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Arctic and Antarctic Research Institute” Russian Antarctic Expedition
FEDERAL SERVICE OF RUSSIA FOR HYDROMETEOROLOGY AND ENVIRONMENTAL MONITORING State Institution “Arctic and Antarctic Research Institute” Russian Antarctic Expedition QUARTERLY BULLETIN ʋ2 (51) April - June 2010 STATE OF ANTARCTIC ENVIRONMENT Operational data of Russian Antarctic stations St. Petersburg 2010 FEDERAL SERVICE OF RUSSIA FOR HYDROMETEOROLOGY AND ENVIRONMENTAL MONITORING State Institution “Arctic and Antarctic Research Institute” Russian Antarctic Expedition QUARTERLY BULLETIN ʋ2 (51) April - June 2010 STATE OF ANTARCTIC ENVIRONMENT Operational data of Russian Antarctic stations Edited by V.V. Lukin St. Petersburg 2010 Editor-in-Chief - M.O. Krichak (Russian Antarctic Expedition –RAE) Authors and contributors Section 1 M. O. Krichak (RAE), Section 2 Ye. I. Aleksandrov (Department of Meteorology) Section 3 G. Ye. Ryabkov (Department of Long-Range Weather Forecasting) Section 4 A. I. Korotkov (Department of Ice Regime and Forecasting) Section 5 Ye. Ye. Sibir (Department of Meteorology) Section 6 I. V. Moskvin, Yu.G.Turbin (Department of Geophysics) Section 7 V. V. Lukin (RAE) Section 8 B. R. Mavlyudov (RAS IG) Section 9 V. L. Martyanov (RAE) Translated by I.I. Solovieva http://www.aari.aq/, Antarctic Research and Russian Antarctic Expedition, Reports and Glossaries, Quarterly Bulletin. Acknowledgements: Russian Antarctic Expedition is grateful to all AARI staff for participation and help in preparing this Bulletin. For more information about the contents of this publication, please, contact Arctic and Antarctic Research Institute of Roshydromet Russian Antarctic Expedition Bering St., 38, St. Petersburg 199397 Russia Phone: (812) 352 15 41; 337 31 04 Fax: (812) 337 31 86 E-mail: [email protected] CONTENTS PREFACE……………………….…………………………………….………………………….1 1. DATA OF AEROMETEOROLOGICAL OBSERVATIONS AT THE RUSSIAN ANTARCTIC STATIONS…………………………………….…………………………3 2. -
Arctic Passage 1 the Northwest Passage Is the Sea Route Linking the Atlantic and Pacific Oceans
Original broadcast: February 28, 2006 BEFORE WATCHING Arctic Passage 1 The Northwest Passage is the sea route linking the Atlantic and Pacific Oceans. The Franklin Expedition traveled from England PROGRAM OVERVIEW to western Greenland through what NOVA recreates the expeditions of Sir is now Baffin Bay, then on to Resolute Island. Some believe the John Franklin and Roald Amundsen, crew made it as far as King William two Arctic explorers who set out to Island. Have students plot the fi nd the legendary Arctic sea route Northwest Passage on a map known as the Northwest Passage. and estimate its distance. 2 Organize the class into five teams. Hour one of the program: As they watch the program, have • tells how Sir John Franklin and his British Admiralty crew of 128 men four of the teams track one of the set out in May of 1845 with two ships to fi nd the mythical route following types of evidence related to why the expedition failed: connecting the Atlantic and Pacifi c Oceans. diseases, health issues and physical • notes the food and other provisions brought on the journey. remains; ship-related artifacts; Inuit • presents the types of evidence that historians relied on to determine testimony; and written notes and what happened to the expedition—artifacts that included a written journals. Have a fifth group keep track of when events occurred. note, ice core data, interviews with Inuit, and forensic analysis of body remains. • pieces together an account of where expedition members traveled and how they may have died. AFTER WATCHING • explains how Franklin and 20 percent of his crew died two years into 1 Have students refer to their notes the expedition; the fi nal four crew members died after six years on the ice. -
Opportunities and Challenges of the Northern Shipping Passages
OPPORTUNITIES AND CHALLENGES OF DEVELOPING THE NORTHERN SHIPPING PASSAGES Halia Valladares Montemayor, Ph.D., Bissett School of Business, Mount Royal University Kelly Moorhead, Bissett School of Business, Mount Royal University Introduction The aim of this research is to study the implications of the topographical changes in the Arctic and how this affects the NSP, this will also include all the historical countries involved by bordering this territory. It is said that, due to climate change and global warming, the Arctic Ocean is undergoing some significant topographical changes. There increasingly less ice, and this is opening up new opportunities for shipping routes. It has been proposed by Kefferpütz (2010) that, before the end of the twenty first century, the temperatures in the Arctic are expected to increase from four to seven degrees Celsius (p. 1). The earlier models predicted that the Arctic could be ice free by the summer of 2030. Evidence showed that in 2008 there was a 65 percent decrease in Arctic ice. The greatest decrease in the summer Arctic ice caps on record was from 2007 to 2009. Although, there is not a 100 percent accurate date as to when the Arctic will be free of ice, Canada and other Northern countries should begin to strategize how to utilize the new Arctic passages that will becoming available. This could involve setting up new shipping routes, navigational aids, ports, and developing new equipment to deal with icy conditions. Not only does the Arctic offer new shipping routes, but also, 13 percent of the world’s oil reserves and 30 percent of the world natural gas resources are said to be in the Arctic. -
Asian Countries and Arctic Shipping
Arctic Review on Law and Politics Peer-reviewed article Vol. 10, 2019, pp. 24–52 Asian Countries and Arctic Shipping: Policies, Interests and Footprints on Governance Arild Moe* Fridtjof Nansen Institute Olav Schram Stokke University of Oslo, Department of Political Science, and Fridtjof Nansen Institute Abstract Most studies of Asian state involvement in Arctic affairs assume that shorter sea-lanes to Europe are a major driver of interest, so this article begins by examining the prominence of shipping con- cerns in Arctic policy statements made by major Asian states. Using a bottom-up approach, we consider the advantages of Arctic sea routes over the Suez and Panama alternatives in light of the political, bureaucratic and economic conditions surrounding shipping and shipbuilding in China, Japan and the Republic of Korea. Especially Japanese and Korean policy documents indicate soberness rather than optimism concerning Arctic sea routes, noting the remaining limitations and the need for in-depth feasibility studies. That policymakers show greater caution than analysts, links in with our second finding: in Japan and Korea, maritime-sector bureaucracies responsible for industries with Arctic experience have been closely involved in policy development, more so than in China. Thirdly, we find a clear tendency towards rising industry-level caution and restraint in all three countries, reflecting financial difficulties in several major companies as well as growing sensitivity to the economic and political risks associated with the Arctic routes. Finally, our exam- ination of bilateral and multilateral Chinese, Japanese and Korean diplomatic activity concerning Arctic shipping exhibits a lower profile than indicated by earlier studies. -
The Future of Arctic Security the Geopolitical Pressure Cooker and the Consequences for the Netherlands
The future of Arctic security The geopolitical pressure cooker and the consequences for the Netherlands Dick Zandee Clingendael Report Kimberley Kruijver Adája Stoetman The future of Arctic security The geopolitical pressure cooker and the consequences for the Netherlands Dick Zandee Kimberley Kruijver Adája Stoetman Clingendael Report April 2020 April 2020 Cover photo: © The Arctic Institue Unauthorized use of any materials violates copyright, trademark and / or other laws. Should a user download material from the website or any other source related to the Netherlands Institute of International Relations ‘Clingendael’, or the Clingendael Institute, for personal or non-commercial use, the user must retain all copyright, trademark or other similar notices contained in the original material or on any copies of this material. Material on the website of the Clingendael Institute may be reproduced or publicly displayed, distributed or used for any public and non-commercial purposes, but only by mentioning the Clingendael Institute as its source. Permission is required to use the logo of the Clingendael Institute. This can be obtained by contacting the Communication desk of the Clingendael Institute ([email protected]). The following web link activities are prohibited by the Clingendael Institute and may present trademark and copyright infringement issues: links that involve unauthorized use of our logo, framing, inline links, or metatags, as well as hyperlinks or a form of link disguising the URL. About the authors Dick Zandee is Head of the Security Unit at the Clingendael Institute. His research focuses on security and defence issues, including policies, defence capability development, research and technology, armaments cooperation and defence industrial aspects. -
Earth and Human Activity: Arctic Passage Exploration Grade 5
Earth and Human Activity: Arctic Passage Exploration Grade 5 Standards Wisconsin’s Model Academic Standards for Science (WMAS) B. Nature of Science B.4.1 Use encyclopedias, source books, texts, computers, teachers, parents, other adults, journals, popular press, and various other sources, to help answer science-related questions and plan investigations C. Science Inquiry C.4.1 Use the vocabulary of the unifying themes to ask questions about objects, organisms, and events being studied C.4.2 Use the science content being learned to ask questions, plan investigations, make observations, make predictions, and offer explanations C.4.3 Select multiple sources of information to help answer questions selected for classroom investigations C.4.5 Use data they have collected to develop explanations and answer questions generated by investigations C.4.6 Communicate the results of their investigations in ways their audiences will understand by using charts, graphs, drawings, written descriptions, and various other means, to display their answers C.4.7 Support their conclusions with logical arguments C.4.8 Ask additional questions that might help focus or further an investigation G. Science Applications G.4.1 Identify the technology used by someone employed in a job or position in Wisconsin and explain how the technology helps Next Generation Science Standards (NGSS) Earth and Human Activity 5-ESS3-1. Obtain and combine information about ways individual communities use science ideas to protect the Earth’s resources and environment. Common Core State Standards (CCSS) Language - Vocabulary Acquisition and Use L.5.4b Use common, grade-appropriate Greek and Latin affixes and roots as clues to the meaning of a word (e.g., photograph, photosynthesis Objectives ● Students will be able to define the terms resources, environment, and conservation. -
BRICS: a L R E L a T I O N S the New Syndicate Q U a R T E R L Y R E V I E W | O C T O B E R - D E C E M B E R 2 0 1
BRICS: The new Syndicate 1 Bi-annual Review Gateway House Quarterly Review GATEWAY HOUSE Indian Council on Global Relations Quarterly Review | October- December 2011 Bi-annual Review January – June 2012 Letter from the Executive Director Manjeet Kripalani Executive Director Gateway House: Indian Council on Global Relations his quarter was dominated by the BRICS alliance. The first BRICS meeting to be held in India was hosted Tin New Delhi on 29 March 2012. The big announcement was the possible establishment of a BRICS Bank – an alternative and supplement to the World Bank and IMF that currently dominate international development financing today. The rest of the world is skeptical about what they see as diverse developing nations trying their hand at institu- tional financial independence. But given the stresses that are threatening the most ambitious financial integration project – the Euro – a new international financial alliance that can keep in mind the lessons from the Euro’s strains, may be a worthwhile experiment for the developing economies. A key concern: Keeping the Renminbi as a partner currency, and making sure it does not dominate (page 7). Meantime, the BRICS are experiencing troubles of their own: India and China are slowing down economically, and as Gateway House points out, while China is by design, while India’s is involuntary. Putin’s re-election has evoked public protest, but there is also a new xenophobic dimension of nationalism in the country which is noteworthy (page 26). Brazil’s currency is too strong and growth has slowed significantly for the grouping to benefit from each others’ strengths, they must learn from each other – and India and Brazil provide some examples (page 31). -
The Opening of the Northern Sea Routes
Volume 9 • Issue 19 • May 2016 THE OPENING OF THE NORTHERN SEA ROUTES: THE IMPLICATIONS FOR GLOBAL SHIPPING AND FOR CANADA’S RELATIONS WITH ASIA* Hugh Stephens SUMMARY All the excitement around the great possibilities that the opening of the Northwest Passage could offer the shipping industry — and Canada — could not last. Just a few years ago, as sea ice in the North seemed to be steadily melting away, observers were eagerly tallying up the savings in time, fuel and costs that a reliably ice-free route across the top of the planet would provide for shippers. A couple of trial runs only confirmed that for shipments from Asia to Europe or North America, or the other way around, the route could shave thousands of kilometres off each trip, compared to journeys through the Suez or Panama canals. Rapid growth in shipping traffic across the Northwest Passage and its sister route, the Northern Sea Route, seemed not just inevitable, but imminent. Just a short while later, it now seems neither imminent nor inevitable. The retreat in sea ice may persist, but it is evident that due to regular fluctuations in ice coverage, the Northwest Passage will not be reliably ice-free for many, many years, if ever. Shipping may be more possible through the Northwest Passage than it was in the past, but it will not be consistently unobstructed. The challenges of ice combined with Arctic weather conditions may well mean that any shipping through the passage is slower than expected. Other complicating factors include uncharted or poorly charted sea lanes and the difficulty in securing insurance for Arctic shipping. -
Shipping Dynamics of an Emerging Arctic WORKING PAPER Joseph M
Shipping Dynamics of an Emerging Arctic WORKING PAPER Joseph M. Klein Claremont Graduate University 91711 Claremont, California, United States [email protected] Abstract. The Arctic Passage has long been idealized as the Holy Grail of global commerce and navigation. As the Arctic sea ice continues to recede into the mid twenty-first century, trans-polar shipping is becoming an enticing economic opportunity. Theoretically, an ice-free Northern Sea Route, (NSR) North of Russia offers significantly decreased travel distance between Asia, Europe, and North America in comparison to the existing Suez and Panama Canal Routes and thus, decreased fuel costs. Nevertheless, political, economic, and climatological factors inhibit its growth as a major trade route, and the leading subject-matter experts are divided regarding the extant of increased traffic along the NSR and how much traffic will be diverted from Suez and Panama. Scholars such as Lasserre et. al have identified notable increases in commercial Shipping in the Arctic and forecast the sector to continue to grow based on the leading climate models predicting a continued decrease in the extant of Ice in the foreseeable future. Others, such as L. Brigham from the University of Alaska Fairbanks, forecast much more moderate growth due to size constraints on a vessel owing to shallow waters and the ever-present ice in the winter months. Alternatively, C. Ø. Hansen et. al approached the issue from a system of equations approach to the problem, with variables such as number of ice-free days, the price of oil, and tonnage capacity of a vessel, to identify the values of key variables that would lead to increases in Arctic Shipping. -
Winter Solstice (Shortest Track), and the Spring and Fall Equinoxes (Medium Track)
Solstice and Equinox (“Suntrack”) Season Model Philip Scherrer & Deborah Scherrer, Stanford Solar Center Introduction This physical model simulates the Sun’s tracks across the sky at summer solstice (longest track), winter solstice (shortest track), and the spring and fall equinoxes (medium track). A bead simulates the Sun moving from rising along the eastern horizon to setting on the western. The bead can be moved from track to track to demonstrate the solstices and equinoxes. The model is made to accurately represent the user’s latitude. Many people are confused about the meaning of solstices and equinoxes. Verbal descriptions are often inadequate because they are difficult to envision or overly technical. Imagery is helpful, but some have trouble understanding the perspective of the imagery. This physical model was developed (over years) to enhance the teaching of the solstice and equinox concepts, as well as being helpful in understanding solar alignments of cultural and archaeoastronomy sites. A quote from Cidney Webster, National Park Service: My program was a guided walk through the park and the topic was the winter solstice. ... I copied a diorama used by Dr. and Mrs. Scherrer during the training that demonstrated the Sun's position in the sky at different times of the year. This became my most effective teaching tool. Everyone loved the diorama!" Includes instructions for a simple, low-cost version made from paper plates and pipe cleaners. © Stanford University; permission to use granted for educational & noncommercial purposes -
Anthology of Arctic Reading: General
Anthology of Arctic Reading: General General Works This miscellaneous section includes works of general interest, some not specifically Polar, works of multiple expeditions, and works dealing with long period of Arctic exploration. Also included in this general section are excerpts from whaling books not associated with individual voyages, and not exclusively polar journeys. Allan, Mea. The Hookers of Kew 1785-1911. London: Michael Joseph, 1967. Joseph Hooker was part of the Erebus and Terror Antarctic expedition led by James Clark Ross, an expedition poorly equipped for scientific investigation p. 113, quotes Hooker himself: Except for some drying paper for plants, I had not a single instrument or book supplied to me as a naturalist—all were given to me by my father. I had, however, the use of Ross’s library, and you may hardly credit it, but it is a fact, that not a single glass bottle was supplied for collecting purposes, empty pickle bottles were all we had, and rum as preservative for the ship’s stores. Anderson, Charles Roberts. Melville in the South Seas. New York: Columbia University Press, 1939. Melville joined the navy in August 1843, and joined the United States in Honolulu in 1844, spending fourteen months on U.S. naval duty between Honolulu and Boston, arriving there in October 1844. p. 358, in Honolulu: The next thirty days were spent preparing for the homeward-bound cruise. A number of men and officers whose terms of service had not expired were transferred to ships that were to remain on the station. Among these were Midshipmen Samuel R. -
Counter Piracy Conference Dominates This Week As Somali President Asks for Funds to Eradicate Piracy Within a Year As Puntland Force Loses Funding
23 - 29 Jun 2012 Talk talk; Freedom gained and freedom unheralded - Counter piracy conference dominates this week as Somali president asks for funds to eradicate piracy within a year as Puntland force loses funding. Somalia and Somaliland come together after 21 years. Pirates attempt surprise attack by hiding under blankets leading up to an attack. South African couple tell of the trauma of captivity. Pirates release two dhows but no details given on circumstances. Piracy causing environmental impact through vessel oil spill; only summer monsoon has a measurable effect on attacks. Gulf of Guinea is the second piracy front. So is it the military which are saving our seafarers, or is it the increased use of armed guards? Or perhaps both… Sri Lanka considers piracy as a serious security problem which must be addressed and dealt with forcefully including greater cooperation and information sharing, similar vein to Dubai conference. Japan warships visit India as they share converging views on the maritime areas of anti-piracy, humanitarian assistance, disaster relief, information sharing. India will need to devise its own response to the challenge of piracy in the Indian Ocean. Indian city to establish a special trauma management care unit for seafarers and their families, affected by Somali piracy. Heightened diplomatic tension suggests that combating piracy might at times be used as a means to demonstrate goodwill and diffuse tension between political rivals says report. Djibouti opens new Naval Operations Centre. Presentation states that 220 Maritime Security Companies are in business now with 75% based in the UK. British investigator, killed by car bomb in Yemen, doubted that an oil tanker, the Brillante Virtuoso, had come under attack from Somali pirates armed with guns and grenades.