pro- Western Europe (green mark), LNG environmental protection should be duction to end users by overland pipe- tanker is more ecologically friendly than conducted. SEA assesses the potential line transport, or sea transport with pre- the pipeline from the viewpoint of emit- influence of a strategy, plan or program liminary liquefaction and transportation ting major pollutants and less ecologi- implementation before it is approved by LNG-powered gas carriers? cal from the viewpoint of influence on to define ecological factors and possible WWF Russia has done a comparative global climate. At the same time, for the environmental consequences. SEA is an analysis of the environmental impacts gas export from Yamal to Asia (yellow important factor in ensuring environ- of these two natural gas transportation mark), LNG-powered tankers provide mental protection when implementing options in the Arctic region – namely, an ecological advantage as compared to major infrastructure, regional, or indus- by means of overland pipeline transfer gas pipeline transportation regarding try projects and programs. (NG Scenario) and utilizing LNG tank- carbon monoxide emissions. Overland SEA must occur before implementing ers (LNG Scenario). The study indicates gas pipeline is more ecological from the new LNG projects to conduct compara- environmental benefits or drawbacks of nitrous oxides and greenhouse gasses tive analysis of gas transportation to either method of natural gas transporta- point of view. end-users from the viewpoint of envi- tion from high latitudes, depending on Currently, there is no mechanism in ronmental risks. In future, SEA must be Russia to manage environmental risks made obligatory at the legislative level in the shipping industry. Lack of statu- in Russia, although this instrument tory requirements to conduct Environ- can already be used now as a voluntary there is no mechanism mental Impact Assessments for marine corporate standard. Integrating SEA in transport creates uncertainty and a lack the decision-making process will help in Russia to manage of plans for decreasing shipping impacts to minimize environmental risks in the environmental risks in on fragile Arctic ecosystems. Arctic region. Preserving this ecosystem To accurately assess the likely harm is important not only for Russia, but for the shipping industry of shipping or pipelines associated with the global community. l

The Circle 3.2016 9 Pacific Ocean

Cold Bay Petropavlovsk Bering Kamchatskiy Legend Kodiak Sea Arctic shipping routes Bethel Kamchatka Prince Rupert Anchorage Arctic Bridge Route Valdez Juneau Nome Palana North East Passage Anadyr Developing the ALASKA Magadan North West Passage (USA) Northern Sea Route Yukon Point Hope Chukchi Chukchi Sea Autonomous Okrug a Prudhoe Bay Capital M c k en R i z i e ve r Inuvik Barrow Northern Sea Route City/town Northwest The Northeast Passage above Arctic Russia has long been Territories Exclusive economic zone touted as the most likely viable trade route through the Median ice extent. September 1981-2010 Arctic as the Arctic shipping season in the region length- Chukot Nizhneyansk r Record minimum sea ice extent. e

CANADA v 16 September 2012 ens. But as Dr. writes, developing the i Bjørn Gunnarsson R a MAP: Ketill Berger, Film & Form n Tiksi L e SOURCE: Natural Earth. National Snow & route requires a lot of investment which Russia likely can- Ice Data Center, NSIDC. Arctic Council: Arctic Marine Shipping 2009 Report Churchill L not afford alone e n a Resolute R Nunavut iv Fort Severn Arctic e r In 2015 a total of 5.4 million tons of goods transport of 1.3 million tons per year of Hudson Repulse Bay Arctic Bay and project cargo was transported on the nickel and other nonferrous metals from Bay Ocean NSR, up from about 4.0 million tons in Norilsk Nickel at the Dudinka Port on the Taymyr Evenk 2014 and 3.9 million tons in 2013. Only a Yenisei River. Other projects in the plan- small fraction was transit cargo between ning states are Novatek’s Arctic LNG-2 RUSSIA two ports lying outside the Russian offi- on Yamal and Gydan with estimated 16.5 Québec Dickson cial boundaries million tons of LNG produced per year; Qubec of the NSR. transport of 5-10 million tons of coal Dr. Bjørn NSR cargo from the Taymyr Peninsula from the port Baffin Gunnarsson Bay Iqaluit GREENLAND Yamal-Nenets flow is expected of Dikson as part of the VOSTOK coal is Managing (DENMARK)

Nain Nuuk to increase Project; and 45 million tons per year of Charlottetown O Director, Centre Greenland Newfoundland b ’ considerably crude oil as part of the Transneft-Arctic Sea R Khanty-Mansiy for High North and i Barents v e with further Project with development of an offshore Labrador r Logistics Nord University Nenets development of loading terminal for crude oil in the Sea Business School In Nor- Russian Arctic Sabetta Port. way hydrocarbon If all these energy projects come St. Johns Murmansk Komi Norwegian Tromsø projects. Year- through then transport volumes on the Sea Murmansk round export of LNG from the Sabetta NSR could reach 100 million tons per ICELAND Port should reach 17.6 million tons per Reykjavik Archangel year starting with the year 2021; crude oil from the Novoport Oil Field 8.5 million Atlantic Trondheim SWEDEN FINLAND tons per year by 2017 (through loading transport volumes Ocean NORWAY terminal off Cape Kamenny); and crude Bergen oil from the Payakha Oil Field 7.3 million on the NSR could Helsinki Oslo tons per year by 2024; according to infor- reach 100 million tons Stockholm mation from Rosatomflot. København This is in addition to year-round per year by 2030

10 The Circle 3.2016 Pacific Ocean

Nizhneyansk r Record minimum sea ice extent. e

CANADA v 16 September 2012 i R a MAP: Ketill Berger, Film & Form n Tiksi L e SOURCE: Natural Earth. National Snow & Ice Data Center, NSIDC. Arctic Council: Arctic Marine Shipping 2009 Report Churchill L e n a Resolute R Nunavut iv Fort Severn Arctic e r Hudson Repulse Bay Arctic Bay Bay Ocean

Taymyr Evenk RUSSIA Québec Dickson Qubec

Baffin Bay Iqaluit GREENLAND Yamal-Nenets (DENMARK) Nain Nuuk

Charlottetown Greenland O

Newfoundland b Sea ’ and R Khanty-Mansiy i v Labrador Barents e r Sea Nenets

St. Johns Murmansk Komi Norwegian Tromsø Murmansk ICELAND Sea Reykjavik Archangel

Atlantic Trondheim SWEDEN FINLAND Ocean NORWAY Bergen Helsinki Oslo Stockholm

København

The Circle 3.2016 11 internal part of Russia to the NSR, but internal partofRussiatotheNSR, as majortransportconnectionsfromthe north intotheArcticOceancanalsoact able. when sea-iceconditionsaremostfavor the summer-fallnavigational season mainly duringthefi operational conditions. ice conditionsandotherweather-related season andencounteringdifferentsea- during thesummer-autumnnavigational different typesofcargoattimes strengthened cargovesselstransporting took placefrom2010-2013withice- North-Atlantic andtheNorth-Pacifi tional traderoutebetweenmarketsinthe time traderoutesbutintoaninterna Russian-Asia andRussia-Europemari for theNSRtodevelopnotonlyinto trial development. Asian, andforpromotingregionalindus markets andeastwardtoinNE trial productswestwardstoEuropean for RussianArcticresourcesandindus ment. promoting furtherindustrialdevelop the NSRintoinnerpartsofRussia tation ofgoodsandprojectcargofrom offer logisticalpossibilitiesfortranspor- ers suchasOb, also theotherwayaroundasRussianriv on theNSRtoAsianmarkets, butlikely the cargowillbetransportedeastwards be relativelysafeandreliablewithescort stration voyagesshowedthatNSRcan through theSuezCanaltoAsia. Partof las toEuropeanmarketsandonwards the Yamal, GydanandTaymyrPeninsu transported ontheNSRwestwardsfrom year by2030. Mostofthiscargowillbe 12 and guidancefromtheRussianicebreak The largeRussianriverswhichallflow A totalofabout120fulltransitvoyages But whatarelong-termprospects In short, T he Container ship,Murmansk;Russia.November14,2009 C ircle 3.2016 NSRistheidealthroughway YeniseiandL ve tosixmonthsof Thesedemon ena Rivers c? ------of importantchangesneedtotakeplace. in NWEuropeandNEAsia,anumber alternative traderoutebetweenmarkets resources aswellmoreattractivean able asatransportroutebothforArctic development andeconomicviability. years. tinue tobethecaseovernextseveral and gasprojectsthiswilllikelycon 2014 beenprimarilyengagedinArcticoil is thatRussianicebreakershave since and tokeeptherouteopen.Theproblem be available toassistvesselsintransits Sufficient icebreakingcapacityneedsto elements oftheNSR’s supportservices. Icebreakers andicepilotservicesarekey fees onsoutherlyroutes(Suez/Panama). predictions andicereconnaissance. delays duetosea-icebyimproving find waystoreducerisksofshipping er assistanceandothersupportservices. cargo volumes, anddemandforicebreak maritime infrastructure. transport services,andlastbutnotleast all administrationandmanagement, This includesstrengtheningNSR’ will bealimitationtotheNSR’ voyages offive months(July-November) limited seasonalwindowfortrans-Arctic the costoftransportation. ply ofgoodsisnolessimportantthan and feescompetitiv tariff systemneedstobeuserfriendly tariff rates, predictfutureNSRtraffi Such anorganizationshoulddetermine nization thatoverseesallNSRactivities. transport. predictability andpunctualityofcargo provide notonlyneededsafetybutalso commercial shipping,theNSRneedsto (navigators). Buttobeofinterestfor ing fleetanduseofRussianicepilots To maketheNSRsaferandmorereli The NSRmanagementalsoneedsto Today inRussiathereisnosingleorga Regularityofyear-roundsup e andsimilartocanal Thecurrent s full s over The c,

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- - is reachedonthedesignofanewNSR’s Russia totakeonalone.Ifanagreement structure areprohibitiveandtoohighfor of establishingpropermaritimeinfra cost-sharing theup-frontcapitalcosts South-Korea andJapan). trade routetoNWEurope(China, to RussianArcticresourcesandashorter reliability andenv ple by2040or2050,tosatisfyoursafety, put inplacethenearfuture,forexam- tem –asystemthatwewouldliketosee of anewNSRtransportandlogisticssys the structuralanddesigncharacteristics author. Executive withthepermissionof previously publishedinTheMaritime This pieceisadaptedfromanarticle defined bordersoftheNSR. Without North EastPassagenotjusttheRussian- needed alongthewholelengthof costly. Infrastructurebuild-upisalso ture willtakemanyyearsandbe and function. the wholelogisticssystemshouldoperate logistics chainaretiedtogetherandhow picture ofhowvariouscomponentsthe ments. Allstakeholdersneedaclearer ships forputtingthereq international cooperationandpartner system thenthenextstepisestablishing maritime transportationandlogistics waters. which istakingplaceinlargelyice-free the fi the currentseasonaloperationduring infrastructure andsupportservicesthan on theNSRrequiresdifferentphysical NE Asiathatseebenefit ingreateraccess that idealpartnerswouldbecountriesin ture inplace. Russiahasalreadystated We needadetailedstudythatshows Full-scale, ve monthsofsummerandearlyfall Thebuild-upofnewinfrastruc year-roundtransitshipping ironmental req uired infrastruc

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Photo: euno, CC, Flickr.com COMMENTARY Arctic Cruises: try staying home writes Michael Byers

rctic cruises are the latest thing Arctic involving more than a few dozen Worse yet, Arctic cruises create their in high-end tourism. Icebergs, polar people. The Canadian Forces’ search-and- own climate change “feedback loop.” bears, beluga whales, awe-inspiring rescue helicopters sometimes require two These trips are only possible because Avistas and isolated Inuit commu- days to reach the Northwest Passage from the sea ice is melting, and their carbon- nities – what’s not to like for the jaded their bases in Newfoundland, Nova Scotia dioxide emissions contribute to even more traveller? and British Columbia. melting in years to come. This summer, thousands of people Oil spills are also a concern. A cruise Consider the emissions associated will sail the Arctic’s increasingly ice-free ship the size of Crystal Serenity carries with the Crystal Serenity: Passengers will waters. At the very top end, the world’s more than a million litres of fuel oil. In fly from their homes to Anchorage, and most luxurious cruise ship, the Crystal 2004, a much smaller cargo ship lost pow- return at journey’s end from New York. Serenity, will traverse the Northwest er in Alaska’s Aleutian Islands, was blown On board the ship, they will enjoy food Passage from Anchorage to New York aground and broke apart, spilling 1.2 mil- products that have also travelled great dis- City. The 1,070 passengers will pay up to lion litres of fuel oil. Almost none of it was tances. They will be cared for by 655 crew $120,000 (U.S.) for the privilege. recovered because of the remote location, members, each with their own smaller but But here’s the thing: Arctic cruises severe weather, and the near-complete still significant climate footprint. All the involve greater hazards and environmen- absence of oil-spill cleanup equipment while, the ship will be burning fuel oil for tal impact than just about any other kind and personnel. propulsion, heat of tourism. Crystal Serenity is very professionally and electricity. Michael Among the hazards are small chunks of managed, which will minimize the risks. The best argu- Byers holds icebergs called “growlers” that are excep- But the voyage will draw other cruise ment in favour the Canada tionally hard and float low in the water, ships north, making a serious accident of Arctic cruises Research Chair making them difficult to spot. In 2007, a almost inevitable. No one expected, in is that they raise in Global Poli- small ice-strengthened expedition cruise 2012, that the Costa Concordia would run awareness about tics and International Law ship struck a growler and sank during an onto well-charted rocks along the coast of climate change. at the University of British Antarctic voyage, in conditions similar to Italy. Witnessing a Columbia. He is the author those now found in the Arctic. And while Just as problematically, Arctic cruises beautiful ecosys- of International Law and climate change is melting the sea ice, constitute a form of “extinction tourism,” tem under threat the Arctic. which forms on the surface of the ocean in which people travel to see a species or can move some in winter, icebergs are actually increasing culture while they still can. people to action, in number, as melt water lubricates the Climate change is advancing quickly but I have also seen climate-change movement of land-based glaciers into the in the Arctic, threatening a food chain deniers double down on their beliefs when sea. based upon plankton and Arctic cod that sailing newly open Arctic waters. The Running aground is another hazard, have evolved to live in cracks and crevices issue is not whether the sea ice is melting, given that Arctic waters are poorly chart- under the sea ice. As the ice disappears, but whether we accept the scientific pro- ed. In 2010, an expedition cruise ship ran so do these species and the predators they cess that has produced thousands of peer- onto a shoal in the Northwest Passage that sustain, including beluga whales and polar reviewed articles explaining the cause. was not shown on marine charts. Fortu- bears. The Arctic is beautiful and threatened nately, the weather was good and a Cana- by greenhouse gas emissions, but so are dian Coast Guard icebreaker was only two the birds and flowers in your local park. If days’ sailing away. Arctic cruises involve you want a safe, climate-conscious vaca- Arctic weather is unpredictable and tion, try staying closer to home. l often severe. “Icing,” caused by ocean greater hazards and spray freezing onto the superstructure of This article first appeared in the Cana- a ship, is of particular concern because it environmental impact dian national newspaper, the Globe & can destabilize and even capsize a vessel. than just about any Mail and is reprinted with the permis- Yet search-and-rescue systems would sion of the author. be overwhelmed by any accident in the other kind of tourism.

The Circle 3.2016 13 Photo: euno, CC, Flickr.com so on. These relationships are great but you can’t feed your children on them. Our community members also expect the cruise ship passengers to buy local arts and crafts and to contribute to the economy in some way. Paying for the performances and tours is crucial but not always enough. We hold artists’ markets and provide every opportunity for the passengers to take a piece of the Arctic back with them. We love having the passengers try on sealskin hats and Crystal Cruises home page. mitts, talk to carvers about their unique sculptures made from soap stone, musk ox bone, caribou antler and sample new foods such as muskox sliders, caribou stew, smoked arctic char, muktuk (whale blubber), char jerky and cran- The view from shore berries. But this visit was going to test There has been a lot of interest in the voyage of the Crystal our capacity. When the Crystal Serenity anchored Serenity cruise ship through the Northwest Passage this off the shore of Cambridge Bay, the summer, not least from the communities where the giant tourists came into town in groups of 100 and stayed for two and a half hours. By liner stopped. Vicki Aitaok says future cruise operators breaking into these smaller groups, the could learn from the Serenity’s visit. town was never overflowing with people nor were we ever unable to handle them. The numbers worked wonder- Doubling our population for a day Since 2007 I have worked with a fully! sounds crazy. Can we do this? Do we small group of people in the community Economic advantages are huge on even want to do this? who like to help out during the cruise cruise ship days if we have the right These were only two of the questions ship season. Tour guides, performers, products and services. Passengers pay I kept asking elders, children, athletes, drivers. Five for the services provided to transport myself as the days a year I can provide them with them into town, show them around, and Vicki Aitaok residents of employment and there is never a short- ensure facilities are open and ready. is an entrepre- Cambridge Bay age of helpers. Serenity passengers left donations of neur and an (Cambridge The cruise ships spend about half a over $500 at the local Anglican church educator. She Baymiut) pre- day in the community and it is impor- out of the kindness of their hearts and runs the airport pared for the tant to me to make their day authentic spent more than $110,000 in products, concession and an outfit- arrival of the and memorable. We offer guided tours souvenirs and services throughout the ting company called Qaig- Crystal Serenity where they get to know the guide on a town. guit Tours and teaches cruise ship and first-name basis. Our cultural perfor- I’m happy to say we didn’t have any adult education programs its more than mances provide education – we teach bad experiences with the Serenity. The at the local college. 1000 passen- the guests a few Inuinnaqtun words, gers and 600 some arctic sports, throat singing and plus crew on Monday, August 29, 2016. drum dancing. We provide a fun fashion In order to make this a memorable day show with elders and youth dressed in Economic advan- for the passengers and for the people traditional clothing and carrying tools of Cambridge Bay, the whole town had and hunting equipment of the past. tages are huge on to be involved. I have been organizing The community members and pas- events around the arrivals of cruise sengers build relationships that last a cruise ship days if we ships for the past ten summers. But this lifetime. Personal details are shared have the right prod- was the largest ship we have ever had about community life, city life, the mer- visit our community! its of northern living vs southern, and ucts and services

14 The Circle 3.2016 people were very friendly and interested. One couple came off the first bus in the morning, stood and listened to my welcoming spiel about where to go and what to do and then politely requested to go back on the bus and back to the ship. I was quite shocked to tell you the truth! However, I learned later that this particular couple had done the same thing at every one of their Northern Crystal Serenity off Nome, Alaska.

stops. They wanted to be the first to get Photo: Austin Ahmasuk off the ship, the first to be in town, and then the first to get back on to the ship! But they were the exception and not the rule. Shipping and Indigenous In order for the community tours to be successful, the visitors need to show respect and be polite and kind. They may not be interested in trying muktuk, communities but no need to turn their nose up at it Austin Ahmasuk tate the development of Arctic port or make a rude remark as this would be systems in the Bering Strait region to very insulting to us. None of these pas- or over 100 years increased support export, response and regional sengers did that. They all handled the Arctic shipping has resulted in development.” new experiences with class and style. Nome, Alaska’s Native population The USACE facilitates these grandi- We anticipate and welcome a grow- Fhaving their land base taken out ose recommendations and has routinely ing number of ships coming to Cam- from underneath them. Merchant ves- executed them in the Port of Nome bridge Bay. However, the Crystal sels, fishing and transport vessels need since at least 1989. For all of its environ- Serenity spent two years preparing and piers, docks, and shoreside infrastruc- mental assessments in accordance with talking and listening before arriving. ture. This has required the Indigenous the National Environmental Protection Other ships need to do the same type of population to relinquish or have extin- Act, National Historic Preservation advance preparation in order for their guished all of their aboriginal rights for Act and the visits to be successful. the sake of high seas global commerce Clean Water Austin Cruise ship operators can prepare and trade. In that unrelenting quest for Act among Ahmasuk is an their passengers by having Inuit guides shoreside infrastructure no obstacle others, the Inupiaq born on their ships who are able to talk about must lay in the way: if a river mouth USACE and raised in the culture and code of ethics before was put in the wrong place by nature, it repeat- Nome. He is a arriving at the communities. There are must be moved to the proper location; edly reported hunter, fisher, trapper, and expectations that northern communi- if an archeological site is in the way it “Findings of occasional environmental ties cannot meet due to lack of infra- must be destroyed according to the U.S. No Signifi- activist in his community structure, such as high speed internet. Army Corps of Engineers (USACE) on cant Impact” Passengers and crew need to know this repeated occasions. in each of its before they get here so they won’t be One of the traditional place names for port development feasibility studies. disappointed. my home town of Nome is “Sanispik”. The AAPC must look to history for The residents of Cambridge Bay also The area is also called Sandspit by long- Arctic Port systems to become main- need to be better prepared. If we are to time Nome locals including myself. stream. Take for instance the Act of see more ships coming here and host Sandspit is now a totally different and Congress approved March 3, 1891, titled them properly, then more Cambridge highly engineered landform. Inner har- “An Act to repeal timber culture laws, Baymiut need to come out and get bor placements have changed what was and for other purposes” which allowed involved. There are lots of opportunities a traditional area for my fellow Alaska among other things for the town of for guiding, hosting, transporting, feed- Native people. Several Alaska Native Nome to file and survey its townsite. ing, performing, etc. We need advance families lived at Sandspit until they In all my years living in Nome I have commitment and reliability from all of were forced out by port development never heard a visitor describe Nome as our residents in order to provide proper which occurs at an alarming pace. In having any sort “timber culture” except services and products. l 2015 the Alaska Arctic Policy Commis- in reference to how we Nome-ites re- sion (AAPC) recommended to: “Facili- use wooden pallets. That historic and

The Circle 3.2016 15 sweeping act of Congress laid the foun- A whitecoat harp seal pup lying on the ice in dation for what was the first of many the Gulf of St. Lawrence, Canada, 2003. allowing Congress to pave the way for Photo: International Fund for Animal Welfare Animal Rescue Blog, CC, Flickr.com further development in Nome. Accord- ing to the field notes of United States Survey No. 451 “of the outboundaries of Nome Townsite” made by the U.S. Dep- uty Surveyor for Alaska, from August 1, 1903 to August 10, 1903 on page 288 he solemnly swore the following:

“that said survey includes no land to which the Natives of Alaska have prior right by virtue of occupation;”

We are the first people of Alaska. There are hundreds of photographs that depict the historic life of Alaska Native people including dog sleds, Eskimo dances, beautiful works of art, and native peoples themselves. Thankfully the photographers of the day captioned their work. The April 2016 U.S. Committee on the Marine Transportation System con- servatively estimates that ship traffic in the Bering Strait may double from 2013 to 2025. For northwest Alaska, The Alaska Department of Environmental Conservation documented 14,653 gallons of oil or hazardous substances were spilled into the environment in 2014. It turns out that is an average amount spilled annually in northwest Alaska. I have reviewed many of those situation reports and there are two striking takeaways from reading them: rural Alaska Native communities are the first responders to those events and sec- ondly, rural Alaska Native communities don’t have enough resources to respond to spills. Alaska Native ways of knowing are seldom incorporated in state or federal decision making and that sad truth should be remedied. We have something to offer and can help make better decisions that will address social, economic, and environmental needs. We have traditional knowledge; we have assisted in the development of science, and adapt- ed old ways with modern life. You need to consult us as partners in protecting the Arctic environment. l

16 The Circle 3.2016 Icebreakers and ice-breeding seals When Arctic seals select a birthing site, many choose a location where the ice is stable enough to last until the newborn pup is ready to enter the water. If a ship comes crashing through the nursery site, the pup’s survival is seriously compromised. Susan Wilson and Simon Goodman say steps can be taken to reduce the threat of Arctic shipping to ice-breeding seals.

The Circle 3.2016 17 overlap between pinniped species ranges and main Arctic and sub-Arctic shipping routes

Species Overlap with shipping route

NWP1 NSR2 TSR3 ABR4 Baltic Caspian

Harp seal XXXX

Ringed seal X X X X X

Bearded seal XXXX

Hooded seal X XX

Walrus XXXX

Ribbon seal X

Largha seal X

Harbour seal X

Grey seal X X

Caspian seal X Map showing principal northern ship-

1. Northwest Passage. 2. Northern Sea Route. 3. Transpolar Sea Route. 4. Arctic Bridge Route. ping routes where ice-breaking vessels and seals are likely to overlap.

ThE RAnGES Of TEn SPEcIES of ice- energy loss to both is considerable. seals. Regulators and shipping opera- breeding pinnipeds (seals and walruses) Mammal scientists began raising con- tors could then decide to reduce traffic are overlapped by principal shipping cerns over the effects of Arctic shipping in those areas at sensitive times, or routes in the Arctic as well as in the on breeding and birthing sites in the develop codes of practice for responsive Baltic and Caspian seas. In addition, early 1980s. Increases in oil and mineral mitigation measures when transiting localised shipping, in areas such as in extraction, bigger and more powerful through them. the Russian White, Pechora, N. Okhotsk vessels along with new shipping routes Vessel captains and crews also need and Kara seas, also traverses the breed- for transportation of goods facilitated by to develop awareness and assume ing range of some species. When ships a warmer Arctic allowing ever-increas- responsibility for ensuring their ships plough through breeding sites, mothers ing shipping traffic have only increased do not penetrate seal areas and especial- usually try to these threats. But the devastation of ly do not cause disturbance to mothers SuSAn WIL- escape with pinniped herds can be avoided. and young. This will require a commu- SOn is director their pups The first step is for international nication network between seal survey of Tara Seal across the ice. shipping regulators to have seasonal teams, contract company management, Research, chair Those that breeding seal distribution maps for shipping logistics control and vessel of the Seal can’t are often all shipping routes, thus avoiding the captains. Safe ship-seal distances are Conservation Society & crushed; those most vulnerable seal ice. Such map- already known for some species – for co-director of Seal Conser- that can are ping will require updated aerial surveys example 500m for harbour seals on ice vation Solutions displaced from and possibly also satellite imaging. This floes in Alaska, 600–800m for walruses the nursery can help identify locations and time in Alaska and 150–200m for Caspian SImOn GOOD- site, and pup periods of elevated risk of shipping on seals, although safe distances for most mAn’S research and mother can species still need to be determined. Ulti- focuses on become sepa- mately it is the vessel Captain’s respon- marine mam- rated. Even if sibility to ensure that safe distances mals, conserva- a mother does between ship and seals on ice are main- tion biology, manage to lead the DevAstAtion tained at all times. It is possible that disease ecology and popu- her pup to com- oF pinnipeD herDs modern drone technology will facilitate lation genetics. parative safety, surveying vessel paths in potential seal the stress and cAn be AvoiDeD areas. Avoidance of ringed seals during

18 Thethe Circlecircle 3.2016

TheCircle0316.indd 18 29.09.2016 20.05 the breeding season is an exceptionally seals and walruses, in Russian waters difficult challenge, because these seals Avoidance of ringed for the Baltic ringed seal and grey seals, are not only widely dispersed (up to 2 seals during the and in Kazakhstan for the Caspian seal, seals per km2) but are mostly invisible in but regulatory protocols and practical the water beneath the ice and with pups breeding season is implementation outside the U.S. have in snow-covered lairs which are invis- yet to be developed. The International ible from the surface. It is possible that an exceptionally dif- Maritime Organization (IMO) Polar modern defence-grade infrared technol- Code includes a code for marine mam- ogy may be used to detect lairs ahead of ficult challenge mal avoidance to minimise the risk of vessels, either from drones or from high ship strikes with cetaceans, which could points on the vessel. be developed to also apply to pinnipeds All ships known to be traversing on ice. The Arctic Council’s Protection potential seal ice should carry specially information to help assess potential of the Arctic Marine Environment rec- trained seal observers who will identify impacts and refine mitigation measures ommends working on this with IMO, seals on ice at a distance and advise the and operating procedures. while the Conservation of Arctic Flora captain accordingly. They would also Legal frameworks for protecting pin- and Fauna recommends flexible and record species and location, presence of nipeds from international shipping adaptable wildlife and habitat manage- young, distance from the vessel, vessel are currently poorly defined or absent. ment and marine spatial planning. Thus speed, vessel/seal encounters less than The U.S. Marine Mammal Protection far, therefore, we are seeing only good the designated safe distance for each Act protects seals in US waters, and intentions directed towards marine species, and report back to contracting designates a statutory safe distance mammals in general, mainly cetaceans companies and any regulatory authori- between ships and walruses. Frame- in open waters, and not yet targeting the ties. This would provide quantitative work protection exists in Norway for all protection of seals on ice. l

Russian nucelar-povered ice breaker 50 Let Pobedy (50 Years of Victory). Photo: Christopher Michel, CC, Flickr.com

The Circle 3.2016 19 Arctic Spills The ability to combat Arctic oil spills is limited. Nancy Kin- ner says even in open waters, oil recovery will likely be much lower than in other regions because equipment such as skimmers and booms isn’t quickly available to prevent extensive spreading.

Once on site, oil recovery equipment Oil spilled in ice-infested waters is is further hampered by limited power even more problematic. While oil can availability and often spotty internet be trapped in the leads in the ice, facili- connectivity. Natural weathering pro- tating its collection, it is also likely oil cesses such as ultraviolet light from released from a ship may be trapped the sun, evaporation and dispersion under the ice. If the ice is forming, oil by wind and waves may lead to persis- may be trapped within it. When the ice tent slicks comprised of heavier and melts months later, relatively fresh oil less degradable oil compounds. Use of can be re-released onto the surface of chemical dispersants is considered one the ice or into the water column. Oil can of the few viable response tools in open also be transported by brine channels waters because they can be more rapidly within the ice to the critical ice-seawater Informed decision-making is key to deployed by aircraft. The key is having interface where many organisms col- effective spill response. That means the correct dispersant formulation for lect and feed during the winter. Finding responders must have access to the colder and less saline water. Dispersants and removing oil frozen into the ice has most current and accurate conditions are also viewed negatively by some sec- not been adequately addressed, though to minimize the uncertainties associ- tors of the public. research is on-going. ated with their actions. Furthermore, decision-makers must have good estimates of where and when the oil will be transported and what its fate will be. Some of the most important data necessary to make the best decisions concern the potential impacts of the oil on biota and humans (e.g., natural and human resources). Decision-makers know oil spills are “bad” and their job is to select from the available response strategies that make the impacts the “least bad”. The reality is that environmental trade offs must often be made, especially when there are not many response or equipment options available. Addition- ally, our knowledge of Arctic ecosystems is limited because they are rapidly shifting due to climate change. Data available on the ecosystems has increased

20 The Circle 3.2016 Oil spill response barge and support ship in the port of Valdez, Alaska, United States. Photo: Scott Dickerson / WWF-US in the past several years as part of the significant threat to the sensitive eco- performed to return the environment to inventories required for oil drilling. The systems of the Arctic, especially when pre-spill conditions. Arctic nations have also decided to use these natural and human resources are Whether the spill is from a cruise Arctic ERMA® (the Environmental already threatened by the rapidly chang- liner, merchant ship, or barge; the cause Response Management Application) as ing conditions brought on by climate is bad weather, poor charting or human a common operating picture for data change. Only with a coordinated effort error; the release is a crude Bunker C during response. Still, vast areas exist by the Arctic nations can the issues of or soybean oil; the impacts on Arctic where “baseline” data are not avail- effective oil spill response be addressed. ecosystems able to inform spill response decision- It is particularly important that Russia will likely be Nancy Kinner making. be actively engaged in these endeavors devastating and is director of Greater vessel traffic in Arctic waters because that nation has the longest very difficult the University will increase the probability of oil spills. Arctic coastline and the most active sea to mitigate/ of New Hamp- While these spills will be limited to the route, and the U.S./Russian boundary is restore. The shire coastal maximum capacity of oil/petroleum in the constricted Bering Sea region. reality is not if Response Research Cent- products on the ship, they pose a very The best approach to the problem of there will be an er & the Center for Spills & Arctic oil spills from ships is improved Arctic oil spill Environmental Hazards prevention, planning and prepared- due to ship- ness. When an accident happens, there ping, but when must be: response equipment readily and how frequently such accidents will Greater vessel traffic available, effective communication, and happen. The question we must answer rapid access to data, especially along is how effective the responses will be in in Arctic waters will the planned vessel routes. In addition, minimizing the impacts. Only time will increase the prob- U.S. law requires that a damage assess- tell if national and international coop- ment of natural and human resources eration will be sufficient to meet the ability of oil spills. be conducted, so that restoration can be challenge. l

The Circle 3.2016 21 The Polar Code Implementation of the Polar Code is scheduled to take place in January 2017. Michael Kingston says all concerned parties including operators, flag states, insurers, financial markets, and port state control must be educated about its provi- sions.

The Polar Code is a binding inter- as we make it through national framework to protect the education and enforce- two Polar Regions from maritime and ment. We all have a duty environmental risks. It is being imple- to assist in that process. mented through Ensuring all concerned Michael amendments to parties are aware of the Kingston the three cor- rules lessens the risk of is an expert nerstone Inter- a third party or a rogue on Arctic risk national Mari- operator causing an and the Polar time Organisa- environmental crisis in Code. He is working with tion Conven- a sensitive place like the PAME’s Shipping Expert tions that deal Arctic. Group on the Arctic Marine with Safety Determining the Best Practice Information of Life at Sea potential worst case Forum. (SOLAS), pollu- scenario needs to be tion (MARPOL, explained in the Opera- the Interna- tor’s Polar Waters Opera- tional Convention for the Prevention tion Manual, which must of Pollution from Ships), and Crew include information such Training and Certification (STCW). This as hydrographical data, means that it has avoided the delays meteorology, crew train- familiar with other standalone Conven- ing, communication, ice tions that take years to ratify. The Polar charting, etc. Getting the best standards This can best be accomplished by Code is therefore an example of what for these inputs would equate to naviga- inviting the experts in these naviga- we can achieve before a major disaster tional safety, and help educate all deci- tional inputs, (for example the World occurs – but it will only be as effective sion makers in the stages of the process. Meteorological Organisation, the Inter-

22 The Circle 3.2016 Iced up off the Alaska Penin- sula. Too much ice can danger- ously affect a ship's stability.

trol – to participate in an annual forum to explain the latest developments in put simply, peo- their specific areas of expertise. This forum, the Arctic Marine Best Practice ple do not know Information Forum would require that where to get reli- each participant be responsible for gathering the latest developments on a able information. cross-jurisdictional basis and for updat- ing the forum. It is also recommended participants maintain an up-to-date website with the best standards as they a number of NGOs such as the World are created and evolve. The ultimate Wildlife Fund, the Pisces Foundation, aim would be a “go to” site for the best Pacific Environment, the Wildlife Con- information, practices and procedures servation Society, Ocean Conservatory, on a continual basis as well as a place to the Oak Foundation and Climateworks find out how to make productive further unanimously backed this proposal in enquiries. Currently, that knowledge principle. is lacking – put simply, people do not It is possible that, with supreme know where to get reliable information. effort, such a forum could be established The Arctic Council working group in time for the April 2017 handover of – Protection of the Arctic Marine the Arctic Council Chairmanship from Environment (PAME) – unanimously the US to Finland. Of course the Polar backed further investigation into the Code comes into force as of January, proposal for an annual forum and work 2017 so this effort is extremely timely is currently being carried out by their and important. Shipping Expert Group to achieve this. It is also heartening to see this level It is hoped that the proposal will then of cross-jurisdictional collaboration be recommended to the Senior Arctic across the Arctic between governments, officials from each Arctic State for each industry, NGOs, Indigenous peoples country to endorse this. and other players working to promote Clearly this is a great opportunity the correct atmosphere and actions con- for the Arctic Council to show how it is cerning marine operations, the impact working with industry and the Inter- of which can ultimately be broadened to national Maritime Organization. It is operations currently not covered by the also refreshing to see the leadership Polar Code such as fishing and leisure Photo: Crew and Officers of NOAA Ship Miller Freeman, CC, Flickr.com Photo: Crew and Officers of NOAA being shown by PAME and representa- craft. l national Ice Charting Working Group, tives from other involved Arctic Council Indigenous knowledge etc.) together Groups. It should be noted that at an with operators, flag states, insurers, important meeting on Arctic shipping financial markets, and port state con- in Seattle, Washington earlier this year,

The Circle 3.2016 23 Return WWF Arctic Programme 275 Slater Street, Suite 810, Ottawa ON, K1P 5H9, Canada

The picture Lost expedition’s ship found

Archaeologists have found the long lost ship of British polar explorer Sir John Franklin. The HMS Terror was found in the eastern Queen Maud gulf in September, 2016. The discovery challenges the accepted history behind one of polar exploration’s greatest mysteries. HMS Terror and Franklin’s flagship, HMS Erebus, were abandoned in heavy sea ice far to the north of the eventual wreck site in 1848, during the explorer’s doomed attempt to traverse the Northwest Passage. All 129 men on the Franklin expedition died.

Why we are here To stop the degradation of the planet’s natural environment and to build a future in which humans live in harmony with nature.