northwest passage

  • 27m 50s

    07474IQ-KIP-99-13-INUK

    uploaded by: IBC admin

    channel: IBC

    Program: Program: Kippinguijautiit (Things to Pass Time By): This show entertains the audience with funny and interesting stories on traditional and contemporary Inuit way of life. Kippingujautiit features northern musical talent and coverage of games and special events. Kippinguijautiit was the most popular Inuktitut language program from the audience survey conducted in 1992.… Read more

    uploaded date: 06-01-2019

  • 2m 58s

    Passage To Mars: Official Trailer 1

    uploaded by: ARVIATTV

    channel: Arviat Television

    Mountain View, California, 26 April 2016. The Mars Institute, in partnership with Jules Verne Adventures, is proud to announce special advance screenings of “Passage To Mars”, the spectacular motion picture documentary film on the Mars Institute and NASA’s epic Northwest Passage Drive Expedition in the Arctic.

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    uploaded date: 29-04-2016

  • Shipping Firm Explores Alaska Port Possibility

    uploaded by: Cara Di Staulo

    channel: DID News

    Shipping Firm Explores Alaska Port Possibility

    By Marex

    Tschudi Shipping Co., one of the oldest shipping firms in Norway, will begin exploring the possibility of establishing a transshipment port in western Alaska, Lt. Governor Mead Treadwell said.

     

    Treadwell, who leads the state's work with the 8-nation Arctic Council, applauded Tschudi's decision, saying it is a tremendous step toward developing Alaska's economic opportunities related to Arctic shipping.

    Tschudi Shipping Co. is owned and operated by the fourth generation of the Tschudi family and operates shipping, offshore and logistics worldwide with particular focus on east-west cargo flows between Northwest Europe, Central Asia and Russia including logistics in the Norwegian and Russian Arctic.

    Tschudi wants to establish a location to serve as an intermediate or transshipment site for goods and commodities shipped to and from Scandinavia and Europe via its port facilities in Kirkenes, Norway along Russia's Northern Sea Route and through the Bering Strait bound for Pacific U.S., Alaska or Far East ports.

    "Felix Tschudi understands the strategic position of Alaska and the practical value of this new ocean that's opening as ice recedes," Treadwell said. "We've long known that ports in western Alaska, including Adak and Dutch Harbor, offer a valuable global location with links to trans-Pacific routes. As we look to develop our Arctic economy, we believe this opportunity to link ports in Europe on trans-Atlantic routes to ports in Alaska will be an important first step."

    Tschudi, the CEO of Tschudi Shipping Co. and co-founder of the Center for High North Logistics, a non-profit research foundation focusing on transportation solutions in the Arctic, agreed. "We are pleased that Alaska sees the economic value of this kind of collaboration, and we will be working to study all possibilities and options in the coming months."

    Discussions with Tschudi began several weeks ago in Iceland and continued last week during a two-day workshop organized by the University of Alaska Fairbanks (UAF) and the Institute of the North in cooperation with the Norwegian Embassy in Washington and the Center for High North Logistics to explore shipping opportunities.

    The workshop was part of an ongoing study being conducted by UAF for the Alaska Department of Commerce, Community and Economic Development (DCCED) to look at the economic opportunities and impacts that could accrue to Alaska from Arctic shipping. Presenters included U.S. Army Corp of Engineers on plans for a deep-draft port at Port Clarence and Nome, experts in Arctic ice conditions, planners examining the rail and road links from Nome/Port Clarence to Fairbanks, and those with experience in shipping along Russia's Northern Sea Route.

    Treadwell said the collaboration on a potential Alaska transshipment port location is a direct result of the Dept. of Commerce effort. The Commerce/UAF study will help Alaska present its case, as ports in Japan and Russia could serve the same purpose.

    Treadwell said Tschudi joins other European ports in Norway, Iceland, and Germany that have expressed an interest in cooperation with Alaska ports. Alaska also is working closely with its northern neighbors through the Arctic Council to improve the shipping safety in the Arctic.

    "Western Alaska ports, including the deep-draft ports proposed for Port Clarence and Nome, may be at the same point in our economic history that the Anchorage and Fairbanks airports were in the 1950s at the dawn of the jet age. Regular Arctic shipping is coming just as polar aviation came in the last generation," Treadwell said. "Our strategic position in the air cargo world supplies tens of thousands of jobs here today, and trans-polar shipping may have similar potential in the next 50 years."

    The UAF/Commerce study will continue to examine how to ensure safe, secure and reliable shipping to prevent oil spills and protect coastal communities, fishing, and hunting, how to reduce energy costs for Alaskans, how to increase the export of Alaska resources, and, how to create more jobs for Alaskans.

    www.maritime-executive.com

     

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    uploaded date: 20-11-2013

  • Baffinland CEO says no to shipping ore through Northwest Passage

    uploaded by: Cara Di Staulo

    channel: DID News

    Chief executive Tom Paddon says shipping route is too shallow for iron ore and coal carriers

    By PAUL WALDIE

    The head of a Canadian mining company developing a massive mineral deposit within the Arctic Circle said the Northwest Passage won't work as a viable shipping route to Europe and Asia.

    Baffinland Iron Mines Corp., which is owned by steel giant ArcelorMittal and private equity firm Iron Ore Holdings LP, is building one of the largest iron ore mines in the world on Baffin Island in Nunavut. The $750-million Mary River mine is on track to open in 2015 and the ore will be shipped to Europe.

    "In my opinion the Northwest Passage is not a transit route of any significance," Tom Paddon, Baffinland's chief executive, told the Arctic Futures 2013 conference in Brussels on Thursday.

    Mr. Paddon said one problem is the Northwest Passage's depth, which prevents it from becoming a major trade route. Many commodities such as iron ore and coal are shipped on bulk carriers that need a depth of up to 19 metres, also known as "capesize" vessels. Much of the Northwest Passage is only 15 metres deep.

    "So the iron ore business is not looking to move material from one side of the world to the other through the Northwest Passage unless somebody invents a different way to sail a boat," he said.

    His opinion conflicts with that of the Canadian government, which has gone to great lengths to push utilization of the Northwest Passage as a way to ensure Canadian sovereignty in the North. Canada is also worried that Russia's rival Northern Sea Route will develop more quickly as a shipping alternative.

    The federal government helped sponsor the recent voyage from Vancouver to Finland of a Danish ship loaded with metallurgical coal, which is used to make steel. The ship was the first bulk carrier to sail through the Northwest Passage and the voyage was hailed as proof that the route provides a faster and cheaper alternative to the Panama Canal.

    Some experts agree with Mr. Paddon.

    Kathrin Keil, a scientist at Germany's Institute for Advanced Sustainability Studies, dismissed the trip, noting that the Danish ship was escorted by a Canadian Coastguard vessel. "These are all stunts," she said during a break in the Arctic conference. "These are just to show we have the technology to do it. They have nothing to do with trade."

    Ms. Keil said Arctic shipping in general is too expensive to become a real alternative to traditional routes, even though the northern trips are much shorter. She told the conference that just 46 ships crossed Russia's Northern Sea Route last year and only 40 have made the trip this year. Many of those trips were domestic voyages within Russia and did not go all the way through to Asia. By contrast, 18,000 ships use the Suez Canal annually and 13,000 ply the Panama Canal.

    "It's a niche," she said referring to the Arctic route. "For certain ships, for certain commodities, for a certain time of the year."

    She added that among the advantages of the longer southern voyage is the opportunity to stop at ports along the way, something that can't happen in the Arctic. "You want to call at all these other ports. You want to actually serve all these other markets too," she said.

    Arctic shipping will remain largely "destinational," or for specific purposes such as sending supplies to mining companies or moving resources to ports, she said. "But [the Arctic] is not an all year round, global maritime trade route. That's not what it is and probably won't be."

    Anders Backman, an expert on Arctic shipping from the University of Gothenberg in Sweden, told the conference that he also did not believe shipping would increase significantly in the North because of the expense and difficult sailing conditions. "Maybe it will increase compared to today," he said. "But it will not be dramatic."

    www.theglobeandmail.com

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    uploaded date: 22-10-2013