Hazardous conditions caused by climate change put Arctic research study on ice

June 13th 2017 – National Observer

http://www.nationalobserver.com/2017/06/13/news/hazardous-conditions-caused-climate-change-put-arctic-research-study-ice

The Canadian Press

An Arctic climate change study has been canceled because warming temperatures have filled the sea off northern Newfoundland with hazardous ice up to eight metres thick.

artic ice2

Image Credit Scientific American

 

Instead of cruising north with a team of scientists, the Canadian Coast Guard icebreaker Amundsen has been busy freeing fishing boats and helping other ships surrounded in ice that usually doesn’t travel so far south at this time of year.

David Barber, the expedition’s chief scientist, says the irony is that climate change itself has put the climate change research project on ice.

“I have been in the Arctic for 35 years and this is one of the most incredible experiences I have ever had,” he said Monday. “Normally these conditions aren’t so bad. This is climate change fully in action — affecting our ability to make use of marine resources and transport things.”

Barber said warming temperatures have made the ice in the high Arctic thinner. When buffeted by storms and high winds, the ice can move much more freely and travels south on ocean currents.

The expedition of 40 scientists was planning to travel to Hudson Bay, but the Amundsen had to be diverted to help ships caught in the Strait of Belle Isle and along the coast of Newfoundland.

Barber, a University of Manitoba Arctic ice expert, said the heavy icebreaker helped rescue stranded fisherman and carved a path for tankers carrying diesel fuel to remote communities.

At times, the ice was so thick the ship had to repeatedly back up and ram its way through the frozen barrier.

“Typically we run into this when we overwinter in the High Arctic,” he said. “To be doing that off the Newfoundland coast in June was completely unheard of.”

Barber said the delay caused by the ice prompted the cancellation of the expedition, but scientists put the time to good use. They will share information about the ice conditions with the Coast Guard and shipping companies.

The Coast Guard said last week that some fishing boats that had been stuck in thick ice had returned safely to shore. Five fishermen were flown to safety by a military helicopter after their boat started to take on water.

Scientists said the ice conditions are another indicator that climate change is not something that is going to happen — it is already here.

Barber said the shifting of thick ice will have implications for ship movements in other areas of the Arctic, including Baffin Bay and parts of the Northwest Passage.

He suggested the federal government needs to be more prepared for the changes through better monitoring of ice conditions and ensuring that Canada’s fleet of aging heavy icebreakers is up to the task.

“It was a real eye-opener for me — just how unprepared we are for climate change when it comes to ice hazards,” he said. “This is a wake-up call for all of us in the country.”

 

Advertisements

The Basics of Satellite Technology on Ships

Vessels at sea – Radio telecommunication at sea has undergone a major change in the last century. After the days of semaphores and flags (which is still relevant today in some cases), radio brought about a drastic change in marine communication at sea.

ais ship

From the early years of the last century, ships started using radios for communicating distress signals among the ships themselves and with the shore. Radio telegraphy using Morse code was used in the early part of the twentieth century for marine communication.

In the 1970s, after considering the studies of the International Telecommunication Union, IMO brought about a system where ship-to-ship or ship-to-shore communication was put into action with some degree of automation, where a skilled radio officer keeping 24×7 watch was not required.

Marine communication between ships or with the shore was carried with the help of on board systems through shore stations and even satellites. While ship-to-ship communication was brought about by VHF type radio  Digital Selective Calling (DSC) came up with digitally remote control commands to transmit or receive distress alert, urgent or safety calls, or routine priority messages. DSC controllers can now be integrated with the VHF radio as per SOLAS ( Saftey Of Life At Sea).

While INMARSAT gives the scope of two-way communications, the Corpas Sarsat has a system that is limited to reception of signals from an emergency position and places with no facilities of two-way marine communications, indicating radio becons (EPIRB). Satellite services, as opposed to terrestrial communication systems, need the help of geostationary satellites for transmitting and receiving signals, where the range of shore stations cannot reach. These marine communication services are provided by The company Inmarsat and COSPAS – SARSAT (a multi-national government funded agency).

For international operational requirements, the Global Maritime Distress Safety System – also known as (GMDSS) has divided the world into four sub-areas. These are four geographical divisions named as A1, A2, A3 and A4.

Different radio communication systems are required by the vessel to be carried on board ships, depending on the area of operation of  the vessel.

A1 – It’s about 20- 30 nautical miles from the coast, which is under coverage of at least one VHF coast radio station in which continuous DSC alerting is available. Equipment used: A VHF, a DSC and a NAVTEX receiver (a navigational telex for receiving maritime and meteorological information).

A2 – This area notionally should cover 400 nautical miles off shore but in practice it extends up to 100 nautical miles off shore but this should exclude A1 areas. Equipment used: A DSC, and radio telephone (MF radio range) plus the equipment required for A1 areas.

A3 – This is the area excluding the A1 & A2 areas. But the coverage is within 70 degrees north and 70 degree south latitude and is within INMARSAT geostationary satellite range, where continuous alerting is available. Equipment used: A high frequency radio and/ or INMARSAT, a system of receiving MSI (Maritime Safety Information) plus the other remaining systems for A1 and A2 areas.

A4 – These are the areas outside sea areas of A1, A2 and A3. These are essentially the Polar Regions North and South of 70 degree of latitude. Equipment used: HF radio service plus those required for other areas.

All oceans are covered by HF marine communication services for which the IMO requires to have two coast stations per ocean region. Today almost all ships are fitted with satellite terminal for Ship Alert Security System (SASS) and for long range identification and tracking as per the SOLAS requirements.

On distress, Search and Rescue operations from Maritime Rescue Co-ordination centers are carried out among other methods, with the help of most of these marine navigation tools. Naturally, the sea has become a lot safer with these gadgets and other important navigation tools that have been recommended by the IMO and as enshrined in GMDSS.

Each Inmarsat-5 satellite is expected to have a commercial life of 15 years.