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The NSR-project / Northern Sea Route Research- and Rescue Center

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Page 1: Diploma book pt1

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04 P R O G R A M

64 A C T U A L I T Y

98 I N F R A S T R U C T U R E

118 S I T E S T U D Y

222 P O S S I B I L I T I E S

308 C O N C E P T

414 S C H E M A T I C

504 A P P E N D I X

88 Investments

130 1. Vrangelya146 2. Provideniya / St.Lawrence176 3. Anadyr192 4. Diomede Islands

224 Territorial248 Geopolitical268 Phenomenological284 Performing

310 Interview316 Challanges350 Response362 Floating390 Land Based404 Orbiting

416 Floating418 Tool Board438 Models464 Land Based466 Tool Board488 Models

Side CHAPTER

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Oslo school of Architecture and Design

Student:

Supervisor:

Co-Supervisor:

Carina ElgvinPh: 95961138

Neven Fuchs-MikacPh: 92021765

Joana Sa LimaPh: 45484894

Norwegian- produced X-Bow ship travels northern sea route. 6

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06 I N T R O0810 M A P S1214 1618202224 D E V E L O P -

26 M E N T 2830 I C E323436 F U T U R E3840 P R O J E C T

42 P R O G R A M

444648 A P P E N D I X

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Project briefNortheast passage introductionImportant shipping routes (world)+ and - of NEPArctic Ocean boundariesWho owns the Arctic?Arctic Sea RoutesMain shipping routes (NSR)Preliminary shiping routesTransported cargoDevelopment of shipsAccidentes / IncidentsIce evolution2011 Arctic sea iceIce extentPlanned arctic rescue centersScenarioSite ZoneProgramDelivered materialSemester sceduleResourcesPhotos

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North Russia

North East

Norway

Node

Navigate

Need

Sea route

Station

Shipping

Structure

Seek

Safety

Ship

Satellite

System

Sailor

Sight

Session

Rig

Rescue

Russia

Rehabilitation

Rescuing

North East Passage ReSearch- and Rescue Center

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The NSR- project is to design a research- and rescue center that could be located in different strategical sites along the NSR, where the ice is not permanent. The structure´s main purpose is to manage and secure navigation along the route, to pre-vent catastrophes and help in accidents that are already there, to establish research hub concerning all relevant issues (political, maritime, ecological, technical) of NSR, and also to create an inspiring meeting point to discuss the future of this emergent arctic transport route.

The NSR is marked in pink, while the density of sea traffic in general is marked in white.

NSR- Northern Sea Route is a part of the NEP- Northeast Passage, which streches from Europe to Asia via. northern Russia. NSR is the name of the route between Kara Sea- and Bering Sea.

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The fact that the ice melts around the Arctic Ocean has in recent years made it possible for tankers to transport goods from Europe to Asia as an alternative to the somewhat longer Suez Passage.

Northeast Passage is the name of the sea route that stretches from northern Eu-rope over the Barents Sea, along Siberia to the Bering Strait, then further on to Japan or other Asian countries. (It´s the eastern part of the Northern sea route, the western part stretches from Europe, through Baffin Bay in Canada and over Alaska).

For a tanker, the route through the Northeast passage takes just over two weeks, almost half the time it takes to run through the Suez Canal. But as a result of ice conditions in the Arctic, the Northeast Passage will (for now) only be used between June and October, and even then the ship, in most cases, must be ac-companied by icebreakers.

However, the Arctic presents big busi-ness opportunities for commercial ship-ping in the future. Oil, gas and mineral exploitation as well as fishing and tourism in this arctic areas will need a new infra-structure. This development is more real-istic than ever before due not only to this explotations and the sea ice reduction, but also technological developments, interest from Russia (and other Arctic countries) and high commodity prices.

In spite of the positive development, there are many advantages of more traffic through the Northeast passage. The first thing that needs to be done is to mod-ernize the infrastructure. It is important to come up with the right transport/logis-tics solutions that take advantage of Arc-tic resource potential without harmful effects to the fragile Arctic environment.

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A nuclear powered icebreaker.11

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ROTTERDAM

SAN F

RANS

ISCO

PANAM

A-KA

NALEN

VANC

OUVE

R

Murm

ansk-Yokoham

a

Rotterdam

-Vancouver

Rotterdam

-Vancouver

Murm

ansk-Yokoham

a

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MURM

ANSK

KIRKENES

ROTTERDAM

YOKOHAMA

SUEZ-KANALEN

SINGAPORE

CAPE GOOD HOPE

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Uses less fuel, thus lower emis-sions.

Better economical conditions.

No pirate business in com-parison to the Suez- and Cape good hope- passage.

40% of the distance in relation to Suez passage. saves 18 travel days by using NEP when ship-ping from Europe (Kirkenes). to Asia (Corea).

Business opportunities for commercial shipping. More workspaces.

R O T T E R D A M

M U R M A N S K

S U E Z C A N A L

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There are both pros and cons of further development of the northeast passage as a ship-ping route. In the development of my NSR-project I want to take in to consideration that tihs route will increase in the future and try to solve the cons as a part of my program.

Any emissions can lead to large disasters.

Crushed ice melts faster than compact ice, which then makes the global warming go even faster.

Much fog in the summer.

Uncertainty in relation to the length of the navigation sea-sons.

Political differences between the countries.

M U R M A N S K

B E R I N G S T R A I T

Y O K O H A M A

V AN C O U V E R

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N O R T H P O L E

A R C T I C C I R C L E

A R C T I C B O U N D A R Y A C C O R D I N G T O A M A P

The Arctic Circle is one of the five major circles of latitude that mark maps of the Earth. It is the parallel of latitude that runs 66° north of the Equator. The region north of this circle is known as the Arctic.

In order to establish a geographi-cal context for its assessments AMAP (Arctic Monitoring and Assessment Programme) has defined a regional extent based on a compromise among vari-ous definitions. The ‘AMAP area’ essentially includes the terrestrial and marine areas north of the Arctic Circle (66°N), and north of 62°N in Asia and 60°N in North America, modified to include the marine areas north of the Aleutian chain, Hudson Bay, and parts of the North Atlantic Ocean including the Labrador Sea.

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N O R T H P O L E

A R C T I C C I R C L E

A R C T I C B O U N D A R Y A C C O R D I N G T O A M A P

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N O R T H P O L E

RUSSIA

NORWAY

CANADA

U.S.A

GREENLAND(DENMARK)

ICELAND

The five surrounding Arctic countries, Russia, the United States (via Alaska), Canada, Norway and Denmark (via Greenland), are limited to an exclusive economic zone (EEZ) of 200 nautical miles (370 km; 230 mi) adjacent to their coasts.

The status of certain portions of the Arctic sea region are in dispute for various reasons. Canada, Denmark, Norway, Russia and the United States all regard parts of the Arctic seas as “national waters” (territorial waters out to 12 nautical miles (22 km)) or “internal waters”. There also are disputes regard-ing what passages constitute “international seaways” and rights to passage along them

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N O R T H P O L E

RUSSIA

NORWAY

CANADA

U.S.A

GREENLAND(DENMARK)

ICELAND

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N O R T H P O L E

NSR

NEP

NWP

B E R I N G S T R A I T

A R C T I C O C E A N

C H U K C H I S E A

B A F F I N B A Y

N O R W E G I A N S E A

B A R E N T S S E A

K A R A S E A

L A P T E V S E A

S I B E R I A N S E AB E A U F O R T S E A

NWP - North West PassageNEP - North East PassageNSR - Northern Sea Route

The NSR is a part of the NEP, but is defined to stretch from Kara Sea (Novaya Zemlya) to the Bering Sea, along northern Russia.

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N O R T H P O L E

NSR

NEP

NWP

B E R I N G S T R A I T

A R C T I C O C E A N

C H U K C H I S E A

B A F F I N B A Y

N O R W E G I A N S E A

B A R E N T S S E A

K A R A S E A

L A P T E V S E A

S I B E R I A N S E AB E A U F O R T S E A

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Deepwater route

M U R M A N S K

A R K H A N G E L S K

D U D I N K A

D I K S O N

N O R D V I K

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N O R D V I K

Alternative deepwater route

Traditional ro

ute

T I K S I

P E V E K

M Y S S H M I D T A

P R O V I D E N Y I A

Potential route

T H E R E A R E T R E E K I N D S O f S H I p p I N G T H R O U G H T H E N E p :

1. Destination arctic shipping: from starting point to port in Arctic itself; out-side of the Arctic to local points.

2. Intra NEP shipping: Between hubs along the NEp.

3. Transit shipping: from port of Europe to port of Asia, without the using of ports of NEp, but using the route itself.

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Mapping of all the routes the tankers has been fol-lowing trough the NEP from 2009-2011.

Yosu (South Corea)- Le Havre (france). Kerosene. One icebreaker

South Corea- Jamburg in Russia.

Kamchatsky- St.Petersburg. Frozen fish. 1 Icebreaker

Vladivostok- St.Petersburg. Frozen fish. 1 Icebreaker

Kamchatsky- St.Petersburg. Frozen fish. 1 Icebreaker

Kamchatsky- St.Petersburg. Frozen fish.

South Corea- Jamburg in Russia.

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South Corea- Jamburg in Russia.

Kamchatsky- St.Petersburg. Frozen fish. 1 Icebreaker

Vladivostok- St.Petersburg. Frozen fish. 1 Icebreaker

Kamchatsky- St.Petersburg. Frozen fish. 1 Icebreaker

Kamchatsky- St.Petersburg. Frozen fish.

South Corea- Jamburg in Russia.

Murmansk- Map Ta Phut. Gas Condensate. 2 icebreakers

Murmansk- Ningbo. Gas condensate. 2 icebreakers

Murmansk- Hangzhou. Gas condensate. 2 icebreakersHonningsvåg- Map Ta Phut. Gas Condensate.

Murmansk- Incheon. Gas Condensate. 2 icebreakers

Murmansk- Huizhou. Gas Condensate. 1 icebreaker

Murmansk- Dzhintang. Iron ore condansate. 2 icebreakers

Murmansk- Dzhintang. Iron ore condansate. 2 icebreakers

Murmansk- Beilun. Iron ore condansate. 2 icebreakers

Murmanks- Kholmsk. Large equiptment.

Murmansk- Ulsan(South Corea). Gas Condensate. 1 icebreaker

6 Ballast ships

1 research icebreakers

1 icebreakers

9 Ships without icebraker assistance.

Kirkenes- China. Iron ore condensate. 1 icebreaker

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Two icebreakers navigate the ice channel for a millitary sealift command tanker.27

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Tanker with icebreker assistance through the NEP.29

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Collision

Damage to

vesselfire /

explotionGrounded Machinery

failureSunk Misc.

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Misc.

Oil spill in Gulf of Mexico, 2010.31

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There have been major changes in sea ice regime in Arctic Ocean in recent dec-ades. This reduction coincides with the global warming over the arctic. Between 1976 and 1990, thickness of the ice cover in parts of the central Arctic Ocean has declined by 42 percent - from 3.1 meters to 1.8 meters. In the same period rates of ice has decreased by around 10 percent, or nearly 1 million km2: An area larger than Norway, Sweden and Denmark combined.

It is expected that the ice sheet will shrink further in the future. the extent of multi-year ice in the same period has been reduced with approximately 8 per-cent pr. decade, and there is a significant reduction in the rate of packed ice. Some climate models projects that summer sea- ice in the Arctic Ocean may disappear

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NEP

Russia planes to open in total ten arctic rescue centers along the Norteast pas-sage within 2015. The first one will open in August 2012, and will be located near Dudinka. 23,4 million Euros is beeing in-vested in the project according to russian gouverment. This will in total create 980 new workplaces.

The map shows in which cities the sta-tions will be located.

Source : Arcticuniverse.com

1 500 000? D U D I N K A

M U R M A N S KA R K H A N G E L S K

N A R Y A N - M A R

V O R K U T A

N A D Y M

A N A D Y R

C H U K O T K A

T I K S I

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A N A D Y R

"It Is our IntentIon to turn the NortherN Sea route Into a key traNSport route of global importaNce. We belIeve that nsr has a brIght future as an iNterNatioNal traNSport artery capable of beIng a competItor to more tra-dItIonal routes, both When It comes to price, Safety aNd quality".-VLADIMIR pUTIN

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S E A R C H & R E S C U E Need for centers to support safe navigation in the Arctic Ocean. Prevent and responce to ac-cidents. Should be located as close to the NEP as possible

A

1

A R K H A N G E L S K

M U R M A N S KK I R K E N E S

N O V A Y A Z E M Y L A D I K S O N

R O T T E R D A M

N O R D V I K

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D I K S O N

B

2 P O R T Improve the A and B (depar-ture/destination) ports of the NEP. Deepwater ports and marine salvage. Transshipment hubs is also needed in these area.

I C E B R E A K E R The fleet of icebreaker ships, and ice class cargo ships should be enhanced.

G O V E R N A N C EIncreased shipping will need an enforcement of domestic and international collabora-tion of laws regarding: smug-gling, environmental stand-ards, monitoring, research and ship safety.

3 4

S I B E R I A

B E R I N G S T R A I T

N O R D V I K T I K S I

P E V E K

M Y S S H M I D T A

P R O V I D E N Y I A

A N A D Y RC H U K O T K A

K O T E L ´ N Y Y

S T . L A W R E N C E

Y O K O H A M A

V L A D I V O S T O K

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A N A D Y R

Russia

- U.s M

arine B

ounda

ry3.

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A N A D Y R

Russia

- U.s M

arine B

ounda

ry

The project will combine two of the strat-egies of NSR infrastructure development: Search and rescue + Governance; a re-search and rescue center at / by the sea where the Arctic Ocean meets Siberia and the Bering Strait. This area is a strategcial point, not only for rescue purposes, but also for a research hub with a potential for collaboration between the borders.

S I T E A L T E R N A T I V E S(Strategical sites for the NSR)1: Ostrov Vrangelya (Wrangel Island). 2: Anadyr3: Providenyia- St. Lawrence Island4. Diomede Islands

P R O V I D E N Y I A

S T . L A W R E N C E I S L A N D

1.O S T R O V V R A N G E L Y A

2.3. D I O M E D E I S L A N D S4.

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R E V I E W S

D E L I V E R I E S1 3. S T A R T

2 4. D E L I V E R I N G P R O G R A M

2 1. M E E T I N G1 8. R E V I E W 1

D R A W I N G S

B O O K

M O D E L S S K E T C H

S K E T C H / D I A G R A M S

3 D

p H A S E0 4 . 0 9- 0 9 . 1 0F E A S I B I L I T Y S T U D Y

1 W E E KW O R KS H O P

1 3 . 0 8- 2 7 . 0 8F I N I S H I N GP R O G R A M

A U G U S T S E p T E M B E R O C T O B E R N O V E M B E R D E C E M B E R

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2 4. D E L I V E R I N G P R O G R A M

1 8. R E V I E W 1

S K E T C H / D I A G R A M S

0 4 . 0 9- 0 9 . 1 0F E A S I B I L I T Y S T U D Y

A U G U S T S E p T E M B E R O C T O B E R N O V E M B E R D E C E M B E R

0 9. R E V I E W 2 0 6. R E V I E W 3 0 4. R E V I E W 40 7. M E E T I N G

1 9. D E L I V E R Y

1 : 2 0 0 / 1 : 1 0 01 : 5 0 0

1 : 2 0 0 / 1 : 5 01 : 2 0 0

R E N D E R I N G SS C E M A T I C M O D E L I N G

p R O S E S S B O O K p R O J E C T D E S C R I p T .

1 0 . 1 0 - 0 6 . 1 1S C H E M A T I C D E S I G N

0 7. 1 1 - 0 4 . 1 2D E S I G N D E V E L O P M E N T

0 5. 1 2 - 1 9 . 1 2P R E S E N-T A T I O N

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www.barentsobserver.comwww.thearcticinstitute.orgwww.skipsrevyen.nowww.nrk.nowww.tu.nowww.en.rian.ruwww.chnl.nowww.nsidc.orgwww.gebco.netwww.earthobservatory.nasa.govwww.infranetlab.orgwww.lateraloffice.comwww.bldgblog.blogspot.comwww.en.rian.ruwww.institutenorth.orgwww.icenews.is

Center for High North LogisticsBarents ObserverFram Center in TromsøNational Snow and Ice Data Center

“COUPLING -Strategies for Infrastructural Opportunism” Pamphlet Architecture 30

“Arctic Marine Shipping Assessment 2009 Report” Arctic Council

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Barents sea near Murmansk.51

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“Arctic Lady”, LNG Tanker.53

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“Arion “ general cargo/ container ship.55

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“Oranje “ trailing suction hopper dredger.57

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Russia and Kara Sea.59

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September 2011 ice level.61

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Arctic sea bathymetry.63

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Right now Denmark, Canada and Russia are charting which areas in the Arctic they will require sovereignty over. Meanwhile China, Singapore, South Korea, Japan and the EU are preparing themself to step up the activ-ity in the Arctic with icebreakers and research teams.

Never before has the Arctic been so popular as now. It’s expected investment for more than $ 100 billion over only a decade. In recent years, the number of vessels and other activities in Arctic waters has increased. Climate change has also aroused the interest of states that are not traditional polar nations. There are not many areas left in the world that are not explored. When the ice melts and disappears, it releases new sea routes and a large egergy po-tentiale.

According to the law of the sea, all countries are entitled to an exclusive eco-nomic sone of 200 norwegian miles off their coasts. States with shelf beyond 200 miles is required to submit documentation to the UN no later than ten years after the Convention entered into force.

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This is what Denmark, Canada and Russia are trying to do now. It is main-ly the underwater mountain chain Lomonosov, which stretches across the Arctic Ocean, Denmark, Russia and Canada could potentially dispute over. The question is whether the mountain range is a direct extension of their continental shelf so that according to the law of the sea may claim rights to any resources on the shelf far north.

Already in August 2007 Russian expedition sent two mini-submarines into the deep ocean for placing a Russian flag on the seabed under the North Pole. The action caused severe reactions, especially in Canada. The action got Canadians to look red. North Pole has a symbolic importance and the stunt helped to underpin Russia’s great-power ambitions in the Arcitic.

Despite all wishes for sovereignty and further development of the Arctic, there are also many opponents of this development, especially environmen-tal organizations such as WWF, “Natur og Ungdom” and Bellona.

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“ Vi løfter blikket og ser store muligheter i nor-dområdene. det er Viktig for oss å ha eu med”Jonas gahr støre, minister of foreign affairs norway

http://www.dagbladet.no/2012/03/25/kultur/debatt/kommentar/jonas_gahr_store/felix_tschudi/20828867/

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“the arctic route would cut total one-way shipping costs by 40 per cent”seiji maehara, Japan’s transport minister

http://shipandbunker.com/news/world/861713-japan-considers-using-arctic-to-save-40-on-shipping-costs

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“we belieVe that the route has a bright fu-ture as a transport arterie that can compete with the traditional routes; both with re-spect to price, quality and safety”Vladimir putin, the russian prime minister

http://nrk.no/nyheter/distrikt/troms_og_finnmark/1.7816225

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“the agreement will put in place necessary mechanisms required for assistance in the arctic, across borders, helping to preVent any delays in emergency situations and effectiVely cutting through “the bureaucratic red tape”robert huebert, associate director of the centre for military and strategic studies in canada

http://northwestpassage2011.blogspot.no/2011/01/canada-arctic-council-creates-arctic.html

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“ - we hope to cooperate with releVant countries such as sweden and iceland to contribute to peace, stabil-ity and sustainable deVelopment in the arctic area”song tao, Vice minister of foreign affairs china.

http://www.vg.no/nyheter/utenriks/kina/artikkel.php?artid=10065189

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http://www.tu.no/miljo/2008/09/09/vil-holde-skipene-unna-nordostpassasjen

“ – for å si det sånn: man lar ikke olJetankere seile kloss forbi galápagosøyene. arktis er ikke et farVann for amatører. uten strenge retningslinJer er det sVært risikabelt å tillate seilinger i dette området”maren esmark, wwf norge.

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Dagsrevyen 20.09.201283

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Dagsrevyen 20.09.201288

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Russia is preparing for increased activity in the High North by heavy infrastructure investments. It is planned to build several Arctic res-cue centres, and new satellite communication systems are planned to be operational in the near future. PolarStar is being developed by Gazprom, and Arktika is being developed by the Russian government.

It should also be noticed that Russia is heavily modernising and in-creasing the size of the northern fleet, the military organisation in the northern parts of Russia. Similar to the other Arctic nations, Russia is dependent on a good relationship with Norway and other Arctic neighbours. The ratification of the delimitation line between Norway and Russia was highly important and a historic event, not only for the two involved countries, but also for other countries. It sent out a strong signal that unsolved issues in the Arctic can and will be solved without large disputes and military power.

The cooperation between Russia and Norway is practiced through joint projects and joint exercises. One example is the joint exercise between the rescue centres in Norway, Russia, Sweden and Finland called Bar-ents Rescue, where also the military is involved among many others. The focuses are to drill the collaboration and information exchange between the nations where the safety elements is the driver. Saving life's at sea and protecting the environment is the common goal.

Other on-going cooperative projects are:• Barents VTMIS• Barents 2020 HSE• The Barents Secretary has financed a project on assessment of safety at sea issues in the Barents Sea, and included cooperation with SAR related actors in Russia. Russia has extensive knowledge on ice nav-igation and has several academies, training centres and universities which offer training and education of mariners who are going to oper-ate in the Arctic. CNIIMF and Admiral Makarov State University are two examples. Russia has over 40 icebreakers, whereof 7 are nuclear. In addition they plan to build new multipurpose ice breakers, which can be used as emergency response vessels. The oil and gas industry is an important driver for the Russian maritime activity. 20 terminals are developed, under development and planned along the northern coast line of Russia.

MarSafe North – Maritime Safety Management in the High North

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At the Henry Bacon seminar in Washington 3rd of May 2011 Ca-nadian navy representatives presented current and future plans for the Canadian Arctic waters. These waters are special due to very large areas and distances, whereof only a small portion has been geologically surveyed. They are highly concerned about the envi-ronmental impacts from increased traffic along the Northwest. The navy is responsible for all SAR operations, both on sea, land and in the air. A large SAR exercise was run together with Arctic Council in October 2011.

Canada and USA still have Arctic waters which are called grey zones, it is not decided where the exact limits are. They focus on resolving this in short time, inspired by the agreement on delimita-tion line between Russia and Norway.

The Canadian Space Agency (CSA) is specifying and developing a new satellite system for weather observations and communications. The Polar Communication and Weather (PCW) system is based on High Elliptical Orbit (HEO) satellites, which can provide good cov-erage in the High North. PCW is planned to be operational in 2017. The EU has been invited to cooperate on this system, by e.g. adding payloads with specific services for the European parts of the Arctic.

The centre for Arctic research (CARD) is a part of C-Core, the equivalent to SINTEF in Norway. They are responsible for develop-ing a long term research plan for Canadian Arctic research, mainly within the offshore oil and gas operations and technologies. The basis for this plan is a roadmap that identifies gaps and key chal-lenges, and it will be finished in December 2011. CARD visited sev-eral companies in Norway during their work to identify the gaps. One of the main challenges in Canada is that the people that were educated in the 80ties are getting near retirement, and they have realised that new generation researchers are highly important in order to maintain and build new knowledge on Arctic operations and technology.

MarSafe North – Maritime Safety Management in the High North

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The most important drivers for U.S. arctic development are re-source demands and market factors, environmental policy and reg-ulations and competition with shale gas. The U.S. Navy has in the Arctic Roadmap from 2009 stated that Arctic is strategic important and the actions to be taken in order to maintain their position is to participate in biennial arctic exercises and formalizing new coop-erative relationships that increase their experience and competency in Search and Rescue (SAR), maritime domain awareness (MDA), humanitarian assistance and disaster response and defence support of civil authorities in Alaska.

In the Bering Strait USA shares borders with Russia, where the U.S. Coast Guard is responsible for the eastern part. They cooperate with Russian coast guard on SAR issues, monitoring and surveil-lance of the maritime traffic. It has been proposed to develop traffic separation schemes (TSS) in the Bering Strait for traffic regulation. This however, is a very long process, and other actions need to be taken before that is a reality. It should be mentioned that USA has always been outside UNCLOS (UN Conventional Laws of the Sea), but the ratification process has started.

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The Danish Maritime Authority (DMA) collaborate with authorities on Greenland and Faeroe Island on safety at sea issues. They do also cooperate with Icelandic gov-ernments, especially on navigational issue on the north side of Iceland. Greenland command is responsible for SAR in the Greenland coast. An arctic command in Nuuk has been established. It will cover SAR in the sea areas between Greenland and Faeroe Island. There are no resources available at Greenland which is complete-ly dedicated to SAR. This means that those operating in the area need to be aware of that, and ensure that self-assistance and proper equipment is necessary. Monitoring of traffic around Greenland is monitored through the GREENPOS system based on LRIT and AIS.

Sea mapping, production of new sea charts, recommended sailing corridors, weath-er forecast services and vessel tracking are also topics DMA is concerned about with regards to the maritime safety in the Arctic. They have tried to face these topics by developing a welcome package for vessels sailing into Greenland waters and devel-oping “safe corridors”. The welcome package is available at their homepage and in-cludes advices and information about specific navigation challenges around Green-land. “Safe corridors” is based on the navigator’s need for data when preparing a safe voyage plan. Detailed measurements and high quality sea maps can be provided in these corridors while waiting for full chart coverage. One possible method for ba-thymetric measurements in the safe corridors is using low flying airplanes equipped with laser technology.

The main concerns and focus areas for DMA with regards to safety at sea around Greenland in the future are: • Increased quality and coverage of sea maps• Improved methods for ice detection and ice warnings and icebergs which calves, tips around and creates large tsunami-like waves, versus the cruise companies wish to present the spectacular sight of icebergs• Increased situational awareness among local people in maritime operations, and training in how to use personal life saving equipment. Work shall be done to reduce the number of accidents with small vessels (e.g. leisure and small fishing vessels). In addition new equipment should be developed for localization of people in sea (positioning and communication).• Denmark is developing a portal with all necessary information for ships sailing in Greenlandic waters. One concern from DMA is that too many portals are being developed for the Arctic.Another important on-going activity in Denmark is the Danish Coastal Adminis-tration (DCA) work on e-Navigation services (in the EfficienSea10 project). DCA has developed prototypes on future e-Navigation services and a demonstration plat-form is installed on 10 ships. This is a method for receiving feedback from maritime users on e-Navigation services.

MarSafe North – Maritime Safety Management in the High North

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K a r a S e a

B a r e n t s S e a

Deepwater route

A R K H A N G E L S K

D U D I N K A

D I K S O N

N O R D V I KK H A T A N G A

S A B E T T A

N A R Y A N M A R

M U R M A N S K

R U S S I A

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N O R D V I K

S i b e r i a

L a p t e v S e a

E a s t S i b e r i a n S e a

B e r i n g S e a

A R C T I C O C E A N

Alternative deepwater route

Traditional ro

ute

T I K S I

P E V E K

M Y S S H M I D T A

P R O V I D E N Y I A

Potential route

A N A D Y R

R U S S I A

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K a r a S e a

B a r e n t s S e a

Deepwater route

R U S S I A

Y U G O R S K I Y S H A R S T R A I T

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S i b e r i a

L a p t e v S e a

E a s t S i b e r i a n S e a

B e r i n g S e a

A R C T I C O C E A N

Alternative deepwater route

Traditional ro

ute

Potential route

R U S S I A

D M I T R Y L A P T E V S T R A I T

S A N N I K O V S T R A I T

B E R I N G S T R A I T

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SAR-facilities of Federal State Unitarian Enterprise “Murmansk basin emergency and rescue administration” and its branch in the port of Arkhangelsk:

1.Rescue tug boat -1 unit2. Supply vessel - 2 units3. Raid diving boat - 3 units4. Rescue boomhandling boat - 2 units

R U S S I A

A L A S K A

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R U S S I A

SAR-facilities of Federal State Unitarian Enterprise “The Far-Eastern basin emergency and rescue ad-ministration” and “The Sakhalin basin emergency and rescue administration” and its branch in the port of Petropavlovok-Kamchatcky: 1. Rescue tug boat - 4 units2. Supply vessel - 4 units3. Small diving boat - 2 units4. Raid diving boat - 3 units5. Rescue boomhandling boat - 1 unit

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Mapping of all the routes the tankers has been following trough the NEP from January- September 10th 2012.

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An icebreaker is a special-purpose ship designed to move and navigate through ice-covered waters.

For a ship to be considered an icebreaker, it requires three traits most normal ships lack: a strengthened hull, an ice-clearing shape, and the power to push through ice-covered waters.

To pass through ice-covered water, an icebreaker uses its momentum and power to drive its bow up onto the ice, breaking the ice under the weight of the ship. Because a buildup of broken ice in front of a ship can slow it down much more than the breaking of the ice itself, the speed of the ship is increased by hav-ing a specially designed hull to direct the broken ice around or under the vessel. The external components of the ship’s propulsion system (propellers, propeller shafts, etc.) are at even greater risk of damage than the vessel’s hull, so the ability of an icebreaker to pro-pel itself onto the ice, break it, and clear the debris from its path successfully is essential for its safety.

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S W E D E NR U S S I A( 9 N U C L E A R )

C A N A D A F I N L A N D G E R M A N YD E N M A R KU . S . A E S T O I N I AJ A P A N S O U T H A F R I C A

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E S T O I N I A1 +1 (2014)

A U S T R A L I AN O R W A YC H I N A A R G E N T I N A G R E A T B R I T A I N C H I L E K A Z A K S T A NL A T V I A A U S T R I A

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The nuclear powered icebreaker "Sovyetsky Soyuz" operates along the ice-covered waters of the Northern Sea Route.113

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USCGC Katmai Bay: a 140 foot Bay-class Icebreaking Tug.115

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Source: BIM: “The World Icebreaker, Ice Breaking Supply and Research Vessel Fleet” 2011. 116

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The area between Siberia in Russia, Alaska, Canada´s west coast and China / Japan is the start / end- point of the NSR transit route. It´s politically charged due to the fact that it´s owned by both Russia and U.S.A, and all ships in transit through the route will have to sail through the Bering Strait.

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Bering Strait Satelite photo.121

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Ostrov Vrangelya (or Wrangel Island) is an island in the Arctic Ocean, be-tween the Chukchi Sea and East Si-berian Sea. The distance to the closest point on the mainland is 140 km.

Nearly all of Wrangel Island are a federally protected nature sanctuary administered by Russia’s Ministry of Natural Resources. The island, and their surrounding waters, were classi-fied as a “Zapovednik” (a “strict nature reserve”) in 1976 and, as such, receive the highest level of protection and ex-cludes practically all human activity other than for scientific purposes. The Chukotka Regional government ex-tended the marine protected area out to 24 nautical miles in 1999. As of 2003, there were four rangers who reside on the island year-round. In addition a core of about 12 scientists conduct re-search during the summer months.

Since the Island is a highly protected nature reserve, I dont’t find it proper to site the NRS-project here.

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Provideniya is an urban- type settlement located on Komsomolskaya Bay (part of Provideniya Bay) in the northeastern part of Russia. The population is about 2000 inhabitants, and has decreased the last decades. A significant proportion of the settlement’s current resi-dents are Yupik, reflecting the high percentage of in-digenous peoples in both Providensky and Chukotsky Districts.

It is served by Provideniya Bay Airport, the closest Russian airport to the United States. There is a tech-nical school, one functioning cinema, a post office, a museum of Chukotka history and culture, one of the only two ski slopes in Chukotka, a bakery complex and port facilities.

Provideniya is a former Soviet military port, sited on a fjord sheltered from the Bering Sea. It was established in the 1930s as the port to serve the eastern end of the Northern Sea Route. It´s a suitable deep water harbor for Russian ships, close to the southern limits of the winter ice fields.

Gambell is a village northwest on St. Lawrence Island (Alaska, U.S). In 2010 the population was 681. St. Law-rence Island has been inhabited intermittently for the past 2,000 years by Yup’ik Eskimos. In the 18th and 19th centuries, over 4,000 people inhabited the island in 35 villages. Sivuqaq is the Yup’ik name for the village and for the Island. The City was renamed for Mr. and Mrs. Vene C. Gambell. A tragic famine between 1878 and 1880 decimated the population. In 1900, reindeer were introduced to the island for local use, and in 1903, President Roosevelt established a reindeer reservation. During the 1930s, some residents moved to Savoonga to establish a permanent settlement there. The City was incorporated in 1963. When the Alaska Native Claims Settlement Act (ANCSA) was passed in 1971, Gambell and Savoonga decided not to participate, and instead opted for title to the 1.136 million acres of land in the former St. Lawrence Island Reserve. The island is joint-ly owned by Savoonga and Gambell.

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P R O V I D E N I YA

1 0 0 K M

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S T . L A W R E N C E

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Anadyr is a port town and the administra-tive centre of Chukotka, Russia. It´s the east-ernmost town in Russia (more easterly loca-tions, such as Provideniya and Uelen, do not have town status). The population is approx-imately 11 000.

Anadyr is an important sea port on the Gulf of Anadyr of the Bering Sea and is connect-ed to almost all big Russian Far Eastern sea ports. The Anadyr Ugolny Airport serves major and minor cities in the Russian Far East with connections to Khabarovsk, Vladi-vostok and Moscow, and Bering Air charter flights to Nome, Alaska. The airport is on the other side of the Anadyrskiy Liman and be-tween January and May transportation from the airport to Anadyr is by ice road.

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ANADYR SCENARIO

A N D Y R C E N T E R / P O R T

S H I P W A S T E

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S H I P W A S T E

A I R P O R T

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Ostrová Diomída, or The Diomede Islands consist of two rocky, tuya-like islands: The U.S. island of Little Diomede or and the Russian island of Big Diomede.

The Diomede Islands are located in the middle of the Bering Strait between mainland Alaska and Siberia, with the Chuk-chi Sea to the north and the Bering Sea to the south. The is-lands are sometimes called Tomorrow Island (Big Diomede) and Yesterday Isle (Little Diomede) because the time in Big Diomede is 20 hours (approximately a day) ahead of Little Diomede. The two islands are about 3.8 km apart, and the Big Diamode is 37 km apart from the Russian mainland.

Little Diomede has an Inupiat Inuit population of 170 en-tirely in the village site on the west side of the island, though the island as a whole comprises the City of Diomede. This village has a school and a store. Passenger travel and mail delivery are by helicopter, weather permitting. The native population of Big Diomede Island was relocated by the So-viet government to mainland Russia and the island is cur-rently home to a small Russian military presence.

The Diomede Islands are often mentioned as likely inter-mediate stops for a bridge or tunnel (Bering Strait bridge) spanning the Bering Strait. During winter, an ice bridge usually spans the distance between these two islands; there-fore it is possible to walk from the United States to Russia, or vice versa.

I chose this islands as a site (mainly the russian part) be-cause of it´s territorial, geopolitical and phenomenological awareness on the NSR.

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R U S S I A

B I G D I O M E D E ( R U S S I A

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B I G D I O M E D E ( R U S S I A

L I T T L E D I O M E D E ( U . S )

I N T E R N A T I O N A L D A T A L I N E

A L A S K A8 0 0 K M

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S E T T L E M E N T

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S E T T L E M E N T

S E T T L E M E N T

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There are buildt structures one one point of each island; On Big Diomede´s north coast and on Lit-tle Diomede´s west coast.

Only Little Domede has a perma-nent settlement of 160 people. Big Diomede has a russian millitary base.

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5 0 m

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TERRITORIAL BERING STRAITBIG DIOMEDE SETTLEMENT

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5 0 m

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+ 3 0 0 m

- 5 0 m

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+ 4 0 0 m

1 : 1 0 0 0

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M A R C H , 1 0 A M M A R C H , 4 P M

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S E P T E M B E R , 1 0 A M S E P T E M B E R , 4 P M

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In winter months, air transportation to the remote island community of Little Diomede involves landing on a runway made of ice.245

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F L O A T I N G P E R M A F R O S T

I C E

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U N D E R W A T E R

M O U N T A I N

B Y S E A

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R U S S I A N B I G D I O M E D E

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A M E R I C A N ( A L A S K A )

I N T E R N A T I O N A L D A T A L I N EU T C +1 2 U T C - 1 2T U E S D A Y M O N D A Y

L I T T L E D I O M E D E

L A N D B O R D E R +

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The first European to reach the Bering Strait was the Russian ex-plorer Semyon Dezhnev in 1648. He reported two islands whose na-tives had bone lip ornaments, but it is not certain that these were the Diomedes. A Danish navigator (in Russian service), Vitus Bering, re-discovered the Diomede Islands on 16 August 1728, the day when the Russian Orthodox Church celebrates the memory of the mar-tyr St. Diomede (hence, the name of the islands). In 1732, a Russian geodesist, Mikhail Gvozdev, plotted the islands on the map (hence, another name).

The text of the 1867 treaty finalizing the sale of Alaska uses the is-lands to designate the boundary between the two nations: The bor-der separates “equidistantly Krusenstern Island, or Ignaluk, from Ratmanov Island, or Nunarbuk, and heads northward infinitely until it disappears completely in the Arctic Ocean.”

During the Cold War, that gap constituted the border between the USA and the USSR, and became known as the “Ice Curtain”. In 1987, however, Lynne Cox swam from one island to the other, and was congratulated by Mikhail Gorbachev and Ronald Reagan.

In summer 1995, British television actor and documentary presenter Michael Palin started his counterclockwise circumnavigation of the Pacific Rim, encompassing 18 different countries, on Little Diomede Island, as part of the BBC series Full Circle. He intended to set foot on it again at the very end of his journey lasting nearly eight months, but was unable to do so because he was returning during the follow-ing winter (on the U.S. Coast Guard Cutter Munro), and the sea be-came too rough to allow him and his film crew to land on the island.

Big Diomede Island was traditionally the easternmost landmass be-fore the International Date Line, and the first landmass to ring in a new year, if using local solar time. When using official time, a large area in eastern Russia, as well as New Zealand, shares the same time zone. New Zealand also has Daylight Saving time in effect during late December, but Russia does not (see time in New Zealand and time in Russia). Starting in 1995 however, the IDL was moved to the east of Kiribati and that country’s easternmost time zone (GMT+14) is now the world’s earliest. The native population of Big Diomede Is-land was relocated by the Soviet government to mainland Russia and the island is currently home to a small Russian military presence.

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“My home is located in the Bering Sea, The name of the island is Diomede. The village is located on the west side of the island. The climate of Diomede is much warmer than the mainland in the win-ter time. The temperature ranges from twenty to thirty-five below zero in the winter. In order to protect ourselves from cold, we use mukluks and parkas. The parkas are made from reindeer and squir-rel skins. The mukluks are made from either reindeer legs or seal skins. In the summer we wear lighter clothing. In the first part of July, we have warm days until the last part of August. We have very little rain, but in the winter the snow fall is rather heavy.

The people make their living by hunting and carving ivory. Fishing is not so common. The fish they catch are bullheads, tomcods, blue-cods, etc. There is also some crabbing in the winter time. The people over on big Diomede Island do more trapping than we do for the reason that the island is much larger than our little Diomede and it belongs to the Russian government. The Russians do not allow any American to trap foxes in their territory or get any kind of fur. About eight or ten years ago we used to get most of our furs from Siberia, such as reindeer, wolverine, wolf, and white fox. In April we start to hunt for whales, seals and walrus.

Recreations at home are skating, snowshoeing, hand ball, foot ball and Eskimo dancing. Since there are no movies, the people spend the rest of the evenings by telling jokes and old-time stories. There is no traveling in winter time at Diomede, except going to big Diome-de. The distance is about five miles, and in the winter the ice doesn’t freeze up between the island usually. In the summer we travel in skin boats equipped with outboard motors. They either go to Siberia or Wales. In July half of the population goes to Nome to spend the summer for trading. Most of our carving and skin sewing is sold at Nome. They we return home on the MS North Star in October.

The village is run or governed by the village council. These council-men serve three year terms. A long time ago the village was run by a chief whose name was Kosinga. The old Russian name of the two is lands was “Krusenstern.” That was when the village was run by a chief. I don’t know why the name was changed to “Diomedes.” There is no wireless communication on the island, except the radio receiv-ing sets. No airplane comes to Diomede except for some very special reason, during the winter. The MS North Star brings groceries for the people on the island from Nome. At the same time she unloads freight for the school teachers. The Coast Guard cutter Northland comes in twice during the summer to look after the natives.”Arthur Ahkinga (1942- )

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A small Russian military base and weather station is the only buildt structure on Big Diomede island, built in World War II. This military base is only 3 miles (4.9 km) away from the international date line and the U.S border The island has no civilian population, only Russian military personnel.

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A Bering Strait crossing is a hypothetical bridge or tunnel spanning the relatively narrow and shal-low Bering Strait between the Chukotka Peninsula in Russia and the Seward Peninsula in the U.S. state of Alaska. In principle, the bridge or tunnel would provide an overland connection linking Asia with North America, although there is little infrastruc-ture in the nearby parts of Alaska and Russia.

With the two Diomede Islands between the penin-sulas, the Bering Strait could be spanned by three bridges. Two long bridges, each almost 40 kilome-tres long, would connect the mainland on each side to one island, and a third much shorter one between the two islands, giving a total distance of about 80 kilometres. Such length is not unprecedented, as the two long bridges each would be shorter than the 41.58 kilometre Jiaozhou Bay Bridge, currently the longest sea-crossing bridge in the world. How-ever, the construction of a Bering Strait crossing would face exceptional political, engineering, and financial hurdles.

There have been several proposals for a Bering Strait crossing made by various persons, TV-chan-nels, magazines, etc. The names used for them in-clude The Intercontinental Peace Bridge and Eur-asia-America Transport Link. Tunnel names have included “TKM-World Link” and “AmerAsian Peace Tunnel”. In April 2007, Russian government officials told the press that the Russian govern-ment will back a $65 billion plan by a consortium of companies to build a Bering Strait tunnel. On 22 August 2011, the Daily Mail reported that the Russian government had approved a £60bn tunnel across the Bering Strait.

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The Agreement on Cooperation on Aeronautical and Maritime Search and Rescue (SAR) in the Arctic, or in short the Arctic Search and Rescue Agreement, is an international treaty concluded among the member states of the Arctic Council – Canada, Denmark, Fin-land, Iceland, Norway, Russia, Sweden and the United States – on 12 May 2011. It coordinates international search and rescue (SAR) coverage and response in the Arctic, and establishes the area of SAR responsibility of each state party. In view of the conflicting territo-rial claims in the Arctic, the treaty provides that “the delimitation of search and rescue regions is not related to and shall not prejudice the delimitation of any boundary between States or their sovereignty, sovereign rights or jurisdiction.”

R U S S I A

U S A

C A N A D A

D E N M A R K

N O R W A Y

I C E L A N D

S W E

F I N

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Boat trip on “Godthåbsfjorden”, Hillary Clinton, Lene Espersen, Carl Bildt, Ossur Skarphédinsson and Jonas Gahr Støre.265

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T U N N E L

A I R P O R T

D I S T R I B U T I O N C O O P E R A T I O N

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B R I D G E

H E L I P A D

P O R T

R U S S I A U S AC A N A D A

J A P A N

C H I N A

A C R O S S B O R D E R S

S H I P Y A R D

L I V I N G

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Bering Strait from space271

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The Bering land bridge was a land bridge roughly 1,600 km wide (north to south) at its greatest extent, which joined present-day Alaska and eastern Siberia at various times during the Pleistocene ice ages. The term Beringia was first coined by the Swedish botanist Eric Hultén in 1937. Like most of Siberia and all of Manchuria, Beringia was not glaciated because snowfall was extremely light. The grassland steppe, including the land bridge, that stretched for several hundred km into the continents on either side has been called Beringia. It is believed that a small human population of at most a few thousand sur-vived the Last Glacial Maximum in Beringia, isolated from its ancestor populations in Asia for at least 5,000 years, before expanding to populate the Americas some-time after 16,500 years ago, during the Late Glacial Maxi-mum as the American glaciers blocking the way south-ward melted

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During the most recent ice age, changes to the Atlantic conveyor system appear to have triggered bursts of ex-tremely rapid climate change. A new study pins these changes on an event that took place elsewhere in the globe: the closing of the Bering Strait between Alaska and Russia.

Although it’s not able to generate cinematic quality cli-matic chaos, researchers think that the shutdown in the Atlantic conveyor is behind some of the most rapid climate changes visible in ice core records from Green-land—the Dansgaard-Oeschger oscillations. These events occurred in cycles roughly 1,500 years long throughout much of the last glacial period.

Although North Atlantic overturning seems to be in-volved in these events, it’s unclear what alters the cur-rents. It could be an external trigger (though no orbital or solar cycles really fit the bill), or it could be a sort of ice sheet heartbeat. It may be that the events can only oc-cur when ice sheets reach a critical size, meaning that the rhythm of the cycles could be determined by the growth rate of ice sheets.

Whatever the trigger is, it appears to have been absent or ineffective at the start of the most recent ice age. The last glacial period began around 115,000 years ago, but Dansgaard-Oeschger oscillations were only prevalent be-tween 11,000 and 80,000 years ago. They didn’t appear for the first 35,000 years of the glacial period, and they haven’t been seen since it ended. A paper published this week in Proceedings of the National Academy of Sciences pins this difference on a feature that’s an ocean away.

It had been proposed that the Bering Strait which is re-placed by a land bridge when sea level drops during glacial periods—could have something to do with these rapid climate shifts

http://arstechnica.com/science/2012/04/bering-strait-influences-abrupt-changes-in-ocean-circulation/

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“Computer models reveal how small geographic features like the Bering Strait can have a pro-found impact on the Earth’s climate.

The striking conclusions of a modelling study of ocean circulation during an ice age should be seen primarily as an indication of how subtle geographic features can have unexpected, far-reaching impacts on climate.

The work suggests that the 80 km- wide Bering Strait between Russia and Alaska acts as a sort of valve that can permit or shut down rapid changes in climate. With the Bering Strait open, as it is at present, say Aixue Hu of the National Center for Atmospheric Research in Boulder, Colorado, and his colleagues, it is less likely that we will experi-ence the kind of rapid fluctuations between cold and warmer global climate seen during the last ice age.

In other words, the idea that the climate could sud-denly swing back and forth in just a few decades seems to be one thing we do not need to worry so much about in a world overheated by greenhouse gases.”

Full article: http://www.bbc.com/future story/20120413-climate-control-switches/2

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GEOGRAPHICALThe Bermuda Triangle, also known as the Devil’s Triangle, is a region in the western part of the North Atlantic Ocean where a number of aircraft and surface vessels are said to have disappeared under myste-rious circumstances. The boundaries of the triangle cover the Straits of Florida, the Bahamas and the Atlantic east to the Azores. The area is one of the most heavily traveled shipping lanes in the world, with ships crossing through it daily for ports in the Americas, Europe, and the Caribbean Islands.

GEOGRAPHICAL CHANGE THROUGH TIMEThe Maldives is the lowest country in the world, with a maximum natural ground level of only 2.4 metres, with the average being only 1.5 metres above sea level, although in areas where construction ex-ists, this has been increased to several metres. Among the many grim predictions of climate change experts, the future fate of The Maldives stands out as a genuine doomsday scenario, with the island chain na-tion facing nothing short of extinction. A 1m rise in sea level would almost totally submerge the country.

REMOTENESSEaster Island is a Polynesian island in the southeastern Pacific Ocean, at the southeasternmost point of the Polynesian Triangle. A special territory of Chile that was annexed in 1888, Easter Island is famous for its 887 extant monumental statues, called moai, created by the ear-ly Rapanui people. It is a World Heritage Site (as determined by UN-ESCO) with much of the island protected within Rapa Nui National Park. In recent times the island has served as a warning of the cultural and environmental dangers of overexploitation. Ethnographers and archaeologists also blame diseases carried by European colonizers and slave raiding of the 1860s for devastating the local peoples. Easter Island is claimed to be the most remote inhabited island in the world.

STRUCTURALStonehenge is a prehistoric monument located in the English county of Wiltshire. One of the most famous sites in the world, Stonehenge is composed of a circular setting of large standing stones set within earthworks. It is at the centre of the most dense complex of Neolithic and Bronze Age monuments in England, including several hundred burial mounds.Archaeologists believe the stone monument was con-structed anywhere from 3000 BC to 2000 Bc.

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T H E B E R M U D A T R I A N G L E

T H E M A L D I V E S

E A S T E R I S L A N D

S T O N E H E N G E

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3.4.

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D A T A L I N E E C O S W I T C H

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S T R E A M

L A N D B R I D G E

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There is an enormous potential for renewable energy innovation in the Arctic. Somewhat surprisingly the northern part of the world has already a long-lasting experience in harvesting energy from renewable sources.

These include hydro-power or geothermal energy while the most promising forms for the future include wind power, hydroelec-tric power, biomass and geothermal energy.

Many modern concepts of economic development of Arctic re-gions put a strong emphasis on renewable energy production as basis for productive capabilities and a further diversification of economies.

A number of sustainable energy technologies available today are reliable and cost effective. In addition, the use of renewable en-ergy has comparatively little environmental and human health impacts; it is mostly CO2 neutral and can foster economic de-velopment.

Despite all the positive aspects - especially in terms of a CO2 free production of energy, there are also challenges related to the use of renewable energy.

A number of socioeconomic and environmental impacts have been detected in Arctic communities, especially at the micro lev-el, and for example hydro projects in Norway and Canada have shown significant local socioeconomic and environmental im-pacts that require thorough consideration. In both cases major hydro projects triggered local unrest and national or even inter-national debates over.

The same goes for windparks, where examples in Norway show local reluctance to the persistent impacts of this technology.

However, as many regions in the Arctic are among the largest consumers of hydrocarbons per capita, moving from non-re-newable to renewable energy resources is recognized to be a long term process and one should think in terms of decades rather than years.

Yet the “megatrend” in Arctic communities will remain: A grow-ing share of energy will be produced on a renewable base.).

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MARS is a new kind of energy source specially for use in remote areas—like for scientific expeditions to the Arctic—that need consistent power but lack resources to build a 200-foot tall wind turbine.

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The Russian manned drifting ice stations are important contributors to exploration of the Arctic. The stations are named North Pole followed by an ordinal number: “North Pole-1,”... etc.

NP stations carry out the program of complex year-round research in the fields of oceanology, ice studies, meteorology, aerology, geophysics, hydrochemistry, hydrophysics, as well as in the field of marine biology. On average, an NP station is the host for 600 to 650 ocean depth measurements, 3500 to 3900 complex meteorology measurements, 1200 to 1300 temperature measurements and sea water probes for chemical analysis, 600 to 650 research balloon launches. Magnetic, ionosphere, ice and other observations are also carried out there. Regu-lar measurements of the ice flow coordinates provide the data on the direction and speed of its drift.

The modern NP drifting ice station resembles a small settlement with housing for polar explorers and special buildings for the scientific equipment. Usually an NP sta-tion begins operations in April and continues for two or three years until the ice floe reaches the Greenland Sea. Polar explorers are substituted yearly. Since 1937 some 800 people were drifting at NP stations.

There are two groups of theese stations; The ones that are drifting on the pack ice (relatively thin and short-lived ice), and stations, drifting on ice islands (glacier frag-ments, that were split from the shore)

All NP stations are organized by the Russian (former So-viet) Arctic and Antarctic Research Institute (AARI).

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Drifting ice station “North Pole 38”291

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A vessel traffic service (VTS) is a marine traffic moni-toring system established by harbour or port authorities, similar to air traffic control for aircraft. Typical VTS sys-tems use radar, closed-circuit television (CCTV), VHF radiotelephony and automatic identification system to keep track of vessel movements and provide navigational safety in a limited geographical area.

NORWEGIAN REFERENCE:Vardø VTS became operational on 1 January 2007. The VTS Centre, which has NOR VTS as it call name, covers traffic monitoring in the northern areas, from the Bar-ents Sea to Lofoten by means of radar monitoring, ship reporting and AIS.

Vardø VTS also administers the state tugboat emergency preparedness scheme in Northern Norway. From 1 July 2008 the Vardø VTS Centre was made responsible for monitoring all tankers and other hazardous traffic along the entire coast and the sea area around Svalbard, with the exception of the areas of operation for the Norwegian Coastal Administration’s other four VTS centres.

FUTURE BERING VTS?“Reasonable observers would conclude it is high time the United States and the Russian Federation initiate a dia-logue on the need for a Bering Strait VTS due to increas-es in vessel traffic through the Strait during the length-ening summer months and the need to prevent a major shipping disaster. United States Coast Guard figures from 2008 to 2010 show an increase in Bering Strait transits from 245 to 325” -Olin Strader.

A Bering Strait Vessel Traffic Service: Critical Infrastructure for an Opening Arctic (Part I), http://www.thearcticinstitute.org/2012/02/1278-bering-strait-vessel-trafc-service.html

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AIS (Automatic Identification System) is an anti-collision system that is required to be applied to all vessels over 300 gross tons.

AIS transponders on board transmits data about the ves-sel’s identity, position, course and speed and includes a re-ceiver for messages from surrounding vessels. Traffic can then plotted on an online map or a radar screen

Norway and many other coastal states have established base stations for receiving AIS messages in coastal waters. AIS messages are used to keep track of coastal traffic, but the typical range is 30 to 40 nautical miles.

An AIS receiver in a satellite will be able to extend cover-age significantly and make it easier to monitor ship traffic and fishing in the North.

High Altitude and Long Range, and the satellite can ob-serve over large ocean areas. The signals are strong enough for the reception of a satellite in low Earth orbit, up to about 1000 km altitude.

In northern areas, the traffic density low enough that a single receiver and antenna will be able to handle the expected volume of AIS messages. AISSat-1 is commis-sioned to test these calculations.

A Canadian satellite platform is tailored specifically to the University of Toronto to carry the Norwegian AIS receiv-er. The lifetime is estimated to be up to three years.

The satellite will go into an orbit that goes almost from pole to pole at about 600 km altitude.

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International Cospas-Sarsat Programme is a satellite-based search and rescue (SAR) dis-tress alert detection and information distribu-tion system, established by Canada, France, the United States, and the former Soviet Un-ion in 1979. It is best known as the system that detects and locates emergency beacons acti-vated by aircraft, ships and backcountry hik-ers in distress. Over the years many countries have joined the project, either as providers of ground segments or as user states. As of 2011, 26 countries

The system consists of a ground segment and a space segment:

-Distress radiobeacons to be activated in a life-threatening emergency.

-SAR signal repeaters (SARR) and SAR signal processors (SARP) aboard satellites

-Satellite downlink receiving and signal pro-cessing stations called LUTs (local user termi-nals)

-Mission Control Centres that distribute to Rescue Coordination Centres distress alert data (particularly beacon location data) gener-ated by the LUTs

-Rescue Coordination Centres that facilitate coordination of the SAR agency and personnel response to a distress situation.

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L O C A L U S E R T E R M I N A LM I S S I O N C O N T R O L C E N T E R

R E S C U E C O O R D I N A T I O N C E N T E R

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G E O - S A T E L L I T E S

D A M A G E D V E S S E L

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Amderma SAR-Center (by Novaya Zemlya).301

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Amderma SAR-Center (by Novaya Zemlya).303

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