WHEN the Crystal Serenity, a 1,000-passenger luxury liner, sails in August on a month-long Arctic cruise through the Northwest Passage, it will have a far more utilitarian escort: a British supply ship.
The Ernest Shackleton, which normally resupplies scientific bases in Antarctica, will help with the logistics of shore excursions along the route from Alaska to New York through Canada’s Arctic Archipelago.
But, the escort ship will also be there should the Serenity become stuck in ice or something else goes wrong. The Shackleton can manoeuvre through ice and will be carrying emergency water and rations for the liner’s passengers and 600 crew members, oil spill containment gear and a couple of helicopters.
As global warming reduces the extent of sea ice in the Arctic, more ships — cargo carriers as well as liners like the Serenity taking tourists to see the region’s natural beauty — will be plying the far northern waters. Experts in maritime safety say this raises concerns about what will happen when something inevitably goes wrong.
“It’s what keeps us up at night,” said Amy A. Merten, who works on maritime response issues at the National Oceanic and Atmospheric Administration.
Although nations with Arctic territory, including the United States, have agreed to assist each other in the event of disaster, there is very little emergency infrastructure in either US or Canadian Arctic waters, or in Russia along what is known as the Northern Sea Route.
What keeps Merten and other experts on edge is the possibility that a ship could have a problem that would require an extensive search-and-rescue operation.
There are relatively few government icebreakers or cutters in the region, and a long-range airlift by helicopters would be extremely difficult. So an emergency operation would most likely rely heavily on other commercial ships that happen to be in the area. A rescue could take days.
“There’s just no infrastructure for response,” Merten said. “Things could be okay. But, it would be a difficult situation.”
Although the Arctic has not been the site of a major incident involving a cruise ship in recent years, a smaller liner, the Explorer, sank off the Antarctic Peninsula in 2007 after striking an iceberg. Fortunately, several other ships were within 160km of the stricken ship, and the 150 passengers and crew were rescued after five hours in lifeboats.
Commercial ships in northern waters have occasionally run into trouble, sometimes with deadly results. In December 2004, the Selendang Ayu, a 225m-long Malay-
sian ship carrying soybeans and more than 1,000 tonnes of fuel oil, suffered an engine failure, drifted and eventually ran aground and broke apart in the Aleutian Islands in Alaska. Six crew members died when a Coast Guard helicopter that had just picked them up was swamped by a wave.
Sea ice, which completely covers the Arctic Ocean in winter, gradually melts in the spring and reaches its minimum extent in September. That minimum has declined by about 13 per cent per decade compared with the 1981 to 2010 average, according to the National Aeronautics and Space Administration. Scientists say warming, which is occurring faster in the Arctic than any other region, is largely responsible.
As climate change continues, more of the Arctic will be open to ships and for longer. Some scientists predict that the region could be completely ice-free in summers by the 2030s or 2040s.
But, the amount of activity overall in the region is still small, and a huge rush to the Arctic is not expected anytime soon. Even as ice coverage continues to shrink, conditions will remain variable enough that no shipping company with tight deadlines will try regular Arctic service.
“It only takes a little bit of ice to ruin your day,” said Timothy Keane, senior manager for Arctic operations for Fednav, a bulk shipping operator based in Montreal. “So if ice is in a particular area that you need to go, you’re still blocked from getting there.”
But, in September, Russia will start shipping liquefied natural gas to Europe and Asia from Siberia, using ice-strengthened 305m-long tankers that, by turning around and moving stern-first, can churn through ice up to 2m thick.
And while the Crystal Serenity, with its casino and other amenities, was not built with polar cruising in mind, more than two dozen smaller “expedition” class ships, designed to carry up to 200 passengers and handle moderate ice conditions, are under construction around the world.
The amount of shipping in the Arctic is so small that it is difficult to justify the need for additional icebreakers or naval cutters in the region, or for a helicopter base that could aid ships far from land.
“You need investment and you need infrastructure to cover this gap,” said Lawson W. Brigham, a former captain of US Coast Guard icebreakers and now on the faculty at the University of Alaska, Fairbanks.
Given the lack of infrastructure, many experts argue that the focus should be on preventing incidents — through better training and certification of mariners, and safety requirements for ships. A new Polar Code, developed by the International Maritime Organisation, sets some safety standards, but critics say it does not go far enough and includes almost no environmental protection provisions.
Even relatively simple monitoring of ships can reduce the potential for disaster. Exchange operators can contact vessels that are getting too close to shore — a ship should usually be far from land so that, in the event of a mechanical problem, there is time for repairs without running aground — and have them change course. NYT
**The writer covers climate change and other science-related subjects, including earthquakes, hurricanes, mudslides, nuclear accidents and other natural and human-caused disasters.