Cashing in on climate change
In preparation for Arctic routes, shipyards in South Korea, Singapore and India are building ice-strengthened cargo ships and tankers. Some of these are equipped with dual-directional technology that enables them to use a high efficiency bow on open seas, and an icebreaking stern when moving backwards through ice.
The Chinese media refer to the Northern Sea Route as the "Arctic Golden Waterway". Professor Bin Yang of Shanghai Maritime University estimates the route could save his country $60bn to $120bn per year. The "Malacca dilemma" results from China's dependence on the Strait of Malacca between Indonesia and Malaysia for over 80 percent of its oil imports. This leaves the country's energy supply vulnerable to interruption. Another major chokepoint is the Suez Canal, which is controlled by politically unstable Egypt. Ships wishing to use it must also transit the pirate-infested Arabian Sea. Then there is the Panama Canal, controlled by Panama, which is heavily influenced by the United States. The passage is also too narrow for many large vessels. Ships can avoid these chokepoints by looping around Africa or South America, but the extra distance costs time, fuel and wages.
China, along with other Asian trading nations, are looking towards the north for alternate shipping lanes. The Bering Strait is a deep, wide, pirate-free channel between Russia and Alaska that connects the Pacific and Arctic Oceans. Eastward from there, Canada's Northwest Passage offers a 7,000-kilometre shortcut to the US' Atlantic Seaboard. Westward, Russia's Northern Sea Route offers a 10,000-kilometre shortcut to Europe. With time, a third route will open across the centre of the Arctic Ocean.
In September 2011, President Vladimir Putin told the media, "I want to stress the importance of the Northern Sea Route as an international transport artery that will rival traditional trade lanes in service fees, security and quality". Russia already uses icebreakers to escort commercial vessels, and charges for the service. In 2007, it launched the Fifty Years of Victory, a nuclear-powered behemoth able to break through 2.5 metres of ice at speed. Other projects designed to increase the viability of the Northern Sea Route include ten new search-and-rescue stations, renovations to rundown Arctic ports, easier-to-obtain shipping permits, and a new central office in Moscow to provide improved weather and ice forecasting in English.
In just four years, shipping along the Northern Sea Route has increased ten-fold. In 2012, more than 40 ships sailed through, most of them bulk carriers or tankers carrying iron ore, oil and liquefied natural gas from Northwest Russia to China, South Korea or Japan. As a sign of things to come, one transit involved a load of coal being shipped from Vancouver, Canada, to Hamburg, Germany. This year, 55 ships have already received permission to sail through, during a season that now extends from July through November.
Shipping through the Northwest Passage has also increased, but at a slower rate. In 2012, there were a total of 30 transits, none of which involved large cargo ships or tankers sailing to other countries. This is at least partly due to the Canadian government's lack of investment in its northern infrastructure, and its failure to provide icebreaking services for commercial vessels. Further complicating the situation, the US opposes Canada's claim that the Northwest Passage constitutes "internal waters" which foreign ships require permission to enter. Instead, the US insists the waterway is an "international strait" through which foreign ships may pass without constraint.
Russia takes the same position as Canada with respect to the Northern Sea Route, insisting that the narrowest stretches of the waterway constitute Russian internal waters. But while the US protests the Russian position, it has so far never physically challenged it.
http://www.aljazeera.com/indepth/opinion/2013/08/201382273357893832.html
In preparation for Arctic routes, shipyards in South Korea, Singapore and India are building ice-strengthened cargo ships and tankers. Some of these are equipped with dual-directional technology that enables them to use a high efficiency bow on open seas, and an icebreaking stern when moving backwards through ice.
The Chinese media refer to the Northern Sea Route as the "Arctic Golden Waterway". Professor Bin Yang of Shanghai Maritime University estimates the route could save his country $60bn to $120bn per year. The "Malacca dilemma" results from China's dependence on the Strait of Malacca between Indonesia and Malaysia for over 80 percent of its oil imports. This leaves the country's energy supply vulnerable to interruption. Another major chokepoint is the Suez Canal, which is controlled by politically unstable Egypt. Ships wishing to use it must also transit the pirate-infested Arabian Sea. Then there is the Panama Canal, controlled by Panama, which is heavily influenced by the United States. The passage is also too narrow for many large vessels. Ships can avoid these chokepoints by looping around Africa or South America, but the extra distance costs time, fuel and wages.
China, along with other Asian trading nations, are looking towards the north for alternate shipping lanes. The Bering Strait is a deep, wide, pirate-free channel between Russia and Alaska that connects the Pacific and Arctic Oceans. Eastward from there, Canada's Northwest Passage offers a 7,000-kilometre shortcut to the US' Atlantic Seaboard. Westward, Russia's Northern Sea Route offers a 10,000-kilometre shortcut to Europe. With time, a third route will open across the centre of the Arctic Ocean.
In September 2011, President Vladimir Putin told the media, "I want to stress the importance of the Northern Sea Route as an international transport artery that will rival traditional trade lanes in service fees, security and quality". Russia already uses icebreakers to escort commercial vessels, and charges for the service. In 2007, it launched the Fifty Years of Victory, a nuclear-powered behemoth able to break through 2.5 metres of ice at speed. Other projects designed to increase the viability of the Northern Sea Route include ten new search-and-rescue stations, renovations to rundown Arctic ports, easier-to-obtain shipping permits, and a new central office in Moscow to provide improved weather and ice forecasting in English.
In just four years, shipping along the Northern Sea Route has increased ten-fold. In 2012, more than 40 ships sailed through, most of them bulk carriers or tankers carrying iron ore, oil and liquefied natural gas from Northwest Russia to China, South Korea or Japan. As a sign of things to come, one transit involved a load of coal being shipped from Vancouver, Canada, to Hamburg, Germany. This year, 55 ships have already received permission to sail through, during a season that now extends from July through November.
Shipping through the Northwest Passage has also increased, but at a slower rate. In 2012, there were a total of 30 transits, none of which involved large cargo ships or tankers sailing to other countries. This is at least partly due to the Canadian government's lack of investment in its northern infrastructure, and its failure to provide icebreaking services for commercial vessels. Further complicating the situation, the US opposes Canada's claim that the Northwest Passage constitutes "internal waters" which foreign ships require permission to enter. Instead, the US insists the waterway is an "international strait" through which foreign ships may pass without constraint.
Russia takes the same position as Canada with respect to the Northern Sea Route, insisting that the narrowest stretches of the waterway constitute Russian internal waters. But while the US protests the Russian position, it has so far never physically challenged it.
http://www.aljazeera.com/indepth/opinion/2013/08/201382273357893832.html
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