Quotulatiousness

August 10, 2020

Russia in Asia (for now)

Filed under: Asia, China, Government, History, Russia — Tags: , , , — Nicholas @ 05:00

Ted Campbell looks at some long-frozen geopolitical forces that may become more active in coming years:

The Jamestown Foundation, which some experts describe as mainly non-partisan and relatively unbiased, has published an interesting article by Paul Goble in which he reminds us that “Russia east of the Urals comprises more than two-thirds of the Russian Federation but has only about one-fifth of that country’s population. It is where most of Russia’s natural resources are to be found, though the earnings from their extraction largely go to Moscow and not to local people. The region is located three to ten time zones east of Moscow and is linked to the center by few roads or rail lines. Its people are far closer to China and other Pacific rim countries — including the United States — than to the core of the Russian Federation. Because of their roots in explorers, those fleeing oppression, and those sent there by the state for punishment, eastern Russians have always been more independent minded and entrepreneurial than Russians in central and western Russia. Perhaps the most important measure of this cultural divide is that Protestant faiths dominate the religious scene there, not the Russian Orthodox Church of the Moscow Patriarchate.”

It is related to something I have been saying for a long time: Siberia (essentially everything East of the Yenisei River (some say everything East of the Urals) is Asia …

… while Russia, per se, is an Eastern European country.

[…]

A few years ago a couple of middle-ranked Chinese officials suggested to me that one of China’s long-term strategic plans was (and I’m guessing still is) to encourage separatist movements in Siberia which, they hoped, will succeed in creating three or four (maybe even five or six) “autonomous” states in Siberia which will, like Mongolia, look, primarily to China for trade and support.

China covets needs the resources, including water, that Siberia has. I have, in the past, forecast a Sino-Russian “Water War” in Siberia. But, speaking broadly and generally, the Chinese don’t like wars: they are expensive and unpredictable. They would much rather play a modest, behind the scenes role in creating a handful of weak, independent Siberian states with which they can trade to their advantage. They do not, I was told, wish to annex Siberia ~ some Chinese feel that the Qing Dynasty (1644 to 1912) went too far when it annexed what is now the Xinjiang Uyghur Autonomous Region (新疆维吾尔自治区) in 18th century.

(Tibet is a different matter and most of the Chinese people I know who might wish that Xinjiang was a more autonomous place, more like Kyrgyzstan, for example, believe that Tibetans are Chinese (and Uighurs are not) and Tibet is a “natural” part of China.)

I said a couple of days ago, that “Russia is a pariah state that is flailing about as it withers and dies.” But Putin is flailing about in the wrong directions. The Chinese are, I believe, cultivating and fertilizing Siberian separatist movements with a view to dismembering Russia and “liberating” Siberia. When that happens, and I’m confident that it is NOT an IF, the world will be a much different place.

July 21, 2020

The Destruction of Convoy PQ17: Merchant Ships Left Defenceless

Filed under: Britain, Germany, History, Military, Russia, USA, WW2 — Tags: , , , , , — Nicholas @ 06:00

Historigraph
Published 18 Jul 2020

For unlimited access to the world’s top documentaries and non­fiction series go to http://go.thoughtleaders.io/166892020… and use the promo code ‘historigraph‘ to get 30 days free access.

Buy Historigraph Posters here! teespring.com/stores/historigraph
Support the channel on Patreon: https://www.patreon.com/historigraph

#ConvoyPQ17 #Historigraph #CuriosityStream

► Twitch: https://www.twitch.tv/addaway
► Twitter: https://twitter.com/historigraph
► Instagram: https://www.instagram.com/historigraph

Music:

“Rynos Theme” Kevin MacLeod (incompetech.com)
Licensed under Creative Commons: By Attribution 4.0 License
http://creativecommons.org/licenses/b…

The Descent by Kevin MacLeod
Link: https://incompetech.filmmusic.io/song…
License: http://creativecommons.org/licenses/b…

Crypto by Kevin MacLeod
Link: https://incompetech.filmmusic.io/song…
License: http://creativecommons.org/licenses/b…

March 7, 2020

RCN’s Arctic and Offshore Patrol Ships delayed again

Filed under: Cancon, Military — Tags: , , — Nicholas @ 05:00

In the Ottawa Citizen, David Pugliese reports on the latest hold-up in getting the Arctic and Offshore Patrol Ships (AOPS) into the RCN’s hands:

The delivery of the first Arctic and Offshore Patrol Ship to the Royal Canadian Navy has been delayed once more and the arrival of the second ship has also fallen behind schedule.

In November, the Department of National Defence stated the first Arctic and Offshore Patrol Ships, or AOPS, was expected by the end of March.

That won’t be happening, DND confirmed to this newspaper.

The department can’t provide any specific details on a new delivery date for the ship being built by Irving Shipbuilding Inc. on the east coast. But it noted that delivery would happen sometime before June 21.

The first AOPS was to have been delivered in 2013, with Arctic operations set for 2015. But ongoing problems with the government’s national shipbuilding program and delays in awarding the contract continued to push schedules back.

There is some risk the first vessel could be delayed beyond the June timeframe, DND acknowledged. In addition, the department confirmed the delivery of the second AOPS has also fallen behind schedule. The scheduled delivery of the other ships could also slip.

“Lessons are being learned from the construction of the first ship, and are benefiting the construction of the second ship,” explained DND spokeswoman Jessica Lamirande. “However, as some inefficiencies are still being resolved, and because resources were focused on the first ship, delivery of the second ship has been delayed. The delivery timelines for the second to sixth ships are still being assessed, and updates will be shared once available.”

The second AOPS was supposed to be delivered in late 2020. The last of the six ships was supposed to arrive in 2024.

February 19, 2020

Great Blunders of WWII: The Scattering of Convoy PQ17

Filed under: Britain, Germany, History, Military, Russia, WW2 — Tags: , , , , , — Nicholas @ 06:00

Anthony Coleman
Published 4 Nov 2016

From the History Channel DVD series Great Blunders of WWII.

This is of interest for many reasons, but particularly because my late father-in-law served in the Royal Navy on the Arctic convoys and spent a full winter in the Soviet Union when his convoy couldn’t return before the ice closed the convoy route.

December 22, 2019

The North Magnetic Pole … a refugee from Canada’s Arctic

Filed under: Cancon, Russia, Science — Tags: , , , — Nicholas @ 05:00

Colby Cosh on the latest refugee to flee from Canada:

On Dec. 10, the World Magnetic Model used to calibrate compasses was officially updated. The “model” can be thought of as a map that you would use, given your location on or near the Earth’s surface, to find out how many degrees your magnetic compass is off from true geographic north (or south). This ordinarily happens every five years, but the wizards in charge of the system decided to update a year early because the north magnetic pole is moving particularly fast right now.

Positions of North Magnetic Pole of the Earth. Poles shown are dip poles, defined as positions where the direction of the magnetic field is vertical. Red circles mark magnetic north pole positions as determined by direct observation, blue circles mark positions modelled using the GUFM model (1590–1890) and the IGRF-12 model (1900–2020) in 1 year increments. For the years 1890–1900, a smooth interpolation between the two models was performed. The modelled locations after 2015 are projections.
Map by Cavit via Wikimedia Commons.

As most Canadians will have heard, magnetic north is, at the moment, fleeing Canadian territory and heading toward Russia. The rate of change is still very high by historic standards, first established in the early 19th century, but it has slowed just a little. In the year 1900 the pole was firmly in the Canadian Arctic, off Somerset Island. It wandered north, broke out of our high Arctic archipelago in about 2000, and has been streaking Siberia-ward across the open sea at more than 50 km a year since. The time component in the new WMM forecasts a slight slowing over the next five-year period, to about 40 km/yr.

This, like everything else involving Earth’s magnetic field, is a bit of a guess. The WMM has to be updated often because it does incorporate guesswork about the magnitude and direction of changes in the short-term future. The model will be most accurate now, and increasingly less so over the five-year term as the magnetic poles do their little dance — independently, by the way; the magnetic poles are not exactly opposite the Earth from one another, and the “south” one is scooting along much more slowly than the “north.” (Also, the magnetic north pole, the one to which the “north” needle of your compass is attracted, is actually a “south” pole to physicists.)

The truth is that the naive inquirer should not research Earth’s magnetism in the expectation that it is as well understood by scientists as, say, oceanic tides. (You can probably detect that I am talking about myself here.) The question “Why is the magnetic pole leaving Canada?” does not really admit of a solid answer. Maybe it’s the investment climate?

Probably most everybody is dimly aware that the magnetic poles flip outright from time to time — every half-million years on average. But the assumptions embedded in your handheld compass run much deeper than that. The Earth itself is only a big dipole magnet generally, rather than locally, and there is no guarantee of only one “north magnetic pole” as the field is measured near the surface. Competing “north poles” can form. (Which would, at least, let Russia and Canada each have their own …)

July 18, 2019

Canada’s disputed claims to the Arctic

Filed under: Cancon, Government — Tags: , , — Nicholas @ 03:00

In the Post Millennial, Jason Unrau writes about the Canadian government’s largely unsupported claims to the Northwest Passage as Canadian territorial waters:

If Canada is serious about defending sovereignty over its Arctic archipelago, Ottawa needs to develop better infrastructure there and start with a permanent military base, says the only MP who attended the International Arctic Forum held in St. Petersburg, Russia.

“The conversation was that it’s international waters. From a Canadian perspective we lay claim to it, but the international community is really looking at it as international waters,” said David Yurdiga, Conservative MP for Fort McMurray–Cold Lake Alberta.

“There are plans to open up the Northwest Passage and connect it as part of international shipping lanes, as they call it … even the U.S. says it’s international waters.”

Canada’s jurisdiction over the waterway was last publicly questioned at the meeting of Arctic Council nations in Finland, where U.S. Secretary of State Mike Pompeo called Canada’s claim “illegitimate”.

[…]

But back in the real world, nobody cares about Canada’s claims to our Arctic archipelago, except for us, said Yurdiga. And barely a month before Scheer and Freeland duked it out on Twitter, in St. Petersburg, according to Yurdiga, only department staff attended the International Arctic Forum – not MPs, nor ministers.

“I was really shocked there was no representative from the government,” Yurdiga said. “We have international communities talking about these as international waters, and we have nobody from the Canadian government pushing back on our sovereignty. We’ve got to be an active player.”

March 14, 2018

The navy we need versus the navy we’re willing to pay for

Filed under: Cancon, Military — Tags: , , , , — Nicholas @ 05:00

Ted Campbell recounts the ups and downs of the federal government’s plans for the Royal Canadian Navy over the last few decades:

A Chilean navy boarding team fast-ropes onto the flight deck of RCN Halifax-class frigate HMCS Calgary (FFH 335) during multinational training exercise Fuerzas Aliadas PANAMAX 2009.
US Navy photo via Wikimedia.

One of my old friends, commenting to another equally old friend on social media, said this: “Surely, the PM and his government must see the obvious — that as the oceans warm and the ice melts the Northwest Passage becomes navigable year round. He’s been sounding off about climate change ad nauseum so that would seem to be understood by him. As a teacher he must also know that European colonial powers sought a shortcut between east and west but were deterred by ice. That’s changed, which he acknowledges, and Canada’s claim of the.increasingly ice free Northwest Passage as sovereign territory is under threat. Absent Canada’s willingness, and any capability, to enforce it’s claim, Canada surrenders any legitimate right to ownership of the Northwest Passage and the resources in the territory it abuts. That a maritime nation bordered by three oceans needs a blue-water navy is axiomatic. And once the PM acknowledges that the Northwest Passage is about to become Canada’s Suez Canal he must recognize that it, too, needs to be protected and defended by the Royal Canadian Navy. But the navy can only do that if it has ships and sailors. If Canada doesn’t expend the effort to protect its shores and assert its claims someone else will.” Sound pretty sensible, doesn’t it? Climate change will, very possibly, open the Northwest Passage; it Canada cannot patrol and police those waters then others will exploit them; it’s the Navy’s job to patrol and police our waters … I have argued that the “constabulary fleet” that should do that ought not to be in the Navy, but that’s a different issue … for now.

[…]

Way back when ~ I’m working from memory and I’m happy to have these numbers corrected ~ the Royal Canadian Navy said, in a document called “Leadmark,” if my memory serves, that, in addition to infrastructure (headquarters, schools, dockyards, etc) it needed:

  • A fleet with global “reach” which meant more than a dozen “major combatants” (destroyers and frigates) plus four support ships so that, at any time, it could have one combat-ready task group in each of any two of the world’s oceans;
  • A coastal (three coasts) patrol fleet consisting of a mix of submarines and another dozen “minor combatants” (corvettes and mine hunters);
  • Organic air elements for those fleets;
  • Auxiliary and training vessels.

Circumstances changed over time but the Paul Martin government finally committed to new helicopters for the fleet and thanks to his decision and to the perseverance of the Harper government they are, finally, entering service, only 25 years after Jean Chrétien abruptly cancelled the Mulroney government’s signed contracts for (then) new shipborne helicopters.

[…]

What we, Canadians, do not have is a properly funded plan to build the real Navy that the country with the world’s longest coastline, that borders three oceans, needs and deserves.

Since I am pretty sure that, absent some catastrophic events, Prime Minister Trudeau has no interest in warships (or the Coast Guard) I can be fairly confident that while new ships will be built they will be too few in number for the jobs that need doing.

There are no votes in promising to rebuild the military. The Liberals will ignore it and the Conservatives would be wise to not make it much of a campaign issue … Canadians, an overwhelming majority of Canadians just don’t care. But the Conservatives need to get some first rate naval and shipbuilding people into a room and decide, for themselves, what the real costs are for what the Royal Canadian Navy really needs.

The expected warming of the Arctic Ocean and the potential opening of new shipping lanes through areas currently claimed by Canada should be a huge encouragement for the federal government to get serious about ensuring that the RCN, the Canadian Coast Guard and the RCMP are properly prepared and equipped to protect our sovereignty in this region. As in so many other climate change matters, however, the government loves to talk the talk but is manifestly uninterested in walking the walk. More new ships, submarines, helicopters, bases, and the military staff to crew/staff them would be a very expensive commitment that wouldn’t shore up votes in those critical marginal constituencies and would reduce the government’s ability so spend money in aid of getting re-elected (the Liberals are in power now, but the same sort of political calculus applies to the Tories as well).

Mr. Campbell is a Conservative and clearly harbours hopes that Admiral Andrew Scheer will be more willing to make the RCN a priority, but history does not support that hope. The last time (and possibly only time outside periods of declared war) that a Canadian government was serious about the military was before 1957. Canadians are hopelessly in love with the idea of being a peaceful nation and have never been willing to engage with that old Latin tag “Si vis pacem, para bellum

May 23, 2016

QotD: Yachting news

Filed under: Quotations, Randomness — Tags: , , , , — Nicholas @ 01:00

It is pleasing to see a man travelling in style. Erkan Gürsoy, age sixty-eight, took the northern route for his latest visit to his native Turkey, which is usual when flying to the Old World from British Columbia. But he gave this a twist by avoiding the airlines. Instead he negotiated the Northwest Passage, then crossed the rough Atlantic (weathering a hurricane), in a 36-foot aluminum yacht of his own construction. The Altan Girl, and her master, arrived safely at Çanakkale (near Troy in the Dardanelles), somewhat dimpled by the ice. Polar bears were also among Mr Gürsoy’s perils, as I gather from reports.

Most solo sailors come from inland locations, I have noticed, and this one from the Turkish interior. My theory is that people raised along the coast would know better. My own frankly escapist sailing fantasies owe much to a childhood spent mostly well inland, so that I was fully four years before I’d even seen an ocean. I remember that first encounter vividly. It turned out to be larger than I had expected.

Mr Gürsoy makes his living in Nanaimo manufacturing aluminum boats, mostly as tenders for larger vessels. He calls his stock-in-trade the “non-deflatable” — the hulls ringed around with fat aluminum irrigation tubing. He has a patent on that, and while admitting that his craft are rather ugly, notes that they are hard to sink. (From photographs I see that he is not much into concealing welds, either.) They are also rather noisy, for those riding inside, and they do bounce about on the waves. But on few other ships can one drum so impressively, to discourage those pesky bears, when trapped in ice that is crushing you like a pop can.

Clearly, from the accounts I have read, and by the full Aristotelian definition, a magnificent man.

David Warren, “Yachting news”, Essays in Idleness, 2015-02-11.

May 20, 2015

Scuttled Soviet submarines in the Arctic

Filed under: Environment, Europe, Military — Tags: , , , , , — Nicholas @ 02:00

The Soviet Union had a remarkably casual approach to disposing of nuclear-powered submarines that were no longer useful in active service:

Russian scientists have made a worst-case scenario map for possible spreading of radionuclides from the wreck of the K-159 nuclear-powered submarine that sank twelve years ago in one of the best fishing areas of the Barents Sea.

Mikhail Kobrinsky with the Nuclear Safety Institute of the Russian Academy of Science says the sunken November-class submarine can’t stay at the seabed. The two reactors contain 800 kilos of spent uranium fuel.

The map shows expected spreading of radioactive Cs-137 from potential releases from the K-159 that still lays on the seabed northeast of Murmansk in the Barents Sea.

The map shows expected spreading of radioactive Cs-137 from potential releases from the K-159 that still lays on the seabed northeast of Murmansk in the Barents Sea.

At a recent seminar in Murmansk organized jointly by Russia’s nuclear agency Rosatom and the Norwegian environmental group Bellona, Kobrinsky presented the scenario map most fishermen in the Barents Sea would get nightmares by seeing.

Some areas could be sealed off for commercial fisheries for up to two years, Mikhail Kobrinsky explained.

Ocean currents would bring the radioactivity eastwards in the Barents Sea towards the inlet to the White Sea in the south and towards the Pechora Sea and Novaya Zemlya in the northeast.

February 28, 2015

How worried are Russia’s neighbours? Norway reacts to re-opened northern bases that have been shut down since the Cold War

Filed under: Europe, Military, Russia — Tags: , , , , — Nicholas @ 10:18

In the Guardian, Julian Borger reports on restructuring in Norway’s defence establishment in reaction to Russian expansionism:

Norway’s defence minister has said her country’s armed forces will be restructured so they can respond faster to what she called increased Russian aggression.

Ine Eriksen Soreide said that Russia had recently re-opened military bases in its far north that had been shut down after the cold war, and that there had also been an increase in flights by Russian warplanes close to Norwegian airspace.

“We have seen in the first couple of months of this year a certain increase compared to the same period last year and … an increased complexity. We see they fly longer, they fly with more different kinds of airplanes and their patterns are different than they used to be,” Soreide told the Guardian during a visit to London.

“They have not breached our territory and that is different from what is happening in the Baltic Sea area. They are breaching territory there all the time and in the Baltic area they have also seen three times as many flights as normal or usual,” she added.

Soreide said Norway was stepping up military cooperation with the Baltic states — Estonia, Latvia and Lithuania — as a means of reassuring them that they were fully covered by Nato’s collective security umbrella. Furthermore, Norway was “absolutely” ready to expand training of Ukrainian soldiers, she said, predicting that more Nato states would follow the British example of dispatching trainers and non-lethal equipment to support Ukraine.

“On the political level I think it is important to define what we are seeing, that this is aggression — whether you see it as cyber threats or information campaign and conventional warfare, it is aggression what they are doing in Ukraine. And I think it’s important to say this, and that we do not accept this towards Nato countries,” the defence minister said.

Update: Re-worded the headline to reflect the fact that it was Russian bases being re-opened, not Norwegian facilities.

February 24, 2015

A Victorian-era effort equivalent to a moon landing in the 20th century

Filed under: Americas, Britain, Cancon, History — Tags: , — Nicholas @ 05:00

At sp!ked, Alexander Adams tries to put the Franklin Expedition into a context we can understand:

In May 1845, two Royal Navy ships, HMS Terror and Erebus, embarked from London on a voyage with ambitious aims. The mission would forge a passage through the partially mapped channels of northern Canada and pioneer the Northwest Passage. This route from Greenland to Alaska via the icy channels on the Arctic Circle would open new trading routes and allow vessels to forgo the dangerous and lengthy passage around Cape Horn. The attempt would use new technology pioneered in Britain — coal-fired engines powering propeller screws for locomotion, and tinned food.

The Admiralty decided on a large party in two ships under the command of Arctic veteran Sir John Franklin. Hostile conditions, the use of new technology, and — critically — operating beyond immediate assistance of the few trading forts and whaling stations to the south, meant the expedition was the equivalent of a Victorian-era moon landing. If men, supplies, technology, knowhow or leadership failed, then deaths could be expected. However, experience suggested that if the attempt met insurmountable obstacles there was a fair chance of retreating with only minor casualties, if leadership was decisive enough.

For the purposes of communication, the expedition was supplied with watertight brass tubes to hold written messages, to be left behind in coastal cairns. Provisions for three years were supplied, as it was expected that two overwinterings, locked in sea ice, would have to be borne. Without coal and food depoted ahead, and without a supply ship following the next season, the Admiralty’s plan left Franklin perilously reliant on his own resources.

[…]

It became plain, as search parties brought back the few clues, that 129 officers and men had died in the greatest single disaster in Arctic exploration. A rough outline became clear. All had started well but the ships had been woefully underpowered by their engines and relied on their sails. Much of the tinned food — produced by a contractor who was the lowest bidder — turned out to be rotten. A later expedition, using identical tins, discovered that much of their provisions were inedible. Some tins of meat included bone, which reduced the edible content to half of what it should have been. Loose beads of solder may have caused lead poisoning and inadequate preparation of tinned food may have given rise to cases of botulism. Franklin’s ships became beset during their second and third summers, rendering them prey to tidal movements in ice and leaving men dangerously short of supplies. Their margin for survival had been cut to a bare minimum, as evidence of a terse note (the only one ever found) demonstrates. The message said that Franklin had died and survivors were abandoning the ships to head south with rowing boats. It was an impossibly long journey for starving men. (One of those boats — with skeletons — was discovered.)

November 15, 2014

Another hidden ecological disaster from the Cold War

Filed under: Europe — Tags: , , , , , — Nicholas @ 00:03

I’d heard that the Soviet navy had dumped some potentially hazardous nuclear wastes in the Arctic, but I didn’t realize just how much they’d dumped:

While Russia’s nuclear bombers have recently set the West abuzz by probing NATO’s air defenses, a far more certain danger currently lurks beneath the frigid Arctic waters off Russia’s northern coast — a toxic boneyard for Soviet nuclear ships and reactors whose containment systems are gradually wearing out.

Left to decay at the bottom of the ocean, the world is facing a worst case scenario described as “an Arctic underwater Chernobyl, played out in slow motion,” according to Thomas Nilsen, an editor at the Barents Observer newspaper and a member of a Norwegian watchdog group that monitors the situation.

According to a joint Russian-Norwegian report issued in 2012, there are 17,000 containers of nuclear waste, 19 rusting Soviet nuclear ships and 14 nuclear reactors cut out of atomic vessels at the bottom of the Kara Sea.

Soviet nuclear waste in the Arctic

The K-159 went down in 2003 while it was being towed to the town of Polyarny — home of Russia’s primary shipyard used for servicing and decommissioning nuclear powered vessels — for dismantling. Nine sailors died trying to keep it afloat when a storm hit, ripping off makeshift pontoons welded to the side to ensure the porous rusting hull didn’t sink en route. Estimates place around 800 kilograms of spent uranium fuel aboard the K-159, according to Bellona.

Soviet nuclear submarine K-159 before she sank

“Unfortunately, to my knowledge, there are currently no concrete plans to raise [radioactive] objects, and potentially raising the submarine is a Russian responsibility,” said Ingar Amundsen, head of the section for international nuclear issues at the Norwegian Radiation Protection Authority (NRPA), a governmental body tasked with keeping watch over the nuclear threats in the Arctic.

October 12, 2014

The unique challenges to UAVs in the Canadian Arctic

Filed under: Cancon, Environment, Science, Technology — Tags: , , , — Nicholas @ 00:02

Ben Makuch looks at the severe environment of Canada’s Arctic and how UAV design is constrained by those conditions:

The rotary-wing UAV tested, and its view from the sky. Image: DRDC

The rotary-wing UAV tested, and its view from the sky. Image: DRDC

“A lot of these systems — UAVs particularly, and rotor-wing (that is to say helicopters or quadrotors) — are even more sensitive. They require a good understanding of what they’re heading in. And by heading, that’s kind of the direction you’re facing,” said Monckton.

And because of those difficulties, finding headings for aerial drones in the Arctic requires stronger GPS systems to establish a “line segment” of locational data, ripped, according to Monckton, from a “crown” of satellites hovering on top of Earth.

In terms of weather conditions, the extreme sub-zero temperatures is devastating on a UAV when you mix in fog or clouds. While crisp cool air with clear skies provides excellent flying conditions, once you mix in ice fog, it becomes a major risk to small UAVs.

“The biggest risk in the Arctic is structural icing,” said Monckton who explained that water in the clouds is so cool that when “you strike it, it actually crystallizes on contact.”

At CFS Alert, the Multi-Agent Tactical Sentry (MATS) UGV travels through rough Arctic terrain during an autonomous path-following test without the use of GPS. The Canadian Armed Forces Joint Arctic Experiment (CAFJAE) 2014 tests autonomous technology for Arctic conditions and explores its potential for future concepts of military operations through experiments carried out August 2014 at Canadian Forces Station Alert, Nunavut.  CAF and Defence Research and Development Canada's (DRDC) JAE work will benefit multiple government partners and centers around a fictitious satellite crash with hazard identification, telecommunication and other search and rescue tasks.

At CFS Alert, the Multi-Agent Tactical Sentry (MATS) UGV travels through rough Arctic terrain during an autonomous path-following test without the use of GPS. The Canadian Armed Forces Joint Arctic Experiment (CAFJAE) 2014 tests autonomous technology for Arctic conditions and explores its potential for future concepts of military operations through experiments carried out August 2014 at Canadian Forces Station Alert, Nunavut. CAF and Defence Research and Development Canada’s (DRDC) JAE work will benefit multiple government partners and centers around a fictitious satellite crash with hazard identification, telecommunication and other search and rescue tasks. Image: DRDC

Unsurprisingly, the wings of a drone being enveloped in ice presents “a major impediment to general unmanned air operations,” Monckton said. In part, because “UAVs are too small to carry standard deicing equipment [as used] on a commercial aircraft. So that’s a major problem.”

For the project, DRDC took a previously manned helicopter and modified it into an unmanned vehicle. They had help from Calgary-based Meggit Canada for the project, a defence and security contractor also responsible for this armed training hexicopter.

As for ground drones, or unmanned ground vehicles, Monckton said weather and temperature were an afterthought. The real challenge, was the actual terrain.

“The arctic has a really peculiar surface,” said Monckton, adding that the high Arctic offers mostly marshlands, rocky outcrops, or elevated permafrost that produces spiky formations. “So the UGV was kind of going between easy riding on sloppy stuff and then getting pounded to pieces on the rough frost boils.”

September 16, 2014

Unexpectedly thick ice holding back Arctic shipping

Filed under: Europe, Russia — Tags: , — Nicholas @ 08:30

Girija Shettar reports on the delays to planned transits of the Northern Sea Route through the Russian Arctic:

Northern Sea Route (PA photo via IHS Maritime 360)

Northern Sea Route (PA photo via IHS Maritime 360)

No transits through the Northern Sea Route (NSR) have been completed so far this year, which could bring the route’s long-term viability into question, experts have told IHS Maritime.

NSR Administration has given permission for 577 transits, but vessels navigating the NSR water area total only 99, with no completed voyages. NSR transits usually start in July and run until November.

Last year, 71 vessels transited the NSR, starting at the end of June, with the last transit at the end of November.

[…]

“We are two months late compared to 2012 and many planned cargo and passenger transits are currently being cancelled,” he said. “There’s too much ice and it seems that the Arctic ice extent will reach a decennial record high this year. I expect this will generate scepticism on the future economic viability of the route and the related investments already announced by the Arctic littoral countries.”

September 14, 2014

The Franklin Expedition discovery as a tool in Canadian claims to the Arctic

Filed under: Cancon, History — Tags: , , , , — Nicholas @ 11:26

Canada has long claimed sovereignty over the Arctic islands and the waterways around them. The United States disputes that claim, saying that the Northwest Passage is an international waterway. Prime Minister Stephen Harper has been using the search for the Franklin Expedition to bolster Canadian claims, and the Guardian‘s Nicky Woolf reports disdainfully:

Apart from these findings, the fate of the expedition remained a mystery for almost 170 years – until this week, when the wreckage of one of the ships was found by a Canadian scientific team. Ryan Harris, one of the lead archaeologists on the expedition, said that finding the ship was “like winning the Stanley Cup”.

The official announcement of the find was made by Stephen Harper, the prime minister of Canada.

“This is truly a historic moment for Canada,” he said, in a bombastic statement to the press. “Franklin’s ships are an important part of Canadian history given that his expeditions, which took place nearly 200 years ago, laid the foundations of Canada’s Arctic sovereignty.”

The certainty of the statement was perplexing to Suzanne Lalonde, a professor of international law at the University of Montreal. “I’ve been struggling with it – the way Prime Minister Harper announced the find as if there was a monumental confirmation of Canadian sovereignty,” she told the Guardian.

Canada’s position is that the North-West Passage is already Canadian. In an official statement to the Guardian, Christine Constantin, a spokeswoman for the Canadian embassy in Washington, said: “All waters of the Canadian Arctic archipelago, including the various waterways known as the ‘North-West Passage’, are internal waters of Canada … Canada’s sovereignty over its waters in the Arctic is longstanding and well established.

“No one disputes that the various waterways known as the ‘North-West Passage’ are Canadian waters.”

The routes usually taken to constitute the North-West Passage pass between Canada’s mainland territory and its Arctic islands.

« Newer PostsOlder Posts »

Powered by WordPress